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Document 32017R2400
Commission Regulation (EU) 2017/2400 of 12 December 2017 implementing Regulation (EC) No 595/2009 of the European Parliament and of the Council as regards the determination of the CO2 emissions and fuel consumption of heavy-duty vehicles and amending Directive 2007/46/EC of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance. )
Commission Regulation (EU) 2017/2400 of 12 December 2017 implementing Regulation (EC) No 595/2009 of the European Parliament and of the Council as regards the determination of the CO2 emissions and fuel consumption of heavy-duty vehicles and amending Directive 2007/46/EC of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance. )
Commission Regulation (EU) 2017/2400 of 12 December 2017 implementing Regulation (EC) No 595/2009 of the European Parliament and of the Council as regards the determination of the CO2 emissions and fuel consumption of heavy-duty vehicles and amending Directive 2007/46/EC of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance. )
OJ L 349, 29.12.2017, p. 1–247
(BG, ES, CS, DA, DE, ET, EL, EN, FR, HR, IT, LV, LT, HU, MT, NL, PL, PT, RO, SK, SL, FI, SV)
In force: This act has been changed. Current consolidated version: 01/01/2024
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29.12.2017 |
EN |
Official Journal of the European Union |
L 349/1 |
COMMISSION REGULATION (EU) 2017/2400
of 12 December 2017
implementing Regulation (EC) No 595/2009 of the European Parliament and of the Council as regards the determination of the CO2 emissions and fuel consumption of heavy-duty vehicles and amending Directive 2007/46/EC of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011
(Text with EEA relevance)
THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Regulation (EC) No 595/2009 of the European Parliament and of the Council of 18 June 2009 on type-approval of motor vehicles and engines with respect to emissions from heavy duty vehicles (Euro VI) and on access to vehicle repair and maintenance information and amending Regulation (EC) No 715/2007 and Directive 2007/46/EC and repealing Directives 80/1269/EEC, 2005/55/EC and 2005/78/EC (1), and in particular Article 4(3) and Article 5(4)(e) thereof,
Having regard to Directive 2007/46/EC of the European Parliament and of the Council of 5 September 2007 establishing a framework for the approval of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (Framework Directive) (2), and in particular Article 39(7) thereof,
Whereas:
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(1) |
Regulation (EC) No 595/2009 is one of the separate regulatory acts under the type-approval procedure laid down by Directive 2007/46/EC. It empowers the Commission to adopt measures relating to CO2 emissions and fuel consumption of heavy duty vehicles. The present Regulation aims at establishing measures for obtaining accurate information on CO2 emissions and fuel consumption of new heavy-duty vehicles placed on the Union market. |
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(2) |
Directive 2007/46/EC sets out the necessary requirements for the purpose of a whole vehicle type-approval. |
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(3) |
Commission Regulation (EU) No 582/2011 (3) sets out requirements for the approval of heavy-duty vehicles with regard to emissions and access to vehicle repair and maintenance information. Measures for the determination of CO2 emissions and fuel consumption of new heavy-duty vehicles should be part of the type-approval system instituted by this Regulation. A licence to perform simulations to establish CO2 emissions and fuel consumption of a vehicle will be required to obtain the approvals mentioned above. |
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(4) |
Emissions from lorries, buses and coaches, which are the most widely representative categories of heavy-duty vehicles, currently represent around 25 % of road transport CO2 emissions and are expected to increase even further in the future. In order to reach the target of a 60 % reduction of CO2 emissions from transport by 2050, effective measures to curb emissions from heavy-duty vehicles need to be introduced. |
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(5) |
Until now, no common method has been laid down by Union legislation to measure CO2 emissions and fuel consumption of heavy-duty vehicles, rendering it impossible to objectively compare performance of vehicles or to introduce measures, whether on the Union or national level, that would encourage the introduction of more energy-efficient vehicles. As a consequence, there has been no transparency in the market as regards the energy-efficiency of heavy-duty vehicles. |
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(6) |
The heavy-duty vehicle sector is very diversified, with a significant number of different vehicle types and models as well as with a high degree of customisation. The Commission has conducted an in-depth analysis of the available options to measure CO2 emissions and fuel consumption of those vehicles and concluded that in order to obtain unique data for each produced vehicle at the lowest cost, CO2 emissions and fuel consumption of heavy-duty vehicles should be determined using simulation software. |
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(7) |
In order to reflect the diversity of the sector, heavy-duty vehicles should be divided into groups of vehicles with a similar axle configuration, chassis configuration and technically permissible maximum laden mass. Those parameters define the purpose of a vehicle and should therefore determine the set of test cycles used for the purpose of the simulation. |
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(8) |
Since there is no software available on the market to meet the requirements necessary for the purposes of the assessment of CO2 emissions and fuel consumption of heavy-duty vehicles, the Commission should develop dedicated software to be used for those purposes. |
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(9) |
That software should be publically available, open-source, downloadable and executable. It should include a simulation tool for the calculation of CO2 emissions and fuel consumption of specific heavy-duty vehicles. The tool should be conceived to use, as input, the data reflecting the characteristics of the components, separate technical units and systems which have a significant impact on the CO2 emissions and fuel consumption of heavy-duty vehicles – engine, gearbox and additional driveline components, axles, tyres, aerodynamics and auxiliaries. The software should also include pre-processing tools to be used for the verification and pre-processing of the simulation tool input data relating to the engine and vehicle air drag, as well as a hashing tool to be used for the encryption of the simulation tool input and output files. |
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(10) |
In order to enable a realistic assessment, the simulation tool should be equipped with a number of functionalities allowing for a simulation of vehicles with different payloads and fuels over specific test cycles assigned to a vehicle depending on its application. |
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(11) |
Recognizing the importance of the proper functioning of the software for the correct determination of vehicles' CO2 emissions and fuel consumption and of keeping up with technological progress, the Commission should maintain the software and update it whenever necessary. |
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(12) |
The simulations should be performed by vehicle manufacturers before registration, sale or entry into service of a new vehicle in the Union. Provisions should also be put in place for the licence of the vehicle manufacturers' processes for calculation of the CO2 emissions and fuel consumption of vehicles. The processes of handling and application of data by the vehicle manufacturers for the purposes of calculation of the CO2 emissions and fuel consumption of vehicles using the simulation tool should be assessed and closely monitored by the approval authorities in order to ensure that the simulations are conducted in a correct manner. Provisions should therefore be put in place requiring vehicle manufacturers to acquire a licence for the operation of the simulation tool. |
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(13) |
The CO2 emissions and fuel consumption related properties of the components, separate technical units and systems having a significant impact on the CO2 emissions and fuel consumption of heavy-duty vehicles should be used as input for the simulation tool. |
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(14) |
In order to reflect the specificities of the individual components, separate technical units and systems and to allow for a more precise determination of their CO2 emissions and fuel consumption related properties, provisions for the certification of such properties on the basis of testing should be set out. |
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(15) |
For the purpose of limiting the costs of the certification, manufacturers should have the possibility to group into families components, separate technical units and systems with similar design and CO2 emission and fuel consumption characteristics. One component, separate technical unit or system per family with the least favourable characteristics as regards CO2 emissions and fuel consumption within that family should be tested and its results should apply to the entire family. |
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(16) |
The costs related to testing may constitute a significant obstacle in particular to companies manufacturing components, separate technical units or systems in small numbers. In order to provide an economically viable alternative to certification, standard values should be set out for certain components, separate technical units and systems with the possibility of using those values instead of the certified values determined on the basis of testing. Standard values should, however, be set out in a way to encourage suppliers of components, separate technical units and systems to apply for certification. |
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(17) |
In order to ensure that the results relating to CO2 emissions and fuel consumption declared by the suppliers of components, separate technical units and systems as well as vehicle manufacturers are correct, provisions for verifying and ensuring the conformity of the simulation tool operation as well as of the CO2 emissions and fuel consumption related properties of the relevant components, separate technical units and systems should be set out. |
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(18) |
In order to ensure sufficient lead time for the national authorities and the industry, the obligation to determine and declare CO2 emissions and fuel consumption of new vehicles should be implemented gradually for different vehicle groups starting with the vehicles which are the biggest contributors to CO2 emissions of the heavy-duty sector. |
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(19) |
The provisions set out in this Regulation form part of the framework established by Directive 2007/46/EC and complement the provisions for type approval with regard to emissions and vehicle repair and maintenance information laid down in Regulation (EU) No 582/2011. To establish a clear relationship between those provisions and this Regulation, Directive 2007/46/EC and Regulation (EU) No 582/2011 should be amended accordingly. |
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(20) |
The measures provided for in this Regulation are in accordance with the opinion of the Technical Committee Motor Vehicles, |
HAS ADOPTED THIS REGULATION:
CHAPTER 1
GENERAL PROVISIONS
Article 1
Subject matter
This Regulation complements the legal framework for the type-approval of motor vehicles and engines with regard to emissions and vehicle repair and maintenance information established by Regulation (EU) No 582/2011 by laying down the rules for issuing licences to operate a simulation tool with a view to determining CO2 emissions and fuel consumption of new vehicles to be sold, registered or put into service in the Union and for operating that simulation tool and declaring the CO2 emissions and fuel consumption values thus determined.
Article 2
Scope
1. Subject to the second paragraph of Article 4, this Regulation shall apply to vehicles of category N2, as defined in Annex II to Directive 2007/46/EC, with a technically permissible maximum laden mass exceeding 7 500 kg and to all vehicles of category N3, as defined in that Annex.
2. In case of multi-stage type-approvals of vehicles referred to in paragraph 1, this Regulation shall apply only to base vehicles equipped at least with a chassis, engine, transmission, axles and tyres.
3. This Regulation shall not apply to off-road vehicles, special purpose vehicles and off road special purpose vehicles as defined, respectively, in points 2.1., 2.2. and 2.3. of Part A of Annex II to Directive 2007/46/EC.
Article 3
Definitions
For the purposes of this Regulation, the following definitions shall apply:
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(1) |
‘CO2 emissions and fuel consumption related properties’ means specific properties derived for a component, separate technical unit and system which determine the impact of the part on the CO2 emissions and fuel consumption of a vehicle; |
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(2) |
‘input data’ means information on the CO2 emissions and fuel consumption related properties of a component, separate technical unit or system which is used by the simulation tool for the purpose of determining CO2 emissions and fuel consumption of a vehicle; |
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(3) |
‘input information’ means information relating to the characteristics of a vehicle which is used by the simulation tool for the purposes of determining their CO2 emissions and fuel consumption of the vehicle and which is not part of an input data; |
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(4) |
‘manufacturer’ means the person or body who is responsible to the approval authority for all aspects of the certification process and for ensuring conformity of CO2 emissions and fuel consumption related properties of components, separate technical units and systems. It is not essential that the person or body be directly involved in all stages of the construction of the component, separate technical unit or system which is the subject of the certification. |
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(5) |
‘authorised entity’ means a national authority authorised by a Member State to request relevant information from the manufacturers and vehicle manufacturers on the CO2 emissions and fuel consumption related properties of a specific component, specific separate technical unit or specific system and CO2 emissions and fuel consumption of new vehicles respectively. |
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(6) |
‘transmission’ means a device consisting of at least of two shiftable gears, changing torque and speed with defined ratios; |
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(7) |
‘torque converter’ means a hydrodynamic start-up component either as a separate component of the driveline or transmission with serial power flow that adapts speed between engine and wheel and provides torque multiplication; |
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(8) |
‘other torque transferring component’ or ‘OTTC’ means a rotating component attached to the driveline which produces torque losses dependent on its own rotational speed; |
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(9) |
‘additional driveline component’ or ‘ADC’ means a rotating component of the driveline which transfers or distributes power to other driveline components and produces torque losses dependant on its own rotational speed; |
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(10) |
‘axle’ means a central shaft for a rotating wheel or gear as drive axle of a vehicle; |
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(11) |
‘air drag’ means characteristic of a vehicle configuration regarding aerodynamic force acting on the vehicle opposite to the direction of air flow and determined as a product of the drag coefficient and the cross sectional area for zero crosswind conditions; |
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(12) |
‘auxiliaries’ means vehicle components including an engine fan, steering system, electric system, pneumatic system and air conditioning (AC) system whose CO2 emissions and fuel consumption properties have been defined in Annex IX; |
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(13) |
‘component family’, ‘separate technical unit family’ or ‘system family’ means a manufacturer's grouping of components, separate technical units or systems, respectively, which through their design have similar CO2 emissions and fuel consumption related properties; |
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(14) |
‘parent component’, ‘parent separate technical unit’ or ‘parent system’ means a component, separate technical unit or system, respectively, selected from a component, separate technical unit or system family, respectively, in such a way that its CO2 emissions and fuel consumption related properties will be the worst case for that component family, separate technical unit family or system family; |
Article 4
Vehicle groups
For the purpose of this Regulation, motor vehicles shall be classified in vehicle groups in accordance with Table 1 in Annex I.
Articles 5 to 22 do not apply to motor vehicles of vehicle groups 0, 6, 7, 8, 13, 14, 15 and 17.
Article 5
Electronic tools
1. The Commission shall provide free of charge the following electronic tools in the form of downloadable and executable software:
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(a) |
a simulation tool; |
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(b) |
pre-processing tools; |
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(c) |
a hashing tool. |
The Commission shall maintain the electronic tools and provide modifications and updates to those tools.
2. The Commission shall make the electronic tools referred to in paragraph 1 available through a publicly available dedicated electronic distribution platform.
3. The simulation tool shall be used for the purposes of determining CO2 emissions and fuel consumption of new vehicles. It shall be designed to operate on the basis of input information as specified in Annex III, as well as input data referred to in Article 12(1).
4. The pre-processing tools shall be used for the purpose of verification and compilation of the testing results and performing additional calculations relating to CO2 emission and fuel consumption related properties of certain components, separate technical units or systems and converting them in a format used by the simulation tool. The pre-processing tools shall be used by the manufacturer after performing the tests referred to in point 4 of Annex V for engines and in point 3 of Annex VIII for air-drag.
5. The hashing tools shall be used for establishing an unequivocal association between the certified CO2 emission and fuel consumption related properties of a component, separate technical unit or system and its certification document, as well as for establishing an unequivocal association between a vehicle and its manufacturer's records file as referred to in point 1of Annex IV.
CHAPTER 2
LICENCE TO OPERATE THE SIMULATION TOOL FOR THE PURPOSES OF TYPE-APPROVAL WITH REGARD TO EMISSIONS AND VEHICLE REPAIR AND MAINTENANCE INFORMATION
Article 6
Application for a licence to operate the simulation tool with a view to determining CO2 emissions and fuel consumption of new vehicles
1. The vehicle manufacturer shall submit to the approval authority an application for a licence to operate the simulation tool referred to in Article 5(3) with a view to determining CO2 emissions and fuel consumption of new vehicles belonging to one or more vehicle groups (‘licence’).
2. The application for a licence shall take the form of an information document drawn up in accordance with the model set out in Appendix 1 to Annex II.
3. The application for a licence shall be accompanied by an adequate description of the processes set up by the manufacturer for the purposes of determining CO2 emissions and fuel consumption with respect to all the vehicle groups concerned, as set out in point 1 of Annex II.
It shall also be accompanied by the assessment report drafted by the approval authority after performing an assessment in accordance with point 2 of Annex II.
4. The vehicle manufacturer shall submit the application for a licence drawn up in accordance with paragraphs 2 and 3 to the approval authority at the latest together with the application for an EC type-approval of a vehicle with an approved engine system with regard to emissions and access to vehicle repair and maintenance information pursuant to Article 7 of Regulation (EU) No 582/2011, or with the application for an EC type-approval of a vehicle with regard to emissions and access to vehicle repair and maintenance information pursuant to Article 9 of that Regulation. The application for a licence must concern the vehicle group which includes the type of vehicle concerned by the application for EC type-approval.
Article 7
Administrative provisions for the granting of the licence
1. The approval authority shall grant the licence if the manufacturer submits an application in accordance with Article 6 and proves that the requirements laid down in Annex II are met with respect to the vehicle groups concerned.
Where the requirements laid down in Annex II are met only with respect to some of the vehicle groups specified in the application for a licence, the licence shall be granted only with respect to those vehicle groups.
2. The licence shall be issued in accordance with the model set out in Appendix 2 to Annex II.
Article 8
Subsequent changes to the processes set up for the purposes of determining CO2 emissions and fuel consumption of vehicles
1. A licence shall be extended to vehicle groups other than those to which a licence has been granted, as referred to in Article 7(1), if the vehicle manufacturer proves that the processes set up by him for the purposes of determining CO2 emissions and fuel consumption of vehicle groups covered by the licence fully meet the requirements of Annex II also in respect of the other vehicle groups.
2. The vehicle manufacturer shall apply for an extension of the licence in accordance with Article 6 (1), (2) and (3).
3. After obtaining the licence, the vehicle manufacturer shall notify the approval authority without delay of any changes to the processes set up by him for the purposes of determining CO2 emissions and fuel consumption for the vehicle groups covered by the licence that may effect on the accuracy, reliability and stability of those processes.
4. Upon receipt of the notification referred to in paragraph 3, the approval authority shall inform the vehicle manufacturer whether processes affected by the changes continue to be covered by the licence granted, whether the licence must be extended in accordance with paragraphs 1 and 2 or whether a new licence should be applied for in accordance with Article 6.
5. Where the changes are not covered by the licence, the manufacturer shall, within one month of receipt of the information referred to in paragraph 4, apply for an extension of the licence or for a new licence. If the manufacturer does not apply for an extension of the licence or a new licence within that deadline, or if the application is rejected, the licence shall be withdrawn.
CHAPTER 3
OPERATION OF THE SIMULATION TOOL WITH A VIEW TO DETERMINING THE CO2 EMISSIONS AND FUEL CONSUMPTION FOR THE PURPOSES OF REGISTRATION, SALE AND ENTRY INTO SERVICE OF NEW VEHICLES
Article 9
Obligation to determine and declare CO2 emissions and fuel consumption of new vehicles
1. A vehicle manufacturer shall determine the CO2 emissions and fuel consumption of each new vehicle to be sold, registered or put into service in the Union using the latest available version of the simulation tool referred to in Articles 5(3).
A vehicle manufacturer may operate the simulation tool for the purposes of this Article only if in possession of a licence granted for the vehicle group concerned in accordance with Article 7 or extended to the vehicle group concerned in accordance with Article 8(1).
2. The vehicle manufacturer shall record the results of the simulation performed in accordance with the first subparagraph of paragraph 1 in the manufacturer's records file drawn up in accordance with the model set out in Part I of Annex IV.
With the exception of the cases referred to in the second subparagraph of Article 21(3), and in Article 23(6), any subsequent changes to the manufacturer's records file shall be prohibited.
3. The manufacturer shall create a cryptographic hash of the manufacturer's records file using the hashing tool referred to in Article 5(5).
4. Each vehicle to be registered, sold or to enter into service shall be accompanied by the customer information file drawn up by the manufacturer in accordance with the model set out in Part II to Annex IV.
Each customer information file shall include an imprint of the cryptographic hash of the manufacturer's records file referred to in paragraph 3.
5. Each vehicle to be registered, sold or to enter into service shall be accompanied by a certificate of conformity including an imprint of the cryptographic hash of the manufacturer's records file referred to in paragraph 3.
The first subparagraph shall not apply in the case of vehicles approved in accordance with Article 24 of Directive 2007/46/EC.
Article 10
Modifications, updates and malfunction of the electronic tools
1. In the case of modifications or updates to the simulation tool, the vehicle manufacturer shall start using the modified or updated simulation tool no later than 3 months after the modifications and updates were made available on the dedicated electronic distribution platform.
2. If the CO2 emissions and fuel consumption of new vehicles cannot be determined in accordance with Article 9(1) due to a malfunction of the simulation tool, the vehicle manufacturer shall notify the Commission thereof without delay by means of the dedicated electronic distribution platform.
3. If the CO2 emissions and fuel consumption of new vehicles cannot be determined in accordance with Article 9(1) due to a malfunction of the simulation tool, the vehicle manufacturer shall perform the simulation of those vehicles not later than 7 calendar days after the date referred to in point 1. Until then, the obligations resulting from Article 9 for the vehicles for which the determination of fuel consumption and CO2 emissions remains impossible shall be suspended.
Article 11
Accessibility of the simulation tool inputs and output information
1. The manufacturer's records file together with certificates on CO2 emissions and fuel consumption related properties of the components, systems and separate technical units shall be stored by the vehicle manufacturer for at least 20 years after the production of the vehicle and shall be available to the approval authority and the Commission at their request.
2. Upon request by an authorized entity of a Member State or by the Commission, the vehicle manufacturer shall provide, within 15 working days, the manufacturer's records file.
3. Upon request by an authorised entity of a Member State or by the Commission, the approval authority which granted the licence in accordance with Article 7 or certified the CO2 emissions and fuel consumption related properties of a component, separate technical unit or system in accordance with Article 17 shall provide, within 15 working days, the information document referred to in Article 6(2) or in Article 16(2), respectively.
CHAPTER 4
CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF COMPONENTS, SEPARATE TECHNICAL UNITS AND SYSTEMS
Article 12
Components, separate technical units and systems relevant for the purposes of determining CO2 emissions and fuel consumption
1. The simulation tool input data referred to in Article 5(3) shall include information relating to the CO2 emissions and fuel consumption related properties of the following components, separate technical units and systems:
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(a) |
engines; |
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(b) |
transmissions; |
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(c) |
torque converters; |
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(d) |
other torque transferring components; |
|
(e) |
additional driveline components; |
|
(f) |
axles; |
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(g) |
body or trailer air drag; |
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(h) |
auxiliaries; |
|
(i) |
tyres. |
2. The CO2 emissions and fuel consumption related properties of the components, separate technical units and systems referred to in points (b) to (g) and (i) of paragraph 1 shall be based either on the values determined, for each component family, separate technical unit family or system family, in accordance with Article 14 and certified in accordance with Article 17 (‘certified values’) or, in the absence of the certified values, on the standard values determined in accordance with Article 13.
3. The CO2 emissions and fuel consumption related properties of engines shall be based on the values determined for each engine family in accordance with Article 14 and certified in accordance with Article 17.
4. The CO2 emissions and fuel consumption related properties of auxiliaries shall be based on the standard values determined in accordance with Article 13.
5. In the case of a base vehicle referred to in Article 2(2), the CO2 emissions and fuel consumption related properties of components, separate technical units and systems referred to in points (g) and (h) of paragraph 1 which cannot be determined for the base vehicle shall be based on the standard values. For components, separate technical units and systems referred to in point (h), the technology with highest power losses shall be selected by the vehicle manufacturer.
Article 13
Standard values
1. The standard values for transmissions shall be determined in accordance with Appendix 8 of Annex VI.
2. The standard values for torque converters shall be determined in accordance with Appendix 9 of Annex VI.
3. The standard values for other torque-transferring components shall be determined in accordance with Appendix 10 of Annex VI.
4. The standard values for additional driveline components shall be determined in accordance with Appendix 11 of Annex VI.
5. The standard values for axles shall be determined in accordance with Appendix 3 of Annex VII.
6. The standard values for a body or trailer air drag shall be determined in accordance with Appendix 7 of Annex VIII.
7. The standard values for auxiliaries shall be determined in accordance with Annex IX.
8. The standard value for tyres shall be the one for C3 tyres as set out in Table 2 of Part B of Annex II to Regulation (EC) No 661/2009 of the European Parliament and of the Council (4).
Article 14
Certified values
1. The values determined in accordance with paragraphs 2 to 9 may be used by the vehicle manufacturer as the simulation tool input data if they are certified in accordance with Article 17.
2. The certified values for engines shall be determined in accordance with point 4 of Annex V.
3. The certified values for transmissions shall be determined in accordance with point 3 of Annex VI.
4. The certified values for torque converters shall be determined in accordance with point 4 of Annex VI.
5. The certified values for other torque-transferring component shall be determined in accordance with point 5 of Annex VI.
6. The certified values for additional driveline components shall be determined in accordance with point 6 of Annex VI.
7. The certified values for axles shall be determined in accordance with point 4 of Annex VII.
8. The certified values for a body or trailer air drag shall be determined in accordance with point 3 of Annex VIII.
9. The certified values for tyres shall be determined in accordance with Annex X.
Article 15
Family concept regarding components, separate technical units and systems using certified values
1. Subject to paragraphs 3 to 6, the certified values determined for a parent component, parent separate technical unit or parent system shall be valid, without further testing, for all family members in accordance with the family definition as set out in:
|
— |
Appendix 6 to Annex VI as regards the family concept of transmissions, torque converters, other torque transferring component and additional driveline components; |
|
— |
Appendix 4 to Annex VII as regards the family concept of axles; |
|
— |
Appendix 5 to Annex VIII as regards the family concept for the purposes of determining air drag. |
2. Notwithstanding paragraph 1, for engines, the certified values for all the members of an engine family created in accordance with the family definition as set out in Appendix 3 to Annex V, shall be derived in accordance with paragraph 4, 5 and 6 of Annex V.
For tyres, a family shall consist of one tyre type only.
3. The CO2 emissions and fuel consumption related properties of the parent component, parent separate technical unit or parent system shall not be better than the properties of any member of the same family.
4. The manufacturer shall provide the approval authority with evidence that the parent component, separate technical units or system fully represents the component family, separate technical unit family or system family.
If, in the framework of testing for the purposes of the second subparagraph of Article 16(3), the approval authority determines that the selected parent component, parent separate technical unit or parent system does not fully represent the component family, separate technical unit family or system family, an alternative reference component, separate technical units or system may be selected by the approval authority, tested and shall become a parent component, parent separate technical unit or parent system.
5. Upon request of the manufacturer, and subject to the agreement by the approval authority, the CO2 emissions and fuel consumption related properties of a specific component, specific separate technical unit or specific system other than a parent component, parent separate technical unit or parent system, respectively, may be indicated in the certificate on CO2 emissions and fuel consumption related properties of the component family, separate technical unit family or system family.
The CO2 emissions and fuel consumption related properties of that specific component, separate technical unit or system shall be determined in accordance with Article 14.
6. Where the characteristics of the specific component, specific separate technical unit or specific system, in terms of CO2 emissions and fuel consumption related properties as determined in accordance with paragraph 5, lead to higher CO2 emissions and fuel consumption values than those of the parent component, parent separate technical unit or parent system, respectively, the manufacturer shall exclude it from the existing family, assign it to a new family and define it as the new parent component, parent separate technical unit or parent system for that family or apply for an extension of the certification pursuant to Article 18.
Article 16
Application for a certification of the CO2 emissions and fuel consumption related properties of components, separate technical units or systems
1. The application for certification of the CO2 emissions and fuel consumption related properties of the component family, separate technical unit family or system family shall be submitted to the approval authority.
2. The application for certification shall take the form of an information document drawn up in accordance with the model set out in:
|
— |
Appendix 2 to Annex V as regards engines; |
|
— |
Appendix 2 to Annex VI as regards transmissions; |
|
— |
Appendix 3 to Annex VI as regards torque converters; |
|
— |
Appendix 4 to Annex VI as regards other torque transferring component; |
|
— |
Appendix 5 to Annex VI as regards additional driveline components; |
|
— |
Appendix 2 to Annex VII as regards axles; |
|
— |
Appendix 2 to Annex VIII as regards air drag; |
|
— |
Appendix 2 to Annex X as regards tyres. |
3. The application for certification shall be accompanied by an explanation of the elements of design of the component family, separate technical unit family or the system family concerned which have a non-negligible effect on the CO2 emissions and fuel consumption related properties of the components, separate technical units or systems concerned.
The application shall also be accompanied by the relevant test reports issued by an approval authority, test results, and by a statement of compliance issued by an approval authority pursuant to point 1 of Annex X of Directive 2007/46/EC.
Article 17
Administrative provisions for the certification of CO2 emissions and fuel consumption related properties of components, separate technical units and systems
1. If all the applicable requirements are met, the approval authority shall certify the values relating to the CO2 emissions and fuel consumption related properties of the component family, separate technical unit family or system family concerned.
2. In the case referred to in paragraph 1, the approval authority shall issue a certificate on CO2 emissions and fuel consumption related properties using the model set out in:
|
— |
Appendix 1 to Annex V as regards engines; |
|
— |
Appendix 1 to Annex VI as regards transmissions, torque converters, other torque transferring component and additional driveline components; |
|
— |
Appendix 1 to Annex VII as regards axles; |
|
— |
Appendix 1 to Annex VIII as regards air drag; |
|
— |
Appendix 1 to Annex X as regards tyres. |
3. The approval authority shall grant a certification number in accordance with the numbering system set out in:
|
— |
Appendix 6 to Annex V as regards engines; |
|
— |
Appendix 7 to Annex VI as regards transmissions, torque converters, other torque transferring component and additional driveline components; |
|
— |
Appendix 5 to Annex VII as regards axles; |
|
— |
Appendix 8 to Annex VIII as regards air drag; |
|
— |
Appendix 1 to Annex X as regards tyres. |
The approval authority shall not assign the same number to another component family, separate technical unit family or system family. The certification number shall be used as the identifier of the test report.
4. The approval authority shall create a cryptographic hash of the file with test results, comprising the certification number, by means of the hashing tool referred to in Article 5(5). This hashing shall be done immediately after the test results are produced. The approval authority shall imprint that hash along with the certification number on the certificate on CO2 emissions and fuel consumption related properties.
Article 18
Extension to include a new component, separate technical unit or system into a component family, separate technical unit family or system family
1. At the request of the manufacturer and upon approval of the approval authority, a new component, separate technical unit or system may be included as a member of a certified component family, separate technical unit family or system family if they meet the criteria for family definition set out in:
|
— |
Appendix 3 to Annex V as regards the family concept of engines; |
|
— |
Appendix 6 to Annex VI as regards the family concept of transmissions, torque converters, other torque transferring component and additional driveline components; |
|
— |
Appendix 4 to Annex VII as regards the family concept of axles; |
|
— |
Appendix 5 to Annex VIII as regards the family concept for the purposes of determining air drag. |
In such cases, the approval authority shall issue a revised certificate denoted by an extension number.
The manufacturer shall modify the information document referred to in Article 16(2) and provide it to the approval authority.
2. Where the characteristics of the specific component, specific separate technical unit or specific system, in terms of CO2 emissions and fuel consumption related properties as determined in accordance with paragraph 1, lead to higher CO2 emissions and fuel consumption values than those of the parent component, parent separate technical unit or parent system, respectively, the new component, separate technical unit or system shall become the new parent component, separate technical unit or system.
Article 19
Subsequent changes relevant for the certification of CO2 emissions and fuel consumption related properties of components, separate technical units and systems
1. The manufacturer shall notify the approval authority of any changes to the design or the manufacturing process of components, separate technical units or systems concerned which occur after the certification of the values relating to the CO2 emissions and fuel consumption related properties of the relevant component family, separate technical unit family or system family pursuant to Article 17 and which may have a non-negligible effect on the CO2 emissions and fuel consumption related properties of those components, separate technical units and systems.
2. Upon receipt of the notification referred to in paragraph 1, the approval authority shall inform the manufacturer whether or not the components, separate technical units or systems affected by the changes continue to be covered by the certificate issued, or whether additional testing in accordance with Article 14 is necessary in order to verify the impact of the changes on the CO2 emissions and fuel consumption related properties of the components, separate technical units or systems concerned.
3. Where the components, separate technical units or systems affected by the changes are not covered by the certificate, the manufacturer shall, within one month of receipt of that information from the approval authority, apply for a new certification or an extension pursuant to Article 18. If the manufacturer does not apply for a new certification or an extension within that deadline, or if the application is rejected, the certificate shall be withdrawn.
CHAPTER 5
CONFORMITY OF SIMULATION TOOL OPERATION, INPUT INFORMATION AND INPUT DATA
Article 20
Responsibilities of the vehicle manufacturer and the approval authority with regard to the conformity of simulation tool operation
1. The vehicle manufacturer shall take the necessary measures to ensure that the processes set up for the purposes of determining CO2 emissions and fuel consumption for all the vehicle groups covered by the licence granted pursuant to Article 7 or the extension to the licence pursuant to Article 8(1) continue to be adequate for that purpose.
2. The approval authority shall perform, four times per year, an assessment as referred to in point 2 of Annex II in order to verify if the processes set up by the manufacturer for the purposes of determining CO2 emissions and fuel consumption for all the vehicle groups covered by the licence continue to be adequate. The assessment shall also include verification of the selection of the input information and input data and repetition of the simulations performed by the manufacturer,
Article 21
Remedial measures for the conformity of simulation tool operation
1. Where the approval authority finds, pursuant to Article 20(2), that the processes set up by the vehicle manufacturer for the purposes of determining the CO2 emissions and fuel consumption of the vehicle groups concerned are not in accordance with the licence or with this Regulation or may lead to an incorrect determination of the CO2 emissions and fuel consumption of the vehicles concerned, the approval authority shall request the manufacturer to submit a plan of remedial measures no later than 30 calendar days after receipt of the request from the approval authority.
Where the vehicle manufacturer demonstrates that further time is necessary for the submission of the plan of remedial measures, an extension of up to 30 calendar days may be granted by the approval authority.
2. The plan of remedial measures shall apply to all vehicle groups which have been identified by the approval authority in its request.
3. The approval authority shall approve or reject the plan of remedial measures within 30 calendar days of its receipt. The approval authority shall notify the manufacturer and all the other Member States of its decision to approve or reject the plan of remedial measures.
The approval authority may require the vehicle manufacturer to issue a new manufacturer's records file, customer information file and certificate of conformity on the basis of a new determination of CO2 emissions and fuel consumption reflecting the changes implemented in accordance with the approved plan of remedial measures.
4. The manufacturer shall be responsible for the execution of the approved plan of remedial measures.
5. Where the plan of the remedial measures has been rejected by the approval authority, or the approval authority establishes that the remedial measures are not being correctly applied, it shall take the necessary measures to ensure the conformity of simulation tool operation, or withdraw the licence.
Article 22
Responsibilities of the manufacturer and approval authority with regards to conformity of CO2 emissions and fuel consumption related properties of components, separate technical units and systems
1. The manufacturer shall take the necessary measures in accordance to Annex X to Directive 2007/46/EC to ensure that the CO2 emissions and fuel consumption related properties of the components, separate technical units and systems listed in Article 12(1) which have been the subject of certification in accordance with Article 17 do not deviate from the certified values.
Those measures shall also include the following:
|
— |
the procedures laid down in Appendix 4 to Annex V as regards engines; |
|
— |
the procedures laid down in point 7 of Annex VI as regards transmissions; |
|
— |
the procedures laid down in point 5 and 6 of Annex VII as regards axles; |
|
— |
the procedures laid down in Appendix 6 to Annex VIII as regards body or trailer air drag; |
|
— |
the procedures laid down in point 4 of Annex X as regards tyres. |
Where CO2 emissions and fuel consumption related properties of a member of a component family, separate technical unit family or system family have been certified in accordance with Article 15(5), the reference value for the verification of the CO2 emissions and fuel consumption related properties shall be the one certified for this family member.
Where a deviation from the certified values is identified as a result of the measures referred to in the first and second subparagraphs, the manufacturer shall immediately inform the approval authority thereof.
2. The manufacturer shall provide, on an annual basis, testing reports containing the results of the procedures referred to in the second subparagraph of paragraph 1 to the approval authority which certified the CO2 emissions and fuel consumption related properties of the component family, separate technical unit family or system family concerned. The manufacturer shall make the test reports available to the Commission upon request.
3. The manufacturer shall ensure that at least one in every 25 procedures referred to in the second subparagraph of paragraph 1, or, with an exception for tyres, at least one procedure per year, relating to a component family, separate technical unit family or system family is supervised by a different approval authority than the one which participated in the certification of CO2 emissions and fuel consumption related properties of the component family, separate technical unit family or system family concerned pursuant to Article 16.
4. Any approval authority may at any time perform verifications relating to the components, separate technical units and systems at any of the manufacturer's and vehicle manufacturer's facilities in order to verify whether the CO2 emissions and fuel consumption related properties of those components, separate technical units and systems do not deviate from the certified values.
The manufacturer and the vehicle manufacturer shall provide the approval authority within 15 working days of the approval authority's request with all the relevant documents, samples and other materials in his possession and necessary to perform the verifications relating to a component, separate technical unit or system.
Article 23
Remedial measures for the conformity of CO2 emissions and fuel consumption related properties of components, separate technical units and systems
1. Where the approval authority finds, pursuant to Article 22, that the measures taken by the manufacturer to ensure that the CO2 emissions and fuel consumption related properties of the components, separate technical units and systems listed in Article 12(1) and which have been the subject of certification in accordance with Article 17 do not deviate from the certified values are not adequate, the approval authority shall request the manufacturer to submit a plan of remedial measures no later than 30 calendar days after receipt of the request from the approval authority.
Where the manufacturer demonstrates that further time is necessary for the submission of the plan of remedial measures, an extension of up to 30 calendar days may be granted by the approval authority.
2. The plan of remedial measures shall apply to all the component families, separate technical unit families or system families which have been identified by the approval authority in its request.
3. The approval authority shall approve or reject the plan of remedial measures within 30 calendar days of its receipt. The approval authority shall notify the manufacturer and all the other Member States of its decision to approve or reject the plan of remedial measures.
The approval authority may require the vehicle manufacturers who installed the components, separate technical units and systems concerned in their vehicles to issue a new manufacturer's records file, customers information file and certificate of conformity on the basis of the CO2 emissions and fuel consumption related properties of those components, separate technical units and systems obtained by means of the measures referred to in Article 22(1).
4. The manufacturer shall be responsible for the execution of the approved plan of remedial measures.
5. The manufacturer shall keep a record of every component, separate technical unit or system recalled and repaired or modified and of the workshop which performed the repair. The approval authority shall have access to those records on request during the execution of the plan of the remedial measures and for a period of 5 years after the completion of its execution.
6. Where the plan of remedial measures has been rejected by the approval authority, or the approval authority establishes that the remedial measures are not being correctly applied, it shall take the necessary measures to ensure the conformity of CO2 emissions and fuel consumption related properties of the component family, separate technical unit family and system family concerned, or withdraw the certificate on CO2 emissions and fuel consumption related properties.
CHAPTER 6
FINAL PROVISIONS
Article 24
Transitional provisions
1. Without prejudice to Article 10(3), where the obligations referred to in Article 9 have not been complied with, Member States shall prohibit the registration, sale or entry into service of:
|
(a) |
vehicles in the groups 4, 5, 9 and 10, as defined in Table 1 of Annex I, as from 1 July 2019; |
|
(b) |
vehicles in the groups 1, 2, and 3, as defined in Table 1 of Annex I, as from 1 January 2020; |
|
(c) |
vehicles in the groups 11, 12 and 16, as defined in Table 1 of Annex I, as from 1 July 2020. |
2. Notwithstanding paragraph 1(a), the obligations referred to in Article 9 shall apply from 1 January 2019 with regard to all vehicles in the groups 4, 5, 9 and 10 with production date on or after 1 January 2019. The production date shall be the date of signature of the certificate of conformity or the date of issue of the individual approval certificate.
Article 25
Amendment to Directive 2007/46/EC
Annexes I, III, IV, IX and XV to Directive 2007/46/EC are amended in accordance with Annex XI to this Regulation.
Article 26
Amendment to Regulation (EU) No 582/2011
Regulation (EU) No 582/2011 is amended as follows:
|
(1) |
In Article 3(1), the following subparagraph is added: ‘In order to receive an EC type-approval of a vehicle with an approved engine system with regard to emissions and vehicle repair and maintenance information, or an EC type-approval of a vehicle with regard to emissions and vehicle repair and maintenance information, the manufacturer shall also demonstrate that the requirements laid down in Article 6 and Annex II to Commission Regulation (EU) 2017/2400 (*1) are met with respect to the vehicle group concerned. However, that requirement shall not apply where the manufacturer indicates that new vehicles of the type to be approved will not be registered, sold or put into service in the Union on or after the dates laid down in points (a), (b) and (c) of paragraph 1 of Article 24 of Regulation (EU) 2017/2400 for the respective vehicle group. (*1) Commission Regulation (EU) 2017/2400 of 12 December 2017 implementing Regulation (EC) No 595/2009 of the European Parliament and of the Council as regards the determination of the CO2 emissions and fuel consumption of heavy-duty vehicles and amending Directive 2007/46/EC of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (OJ L 349, 29.12.2017, p. 1).’;" |
|
(2) |
Article 8 is amended as follows:
|
|
(3) |
Article 10 is amended as follows:
|
Article 27
Entry into force
This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels, 12 December 2017.
For the Commission
The President
Jean-Claude JUNCKER
(1) OJ L 188, 18.7.2009, p. 1.
(2) OJ L 263, 9.10.2007, p. 1.
(3) Commission Regulation (EU) No 582/2011 of 25 May 2011 implementing and amending Regulation (EC) No 595/2009 of the European Parliament and of the Council with respect to emissions from heavy duty vehicles (Euro VI) and amending Annexes I and III to Directive 2007/46/EC of the European Parliament and of the Council (OJ L 167, 25.6.2011, p. 1).
(4) Regulation (EC) No 661/2009 of the European Parliament and of the Council of 13 July 2009 concerning type-approval requirements for the general safety of motor vehicles, their trailers and systems, components and separate technical units intended therefor (OJ L 200, 31.7.2009, p. 1).
ANNEX I
CLASSIFICATION OF VEHICLES IN VEHICLE GROUPS
1. Classification of the vehicles for the purpose of this Regulation
1.1 Classification of vehicles of category N
Table 1
Vehicle groups for vehicles of category N
|
Description of elements relevant to the classification in vehicle groups |
Vehicle group |
Allocation of mission profile and vehicle configuration |
Standard body allocation |
||||||||||
|
Axle configuration |
Chassis configuration |
Technically permissible maximum laden mass (tons) |
Long haul |
Long haul (EMS) |
Regional delivery |
Regional delivery (EMS) |
Urban delivery |
Municipal utility |
Construction |
||||
|
4 × 2 |
Rigid |
> 3,5 – < 7,5 |
(0) |
|
|||||||||
|
Rigid (or tractor) (**) |
7,5 – 10 |
1 |
|
|
R |
|
R |
|
|
B1 |
|||
|
Rigid (or tractor) (**) |
> 10 – 12 |
2 |
R + T1 |
|
R |
|
R |
|
|
B2 |
|||
|
Rigid (or tractor) (**) |
> 12 – 16 |
3 |
|
|
R |
|
R |
|
|
B3 |
|||
|
Rigid |
> 16 |
4 |
R + T2 |
|
R |
|
|
R |
|
B4 |
|||
|
Tractor |
> 16 |
5 |
T + ST |
T + ST + T2 |
T + ST |
T + ST + T2 |
|
|
|
|
|||
|
4 × 4 |
Rigid |
7,5 – 16 |
(6) |
|
|||||||||
|
Rigid |
> 16 |
(7) |
|
||||||||||
|
Tractor |
> 16 |
(8) |
|
||||||||||
|
6 × 2 |
Rigid |
all weights |
9 |
R + T2 |
R + D + ST |
R |
R + D + ST |
|
R |
|
B5 |
||
|
Tractor |
all weights |
10 |
T + ST |
T + ST + T2 |
T + ST |
T + ST + T2 |
|
|
|
|
|||
|
6 × 4 |
Rigid |
all weights |
11 |
R + T2 |
R + D + ST |
R |
R + D + ST |
|
R |
R |
B5 |
||
|
Tractor |
all weights |
12 |
T + ST |
T + ST + T2 |
T + ST |
T + ST + T2 |
|
|
R |
|
|||
|
6 × 6 |
Rigid |
all weights |
(13) |
|
|||||||||
|
Tractor |
all weights |
(14) |
|
||||||||||
|
8 × 2 |
Rigid |
all weights |
(15) |
|
|||||||||
|
8 × 4 |
Rigid |
all weights |
16 |
|
|
|
|
|
|
R |
(generic weight + CdxA) |
||
|
8 × 6 8 × 8 |
Rigid |
all weights |
(17) |
|
|||||||||
|
|||||||||||||
(**) in these vehicle classes tractors are treated as rigids but with specific curb weight of tractor
|
T |
= |
Tractor |
|
R |
= |
Rigid & standard body |
|
T1, T2 |
= |
Standard trailers |
|
ST |
= |
Standard semitrailer |
|
D |
= |
Standard dolly |
ANNEX II
REQUIREMENTS AND PROCEDURES RELATED TO THE OPERATION OF THE SIMULATION TOOL
1. The processes to be set up by the vehicle manufacturer with a view to the operation of the simulation tool
|
1.1. |
The manufacturer shall set up at least the following processes:
|
2. Assessment by the approval authority
|
2.1. |
The approval authority shall verify whether the processes set out in point 1 related to the operation of the simulation tool have been set up.
The approval authority shall also verify the following:
For the purpose of point (a) of the second paragraph, The verification shall include determination of the CO2 emissions and fuel consumption of at leaste one vehicle from each of the vehicle groups for which the licence has been applied for. |
Appendix 1
MODEL OF AN INFORMATION DOCUMENT FOR THE PURPOSES OF OPERATING THE SIMULATION TOOL WITH A VIEW TO DETERMINING THE CO2 EMISSIONS AND FUEL CONSUMPTION OF NEW VEHICLES
SECTION I
1 Name and address of manufacturer:
2 Assembly plants for which the processes referred to in point 1 of Annex II of Regulation (EU) 2017/2400 have been set up with a view to the operation of the simulation tool:
3 Vehicle groups covered:
4 Name and address of the manufacturer's representative (if any)
SECTION II
1. Additional information
1.1. Data and process flow handling description (e.g. flow chart)
1.2 Description of quality management process
1.3 Additional quality management certificates (if any)
1.4 Description of simulation tool data sourcing, handling and storage
1.5 Additional documents (if any)
2. Date: …
3. Signature: …
Appendix 2
MODEL OF A LICENCE TO OPERATE THE SIMULATION TOOL WITH A VIEW TO DETERMINING CO2 EMISSIONS AND FUEL CONSUMPTION OF NEW VEHICLES
Maximum format: A4 (210 × 297 mm)
LICENCE TO OPERATE THE SIMULATION TOOL WITH A VIEW TO DETERMINING CO2 EMISSIONS AND FUEL CONSUMPTION OF NEW VEHICLES
|
Communication concerning:
|
Administration stamp
|
of the licence to operate simulation tool with regard to Regulation (EC) No 595/2009 as implemented by Regulation (EU) 2017/2400.
Licence number:
Reason for extension: …
SECTION I
0.1 Name and address of manufacturer:
0.2 Assembly plants for which the processes referred to in point 1 of Annex II of Commission Regulation (EU) 2017/2400 have been set up with a view to the operation of the simulation tool
0.3 Vehicle groups covered:
SECTION II
1. Additional information
1.1 Assessment report performed by an approval authority
1.2. Data and process flow handling description (e.g. flow chart)
1.3. Description of quality management process
1.4. Additional quality management certificates (if any)
1.5. Description of simulation tool data sourcing, handling and storage
1.6 Additional documents (if any)
2. Approval authority responsible for carrying out the assessment
3. Date of the assessment report
4. Number of assessment report report
5. Remarks (if any): see Addendum
6. Place
7. Date
8. Signature
(1) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)
ANNEX III
INPUT INFORMATION RELATING TO THE CHARACTERISTIC OF THE VEHICLE
1. Introduction
This Annex describes the list of parameters to be provided by the vehicle manufacturer as input to the simulation tool. The applicable XML schema as well as example data are available at the dedicated electronic distribution platform.
2. Definitions
|
(1) |
‘Parameter ID’: Unique identifier as used in ‘Vehicle Energy Consumption calculation Tool’ for a specific input parameter or set of input data |
|
(2) |
‘Type’: Data type of the parameter
|
|
(3) |
‘Unit’ … physical unit of the parameter |
|
(4) |
‘corrected actual mass of the vehicle’ shall mean the mass as specified under the ‘actual mass of the vehicle’ in accordance with Commission Regulation (EC) No 1230/2012 (1) with an exception for the tank(s) which shall be filled to at least 50 % of its or their capacity/ies, without superstructure and corrected by the additional weight of the non-installed standard equipment as specified in point 4.3 and the mass of a standard body, standard semi-trailer or standard trailer to simulate the complete vehicle or complete vehicle-(semi-)trailer combination. All parts that are mounted on and above the main frame are regarded as superstructure parts if they are only installed for facilitating a superstructure, independent of the necessary parts for in running order conditions. |
3. Set of input parameters
Table 1
Input parameters ‘Vehicle/General’
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
Manufacturer |
P235 |
token |
[-] |
|
|
ManufacturerAddress |
P252 |
token |
[-] |
|
|
Model |
P236 |
token |
[-] |
|
|
VIN |
P238 |
token |
[-] |
|
|
Date |
P239 |
dateTime |
[-] |
Date and time when the component-hash is created |
|
LegislativeClass |
P251 |
string |
[-] |
Allowed values: ‘N3’ |
|
VehicleCategory |
P036 |
string |
[-] |
Allowed values: ‘Rigid Truck’, ‘Tractor’ |
|
AxleConfiguration |
P037 |
string |
[-] |
Allowed values: ‘4×2’, ‘6×2’, ‘6×4’, ‘8×4’ |
|
CurbMassChassis |
P038 |
int |
[kg] |
|
|
GrossVehicleMass |
P041 |
int |
[kg] |
|
|
IdlingSpeed |
P198 |
int |
[1/min] |
|
|
RetarderType |
P052 |
string |
[-] |
Allowed values: ‘None’, ‘Losses included in Gearbox’, ‘Engine Retarder’, ‘Transmission Input Retarder’, ‘Transmission Output Retarder’ |
|
RetarderRatio |
P053 |
double, 3 |
[-] |
|
|
AngledriveType |
P180 |
string |
[-] |
Allowed values: ‘None’, ‘Losses included in Gearbox’, ‘Separate Angledrive’ |
|
PTOShaftsGearWheels |
P247 |
string |
[-] |
Allowed values: ‘none’, ‘only the drive shaft of the PTO’, ‘drive shaft and/or up to 2 gear wheels’, ‘drive shaft and/or more than 2 gear wheels’, ‘only one engaged gearwheel above oil level’ |
|
PTOOtherElements |
P248 |
string |
[-] |
Allowed values: ‘none’, ‘shift claw, synchronizer, sliding gearwheel’, ‘multi-disc clutch’, ‘multi-disc clutch, oil pump’ |
|
CertificationNumberEngine |
P261 |
token |
[-] |
|
|
CertificationNumberGearbox |
P262 |
token |
[-] |
|
|
CertificationNumberTorqueconverter |
P263 |
token |
[-] |
|
|
CertificationNumberAxlegear |
P264 |
token |
[-] |
|
|
CertificationNumberAngledrive |
P265 |
token |
[-] |
|
|
CertificationNumberRetarder |
P266 |
token |
[-] |
|
|
CertificationNumberTyre |
P267 |
token |
[-] |
|
|
CertificationNumberAirdrag |
P268 |
token |
[-] |
|
Table 2
Input parameters ‘Vehicle/AxleConfiguration’ per wheel axle
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
TwinTyres |
P045 |
boolean |
[-] |
|
|
AxleType |
P154 |
string |
[-] |
Allowed values: ‘VehicleNonDriven’, ‘VehicleDriven’ |
|
Steered |
P195 |
boolean |
|
|
Table 3
Input parameters ‘Vehicle/Auxiliaries’
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
Fan/Technology |
P181 |
string |
[-] |
Allowed values: ‘Crankshaft mounted - Electronically controlled visco clutch’, ‘Crankshaft mounted - Bimetallic controlled visco clutch’, ‘Crankshaft mounted - Discrete step clutch’, ‘Crankshaft mounted - On/off clutch’, ‘Belt driven or driven via transm. - Electronically controlled visco clutch’, ‘Belt driven or driven via transm. - Bimetallic controlled visco clutch’, ‘Belt driven or driven via transm. - Discrete step clutch’, ‘Belt driven or driven via transm. - On/off clutch’, ‘Hydraulic driven - Variable displacement pump’, ‘Hydraulic driven - Constant displacement pump’, ‘Electrically driven - Electronically controlled’ |
|
SteeringPump/Technology |
P182 |
string |
[-] |
Allowed values: ‘Fixed displacement’, ‘Fixed displacement with elec. control’, ‘Dual displacement’, ‘Variable displacement mech. controlled’, ‘Variable displacement elec. controlled’, ‘Electric’ Separate entry for each steered wheel axle required |
|
ElectricSystem/Technology |
P183 |
string |
[-] |
Allowed values: ‘Standard technology’, ‘Standard technology - LED headlights, all’ |
|
PneumaticSystem/Technology |
P184 |
string |
[-] |
Allowed values: ‘Small’, ‘Small + ESS’, ‘Small + visco clutch’ , ‘Small + mech. clutch’, ‘Small + ESS + AMS’, ‘Small + visco clutch + AMS’, ‘Small + mech. clutch + AMS’, ‘Medium Supply 1-stage’, ‘Medium Supply 1-stage + ESS’, ‘Medium Supply 1-stage + visco clutch’ , ‘Medium Supply 1-stage + mech. clutch’, ‘Medium Supply 1-stage + ESS + AMS’, ‘Medium Supply 1-stage + visco clutch + AMS’, ‘Medium Supply 1-stage + mech. clutch + AMS’, ‘Medium Supply 2-stage’, ‘Medium Supply 2-stage + ESS’, ‘Medium Supply 2-stage + visco clutch’ , ‘Medium Supply 2-stage + mech. clutch’, ‘Medium Supply 2-stage + ESS + AMS’, ‘Medium Supply 2-stage + visco clutch + AMS’, ‘Medium Supply 2-stage + mech. clutch + AMS’, ‘Large Supply’, ‘Large Supply + ESS’, ‘Large Supply + visco clutch’ , ‘Large Supply + mech. clutch’, ‘Large Supply + ESS + AMS’, ‘Large Supply + visco clutch + AMS’, ‘Large Supply + mech. clutch + AMS’; ‘Vacuum pump’ |
|
HVAC/Technology |
P185 |
string |
[-] |
Allowed values: ‘Default’ |
Table 4
Input parameters ‘Vehicle/EngineTorqueLimits’ per gear (optional)
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
Gear |
P196 |
integer |
[-] |
only gear numbers need to be specified where vehicle related engine torque limits according to point 6 are applicable |
|
MaxTorque |
P197 |
integer |
[Nm] |
|
4. Vehicle mass
4.1 The vehicle mass used as input for the simulation tool shall be the corrected actual mass of the vehicle.
This corrected actual mass shall be based on vehicles equipped in such a way that they are compliant to all regulatory acts of Annex IV and Annex XI to Directive 2007/46/EC applicable to the particular vehicle class.
4.2 If not all the standard equipment is installed, the manufacturer shall add the weight of the following construction elements to the corrected actual mass of the vehicle:
|
(a) |
Front under-run protection in accordance with Regulation (EC) No 661/2009 of the European Parliament and of the Council (2) |
|
(b) |
Rear under-run protection in accordance with Regulation (EC) No 661/2009 of the European Parliament and of the Council |
|
(c) |
Lateral protection in accordance with Regulation (EC) No 661/2009 of the European Parliament and of the Council |
|
(d) |
Fifth wheel in accordance with Regulation (EC) No 661/2009 of the European Parliament and of the Council |
4.3 The weight of the construction elements referred to in point 4.2 shall be the following:
|
|
For vehicles of groups 1, 2 and 3
|
|
|
For vehicles of groups 4, 5, 9 to 12 and 16
|
5. Hydraulically and mechanically driven axles
In case of vehicles equipped with:
|
(a) |
a hydraulically driven axles, the axle shall be treated as a non-drivable one and the manufacturer shall not take it into consideration for establishing an axle configuration of a vehicle; |
|
(b) |
a mechanically driven axles, the axle shall be treated as a drivable one and the manufacturer shall take it into consideration for establishing an axle configuration of a vehicle; |
6. Gear dependent engine torque limits set by vehicle control
For the highest 50 % of the gears (e.g. for gears 7 to 12 of a 12 gear transmission) the vehicle manufacturer may declare a gear dependent maximum engine torque limit which is not higher than 95 % of the maximum engine torque.
7. Vehicle specific engine idling speed
7.1. The engine idling speed has to be declared in VECTO for each individual vehicle. This declared vehicle engine idling shall be equal or higher than specified in the engine input data approval.
(1) Commission Regulation (EU) No 1230/2012 of 12 December 2012 implementing Regulation (EC) No 661/2009 of the European Parliament and of the Council with regard to type-approval requirements for masses and dimensions of motor vehicles and their trailers and amending Directive 2007/46/EC of the European Parliament and of the Council (OJ L 353, 21.12.2012, p. 31).
(2) Regulation (EC) No 661/2009 of the European Parliament and of the Council of 13 July 2009 concerning type-approval requirements for the general safety of motor vehicles, their trailers and systems, components and separate technical units intended therefor (OJ L 200 31.7.2009, p. 1)
ANNEX IV
MODEL OF THE MANUFACTURER'S RECORDS FILE AND OF THE CUSTOMER INFORMATION FILE
PART I
Vehicle CO2 emissions and fuel consumption – Manufacturer's records file
The manufacturer's records file will be produced by the simulation tool and shall at least contain the following information:
1. Vehicle, component, separate technical unit and systems data
1.1. Vehicle data
1.1.1. Name and address of manufacturer
1.1.2. Vehicle model
1.1.3. Vehicle identification number (VIN) …
1.1.4. Vehicle category (N1 N2, N3, M1, M2, M3) …
1.1.5. Axle configuration …
1.1.6. Max. gross vehicle weight (t) …
1.1.7. Vehicle group in accordance with Table 1 …
1.1.8. Corrected actual curb mass (kg) …
1.2. Main engine specifications
1.2.1. Engine model
1.2.2. Engine certification number …
1.2.3. Engine rated power (kW) …
1.2.4. Engine idling speed (1/min) …
1.2.5. Engine rated speed (1/min) …
1.2.6. Engine capacity (ltr) …
1.2.7. Engine reference fuel type (diesel/LPG/CNG …) …
1.2.8. Hash of the fuel map file/document …
1.3. Main transmission specifications
1.3.1. Transmission model
1.3.2. Transmission certification number …
1.3.3. Main option used for generation of loss maps (Option1/Option2/Option3/Stnadard values) …:
1.3.4. Transmission type (SMT, AMT, APT-S,APT-P) …
1.3.5. Nr. of gears …
1.3.6. Transmission ratio final gear …
1.3.7. Retarder type …
1.3.8. Power take off (yes/no) …
1.3.9. Hash of the efficiency map file/document …
1.4. Retarder specifications
1.4.1. Retarder model
1.4.2. Retarder certification number …
1.4.3. Certification option used for generation of a loss map (standard values/measurement) …
1.4.4. Hash of the efficiency map file/document …
1.5. Torque converter specification
1.5.1. Torque converter model
1.5.2. Torque converter certification number …
1.5.3. Certification option used for generation of a loss map (standard values/measurement) …
1.5.4. Hash of the efficiency map file/document …
1.6. Angle drive specifications
1.6.1. Angle drive model
1.6.2. Axle certification number …
1.6.3. Certification option used for generation of a loss map (standard values/measurement) …
1.6.4. Angle drive ratio …
1.6.5. Hash of the efficiency map file/document …
1.7. Axle specifications
1.7.1. Axle model …
1.7.2. Axle certification number …
1.7.3. Certification option used for generation of a loss map (standard values/measurement) …
1.7.4. Axle type (e.g. standard single driven axle) …
1.7.5. Axle ratio …
1.7.6. Hash of the efficiency map file/document …
1.8. Aerodynamics
1.8.1. Model
1.8.2. Certification option used for generation of CdxA (standard values /measurement) …
1.8.3. CdxA Certification number (if applicable) …
1.8.4. CdxA value …
1.8.5. Hash of the efficiency map file/document …
1.9. Main tyre specifications
1.9.1. Tyre dimension axle 1 …
1.9.2. Tyre certification number …
1.9.3. Specific RRC of all tyres on axle 1 …
1.9.4. Tyre dimension axle 2 …
1.9.5. Twin axle (yes/no) axle 2 …
1.9.6. Tyre certification number …
1.9.7. Specific RRC of all tyres on axle 2 …
1.9.8. Tyre dimension axle 3 …
1.9.9. Twin axle (yes/no) axle 3 …
1.9.10. Tyre certification number …
1.9.11. Specific RRC of all tyres on axle 3 …
1.9.12. Tyre dimension axle 4 …
1.9.13. Twin axle (yes/no) axle 4 …
1.9.14. Tyre certification number …
1.9.15. Specific RRC of all tyres on axle 4 …
1.10. Main auxiliary specifications
1.10.1. Engine cooling fan technology …
1.10.2. Steering pump technology …
1.10.3. Electric system technology …
1.10.4. Pneumatic system technology …
1.11. Engine torque limitations
1.11.1. Engine torque limit at gear 1 (% of max engine torque) …
1.11.2. Engine torque limit at gear 2 (% of max engine torque) …
1.11.3. Engine torque limit at gear 3 (% of max engine torque) …
1.11.4. Engine torque limit at gear … (% of max engine torque)
2. Mission profile and loading dependent values
2.1. Simulation parameters (for each profile/load/fuel combination)
2.1.1. Mission profile (long haul/regional/urban/municipal/construction) …
2.1.2. Load (as defined in the simulation tool) (kg) …
2.1.3. Fuel (diesel/petrol/LPG/CNG/…) …
2.1.4. Total vehicle mass in simulation (kg) …
2.2. Vehicle driving performance and information for simulation quality check
2.2.1. Average speed (km/h) …
2.2.2. Minimum instantaneous speed (km/h) …
2.2.3. Maximum instantaneous speed (km/h) …
2.2.4. Maximum deceleration (m/s2) …
2.2.5. Maximum acceleration (m/s2) …
2.2.6. Full load percentage on driving time …
2.2.7. Total number of gear shifts …
2.2.8. Total driven distance (km) …
2.3. Fuel and CO2 results
2.3.1. Fuel consumption (g/km) …
2.3.2. Fuel consumption (g/t-km) …
2.3.3. Fuel consumption (g/p-km) …
2.3.4. Fuel consumption (g/m3-km) …
2.3.5. Fuel consumption (l/100km) …
2.3.6. Fuel consumption (l/t-km) …
2.3.7. Fuel consumption (l/p-km) …
2.3.8. Fuel consumption (l/m3-km) …
2.3.9. Fuel consumption (MJ/km) …
2.3.10. Fuel consumption (MJ/t-km) …
2.3.11. Fuel consumption (MJ/p-km) …
2.3.12. Fuel consumption (MJ/m3-km) …
2.3.13. CO2 (g/km) …
2.3.14. CO2 (g/t-km) …
2.3.15. CO2 (g/p-km) …
2.3.16. CO2 (g/m3-km) …
3. Software and user information
3.1. Software and user information
3.1.1. Simulation tool version (X.X.X) …
3.1.2. Date and time of the simulation
3.1.3. Hash of simulation tool input information and input data …
3.1.4. Hash of simulation tool result …
PART II
Vehicle CO2 emissions and fuel consumption - Customer information file
1. Vehicle, component, separate technical unit and systems data
1.1. Vehicle data
1.1.1. Vehicle identification number (VIN) …
1.1.2. Vehicle category (N1 N2, N3, M1, M2, M3) …
1.1.3. Axle configuration …
1.1.4. Max. gross vehicle weight (t) …
1.1.5. Vehicle's group …
1.1.6. Name and address of manufacturer …
1.1.7. Make (trade name of manufacturer) …
1.1.8. Corrected actual curb mass (kg) …
1.2. Component, separate technical unit and systems data
1.2.1. Engine rated power (kW) …
1.2.2. Engine capacity (ltr) …
1.2.3. Engine reference fuel type (diesel/LPG/CNG…) …
1.2.4. Transmission values (measured/standard) …
1.2.5. Transmission type (SMT, AMT, AT-S, AT-S) …
1.2.6. Nr. of gears …
1.2.7. Retarder (yes/no) …
1.2.8. Axle ratio …
1.2.9. Avarage rolling resistance coefficient (RRC) of all tyres:
PART III
CO2 emissions and fuel consumption of the vehicle (for each payload/fuel combination)
Payload low [kg]:
|
|
Average vehicle speed |
CO2 emissions |
Fuel consumption |
||||
|
Long haul |
… km/h |
… g/km |
… g/t-km |
… g/m3-km |
… l/100 km |
… l/t-km |
… l/m3-km |
|
Long haul (EMS) |
… km/h |
… g/km |
… g/t-km |
… g/m3-km |
… l/100 km |
… l/t-km |
… l/m3-km |
|
Regional delivery |
… km/h |
… g/km |
… g/t-km |
… g/m3-km |
… l/100 km |
… l/t-km |
… l/m3-km |
|
Regional delivery (EMS) |
… km/h |
… g/km |
… g/t-km |
… g/m3-km |
… l/100 km |
… l/t-km |
… l/m3-km |
|
Urban delivery |
… km/h |
… g/km |
… g/t-km |
… g/m3-km |
… l/100 km |
… l/t-km |
… l/m3-km |
|
Municipal utility |
… km/h |
… g/km |
… g/t-km |
… g/m3-km |
… l/100 km |
… l/t-km |
… l/m3-km |
|
Construction |
… km/h |
… g/km |
… g/t-km |
… g/m3-km |
… l/100 km |
… l/t-km |
… l/m3-km |
Payload representative [kg]:
|
|
Average vehicle speed |
CO2 emissions |
Fuel consumption |
||||
|
Long haul |
… km/h |
… g/km |
… g/t-km |
… g/m3-km |
… l/100 km |
… l/t-km |
… l/m3-km |
|
Long haul (EMS) |
… km/h |
… g/km |
… g/t-km |
… g/m3-km |
… l/100 km |
… l/t-km |
… l/m3-km |
|
Regional delivery |
… km/h |
… g/km |
… g/t-km |
… g/m3-km |
… l/100 km |
… l/t-km |
… l/m3-km |
|
Regional delivery (EMS) |
… km/h |
… g/km |
… g/t-km |
… g/m3-km |
… l/100 km |
… l/t-km |
… l/m3-km |
|
Urban delivery |
… km/h |
… g/km |
… g/t-km |
… g/m3-km |
… l/100 km |
… l/t-km |
… l/m3-km |
|
Municipal utility |
… km/h |
… g/km |
… g/t-km |
… g/m3-km |
… l/100 km |
… l/t-km |
… l/m3-km |
|
Construction |
… km/h |
… g/km |
… g/t-km |
… g/m3-km |
… l/100 km |
… l/t-km |
… l/m3-km |
|
Software and user information |
Simulation tool version |
[X.X.X] |
|
Date and time of the simulation |
[-] |
Cryptographic hash of the output file:
ANNEX V
VERIFYING ENGINE DATA
1. Introduction
The engine test procedure described in this Annex shall produce input data relating to engines for the simulation tool.
2. Definitions
For the purposes of this Annex the definitions according to UN/ECE Regulation 49 Rev.06 and, in addition to these, the following definitions shall apply:
|
(1) |
‘engine CO2-family’ means a manufacturer's grouping of engines, as defined in paragraph 1 of Appendix 3; |
|
(2) |
‘CO2-parent engine’ means an engine selected from an engine CO2-family as specified in Appendix 3; |
|
(3) |
‘NCV’ means net calorific value of a fuel as specified in paragraph 3.2; |
|
(4) |
‘specific mass emissions’ means the total mass emissions divided by the total engine work over a defined period expressed in g/kWh; |
|
(5) |
‘specific fuel consumption’ means the total fuel consumption divided by the total engine work over a defined period expressed in g/kWh; |
|
(6) |
‘FCMC’ means fuel consumption mapping cycle; |
|
(7) |
‘Full load’ means the delivered engine torque/power at a certain engine speed when the engine is operated at maximum operator demand. |
The definitions in paragraphs 3.1.5 and 3.1.6. of Annex 4 to UN/ECE Regulation 49 Rev.06 shall not apply.
3. General requirements
The calibration laboratory facilities shall comply with the requirements of either ISO/TS 16949, ISO 9000 series or ISO/IEC 17025. All laboratory reference measurement equipment, used for calibration and/or verification, shall be traceable to national or international standards.
Engines shall be grouped into engine CO2-families defined in accordance with Appendix 3. Paragraph 4.1 explains which testruns shall be performed for the purpose of certification of one specific engine CO2-family.
3.1 Test conditions
All testruns performed for the purpose of certification of one specific engine CO2-family defined in accordance with Appendix 3 to this Annex shall be conducted on the same physical engine and without any changes to the setup of the engine dynamometer and the engine system, apart from the exceptions defined in paragraph 4.2 and Appendix 3.
3.1.1 Laboratory test conditions
The tests shall be conducted under ambient conditions meeting the following conditions over the whole testrun:
|
(1) |
The parameter fa describing the laboratory test conditions, determined in accordance with paragraph 6.1 of Annex 4 to UN/ECE Regulation 49 Rev.06, shall be within the following limits: 0,96 ≤ fa ≤ 1,04. |
|
(2) |
The absolute temperature (Ta) of the engine intake air expressed in Kelvin, determined in accordance with paragraph 6.1 of Annex 4 to UN/ECE Regulation 49 Rev.06 shall be within the following limits: 283 K ≤ Ta ≤ 303 K. |
|
(3) |
The atmospheric pressure expressed in kPa, determined in accordance with paragraph 6.1 of Annex 4 to UN/ECE Regulation 49 Rev.06 shall be within the following limits: 90 kPa ≤ ps ≤ 102 kPa. |
If tests are performed in test cells that are able to simulate barometric conditions other than those existing in the atmosphere at the specific test site, the applicable fa value shall be determined with the simulated values of atmospheric pressure by the conditioning system. The same reference value for the simulated atmospheric pressure shall be used for the intake air and exhaust path and all other relevant engine systems. The actual value of the simulated atmospheric pressure for the intake air and exhaust path and all other relevant engine systems shall be within the limits specified in subpoint (3).
In cases where the ambient pressure in the atmosphere at the specific test site exceeds the upper limit of 102 kPa, tests in accordance with this Annex may still be performed. In this case tests shall be performed with the specific ambient air pressure in the atmosphere.
In cases where the test cell has the ability to control temperature, pressure and/or humidity of engine intake air independent of the atmospheric conditions the same settings for those parameters shall be used for all testruns performed for the purpose of certification of one specific engine CO2-family defined in accordance with Appendix 3 to this Annex.
3.1.2 Engine installation
The test engine shall be installed in accordance with paragraphs 6.3 to 6.6 of Annex 4 to UN/ECE Regulation 49 Rev.06.
If auxiliaries/equipment necessary for operating the engine system are not installed as required in accordance with paragraph 6.3 of Annex 4 to UN/ECE Regulation 49 Rev.06, all measured engine torque values shall be corrected for the power required for driving these components for the purpose of this Annex in accordance with paragraph 6.3 of Annex 4 to UN/ECE Regulation 49 Rev.06.
The power consumption of the following engine components resulting in the engine torque required for driving these engine components shall be determined in accordance with Appendix 5 to this Annex:
|
(1) |
fan |
|
(2) |
electrically powered auxiliaries/equipment necessary for operating the engine system |
3.1.3 Crankcase emissions
In the case of a closed crankcase, the manufacturer shall ensure that the engine's ventilation system does not permit the emission of any crankcase gases into the atmosphere. If the crankcase is of an open type, the emissions shall be measured and added to the tailpipe emissions, following the provisions set out in paragraph 6.10. of Annex 4 to UN/ECE Regulation 49 Rev.06.
3.1.4 Engines with charge air-cooling
During all testruns the charge air cooling system used on the test bed shall be operated under conditions which are representative for in-vehicle application at reference ambient conditions. The reference ambient conditions are defined as 293 K for air temperature and 101,3 kPa for pressure.
The laboratory charge air cooling for tests according to this regulation should comply with the provisions specified in paragraph 6.2 of Annex 4 to UN/ECE Regulation 49 Rev.06.
3.1.5 Engine cooling system
|
(1) |
During all testruns the engine cooling system used on the test bed shall be operated under conditions which are representative for in-vehicle application at reference ambient conditions. The reference ambient conditions are defined as 293 K for air temperature and 101,3 kPa for pressure. |
|
(2) |
The engine cooling system should be equipped with thermostats according to the manufacturer specification for vehicle installation. If either a non-operational thermostat is installed or no thermostat is used, subpoint (3) shall apply. The setting of the cooling system shall be performed in accordance with subpoint (4). |
|
(3) |
If no thermostat is used or a non-operational thermostat is installed, the test bed system shall reflect the behavior of the thermostat under all test conditions. The setting of the cooling system shall be performed in accordance with subpoint (4). |
|
(4) |
The engine coolant flow rate (or alternatively the pressure differential across the engine side of the heat exchanger) and the engine coolant temperature shall be set to a value representative for in-vehicle application at reference ambient conditions when the engine is operated at rated speed and full load with the engine thermostat in fully open position. This setting defines the coolant reference temperature. For all testruns performed for the purpose of certification of one specific engine within one engine CO2-family, the cooling system setting shall not be changed, neither on the engine side nor on the test bed side of the cooling system. The temperature of the test bed side cooling medium should be kept resonably constant by good engineering judgement. The cooling medium on the test bed side of the heat exchanger shall not exceed the nominal thermostat opening temperatur downstream of the heat exchanger. |
|
(5) |
For all testruns performed for the purpose of certification of one specific engine within one engine CO2-family the engine coolant temperature shall be maintained between the nominal value of the thermostat opening temperature declared by the manufacturer and the coolant reference temperature in accordance with subpoint (4) as soon as the engine coolant has reached the declared thermostat opening temperature after engine cold start. |
|
(6) |
For the WHTC coldstart test performed in accordance with paragraph 4.3.3, the specific initial conditions are specified in paragraphs 7.6.1. and 7.6.2 of Annex 4 to UN/ECE Regulation 49 Rev.06. If simulation of the thermostat behaviour in accordance with subpoint (3) is applied, there shall be no coolant flow across the heat exchanger as long as the engine coolant has not reached the declared nominal thermostat opening temperature after cold start. |
3.2 Fuels
The respective reference fuel for the engine systems under test shall be selected from the fuel types listed in Table 1. The fuel properties of the reference fuels listed in Table 1 shall be those specified in Annex IX to Commission Regulation (EU) No 582/2011.
To ensure that the same fuel is used for all testruns performed for the purpose of certification of one specific engine CO2-family no refill of the tank or switch to another tank supplying the engine system shall occur. Exceptionally a refill or switch may be allowed if it can be ensured that the replacement fuel has exactly the same properties as the fuel used before (same production batch).
The NCV for the fuel used shall be determined by two separate measurements in accordance with the respective standards for each fuel type defined in Table 1. The two separate measurements shall be performed by two different labs independent from the manufacturer applying for certification. The lab performing the measurements shall comply with the requirements of ISO/IEC 17025. The approval authority shall ensure that the fuel sample used for determination of the NCV is taken from the batch of fuel used for all testruns.
If the two separate values for the NCV are deviating by more than 440 Joule per gram fuel, the values determined shall be void and the measurement campaign shall be repeated.
The mean value of the two separate NCV that are not deviating by more than 440 Joule per gram fuel shall be documented in MJ/kg rounded to 3 places to the right of the decimal point in accordance with ASTM E 29-06.
For gas fuels the standards for determining the NCV according to Table 1 contain the calculation of the calorific value based on the fuel composition. The gas fuel composition for determining the NCV shall be taken from the analysis of the reference gas fuel batch used for the certification tests. For the determination of the gas fuel composition used for determining the NCV only one single analysis by a lab independent from the manufacturer applying for certification shall be performed. For gas fuels the NCV shall be determined based on this single analysis instead of a mean value of two separate measurements.
Table 1
Reference fuels for testing
|
Fuel type / engine type |
Reference fuel type |
Standard used for determination of NCV |
|
Diesel / CI |
B7 |
at least ASTM D240 or DIN 59100-1 (ASTM D4809 is recommended) |
|
Ethanol / CI |
ED95 |
at least ASTM D240 or DIN 59100-1 (ASTM D4809 is recommended) |
|
Petrol / PI |
E10 |
at least ASTM D240 or DIN 59100-1 (ASTM D4809 is recommended) |
|
Ethanol / PI |
E85 |
at least ASTM D240 or DIN 59100-1 (ASTM D4809 is recommended) |
|
LPG / PI |
LPG Fuel B |
ASTM 3588 or DIN 51612 |
|
Natural Gas / PI |
G25 |
ISO 6976 or ASTM 3588 |
3.3 Lubricants
The lubricating oil for all testruns performed in accordance with this Annex shall be a commercially available oil with unrestricted manufacturer approval under normal in-service conditions as defined in paragraph 4.2 of Annex 8 to UN/ECE Regulation 49 Rev.06. Lubricants for which the usage is restricted to certain special operation conditions of the engine system or having an unusually short oil change interval shall not be used for the purpose of testruns in accordance with this Annex. The commercially available oil shall not be modified by any means and no additives shall be added.
All testruns performed for the purpose of certification of the CO2 emissions and fuel consumption related properties of one specific engine CO2-family shall be performed with the same type of lubricating oil.
3.4 Fuel flow measurement system
All fuel flows consumed by the whole engine system shall be captured by the fuel flow measurement system. Additional fuel flows not directly supplied to the combustion process in the engine cylinders shall be included in the fuel flow signal for all testruns performed. Additional fuel injectors (e.g. cold start devices) not necessary for the operation of the engine system shall be disconnected from the fuel supply line during all testruns performed.
3.5 Measurement equipment specifications
The measurement equipment shall meet the requirements of paragraph 9 of Annex 4 to UN/ECE Regulation 49 Rev.06.
Notwithstanding the requirements defined in paragraph 9 of Annex 4 to UN/ECE Regulation 49 Rev.06, the measurement systems listed in Table 2 shall meet the limits defined in Table 2.
Table 2
Requirements of measurement systems
|
|
Linearity |
|
||||
|
Measurement system |
Intercept | xmin × (a1 – 1) + a0 | |
Slope a1 |
Standard error of estimate SEE |
Coefficient of determination r2 |
Accuracy (1) |
Rise time (2) |
|
Engine speed |
≤ 0,2 % max calibration (3) |
0,999 - 1,001 |
≤ 0,1 % max calibration (3) |
≥ 0,9985 |
0,2 % of reading or 0,1 % of max. calibration (3) of speed whichever is larger |
≤ 1 s |
|
Engine torque |
≤ 0,5 % max calibration (3) |
0,995 - 1,005 |
≤ 0,5 % max calibration (3) |
≥ 0,995 |
0,6 % of reading or 0,3 % of max. calibration (3) of torque whichever is larger |
≤ 1 s |
|
Fuel mass flow for liquid fuels |
≤ 0,5 % max calibration (3) |
0,995 - 1,005 |
≤ 0,5 % max calibration (3) |
≥ 0,995 |
0,6 % of reading or 0,3 % of max. calibration (3) of flow whichever is larger |
≤ 2 s |
|
Fuel mass flow for gaseous fuels |
≤ 1 % max calibration (3) |
0,99 - 1,01 |
≤ 1 % max calibration (3) |
≥ 0,995 |
1 % of reading or 0,5 % of max. calibration (3) of flow whichever is larger |
≤ 2 s |
|
Electrical Power |
≤ 1 % max calibration (3) |
0,98 - 1,02 |
≤ 2 % max calibration (3) |
≥ 0,990 |
n.a. |
≤ 1 s |
|
Current |
≤ 1 % max calibration (3) |
0,98 - 1,02 |
≤ 2 % max calibration (3) |
≥ 0,990 |
n.a. |
≤ 1 s |
|
Voltage |
≤ 1 % max calibration (3) |
0,98 - 1,02 |
≤ 2 % max calibration (3) |
≥ 0,990 |
n.a. |
≤ 1 s |
‘xmin ’, used for calculation of the intercept value in Table 2, shall be 0,9 times the minimum predicted value expected during all testruns for the respective measurement system.
The signal delivery rate of the measurement systems listed in Table 2, except for the fuel mass flow measurement system, shall be at least 5 Hz (≥ 10 Hz recommended). The signal delivery rate of the fuel mass flow measurement system shall be at least 2 Hz.
All measurement data shall be recorded with a sample rate of at least 5 Hz (≥ 10 Hz recommended).
3.5.1 Measurement equipment verification
A verification of the demanded requirements defined in Table 2 shall be performed for each measurement system. At least 10 reference values between xmin and the ‘max calibration’ value defined in accordance with paragraph 3.5 shall be introduced to the measurement system and the response of the measurement system shall be recorded as measured value.
For the linearity verification the measured values shall be compared to the reference values by using a least squares linear regression in accordance with paragraph A.3.2 of Appendix 3 to Annex 4 to UN/ECE Regulation 49 Rev.06.
4. Testing procedure
All measurement data shall be determined in accordance with Annex 4 to UN/ECE Regulation 49 Rev.06, unless stated otherwise in this Annex.
4.1 Overview of testruns to be performed
Table 3 gives an overview of all testruns to be performed for the purpose of certification of one specific engine CO2-family defined in accordance with Appendix 3.
The fuel consumption mapping cycle in accordance with paragraph 4.3.5 and the recording of the engine motoring curve in accordance with paragraph 4.3.2 shall be omitted for all other engines except the CO2-parent engine of the engine CO2-family.
In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the fuel consumption mapping cycle in accordance with paragraph 4.3.5 and the recording of the engine motoring curve in accordance with paragraph 4.3.2 shall be performed additionally for that specific engine.
Table 3
Overview of testruns to be performed
|
Testrun |
Reference to paragraph |
Required to be run for CO2-parent engine |
Required to be run for other engines within CO2-family |
|
Engine full load curve |
4.3.1 |
yes |
yes |
|
Engine motoring curve |
4.3.2 |
yes |
no |
|
WHTC test |
4.3.3 |
yes |
yes |
|
WHSC test |
4.3.4 |
yes |
yes |
|
Fuel consumption mapping cycle |
4.3.5 |
yes |
no |
4.2 Allowed changes to the engine system
Changing of the target value for the engine idle speed controller to a lower value in the electronic control unit of the engine shall be allowed for all testruns in which idle operation occurs, in order to prevent interference between the engine idle speed controller and the test bed speed controller.
4.3 Testruns
4.3.1 Engine full load curve
The engine full load curve shall be recorded in accordance with paragraphs 7.4.1. to 7.4.5. of Annex 4 to UN/ECE Regulation 49 Rev.06.
4.3.2 Engine motoring curve
The recording of the engine motoring curve in accordance with this paragraph shall be omitted for all other engines except the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3. In accordance with paragraph 6.1.3 the engine motoring curve recorded for the CO2-parent engine of the engine CO2-family shall also be applicable to all engines within the same engine CO2-family.
In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the recording of the engine motoring curve shall be performed additionally for that specific engine.
The engine motoring curve shall be recorded in accordance with option (b) in paragraph 7.4.7. of Annex 4 to UN/ECE Regulation 49 Rev.06. This test shall determine the negative torque required to motor the engine between maximum and minimum mapping speed with minimum operator demand.
The test shall be continued directly after the full load curve mapping according to paragraph 4.3.1. At the request of the manufacturer, the motoring curve may be recorded separately. In this case the engine oil temperature at the end of the full load curve testrun performed in accordance with paragraph 4.3.1 shall be recorded and the manufacturer shall prove to the satisfaction of the an approval authority, that the engine oil temperature at the starting point of the motoring curve meets the aforementioned temperature within ± 2 K.
At the start of the testrun for the engine motoring curve the engine shall be operated with minimum operator demand at maximum mapping speed defined in paragraph 7.4.3. of Annex 4 to UN/ECE Regulation 49 Rev.06. As soon as the motoring torque value has stabilized within ± 5 % of its mean value for at least 10 seconds, the data recording shall start and the engine speed shall be decreased at an average rate of 8 ± 1 min– 1/s from maximum to minimum mapping speed, which are defined in paragraph 7.4.3. of Annex 4 to UN/ECE Regulation 49 Rev.06.
4.3.3 WHTC test
The WHTC test shall be performed in accordance with Annex 4 to UN/ECE Regulation 49 Rev.06. The weighted emission test results shall meet the applicable limits defined in Regulation (EC) No 595/2009.
The engine full load curve recorded in accordance with paragraph 4.3.1 shall be used for the denormalization of the reference cycle and all calculations of reference values performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN/ECE Regulation 49 Rev.06.
4.3.3.1 Measurement signals and data recording
In addition to the provisions defined in Annex 4 to UN/ECE Regulation 49 Rev.06 the actual fuel mass flow consumed by the engine in accordance with paragraph 3.4 shall be recorded.
4.3.4 WHSC test
The WHSC test shall be performed in accordance with Annex 4 to UN/ECE Regulation 49 Rev.06. The emission test results shall meet the applicable limits defined in Regulation (EC) No 595/2009.
The engine full load curve recorded in accordance with paragraph 4.3.1 shall be used for the denormalization of the reference cycle and all calculations of reference values performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN/ECE Regulation 49 Rev.06.
4.3.4.1 Measurement signals and data recording
In addition to the provisions defined in Annex 4 to UN/ECE Regulation 49 Rev.06 the actual fuel mass flow consumed by the engine in accordance with paragraph 3.4 shall be recorded.
4.3.5 Fuel consumption mapping cycle (FCMC)
The fuel consumption mapping cycle (FCMC) in accordance with this paragraph shall be omitted for all other engines except the CO2-parent engine of the engine CO2-family. The fuel map data recorded for the CO2-parent engine of the engine CO2-family shall also be applicable to all engines within the same engine CO2-family.
In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the fuel consumption mapping cycle shall be performed additionally for that specific engine.
The engine fuel map shall be measured in a series of steady state engine operation points, as defined according to paragraph 4.3.5.2. The metrics of this map are the fuel consumption in g/h depending on engine speed in min-1 and engine torque in Nm.
4.3.5.1 Handling of interruptions during the FCMC
If an after-treatment regeneration event occurs during the FCMC for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis defined in accordance with paragraph 6.6 of Annex 4 to UN/ECE Regulation 49 Rev.06, all measurements at that engine speed mode shall be void. The regeneration event shall be completed and afterwards the procedure shall be continued as described in paragraph 4.3.5.1.1.
If an unexpected interruption, malfunction or error occurs during the FCMC, all measurements at that engine speed mode shall be void and one of the following options how to continue shall be chosen by the manufacturer:
|
(1) |
the procedure shall be continued as described in paragraph 4.3.5.1.1 |
|
(2) |
the whole FCMC shall be repeated in accordance with paragraphs 4.3.5.4 and 4.3.5.5 |
4.3.5.1.1 Provisions for continuing the FCMC
The engine shall be started and warmed up in accordance with paragraph 7.4.1. of Annex 4 to UN/ECE Regulation 49 Rev.06. After warm-up, the engine shall be preconditioned by operating the engine for 20 minutes at mode 9, as defined in Table 1 of paragraph 7.2.2. of Annex 4 to UN/ECE Regulation 49 Rev.06.
The engine full load curve recorded in accordance with paragraph 4.3.1 shall be used for the denormalization of the reference values of mode 9 performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN/ECE Regulation 49 Rev.06.
Directly after completion of preconditioning, the target values for engine speed and torque shall be changed linearly within 20 to 46 seconds to the highest target torque setpoint at the next higher target engine speed setpoint than the particular target engine speed setpoint where the interruption of the FCMC occurred. If the target setpoint is reached within less than 46 seconds, the remaining time up to 46 seconds shall be used for stabilization.
For stabilization the engine operation shall continue from that point in accordance with the test sequence specified in paragraph 4.3.5.5 without recording of measurement values.
When the highest target torque setpoint at the particular target engine speed setpoint where the interruption occurred is reached, the recording of measurement values shall be continued from that point on in accordance with the test sequence specified in paragraph 4.3.5.5.
4.3.5.2 Grid of target setpoints
The grid of target setpoints is fixed in a normalized way and consists of 10 target engine speed setpoints and 11 target torque setpoints. Conversion of the normalized setpoint definition to the actual target values of engine speed and torque setpoints for the individual engine under test shall be based on the engine full load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1.
4.3.5.2.1 Definition of target engine speed setpoints
The 10 target engine speed setpoints are defined by 4 base target engine speed setpoints and 6 additional target engine speed setpoints.
The engine speeds nidle, nlo, npref, n95h and nhi shall be determined from the engine full load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1 by applying the definitions of characteristic engine speeds in accordance with paragraph 7.4.6. of Annex 4 to UN/ECE Regulation 49 Rev.06.
The engine speed n57 shall be determined by the following equation:
n57 = 0,565 × (0,45 × nlo + 0,45 × npref + 0,1 × nhi – nidle) × 2,0327 + nidle
The 4 base target engine speed setpoints are defined as follows:
|
(1) |
Base engine speed 1: nidle |
|
(2) |
Base engine speed 2: nA = n57 – 0,05 × (n95h – nidle) |
|
(3) |
Base engine speed 3: nB = n57 + 0,08 × (n95h – nidle) |
|
(4) |
Base engine speed 4: n95h |
The potential distances between the speed setpoints shall be determined by the following equations:
|
(1) |
dnidleA_44 = (nA – nidle) / 4 |
|
(2) |
dnB95h_44 = (n95h – nB) / 4 |
|
(3) |
dnidleA_35 = (nA – nidle) / 3 |
|
(4) |
dnB95h_35 = (n95h – nB) / 5 |
|
(5) |
dnidleA_53 = (nA – nidle) / 5 |
|
(6) |
dnB95h_53 = (n95h – nB) / 3 |
The absolute values of potential deviations between the two sections shall be determined by the following equations:
|
(1) |
dn44 = ABS(dnidleA_44 – dnB95h_44) |
|
(2) |
dn35 = ABS(dnidleA_35 – dnB95h_35) |
|
(3) |
dn53 = ABS(dnidleA_53 – dnB95h_53) |
The 6 additional target engine speed setpoints shall be determined based on the smallest of the three values dn44, dn35 and dn53 in accordance with the following provisions:
|
(1) |
If dn44 is the smallest of the three values, the 6 additional target engine speeds shall be determined by dividing each of the two ranges, one from nidle to nA and the other from nB to n95h, into 4 equidistant sections. |
|
(2) |
If dn35 is the smallest of the three values, the 6 additional target engine speeds shall be determined by dividing the range from nidle to nA into 3 equidistant sections and the range from nB to n95h, into 5 equidistant sections. |
|
(3) |
If dn53 is the smallest of the three values, the 6 additional target engine speeds shall be determined by dividing the range from nidle to nA into 5 equidistant sections and the range from nB to n95h, into 3 equidistant sections. |
Figure 1 exemplarily illustrates the definition of the target engine speed setpoints according to subpoint (1) above.
Figure 1
Definition of speed setpoints
4 equidistant sections
4 equidistant sections
Engine speed
Engine torque
n95h
nB
nA
nidle
Tmax_overall
4.3.5.2.2 Definition of target torque setpoints
The 11 target torque setpoints are defined by 2 base target torque setpoints and 9 additional target torque setpoints. The 2 base target torque setpoints are defined by zero engine torque and the maximum engine full load of the CO2-parent engine determined in accordance with paragraph 4.3.1. (overall maximum torque Tmax_overall). The 9 additional target torque setpoints are determined by dividing the range from zero torque to overall maximum torque, Tmax_overall, into 10 equidistant sections.
All target torque setpoints at a particular target engine speed setpoint that exceed the limit value defined by the full load torque value at this particular target engine speed setpoint minus 5 percent of Tmax_overall, shall be replaced with the full load torque value at this particular target engine speed setpoint. Figure 2 exemplarily illustrates the definition of the target torque setpoints.
Figure 2
Definition of torque setpoints
10 equidistant sections
Target torque points set to full load torque (within full load torque minus 5% of Tmax_overall)
Engine speed
Engine torque
Tmax_overall
4.3.5.3 Measurement signals and data recording
The following measurement data shall be recorded:
|
(1) |
engine speed |
|
(2) |
engine torque corrected in accordance with paragraph 3.1.2 |
|
(3) |
fuel mass flow consumed by the whole engine system in accordance with paragraph 3.4 |
|
(4) |
Gaseous pollutants according to the definitions in UN/ECE Regulation 49 Rev.06. Particulate pollutants and ammonia emissions are not required to be monitored during the FCMC testrun. |
The measurement of gaseous pollutants shall be carried out in accordance with paragraphs 7.5.1, 7.5.2, 7.5.3, 7.5.5, 7.7.4, 7.8.1, 7.8.2, 7.8.4 and 7.8.5 of Annex 4 to UN/ECE Regulation 49 Rev.06.
For the purpose of paragraph 7.8.4 of Annex 4 to UN/ECE Regulation 49 Rev.06, the term ‘test cycle’ in the paragraph referred to shall be the complete sequence from preconditioning in accordance with paragraph 4.3.5.4 to ending of the test sequence in accordance with paragraph 4.3.5.5.
4.3.5.4 Preconditioning of the engine system
The dilution system, if applicable, and the engine shall be started and warmed up in accordance with paragraph 7.4.1. of Annex 4 to UN/ECE Regulation 49 Rev.06.
After warm-up is completed, the engine and sampling system shall be preconditioned by operating the engine for 20 minutes at mode 9, as defined in Table 1 of paragraph 7.2.2. of Annex 4 to UN/ECE Regulation 49 Rev.06, while simultaneously operating the dilution system.
The engine full load curve of the CO2-parent engine of the engine CO2-family and recorded in accordance with paragraph 4.3.1 shall be used for the denormalization of the reference values of mode 9 performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN/ECE Regulation 49 Rev.06.
Directly after completion of preconditioning, the target values for engine speed and torque shall be changed linearly within 20 to 46 seconds to match the first target setpoint of the test sequence according to paragraph 4.3.5.5. If the first target setpoint is reached within less than 46 seconds, the remaining time up to 46 seconds shall be used for stabilization.
4.3.5.5 Test sequence
The test sequence consists of steady state target setpoints with defined engine speed and torque at each target setpoint in accordance with paragraph 4.3.5.2 and defined ramps to move from one target setpoint to the next.
The highest target torque setpoint at each target engine speed shall be operated with maximum operator demand.
The first target setpoint is defined at the highest target engine speed setpoint and highest target torque setpoint.
The following steps shall be performed to cover all target setpoints:
|
(1) |
The engine shall be operated for 95 ± 3 seconds at each target setpoint. The first 55 ± 1 seconds at each target setpoint are considered as a stabilization period,. During the following period of 30 ± 1 seconds the engine speed mean value shall be controlled as follows:
The recorded values in accordance with paragraph 4.3.5.3 shall be stored as averaged value over the period of 30 ± 1 seconds. The remaining period of 10 ± 1 seconds may be used for data post-processing and storage if necessary. During this period the engine target setpoint shall be kept. |
|
(2) |
After the measurement at one target setpoint is completed, the target value for engine speed shall be kept constant within ± 20 min– 1 of the target engine speed setpoint and the target value for torque shall be decreased linearly within 20±1 seconds to match the next lower target torque setpoint. Then the measurement shall be performed according to subpoint (1). |
|
(3) |
After the zero torque setpoint has been measured in subpoint (1), the target engine speed shall be decreased linearly to the next lower target engine speed setpoint while at the same time the target torque shall be increased linearly to the highest target torque setpoint at the next lower target engine speed setpoint within 20 to 46 seconds. If the next target setpoint is reached within less than 46 seconds, the remaining time up to 46 seconds shall be used for stabilization. Then the measurement shall be performed by starting the the stabilization procedure according to subpoint (1) and afterwards the target torque setpoints at constant target engine speed shall be adjusted according to subpoint (2). |
Figure 3 illustrates the three different steps to be performed at each measurement setpoint for the test according to subpoint (1) above.
Figure 3
Steps to be performed at each measurement setpoint
Transition period (ramp)
Transition period (ramp)
Post-processing period
55 ± 1 seconds
10 ± 1 s.
30 ± 1 seconds
Measurement period
(Data recording)
Stabilization period
Phase end
95 ± 3 seconds
Phase start
Figure 4 exemplarily illustrates the sequence of steady state measurement setpoints to be followed for the test.
Figure 4
Sequence of steady state measurement setpoints
Finish
Start
Engine torque
Engine speed
Tmax_overall
4.3.5.6 Data evaluation for emission monitoring
Gaseous pollutants in accordance with paragraph 4.3.5.3 shall be monitored during the FCMC. The definitions of characteristic engine speeds in accordance with paragraph 7.4.6. of Annex 4 to UN/ECE R.49.06 shall apply.
4.3.5.6.1 Definition of control area
The control area for emission monitoring during the FCMC shall be determined in accordance with paragraphs 4.3.5.6.1.1 and 4.3.5.6.1.2.
4.3.5.6.1.1 Engine speed range for the control area
|
(1) |
The engine speed range for the control area shall be defined based on the engine full load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1. |
|
(2) |
The control area shall include all engine speeds greater than or equal to the 30th percentile cumulative speed distribution, determined from all engine speeds including idle speed sorted in ascending order, over the hotstart WHTC test cycle performed in accordance with paragraph 4.3.3 (n30) for the engine full load curve referred to the subpoint (1). |
|
(3) |
The control area shall include all engine speeds lower than or equal to nhi determined from the engine full load curve referred to in the subpoint (1) |
4.3.5.6.1.2 Engine torque and power range for the control area
|
(1) |
The lower boundary of the engine torque range for the control area shall be defined based on the engine full load curve of the engine with the lowest rating of all engines within the engine CO2-family and recorded in accordance with paragraph 4.3.1. |
|
(2) |
The control area shall include all engine load points with a torque value greater than or equal to 30 percent of the maximum torque value determined from the engine full load curve referred to in subpoint (1). |
|
(3) |
Notwithstanding the provisions of subpoint (2), speed and torque points below 30 percent of the maximum power value, determined from the engine full load curve referred to in subpoint (1), shall be excluded from the control area. |
|
(4) |
Notwithstanding the provisions of subpoints (2) and (3), the upper boundary of the control area shall be based on the engine full load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1. The torque value for each engine speed determined from the engine full load curve of the CO2-parent engine shall be increased by 5 percent of the overall maximum torque, Tmax_overall, defined in accordance with paragraph 4.3.5.2.2. The modified increased engine full load curve of the CO2-parent engine shall be used as upper boundary of the control area. |
Figure 5 exemplarily illustrates the definition of the engine speed, torque and power range for the control area.
Figure 5
Definition of the engine speed, torque and power range for the control area exemplarily