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Document 02017R2400-20230101
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)Text with EEA relevance
Consolidated text: 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)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)Text with EEA relevance
02017R2400 — EN — 01.01.2023 — 004.001
This text is meant purely as a documentation tool and has no legal effect. The Union's institutions do not assume any liability for its contents. The authentic versions of the relevant acts, including their preambles, are those published in the Official Journal of the European Union and available in EUR-Lex. Those official texts are directly accessible through the links embedded in this document
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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) |
Amended by:
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Official Journal |
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L 58 |
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26.2.2019 |
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L 263 |
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12.8.2020 |
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L 212 |
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12.8.2022 |
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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)
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 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
In the case of heavy buses, this Regulation shall apply to primary vehicles, interim vehicles and to complete vehicles or completed vehicles.
Article 3
Definitions
For the purposes of this Regulation, the following definitions shall apply:
‘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;
‘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;
‘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;
‘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.
‘vehicle manufacturer’ means a body or person responsible for issuing the manufacturer's records file and the customer information file pursuant to Article 9;
‘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.
‘transmission’ means a device consisting of at least of two shiftable gears, changing torque and speed with defined ratios;
‘torque converter’ means a hydrodynamic start-up component either as a separate component of the driveline or transmission with serial or parallel power flow that adapts speed between engine and wheel and provides torque multiplication;
‘other torque transferring component’ or ‘OTTC’ means a rotating component attached to the driveline which produces torque losses dependent on its own rotational speed;
‘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;
‘axle’ means a component comprising all rotating parts of the driveline which transfer the driving torque coming from the prop shaft to the wheels and changes the torque and speed with a fixed ratio and including the functions of a differential gear;
‘air drag’ means characteristic of a vehicle configuration regarding aerodynamic force acting on the vehicle in the direction of air flow and determined as a product of the drag coefficient and the cross sectional area for zero crosswind conditions;
‘auxiliaries’ means vehicle components including an engine fan, steering system, electric system, pneumatic system and Heating, Ventilation and Air Conditioning (HVAC) system whose CO2 emissions and fuel consumption properties have been defined in Annex IX;
‘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;
‘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;
‘zero emission heavy-duty vehicle’ (Ze-HDV) means ‘zero emission heavy-duty vehicle’ as defined in Article 3, point (11), of Regulation (EU) 2019/1242 of the European Parliament and of the Council;
‘vocational vehicle’ means a heavy-duty vehicle not intended for the delivery of goods and for which one of the following digits is used to supplement the bodywork codes, as listed in Appendix 2 to Annex I to Regulation (EU) 2018/858: 09, 10, 15, 16, 18, 19, 20, 23, 24, 25, 26, 27, 28, 31; or a tractor with a maximum speed not exceeding 79 km/h;
‘rigid lorry’ means a ‘lorry’ as defined in Part C, point 4.1, of Annex I to Regulation (EU) 2018/858, except for the lorries designed or constructed for the towing of a semi-trailer;
‘tractor’ means a ‘tractor unit for semi-trailer’ as defined in Part C, point 4.3, of Annex I to Regulation (EU) 2018/858
‘sleeper cab’ means a type of cabin that has a compartment behind the driver's seat intended to be used for sleeping;
‘hybrid electric heavy-duty vehicle’ (He-HDV) means a hybrid heavy duty vehicle that, for the purpose of mechanical propulsion, draws energy from both of the following on-vehicle sources of stored energy or power: (i) a consumable fuel, and (ii) an electrical energy or power storage device;
‘dual-fuel vehicle’ is as defined in Article 2(48) of Regulation (EU) No 582/2011;
‘primary vehicle’ means a heavy bus in a virtual assembly condition determined for simulation purposes, for which the input data and input information as set out in Annex III is used;
‘manufacturer’s records file’ means a file produced by the simulation tool which contains manufacturer related information, a documentation of the input data and input information to the simulation tool and the results for CO2 emissions and fuel consumption;
‘customer information file’ means a file produced by the simulation tool which contains a defined set of vehicle related information and the results for CO2 emissions and fuel consumption as defined in Part II of Annex IV;
‘vehicle information file’ (VIF) means a file produced by the simulation tool for heavy buses to transfer the relevant input data, input information and simulation results to subsequent manufacturing stages following the method as described in point (2) of Annex I;
‘medium lorry’ means a vehicle of category N2, as defined in Article 4(1), point (b)(ii), of Regulation (EU) 2018/858, with a technically permissible maximum laden mass exceeding 5 000 kg and not exceeding 7 400 kg;
‘heavy lorry’ means a vehicle of category N2, as defined in Article 4(1), point (b)(ii), of Regulation (EU) 2018/858, with a technically permissible maximum laden mass exceeding 7 400 kg and a vehicle of category N3, as defined in Article 4(1), point (b)(iii), of that Regulation;
‘heavy bus’ means a vehicle of category M3, as defined in Article 4(1), point (a)(iii), of Regulation (EU) 2018/858, with a technically permissible maximum laden mass of more than 7 500 kg;
‘primary vehicle manufacturer’ means a manufacturer responsible for the primary vehicle;
‘interim vehicle’ means any further completion of a primary vehicle where a sub-set of input data and input information as defined for the complete or completed vehicle in accordance with Table 1 and Table 3a of Annex III is added and/or modified;
‘interim manufacturer’ means a manufacturer responsible for an interim vehicle;
‘incomplete vehicle’ means ‘incomplete vehicle’ as defined in Article 3, point (25), of Regulation (EU) 2018/858;
‘completed vehicle’ means ‘completed vehicle’ as defined in Article 3, point (26), of Regulation (EU) 2018/858;
‘complete vehicle’ means ‘complete vehicle’ as defined in Article 3, point (27), of Regulation (EU) 2018/858;
‘standard value’ is input data for the simulation tool for a component where certification of input data is applicable, but the component has not been tested to determine a specific value and which reflects the worst-case performance of a component;
‘generic value’ is data used in the simulation tool for components or vehicle parameters where no component testing or declaration of specific values is foreseen and which reflects performance of average component technology or typical vehicle specifications;
‘van’ means a ‘van’ as defined in Part C, point 4.2, of Annex I to Regulation (EU) 2018/858;
‘application case’ means the different scenarios to be followed in the case of a medium lorry, heavy lorry, heavy bus that is a primary vehicle, heavy bus that is an interim vehicle, heavy bus that is a complete vehicle or completed vehicle for which different manufacturer provisions and functions are applicable in the simulation tool;
‘base lorry’ means a medium lorry or heavy lorry equipped at least with:
▼M3 —————
Article 4
Vehicle groups
For the purpose of this Regulation, motor vehicles shall be classified in vehicle groups in accordance with Annex I, Tables 1 to 6.
Articles 5 to 23 do not apply to heavy lorries of vehicle groups 6, 7, 8, 13, 14, 15, 17, 18 and 19 as set out in Table 1 of Annex I, and to medium lorries of vehicle groups 51, 52, 55 and 56, as set out in Table 2 of Annex I and to any vehicle with a driven front axle in the vehicle groups 11, 12 and 16 as set out in Table 1 of Annex I.
Article 5
Electronic tools
The Commission shall provide free of charge the following electronic tools in the form of downloadable and executable software:
a simulation tool;
pre-processing tools;
a hashing tool.
The Commission shall maintain the electronic tools and provide modifications and updates to those tools.
CHAPTER 2
LICENCE TO OPERATE THE SIMULATION TOOL FOR THE PURPOSES OF TYPE-APPROVAL WITH REGARD TO EMISSIONS
Article 6
Application for a licence to operate the simulation tool with a view to determining CO2 emissions and fuel consumption of new vehicles
The application for a licence shall be accompanied by an adequate description of the processes set up by the vehicle manufacturer with a view to the operation of the simulation tool with respect to the application case 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.
The application for a licence must concern the application case which includes the type of vehicle concerned by the application for EU type-approval.
Article 7
Administrative provisions for the granting of the licence
Article 8
Subsequent changes to the processes set up for the purposes of determining CO2 emissions and fuel consumption of vehicles
▼M3 —————
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
For vehicle technologies listed in Appendix 1 to Annex III to be sold, registered or put into service in the Union, the vehicle manufacturer or interim manufacturer shall determine only the input parameters specified for those vehicles in the models set out in Table 5 of Annex III, using the latest available version of the simulation tool referred to in Article 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 application case concerned in accordance with Article 7. An interim manufacturer operates the simulation tool under the licence of a vehicle manufacturer.
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.
Vehicle manufacturers of heavy buses additionally shall record the results of the simulation in the vehicle information file. Interim manufacturers of heavy buses shall record the vehicle information file.
The primary vehicle manufacturer shall create cryptographic hashes of the manufacturer’s records file and of the vehicle information file.
The interim manufacturer shall create the cryptographic hash of the vehicle information file.
The vehicle manufacturer of complete vehicles or completed vehicles that are heavy buses, shall create cryptographic hashes of the manufacturer’s records file, of the customer information file and of the vehicle information file.
Each customer information file shall include an imprint of the cryptographic hash of the manufacturer's records file referred to in paragraph 3.
Vehicle manufacturers of heavy buses shall make the vehicle information file available to the manufacturer of a subsequent step in the chain.
Article 10
Modifications, updates and malfunction of the electronic tools
Where a malfunction of the simulation tool occurs at a step in the manufacturing chain of heavy buses prior to the complete or completed manufacturing steps, the obligation under Article 9(1) to operate the simulation tool at the subsequent manufacturing steps shall be postponed for a maximum of 14 calendar days after the date on which the manufacturer at the previous step made the vehicle information file available to the manufacturer of the complete or completed step.
Article 11
Accessibility of the simulation tool inputs and output information
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
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:
engines;
transmissions;
torque converters;
other torque transferring components;
additional driveline components;
axles;
air drag;
auxiliaries;
tyres;
electric powertrain components.
Article 13
Standard values and generic values
Article 14
Certified values
Article 15
Family concept regarding components, separate technical units and systems using certified values
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:
For tyres, a family shall consist of one tyre type only.
For electric machine systems or integrated electric powertrain components, the certified values for the members of a family of electric machine systems shall be derived in accordance with point 4 of Annex Xb.
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.
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.
Article 16
Application for a certification of the CO2 emissions and fuel consumption related properties of components, separate technical units or systems
The application for certification shall take the form of an information document drawn up in accordance with the model set out in:
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 2 of Annex IV to Regulation (EU) 2018/858.
Article 17
Administrative provisions for the certification of CO2 emissions and fuel consumption related properties of components, separate technical units and systems
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:
The approval authority shall grant a certification number in accordance with the numbering system set out in:
The approval authority shall not assign the same number to another component, separate technical unit and system, or if applicable their respective families. The certification number shall be used as the identifier of the test report.
Article 18
Extension to include a new component, separate technical unit or system into a component family, separate technical unit family or system family
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:
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.
Article 19
Subsequent changes relevant for the certification of CO2 emissions and fuel consumption related properties of components, separate technical units and systems
CHAPTER 5
CONFORMITY OF SIMULATION TOOL OPERATION, INPUT INFORMATION AND INPUT DATA
Article 20
Responsibilities of the vehicle manufacturer, the approval authority and the Commission with regard to the conformity of simulation tool operation
►M3 For medium lorries and heavy lorries, with the exception of He-HDV or PEV, the vehicle manufacturer shall, perform the verification testing procedure set out in Annex Xa on a minimum number of vehicles in accordance with that Annex, point 3. ◄ The vehicle manufacturer shall provide, until 31 December of each year and in accordance with point 8 of Annex Xa, a test report to the approval authority for each vehicle tested, shall keep the test reports for a duration of at least 10 years and shall make them available to the Commission and approval authorities of the other Member States upon request.
Where a vehicle fails the verification testing procedure set out in Annex Xa, the approval authority shall start an investigation to determine the cause of that failure, in accordance with Annex Xa. As soon as the approval authority determines the cause of the failure, it shall inform the approval authorities of the other Member States thereof.
If the cause of the failure is linked to the operation of the simulation tool, Article 21 shall apply. If the cause of the failure is linked to the certified CO2 emissions and fuel consumption related properties of components, separate technical units and systems, Article 23 shall apply.
If no irregularities could be found in the certification of components, separate technical units or systems and the operation of the simulation tool, the approval authority shall report the vehicle failure to the Commission. The Commission shall investigate whether the simulation tool or the verification testing procedure set out in Annex Xa has caused the vehicle to fail and whether an improvement of the simulation tool or the verification testing procedure is necessary.
Article 21
Remedial measures for the conformity of simulation tool operation
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.
The approval authority may require the vehicle manufacturer to issue a new manufacturer’s records file, vehicle information 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.
The vehicle manufacturer shall take the necessary measures to ensure that the processes set up for the purpose of obtaining the licence to operate the simulation tool for all the application cases and vehicle groups covered by the licence granted pursuant to Article 7 continue to be adequate for that purpose.
For medium lorries and heavy lorries the vehicle manufacturer shall, perform the verification testing procedure set out in Annex Xa on a minimum number of vehicles in accordance with that Annex, point 3.
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
Those measures shall also include the following:
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.
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
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.
The approval authority may require the vehicle manufacturer to issue a new manufacturer’s records file, customer information file, vehicle 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.
The manufacturer shall store those records for 10 years.
CHAPTER 6
FINAL PROVISIONS
Article 24
Transitional provisions
►M3 Without prejudice to Article 10(3) of this Regulation, where the obligations referred to in Article 9 of this Regulation have not been complied with, Member States shall consider certificates of conformity for type approved vehicles to be no longer valid for the purposes of Article 48 of Regulation (EU) 2018/858, and, for type approved and individually approved vehicles, shall prohibit the registration, sale or entry into service of: ◄
vehicles in the groups 4, 5, 9 and 10, including the sub-group ‘v’ in each vehicle group, as defined in Table 1 of Annex I, as from 1 July 2019;
vehicles in the groups 1, 2, and 3, as defined in Table 1 of Annex I, as from 1 January 2020;
vehicles in the groups 11, 12 and 16, as defined in Table 1 of Annex I, as from 1 July 2020;
vehicles in the groups 53 and 54, as defined in Table 2 of Annex I as from 1 July 2024;
vehicles in the groups 31 to 40, as defined in Tables 4 to 6 of Annex I, as from 1 January 2025;
vehicles in the group 1s as defined in Table 1 of Annex I, as from 1 July 2024.
The obligations referred to in Article 9 shall apply as follows:
for vehicles in the groups 53 and 54, as defined in Table 2 of Annex I, with production date on or after 1 January 2024;
for vehicles in the groups P31/32, P33/34, P35/36, P37/38 and P39/40 as defined in Table 3 of Annex I with production date on or after 1 January 2024;
for heavy buses the simulation of the complete vehicle or completed vehicle as referred in point 2.1(b) of Annex I shall only be performed if the simulation of the primary vehicle as referred in point 2.1(a) of Annex I is available;
for vehicles in the group 1s as defined in Table 1 of Annex I with production date on or after 1 January 2024;
for vehicles in the groups 1, 2, 3, 4, 5, 9, 10, 4v, 5v, 9v, 10v, 11, 12, and 16, as defined in Table 1 of Annex I, other than those defined in points (f) and (g) of this paragraph, with production date on or after 1 January 2024;
for vehicles in the groups 1, 2, 3, 4, 5, 9, 10, 4v, 5v, 9v, 10v, 11, 12, and 16, as defined in Table 1 of Annex I, which are equipped with a waste heat recovery system, as defined in point 2(8) of Annex V, provided that they are not ZE-HDVs, He-HDVs or dual-fuel vehicles;
for dual-fuel vehicles in the groups 1, 2, 3, 4, 5, 9, 10, 4v, 5v, 9v, 10v, 11, 12, and 16 as defined in Table 1 of Annex I with production date on or after 1 January 2024; if they have a production date before 1 January 2024, the manufacturer may choose whether to apply Article 9.
For ZE-HDVs, He-HDVs and dual-fuel vehicles in the groups 1, 2, 3, 4, 5, 9, 10, 4v, 5v, 9v, 10v, 11, 12, and 16 as defined in Table 1 of Annex I in respect of which Article 9 has not been applied in conformity with points (a) to (g) of the first subparagraph of this paragraph, the vehicle manufacturer shall determine the input parameters specified for those vehicles in the models set out in Annex III, Table 5, using the latest available version of the simulation tool referred to in Article 5(3). In such case, the obligations referred to in Article 9 shall be deemed to be fulfilled for the purposes of paragraph 1 of this Article.
For the purposes of this paragraph, the production date shall mean the date of signature of the certificate of conformity and where no certificate of conformity has been issued, the date on which the vehicle identification number was affixed for the first time on the relevant parts of the vehicle.
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:
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.
Article 8 is amended as follows:
in paragraph 1a, point (d) is replaced by the following:
‘(d) all other exceptions set out in points 3.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2.1, 4.1, 5.1, 7.1, 8.1 and 10.1 of Annex XIII to this Regulation, and point 1.1 of Appendix 6 to Annex XIII to this Regulation apply;’;
in paragraph 1a, the following point is added:
‘(e) the requirements laid down in Article 6 and Annex II to Regulation (EU) 2017/2400 are met with respect to the vehicle group concerned, except 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 that Regulation for the respective vehicle group.’;
Article 10 is amended as follows:
in paragraph 1a, point (d) is replaced by the following:
‘(d) all other exceptions set out in points 3.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2.1, 4.1, 5.1, 7.1, 8.1 and 10.1.1 of Annex XIII to this Regulation, and point 1.1 of Appendix 6 to Annex XIII to this Regulation apply;’;
in paragraph 1a, the following point is added:
‘(e) the requirements laid down in Article 6 and Annex II to Regulation (EU) 2017/2400 are met with respect to the vehicle group concerned, except 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 that Regulation for the respective vehicle group.’.
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.
ANNEX I
CLASSIFICATION OF VEHICLES IN VEHICLE GROUPS AND METHOD TO DETERMINE CO2 EMISSIONS AND FUEL CONSUMPTION FOR HEAVY BUSES
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 |
||||||||
|
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 lorry (or tractor) (*1) |
> 7,4 – 7,5 |
1s |
|
|
R |
|
R |
|
|
|
|
Rigid lorry (or tractor) (*1) |
> 7,5 – 10 |
1 |
|
|
R |
|
R |
|
|
|
|
Rigid lorry (or tractor) (*1) |
> 10 – 12 |
2 |
R+T1 |
|
R |
|
R |
|
|
|
|
Rigid lorry (or tractor) (*1) |
> 12 – 16 |
3 |
|
|
R |
|
R |
|
|
|
|
Rigid lorry |
> 16 |
4 |
R+T2 |
|
R |
|
R |
R |
|
|
|
Tractor |
> 16 |
5 |
T+ST |
T+ST+T2 |
T+ST |
T+ST+T2 |
T+ST |
|
|
|
|
Rigid lorry |
> 16 |
4v (*2) |
|
|
|
|
|
R |
R |
|
|
Tractor |
> 16 |
5v (*2) |
|
|
|
|
|
|
T+ST |
|
4 × 4 |
Rigid lorry |
> 7,5 – 16 |
(6) |
|
||||||
|
Rigid lorry |
> 16 |
(7) |
|
|||||||
|
Tractor |
> 16 |
(8) |
|
|||||||
|
6 × 2 |
Rigid lorry |
all weights |
9 |
R+T2 |
R+D+ST |
R |
R+D+ST |
|
R |
|
|
Tractor |
all weights |
10 |
T+ST |
T+ST+T2 |
T+ST |
T+ST+T2 |
|
|
|
|
|
Rigid lorry |
all weights |
9v (*2) |
|
|
|
|
|
R |
R |
|
|
Tractor |
all weights |
10v (*2) |
|
|
|
|
|
|
T+ST |
|
|
6 × 4 |
Rigid lorry |
all weights |
11 |
R+T2 |
R+D+ST |
R |
R+D+ST |
|
R |
R |
|
Tractor |
all weights |
12 |
T+ST |
T+ST+T2 |
T+ST |
T+ST+T2 |
|
|
T+ST |
|
|
6 × 6 |
Rigid lorry |
all weights |
(13) |
|
||||||
|
Tractor |
all weights |
(14) |
|
|||||||
|
8 × 2 |
Rigid lorry |
all weights |
(15) |
|
||||||
|
8 × 4 |
Rigid lorry |
all weights |
16 |
|
|
|
|
|
|
R |
|
8 × 6 8 ×8 |
Rigid lorry |
all weights |
(17) |
|
||||||
|
8 × 2 8 × 4 8 × 6 8 × 8 |
Tractor |
all weights |
(18) |
|
||||||
|
5 axles, all configurations |
Rigid lorry or tractor |
all weights |
(19) |
|
||||||
|
(*1)
In these vehicle classes tractors are treated as rigid lorries but with specific curb weight of tractor.
(*2)
Sub-group ‘v’ of vehicle groups 4, 5, 9 and 10: these mission profiles are exclusively applicable to vocational vehicles. (*) EMS — European Modular System T = Tractor R = Rigid lorry & standard body T1, T2 = Standard trailers ST = Standard semitrailer D = Standard dolly |
||||||||||
Table 2
Vehicle groups for medium lorries
|
Description of elements relevant to the classification in vehicle groups |
Allocation of mission profile and vehicle configuration |
||||||||
|
Axle configuration |
Chassis configuration |
Vehicle group |
Long haul |
Long haul EMS (*1) |
Regional delivery |
Regional delivery EMS (*1) |
Urban delivery |
Municipal utility |
Construction |
|
FWD / 4 × 2F |
Rigid Lorry (or tractor) |
(51) |
|
|
|
|
|
|
|
|
Van |
(52) |
|
|
|
|
|
|
|
|
|
RWD / 4 × 2 |
Rigid Lorry (or tractor) |
53 |
|
|
R |
|
R |
|
|
|
Van |
54 |
|
|
I |
|
I |
|
|
|
|
AWD / 4 × 4 |
Rigid Lorry (or tractor) |
(55) |
|
|
|
|
|
|
|
|
Van |
(56) |
|
|
|
|
|
|
|
|
|
(*1)
EMS - European Modular System R = Standard body I = Van with its integrated body FWD = Front wheel driven RWD = Single driven axle which is not the front axle AWD = More than a single driven axle |
|||||||||
1.2. Classification of vehicles of category M
1.2.1. Heavy buses
1.2.2. Classification of primary vehicles
Table 3
Vehicle groups for primary vehicles
|
Description of elements relevant to the classification in vehicle groups |
Vehicle group (1) |
Allocation of generic body |
Vehicle sub-group |
Allocation of mission profile |
||||||
|
Number of axles |
Artic-ulated |
Low floor (LF) / High floor (HF) (2) |
Number of decks (3) |
Heavy Urban |
Urban |
Suburban |
Interurban |
Coach |
||
|
2 |
no |
P31/32 |
LF |
SD |
P31 SD |
x |
x |
x |
x |
|
|
DD |
P31 DD |
x |
x |
x |
|
|
||||
|
HF |
SD |
P32 SD |
|
|
|
x |
x |
|||
|
DD |
P32 DD |
|
|
|
x |
x |
||||
|
3 |
no |
P33/34 |
LF |
SD |
P33 SD |
x |
x |
x |
x |
|
|
DD |
P33 DD |
x |
x |
x |
|
|
||||
|
HF |
SD |
P34 SD |
|
|
|
x |
x |
|||
|
DD |
P34 DD |
|
|
|
x |
x |
||||
|
yes |
P35/36 |
LF |
SD |
P35 SD |
x |
x |
x |
x |
|
|
|
DD |
P35 DD |
x |
x |
x |
|
|
||||
|
HF |
SD |
P36 SD |
|
|
|
x |
x |
|||
|
DD |
P36 DD |
|
|
|
x |
x |
||||
|
4 |
no |
P37/38 |
LF |
SD |
P37 SD |
x |
x |
x |
x |
|
|
DD |
P37 DD |
x |
x |
x |
|
|
||||
|
HF |
SD |
P38 SD |
|
|
|
x |
x |
|||
|
DD |
P38 DD |
|
|
|
x |
x |
||||
|
yes |
P39/40 |
LF |
SD |
P39 SD |
x |
x |
x |
x |
|
|
|
DD |
P39 DD |
x |
x |
x |
|
|
||||
|
HF |
SD |
P40 SD |
|
|
|
x |
x |
|||
|
DD |
P40 DD |
|
|
|
x |
x |
||||
|
(1)
‘P’ indicates the primary stage of the classification; the two numbers separated by the slash indicate the numbers for vehicle groups the vehicle can be allocated in the complete or completed stage.
(2)
‘Low floor’ means vehicle codes ‘CE’, ‘CF’, ‘CG’, ‘CH’, as set out in point 3 of part C of Annex I to Regulation (EU) 2018/858. ‘High floor’ means vehicle codes ‘CA’, ‘CB’, ‘CC’, ‘CD’, as set out in point 3 of part C of Annex I to Regulation (EU) 2018/858.
(3)
‘SD’ means single deck vehicle, ‘DD’ means double deck. |
||||||||||
1.2.3. Classification of complete vehicles or completed vehicles
The classification of complete or completed vehicles that are heavy buses is based on the following six criteria:
Number of axles;
Vehicle code as set out in Annex I, part C, point 3, to Regulation (EU) 2018/858;
Class of vehicle in accordance with paragraph 2 of UN Regulation No. 107 ( 2 );
Low entry vehicle (‘yes/no’ information derived from vehicle code and type of axle) to be determined according the decision flow shown in Figure 1;
Number of passengers in lower deck from the Certificate of Conformity as set out in Annex VIII to Commission Implementing Regulation (EU) 2020/683 ( 3 ) or equivalent documents in the case of individual vehicle approval;
Height of the integrated body to be determined in accordance with Annex VIII.
Figure 1
Decision flow to determine whether a vehicle is ‘low entry’ or not:
The corresponding classification to be used is given in Tables 4, 5 and 6.
Table 4
Vehicle groups for complete vehicles and completed vehicles that are heavy buses with 2 axles
|
Description of elements relevant to the classification in vehicle groups |
Vehicle group |
Allocation of mission profile |
||||||||||||||||
|
Number of Axles |
Chassis configuration (explanation only) |
Vehicle Code (*1) |
Class of vehicle (*2) |
Low Entry (Vehicle Code CE or CG only) |
Passenger seats in lower deck (Vehicle Code CB or CD only) |
Height of the integrated body in [mm] (Vehicles Class ‘II+III’ only) |
||||||||||||
|
I |
I +II or A |
II |
II +III |
III or B |
Heavy Urban |
Urban |
Suburban |
Interurban |
Coach |
|||||||||
|
2 |
rigid |
LF |
SD |
CE |
x |
x |
x |
|
|
no |
— |
— |
31a |
x |
x |
x |
|
|
|
x |
x |
|
|
|
yes |
— |
— |
31b1 |
x |
x |
x |
|
|
|||||
|
|
|
x |
|
|
yes |
— |
— |
31b2 |
x |
x |
x |
x |
|
|||||
|
DD |
CF |
x |
x |
x |
|
|
— |
— |
— |
31c |
x |
x |
x |
|
|
|||
|
open top |
SD |
CI |
x |
x |
x |
x |
x |
— |
— |
— |
31d |
x |
x |
x |
|
|
||
|
DD |
CJ |
x |
x |
x |
x |
x |
— |
— |
— |
31e |
x |
x |
x |
|
|
|||
|
HF |
SD |
CA |
|
|
x |
|
|
— |
— |
— |
32a |
|
|
|
x |
x |
||
|
|
|
|
x |
|
— |
— |
≤ 3 100 |
32b |
|
|
|
x |
x |
|||||
|
|
|
|
x |
|
— |
— |
> 3 100 |
32c |
|
|
|
x |
x |
|||||
|
|
|
|
|
x |
— |
— |
— |
32d |
|
|
|
x |
x |
|||||
|
DD |
CB |
|
|
x |
x |
x |
— |
≤ 6 |
— |
32e |
|
|
|
x |
x |
|||
|
|
|
x |
x |
x |
— |
> 6 |
— |
32f |
|
|
|
x |
x |
|||||
|
(*1)
In accordance with Regulation (EU) 2018/858.
(*2)
In accordance with paragraph 2 of UN Regulation No. 107. |
||||||||||||||||||
Table 5
Vehicle groups for complete vehicles and completed vehicles that are heavy buses with 3 axles
|
Description of elements relevant to the classification in vehicle groups |
Vehicle group |
Allocation of mission profile |
||||||||||||||||
|
Number of Axles |
Chassis configuration (explanation only) |
Vehicle Code (*1) |
Class of vehicle (*2) |
Low Entry (Vehicle Code CE or CG only) |
Passenger seats in lower deck (Vehicle Code CB or CD only) |
Height of the integrated body in [mm] (Vehicles Class ‘II+III’ only) |
||||||||||||
|
I |
I +II or A |
II |
II + III |
III or B |
Heavy Urban |
Urban |
Suburban |
Interurban |
Coach |
|||||||||
|
3 |
rigid |
LF |
SD |
CE |
x |
x |
x |
|
|
no |
— |
— |
33a |
x |
x |
x |
|
|
|
x |
x |
|
|
|
yes |
— |
— |
33b1 |
x |
x |
x |
|
|
|||||
|
|
|
x |
|
|
yes |
— |
— |
33b2 |
x |
x |
x |
x |
|
|||||
|
DD |
CF |
x |
x |
x |
|
|
— |
— |
— |
33c |
x |
x |
x |
|
|
|||
|
open top |
SD |
CI |
x |
x |
x |
x |
x |
— |
— |
— |
33d |
x |
x |
x |
|
|
||
|
DD |
CJ |
x |
x |
x |
x |
x |
— |
— |
— |
33e |
x |
x |
x |
|
|
|||
|
HF |
SD |
CA |
|
|
x |
|
|
— |
— |
— |
34a |
|
|
|
x |
x |
||
|
|
|
|
x |
|
— |
— |
≤ 3 100 |
34b |
|
|
|
x |
x |
|||||
|
|
|
|
x |
|
— |
— |
> 3 100 |
34c |
|
|
|
x |
x |
|||||
|
|
|
|
|
x |
— |
— |
— |
34d |
|
|
|
x |
x |
|||||
|
DD |
CB |
|
|
x |
x |
x |
— |
≤ 6 |
— |
34e |
|
|
|
x |
x |
|||
|
|
|
x |
x |
x |
— |
> 6 |
— |
34f |
|
|
|
x |
x |
|||||
|
articu-lated |
LF |
SD |
CG |
x |
x |
x |
|
|
no |
— |
— |
35a |
x |
x |
x |
|
|
|
|
x |
x |
|
|
|
yes |
— |
— |
35b1 |
x |
x |
x |
|
|
|||||
|
|
|
x |
|
|
yes |
— |
— |
35b2 |
x |
x |
x |
x |
|
|||||
|
DD |
CH |
x |
x |
x |
|
|
— |
— |
— |
35c |
x |
x |
x |
|
|
|||
|
HF |
SD |
CC |
|
|
x |
|
|
— |
— |
— |
36a |
|
|
|
x |
x |
||
|
|
|
|
x |
|
— |
— |
≤ 3 100 |
36b |
|
|
|
x |
x |
|||||
|
SD |
|
|
|
x |
|
— |
— |
> 3 100 |
36c |
|
|
|
x |
x |
||||
|
|
|
|
|
x |
— |
— |
— |
36d |
|
|
|
x |
x |
|||||
|
DD |
CD |
|
|
x |
x |
x |
— |
≤ 6 |
— |
36e |
|
|
|
x |
x |
|||
|
|
|
x |
x |
x |
— |
> 6 |
— |
36f |
|
|
|
x |
x |
|||||
|
(*1)
In accordance with Regulation (EU) 2018/858.
(*2)
In accordance with paragraph 2 of UN Regulation No. 107. |
||||||||||||||||||
Table 6
Vehicle groups for complete vehicles and completed vehicles that are heavy buses with 4 axles
|
Description of elements relevant to the classification in vehicle groups |
Vehicle group |
Allocation of mission profile |
||||||||||||||||
|
Number of Axles |
Chassis configuration (explanation only) |
Vehicle Code (*1) |
Class of vehicle (*2) |
Low Entry (Vehicle Code CE or CG only) |
Passenger seats in lower deck (Vehicle Code CB or CD only) |
Height of the integrated body in [mm] (Vehicles Class ‘II+III’ only) |
||||||||||||
|
I |
I +II or A |
II |
II +III |
III or B |
Heavy Urban |
Urban |
Suburban |
Interurban |
Coach |
|||||||||
|
4 |
rigid |
LF |
SD |
CE |
x |
x |
x |
|
|
no |
— |
— |
37a |
x |
x |
x |
|
|
|
x |
x |
|
|
|
yes |
— |
— |
37b1 |
x |
x |
x |
|
|
|||||
|
|
|
x |
|
|
yes |
— |
— |
37b2 |
x |
x |
x |
x |
|
|||||
|
DD |
CF |
x |
x |
x |
|
|
— |
— |
— |
37c |
x |
x |
x |
|
|
|||
|
open top |
SD |
CI |
x |
x |
x |
x |
x |
— |
— |
— |
37d |
x |
x |
x |
|
|
||
|
DD |
CJ |
x |
x |
x |
x |
x |
— |
— |
— |
37e |
x |
x |
x |
|
|
|||
|
HF |
SD |
CA |
|
|
x |
|
|
— |
— |
— |
38a |
|
|
|
x |
x |
||
|
|
|
|
x |
|
— |
— |
≤ 3 100 |
38b |
|
|
|
x |
x |
|||||
|
|
|
|
x |
|
— |
— |
> 3 100 |
38c |
|
|
|
x |
x |
|||||
|
|
|
|
|
x |
— |
— |
— |
38d |
|
|
|
x |
x |
|||||
|
DD |
CB |
|
|
x |
x |
x |
— |
≤ 6 |
— |
38e |
|
|
|
x |
x |
|||
|
|
|
x |
x |
x |
— |
> 6 |
— |
38f |
|
|
|
x |
x |
|||||
|
articu-lated |
LF |
SD |
CG |
x |
x |
x |
|
|
no |
— |
— |
39a |
x |
x |
x |
|
|
|
|
x |
x |
|
|
|
yes |
— |
— |
39b1 |
x |
x |
x |
|
|
|||||
|
|
|
x |
|
|
yes |
— |
— |
39b2 |
x |
x |
x |
x |
|
|||||
|
DD |
CH |
x |
x |
x |
|
|
— |
— |
— |
39c |
x |
x |
x |
|
|
|||
|
HF |
SD |
CC |
|
|
x |
|
|
— |
— |
— |
40a |
|
|
|
x |
x |
||
|
|
|
|
x |
|
— |
— |
≤ 3 100 |
40b |
|
|
|
x |
x |
|||||
|
SD |
|
|
|
x |
|
— |
— |
> 3 100 |
40c |
|
|
|
x |
x |
||||
|
|
|
|
|
x |
— |
— |
— |
40d |
|
|
|
x |
x |
|||||
|
DD |
CD |
|
|
x |
x |
x |
— |
≤ 6 |
— |
40e |
|
|
|
x |
x |
|||
|
|
|
x |
x |
x |
— |
> 6 |
— |
40f |
|
|
|
x |
x |
|||||
|
(*1)
In accordance with Regulation (EU) 2018/858.
(*2)
In accordance with paragraph 2 of UN Regulation No. 107. |
||||||||||||||||||
2. Method to determine CO2 emissions and fuel consumption for heavy buses
2.1. For heavy buses the vehicle specifications of the complete vehicle or completed vehicle including properties of the final bodywork and auxiliary units shall be reflected in the results for CO2 emissions and fuel consumption. In the case of heavy buses built in steps, more than a single manufacturer may be involved in the process of generation of input data and input information and the operation of the simulation tool. For heavy buses the CO2 emissions and fuel consumption shall be based on the following two different simulations:
for the primary vehicle;
for the complete vehicle or completed vehicle.
2.2. If a heavy bus is approved by a manufacturer as a complete vehicle, the simulations shall be performed for both the primary vehicle and the complete vehicle.
2.3. For the primary vehicle the input to the simulation tool covers input data regarding the engine, transmission, tyres and input information for a subset of auxiliary units ( 4 ). The classification into vehicle groups is performed in accordance with Table 3 based on the number of axles and the information whether the vehicle is an articulated bus or not. In the simulations for the primary vehicle the simulation tool allocates a set of four different generic bodies (high floor and low floor, single deck and double deck bodywork) and simulates the 11 mission profiles as listed in Table 3 for each vehicle group for two different loading conditions. This leads to a set of 22 results for CO2 emissions and fuel consumption for a primary heavy bus. The simulation tool produces the vehicle information file for the initial step (VIF1), which contains all necessary data to be handed over to the subsequent manufacturing step. The VIF1 comprises all non-confidential input data, the results for energy consumption ( 5 ) in [MJ/km], information on the primary manufacturer and the relevant hashes ( 6 ).
2.4. The manufacturer of the primary vehicle shall make the VIF1 available to the manufacturer responsible for the subsequent manufacturing step. Where a manufacturer of a primary vehicle provides data going beyond the primary vehicle requirements as set out in Annex III, this data does not influence the simulation results for the primary vehicle but is written into the VIF1 to be considered in later steps. For a primary vehicle the simulation tool furthermore produces a manufacturer’s records file.
2.5. In the case of an interim vehicle, the interim manufacturer is responsible for a sub-set of relevant input data and input information for the final bodywork ( 7 ). An interim manufacturer does not apply for certification of the completed vehicle. An interim manufacturer shall add or update information relevant for the completed vehicle and operate the simulation tool to produce an updated and hashed version of the vehicle information file (VIFi) ( 8 ). The VIFi shall be made available to the manufacturer responsible for the subsequent manufacturing step. For interim vehicles the VIFi also covers the task of documentation towards approval authorities. No simulations of CO2 emissions and/or fuel consumption are performed on interim vehicles.
2.6. If a manufacturer performs modifications to an interim, complete or completed vehicle, which would require updates to the input data or the input information allocated to the primary vehicle (e.g. a change of an axle or of tyres), the manufacturer performing the modification acts as a primary vehicle manufacturer with the corresponding responsibilities.
2.7. For a complete or completed vehicle the manufacturer shall complement and, if necessary, update the input data and input information for the final bodywork as transmitted in the VIFi from the previous manufacturing step and shall operate the simulation tool to calculate the CO2 emissions and fuel consumption. For the simulations at this stage, heavy buses are classified based on the six criteria set out in point 1.2.3 into the vehicle groups as listed in Tables 4, 5 and 6. To determine CO2 emissions and fuel consumption of complete vehicles or completed vehicles that are heavy buses the simulation tool performs the following calculation steps:
Step 1 - Selection of the primary vehicle sub-group which matches the bodywork of the complete or completed vehicle (e.g. ‘P34 DD’ for ‘34f’) and making available the corresponding results for energy consumption from the primary vehicle simulation.
Step 2 - Performing simulations to quantify the influence of the bodywork and auxiliaries of the complete vehicle or completed vehicle compared to the generic bodywork and auxiliaries, as considered in the simulations for the primary vehicle regarding energy consumption. In these simulations, generic data are used for the set of primary vehicle data, which are not part of the information transfer between different manufacturing steps as provided by the VIF ( 9 ).
Step 3 - Combining energy consumption results from the primary vehicle simulation as made available by step 1 with the results from step 2 provides the energy consumption results of the complete or completed vehicle. The details of this calculation step are documented in the user manual of the simulation tool.
Step 4 - Results for CO2 emissions and fuel consumption of the vehicle are calculated based on the results of step 3 and the generic fuel specifications as stored in the simulation tool. Steps 2, 3 and 4 are performed separately for each combination of mission profile as listed in the Tables 4, 5 and 6 for the vehicle groups in both low and representative loading condition.
For a complete vehicle or completed vehicle the simulation tool produces a manufacturer’s records file, a customer information file as well as a VIFi. The VIFi shall be made available to the subsequent manufacturer in the event the vehicle undergoes a further step to be completed.
Figure 2 shows the data flow based on the example of a vehicle produced in five CO2 related manufacturing steps.
Figure 2
Example of data flow in the case of a heavy bus manufactured in five steps
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:
A data management system covering sourcing, storing, handling and retrieving of the input information and input data for the simulation tool as well as handling certificates on the CO2 emissions and fuel consumption related properties of a component families, separate technical unit families and system families. The data management system shall at least:
ensure application of correct input information and input data to specific vehicle configurations
ensure correct calculation and application of standard values;
verify by means of comparing cryptographic hashes that the input files of components, separate technical units, systems or if applicable their respective families, which are used for the simulation corresponds to the input data of the component, separate technical unit, system or if applicable their respective family for which the certification has been granted;
include a protected database for storing the input data relating to the component families, separate technical unit families or system families and the corresponding certificates of the CO2 emissions and fuel consumption related properties;
ensure correct management of the changes of specification and updates of components, separate technical units and systems;
enable tracing of the components, separate technical units and systems after the vehicle is produced.
A data management system covering retrieving of the input information and input data and calculations by means of the simulation tool and storing of the output data. The data management system shall at least:
ensure a correct application of cryptographic hashes;
include a protected database for storing the output data;
Process for consulting the dedicated electronic distribution platform referred to in Article 5(2) and Article 10(1) and (2), as well as downloading and installing the latest versions of the simulation tool.
Appropriate training of staff working with the simulation tool.
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:
the functioning of the processes set out in points 1.1.1, 1.1.2 and 1.1.3 and the application of the requirement set out in point 1.1.4;
that the processes used during the demonstration are applied in the same manner in all the production facilities manufacturing vehicles belonging to the application case concerned;
the completeness of the description of the data and process flows of operations related to the determination of the CO2 emissions and fuel consumption of the vehicles.
For the purpose of the second paragraph, point (a), the verification shall include determination of the CO2 emissions and fuel consumption of at least one vehicle from each production facility 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 vehicle 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 |
Application case 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: — granting (1) — extension (1) — refusal (1) — withdrawal (1) |
Administration stamp
|
|
(1)
Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable) |
|
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 vehicle manufacturer: |
|
0.2 |
Production facilities and/or assembly plants for which the processes referred to in point 1 of Annex II to Commission Regulation (EU) 2017/2400 ( 10 ) have been set up with a view to the operation of the simulation tool |
|
0.3 |
Application case 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 |
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
‘parameter ID’: Unique identifier as used in the simulation tool for a specific input parameter or set of input data.
‘type’: Data type of the parameter
|
string … |
sequence of characters in ISO8859-1 encoding |
|
token … |
sequence of characters in ISO8859-1 encoding, no leading/trailing whitespace |
|
date … |
date and time in UTC time in the format:YYYY-MM-DDTHH:MM:SSZ with italic letters denoting fixed characters e.g. ‘2002-05-30T09:30:10Z’ |
|
integer … |
value with an integral data type, no leading zeros, e.g. ‘1 800 ’ |
|
double, X … |
fractional number with exactly X digits after the decimal sign (‘.’) and no leading zeros e.g. for ‘double, 2’: ‘2 345,67 ’; for ‘double, 4’: ‘45.6780’. |
‘unit’ … physical unit of the parameter.
‘corrected actual mass of the vehicle’ means the mass as specified under the ‘actual mass of the vehicle’ in accordance with Commission Regulation (EU) No 1230/2012 (*) with an exception for the tank(s) which shall be filled to at least 50 % of its or their capacity/ies. The liquid containing systems are filled to 100 % of the capacity specified by the manufacturer, except the liquid containing systems for waste water that must remain empty.
For medium rigid lorries, heavy rigid lorries and tractors the mass is determined without superstructure and corrected by the additional weight of the non-installed standard equipment as specified in point 4.3. The mass of a standard body, standard semi-trailer or standard trailer to simulate the complete vehicle or complete vehicle-(semi-)trailer combination are added automatically by the simulation tool. All parts that are mounted on and above the main frame are regarded as superstructure parts if they are installed only for facilitating a superstructure, independent of the necessary parts for in running order conditions.
For heavy buses that are primary vehicles ‘corrected actual mass of the vehicle’ is not applicable as the generic mass value is allocated by the simulation tool.
‘height of the integrated body’ means the difference in ‘Z’-direction between the reference point ‘A’ of the highest point and lowest point ‘B’ of an integrated body (see Figure 1). For vehicles deviating from the standard case, the following cases are applicable (see Figure 2):
For all other cases not covered by standard or special cases 1 to 4, the height of the integrated body is the difference between the highest point of the vehicle and point B. This parameter is relevant only for heavy buses.
Figure 1
Height of the integrated body – standard case
Figure 2
Height of the integrated body – special cases
reference point ‘A’ means the highest point on the bodywork (Figure 1). Body and/or design panels, brackets for mounting e.g. HVAC systems, hatches and similar items shall not be considered.
reference point ‘B’ means the lowest point on the lower outside edge of the bodywork (Figure 1). Brackets e.g. for axle mounting shall not be considered.
‘vehicle length’ means the vehicle dimension in accordance with Table I of Appendix 1 of Annex I to Regulation (EU) 1230/2012. Additionally, removable load carrier devices, non-removable coupling devices and any other non-removable exterior parts which do not affect the usable space for passengers shall not be taken into account. This parameter is relevant only for heavy buses.
‘vehicle width’ means the vehicle dimension in accordance with Table II of Appendix 1 of Annex I to Regulation (EU) 1230/2012. Deviating from these provisions and not to be considered are removable load carrier devices, non-removable coupling devices and any other non-removable exterior parts which do not affect the usable space for passengers.
‘entrance height in non-kneeled position’ means the floor level within the first door aperture above the ground, measured at the most forward door of the vehicle when the vehicle is in non-kneeled position.
‘fuel cell’ means an energy converter transforming chemical energy (input) into electrical energy (output) or vice versa.
‘fuel cell vehicle’ or ‘FCV’ means a vehicle equipped with a powertrain containing exclusively fuel cell(s) and electric machine(s) as propulsion energy converter(s).
‘fuel cell hybrid vehicle’ or ‘FCHV’ means a fuel cell vehicle equipped with a powertrain containing at least one fuel storage system and at least one rechargeable electric energy storage system as propulsion energy storage systems.
‘pure ICE vehicle’ means a vehicle where all of the propulsion energy converters are internal combustion engines.
‘electric machine’ or ‘EM’ means an energy converter transforming between electrical and mechanical energy.
‘energy storage system’ means a system which stores energy and releases it in the same form as was input.
‘propulsion energy storage system’ means an energy storage system of the powertrain which is not a peripheral device and whose output energy is used directly or indirectly for the purpose of vehicle propulsion.
‘category of propulsion energy storage system’ means a fuel storage system, a rechargeable electric energy storage system (REESS), or a rechargeable mechanical energy storage system.
‘downstream’ means a position in the vehicle’s powertrain that is closer to the wheels than the actual reference position.
‘drivetrain’ means the connected elements of the powertrain for transmission of the mechanical energy between the propulsion energy converter(s) and the wheels.
‘energy converter’ means a system where the form of energy output is different from the form of energy input.
‘propulsion energy converter’ means an energy converter of the powertrain which is not a peripheral device whose output energy is used directly or indirectly for the purpose of vehicle propulsion.
‘category of propulsion energy converter’ means an internal combustion engine, an electric machine, or a fuel cell.
‘form of energy’ means electrical energy, mechanical energy, or chemical energy (including fuels).
‘fuel storage system’ means a propulsion energy storage system that stores chemical energy as liquid or gaseous fuel.
‘hybrid vehicle’ or ‘HV’ means a vehicle equipped with a powertrain containing at least two different categories of propulsion energy converters and at least two different categories of propulsion energy storage systems.
‘hybrid electric vehicle’ or ‘HEV’ means a hybrid vehicle where one of the propulsion energy converters is an electric machine and the other one is an internal combustion engine.
‘serial HEV’ means a HEV with a powertrain architecture where the ICE powers one or more electrical energy conversion paths with no mechanical connection between the ICE and the wheels of the vehicle.
‘internal combustion engine’ or ‘ICE’ means an energy converter with intermittent or continuous oxidation of combustible fuel transforming between chemical and mechanical energy.
‘off-vehicle charging hybrid electric vehicle’ or ‘OVC-HEV’ means a hybrid electric vehicle that can be charged from an external source.
‘parallel HEV’ means a HEV with a powertrain architecture where the ICE powers only a single mechanically connected path between the engine and the wheels of the vehicle.
‘peripheral devices’ means any energy consuming, converting, storing or supplying devices, where the energy is not directly or indirectly used for the purpose of vehicle propulsion but which are essential to the operation of the powertrain.
‘powertrain’ means the total combination in a vehicle of propulsion energy storage system(s), propulsion energy converter(s) and the drivetrain(s) providing the mechanical energy at the wheels for the purpose of vehicle propulsion, plus peripheral devices.
‘pure electric vehicle’ or ‘PEV’ means a motor vehicle pursuant to Regulation (EU) 2018/858, article 3(16), equipped with a powertrain containing exclusively electric machines as propulsion energy converters and exclusively rechargeable electric energy storage systems as propulsion energy storage systems and/or alternatively any other means for direct conductive or inductive supply of electric energy from the power network providing the propulsion energy to the motor vehicle.
‘upstream’ means a position in the vehicle’s powertrain that is further away from the wheels than the actual reference position.
‘IEPC’ means an integrated electric powertrain component in accordance with point 2(36) of Annex Xb.
‘IHPC Type 1’ means an integrated hybrid electric vehicle powertrain component Type 1 in accordance with point 2(38) of Annex Xb.
3. Set of input parameters
In Tables 1 to 11 the sets of input parameters to be provided regarding the characteristics of the vehicle are specified. Different sets are defined depending on the application case (medium lorries, heavy lorries and heavy buses).
For heavy buses a differentiation is made between input parameters to be provided for the simulations at the primary vehicle and for the simulations at the complete vehicle or completed vehicle. The following provisions shall apply:
Table 1
Input parameters ‘Vehicle/General’
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
Heavy lorries |
Medium lorries |
Heavy buses (primary vehicle) |
Heavy buses (complete or completed vehicle) |
|
Manufacturer |
P235 |
Token |
[-] |
|
X |
X |
X |
X |
|
Manufacturer Address |
P252 |
Token |
[-] |
|
X |
X |
X |
X |
|
Model_CommercialName |
P236 |
Token |
[-] |
|
X |
X |
X |
X |
|
VIN |
P238 |
Token |
[-] |
|
X |
X |
X |
X |
|
Date |
P239 |
Date Time |
[-] |
Date and time when input information and input data is created |
X |
X |
X |
X |
|
Legislative Category |
P251 |
String |
[-] |
Allowed values: ‘N2’, ‘N3’,‘M3’ |
X |
X |
X |
X |
|
ChassisConfiguration |
P036 |
String |
[-] |
Allowed values: ‘Rigid Lorry’, ‘Tractor’, ‘Van’, ‘Bus’ |
X |
X |
X |
|
|
AxleConfiguration |
P037 |
String |
[-] |
Allowed values: ‘4 × 2’, ‘4 × 2F’, ‘6 × 2’, ‘6 × 4’, ‘8 × 2’, ‘8 × 4’where ‘4 × 2F’ refers to 4 × 2 vehicles with a driven front axle |
X |
X |
X |
|
|
Articulated |
P281 |
boolean |
|
In accordance with Article 3, point (37) |
|
|
X |
|
|
CorrectedActualMass |
P038 |
Int |
[kg] |
In accordance with ‘Corrected actual mass of the vehicle’ as specified in point 2(4) |
X |
X |
|
X |
|
TechnicalPermissibleMaximumLadenMass |
P041 |
int |
[kg] |
In accordance with Article 2, point (7) of Regulation (EU) No 1230/2012 |
X |
X |
X |
X |
|
IdlingSpeed |
P198 |
int |
[1/min] |
In accordance with point 7.1 For PEV no input is required. |
X |
X |
X |
|
|
RetarderType |
P052 |
string |
[-] |
Allowed values: ‘None’, ‘Losses included in Gearbox’, ‘Engine Retarder’, ‘Transmission Input Retarder’, ‘Transmission Output Retarder’, ‘Axlegear Input Retarder’ ‘Axlegear Input Retarder’ is applicable only for powertrain architectures ‘E3’, ‘S3’, ‘S-IEPC’ and ‘E-IEPC’ |
X |
X |
X |
|
|
RetarderRatio |
P053 |
double, 3 |
[-] |
Step-up ratio in accordance with table 2 of Annex VI |
X |
X |
X |
|
|
AngledriveType |
P180 |
string |
[-] |
Allowed values: ‘None’, ‘Losses included in Gearbox’, ‘Separate Angledrive’ |
X |
X |
X |
|
|
PTOShafts GearWheels (1) |
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’ , ‘PTO which includes 1 or more additional gearmesh(es), without disconnect clutch’ |
X |
|
|
|
|
PTOOther Elements (1) |
P248 |
string |
[-] |
Allowed values: ‘none’, ‘shift claw, synchroniser, sliding gearwheel’, ‘multi-disc clutch’, ‘multi-disc clutch, oil pump’ |
X |
|
|
|
|
CertificationNumberEngine |
P261 |
token |
[-] |
Only applicable if the component is present in the vehicle |
X |
X |
X |
|
|
CertificationNumberGearbox |
P262 |
token |
[-] |
Only applicable if the component is present in the vehicle and certified input data is provided |
X |
X |
X |
|
|
CertificationNumberTorqueconverter |
P263 |
token |
[-] |
Only applicable if the component is present in the vehicle and certified input data is provided |
X |
X |
X |
|
|
CertificationNumberAxlegear |
P264 |
token |
[-] |
Only applicable if the component is present in the vehicle and certified input data is provided |
X |
X |
X |
|
|
CertificationNumberAngledrive |
P265 |
token |
[-] |
Refers to certified ADC component installed in the angle drive position. Only applicable if the component is present in the vehicle and certified input data is provided |
X |
X |
X |
|
|
CertificationNumberRetarder |
P266 |
token |
[-] |
Only applicable if the component is present in the vehicle and certified input data is provided |
X |
X |
X |
|
|
Certification NumberAirdrag |
P268 |
token |
[-] |
Only applicable if certified input data is provided |
X |
X |
|
X |
|
AirdragModifiedMultistage |
P334 |
boolean |
[-] |
Input required for all manufacturing stages subsequent to a first entry to the air drag component. If parameter is set to ‘true’ w/o providing a certified air drag component, the simulation tool applies standard values according to Annex VIII. |
|
|
|
X |
|
Certification NumberIEPC |
P351 |
token |
[-] |
Only applicable if the component is present in the vehicle and certified input data is provided |
X |
X |
X |
|
|
ZeroEmissionVehicle |
P269 |
boolean |
[-] |
As defined in Article 3, point (15) |
X |
X |
X |
|
|
VocationalVehicle |
P270 |
boolean |
[-] |
In accordance with Article 3, point (9) of Regulation (EU) 2019/1242 |
X |
|
|
|
|
NgTankSystem |
P275 |
string |
[-] |
Allowed values: ‘Compressed’, ‘Liquefied’ Only relevant for vehicles with engines of fuel type ‘NG PI’ and ‘NG CI’ (P193) Where both tank systems are present on a vehicle, the system which is able to contain the higher amount of fuel energy shall be declared as input to the simulation tool. |
X |
X |
|
X |
|
Sleepercab |
P276 |
boolean |
[-] |
|
X |
|
|
|
|
ClassBus |
P282 |
string |
[-] |
Allowed values: ‘I’, ‘I+II’, ‘A’, ‘II’, ‘II+III’, ‘III’, ‘B’ in accordance with paragraph 2 of UN Regulation No. 107 |
|
|
|
X |
|
NumberPassengersSeatsLowerDeck |
P283 |
int |
[-] |
Number of passenger seats - excluding driver and crew seats. In the case of a double deck vehicle, this parameter shall be used to declare the passenger seats from the lower deck. In the case of a single deck vehicle, this parameter shall be used to declare the number of total passenger seats. |
|
|
|
X |
|
NumberPassengersStandingLowerDeck |
P354 |
int |
[-] |
Number of registered standing passengers In the case of a double deck vehicle, this parameter shall be used to declare the registered standing passengers from the lower deck. In the case of a single deck vehicle, this parameter shall be used to declare the total number of registered standing passengers. |
|
|
|
X |
|
NumberPassengersSeatsUpperDeck |
P284 |
int |
[-] |
Number of passenger seats - excluding driver and crew seats of the upper deck in a double deck vehicle. For single deck vehicles ‘0’ shall be provided as input. |
|
|
|
X |
|
NumberPassengersStandingUpperDeck |
P355 |
int |
[-] |
Number of registered standing passengers of the upper deck in a double deck vehicle. For single deck vehicles ‘0’ shall be provided as input. |
|
|
|
X |
|
BodyworkCode |
P285 |
int |
[-] |
Allowed values: ‘CA’, ‘CB’, ‘CC’, ‘CD’, ‘CE’, ‘CF’, ‘CG’, ‘CH’, ‘CI’, ‘CJ’ in accordance with point 3 of part C of Annex I to Regulation (EU) 2018/585. In the case of bus chassis with vehicle code CX, no input shall be delivered. |
|
|
|
X |
|
LowEntry |
P286 |
boolean |
[-] |
‘low entry’ in accordance with point 1.2.2.3 of Annex I |
|
|
|
X |
|
HeightIntegratedBody |
P287 |
int |
[mm] |
in accordance with point 2(5) |
|
|
|
X |
|
VehicleLength |
P288 |
int |
[mm] |
in accordance with point 2(8) |
|
|
|
X |
|
VehicleWidth |
P289 |
int |
[mm] |
in accordance with point 2(9) |
|
|
|
X |
|
EntranceHeight |
P290 |
int |
[mm] |
in accordance with point 2(10) |
|
|
|
X |
|
DoorDriveTechnology |
P291 |
string |
[-] |
Allowed values: ‘pneumatic’, ‘electric’, ‘mixed’ |
|
|
|
X |
|
Cargo volume |
P292 |
double, 3 |
[m3] |
Only relevant to vehicles of chassis configuration ‘van’ |
|
X |
|
|
|
VehicleDeclarationType |
P293 |
string |
[-] |
Allowed values: ‘interim’, ‘final’ |
|
|
|
X |
|
VehicleTypeApprovalNumber |
P352 |
token |
[-] |
Whole vehicle type approval number In the case of individual vehicle approvals, the individual vehicle approval number |
X |
X |
|
X |
|
(1)
In the event multiple PTOs are mounted to the transmission, only the component with the highest losses according to point 3.6 of Annex IX, for its combination of criteria ‘PTOShaftsGearWheels’ and ‘PTOShaftsOtherElements’, shall be declared. |
||||||||
Table 2
Input parameters ‘Vehicle/AxleConfiguration’ per wheel axle
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
Heavy lorries |
Medium lorries |
Heavy buses (primary vehicle) |
Heavy buses (complete or completed vehicle) |
|
Twin Tyres |
P045 |
boolean |
[-] |
|
X |
X |
X |
|
|
Axle Type |
P154 |
String |
[-] |
Allowed values: ‘VehicleNonDriven’, ‘VehicleDriven’ |
X |
X |
X |
|
|
Steered |
P195 |
boolean |
|
Only active steered axles shall be declared as ‘steered’ |
X |
X |
X |
|
|
Certification NumberTyre |
P267 |
token |
[-] |
|
X |
X |
X |
|
Tables 3 and 3a provide the lists for input parameters regarding auxiliary units. The technical definitions for determining these parameters are given in Annex IX. The parameter ID is used to provide a clear reference between the parameters of Annexes III and IX.
Table 3
Input parameters ‘Vehicle/Auxiliaries’ for medium lorries and heavy lorries
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
EngineCoolingFan/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 transmission - Electronically controlled visco clutch’, ‘Belt driven or driven via transmission - Bimetallic controlled visco clutch’, ‘Belt driven or driven via transmission - Discrete step clutch’, ‘Belt driven or driven via transmission - 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’, ‘Dual displacement with elec. control’‘Variable displacement mech. controlled’, ‘Variable displacement elec. controlled’, ‘Electric driven pump’, ‘Full electric steering gear’ For PEV or HEV with a powertrain configuration ‘S’ or ‘S-IEPC’ in accordance with point 10.1.1 ‘Electric driven pump’ or ‘Full electric steering gear’ are the only allowed values. Separate entry for each active 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’, ‘Small + elec. driven’, ‘Small + ESS + elec. driven’, ‘Medium Supply 1-stage + elec. driven’, ‘Medium Supply 1-stage + AMS + elec. driven’, ‘Medium Supply 2-stage + elec. driven’, ‘Medium Supply 2-stage + AMS + elec. driven’, ‘Large Supply + elec. driven’, ‘Large Supply + AMS + elec. driven’, ‘Vacuum pump + elec. driven’; For PEV only ‘elec. driven’ technologies are allowed values. |
|
HVAC/Technology |
P185 |
string |
[-] |
Allowed values: ‘None’, ‘Default’ |
Table 3a
Input parameters ‘Vehicle/Auxiliaries’ for heavy buses
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
Heavy buses (primary vehicle) |
Heavy buses (complete or completed vehicle) |
|
EngineCoolingFan/Technology |
P181 |
string |
[-] |
Allowed values: ‘Crankshaft mounted - Electronically controlled visco clutch’, ‘Crankshaft mounted - Bimetallic controlled visco clutch’, ‘Crankshaft mounted - Discrete step clutch 2 stages’, ‘Crankshaft mounted - Discrete step clutch 3 stages’, ‘Crankshaft mounted - On/off clutch’, ‘Belt driven or driven via transmission - Electronically controlled visco clutch’, ‘Belt driven or driven via transmission - Bimetallic controlled visco clutch’, ‘Belt driven or driven via transmission - Discrete step clutch 2 stages’, ‘Belt driven or driven via transmission - Discrete step clutch 3 stages’, ‘Belt driven or driven via transmission - On/off clutch’, ‘Hydraulic driven - Variable displacement pump’, ‘Hydraulic driven - Constant displacement pump’, ‘Electrically driven - Electronically controlled’ |
X |
|
|
SteeringPump/Technology |
P182 |
string |
[-] |
Allowed values: ‘Fixed displacement’, ‘Fixed displacement with elec. control’, ‘Dual displacement’, ‘Dual displacement with elec. control’, ‘Variable displacement mech. controlled’, ‘Variable displacement elec. controlled’, ‘Electric driven pump’, ‘Full electric steering gear’ For PEV or HEV with a powertrain configuration ‘S’ or ‘S-IEPC’ in accordance with point 10.1.1 only ‘Electric driven pump’ or ‘Full electric steering gear’ are allowed values Separate entry for each active steered wheel axle required. |
X |
|
|
ElectricSystem/AlternatorTechnology |
P294 |
string |
[-] |
Allowed values: ‘conventional’, ‘smart’, ‘no alternator’ Single entry per vehicle For pure ICE vehicles only ‘conventional’ or ‘smart’ are allowed values For HEV with a powertrain configuration ‘S’ or ‘S-IEPC’ in accordance with point 10.1.1 only ‘no alternator’ or ‘conventional’ are allowed values |
X |
|
|
ElectricSystem/SmartAlternatorRatedCurrent |
P295 |
integer |
[A] |
Separate entry per smart alternator |
X |
|
|
ElectricSystem/SmartAlternatorRatedVoltage |
P296 |
Integer |
[V] |
Allowed values: ‘12’, ‘24’, ‘48’ Separate entry per smart alternator |
X |
|
|
ElectricSystem/SmartAlternatorBatteryTechnology |
P297 |
string |
[-] |
Allowed values: ‘lead-acid battery – conventional’, ‘lead-acid battery – AGM’, ‘lead-acid battery – gel’, ‘li-ion battery - high power’, ‘li-ion battery - high energy’ Separate entry per battery charged by smart alternator system |
X |
|
|
ElectricSystem/SmartAlternatorBatteryNominalVoltage |
P298 |
Integer |
[V] |
Allowed values: ‘12’, ‘24’, ‘48’ Where batteries are configured in series (e.g. two 12 V units for a 24 V system), the actual nominal voltage of the single battery units (12 V in this example) shall be provided. Separate entry per battery charged by smart alternator system |
X |
|
|
ElectricSystem/SmartAlternatorBatteryRatedCapacity |
P299 |
Integer |
[Ah] |
Separate entry per battery charged by smart alternator system |
X |
|
|
ElectricSystem/SmartAlternatorCapacitorTechnology |
P300 |
string |
[-] |
Allowed values: ‘with DCDC converter’ Separate entry per capacitor charged by smart alternator system |
X |
|
|
ElectricSystem/SmartAlternatorCapacitorRatedCapacitance |
P301 |
integer |
[F] |
Separate entry per capacitor charged by smart alternator system |
X |
|
|
ElectricSystem/SmartAlternatorCapacitorRatedVoltage |
P302 |
Integer |
[V] |
Separate entry per capacitor charged by smart alternator system |
X |
|
|
ElectricSystem/SupplyFromHEVPossible |
P303 |
boolean |
[-] |
|
X |
|
|
ElectricSystem/InteriorlightsLED |
P304 |
boolean |
[-] |
|
|
X |
|
ElectricSystem/DayrunninglightsLED |
P305 |
boolean |
[-] |
|
|
X |
|
ElectricSystem/PositionlightsLED |
P306 |
boolean |
[-] |
|
|
X |
|
ElectricSystem/BrakelightsLED |
P307 |
boolean |
[-] |
|
|
X |
|
ElectricSystem/HeadlightsLED |
P308 |
boolean |
[-] |
|
|
X |
|
PneumaticSystem/SizeOfAirSupply |
P309 |
string |
[-] |
Allowed values: ‘Small’, ‘Medium Supply 1-stage’, ‘Medium Supply 2-stage’, ‘Large Supply 1-stage’, ‘Large Supply 2-stage’, ‘not applicable’ For compressor drive electrically‘not applicable’ shall be provided. For PEV no input is required. |
X |
|
|
PneumaticSystem/CompressorDrive |
P310 |
string |
[-] |
Allowed values: ‘mechanically’, ‘electrically’ For PEV, only ‘electrically’ is an allowed value. |
X |
|
|
PneumaticSystem/Clutch |
P311 |
string |
[-] |
Allowed values: ‘none’, ‘visco’, ‘mechanically’ For PEV no input is required. |
X |
|
|
PneumaticSystem/SmartRegenerationSystem |
P312 |
boolean |
[-] |
|
X |
|
|
PneumaticSystem/SmartCompressionSystem |
P313 |
boolean |
[-] |
For PEV or HEV with a powertrain configuration ‘S’ or ‘S-IEPC’ in accordance with point 10.1.1 no input is required. |
X |
|
|
PneumaticSystem/Ratio Compressor ToEngine |
P314 |
double, 3 |
[-] |
For compressor drive electrically‘0.000’ shall be provided. For PEV no input is required. |
X |
|
|
PneumaticSystem/Air suspension control |
P315 |
string |
[-] |
Allowed values: ‘mechanically’, ‘electronically’ |
X |
|
|
PneumaticSystem/SCRReagentDosing |
P316 |
boolean |
[-] |
|
X |
|
|
HVAC/SystemConfiguration |
P317 |
int |
[-] |
Allowed values: ‘0’ to ‘10’ In the case of an incomplete HVAC system, ‘0’ shall be provided. ‘0’ is not applicable for complete or completed vehicles. |
|
X |
|
HVAC/ HeatPumpTypeDriverCompartmentCooling |
P318 |
string |
[-] |
Allowed values: ‘none’, ‘not applicable’, ‘R-744’, ‘non R-744 2-stage’, ‘non R-744 3-stage’, ‘non R-744 4-stage’, ‘non R-744 continuous’ ‘not applicable’ shall be declared for HVAC system configurations 6 and 10 due to supply from passenger heat pump |
|
X |
|
HVAC/ HeatPumpTypeDriverCompartmentHeating |
P319 |
string |
[-] |
Allowed values: ‘none’, ‘not applicable’, ‘R-744’, ‘non R-744 2-stage’, ‘non R-744 3-stage’, ‘non R-744 4-stage’, ‘non R-744 continuous’ ‘not applicable’ shall be declared for HVAC system configurations 6 and 10 due to supply from passenger heat pump |
|
X |
|
HVAC/ HeatPumpTypePassengerCompartmentCooling |
P320 |
string |
[-] |
Allowed values: ‘none’, ‘R-744’, ‘non R-744 2-stage’, ‘non R-744 3-stage’, non R-744 4-stage’, ‘non R-744 continuous’ In the case of multiple heat pumps with different technologies for cooling the passenger compartment, the dominant technology shall be declared (e.g. according to available power or preferred usage in operation). |
|
X |
|
HVAC/ HeatPumpTypePassengerCompartmentHeating |
P321 |
string |
[-] |
Allowed values: ‘none’, ‘R-744’, ‘non R-744 2-stage’, ‘non R-744 3-stage’, non R-744 4-stage’, ‘non R-744 continuous’ In the case of multiple heat pumps with different technologies for heating the passenger compartment, the dominant technology shall be declared (e.g. according to available power or preferred usage in operation). |
|
X |
|
HVAC/AuxiliaryHeaterPower |
P322 |
integer |
[W] |
Enter ‘0’ if no auxiliary heater is installed. |
|
X |
|
HVAC/Double glazing |
P323 |
boolean |
[-] |
|
|
X |
|
HVAC/AdjustableCoolantThermostat |
P324 |
boolean |
[-] |
|
X |
|
|
HVAC/AdjustableAuxiliaryHeater |
P325 |
boolean |
[-] |
|
|
X |
|
HVAC/EngineWasteGasHeatExchanger |
P326 |
boolean |
[-] |
For PEV no input is required. |
X |
|
|
HVAC/SeparateAirDistributionDucts |
P327 |
boolean |
[-] |
|
|
X |
|
HVAC/WaterElectricHeater |
P328 |
boolean |
[-] |
Input to be provided only for HEV and PEV |
|
X |
|
HVAC/AirElectricHeater |
P329 |
boolean |
[-] |
Input to be provided only for HEV and PEV |
|
X |
|
HVAC/OtherHeating Technology |
P330 |
boolean |
[-] |
Input to be provided only for HEV and PEV |
|
X |
Table 4
Input parameters ‘Vehicle/EngineTorqueLimits’ per gear (optional)
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
Heavy lorries |
Medium lorries |
Heavy buses (primary vehicle) |
Heavy buses (complete or completed vehicle) |
|
Gear |
P196 |
integer |
[-] |
only gear numbers need to be specified where vehicle related engine torque limits according to point 6 are applicable |
X |
X |
X |
|
|
MaxTorque |
P197 |
integer |
[Nm] |
|
X |
X |
X |
|
Table 5
Input parameters for vehicles exempted according to Article 9
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
Heavy lorries |
Medium lorries |
Heavy buses (primary vehicle) |
Heavy buses (complete and completed vehicle) |
|
Manufacturer |
P235 |
token |
[-] |
|
X |
X |
X |
X |
|
ManufacturerAddress |
P252 |
token |
[-] |
|
X |
X |
X |
X |
|
Model_CommercialName |
P236 |
token |
[-] |
|
X |
X |
X |
X |
|
VIN |
P238 |
token |
[-] |
|
X |
X |
X |
X |
|
Date |
P239 |
date Time |
[-] |
Date and time when input information and input data is created |
X |
X |
X |
X |
|
LegislativeCategory |
P251 |
string |
[-] |
Allowed values: ‘N2’, ‘N3’, ‘M3’ |
X |
X |
X |
X |
|
ChassisConfiguration |
P036 |
string |
[-] |
Allowed values: ‘Rigid Lorry’, ‘Tractor’, ‘Van’, ‘Bus’ |
X |
X |
X |
|
|
AxleConfiguration |
P037 |
string |
[-] |
Allowed values: ‘4 × 2’, ‘4 × 2F’, ‘6 × 2’, ‘6 × 4’, ‘8 × 2’, ‘8 × 4’ where ‘4 × 2F’ refers to 4 × 2 vehicles with a driven front axle |
X |
X |
X |
|
|
Articulated |
P281 |
boolean |
|
in accordance with the definition set out in Annex I to this Regulation. |
|
|
X |
|
|
CorrectedActualMass |
P038 |
int |
[kg] |
In accordance with ‘Corrected actual mass of the vehicle’ as specified in section 2 point (4) |
X |
X |
|
X |
|
TechnicalPermissibleMaximumLadenMass |
P041 |
int |
[kg] |
In accordance with Article 2, point (7), of Regulation (EU) No 1230/2012 |
X |
X |
X |
X |
|
ZeroEmissionVehicle |
P269 |
boolean |
[-] |
As defined in Article 3, point (15) |
X |
X |
X |
|
|
Sleepercab |
P276 |
boolean |
[-] |
|
X |
|
|
|
|
ClassBus |
P282 |
string |
[-] |
Allowed values: ‘I’, ‘I+II’, ‘A’, ‘II’, ‘II+III’, ‘III’, ‘B’ in accordance with paragraph 2 of UN Regulation No. 107 |
|
|
|
X |
|
NumberPassengersSeatsLowerDeck |
P283 |
int |
[-] |
Number of passenger seats - excluding driver and crew seats. In the case of a double deck vehicle, this parameter shall be used to declare the passenger seats from the lower deck. In the case of a single deck vehicle, this parameter shall be used to declare the number of total passenger seats. |
|
|
|
X |
|
NumberPassengersStandingLowerDeck |
P354 |
int |
[-] |
Number of registered standing passengers In the case of a double deck vehicle, this parameter shall be used to declare the registered standing passengers from the lower deck. In the case of a single deck vehicle, this parameter shall be used to declare the total number of registered standing passengers. |
|
|
|
X |
|
NumberPassengersSeatsUpperDeck |
P284 |
int |
[-] |
Number of passenger seats - excluding driver and crew seats of the upper deck in a double deck vehicle. For single deck vehicles ‘0’ shall be provided as input. |
|
|
|
X |
|
NumberPassengersStandingUpperDeck |
P355 |
int |
[-] |
Number of registered standing passengers of the upper deck in a double deck vehicle. For single deck vehicles ‘0’ shall be provided as input. |
|
|
|
X |
|
BodyworkCode |
P285 |
int |
[-] |
Allowed values: ‘CA’, ‘CB’, ‘CC’, ‘CD’, ‘CE’, ‘CF’, ‘CG’, ‘CH’, ‘CI’, ‘CJ’ in accordance with point 3 of part C of Annex I to Regulation (EU) 2018/585 |
|
|
|
X |
|
LowEntry |
P286 |
boolean |
[-] |
‘low entry’ in accordance with point 1.2.2.3 of Annex I |
|
|
|
X |
|
HeightIntegratedBody |
P287 |
int |
[mm] |
in accordance with point 2(5) |
|
|
|
X |
|
SumNetPower |
P331 |
int |
[W] |
Maximum possible sum of positive propulsion power of all energy converters, which are linked to the vehicle drivetrain or the wheels |
X |
X |
X |
|
|
Technology |
P332 |
string |
[-] |
In accordance with Table 1 of Appendix 1. Allowed values: ‘Dual-fuel vehicle Article 9 exempted’, ‘In-motion charging Article 9 exempted’, ‘Multiple powertrains Article 9 exempted’, ‘FCV Article 9 exempted’, ‘H2 ICE Article 9 exempted’, ‘HEV Article 9 exempted’, ‘PEV Article 9 exempted’, ‘HV Article 9 exempted’ |
X |
X |
X |
|
Table 6
Input parameters ‘Advanced driver assistance systems’
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
Heavy lorries |
Medium lorries |
Heavy buses (primary vehicle) |
Heavy buses (complete and completed vehicle) |
|
EngineStopStart |
P271 |
boolean |
[-] |
In accordance with point 8.1.1 Input only to be provided for pure ICE vehicles and HEV. |
X |
X |
X |
X |
|
EcoRollWithoutEngineStop |
P272 |
boolean |
[-] |
In accordance with point 8.1.2 Input only to be provided for pure ICE vehicles. |
X |
X |
X |
X |
|
EcoRollWithEngineStop |
P273 |
boolean |
[-] |
In accordance with point 8.1.3 Input only to be provided for pure ICE vehicles. |
X |
X |
X |
X |
|
PredictiveCruiseControl |
P274 |
string |
[-] |
In accordance with point 8.1.4, allowed values: ‘1,2’, ‘1,2,3’ |
X |
X |
X |
X |
|
APTEcoRollReleaseLockupClutch |
P333 |
boolean |
[-] |
Only relevant in the case of APT-S and APT-P transmissions in combination with any Eco-roll function. Set to ‘true’ if functionality (2) as defined in point 8.1.2 is the predominant Eco-roll mode. Input only to be provided for pure ICE vehicles. |
X |
X |
X |
X |
Table 7
General input parameters for HEV and PEV
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
Heavy lorries |
Medium lorries |
Heavy buses (primary vehicle) |
Heavy buses (complete or completed vehicle) |
|
ArchitectureID |
P400 |
string |
[-] |
In accordance with point 10.1.3, the following values are allowed inputs: ‘E2’, ‘E3’, ‘E4’, ‘E-IEPC’, ‘P1’, ‘P2’, ‘P2.5’, ‘P3’, ‘P4’, ‘S2’, ‘S3’, ‘S4’, ‘S-IEPC’ |
X |
X |
X |
|
|
OvcHev |
P401 |
boolean |
[-] |
In accordance with point 2(31) |
X |
X |
X |
|
|
MaxChargingPower |
P402 |
Integer |
[W] |
The maximum charging power allowed by the vehicle for off-vehicle charging shall be declared as input to the simulation tool. Only relevant where parameter ‘OvcHev’ is set to ‘true’. |
X |
X |
X |
|
Table 8
Input parameters per electric machine position
(Only applicable if the component is present in the vehicle)
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
PowertrainPosition |
P403 |
string |
[-] |
Position of the EM in the vehicle’s powertrain according to points 10.1.2 and 10.1.3. Allowed values: ‘1’, ‘2’, ‘2.5’, ‘3’, ‘4’, ‘GEN’. Only one EM position per powertrain allowed, except for architecture ‘S’. Architecture ‘S’ requires EM position ‘GEN’ and additionally one other EM position being ‘2’, ‘3’ or ‘4’. Position ‘1’ is not allowed for architectures ‘S’ and ‘E’ Position ‘GEN’ is only allowed for architecture ‘S’ |
|
Count |
P404 |
integer |
[-] |
Number of identical electric machines at the specified EM position. In the case of parameter ‘PowertrainPosition’ being ‘4’, the count shall be multiples of 2 (e.g. 2, 4, 6). |
|
CertificationNumberEM |
P405 |
token |
[-] |
|
|
CertificationNumberADC |
P406 |
token |
[-] |
Optional input in the case of additional single-step gear ratio (ADC) between EM shaft and connection point to vehicle’s powertrain according to point 10.1.2 Not allowed where parameter ‘IHPCType’ is set to ‘IHPC Type 1’. |
|
P2.5GearRatios |
P407 |
double, 3 |
[-] |
Only applicable in the case that the parameter ‘PowertrainPosition’ is set to ‘P2.5’ Declared for each forward gear of the transmission. Declared value for gear ratio defined by either ‘nGBX_in / nEM’ in the case of EM without additional ADC or ‘nGBX_in / nADC’ in the case of EM with additional ADC. nGBX_in = rotational speed at transmission input shaft nEM = rotational speed at EM output shaft nADC = rotational speed at ADC output shaft |
Table 9
Torque limitations per electric machine position (optional)
Declaration of separate dataset for each voltage level measured under ‘CertificationNumberEM’. Declaration not allowed where parameter ‘IHPCType’ is set to ‘IHPC Type 1’.
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
OutputShaftSpeed |
P408 |
double, 2 |
[1/min] |
Exact same entries for rotational speed to be declared as under ‘CertificationNumberEM’ for parameter number ‘P468’ of Appendix 15 of Annex Xb. |
|
MaxTorque |
P409 |
double, 2 |
[Nm] |
Maximum torque of the EM (referring to the output shaft) as function of rotational speed points declared under parameter number ‘P469’ of Appendix 15 of Annex Xb. Each value of maximum torque declared shall either be lower than 0,9 times the original value at the respective rotational speed or match exactly the original value at the respective rotational speed. The values of maximum torque declared shall not be lower than zero. Where the parameter ‘Count’ (P404) is larger than one, the maximum torque shall be declared for a single EM (as present in the component test for the EM under ‘CertificationNumberEM’). |
|
MinTorque |
P410 |
double, 2 |
[Nm] |
Minimum torque of the EM (referring to the output shaft) as function of rotational speed points declared under parameter number ‘P470’ of Appendix 15 of Annex Xb. Each value of minimum torque declared shall either be higher than 0.9 times the original value at the respective rotational speed or match exactly the original value at the respective rotational speed. The values of minimum torque declared shall not be higher than zero. Where the parameter ‘Count’ (P404) is larger than one, the minimum torque shall be declared for a single EM (as present in the component test for the EM under ‘CertificationNumberEM’). |
Table 10
Input parameters per REESS
(Only applicable if the component is present in the vehicle)
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
StringID |
P411 |
integer |
[-] |
The arrangement of representative battery sub-systems in accordance with Annex Xb on vehicle level shall be declared by allocation of each battery sub-system to a specific string defined by this parameter. All specific strings are connected in parallel, all battery sub-system located in one specific parallel string are connected in series. Allowed values: ‘1’, ‘2’, ‘3’, … |
|
CertificationNumberREESS |
P412 |
token |
[-] |
|
|
SOCmin |
P413 |
integer |
[%] |
Optional input. Only relevant in the case of REESS type ‘battery’. Parameter only effective in simulation tool where input is higher than generic value as documented in the user manual. |
|
SOCmax |
P414 |
integer |
[%] |
Optional input Only relevant in the case of REESS type ‘battery’. Parameter only effective in simulation tool where input is lower than generic value as documented in the user manual. |
Table 11
Boosting limitations for parallel HEV (optional)
Only allowed where powertrain configuration in accordance with point 10.1.1 is ‘P’ or ‘IHPC Type 1’.
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
RotationalSpeed |
P415 |
double, 2 |
[1/min] |
Referring to transmission input shaft speed |
|
BoostingTorque |
P416 |
double, 2 |
[Nm] |
In accordance with point 10.2 |
4. Vehicle mass for medium rigid lorries and tractors, heavy rigid lorries and tractors
4.1 The vehicle mass used as input for the simulation tool shall be the corrected actual mass of the vehicle.
4.2 If not all the standard equipment is installed, the manufacturer shall add the mass of the following construction elements to the corrected actual mass of the vehicle:
Front underrun protection in accordance with Regulation (EU) 2019/2144 (**) of the European Parliament and of the Council
Rear underrun protection in accordance with Regulation (EU) 2019/2144
Lateral protection in accordance with Regulation (EU) 2019/2144
Fifth wheel in accordance with Regulation (EU) 2019/2144
4.3 The mass of the construction elements referred to in point 4.2 shall be the following:
For vehicles of groups 1s, 1, 2 and 3 as set out in Annex I, Table 1, and for vehicle groups 51 and 53 as set out in Annex I, Table 2.
|
Front underride protection |
45 kg |
|
Rear underride protection |
40 kg |
|
Lateral protection |
8,5 kg/m × wheel base [m] – 2,5 kg |
For vehicles of groups 4, 5, 9 to 12 and 16 as set out in Annex I, Table 1.
|
Front under-ride protection |
50 kg |
|
Rear under-ride protection |
45 kg |
|
Lateral protection |
14 kg/m × wheel base [m] – 17 kg |
|
Fifth wheel |
210 kg |
5. Hydraulically and mechanically driven axles
In the case of vehicles equipped with:
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;
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 and gear disabling
6.1. Gear dependent engine torque limits
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.
6.2 Gear disabling
For the highest 2 gears (e.g. gear 5 and 6 for a 6-gear transmission) the vehicle manufacturer may declare a complete disabling of gears by providing 0 Nm as gear specific torque limit in the input to the simulation tool.
6.3 Verification requirements
Gear dependent engine torque limits in accordance with point 6.1 and gear disabling in accordance with point 6.2 are subject to verification in the verification testing procedure (VTP) as laid out in Annex Xa, point 6.1.1.1 c).
7. Vehicle specific engine idling speed
7.1. The engine idling speed has to be declared for each individual vehicle with an ICE. This declared vehicle engine idling shall be equal or higher than specified in the engine input data approval.
8. Advanced driver assistance systems
8.1 The following types of advanced driver assistance systems, which are primarily aiming for reduction of fuel consumption and CO2 emissions, shall be declared in the input to the simulation tool:
Engine stop-start during vehicle stops: system which automatically shuts down and restarts the internal combustion engine during vehicle stops to reduce engine idling time. For automatic engine shut down the maximum time delay after the vehicle stop shall be not longer than 3 seconds.
Eco-roll without engine stop-start: system which automatically decouples the internal combustion engine from the drivetrain during specific downhill driving conditions with low negative gradients. The system shall be active at least at all cruise control set speeds above 60 km/h. Any system to be declared in the input information to the simulation tool shall cover either one or both of the following functionalities:
Eco-roll with engine stop-start: system which automatically decouples the internal combustion engine from the drivetrain during specific downhill driving conditions with low negative slopes. During these phases the internal combustion engine is shut down after a short time delay and keeps shut down during the main share of the eco-roll phase. The system shall be active at least at all cruise control set speeds of above 60 km/h.
Predictive cruise control (PCC): systems which optimise the usage of potential energy during a driving cycle based on an available preview of road gradient data and the use of a GPS system. A PCC system declared in the input to the simulation tool shall have a gradient preview distance longer than 1 000 meters and cover all following functionalities:
Crest coasting
Approaching a crest the vehicle velocity is reduced before the point where the vehicle starts accelerating by gravity alone compared to the set speed of the cruise control so that the braking during the following downhill phase can be reduced.
Acceleration without engine power
During downhill driving with a low vehicle velocity and a high negative slope the vehicle acceleration is performed without any engine power usage so that the downhill braking can be reduced.
Dip coasting
During downhill driving when the vehicle is braking at the overspeed velocity, PCC increases the overspeed for a short period of time to end the downhill event with a higher vehicle velocity. Overspeed is a higher vehicle speed than the set speed of the cruise control system.
A PCC system can be declared as input to the simulation tool if either the functionalities set out in points (1) and (2) or points (1), (2) and (3) are covered.
8.2 The eleven combinations of the advanced driver assistance systems as set out in Table 12 are input parameters into the simulation tool. Combinations 2 to 11 shall not be declared for SMT transmissions. Combinations No 3, 6, 9 and 11 shall not be declared in the case of APT transmissions.
Table 12
Combinations of advanced driver assistance systems as input parameters into the simulation tool
|
Combination no |
Engine stop-start during vehicle stops |
Eco-roll without engine stop-start |
Eco-roll with engine stop-start |
Predictive cruise control |
|
1 |
yes |
no |
no |
no |
|
2 |
no |
yes |
no |
no |
|
3 |
no |
no |
yes |
no |
|
4 |
no |
no |
no |
yes |
|
5 |
yes |
yes |
no |
no |
|
6 |
yes |
no |
yes |
no |
|
7 |
yes |
no |
no |
yes |
|
8 |
no |
yes |
no |
yes |
|
9 |
no |
no |
yes |
yes |
|
10 |
yes |
yes |
no |
yes |
|
11 |
yes |
no |
yes |
yes |
8.3 Any advanced driver assistance system declared in the input into the simulation tool shall by default be set to fuel economy mode after each key-off/key-on cycle.
8.4 If an advanced driver assistance system is declared in the input into the simulation tool, it shall be possible to verify the presence of such a system based on real world driving and the system definitions as set out in point 8.1. If a certain combination of systems is declared, also the interaction of functionalities (e.g. predictive cruise control plus eco-roll with engine stop-start) shall be demonstrated. In the verification procedure it shall be taken into consideration, that the systems need certain boundary conditions to be ‘active’ (e.g. engine at operation temperature for engine stop-start, certain vehicle speed ranges for PCC, certain ratios of road gradients with vehicle mass for eco-roll). The vehicle manufacturer needs to submit a functional description of boundary conditions when the systems are ‘inactive’ or their efficiency is reduced. The approval authority may request the technical justifications of these boundary conditions from the applicant for approval and assess them for compliance.
9. Cargo volume
9.1. For vehicles of chassis configuration ‘van’ the cargo volume shall be calculated by the following equation:
where the dimensions shall be determined in accordance with Table 13 and Figure 3.
Table 13
Definitions related to cargo volume for medium lorries of type van
|
Formula symbol |
Dimension |
Definition |
|
LC,floor |
Cargo length at floor |
— longitudinal distance from the most rearward point of the last seating row or the partition wall to the foremost point of the closed rear compartment projected to the zero Y-plane — measured at the height of the cargo floor surface |
|
LC |
Cargo length |
— longitudinal distance from the X-plane tangent to the most rearward point on the seatback including head restraints of the last seating row or the partition wall to the foremost X-plane tangent to the closed rear compartment i.e. the tailgate or rear doors or any other limiting surface — measured at the height of the most rearward point of the last seating row or the partition wall |
|
WC,max |
Maximum cargo width |
— maximum lateral distance of the cargo compartment — measured between the cargo floor and 70 mm above the floor — measurement excludes the transitional arc, local protrusions, depressions or pockets if present |
|
WC,wheelhouse |
Cargo width at wheelhouse |
— minimum lateral distance between the limiting interferences (pass-through) of the wheelhouses — measured between the cargo floor and 70 mm above the floor — measurement excludes the transitional arc, local protrusions, depressions or pockets if present |
|
HC,max |
Maximum cargo height |
— Maximum vertical distance from the cargo floor to the headlining or other limiting surface — Measured behind the last seating row or partition wall at the vehicle centreline |
|
HC,rearwheel |
Cargo height at rear wheel |
— vertical distance from the top of the cargo floor to the headlining or the limiting surface — measured at the rear wheel X coordinate at the vehicle centreline |
Figure 3
Definition of cargo volume for medium lorries
10. HEV and PEV
The following provisions shall apply only in the case of HEV and PEV.
10.1 Definition of vehicle’s powertrain architecture
10.1.1 Definition of powertrain configuration
The configuration of the vehicle’s powertrain shall be determined in accordance with the following definitions:
In the case of a HEV:
‘P’ in the case of a parallel HEV
‘S’ in the case of a serial HEV
‘S-IEPC’ in the case an IEPC component is present in the vehicle
‘IHPC Type 1’ in the case the parameter ‘IHPCType’ of the electric machine component is set to ‘IHPC Type 1’
In the case of a PEV:
‘E’ in the case an EM component is present in the vehicle
‘E-IEPC’ in the case an IEPC component is present in the vehicle
10.1.2 Definition of positions of EMs in the vehicle’s powertrain
Where the configuration of the vehicle’s powertrain in accordance with point 10.1.1 is ‘P’, ‘S’ or ‘E’, the position of the EM installed in the vehicle’s powertrain shall be determined in accordance with the definitions set out in Table 14.
Table 14
Possible positions of EMs in the vehicle’s powertrain
|
Position index of EM |
Powertrain configuration in accordance with point 10.1.1 |
Transmission type in accordance with Table 1 in Appendix 12 of Annex VI |
Definition / Requirements (1) |
Further explanations |
|
1 |
P |
AMT, APT-S, APT-P |
Connected to the powertrain upstream of the clutch (in the case of AMT) or upstream of the torque converter input shaft (in the case of APT-S or APT-P). The EM is connected to the crankshaft of the ICE directly or via a mechanical connection type (e.g. belt). |
Distinction of P0: EMs which can as a matter of principle not contribute to the propulsion of the vehicle (i.e. alternators) are handled in the input to auxiliary systems (see Table 3 of this Annex for lorries, Table 3a of this Annex for buses and Annex IX). However, EMs at this position which can in principle contribute to the propulsion of the vehicle but for which the declared maximum torque in accordance with Table 9 of this Annex is set to zero shall be declared as ‘P1’. |
|
2 |
P |
AMT |
The electric machine is connected to the powertrain downstream of the clutch and upstream of the transmission input shaft. |
|
|
2 |
E, S |
AMT, APT-N, APT-S, APT-P |
The electric machine is connected to the powertrain upstream of the transmission input shaft (in the case of AMT or APT-N) or upstream of the torque converter input shaft (in the case of APT-S, APT-P). |
|
|
2,5 |
P |
AMT, APT-S, APT-P |
The electric machine is connected to the powertrain downstream of the clutch (in the case of AMT) or downstream of the torque converter input shaft (in the case of APT-S or APT-P) and upstream of the transmission output shaft. |
The EM is connected to a specific shaft inside the transmission (e.g. layshaft). A specific transmission ratio for each mechanical gear in the transmission according to Table 8 shall be provided. |
|
3 |
P |
AMT, APT-S, APT-P |
The electric machine is connected to the powertrain downstream of the transmission output shaft and upstream of the axle. |
|
|
3 |
E, S |
n.a. |
The electric machine is connected to the powertrain upstream of the axle. |
|
|
4 |
P |
AMT, APT-S, APT-P |
The electric machine is connected to the powertrain downstream of the axle. |
|
|
4 |
E, S |
n.a. |
The electric machine is connected to the wheel hub and the same arrangement is installed twice in symmetrical application (i.e. one on the left and one on the right side of the vehicle at the same wheel position in logitudinal direction). |
|
|
GEN |
S |
n.a. |
The electric machine is mechanically connected to an ICE but under no operational circumstances mechanically connected to the wheels of the vehicle. |
|
|
(1)
The term EM as used here includes an additional ADC component, if present. |
||||
10.1.3 Definition of powertrain architecture ID
The input value for the powertrain architecture ID required in accordance with Table 7 shall be determined based on the powertrain configuration in accordance with point 10.1.1 and the position of the EM in the vehicle’s powertrain in accordance with point 10.1.2 (if applicable) from the valid combinations of inputs into the simulation tool listed in Table 15.
In the case of the powertrain configuration in accordance with point 10.1.1 being ‘IHPC Type 1’ the following provisions shall apply:
The powertrain architecture ID ‘P2’ shall be declared in accordance with Table 7 and the powertrain component data as indicated in Table 15 for ‘P2’ shall be the input to the simulation tool with separate component data for the EM and the transmission determined in accordance with point 4.4.3 of Annex Xb.
The component data for the EM in accordance with subpoint (a) shall be provided to the simulation tool with the parameter ‘PowertrainPosition’ in accordance with Table 8 set to ‘2’.
Table 15
Valid inputs of powertrain architecture into the simulation tool
|
Powertrain type |
Powertrain configuration |
Architecture ID for VECTO input |
Powertrain component present in vehicle |
Comments |
|||||||
|
ICE |
EM position GEN |
EM position 1 |
EM position 2 |
transmission |
EM position 3 |
axle |
EM position 4 |
||||
|
PEV |
E |
E2 |
no |
no |
no |
yes |
yes |
no |
yes |
no |
|
|
E3 |
no |
no |
no |
no |
no |
yes |
yes |
no |
|
||
|
E4 |
no |
no |
no |
no |
no |
no |
no |
yes |
|
||
|
IEPC |
E-IEPC |
no |
no |
no |
no |
no |
no |
no |
|
||
|
HEV |
P |
P1 |
yes |
no |
yes |
no |
yes |
no |
yes |
no |
|
|
P2 |
yes |
no |
no |
yes |
yes |
no |
yes |
no |
|||
|
P2.5 |
yes |
no |
no |
yes |
yes |
no |
yes |
no |
|||
|
P3 |
yes |
no |
no |
no |
yes |
yes |
yes |
no |
|||
|
P4 |
yes |
no |
no |
no |
yes |
no |
yes |
yes |
|
||
|
S |
S2 |
yes |
yes |
no |
yes |
yes |
no |
yes |
no |
|
|
|
S3 |
yes |
yes |
no |
no |
no |
yes |
yes |
no |
|
||
|
S4 |
yes |
yes |
no |
no |
no |
no |
no |
yes |
|
||
|
S-IEPC |
yes |
yes |
no |
no |
no |
no |
no |
|
|||
|
(1)
‘Yes’ (i.e. axle component present) only in the case that both parameters ‘DifferentialIncluded’ and ‘DesignTypeWheelMotor’ are set to ‘false’
(2)
Not applicable for transmission types APT-S and APT-P
(3)
Where the EM is connected to a specific shaft inside the transmission (e.g. layshaft) in accordance with the definition set out in Table 8
(4)
Not applicable for front wheel driven vehicles |
|||||||||||
10.2 Definition of boosting limitation for parallel HEV
The vehicle manufacturer may declare limitations of the total propulsion torque of the whole powertrain referring to the transmission input shaft for a parallel HEV in order to restrict the boosting capabilities of the vehicle.
The declaration of such limitations is allowed only in the case that the powertrain configuration in accordance with point 10.1.1 is ‘P’ or ‘IHPC Type 1’.
The limitations are declared as additional torque allowed on top of the ICE full load curve dependent on the rotational speed of the transmission input shaft. Linear interpolation is performed in the simulation tool to determine the applicable additional torque between the declared values at two specific rotational speeds. In the rotational speed range from 0 to engine idling speed (in accordance with point 7.1) the full load torque available from the ICE equals only the ICE full load torque at engine idling speed due to the modelling of the clutch behaviour during vehicle starts.
Where such a limitation is declared, values for the additional torque shall be declared at least at a rotational speed of 0 and at the maximum rotational speed of the ICE full load curve. Any arbitrary number of values may be declared in between the range of zero and the maximum rotational speed of the ICE full load curve. Declared values lower than zero shall not be allowed for the additional torque.
The vehicle manufacturer may declare such limitations which match exactly the ICE full load curve by declaring values of 0 Nm for the additional torque.
10.3 Engine stop-start functionality for HEVs
Where the vehicle is equipped with an engine stop-start functionality in accordance with point 8.1.1 considering the boundary conditions in point 8.4, the input parameter P271 in accordance with Table 6 shall be set to true.
11. Transfer of results of the simulation tool to other vehicles
11.1. Results of the simulation tool may be transferred to other vehicles as provided for in Article 9(6), provided that all of the following conditions are met:
input data and input information is completely identical with exception of VIN (P238) and Date element (P239). In the case of simulations for primary heavy buses, additional input data and input information relevant for the interim vehicle and available already at the initial stage may differ, but special measures have to be taken in this case;
the version of the simulation tool is identical.
11.2. For the transfer of results the following result files shall be considered:
medium and heavy lorries: manufacturer’s records file and customer information file
primary heavy buses: manufacturer’s records file and vehicle information file
complete or completed heavy buses: manufacturer’s records file, customer information file and vehicle information file
11.3. To carry out the transfer of results the files as mentioned in 10.2. shall be modified by replacing the data elements as set out in the subpoints with updated information. Modifications are allowed only for data elements related to the current stage of completion.
11.3.1 Manufacturer’s records file
VIN (Annex IV, Part I, point 1.1.3)
Date when the output file was created (Annex IV, Part I, point 3.2)
11.3.2 Customer information file
VIN (Annex IV, Part II, point 1.1.1)
Date when the output file was created (Annex IV, Part II, point 3.2)
11.3.3 Vehicle information file
11.3.3.1. In the case of a primary heavy bus:
VIN (Annex IV, Part III, point 1.1)
Date when the output file was created (Annex IV, Part III, point 1.3.2)
11.3.3.2. Where a manufacturer of a primary heavy bus provides data going beyond the primary vehicle requirements and which differs between original vehicle and transferred vehicle, the related data elements in the vehicle information file shall be updated accordingly.
11.3.3.3. In the case of a complete or completed heavy bus:
VIN (Annex IV, Part III, point 2.1)
Date when the output file was created (Annex IV, Part III, point 2.2.2)
|
11.3.4 |
After the modifications as described above the signature elements as set out below shall be updated. 11.3.4.1. Lorries:
(a)
Manufacturer’s records file: Annex IV, Part I, points 3.6. and 3.7
(b)
Customer information file: Annex IV, Part II, points 3.3 and 3.4 11.3.4.2. Primary heavy buses:
(a)
Manufacturer’s records file: Annex IV, Part I, points 3.3 and 3.4
(b)
Vehicle information file: Annex IV, Part III, points 1.4.1 and 1.4.2 11.3.4.3. Primary heavy buses where additionally input data for the interim vehicle has been provided:
(a)
Manufacturer’s records file: Annex IV, Part I, points 3.3 and 3.4
(b)
Vehicle information file: Annex IV, Part III, points 1.4.1, 1.4.2 and 2.3.1 11.3.4.4. Complete or completed heavy buses
(a)
Manufacturer’s records file: Annex IV, Part I, points 3.6 and 3.7
(b)
Vehicle information file: Annex IV, Part III, point 2.3.1 |
11.4. Where CO2 emissions and fuel consumption cannot be determined for the original vehicle due to a malfunction of the simulation tool, the same measures shall apply to the vehicles with transferred results.
11.5. If the approach to transfer results to other vehicles as laid down in this paragraph is applied by a manufacturer, the related process shall be demonstrated to the approval authority as part of granting the process licence.
Appendix 1
Vehicle technologies for which the obligations laid down in Article 9(1), first subparagraph, do not apply, as provided in that subparagraph
Table 1
|
Vehicle technology category |
Criteria for exemption |
Input parameter value in accordance with Table 5 of this Annex |
|
Fuel cell vehicle |
The vehicle is either a fuel cell vehicle or a fuel cell hybrid vehicle in accordance with point 2 (12) or (13) of this Annex. |
‘FCV Article 9 exempted’ |
|
ICE operated with hydrogen |
The vehicle is equipped with an ICE that is capable of running on hydrogen fuel. |
‘H2 ICE Article 9 exempted’ |
|
Dual-fuel |
Dual-fuel vehicles of types 1B, 2B and 3B as defined in Article 2(53), 2(55) and 2(56) of Regulation (EU) No 582/2011 |
‘Dual-fuel vehicle Article 9 exempted’ |
|
HEV |
Vehicles shall be exempted where at least one of the following criteria apply: — The vehicle is equipped with multiple EMs which are not placed at the same connection point in the drivetrain in accordance with point 10.1.2 of this Annex. — The vehicle is equipped with multiple EMs which are placed at the same connection point in the drivetrain in accordance with point 10.1.2 of this Annex but do not have exactly identical specifications (i.e. the same component certificate). This criterion shall not apply where the vehicle is equipped with an IHPC Type 1. — The vehicle has a powertrain architecture other than P1 to P4, S2 to S4, S-IEPC in accordance with point 10.1.3 of this Annex or other than IHPC Type 1. |
‘HEV Article 9 exempted’ |
|
PEV |
Vehicles shall be exempted where at least one of the following criteria apply: — The vehicle is equipped with multiple EMs which are not placed at the same connection point in the drivetrain in accordance with point 10.1.2 of this Annex. — The vehicle is equipped with multiple EMs which are placed at the same connection point in the drivetrain in accordance with point 10.1.2 of this Annex but do not have exactly identical specifications (i.e. the same component certificate). This criterion shall not apply where the vehicle is equipped with an IEPC. — The vehicle has a powertrain architecture other than E2 to E4 or E-IEPC in accordance with point 10.1.3 of this Annex. |
‘PEV Article 9 exempted’ |
|
Multiple permanently mechanically independent powertrains |
The vehicle is equipped with more than one powertrain where each powertrain is propelling different wheel axle(s) of the vehicle and where different powertrains can under no circumstances be mechanically connected. In this regard hydraulically driven axles shall, in accordance with point 5(a) of this Annex, be treated as non-driven axles and shall thus not be counted as an independent powertrain. |
‘Multiple powertrains Article 9 exempted’ |
|
In-motion charging |
The vehicle is equipped with means for conductive or inductive supply of electric energy to the vehicle in motion, which is at least partly directly used for vehicle propulsion and optionally for charging a REESS. |
‘In-motion charging Article 9 exempted’ |
|
Non-electric hybrid vehicles |
The vehicle is a HV but not a HEV in accordance with point 2 (26) and (27) of this Annex. |
‘HV Article 9 exempted’ |
(*) 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).
(**) Regulation (EU) 2019/2144 of the European Parliament and of the Council of 27 November 2019 on type-approval requirements for motor vehicles and their trailers, and systems, components and separate technical units intended for such vehicles, as regards their general safety and the protection of vehicle occupants and vulnerable road users, amending Regulation (EU) 2018/858 of the European Parliament and of the Council and repealing Regulations (EC) No 78/2009, (EC) No 79/2009 and (EC) No 661/2009 of the European Parliament and of the Council and Commission Regulations (EC) No 631/2009, (EU) No 406/2010, (EU) No 672/2010, (EU) No 1003/2010, (EU) No 1005/2010, (EU) No 1008/2010, (EU) No 1009/2010, (EU) No 19/2011, (EU) No 109/2011, (EU) No 458/2011, (EU) No 65/2012, (EU) No 130/2012, (EU) No 347/2012, (EU) No 351/2012, (EU) No 1230/2012 and (EU) 2015/166 (OJ L 325, 16.12.2019, p. 1).
ANNEX IV
MODEL OF THE OUTPUT FILES OF THE SIMULATION TOOL
1. Introduction
This Annex describes the models of the manufacturer's records file (MRF), the customer information file (CIF) and the vehicle information file (VIF).
2. Definitions
(1) ‘actual charge depleting range’: The range that can be driven in charge depleting mode based on the usable amount of REESS energy, without any interim charging.
(2) ‘equivalent all electric range’: The part of the actual charge depleting range that can be attributed to the use of electric energy from the REESS, i.e. without any energy provided by the non-electric propulsion energy storage system.
(3) ‘zero CO2 emissions range’: The range that can be attributed to energy provided by propulsion energy storage systems considered with zero CO2 impact.
3. Model of the output files
PART I
Vehicle CO2 emissions and fuel consumption – Manufacturer's records file
The manufacturer's records file shall be produced by the simulation tool and shall at least contain the following information, if applicable for the specific vehicle or manufacturing step:
1. Vehicle, component, separate technical unit and systems data
1.1. Vehicle data
1.1.1. Name and address of manufacturer (s) …
1.1.2. Vehicle model / Commercial Name …
1.1.3. Vehicle identification number (VIN) …
1.1.4. Vehicle category (N2, N3, M3) …
1.1.5. Axle configuration …
1.1.6. Technically Permissible Maximum Laden Mass (t) …
1.1.7. Vehicle group in accordance with Annex I …
1.1.7a. Vehicle (sub-)group for CO2 standards …
1.1.8. Corrected actual mass (kg) …
1.1.9. Vocational vehicle (yes/no) …
1.1.10. Zero emission heavy-duty vehicle (yes/no) …
1.1.11. Hybrid electric heavy-duty vehicle (yes/no) …
1.1.12. Dual-fuel vehicle (yes/no) …
1.1.13. Sleeper cab (yes/no) …
1.1.14. HEV architecture (e.g. P1, P2) …
1.1.15. PEV architecture (e.g. E2, E3) …
1.1.16. Off-vehicle charging capability (yes/no) …
1.1.17. –
1.1.18. Off-vehicle charging maximum power (kW) …
1.1.19. Vehicle technology exempted according to Article 9 …
1.1.20. Class of bus (e.g. I, I+II etc.) …
1.1.21. Number passengers upper deck …
1.1.22. Number passengers lower deck …
1.1.23. Code for bodywork (e.g. CA, CB) …
1.1.24. Low Entry (yes/no) …
1.1.25. Height integrated body (mm) …
1.1.26. Vehicle length (mm) …
1.1.27. Vehicle width (mm) …
1.1.28. Door drive technology (pneumatic, electric, mixed) …
1.1.29. Tank system in the case of natural gas (compressed, liquified) …
1.1.30. Sum net power (only for Article 9 exempted) (kW) …
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. Fuel type (Diesel CI/CNG PI/LNG PI) …
1.2.8. Hash of the engine input data and input information …
1.2.9. Waste heat recovery system (yes/no) …
1.2.10. Waste heat recovery type(s) (mechanical/electrical) …
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/Standard values) …
1.3.4. Transmission type (SMT, AMT, APT-S, APT-P, APT-N) …
1.3.5. No. 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 transmission input data and input information …
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 other torque transferring components input data and input information …
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 torque converter input data and input information …
1.6. Angle drive specifications
1.6.1. Angle drive model …
1.6.2. Angle drive 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 additional drivetrain components input data and input information …
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. single reduction axle) …
1.7.5. Axle ratio …
1.7.6. Hash of the axle input data and input information …
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 air drag input data and input information …
1.9. Main tyre specifications
1.9.1. Tyre dimension axle 1 …
1.9.2. Tyre certification number axle 1 …
1.9.3. Specific RRC of all tyres on axle 1 …
1.9.3a. Hash of the tyre input data and input information axle 1 …
1.9.4. Tyre dimension axle 2 …
1.9.5. Twin axle (yes/no) axle 2 …
1.9.6. Tyre certification number axle 2 …
1.9.7. Specific RRC of all tyres on axle 2 …
1.9.7a. Hash of the tyre input data and input information axle 2 …
1.9.8. Tyre dimension axle 3 …
1.9.9. Twin axle (yes/no) axle 3 …
1.9.10. Tyre certification number axle 3 …
1.9.11. Specific RRC of all tyres on axle 3 …
1.9.11a. Hash of the tyre input data and input information axle 3 …
1.9.12. Tyre dimension axle 4 …
1.9.13. Twin axle (yes/no) axle 4 …
1.9.14. Tyre certification number axle 4 …
1.9.15. Specific RRC of all tyres on axle 4 …
1.9.16. Hash of the tyre input data and input information axle 4 …
1.10. Auxiliary specifications
1.10.1. Engine cooling fan technology …
1.10.2. Steering pump technology …
1.10.3. Electric system
1.10.3.1. Alternator technology (conventional, smart, no alternator) …
1.10.3.2. Max alternator power (smart alternator) (kW) …
1.10.3.3. Electric storage capacity (smart alternator) (kWh) …
1.10.3.4. Day running lights LED (yes/no) …
1.10.3.5. Head lights LED (yes/no) …
1.10.3.6. Position lights LED (yes/no) …
1.10.3.7. Brake lights LED (yes/no) …
1.10.3.8. Interior lights LED (yes/no) …
1.10.4. Pneumatic system
1.10.4.1. Technology …
1.10.4.2. Compressor ratio …
1.10.4.3. Smart compression system …
1.10.4.4. Smart regeneration system …
1.10.4.5. Air suspension control …
1.10.4.6. Reagent dosing (exhaust after-treatment) …
1.10.5. HVAC system
1.10.5.1. System configuration number …
1.10.5.2. Heat pump type cooling driver compartment …
1.10.5.3. Heat pump mode heating driver compartment …
1.10.5.4. Heat pump type cooling passenger compartment …
1.10.5.5. Heat pump mode heating passenger compartment …
1.10.5.6. Auxiliary heater power (kW) …
1.10.5.7. Double glasing (yes/no) …
1.10.5.8. Adjustable coolant thermostat (yes/no) …
1.10.5.9. Adjustable auxiliary heater …
1.10.5.10. Engine waste gas heat exchanger (yes/no) …
1.10.5.11. Separate air distribution ducts (yes/no) …
1.10.5.12. Water electric heater
1.10.5.13. Air electric heater
1.10.5.14. Other heating 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)
1.12. Advanced driver assistance systems (ADAS)
1.12.1. Engine stop-start during vehicle stops (yes/no) …
1.12.2. Eco-roll without engine stop-start (yes/no) …
1.12.3. Eco-roll with engine stop-start (yes/no) …
1.12.4. Predictive cruise control (yes/no) …
1.13. Electric machine system(s) specifications
1.13.1 Model …
1.13.2. Certification number
1.13.3 Type (PSM, ESM, IM, SRM) …
1.13.4. Position (GEN 1, 2, 3, 4) …
1.13.5. –
1.13.6. Count at position …
1.13.7. Rated power (kW) …
1.13.8. Maximum continuous power (kW) …
1.13.9. Certification option for generation of electric power consumption map …
1.13.10. Hash of the input data and input information …
1.13.11. ADC model …
1.13.12. ADC certification number …
1.13.13. Certification option used for generation of an ADC loss map (standard values/measurement) …
1.13.14. ADC ratio …
1.13.15. Hash of the additional driveline components’ input data and input information …
1.14. Integrated electric powertrain system (IEPC) specifications
1.14.1 Model …
1.14.2. Certification number …
1.14.3. Rated power (kW) …
1.14.4. Maximum continuous power (kW) …
1.14.5. Number of gears …
1.14.6. Lowest total transmission ratio (highest gear times axle ratio if applicable) …
1.14.7. Differential included (yes/no) …
1.14.8. Certification option for generation of electric power consumption map …
1.14.9. Hash of the input data and input information …
1.15. Rechargeable Energy Storage Systems specifications
1.15.1 Model …
1.15.2. Certification number …
1.15.3. Nominal voltage (V) …
1.15.4. Total storage capacity (kWh) …
1.15.5. Total usable capacity in simulation (kWh) …
1.15.6. Certification option for electric system losses …
1.15.7. Hash of the input data and input information …
1.15.8. StringID (-) …
2. Mission profile and loading dependent values
2.1. Simulation parameters (for each mission profile and loading combination, for OVC-HEVs additionally for charge depleting, charge sustaining mode and weighted)
2.1.1. Mission profile …
2.1.2. Load (as defined in the simulation tool) (kg) …
2.1.2a. Passenger count …
2.1.3. Total vehicle mass in simulation (kg) …
2.1.4. OVC mode (charge depleting, charge sustaining, weighted) …
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 of driving time …
2.2.7. Total number of gear shifts …
2.2.8. Total driven distance (km) …
2.3. Fuel and energy consumption (per fuel type and electric energy) and CO2 results (total)
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. Energy consumption (MJ/km, kWh/km) …
2.3.10. Energy consumption (MJ/t-km, kWh/t-km) …
2.3.11. Energy consumption (MJ/p-km, kWh/p-km) …
2.3.12. Energy consumption (MJ/m3-km, kWh/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) …
2.4. Electric and zero emission ranges
2.4.1. Actual charge depleting range (km) …
2.4.2. Equivalent all electric range (km) …
2.4.3. Zero CO2 emission range (km) …
3. Software information
3.1. Simulation tool version (X.X.X) …
3.2. Date and time of the simulation …
3.3. Cryptographic hash simulation tool input information and input data of the primary vehicle (if applicable) …
3.4. Cryptographic hash of the manufacturer’s record file of the primary vehicle (if applicable) …
3.5. Cryptographic hash of the vehicle information file as produced by the simulation tool (if applicable) …
3.6. Cryptographic hash of the simulation tool input information and input data …
3.7. Cryptographic hash of the manufacturer's records file …
PART II
Vehicle CO2 emissions and fuel consumption - Customer information file
The customer information file shall be produced by the simulation tool and shall at least contain the following information, if applicable for the specific vehicle or certification step:
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 (N2, N3, M3)…
1.1.3. Axle configuration…
1.1.4. Technically Permissible Maximum Laden Mass (t)…
1.1.5. Vehicle group in accordance with Annex I…
1.1.5a. Vehicle (sub-)group for CO2 standards…
1.1.6. Name and address(es) of manufacturer(s)…
1.1.7. Model…
1.1.8. Corrected actual mass (kg)…
1.1.9. Vocational vehicle (yes/no)…
1.1.10. Zero emission heavy-duty vehicle (yes/no)…
1.1.11 Hybrid electric heavy-duty vehicle (yes/no)…
1.1.12 Dual-fuel vehicle (yes/no)…
1.1.12a. Waste Heat recovery (yes/no)…
1.1.13. Sleeper cab (yes/no)…
1.1.14. HEV architecture (e.g. P1, P2)…
1.1.15. PEV architecture (e.g. E2, E3)…
1.1.16. Off-vehicle charging capability (yes/no)…
1.1.17. –
1.1.18. Off-vehicle charging maximum power (kW)…
1.1.19. Vehicle technology exempted from Article 9…
1.1.20. Class of bus (e.g. I, I+II etc.)…
1.1.21. Total number of registered passengers…
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. Fuel type (Diesel CI/CNG PI/LNG PI)…
1.2.4. Transmission values (measured/standard)…
1.2.5. Transmission type (SMT, AMT, APT, none)…
1.2.6. No. of gears…
1.2.7. Retarder (yes/no)…
1.2.8. Axle ratio…
1.2.9. Average rolling resistance coefficient (RRC) of all tyres of the motor vehicle:…
1.2.10a. Tyre dimension for each axle of the motor vehicle…
1.2.10b. Fuel efficiency class(es) of the tyres in accordance with Regulation (EU) 2020/740 for each axle of the motor vehicle…
1.2.10c. Tyre certification number for each axle of the motor vehicle…
1.2.11. Engine stop-start during vehicle stops (yes/no)…
1.2.12. Eco-roll without engine stop-start (yes/no)…
1.2.13. Eco-roll with engine stop-start (yes/no)…
1.2.14. Predictive cruise control (yes/no)…
1.2.15 Electric machine system(s) total rated propulsion power (kW)…
1.2.16 Electric machine system total maximum continuous propulsion power (kW)…
1.2.17 REESS total storage capacity (kWh)…
1.2.18 REESS useable storage capacity in simulation (kWh)…
1.3. Auxiliary configuration
1.3.1. Steering pump technology…
1.3.2. Electric system
1.3.2.1 Alternator technology (conventional, smart, no alternator)…
1.3.2.2 Max alternator power (smart alternator) (kW)…
1.3.2.3 Electric storage capacity (smart alternator) (kWh)…
1.3.3. Pneumatic system
1.3.3.1 Smart compression system…
1.3.3.2 Smart regeneration system…
1.3.4. HVAC system
1.3.4.1 System configuration…
1.3.4.2 Auxiliary heater power (kW)…
1.3.4.3 Double glazing (yes/no)…
2. CO2 emissions and fuel consumption of the vehicle (for each mission profile and loading combination, for OVC-HEVs additionally for charge depleting, charge sustaining mode and weighted)
2.1. Simulation parameters
2.1.1 Mission profile…
2.1.2 Payload (kg)…
2.1.3 Passenger information
2.1.3.1 Number of passengers in simulation… (-)
2.1.3.2 Mass of passengers in simulation… (kg)
2.1.4 Total vehicle mass in simulation (kg)…
2.1.5. OVC mode (charge depleting, charge sustaining, weighted)…
2.2. Average speed (km/h)…
2.3. Fuel and energy consumption results (per fuel type and electric energy)
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. Energy consumption (MJ/km, kWh/km)…
2.3.10. Energy consumption (MJ/t-km, kWh/t-km)…
2.3.11. Energy consumption (MJ/p-km, kWh/p-km)…
2.3.12. Energy consumption (MJ/m3-km, kWh/m3-km)…
2.4. CO2 results (for each mission profile and loading combination)
2.4.1. CO2 (g/km)…
2.4.2. CO2 (g/t-km)…
2.4.3. CO2 (g/p-km)…
2.4.5. CO2 (g/m3-km)…
2.5. Electric Ranges
2.5.1. Actual charge depleting range (km)…
2.5.2. Equivalent all electric range (km)…
2.5.3. Zero CO2 emission range (km)…
2.6. Weighted results
2.6.1. Specific CO2 emissions (gCO2/t-km)…
2.6.2. Specific electric energy consumption (kWh/t-km)…
2.6.3. Average payload value (t)…
2.6.4. Specific CO2 emissions (gCO2/p-km)…
2.6.5. Specific electric energy consumption (kWh/p-km)…
2.6.6. Average passenger count (p)…
2.6.7. Actual charge depleting range (km)…
2.6.8. Equivalent all electric range (km)…
2.6.9. Zero CO2 emission range (km)…
3. Software information
3.1. Simulation tool version…
3.2. Date and time of the simulation…
3.3. Cryptographic hash of the simulation tool input information and input data of the primary vehicle (if applicable)…
3.4. Cryptographic hash of the manufacturer’s records file of the primary vehicle (if applicable)…
3.5. Cryptographic hash of the vehicle simulation tool input information and input data…
3.6. Cryptographic hash of the manufacturer's records file…
3.7. Cryptographic hash of the customer information file…
PART III
Vehicle CO2 emissions and fuel consumption – Vehicle information file for heavy buses
The vehicle information file shall be produced in the case of heavy buses to transfer the relevant input data, input information and simulation results to subsequent certification steps following the method as described in point 2 of Annex I.
The vehicle information file shall at least contain the following content:
1. In the case of a primary vehicle:
1.1. Input data and input information as set out in Annex III for the primary vehicle except: engine fuel map; engine correction factors WHTC_Urban, WHTC_Rural, WHTC_Motorway, BFColdHot, CFRegPer; torque converter characteristics; loss maps for transmission, retarder, angle drive and axle; electric power consumption map(s) for electric motor systems and IEPC; electric loss parameters for REESS
1.2. For each mission profile and loading condition:
1.2.1. Total vehicle mass in simulation (kg)…
1.2.2. Number of passengers in simulation (-)…
1.2.3. Energy consumption (MJ/km)…
1.3. Software information
1.3.1. Simulation tool version…
1.3.2. Date and time of the simulation…
1.4. Cryptographic hashes
1.4.1. Cryptographic hash of the manufacturers records file of the primary vehicle…
1.4.2. Cryptographic hash of the vehicle information file…
2. For each interim, complete or completed vehicle
2.1. Input data and input information as set out for the complete or completed vehicle in Annex III and which was provided by the particular manufacturer
2.2. Software information
2.2.1. Simulation tool version…
2.2.2. Date and time of the simulation…
2.3. Cryptographic hashes
2.3.1. Cryptographic hash of the vehicle information 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 set out in UN Regulation No. 49 ( 11 ) and, in addition to these, the following definitions shall apply:
‘engine CO2-family’ means a manufacturer's grouping of engines, as defined in paragraph 1 of Appendix 3;
‘CO2-parent engine’ means an engine selected from an engine CO2-family as specified in Appendix 3;
‘NCV’ means net calorific value of a fuel as specified in paragraph 3.2;
‘specific mass emissions’ means the total mass emissions divided by the total engine work over a defined period expressed in g/kWh;
‘specific fuel consumption’ means the total fuel consumption divided by the total engine work over a defined period expressed in g/kWh;
‘FCMC’ means fuel consumption mapping cycle;
‘Full load’ means the delivered engine torque/power at a certain engine speed when the engine is operated at maximum operator demand;
‘Waste Heat Recovery system’ or ‘WHR system’ means all devices converting energy from the exhaust gas or from operating fluids in engine cooling systems into electrical or mechanical energy;
‘WHR system with no external output’ or ‘WHR_no_ext’ means a WHR system which generates mechanical energy and is mechanically connected to the engine crankshaft in order to feed its generated energy directly back to the engine crankshaft;
‘WHR system with external mechanical output’ or ‘WHR_mech’ means a WHR system which generates mechanical energy and feeds it to other elements in the vehicle’s drivetrain than the engine or to a rechargeable storage;
‘WHR system with external electrical output’ or ‘WHR_elec’ means a WHR system which generates electrical energy and feeds it to the vehicle’s electric circuit or to a rechargeable storage;
‘P_WHR_net’ means the net power generated by a WHR system in accordance with point 3.1.6;
‘E_WHR_net’ means the net energy generated by a WHR system over a certain amount of time determined by integrating P_WHR_net;
The definitions set out in paragraphs 3.1.5 and 3.1.6 of Annex 4 to UN Regulation No. 49 shall not apply.
3. General requirements
►M3 The calibration laboratory facilities shall comply with the requirements of either IATF 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:
The parameter ‘fa’ describing the laboratory test conditions, determined in accordance with paragraph 6.1 of Annex 4 to UN Regulation No. 49, shall be within the following limits: 0,96 ≤ fa ≤ 1,04.
The absolute temperature (Ta) of the engine intake air expressed in Kelvin, determined in accordance with paragraph 6.1 of Annex 4 to UN Regulation No. 49 shall be within the following limits: 283 K ≤ Ta ≤ 303 K.
The atmospheric pressure expressed in kPa, determined in accordance with paragraph 6.1 of Annex 4 to UN Regulation No. 49 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 Regulation No. 49.
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 Regulation No. 49, 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 Regulation No. 49.
Such corrections of engine torque and power values shall be performed if the sum of absolute values of additional or missing engine torque required for driving these engine components in a specific engine operation point exceeds the torque tolerances defined in accordance with paragraph 4.3.5.5 (1) subparagraph (b). Where such an engine component is operated in an intermittent manner, the engine torque values for driving the respective component shall be determined as average value over an appropriate period, reflecting the actual operating mode based on good engineering judgement and in agreement with the approval authority.
For the purpose of determining whether such a correction is required or not, as well as for deriving the actual values to perform the correction, 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 of this Annex:
fan;
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. ►M3 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 Regulation No. 49. ◄
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 Regulation No. 49.
3.1.5 Engine cooling system
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.
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).
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).
The engine coolant flow rate (or alternatively the pressure difference 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 shall be kept reasonably 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.
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.
►M3 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 Regulation No. 49. ◄ 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.
3.1.6 Set up of WHR systems
The following requirements shall apply where a WHR system is present on the engine.
3.1.6.1 For parameters listed in 3.1.6.2. installation on the test bed shall not result in better performance of the WHR system related to generated power by the system as compared to the specifications for in-use installation in a vehicle. All other WHR related systems used on the test bed shall be operated under conditions which are representative for in-vehicle application at reference ambient conditions. The WHR related reference ambient conditions are defined as 293 K for air temperature and 101.3 kPa for pressure.
3.1.6.2 The engine test setup shall reflect the worst-case condition with regards to temperature and energy content transferred from excess energy to the WHR system. The following parameters have to be set to reflect the worst-case condition and need to be recorded in accordance with Figure 1a and have to be reported in the information document drawn up in accordance with the model set out in Appendix 2 of this Annex:
The distance between the last after treatment system and the heat exchangers for evaporation of working fluids of WHR systems (boilers), measured in the direction downstream of the engine (LEW), shall be equal to or greater than the maximum distance (LmaxEW) specified by the manufacturer of the WHR system for in-use installation in vehicles.
In the case of WHR systems with turbine(s) in the exhaust gas flow, the distance between the engine outlet and the entry into the turbine (LET) shall be equal or larger than the maximum distance (LmaxET) specified by the manufacturer of the WHR system for in-use installation in vehicles.
For WHR systems operated in a cyclic process using a working fluid:
The total pipe length between evaporator and expander (LHE) shall be equal or longer than defined by the manufacturer as maximum distance for in-use installation in vehicles (LmaxHE);
The total pipe length between expander and condenser (LEC) shall be equal or shorter than defined by the manufacturer as maximum distance for in-use installation in vehicles (LmaxEC);
The total pipe length between condenser and evaporator (LCE) shall be equal or shorter than defined by the manufacturer as maximum distance for in-use installation in vehicles (LmaxCE);
The pressure pcond of the working fluid before entering the condenser shall correspond to the in-use application in vehicles at reference ambient conditions but shall in any case not be lower than the ambient pressure in the test cell minus 5 kPa, unless the manufacturer demonstrates that a lower pressure can be maintained over vehicle lifetime in-use;
The cooling power on the test bed for cooling the WHR condenser shall be limited to a maximum value of Pcool = k × (tcond - 20 °C).
Pcool shall be measured either on the working fluid side or on the test bed coolant side. Where tcond is defined as the condensation temperature (in °C) of the fluid at pcond.
k = f0 + f1 × Vc.
With: Vc is the engine displacement in litres (rounded to 2 places to the right of the decimal point)
f0 = 0,6 kW/K
f1 = 0,05 kW/(K*l);
For cooling the WHR condenser on the test bed either liquid-cooling or air-cooling is allowed. In the case of an air-cooled condenser, the system shall be cooled with the same fan (if applicable) as installed on the vehicle and under the reference ambient conditions stated in subpoint 3.1.6.1. above. In the case of an air-cooled condenser, the limitation for cooling power stated in subpoint (v) above shall apply, where the actual cooling power shall be measured on the working fluid side of the heat condenser. Where the power for driving such a fan is provided from an external power source, the respective actual power consumed by the fan shall be considered as power delivered to the WHR system when determining the net power in accordance with subpoint (f) below.
Figure 1a
Definitions of minimum and maximum distances for WHR components for engine tests
Other WHR systems taking heat energy from the exhaust or cooling system shall be set up in accordance with the provisions in subpoint (c). The “evaporator” in subpoint (c) refers to the heat exchanger to transfer excess heat to the WHR device. The “expander” in subpoint (c) refers to the device converting the energy.
All pipe diameters of WHR systems shall be equal or smaller than the diameters defined for in-use.
For WHR_mech systems the net mechanical power shall be measured at the rotational engine speed expected at 60 km/h. If different transmission ratios are expected to be used, the rotational speed shall be calculated with the average over these transmission ratios. The mechanical or electrical power generated by a WHR system shall be measured with measurement equipment meeting the respective requirements set out in Table 2.
The net electric power is the sum of the electric power delivered by the WHR system to an external power sink or rechargeable storage, minus the electric power delivered to the WHR system from an external power source or rechargeable storage. The net electric power shall be measured as DC power, i.e. after the conversion from AC to DC.
The net mechanical power is the sum of the mechanical power delivered by the WHR system to an external power sink or rechargeable storage (if applicable), minus the mechanical power delivered to the WHR system from an external power source or rechargeable storage.
All transmission systems for electrical and mechanical power necessary for the vehicle in-use shall be set up for the measurement during the engine testing (e.g. cardan shafts or belt drives for mechanical connection, AC/DC converters and DC/DC voltage transformers). If a transmission system applied in the vehicle is not part of the test set up the net electrical or mechanical power measured shall be decreased accordingly by multiplication by a generic efficiency factor for each separate transmission system. The following generic efficiencies shall be applied for transmission systems not included in the set up:
Table 1
Generic efficiencies of transmission systems for WHR power
|
Type of transmission |
Efficiency factor for WHR power |
|
Gear stage |
0,96 |
|
Belt drive |
0,92 |
|
Chain drive |
0,94 |
|
DC/DC converter |
0,95 |
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 2 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.
For gas fuels, switches between fuel tanks of different production batches are allowed exceptionally; in that case, the NCV of each used fuel batch should be calculated and the highest value should be documented.
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 |
|
►M3 Natural gas / PI or Natural Gas / CI ◄ |
G25 or GR |
ISO 6976 or ASTM 3588 |
3.2.1 For dual-fuel engines the respective reference fuels for the engine systems under test shall be selected from the fuel types listed in Table 1. One of the two reference fuels shall always be B7 and the other reference fuel shall be G25, GR or LPG Fuel B.
The basic provisions stated in point 3.2 shall be applied for each of the two selected fuels separately.
3.3 Lubricants
►M3 The lubricating oil for all test runs 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 Regulation No. 49. ◄ 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.
3.4.1 Special requirements for dual-fuel engines
For dual-fuel engines the fuel flow in accordance with point 3.4 shall be measured for each of the two selected fuels separately.
3.5 Measurement equipment specifications
The measurement equipment shall meet the requirements of paragraph 9 of Annex 4 to UN Regulation No. 49.
Notwithstanding the requirements defined in paragraph 9 of Annex 4 to UN Regulation No. 49, 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 |
|
Temperature relevant for WHR system |
≤ 1,5 % max calibration (3) |
0,98 - 1,02 |
≤ 2 % max calibration (3) |
≥ 0,980 |
n.a. |
≤ 10 s |
|
Pressure relevant for WHR system |
≤ 1,5 % max calibration(3) |
0,98 - 1,02 |
≤ 2 % max calibration (3) |
≥ 0,980 |
n.a. |
≤ 3 s |
|
Electrical power relevant for WHR system |
≤ 2 % max calibration (3) |
0,97 - 1,03 |
≤ 4 % max calibration (3) |
≥ 0,980 |
n.a. |
≤ 1 s |
|
Mechanical power relevant for WHR system |
≤ 1 % max calibration (3) |
0,995 - 1,005 |
≤ 1,0 % max calibration (3) |
≥ 0,99 |
1,0 % of reading or 0,5 % of max. calibration (3) of power whichever is larger |
≤ 1 s |
|
(1)
‘Accuracy’ means the deviation of the analyzer reading from a reference value which is traceable to a national or international standard.
(2)
‘Rise time’ means the difference in time between the 10 percent and 90 percent response of the final analyzer reading (t90 – t10).
(3)
The ‘max calibration’ values shall be 1,1 times the maximum predicted value expected during all testruns for the respective measurement system. |
||||||
In the case of dual-fuel engines, the ‘max calibration’ value applicable for the measurement system for fuel mass flow for both liquid and gaseous fuels shall be defined in accordance with the following provisions:
The fuel type for which the fuel mass flow shall be determined by the measurement system subject to verification of the requirements defined in Table 2 shall be the primary fuel. The other fuel type shall be the secondary fuel.
The maximum predicted value expected during all test runs for the secondary fuel shall be converted to the maximum predicted value expected during all test runs for the primary fuel by application of the following equation:
mf* mp,seco = mfmp,seco × NCVseco / NCVprim
where:
|
mf* mp,seco |
= |
maximum predicted massflow value of the secondary fuel converted to the primary fuel |
|
mfmp,seco |
= |
maximum predicted massflow value of the secondary fuel |
|
NCVprim |
= |
NCV of the primary fuel determined in accordance with point 3,2 [MJ/kg] |
|
NCVseco |
= |
NCV of the secondary fuel determined in accordance with point 3,2 [MJ/kg] |
The maximum predicted overall value, mfmp,overall, expected during all test runs shall be determined by application of the following equation:
mfmp,overall = mfmp,prim + mf* mp,seco
where:
|
mfmp,prim |
= |
maximum predicted massflow value of the primary fuel |
|
mf* mp,seco |
= |
maximum predicted massflow value of the secondary fuel converted to the primary fuel |
The ‘max calibration’ values shall be 1.1 times the maximum predicted overall value, mfmp,overall, determined in accordance with subpoint (3) above.
‘xmin ’, used for calculation of the intercept value in Table 2, shall be 0,9 times the minimum predicted value expected during all test runs 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 ►M3 UN Regulation No. 49 ◄ .
4. Testing procedure
All measurement data shall be determined in accordance with Annex 4 to ►M3 UN Regulation No. 49 ◄ , 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.
4.2.1 Special requirements for dual-fuel engines
Dual-fuel engines shall be operated in dual-fuel mode during all test runs performed in accordance with point 4.3. If a switch to service mode occurs during a test run, all recorded data during the respective test run shall be void.
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 ►M3 UN Regulation No. 49 ◄ .
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 ►M3 UN Regulation No. 49 ◄ . 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 ►M3 UN Regulation No. 49 ◄ . 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 ►M3 UN Regulation No. 49 ◄ .
4.3.2.1 Special requirements for WHR systems
For WHR_mech and WHR_elec systems the data recording for the engine motoring curve shall not start before the reading of the value of mechanical or electrical power generated by the WHR system has stabilised within ± 10 % of its mean value for at least 10 seconds.
4.3.3 WHTC test
The WHTC test shall be performed in accordance with Annex 4 to UN Regulation No. 49. The weighted emission test results shall meet the applicable limits defined in Regulation (EC) No 595/2009.
Dual-fuel engines shall meet the applicable limits in accordance with Annex XVIII, point 5, to Regulation (EU) No 582/2011.
The engine full load curve recorded in accordance with paragraph 4.3.1 shall be used for the denormalisation 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 Regulation No. 49.
4.3.3.1 Measurement signals and data recording
In addition to the provisions defined in Annex 4 to ►M3 UN Regulation No. 49 ◄ the actual fuel mass flow consumed by the engine in accordance with paragraph 3.4 shall be recorded.
4.3.3.2 Special requirements for WHR systems
For WHR_mech systems the mechanical P_WHR_net and for WHR_elec systems the electrical P_WHR_net in accordance with point 3.1.6 shall be recorded.
4.3.4 WHSC test
The WHSC test shall be performed in accordance with Annex 4 to UN Regulation No. 49. The emission test results shall meet the applicable limits defined in Regulation (EC) No 595/2009.
Dual-fuel engines shall meet the applicable limits in accordance with Annex XVIII, point 5, to Regulation (EU) No 582/2011.
The engine full load curve recorded in accordance with point 4.3.1 shall be used for the denormalisation 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 Regulation No. 49.
4.3.4.1 Measurement signals and data recording
In addition to the provisions defined in Annex 4 to ►M3 UN Regulation No. 49 ◄ the actual fuel mass flow consumed by the engine in accordance with paragraph 3.4 shall be recorded.
4.3.4.2 Special requirements for WHR systems
For WHR_mech systems the mechanical P_WHR_net and for WHR_elec systems the electrical P_WHR_net in accordance with point 3.1.6 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 ►M3 UN Regulation No. 49 ◄ , 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:
the procedure shall be continued as described in paragraph 4.3.5.1.1
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 ►M3 UN Regulation No. 49 ◄ . 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 ►M3 UN Regulation No. 49 ◄ .
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 ►M3 UN Regulation No. 49 ◄ .
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 ►M3 UN Regulation No. 49 ◄ .
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:
Base engine speed 1: nidle
Base engine speed 2: nA = n57 – 0,05 × (n95h – nidle)
Base engine speed 3: nB = n57 + 0,08 × (n95h – nidle)
Base engine speed 4: n95h
The potential distances between the speed setpoints shall be determined by the following equations:
dnidleA_44 = (nA – nidle) / 4
dnB95h_44 = (n95h – nB) / 4
dnidleA_35 = (nA – nidle) / 3
dnB95h_35 = (n95h – nB) / 5
dnidleA_53 = (nA – nidle) / 5
dnB95h_53 = (n95h – nB) / 3
The absolute values of potential deviations between the two sections shall be determined by the following equations:
dn44 = ABS(dnidleA_44 – dnB95h_44)
dn35 = ABS(dnidleA_35 – dnB95h_35)
dn53 = ABS(dnidleA_53 – dnB95h_53)
The 6 additional target engine speed setpoints shall be determined in accordance with the following provisions:
If dn44 is smaller than or equal to (dn35 + 5) and also smaller than or equal to (dn53 + 5), 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.
If (dn35 + 5) is smaller than dn44 and also dn35 is smaller than dn53, 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.
If (dn53 + 5) is smaller than dn44 and also dn53 is smaller than dn35, 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
4.3.5.2.2 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.
►M3 All target torque setpoints at a particular target engine speed setpoint that exceed the limit value defined by the full load torque value (determined from the engine full load curve recorded in accordance with point 4.3.1) at this particular target engine speed setpoint minus 5 % of Tmax_overall, shall be replaced by one single target torque setpoint at full load torque at this particular target engine speed setpoint. ◄ Each of these replacement setpoints shall be measured only once during the FCMC test sequence defined in accordance with paragraph 4.3.5.5. Figure 2 exemplarily illustrates the definition of the target torque setpoints.
Figure 2
Definition of torque setpoints
4.3.5.3 Measurement signals and data recording
The following measurement data shall be recorded:
engine speed
engine torque corrected in accordance with paragraph 3.1.2
fuel mass flow consumed by the whole engine system in accordance with paragraph 3.4
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 ►M3 UN Regulation No. 49 ◄ .
For the purpose of paragraph 7.8.4 of Annex 4 to ►M3 UN Regulation No. 49 ◄ , 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.
4.3.5.3.1 Special requirements for WHR systems
For WHR_mech systems the mechanical P_WHR_net and for WHR_elec systems the electrical P_WHR_net in accordance with point 3.1.6 shall be recorded.
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 ►M3 UN Regulation No. 49 ◄ .
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 ►M3 UN Regulation No. 49 ◄ , while simultaneously operating the dilution system.
The engine full load curve of the CO2-parent engine of the engine CO2-family recorded in accordance with point 4.3.1 shall be used for the denormalisation 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 Regulation No. 49.
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:
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,. ►M3 During the following period of 30±1 seconds the engine shall be controlled as follows: ◄
The engine speed mean value shall be held at the target engine speed setpoint within ± 1 percent of the highest target engine speed.
Except for the points at full load, the engine torque mean value shall be held at the target torque setpoint within a tolerance of ± 20 Nm or ± 2 percent of the overall maximum torque, Tmax_overall, whichever is greater.
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.
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).
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 operator demand shall be increased linearly to the maximum value 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 stabilisation. Then the measurement shall be performed by starting the stabilisation procedure in accordance with subpoint (1) and afterwards the target torque setpoints at constant target engine speed shall be adjusted in accordance with 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
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
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 ►M3 UN Regulation No. 49 ◄ 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
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.
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).
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
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.
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).
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.
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
4.3.5.6.2 Definition of the grid cells
The control area defined in accordance with paragraph 4.3.5.6.1 shall be divided into a number of grid cells for emission monitoring during the FCMC.
The grid shall comprise of 9 cells for engines with a rated speed less than 3 000 min– 1 and 12 cells for engines with a rated speed greater than or equal to 3 000 min– 1. The grids shall be defined in accordance with the following provisions:
The outer boundaries of the grids are aligned to the control area defined according to paragraph 4.3.5.6.1.
2 vertical lines spaced at equal distance between engine speeds n30 and nhi for 9 cell grids, or 3 vertical lines spaced at equal distance between engine speeds n30 and nhi for 12 cell grids.
2 lines spaced at equal distance of engine torque (i.e. 1/3) at each vertical line within the control area defined in accordance with point 4.3.5.6.1.
All engine speed values in min-1 and all torque values in Newtonmeters defining the boundaries of the grid cells shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.
Figure 6 exemplarily illustrates the definition of the grid cells for the control area in the case of 9 cell grid.
Figure 6
Definition of the grid cells for the control area exemplarily for 9 cell grid
4.3.5.6.3 Calculation of specific mass emissions
The specific mass emissions of the gaseous pollutants shall be determined as average value for each grid cell defined in accordance with paragraph 4.3.5.6.2. The average value for each grid cell shall be determined as arithmetical mean value of the specific mass emissions over all engine speed and torque points measured during the FCMC located within the same grid cell.
The specific mass emissions of the single engine speed and torque points measured during the FCMC shall be determined as averaged value over the 30±1 seconds measurement period defined in accordance with point 4.3.5.5., subpoint (1)
If an engine speed and torque point is located directly on a line that separates different grid cells from each other, this engine speed and load point shall be taken into account for the average values of all adjacent grid cells.
The calculation of the total mass emissions of each gaseous pollutant for each engine speed and torque point measured during the FCMC, mFCMC,i in grams, over the 30 ± 1 seconds measurement period in accordance with subpoint (1) of paragraph 4.3.5.5 shall be carried out in accordance with paragraph 8 of Annex 4 to ►M3 UN Regulation No. 49 ◄ .
The actual engine work for each engine speed and torque point measured during the FCMC, WFCMC,i in kWh, over the 30 ± 1 seconds measurement period in accordance with subpoint (1) of paragraph 4.3.5.5 shall be determined from the engine speed and torque values recorded in accordance with paragraph 4.3.5.3.
The specific mass emissions of gaseous pollutants eFCMC,i in g/kWh for each engine speed and torque point measured during the FCMC shall be determined by the following equation:
eFCMC,i = mFCMC,i / WFCMC,i
4.3.5.7 Validity of data
4.3.5.7.1 Requirements for validation statistics of the FCMC
A linear regression analysis of the actual values of engine speed (nact), engine torque (Mact) and engine power (Pact) on the respective reference values (nref, Mref, Pref) shall be performed for the FCMC. The actual values for nact, Mact and Pact shall be the determined from the values recorded in accordance with paragraph 4.3.5.3.
The ramps to move from one target setpoint to the next shall be excluded from this regression analysis.
To minimize the biasing effect of the time lag between the actual and reference cycle values, the entire engine speed and torque actual signal sequence may be advanced or delayed in time with respect to the reference speed and torque sequence. If the actual signals are shifted, both speed and torque shall be shifted by the same amount in the same direction.
The method of least squares shall be used for the regression analysis in accordance with paragraphs A.3.1 and A.3.2 of Appendix 3 to Annex 4 to ►M3 UN Regulation No. 49 ◄ , with the best-fit equation having the form as defined in paragraph 7.8.7 of Annex 4 to ►M3 UN Regulation No. 49 ◄ . It is recommended that this analysis be performed at 1 Hz.
For the purposes of this regression analysis only, omissions of points are permitted where noted in Table 4 (Permitted point omissions from regression analysis) of Annex 4 to ►M3 UN Regulation No. 49 ◄ before doing the regression calculation. Additionally, all engine torque and power values at points with maximum operator demand shall be omitted for the purposes of this regression analysis only. However, points omitted for the purposes of regression analysis shall not be omitted for any other calculations in accordance with this Annex. Point omission may be applied to the whole or to any part of the cycle.
For the data to be considered valid, the criteria of Table 3 (Regression line tolerances for the WHSC) of Annex 4 to ►M3 UN Regulation No. 49 ◄ shall be met.
4.3.5.7.2 Requirements for emission monitoring
The data obtained from the FCMC tests is valid if the specific mass emissions of the regulated gaseous pollutants determined for each grid cell in accordance with point 4.3.5.6.3 meet the following limits for gaseous pollutants:
Engines other than dual-fuel shall meet the applicable limit values in accordance with paragraph 5.2.2 of Annex 10 to UN Regulation 49.
Dual-fuel engines shall meet the applicable limits defined in Annex XVIII to Regulation (EU) No 582/2011, where reference to a pollutant emission limit defined in Annex I to Regulation (EU) 595/2009 shall be replaced by reference to the limit of the same pollutant in accordance with paragraph 5.2.2 of Annex 10 to UN/ECE Regulation 49.
In the case that the number of engine speed and torque points within the same grid cell is less than 3, this point shall not apply for that specific grid cell.
5. Post-processing of measurement data
All calculations defined in this paragraph shall be performed specifically for each engine within one engine CO2-family.
5.1 Calculation of engine work
Total engine work over a cycle or a defined period shall be determined from the recorded values of engine power determined in accordance with paragraph 3.1.2 of this Annex and paragraphs 6.3.5 and 7.4.8 of Annex 4 to ►M3 UN Regulation No. 49 ◄ .
The engine work over a complete testcycle or over each WHTC-sub-cycle shall be determined by integrating of recorded values of engine power in accordance with the following formula:
where:
|
Wact, i |
= |
total engine work over the time period from t0 to t1 |
|
t0 |
= |
time at the start of the time period |
|
t1 |
= |
time at the end of the time period |
|
n |
= |
number of recorded values over the time period from t0 to t1 |
|
Pk [0 … n] |
= |
recorded engine power values over the time period from t0 to t1 in chronological order, where k runs from 0 at t0 to n at t1 |
|
h |
= |
interval width between two adjacent recorded values defined by
|
5.2 Calculation of integrated fuel consumption
Any recorded negative values for the fuel consumption shall be used directly and shall not be set equal to zero for the calculations of the integrated value.
The total fuel mass consumed by the engine over a complete testcycle or over each WHTC-sub-cycle shall be determined by integrating recorded values of fuel massflow in accordance with the following formula:
where:
|
Σ FCmeas, i |
= |
total fuel mass consumed by the engine over the time period from t0 to t1 |
|
t0 |
= |
time at the start of the time period |
|
t1 |
= |
time at the end of the time period |
|
n |
= |
number of recorded values over the time period from t0 to t1 |
|
mffuel,k [0 … n] |
= |
recorded fuel massflow values over the time period from t0 to t1 in chronological order, where k runs from 0 at t0 to n at t1 |
|
h |
= |
interval width between two adjacent recorded values defined by
|
5.3 Calculation of specific fuel consumption figures
The correction and balancing factors, which have to be provided as input for the simulation tool, are calculated by the engine pre-processing tool based on the measured specific fuel consumption figures of the engine determined in accordance with paragraphs 5.3.1 and 5.3.2.
5.3.1 Specific fuel consumption figures for WHTC correction factor
The specific fuel consumption figures needed for the WHTC correction factor shall be calculated from the actual measured values for the hotstart WHTC recorded in accordance with paragraph 4.3.3 as follows:
where:
|
SFCmeas, i |
= |
Specific fuel consumption over the WHTC-sub-cycle i [g/kWh] |
|
Σ FCmeas, i |
= |
Total fuel mass consumed by the engine over the WHTC-sub-cycle i [g] determined in accordance with paragraph 5.2 |
|
Wact, i |
= |
Total engine work over the WHTC sub-cycle i [kWh] determined in accordance with paragraph 5.1 |
The 3 different sub-cycles of the WHTC – urban, rural and motorway – shall be defined as follows:
urban: from cycle start to ≤ 900 seconds from cycle start
rural: from > 900 seconds to ≤ 1 380 seconds from cycle start
motorway (MW): from > 1 380 seconds from cycle start to cycle end
5.3.1.1 Special requirements for dual-fuel engines
For dual-fuel engines the specific fuel consumption figures for WHTC correction factor in accordance with point 5.3.1 shall be calculated for each of the two fuels separately.
5.3.2 Specific fuel consumption figures for cold-hot emission balancing factor
The specific fuel consumption figures needed for the cold-hot emission balancing factor shall be calculated from the actual measured values for both, the hotstart and coldstart WHTC test recorded in accordance with paragraph 4.3.3. The calculations shall be performed for both, the hotstart and coldstart WHTC separately as follows:
where:
|
SFCmeas, j |
= |
Specific fuel consumption [g/kWh] |
|
Σ FCmeas, j |
= |
Total fuel consumption over the WHTC [g] determined in accordance with paragraph 5.2 of this Annex |
|
Wact, j |
= |
Total engine work over the WHTC [kWh] determined in accordance with paragraph 5.1 of this Annex |
5.3.2.1 Special requirements for dual-fuel engines
For dual-fuel engines the specific fuel consumption figures for cold-hot emission balancing factor in accordance with point 5.3.2 shall be calculated for each of the two fuels separately.
5.3.3 Specific fuel consumption figures over WHSC
The specific fuel consumption over the WHSC shall be calculated from the actual measured values for the WHSC recorded in accordance with point 4.3.4 as follows:
SFCWHSC = (Σ FCWHSC) / (WWHSC + Σ E_WHRWHSC)
where:
|
SFCWHSC |
= |
Specific fuel consumption over WHSC [g/kWh] |
|
Σ FCWHSC |
= |
Total fuel consumption over the WHSC [g] determined in accordance with point 5.2 of this Annex |
|
WWHSC |
= |
Total engine work over the WHSC [kWh] dddetermined in accordance with point 5.1 of this Annex |
For engines with more than one WHR system installed E_WHRWHSC shall be calculated for each different WHR system separately. For engines without a WHR system installed E_WHRWHSC shall be set to zero.
E_WHRWHSC = Total integrated E_WHR_net over the WHSC [kWh]
determined in accordance with point 5.3
Σ E_WHRWHSC = Sum of individual E_WHRWHSC of all different WHR systems installed [kWh].
5.3.3.1 Corrected specific fuel consumption figures over WHSC
The calculated specific fuel consumption over the WHSC, SFCWHSC, determined in accordance with paragraph 5.3.3 shall be adjusted to a corrected value, SFCWHSC,corr, in order to account for the difference between the NCV of the fuel used during testing and the standard NCV for the respective engine fuel technology in accordance with the following equation:
where:
|
SFCWHSC,corr |
= |
Corrected specific fuel consumption over WHSC [g/kWh] |
|
SFCWHSC |
= |
Specific fuel consumption over WHSC [g/kWh] |
|
NCVmeas |
= |
NCV of the fuel used during testing determined in accordance with paragraph 3.2 [MJ/kg] |
|
NCVstd |
= |
Standard NCV in accordance with Table 4 [MJ/kg] |
Table 4
Standard net calorific values of fuel types
|
Fuel type / engine type |
Reference fuel type |
Standard NCV [MJ/kg] |
|
Diesel / CI |
B7 |
42,7 |
|
Ethanol / CI |
ED95 |
25,7 |
|
Petrol / PI |
E10 |
41,5 |
|
Ethanol / PI |
E85 |
29,1 |
|
LPG / PI |
LPG Fuel B |
46,0 |
|
►M3 Natural gas / PI or Natural Gas / CI ◄ |
G25 or GR |
45,1 |
5.3.3.2 Special provisions for B7 reference fuel
In the case that reference fuel of the type B7 (Diesel /CI) in accordance with paragraph 3.2 was used during testing, the standardization correction in accordance with paragraph 5.3.3.1 shall not be performed and the corrected value, SFCWHSC,corr, shall be set to the uncorrected value SFCWHSC.
5.3.3.3 Special requirements for dual-fuel engines
For dual-fuel engines the corrected specific fuel consumption figures over the WHSC in accordance with point 5.3.3.1 shall be calculated for each of the two fuels separately from the respective specific fuel consumption figures over the WHSC determined for each of the two fuels separately in accordance with point 5.3.3.
Point 5.3.3.2 shall apply for Diesel fuel B7.
5.4 Correction factor for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis
For engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis defined in accordance with paragraph 6.6.1 of Annex 4 to ►M3 UN Regulation No. 49 ◄ , fuel consumption shall be adjusted to account for regeneration events by a correction factor.
This correction factor, CFRegPer, shall be determined in accordance with paragraph 6.6.2 of Annex 4 to ►M3 UN Regulation No. 49 ◄ .
For engines equipped with exhaust after-treatment systems with continuous regeneration, defined in accordance with paragraph 6.6 of Annex 4 to ►M3 UN Regulation No. 49 ◄ , no correction factor shall be determined and the value of the factor CFRegPer shall be set to 1.
The engine full load curve recorded in accordance with paragraph 4.3.1 shall be used for the denormalization of the WHTC 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 ►M3 UN Regulation No. 49 ◄ .
In addition to the provisions defined in Annex 4 to ►M3 UN Regulation No. 49 ◄ the actual fuel mass flow consumed by the engine in accordance with paragraph 3.4 shall be recorded for each WHTC hot start test performed in accordance with paragraph 6.6.2 of Annex 4 to ►M3 UN Regulation No. 49 ◄ .
The specific fuel consumption for each WHTC hot start test performed shall be calculated by the following equation:
SFCmeas, m = (Σ FCmeas, m) / (Wact, m)
where:
|
SFCmeas, m |
= |
Specific fuel consumption [g/kWh] |
|
Σ FCmeas,m |
= |
Total fuel consumption over the WHTC [g] determined in accordance with paragraph 5.2 of this Annex |
|
Wact, m |
= |
Total engine work over the WHTC [kWh] determined in accordance with paragraph 5.1 of this Annex |
|
m |
= |
Index defining each individual WHTC hot start test |
The specific fuel consumption values for the individual WHTC tests shall be weighted by the following equation:
where:
|
n |
= |
the number of WHTC hot start tests without regeneration |
|
nr |
= |
the number of WHTC hot start tests with regeneration (minimum number is one test) |
|
SFCavg |
= |
the average specific fuel consumption from all WHTC hot start tests without regeneration [g/kWh] |
|
SFCavg,r |
= |
the average specific fuel consumption from all WHTC hot start tests with regeneration [g/kWh] |
The correction factor, CFRegPer, shall be calculated by the following equation:
5.4.1 Special requirements for dual-fuel engines
For dual-fuel engines the correction factor for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis in accordance with point 5.4 shall be calculated for each of the two fuels separately.
5.5 Special provisions for WHR systems
The values in subpoints 5.5.1, 5.5.2 and 5.5.3 shall only be calculated where a WHR_mech or WHR_elec system is present in the test setup. The respective values shall be calculated for mechanical and electrical net power separately.
5.5.1 Calculation of integrated E_WHR_net
This paragraph shall only apply to engines with WHR systems.
Any recorded negative values for the mechanical or electrical P_WHR_net shall be used directly and shall not be set equal to zero for the calculations of the integrated value.
The total integrated E_WHR_net over a complete testcycle or over each WHTC-sub-cycle shall be determined by integrating recorded values of mechanical or electrical P_WHR_net in accordance with the following formula:
where:
|
E_WHRmeas, i |
= |
total integrated E_WHR_net over the time period from t0 to t1 |
|
t0 |
= |
time at the start of the time period |
|
t1 |
= |
time at the end of the time period |
|
n |
= |
number of recorded values over the time period from t0 to t1 |
|
P_WHRmeas,k [0 … n] |
= |
recorded mechanical or electrical P_WHR_net value at the moment t0 + k × h, over the time period from t0 to t1 in chronological order, where k runs from 0 at t0 to n at t1 |
|
|
= |
interval width between two adjacent recorded values |
5.5.2 Calculation of specific E_WHR_net figures
The correction and balancing factors, which have to be provided as input for the simulation tool, are calculated by the engine pre-processing tool based on the measured specific E_WHR_net figures determined in accordance with points 5.5.2.1 and 5.5.2.2.
5.5.2.1 Specific E_WHR_net figures for WHTC correction factor
The specific E_WHR_net figures needed for the WHTC correction factor shall be calculated from the actual measured values for the hotstart WHTC recorded in accordance with point 4.3.3 as follows:
S_E_WHRmeas, Urban = E_WHRmeas, WHTC-Urban / Wact, WHTC-Urban
S_E_WHRmeas, Rural = E_WHRmeas, WHTC- Rural / Wact, WHTC- Rural
S_E_WHRmeas, MW = E_WHRmeas, WHTC-MW / Wact, WHTC-MW
where:
|
S_E_WHR meas, i |
= |
Specific E_WHR_net over the WHTC-sub-cycle i [kJ/kWh] |
|
E_WHR meas, i |
= |
Total integrated E_WHR_net over the WHTC-sub-cycle i [kJ] determined in accordance with point 5.5.1 |
|
Wact, i |
= |
Total engine work over the WHTC sub-cycle i [kWh] determined in accordance with point 5.1 |
The 3 different sub-cycles of the WHTC (urban, rural and motorway) as defined in point 5.3.1.
5.5.2.2 Specific E_WHR_net figures for cold-hot emission balancing factor
The specific E_WHR_net figures needed for the cold-hot emission balancing factor shall be calculated from the actual measured values for both the hotstart and coldstart WHTC test recorded in accordance with point 4.3.3. The calculations shall be performed for both the hotstart and coldstart WHTC separately as follows:
S_E_WHRmeas, hot = E_WHRmeas, hot / Wact, hot
S_E_WHRmeas, cold = E_WHRmeas, cold / Wact, cold
where:
|
S_E_WHR meas, j |
= |
Specific E_WHR_net over the WHTC [kJ/kWh] |
|
E_WHR meas, j |
= |
Total integrated E_WHR_net over the WHTC [kJ] determined in accordance with point 5.5.1 |
|
Wact, j |
= |
Total engine work over the WHTC [kWh] determined in accordance with point 5.1 |
5.5.3 WHR correction factor for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis
This correction factor shall be set to 1.;
6. Application of engine pre-processing tool
The engine pre-processing tool shall be executed for each engine within one engine CO2-family using the input defined in paragraph 6.1.
The output data of the engine pre-processing tool shall be the final result of the engine test procedure and shall be documented.
6.1 Input data for the engine pre-processing tool
The following input data shall be generated by the test procedures specified in this Annex and shall be the input to the engine pre-processing tool.
6.1.1 Full load curve of the CO2-parent engine
The input data shall be 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.
In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the engine full load curve of that specific engine recorded in accordance with paragraph 4.3.1 shall be used as input data.
The input data shall be provided in the file format of ‘comma separated values’ with the separator character being the Unicode Character ‘COMMA’ (U+002C) (‘,’). The first line of the file shall be used as a header and not contain any recorded data. The recorded data shall start from the second line of the file.
The first column of the file shall be the engine speed in min– 1 rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06. The second column shall be the torque in Nm rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.
6.1.2 Full load curve
The input data shall be the engine full load curve of the engine recorded in accordance with paragraph 4.3.1.
The input data shall be provided in the file format of ‘comma separated values’ with the separator character being the Unicode Character ‘COMMA’ (U+002C) (‘,’). The first line of the file shall be used as a header and not contain any recorded data. The recorded data shall start from the second line of the file.
The first column of the file shall be the engine speed in min– 1 rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06. The second column shall be the torque in Nm rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.
6.1.3 Motoring curve of the CO2-parent engine
The input data shall be the engine motoring 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 4.3.2.
In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the engine motoring curve of that specific engine recorded in accordance with paragraph 4.3.2 shall be used as input data.
The input data shall be provided in the file format of ‘comma separated values’ with the separator character being the Unicode Character ‘COMMA’ (U+002C) (‘,’). The first line of the file shall be used as a header and not contain any recorded data. The recorded data shall start from the second line of the file.
The first column of the file shall be the engine speed in min– 1 rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06. The second column shall be the torque in Nm rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.
6.1.4 Fuel consumption map of the CO2-parent engine
The input data shall be the values determined for the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 of this Annex and recorded in accordance with point 4.3.5.
In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the values determined for that specific engine recorded in accordance with point 4.3.5 shall be used as input data.
The input data shall only consist of the average measurement values over the 30±1 seconds measurement period determined in accordance with subpoint (1) of point 4.3.5.5.
The input data shall be provided in the file format of “comma separated values” with the separator character being the Unicode Character ‘COMMA’ (U+002C) (‘,’). The first line of the file shall be used as a heading and not contain any recorded data. The recorded data shall start from the second line of the file.
The heading of each column in the first line of the file defines the expected content of the respective column.
The column for engine speed shall have the string ‘engine speed’ as heading in the first line of the file. The data values shall start from the second line of the file in min–1 rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.
The column for torque shall have the string “torque” as heading in the first line of the file. The data values shall start from the second line of the file in Nm rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.
The column for fuel massflow shall have the string “massflow fuel 1” as heading in the first line of the file. The data values shall start from the second line of the file in g/h rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.
6.1.4.1 Special requirements for dual-fuel engines
The column for fuel massflow of the second fuel measured shall have the string ‘massflow fuel 2’ as heading in the first line of the file. The data values shall start from the second line of the file in g/h rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.
6.1.4.2 Special requirements for engines equipped with a WHR system
Where the WHR system is of the type “WHR_mech” or “WHR_elec”, the input data shall be extended with the values for the mechanical P_WHR_net for WHR_mech systems or with the values for the electrical P_WHR_net for WHR_elec systems recorded in accordance with point 4.3.5.3.1.
The column for the mechanical P_WHR_net shall have the string “WHR mechanical power” and the column for the electrical P_WHR_net shall have the string “WHR electrical power” as heading in the first line of the file. The data values shall start from the second line of the file in W rounded to the nearest whole number in accordance with ASTM E 29-06.
6.1.5 Specific fuel consumption figures for WHTC correction factor
The input data shall be the three values for specific fuel consumption over the different sub-cycles of the WHTC – urban, rural and motorway – in g/kWh determined in accordance with paragraph 5.3.1.
The values shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.
6.1.5.1 Special requirements for dual-fuel engines
The three values determined in accordance with point 6.1.5 corresponding to the respective fuel type used as input for the column ‘massflow fuel 1’ in accordance with point 6.1.4 shall be the input data under the tab ‘Fuel 1’ in the GUI.
The three values determined in accordance with point 6.1.5 corresponding to the respective fuel type used as input for the column ‘massflow fuel 2’ in accordance with point 6.1.4.1 shall be the input data under the tab ‘Fuel 2’ in the GUI.
6.1.6 Specific fuel consumption figures for cold-hot emission balancing factor
The input data shall be the two values for specific fuel consumption over the hotstart and coldstart WHTC in g/kWh determined in accordance with paragraph 5.3.2.
The values shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.
6.1.6.1 Special requirements for dual-fuel engines
The values determined in accordance with point 6.1.6 corresponding to the respective fuel type used as input for the column ‘massflow fuel 1’ in accordance with point 6.1.4 shall be the input data under the tab ‘Fuel 1’ in the GUI.
The values determined in accordance with point 6.1.6 corresponding to the respective fuel type used as input for the column ‘massflow fuel 2’ in accordance with point 6.1.4.1 shall be the input data under the tab ‘Fuel 2’ in the GUI.
6.1.7 Correction factor for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis
The input data shall be the correction factor CFRegPer determined in accordance with paragraph 5.4.
For engines equipped with exhaust after-treatment systems with continuous regeneration, defined in accordance with paragraph 6.6.1 of Annex 4 to UN/ECERegulation 49 Rev.06, this factor shall be set to 1 in accordance with paragraph5.4.
The value shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.
6.1.7.1 Special requirements for dual-fuel engines
The values determined in accordance with point 6.1.7 corresponding to the respective fuel type used as input for the column ‘massflow fuel 1’ in accordance with point 6.1.4 shall be the input data under the tab ‘Fuel 1’ in the GUI.
The values determined in accordance with point 6.1.7 corresponding to the respective fuel type used as input for the column ‘massflow fuel 2’ in accordance with point 6.1.4.1 shall be the input data under the tab ‘Fuel 2’ in the GUI.
6.1.8 NCV of test fuel
The input data shall be the NCV of the test fuel in MJ/kg determined in accordance with paragraph 3.2.
The value shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.
6.1.8.1 Special requirements for dual-fuel engines
The value determined in accordance with point 6.1.8 corresponding to the respective fuel type used as input for the column ‘massflow fuel 1’ in accordance with point 6.1.4 shall be the input data under the tab ‘Fuel 1’ in the GUI.
The value determined in accordance with point 6.1.8 corresponding to the respective fuel type used as input for the column ‘massflow fuel 2’ in accordance with point 6.1.4.1 shall be the input data under the tab ‘Fuel 2’ in the GUI.
6.1.9 Type of test fuel
The input data shall be the type of the test fuel selected in accordance with paragraph 3.2.
6.1.9.1 Special requirements for dual-fuel engines
The type of the test fuel corresponding to the respective fuel type used as input for the column ‘massflow fuel 1’ in accordance with point 6.1.4 shall be the input data under the tab ‘Fuel 1’ in the GUI.
The type of the test fuel corresponding to the respective fuel type used as input for the column ‘massflow fuel 2’ in accordance with point 6.1.4.1 shall be the input data under the tab ‘Fuel 2’ in the GUI.
6.1.10 Engine idle speed of the CO2-parent engine
The input data shall be the engine idle speed, nidle, in min– 1 of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex as declared by the manufacturer in the application for certification in the information document drawn up in accordance with the model set out in Appendix 2.
In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the engine idle speed of that specific engine shall be used as input data.
The value shall be rounded to the nearest whole number in accordance with ASTM E 29-06.
6.1.11 Engine idle speed
The input data shall be the engine idle speed, nidle, in min– 1 of the engine as declared by the manufacturer in the application for certification in the information document drawn up in accordance with the model set out in Appendix 2 to this Annex.
The value shall be rounded to the nearest whole number in accordance with ASTM E 29-06.
6.1.12 Engine displacement
The input data shall be the displacement in ccm of the engine as declared by the manufacturer at the application for certification in the information document drawn up in accordance with the model set out in Appendix 2 to this Annex.
The value shall be rounded to the nearest whole number in accordance with ASTM E 29-06.
6.1.13 Engine rated speed
The input data shall be the rated speed in min– 1 of the engine as declared by the manufacturer at the application for certification in point 3.2.1.8. of the information document in accordance with Appendix 2 to this Annex.
The value shall be rounded to the nearest whole number in accordance with ASTM E 29-06.
6.1.14 Engine rated power
The input data shall be the rated power in kW of the engine as declared by the manufacturer at the application for certification in point 3.2.1.8. of the information document in accordance with Appendix 2 to this Annex.
The value shall be rounded to the nearest whole number in accordance with ASTM E 29-06.
6.1.15 Manufacturer
The input data shall be the name of the engine manufacturer as a sequence of characters in ISO8859-1 encoding.
6.1.16 Model
The input data shall be the name of the engine model as a sequence of characters in ISO8859-1 encoding.
6.1.17 Certification Number
The input data shall be the certification number of the engine as a sequence of characters in ISO8859-1 encoding.
6.1.18 Dual-fuel
In the case of a dual-fuel engine, the checkbox “Dual-fuel” in the GUI shall be set to active.
6.1.19 WHR_no_ext
In the case of an engine with a WHR_no_ext system, the checkbox “MechanicalOutputICE” in the GUI shall be set to active.
6.1.20 WHR_mech
In the case of an engine with a WHR_mech system, the checkbox “MechanicalOutputDrivetrain” in the GUI shall be set to active.
6.1.21 WHR_elec
In the case of an engine with a WHR_elec system, the checkbox “ElectricalOutput” in the GUI shall be set to active.
6.1.22 Specific E_WHR_net figures for WHTC correction factor for WHR_mech systems
In the case of an engine with a WHR_mech system, the input data shall be the three values for specific E_WHR_net over the different sub-cycles of the WHTC – urban, rural and motorway – in kJ/kWh determined in accordance with point 5.5.2.1.
The values shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06 and shall be the input under the respective fields in the tab “WHR Mechanical” in the GUI.
6.1.23 Specific E_WHR_net figures for cold-hot emission balancing factor for WHR_mech systems
In the case of an engine with a WHR_mech system, the input data shall be the two values for specific E_WHR_net over the hotstart and coldstart WHTC in kJ/kWh determined in accordance with point 5.5.2.2.
The values shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06 and shall be the input under the respective fields in the tab “WHR Mechanical” in the GUI.
6.1.24 Specific E_WHR_net figures for WHTC correction factor for WHR_elec systems
In the case of an engine with a WHR_ elec system, the input data shall be the three values for specific E_WHR_net over the different sub-cycles of the WHTC – urban, rural and motorway – in kJ/kWh determined in accordance with point 5.5.2.1.
The values shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06 and shall be the input under the respective fields in the tab “WHR Electrical” in the GUI.
6.1.25 Specific E_WHR_net figures for cold-hot emission balancing factor for WHR_ elec systems
In the case of an engine with a WHR_ elec system, the input data shall be the two values for specific E_WHR_net over the hotstart and coldstart WHTC in kJ/kWh determined in accordance with point 5.5.2.2.
The values shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06 and shall be the input under the respective fields in the tab “WHR Electrical” in the GUI.
6.1.26 WHR correction factor for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis
The input data shall be the correction factor determined in accordance with point 5.5.3.
The value shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06 and shall be the input under the respective field in the tab “WHR Electrical” for an engine with a WHR_ elec system and in the tab “WHR Mechanical” for an engine with a WHR_mech system in the GUI.
Appendix 1
MODEL OF A CERTIFICATE OF A COMPONENT, SEPARATE TECHNICAL UNIT OR SYSTEM
Maximum format: A4 (210 × 297 mm)
CERTIFICATE ON CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF AN ENGINE FAMILY
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Communication concerning: — granting (1) — extension (1) — refusal (1) — withdrawal (1) |
Administration stamp
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of a certificate on CO2 emission and fuel consumption related properties of an engine family in accordance with Commission Regulation (EU) 2017/2400.
Commission Regulation (EU) 2017/2400 as last amended by ….
Certification number:
Hash:
Reason for extension:
SECTION I
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0.1. |
Make (trade name of manufacturer): |
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0.2. |
Type: |
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0.3. |
Means of identification of type
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0.5. |
Name and address of manufacturer: |
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0.6. |
Name(s) and address(es) of assembly plant(s): |
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0.7. |
Name and address of the manufacturer's representative (if any) |
SECTION II
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1. |
Additional information (where applicable): see Addendum |
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2. |
Approval authority responsible for carrying out the tests: |
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3. |
Date of test report: |
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4. |
Number of test report: |
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5. |
Remarks (if any): see Addendum |
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6. |
Place: |
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7. |
Date: |
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8. |
Signature: |
Attachments:
Information package. Test report.
Appendix 2
Engine Information Document
Notes regarding filling in the tables:
Letters A, B, C, D, E corresponding to engine CO2-family members shall be replaced by the actual engine CO2-family members' names.
In case when for a certain engine characteristic same value/description applies for all engine CO2-family members the cells corresponding to A-E shall be merged.
In case the engine CO2-family consists of more than 5 members, new columns may be added.
The ‘Appendix to information document’ shall be copied and filled in for each engine within an CO2-family separately.
Explanatory footnotes can be found at the very end of this Appendix.
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CO2-parent engine |
Engine CO2-family members |
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A |
B |
C |
D |
E |
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0. |
General |
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0.l. |
Make (trade name of manufacturer) |
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0.2. |
Type |
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0.2.1. |
Commercial name(s) (if available) |
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0.5. |
Name and address of manufacturer |
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0.8. |
Name(s) and address (es) of assembly plant(s) |
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0.9. |
Name and address of the manufacturer's representative (if any) |
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PART 1
Essential characteristics of the (parent) engine and the engine types within an engine family
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Parent engine or engine type |
Engine CO2-family members |
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A |
B |
C |
D |
E |
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3.2. |
Internal combustion engine |
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3.2.1. |
Specific engine information |
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3.2.1.1. |
Working principle: positive ignition/compression ignition (1) Cycle four stroke/two stroke/ rotary (1) |
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3.2.1.1.1. |
Type of dual-fuel engine: Type 1A/Type 1B/Type 2A/Type 2B/Type 3B1 |
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3.2.1.1.2. |
Gas Energy Ratio over the hot part of the WHTC: % |
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3.2.1.2. |
Number and arrangement of cylinders |
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3.2.1.2.1. |
Bore (3) mm |
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3.2.1.2.2. |
Stroke (3) mm |
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3.2.1.2.3. |
Firing order |
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3.2.1.3. |
Engine capacity (4) cm3 |
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3.2.1.4. |
Volumetric compression ratio (5) |
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3.2.1.5. |
Drawings of combustion chamber, piston crown and, in the case of positive ignition engines, piston rings |
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3.2.1.6. |
Normal engine idling speed (5) min– 1 |
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3.2.1.6.1. |
High engine idling speed (5) min– 1 |
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3.2.1.6.2. |
Idle on Diesel: yes/no1 |
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3.2.1.7. |
Carbon monoxide content by volume in the exhaust gas with the engine idling (5): % as stated by the manufacturer (positive ignition engines only) |
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3.2.1.8. |
Maximum net power (6) … kW at … min– 1 (manufacturer's declared value) |
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3.2.1.9. |
Maximum permitted engine speed as prescribed by the manufacturer (min– 1) |
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3.2.1.10. |
Maximum net torque (6) … (Nm) at … (min– 1) (manufacturer's declared value) |
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3.2.1.11. |
Manufacturer references of the documentation package required by paragraphs 3.1, 3.2 and 3.3 of UN Regulation No. 49 enabling the Type Approval Authority to evaluate the emission control strategies and the systems on-board the engine to ensure the correct operation of NOx control measures |
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3.2.2. |
Fuel |
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3.2.2.2. |
Heavy duty vehicles Diesel/Petrol/LPG/NG/Ethanol (ED95)/Ethanol (E85) (1) |
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3.2.2.2.1. |
Fuels compatible with use by the engine declared by the manufacturer in accordance with paragraph 4.6.2 of UN Regulation No. 49 (as applicable) |
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3.2.4. |
Fuel feed |
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3.2.4.2. |
By fuel injection (only compression ignition or dual-fuel): Yes/No (1) |
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3.2.4.2.1. |
System description |
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3.2.4.2.2. |
Working principle: direct injection/pre-chamber/swirl chamber (1) |
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3.2.4.2.3. |
Injection pump |
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3.2.4.2.3.1. |
Make(s) |
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3.2.4.2.3.2. |
Type(s) |
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3.2.4.2.3.3. |
Maximum fuel delivery (1) (5) … mm3 /stroke or cycle at an engine speed of … min– 1 or, alternatively, a characteristic diagram (When boost control is supplied, state the characteristic fuel delivery and boost pressure versus engine speed) |
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3.2.4.2.3.4. |
Static injection timing (5) |
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3.2.4.2.3.5. |
Injection advance curve (5) |
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3.2.4.2.3.6. |
Calibration procedure: test bench/engine (1) |
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3.2.4.2.4. |
Governor |
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3.2.4.2.4.1. |
Type |
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3.2.4.2.4.2. |
Cut-off point |
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3.2.4.2.4.2.1. |
Speed at which cut-off starts under load (min– 1) |
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3.2.4.2.4.2.2. |
Maximum no-load speed (min– 1) |
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3.2.4.2.4.2.3. |
Idling speed (min– 1) |
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3.2.4.2.5. |
Injection piping |
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3.2.4.2.5.1. |
Length (mm) |
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3.2.4.2.5.2. |
Internal diameter (mm) |
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3.2.4.2.5.3. |
Common rail, make and type |
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3.2.4.2.6. |
Injector(s) |
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3.2.4.2.6.1. |
Make(s) |
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3.2.4.2.6.2. |
Type(s) |
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3.2.4.2.6.3. |
Opening pressure (5): |
kPa or characteristic diagram (5) |
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3.2.4.2.7. |
Cold start system |
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3.2.4.2.7.1. |
Make(s) |
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3.2.4.2.7.2. |
Type(s) |
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3.2.4.2.7.3. |
Description |
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3.2.4.2.8. |
Auxiliary starting aid |
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3.2.4.2.8.1. |
Make(s) |
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3.2.4.2.8.2. |
Type(s) |
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3.2.4.2.8.3. |
System description |
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3.2.4.2.9. |
Electronic controlled injection: Yes/No (1) |
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3.2.4.2.9.1. |
Make(s) |
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3.2.4.2.9.2. |
Type(s) |
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3.2.4.2.9.3. |
Description of the system (in the case of systems other than continuous injection give equivalent details) |
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3.2.4.2.9.3.1. |
Make and type of the control unit (ECU) |
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3.2.4.2.9.3.2. |
Make and type of the fuel regulator |
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3.2.4.2.9.3.3. |
Make and type of the air-flow sensor |
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3.2.4.2.9.3.4. |
Make and type of fuel distributor |
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3.2.4.2.9.3.5. |
Make and type of the throttle housing |
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3.2.4.2.9.3.6. |
Make and type of water temperature sensor |
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3.2.4.2.9.3.7. |
Make and type of air temperature sensor |
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3.2.4.2.9.3.8. |
Make and type of air pressure sensor |
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3.2.4.2.9.3.9. |
Software calibration number(s) |
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3.2.4.3. |
By fuel injection (positive ignition only): Yes/No (1) |
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3.2.4.3.1. |
Working principle: intake manifold (single-/multi-point/direct injection (1)/other specify) |
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3.2.4.3.2. |
Make(s) |
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3.2.4.3.3. |
Type(s) |
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3.2.4.3.4. |
System description (In the case of systems other than continuous injection give equivalent details) |
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3.2.4.3.4.1. |
Make and type of the control unit (ECU) |
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3.2.4.3.4.2. |
Make and type of fuel regulator |
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3.2.4.3.4.3. |
Make and type of air-flow sensor |
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3.2.4.3.4.4. |
Make and type of fuel distributor |
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3.2.4.3.4.5. |
Make and type of pressure regulator |
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3.2.4.3.4.6. |
Make and type of micro switch |
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3.2.4.3.4.7. |
Make and type of idling adjustment screw |
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3.2.4.3.4.8. |
Make and type of throttle housing |
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3.2.4.3.4.9. |
Make and type of water temperature sensor |
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3.2.4.3.4.10. |
Make and type of air temperature sensor |
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3.2.4.3.4.11. |
Make and type of air pressure sensor |
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3.2.4.3.4.12. |
Software calibration number(s) |
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3.2.4.3.5. |
Injectors: opening pressure (5) (kPa) or characteristic diagram (5) |
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3.2.4.3.5.1. |
Make |
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3.2.4.3.5.2. |
Type |
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3.2.4.3.6. |
Injection timing |
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3.2.4.3.7. |
Cold start system |
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3.2.4.3.7.1. |
Operating principle(s) |
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3.2.4.3.7.2. |
Operating limits/settings (1) (5) |
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3.2.4.4. |
Feed pump |
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3.2.4.4.1. |
Pressure (5) (kPa) or characteristic diagram (5) |
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3.2.5. |
Electrical system |
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3.2.5.1. |
Rated voltage (V), positive/negative ground (1) |
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3.2.5.2. |
Generator |
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3.2.5.2.1. |
Type |
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3.2.5.2.2. |
Nominal output (VA) |
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3.2.6. |
Ignition system (spark ignition engines only) |
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3.2.6.1. |
Make(s) |
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3.2.6.2. |
Type(s) |
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3.2.6.3. |
Working principle |
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3.2.6.4. |
Ignition advance curve or map (5) |
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3.2.6.5. |
Static ignition timing (5) (degrees before TDC) |
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3.2.6.6. |
Spark plugs |
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3.2.6.6.1. |
Make |
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3.2.6.6.2. |
Type |
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3.2.6.6.3. |
Gap setting (mm) |
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3.2.6.7. |
Ignition coil(s) |
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3.2.6.7.1. |
Make |
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3.2.6.7.2. |
Type |
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3.2.7. |
Cooling system: liquid/air (1) |
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3.2.7.2. |
Liquid |
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3.2.7.2.1. |
Nature of liquid |
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3.2.7.2.2. |
Circulating pump(s): Yes/No (1) |
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3.2.7.2.3. |
Characteristics |
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3.2.7.2.3.1. |
Make(s) |
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3.2.7.2.3.2. |
Type(s) |
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3.2.7.2.4. |
Drive ratio(s) |
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3.2.7.3. |
Air |
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3.2.7.3.1. |
Fan: Yes/No (1) |
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3.2.7.3.2. |
Characteristics |
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3.2.7.3.2.1. |
Make(s) |
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3.2.7.3.2.2. |
Type(s) |
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3.2.7.3.3. |
Drive ratio(s) |
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3.2.8. |
Intake system |
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3.2.8.1. |
Pressure charger: Yes/No (1) |
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3.2.8.1.1. |
Make(s) |
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3.2.8.1.2. |
Type(s) |
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3.2.8.1.3. |
Description of the system (e.g. maximum charge pressure … kPa, wastegate, if applicable) |
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3.2.8.2. |
Intercooler: Yes/No (1) |
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3.2.8.2.1. |
Type: air-air/air-water (1) |
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3.2.8.3. |
Intake depression at rated engine speed and at 100 % load (compression ignition engines only) |
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3.2.8.3.1. |
Minimum allowable (kPa) |
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3.2.8.3.2. |
Maximum allowable (kPa) |
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3.2.8.4. |
Description and drawings of inlet pipes and their accessories (plenum chamber, heating device, additional air intakes, etc.) |
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3.2.8.4.1. |
Intake manifold description (include drawings and/or photos) |
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3.2.9. |
Exhaust system |
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3.2.9.1. |
Description and/or drawings of the exhaust manifold |
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3.2.9.2. |
Description and/or drawing of the exhaust system |
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3.2.9.2.1. |
Description and/or drawing of the elements of the exhaust system that are part of the engine system |
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3.2.9.3. |
Maximum allowable exhaust back pressure at rated engine speed and at 100 % load (compression ignition engines only)(kPa) (7) |
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3.2.9.7. |
Exhaust system volume (dm3) |
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3.2.9.7.1. |
Acceptable Exhaust system volume: (dm3) |
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3.2.10. |
Minimum cross-sectional areas of inlet and outlet ports and port geometry |
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3.2.11. |
Valve timing or equivalent data |
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3.2.11.1. |
Maximum lift of valves, angles of opening and closing, or timing details of alternative distribution systems, in relation to dead centers. For variable timing system, minimum and maximum timing |
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3.2.11.2. |
Reference and/or setting range (7) |
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3.2.12. |
Measures taken against air pollution |
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3.2.12.1.1. |
Device for recycling crankcase gases: Yes/No (1) If yes, description and drawings If no, compliance with paragraph 6.10 of Annex 4 to UN Regulation No. 49 required |
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3.2.12.2. |
Additional pollution control devices (if any, and if not covered by another heading) |
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3.2.12.2.1. |
Catalytic converter: Yes/No (1) |
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3.2.12.2.1.1. |
Number of catalytic converters and elements (provide this information below for each separate unit) |
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3.2.12.2.1.2. |
Dimensions, shape and volume of the catalytic converter(s) |
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3.2.12.2.1.3. |
Type of catalytic action |
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3.2.12.2.1.4. |
Total charge of precious metals |
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3.2.12.2.1.5. |
Relative concentration |
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3.2.12.2.1.6. |
Substrate (structure and material) |
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3.2.12.2.1.7. |
Cell density |
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3.2.12.2.1.8. |
Type of casing for the catalytic converter(s) |
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3.2.12.2.1.9. |
Location of the catalytic converter(s) (place and reference distance in the exhaust line) |
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3.2.12.2.1.10. |
Heat shield: Yes/No (1) |
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3.2.12.2.1.11. |
Regeneration systems/method of exhaust after treatment systems, description |
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3.2.12.2.1.11.5. |
Normal operating temperature range (K) |
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3.2.12.2.1.11.6. |
Consumable reagents: Yes/No (1) |
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3.2.12.2.1.11.7. |
Type and concentration of reagent needed for catalytic action |
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3.2.12.2.1.11.8. |
Normal operational temperature range of reagent K |
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3.2.12.2.1.11.9. |
International standard |
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3.2.12.2.1.11.10. |
Frequency of reagent refill: continuous/maintenance (1) |
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3.2.12.2.1.12. |
Make of catalytic converter |
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3.2.12.2.1.13. |
Identifying part number |
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3.2.12.2.2. |
Oxygen sensor: Yes/No (1) |
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3.2.12.2.2.1. |
Make |
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3.2.12.2.2.2. |
Location |
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3.2.12.2.2.3. |
Control range |
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3.2.12.2.2.4. |
Type |
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3.2.12.2.2.5. |
Indentifying part number |
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3.2.12.2.3. |
Air injection: Yes/No (1) |
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3.2.12.2.3.1. |
Type (pulse air, air pump, etc.) |
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3.2.12.2.4. |
Exhaust gas recirculation (EGR): Yes/No (1) |
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3.2.12.2.4.1. |
Characteristics (make, type, flow, etc) |
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3.2.12.2.6. |
Particulate trap (PT): Yes/No (1) |
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3.2.12.2.6.1. |
Dimensions, shape and capacity of the particulate trap |
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3.2.12.2.6.2. |
Design of the particulate trap |
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3.2.12.2.6.3. |
Location (reference distance in the exhaust line) |
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3.2.12.2.6.4. |
Method or system of regeneration, description and/or drawing |
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3.2.12.2.6.5. |
Make of particulate trap |
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3.2.12.2.6.6. |
Indentifying part number |
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3.2.12.2.6.7. |
Normal operating temperature (K) and pressure (kPa) ranges |
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3.2.12.2.6.8. |
In the case of periodic regeneration |
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3.2.12.2.6.8.1.1. |
Number of WHTC test cycles without regeneration (n) |
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3.2.12.2.6.8.2.1. |
Number of WHTC test cycles with regeneration (nR) |
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3.2.12.2.6.9. |
Other systems: Yes/No (1) |
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3.2.12.2.6.9.1. |
Description and operation |
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3.2.12.2.7. |
If applicable, manufacturer’s reference to the documentation for installing the dual-fuel engine in a vehicle |
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|
3.2.17. |
Specific information related to gas fuelled engines and dual-fuel engines for heavy-duty vehicles (in the case of systems laid out in a different manner, supply equivalent information) |
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|
3.2.17.1. |
Fuel: LPG /NG-H/NG-L /NG-HL (1) |
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3.2.17.2. |
Pressure regulator(s) or vaporiser/pressure regulator(s) (1) |
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|
3.2.17.2.1. |
Make(s) |
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3.2.17.2.2. |
Type(s) |
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3.2.17.2.3. |
Number of pressure reduction stages |
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3.2.17.2.4. |
Pressure in final stage minimum (kPa) – maximum. (kPa) |
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3.2.17.2.5. |
Number of main adjustment points |
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3.2.17.2.6. |
Number of idle adjustment points |
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3.2.17.2.7. |
Type approval number |
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3.2.17.3. |
Fuelling system: mixing unit / gas injection / liquid injection / direct injection (1) |
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|
3.2.17.3.1. |
Mixture strength regulation |
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3.2.17.3.2. |
System description and/or diagram and drawings |
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|
3.2.17.3.3. |
Type approval number |
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3.2.17.4. |
Mixing unit |
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3.2.17.4.1. |
Number |
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3.2.17.4.2. |
Make(s) |
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3.2.17.4.3. |
Type(s) |
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|
3.2.17.4.4. |
Location |
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3.2.17.4.5. |
Adjustment possibilities |
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3.2.17.4.6. |
Type approval number |
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3.2.17.5. |
Inlet manifold injection |
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|
3.2.17.5.1. |
Injection: single point/multipoint (1) |
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|
3.2.17.5.2. |
Injection: continuous/simultaneously timed/sequentially timed (1) |
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|
3.2.17.5.3. |
Injection equipment |
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|
3.2.17.5.3.1. |
Make(s) |
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3.2.17.5.3.2. |
Type(s) |
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|
3.2.17.5.3.3. |
Adjustment possibilities |
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|
3.2.17.5.3.4. |
Type approval number |
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|
3.2.17.5.4. |
Supply pump (if applicable) |
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|
3.2.17.5.4.1. |
Make(s) |
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3.2.17.5.4.2. |
Type(s) |
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|
3.2.17.5.4.3. |
Type approval number |
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|
3.2.17.5.5. |
Injector(s) |
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|
3.2.17.5.5.1. |
Make(s) |
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3.2.17.5.5.2. |
Type(s) |
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|
3.2.17.5.5.3. |
Type approval number |
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|
3.2.17.6. |
Direct injection |
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|
3.2.17.6.1. |
Injection pump/pressure regulator (1) |
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|
3.2.17.6.1.1. |
Make(s) |
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3.2.17.6.1.2. |
Type(s) |
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|
3.2.17.6.1.3. |
Injection timing |
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|
3.2.17.6.1.4. |
Type approval number |
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|
3.2.17.6.2. |
Injector(s) |
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|
3.2.17.6.2.1. |
Make(s) |
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3.2.17.6.2.2. |
Type(s) |
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|
3.2.17.6.2.3. |
Opening pressure or characteristic diagram (1) |
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|
3.2.17.6.2.4. |
Type approval number |
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|
3.2.17.7. |
Electronic control unit (ECU) |
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|
3.2.17.7.1. |
Make(s) |
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|
3.2.17.7.2. |
Type(s) |
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|
3.2.17.7.3. |
Adjustment possibilities |
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|
3.2.17.7.4. |
Software calibration number(s) |
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|
3.2.17.8. |
NG fuel-specific equipment |
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|
3.2.17.8.1. |
Variant 1 (only in the case of approvals of engines for several specific fuel compositions) |
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|||
|
3.2.17.8.1.0.1. |
Self-adaptive feature? Yes/No (1) |
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|
|||
|
▼M1 ————— |
||||||||||
|
3.2.17.8.1.1. |
methane (CH4) … basis (%mole) ethane (C2H6) … basis (%mole) propane (C3H8) … basis (%mole) butane (C4H10) … basis (%mole) C5/C5+: … basis (%mole) oxygen (O2) … basis (%mole) inert (N2, He etc) … basis (%mole) |
min (%mole) min (%mole) min (%mole) min (%mole) min (%mole) min (%mole) min (%mole) |
max (%mole) max (%mole) max (%mole) max (%mole) max (%mole) max (%mole) max (%mole) |
|||||||
|
3.5.5. |
Specific fuel consumption, specific CO2 emissions and correction factors |
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|
3.5.5.1. |
Specific fuel consumption over WHSC ‘SFCWHSC’ in accordance with paragraph 5.3.3 g/kWh ►M3 (9) ◄ |
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|||
|
3.5.5.2. |
Corrected specific fuel consumption over WHSC ‘SFCWHSC, corr’ in accordance with paragraph 5.3.3.1: … g/kWh ►M3 (9) ◄ |
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|||
|
3.5.5.2.1. |
For dual-fuel engines: Specific CO2 emissions over the WHSC in accordance with point 6.1 of Appendix 4 g/kWh (9) |
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|
3.5.5.3. |
Correction factor for WHTC urban part (from output of engine pre-processing tool) ►M3 (9) ◄ |
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|||
|
3.5.5.4. |
Correction factor for WHTC rural part (from output of engine pre-processing tool) ►M3 (9) ◄ |
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|||
|
3.5.5.5. |
Correction factor for WHTC motorway part (from output of engine pre-processing tool) ►M3 (9) ◄ |
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|
|||
|
3.5.5.6. |
Cold-hot emission balancing factor (from output of engine pre-processing tool) ►M3 (9) ◄ |
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|
|||
|
3.5.5.7. |
Correction factor for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis CFRegPer (from output of engine pre-processing tool) ►M3 (9) ◄ |
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|
3.5.5.8. |
Correction factor to standard NCV (from output of engine pre-processing tool) ►M3 (9) ◄ |
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|
|||
|
3.6. |
Temperatures permitted by the manufacturer |
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|
3.6.1. |
Cooling system |
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|
3.6.1.1. |
Liquid cooling Maximum temperature at outlet (K) |
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|
3.6.1.2. |
Air cooling |
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|
3.6.1.2.1. |
Reference point |
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|
3.6.1.2.2. |
Maximum temperature at reference point (K) |
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|
3.6.2. |
Maximum outlet temperature of the inlet intercooler (K) |
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|
3.6.3. |
Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold(s) or turbocharger(s) (K) |
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|
|||
|
3.6.4. |
Fuel temperature Minimum (K) – maximum (K) For diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator final stage |
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|
|||
|
3.6.5. |
Lubricant temperature Minimum (K) – maximum (K) |
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||||||||||
|
3.8. |
Lubrication system |
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|
|||
|
3.8.1. |
Description of the system |
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|
|||
|
3.8.1.1. |
Position of lubricant reservoir |
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|
|||
|
3.8.1.2. |
Feed system (by pump/injection into intake/mixing with fuel, etc.) (1) |
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|
|||
|
3.8.2. |
Lubricating pump |
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|
|||
|
3.8.2.1. |
Make(s) |
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|||
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3.8.2.2. |
Type(s) |
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3.8.3. |
Mixture with fuel |
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3.8.3.1. |
Percentage |
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3.8.4. |
Oil cooler: Yes/No (1) |
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3.8.4.1. |
Drawing(s) |
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3.8.4.1.1. |
Make(s) |
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3.8.4.1.2. |
Type(s) |
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3.9 |
WHR System |
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3.9.1 |
Type of WHR system: WHR_no_ext, WHR_mech, WHR_elec |
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3.9.2 |
Operation principle |
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3.9.3 |
Description of the system |
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3.9.4 |
Evaporator type (10) |
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3.9.5 |
LEW in accordance with 3.1.6.2(a) |
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3.9.6 |
LmaxEW in accordance with 3.1.6.2(a) |
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3.9.7 |
Turbine type |
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3.9.8 |
LET in accordance with 3.1.6.2(b) |
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3.9.9 |
LmaxET in accordance with 3.1.6.2(b) |
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3.9.10 |
Expander type |
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3.9.11 |
LHE in accordance with 3.1.6.2(c)(i) |
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3.9.12 |
LmaxHE in accordance with 3.1.6.2(c)(i) |
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3.9.13 |
Condenser type |
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3.9.14 |
LEC in accordance with 3.1.6.2(c)(ii) |
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3.9.15 |
LmaxEC in accordance with 3.1.6.2(c)(ii) |
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3.9.16 |
LCE in accordance with 3.1.6.2(c)(iii) |
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3.9.17 |
LmaxCE in accordance with 3.1.6.2(c)(iii) |
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3.9.18 |
Rotational speed at which the net mechanical power was measured for WHR_mech systems in accordance with 3.1.6.2(f) |
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Notes:
(1) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable).
(3) This figure shall be rounded off to the nearest tenth of a millimetre.
(4) This value shall be calculated and rounded off to the nearest cm3.
(5) Specify the tolerance.
(6) Determined in accordance with the requirements of Regulation No. 85.
(7) Please fill in here the upper and lower values for each variant.
(8) To be documented in case of a single OBD engine family and if not already documented in the documentation package(s) referred to in line 3.2.12.2.7.0.4. of Part 1 of this Appendix.
(9) For dual-fuel engines indicate values for each fuel type and each operation mode separately.
(10) For other WHR systems this shall reflect the heat exchanger type in accordance with 3.1.6.2(d).
Appendix to information document
Information on test conditions
1. Spark plugs
|
1.1. |
Make |
|
1.2. |
Type |
|
1.3. |
Spark-gap setting |
2. Ignition coil
|
2.1. |
Make |
|
2.2. |
Type |
3. Lubricant used
|
3.1. |
Make |
|
3.2. |
Type (state percentage of oil in mixture if lubricant and fuel mixed) |
|
3.3. |
Specifications of lubricant |
4. Test fuel used ( 12 )
|
4.1. |
Fuel type (in accordance with paragraph 6.1.9 of Annex V to Commission Regulation (EU) 2017/2400) |
|
4.2. |
Unique identification number (production batch number) of fuel used |
|
4.3. |
Net calorific value (NCV) (in accordance with paragraph 6.1.8 of Annex V to Commission Regulation (EU) 2017/2400) |
|
4.4. |
Reference fuel type (type of reference fuel used for testing in accordance with point 3.2 of Annex V to Commission Regulation (EU) 2017/2400) |
5. Engine-driven equipment
|
5.1. |
The power absorbed by the auxiliaries/equipment needs only be determined,
(a)
If auxiliaries/equipment required are not fitted to the engine and/or
(b)
If auxiliaries/equipment not required are fitted to the engine. Note: Requirements for engine-driven equipment differ between emissions test and power test |
|
5.2. |
Enumeration and identifying details |
|
5.3. |
Power absorbed at engine speeds specific for emissions test
Table 1 Power absorbed at engine speeds specific for emissions test
|
||||||||||||||||||||||||
|
5.4. |
Fan constant determined in accordance with Appendix 5 to this Annex (if applicable)
|
6. Engine performance (declared by manufacturer)
6.1. ►M3 Engine test speeds for emissions test (for dual-fuel engines performed in dual-fuel mode) in accordance with Annex 4 to UN Regulation No. 49 ( 13 ) ◄
|
Low speed (nlo) |
… min– 1 |
|
High speed (nhi) |
… min– 1 |
|
Idle speed |
… min– 1 |
|
Preferred speed |
… min– 1 |
|
n95h |
… min– 1 |
6.2. Declared values for power test (for dual-fuel engines performed in dual-fuel mode) in accordance with UN Regulation No. 85 ( 14 )
|
Idle speed |
… min– 1 |
|
Speed at maximum power |
… min– 1 |
|
Maximum power |
… kW |
|
Speed at maximum torque |
… min– 1 |
|
Maximum torque |
… Nm |
Appendix 3
Engine CO2-Family
1. Parameters defining the engine CO2-family
The engine CO2-family, as determined by the manufacturer, shall comply with the membership criteria defined in accordance with paragraph 5.2.3 of Annex 4 to UN Regulation No. 49. An engine CO2-family may consist of only one engine.
In the case of a dual-fuel engine, the engine CO2-family shall also comply with the additional requirements of paragraph 3.1.1 of Annex 15 to UN Regulation No. 49.
In addition to those membership criteria, the engine CO2-family, as determined by the manufacturer, shall comply with the membership criteria listed in points 1.1 to 1.10.
In addition to the parameters listed in points 1.1 to 1.10, the manufacturer may introduce additional criteria allowing the definition of families of more restricted size. These parameters are not necessarily parameters that have an influence on the level of fuel consumption.
1.1. Combustion relevant geometric data
|
1.1.1. |
Displacement per cylinder |
|
1.1.2. |
Number of cylinders |
|
1.1.3. |
Bore and stroke data |
|
1.1.4. |
Combustion chamber geometry and compression ratio |
|
1.1.5. |
Valve diameters and port geometry |
|
1.1.6. |
Fuel injectors (design and position) |
|
1.1.7. |
Cylinder head design |
|
1.1.8. |
Piston and piston ring design |
1.2. Air management relevant components
|
1.2.1. |
Pressure charging equipment type (waste gate, VTG, 2-stage, other) and thermodynamic characteristics |
|
1.2.2. |
Charge air cooling concept |
|
1.2.3. |
Valve timing concept (fixed, partly flexible, flexible) |
|
1.2.4. |
EGR concept (uncooled/cooled, high/low pressure, EGR-control) |
|
1.3. |
Injection system |
|
1.4. |
Auxiliary/equipment propulsion concept (mechanically, electrically, other) |
|
1.5. |
Waste heat recovery system(s)
|
|
1.6. |
Aftertreatment system
|
|
1.7. |
Full load curve
|
|
1.8. |
Characteristic engine test speeds
|
|
1.9. |
Minimum number of points in the fuel consumption map
|
|
1.10. |
Variation in GERWHTC
1.10.1. For dual-fuel engines, the difference between the highest and the lowest GERWHTC (i.e. the highest GERWHTC minus the lowest GERWHTC) within the same CO2-family shall not exceed 10 %. |
2. Choice of the CO2-parent engine
The CO2-parent engine of the engine CO2-family shall be selected in accordance with the following criteria:
|
2.1. |
Highest power rating of all engines within the engine CO2-family. |
Appendix 4
Conformity of CO2 emissions and fuel consumption related properties
1. General provisions
|
1.1 |
Conformity of CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificates set out in Appendix 1 to this Annex and on the basis of the description in the information document set out in Appendix 2 to this Annex. |
|
1.2 |
If an engine certificate has had one or more extensions, the tests shall be carried out on the engines described in the information package relating to the relevant extension. |
|
1.3 |
All engines subject to tests shall be taken from the series production meeting the selection criteria according to paragraph 3 of this Appendix. |
|
1.4 |
The tests may be conducted with the applicable market fuels. However, at the manufacturer's request, the reference fuels specified in paragraph 3.2 may be used. |
|
1.5 |
If tests for the purpose of conformity of CO2 emissions and fuel consumption related properties of gas engines (natural gas, LPG) are conducted with market fuels the engine manufacturer shall demonstrate to the approval authority the appropriate determination of the gas fuel composition for the determination of the NCV according to paragraph 4 of this Appendix by good engineering judgement. |
2. Number of engines and engine CO2-families to be tested
|
2.1 |
0,05 percent of all engines produced in the past production year within the scope of this regulation shall represent the basis to derive the number of engine CO2-families and number of engines within those CO2-families to be tested annually for verifying conformity of the certified CO2 emissions and fuel consumption related properties. The resulting figure of 0,05 percent of relevant engines shall be rounded to the nearest whole number. This result shall be called nCOP,base. |
|
2.2 |
Notwithstanding the provisions in point 2.1, a minimum number of 30 shall be used for nCOP,base. |
|
2.3 |
The resulting figure for nCOP,base determined in accordance with points 2.1 and 2.2 of this Appendix shall be divided by 10 and the result rounded to the nearest whole number in order to determine the number of engine CO2-families to be tested annually, nCOP,fam, for verifying conformity of the certified CO2 emissions and fuel consumption related properties. |
|
2.4 |
In the case that a manufacturer has less CO2-families than nCOP,fam determined in accordance with point 2.3, the number of CO2-families to be tested, nCOP,fam, shall be defined by the total number of CO2-families of the manufacturer. |
3. Selection of engine CO2-families to be tested
From the number of engine CO2-families to be tested determined in accordance with paragraph 2 of this Appendix, the first two CO2-families shall be those with the highest production volumes.
The remaining number of engine CO2-families to be tested shall be randomly selected from all existing engine CO2-families and shall be agreed between the manufacturer and the approval authority.
4. Testrun to be performed
The minimum number of engines to be tested for each engine CO2-family, nCOP,min, shall be determined by dividing nCOP,base by nCOP,fam, both values determined in accordance with point 2. The result for nCOP,min shall be rounded to the nearest integer. If the resulting value for nCOP,min is smaller than 4 it shall be set to 4, if it is greater than 19 it shall be set to 19.
For each of the engine CO2-families determined in accordance with paragraph 3 of this Appendix a minimum number of nCOP,min engines within that family shall be tested in order to reach a pass decision in accordance with paragraph 9 of this Appendix.
The number of testruns to be performed within an engine CO2-family shall be randomly assigned to the different engines within that CO2-family and this assignment shall be agreed between the manufacturer and the approval authority.
Conformity of the certified CO2 emissions and fuel consumption related properties shall be verified by testing the engines in the WHSC test in accordance with paragraph 4.3.4.
All boundary conditions as specified in this Annex for the certification testing shall apply, except for the following:
The laboratory test conditions in accordance with paragraph 3.1.1 of this Annex. The conditions in accordance with paragraph 3.1.1 are recommended and shall not be mandatory. Deviations may occur under certain ambient conditions at the testing site and should be minimized by the use of good engineering judgment.
In case reference fuel of the type B7 (Diesel / CI) in accordance with paragraph 3.2 of this Annex is used, the determination of the NCV in accordance with paragraph 3.2 of this Annex shall not be required.
In case market fuel or reference fuel other than B7 (Diesel / CI) is used, the NCV of the fuel shall be determined in accordance with the applicable standards defined in Table 1 of this Annex. With exemption of gas engines the NCV measurement shall be performed by only one lab independent from the engine manufacturer instead of two as required in accordance with paragraph 3.2 of this Annex. ►M1 NCV for reference gas fuels (G25/GR, LPG fuel B) shall be calculated in accordance with the applicable standards in Table 1 of this Annex from the fuel analysis submitted by the reference gas fuel supplier. ◄
The lubricating oil shall be the one filled during engine production and shall not be changed for the purpose of testing conformity of CO2 emissions and fuel consumption related properties.
5. Run-in of newly manufactured engines
|
5.1 |
The tests shall be carried out on newly manufactured engines taken from the series production which have a maximum run-in time of 15 hours before the testrun for the verification of conformity of the certified CO2 emissions and fuel consumption related properties in accordance with paragraph 4 of this Appendix is started. |
|
5.2 |
At the request of the manufacturer, the tests may be carried out on engines which have been run-in up to a maximum of 125 hours. In this case, the running-in procedure shall be conducted by the manufacturer who shall not make any adjustments to those engines. |
|
5.3 |
When the manufacturer requests to conduct a running-in procedure in accordance with point 5.2 of this Appendix it may be carried out on either of the following:
(a)
all the engines that are tested
(b)
newly produced engine, with the determination of an evolution coefficient as follows:
A.
The fuel consumption shall be measured over the WHSC test, performed in accordance with point 4 of this Appendix, once on the newly manufactured engine with a maximum run-in time of 15 hours in accordance with point 5.1 of this Appendix and in the second test before the maximum of 125 hours set in point 5.2 of this Appendix on the first engine tested.
B.
The specific fuel consumption over the WHSC, SFCWHSC, shall be determined in accordance with point 5.3.3 of this Annex from the values measured in point (A) of this point.
C.
The values for the specific fuel consumption of both tests shall be adjusted to a corrected value in accordance with points 7.2, 7.3 and 7.4 of this Appendix for the respective fuel used during each of the two tests.
D.
The evolution coefficient shall be calculated by dividing the corrected specific fuel consumption of the second test by the corrected specific fuel consumption of the first test. The evolution coefficient may have a value less than one.
E.
For dual-fuel engines point D. above shall not apply. Instead, the evolution coefficient shall be calculated by dividing the specific CO2 emissions of the second test by the specific CO2 emissions of the first test. The two values for specific CO2 emissions shall be determined in accordance with the provisions stated in point 6.1 of this Appendix using the two values of SFCWHSC,corr determined in accordance with sub-subpoint C. above. The evolution coefficient may have a value less than one. |
|
5.4 |
If the provisions defined in point 5.3(b) of this Appendix are applied, the subsequent engines selected for testing of conformity of CO2 emissions and fuel consumption related properties shall not be subjected to the running-in procedure, but their specific fuel consumption over the WHSC or specific CO2 emissions over the WHSC in the case of dual-fuel engines determined on the newly manufactured engine with a maximum run-in time of 15 hours in accordance with point 5.1 of this Appendix shall be multiplied by the evolution coefficient. |
|
5.5 |
In the case described in point 5.4 of this Appendix the values for the specific fuel consumption over the WHSC or specific CO2 emissions over the WHSC in the case of dual-fuel engines to be taken shall be the following:
(a)
for the engine used for determination of the evolution coefficient in accordance with point 5.3 (b) of this Appendix, the value from the second test
(b)
for the other engines, the values determined on the newly manufactured engine with a maximum run-in time of 15 hours in accordance with point 5.1 of this Appendix multiplied by the evolution coefficient determined in accordance with point 5.3 (b)(D) of this Appendix or point 5.3 (b)(E) of this Appendix in the case of dual-fuel engines. |
|
5.6 |
Instead of using a running-in procedure in accordance with points 5.2 to 5.5 of this Appendix, a generic evolution coefficient of 0,99 may be used at the request of the manufacturer. In this case the specific fuel consumption over the WHSC or specific CO2 emissions over the WHSC in the case of dual-fuel engines determined on the newly manufactured engine with a maximum run-in time of 15 hours in accordance with point 5.1 of this Appendix shall be multiplied by the generic evolution coefficient of 0,99. |
|
5.7 |
If the evolution coefficient in accordance with point 5.3 (b) of this Appendix is determined using the parent engine of an engine family according to paragraphs 5.2.3. and 5.2.4. of Annex 4 to Regulation ►M3 UN Regulation No. 49 ◄ , it may be carried across to all members of any CO2-family belonging to the same engine family according to paragraph 5.2.3. of Annex 4 to Regulation ►M3 UN Regulation No. 49 ◄ . |
6. Target value for assessment of conformity of the certified CO2 emissions and fuel consumption related properties
The target value to assess the conformity of the certified CO2 emissions and fuel consumption related properties shall be the corrected specific fuel consumption over the WHSC, SFCWHSC,corr, in g/kWh determined in accordance with paragraph 5.3.3 and documented in the information document as part of the certificates set out in Appendix 2 to this Annex for the specific engine tested.
6.1 Special requirements for dual-fuel engines
For dual-fuel engines, the target value to assess the conformity of the certified CO2 emissions and fuel consumption related properties shall be calculated from the two separate values for each fuel of the corrected specific fuel consumption over the WHSC, SFCWHSC,corr, in g/kWh determined in accordance with point 5.3.3. Each of the two separate values for each fuel shall be multiplied by the respective CO2 emission factor for each fuel in accordance with Table 1 of this Appendix. The sum of the two resulting values of specific CO2 emissions over the WHSC defines the applicable target value to assess the conformity of the certified CO2 emissions and fuel consumption related properties of dual-fuel engines.
Table 1
CO2 emission factors of fuel types
|
Fuel type / engine type |
Reference fuel type |
CO2 emission factors [g CO2/g fuel] |
|
Diesel / CI |
B7 |
3,13 |
|
LPG / PI |
LPG Fuel B |
3,02 |
|
Natural Gas / PI or Natural Gas / CI |
G25 or GR |
2,73 |
7. Actual value for assessment of conformity of the certified CO2 emissions and fuel consumption related properties
|
7.1 |
The specific fuel consumption over the WHSC, SFCWHSC, shall be determined in accordance with paragraph 5.3.3 of this Annex from the testruns performed in accordance with paragraph 4 of this Appendix. At the request of the manufacturer the specific fuel consumption value determined shall be modified by applying the provisions defined in points 5.3 to 5.6 of this Appendix. |
|
7.2 |
If market fuel was used during testing in accordance with point 1.4 of this Appendix, the specific fuel consumption over the WHSC, SFCWHSC, determined in point 7.1 of this Appendix shall be adjusted to a corrected value, SFCWHSC,corr, in accordance with paragraph 5.3.3.1 of this Annex. |
|
7.3 |
If reference fuel was used during testing in accordance with point 1.4 of this Appendix the special provisions defined in point 5.3.3.2 of this Annex shall be applied to the value determined in point 7.1 of this Appendix to calculate the corrected value, SFCWHSC,corr. |
|
7.3.a |
For dual-fuel engines the special provisions defined in point 5.3.3.3 of this Annex shall be applied in addition to points 7.2 and 7.3 to the value determined in point 7.1 of this Appendix to calculate the corrected value, SFCWHSC,corr. |
|
7.4 |
The measured emission of gaseous pollutants over the WHSC performed in accordance with paragraph 4 shall be adjusted by application of the appropriate deterioration factors (DF's) for that engine as recorded in the Addendum to the EC type-approval certificate granted in accordance with Commission Regulation (EU) No 582/2011. |
|
7.5 |
The actual value for assessment of conformity of the certified CO2 emissions and fuel consumption related properties is the corrected specific fuel consumption over the WHSC, SFCWHSC,corr, determined in accordance with points 7.2 and 7.3. |
|
7.6 |
For dual-fuel engines point 7.5 shall not apply. Instead, the actual value for assessment of conformity of the certified CO2 emissions and fuel consumption related properties is the sum of the two resulting values of specific CO2 emissions over the WHSC determined in accordance with the provisions stated in point 6.1 of this Appendix using the two values of SFCWHSC,corr determined in accordance with point 7.4 of this Appendix. |
8. Limit for conformity of one single test
For diesel engines, the limit values for the assessment of conformity of one single engine tested shall be the target value determined in accordance with point (6) + 4 percent.
For gas and dual-fuel engines, the limit values for the assessment of conformity of one single engine tested shall be the target value determined in accordance with point (6) + 5 %.
9. Assessment of conformity of the certified CO2 emissions and fuel consumption related properties
|
9.1 |
The emission test results over the WHSC determined in accordance with point 7.4 of this Appendix shall meet the following limit values for all gaseous pollutants except ammonia, otherwise the test shall be considered void for the assessment of conformity of the certified CO2 emissions and fuel consumption related properties:
(a)
applicable limit values defined in Annex I to Regulation (EC) No 595/2009
(b)
dual-fuel engines shall meet the applicable limits defined in point 5 of Annex XVIII to Regulation (EU) No 582/2011 |
|
9.2 |
A single test of one engine tested in accordance with paragraph 4 of this Appendix shall be considered as nonconforming if the actual value in accordance with paragraph 7 of this Appendix is higher than the limit values defined in accordance with paragraph 8 of this Appendix. |
|
9.3 |
For the current sample size of engines tested within one CO2-family in accordance with paragraph 4 of this Appendix the test statistic quantifying the cumulative number of nonconforming tests in accordance with point 9.2 of this Appendix at the nth test shall be determined.
(a)
If the cumulative number of nonconforming tests at the nth test determined in accordance with point 9.3 of this Appendix is less than or equal to the pass decision number for the sample size given in Table 4 of Appendix 3 to ►M3 UN Regulation No. 49 ◄ , a pass decision is reached.
(b)
If the cumulative number of nonconforming tests at the nth test determined in accordance with point 9.3 of this Appendix is greater than or equal to the fail decision number for the sample size given in Table 4 of Appendix 3 to ►M3 UN Regulation No. 49 ◄ , a fail decision is reached.
(c)
Otherwise, an additional engine is tested in accordance with paragraph 4 of this Appendix and the calculation procedure in accordance with point 9.3 of this Appendix is applied to the sample increased by one more unit. |
|
9.4 |
If neither a pass nor a fail decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision is recorded. |
Appendix 5
Determination of power consumption of engine components
1. Fan
The engine torque shall be measured at engine motoring with and without fan engaged with the following procedure:
Install the fan according to product instruction before the test starts.
Warm up phase: The engine shall be warmed up according to the recommendation of the manufacturer and by practicing good engineering judgement (eg operating the engine for 20 minutes at mode 9, as defined in Table 1 of paragraph 7.2.2. of Annex 4 to ►M3 UN Regulation No. 49 ◄ ).
Stabilization phase: After the warm-up or optional warm-up step (v) is completed the engine shall be operated with minimum operator demand (motoring) at engine speed npref for 130 ± 2 seconds with the fan disengaged (nfan_disengage < 0,75 * nengine * rfan). The first 60 ± 1 seconds of this period are considered as a stabilization period, during which the actual engine speed shall be held within ± 5 min– 1 of npref.
Measurement phase: During the following period of 60 ± 1 seconds the actual engine speed shall be held within ± 2 min– 1 of npref and the coolant temperature within ± 5 °C while the torque for motoring the engine with the fan disengaged, the fan speed and the engine speed shall be recorded as an average value over this period of 60 ± 1 seconds. The remaining period of 10 ± 1 seconds shall be used for data post-processing and storage if necessary.
Optional warmup phase: Upon manufacturer's request and according to good engineering judgement step (ii) can be repeated (e.g. if the temperature has dropped more than 5 °C)
Stabilization phase: After the optional warm-up is completed the engine shall be operated with minimum operator demand (motoring) at engine speed npref for 130 ± 2 seconds with the fan engaged (nfan_engage > 0,9 * nengine * rfan) The first 60 ± 1 seconds of this period are considered as a stabilization period, during which the actual engine speed shall be held within ± 5 min– 1 of npref.
Measurement phase: During the following period of 60 ± 1 seconds the actual engine speed shall be held within ± 2 min– 1 of npref and the coolant temperature within ± 5 °C while the torque for motoring the engine with the fan engaged, the fan speed and the engine speed shall be recorded as an average value over this period of 60 ± 1 seconds. The remaining period of 10±1 seconds shall be used for data post-processing and storage if necessary.
Steps (iii) to (vii) shall be repeated at engine speeds n95h and nhi instead of npref, with an optional warmup step (v) before each stabilization step if needed to maintain a stable coolant temperature (± 5 °C), according to good engineering judgement.
If the standard deviation of all calculated Ci according to the equation below at the three speeds npref, n95h and nhi is equal or higher than 3 percent, the measurement shall be performed for all engine speeds defining the grid for the fuel mapping procedure (FCMC) according to paragraph 4.3.5.2.1.
The actual fan constant shall be calculated from the measurement data according to the following equation:
where:
|
Ci |
fan constant at certain engine speed |
|
MDfan_disengage |
measured engine torque at motoring with fan disengaged (Nm) |
|
MDfan_engage |
measured engine torque at motoring with fan engaged (Nm) |
|
nfan_engage |
fan speed with fan engaged (min– 1) |
|
nfan_disengage |
fan speed with fan disengaged min– 1) |
|
rfan |
ratio of the speed of the engine-side of the fan clutch to the speed of the crankshaft |
If the standard deviation of all calculated Ci at the three speeds npref, n95h and nhi is less than 3 %, an average value Cavg-fan determined over the three speeds npref, n95h and nhi shall be used for the fan constant.
If the standard deviation of all calculated Ci at the three speeds npref, n95h and nhi is equal or higher than 3 %, individual values determined for all engine speeds according to point (ix) shall be used for the fan constant Cind-fan,i. The value of the fan constant for the actual engine speed Cfan, shall be determined by linear interpolation between the individual values Cind-fan,i of the fan constant.
The engine torque for driving the fan shall be calculated according to the following equation:
Mfan = Cfan · nfan 2 · 10– 6
where:
|
Mfan |
engine torque for driving fan (Nm) |
|
Cfan |
fan constant Cavg-fan or Cind-fan,i corresponding to nengine |
The mechanical power consumed by the fan shall be calculated from the engine torque for driving the fan and the actual engine speed. Mechanical power and engine torque shall be taken into account in accordance with paragraph 3.1.2.
2. Electric components/equipment
The electric power supplied externally to electric engine components shall be measured. This measured value shall be corrected to mechanical power by dividing it by a generic efficiency value of 0,65. This mechanical power and the corresponding engine torque shall be taken into account in accordance with paragraph 3.1.2.
Appendix 6
1. Markings
In the case of an engine being certified in accordance with this Annex, the engine shall bear:
|
1.1. |
The manufacturer's name or trade mark |
|
1.2 |
The make and identifying type indication as recorded in the information referred to in point 0.1 and 0.2 of Appendix 2 to this Annex |
|
1.3 |
The certification mark as a rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State which has granted the certificate: 1 for Germany;
2 for France;
3 for Italy;
4 for the Netherlands;
5 for Sweden;
6 for Belgium;
7 for Hungary;
8 for the Czech Republic;
9 for Spain;
11 for the United Kingdom;
12 for Austria;
13 for Luxembourg;
17 for Finland;
18 for Denmark;
19 for Romania;
20 for Poland;
21 for Portugal;
23 for Greece;
24 for Ireland;
25 for Croatia;
26 for Slovenia;
27 for Slovakia;
29 for Estonia;
32 for Latvia;
34 for Bulgaria;
36 for Lithuania;
49 for Cyprus;
50 for Malta
|
|
1.4 |
The certification mark shall also include in the vicinity of the rectangle the “base approval number” as specified for Section 4 of the type-approval number set out in Annex I to Implementing Regulation (EU) 2020/683, preceded by the two figures indicating the sequence number assigned to the latest technical amendment to this Regulation and by a character “E” indicating that the approval has been granted for an engine. For this Regulation, the sequence number shall be 02.
|
|
1.5. |
In the case that the certification in accordance with this Regulation is granted at the same time as the type approval for an engine as separate technical unit in accordance with Regulation (EU) No 582/2011, the marking requirements laid down in point 1.4 may follow, separated by ‘/’, the marking requirements laid down in Appendix 8 to Annex I to Regulation (EU) No 582/2011. 1.5.1. Example of the certification mark (joined marking) 
The above certification mark affixed to an engine shows that the type concerned has been certified in Poland (e20), pursuant to Regulation (EU) No 582/2011. The ‘D’ indicates Diesel followed by an ‘E’ for the emission step followed by five digits (00005) which are those allocated by the approval authority to the engine as the base approval number for Regulation (EU) No 582/2011. After the slash the first two figures are indicating the sequence number assigned to the latest technical amendment to this Regulation, followed by a letter ‘E’ for engine, followed by five digits allocated by the approval authority for the purpose of certification in accordance with this Regulation (‘base approval number’ to this Regulation). |
|
1.6. |
On request of the applicant for certification and after prior agreement with the approval authority other type sizes than indicated in point 1.4.1 and 1.5.1 may be used. Those other type sizes shall remain clearly legible. |
|
1.7. |
The markings, labels, plates or stickers must be durable for the useful life of the engine and must be clearly legible and indelible. The manufacturer shall ensure that the markings, labels, plates or sticker cannot be removed without destroying or defacing them. |
2 Numbering
|
2.1 |
Certification number for engines shall comprise the following:
eX*YYYY/YYYY*ZZZZ/ZZZZ*E*00000*00
|
Appendix 7
Input parameters for the simulation tool
Introduction
This Appendix describes the list of parameters to be provided by the component manufacturer as input to the simulation tool. The applicable XML schema as well as example data are available at the dedicated electronic distribution platform.
The XML is automatically generated by the engine pre-processing tool.
Definitions
|
(1) |
‘Parameter ID’:Unique identifier as used in the simulation 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 |
Set of input parameters
Table 1
Input parameters ‘Engine/General’
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
Manufacturer |
P200 |
token |
[-] |
|
|
Model |
P201 |
token |
[-] |
|
|
CertificationNumber |
P202 |
token |
[-] |
|
|
Date |
P203 |
dateTime |
[-] |
Date and time when the component-hash is created |
|
AppVersion |
P204 |
token |
[-] |
Version number of engine pre-processing tool |
|
Displacement |
P061 |
int |
[cm3] |
|
|
IdlingSpeed |
P063 |
int |
[1/min] |
|
|
RatedSpeed |
P249 |
int |
[1/min] |
|
|
RatedPower |
P250 |
int |
[W] |
|
|
MaxEngineTorque |
P259 |
int |
[Nm] |
|
|
WHRTypeMechanicalOutputICE |
P335 |
boolean |
[-] |
|
|
WHRTypeMechanicalOutputDrivetrain |
P336 |
boolean |
[-] |
|
|
WHRTypeElectricalOutput |
P337 |
boolean |
[-] |
|
|
WHRElectricalCFUrban |
P338 |
double, 4 |
[-] |
Required if ‘WHRTypeElectricalOutput’ = true |
|
WHRElectricalCFRural |
P339 |
double, 4 |
[-] |
Required if ‘WHRTypeElectricalOutput’ = true |
|
WHRElectricalCFMotorway |
P340 |
double, 4 |
[-] |
Required if ‘WHRTypeElectricalOutput’ = true |
|
WHRElectricalBFColdHot |
P341 |
double, 4 |
[-] |
Required if ‘WHRTypeElectricalOutput’ = true |
|
WHRElectricalCFRegPer |
P342 |
double, 4 |
[-] |
Required if ‘WHRTypeElectricalOutput’ = true |
|
WHRMechanicalCFUrban |
P343 |
double, 4 |
[-] |
Required if ‘WHRTypeMechanicalOutputDrivetrain’ = true |
|
WHRMechanicalCFRural |
P344 |
double, 4 |
[-] |
Required if ‘WHRTypeMechanicalOutputDrivetrain’ = true |
|
WHRMechanicalCFMotorway |
P345 |
double, 4 |
[-] |
Required if ‘WHRTypeMechanicalOutputDrivetrain’ = true |
|
WHRMechanicalBFColdHot |
P346 |
double, 4 |
[-] |
Required if ‘WHRTypeMechanicalOutputDrivetrain’ = true |
|
WHRMechanicalCFRegPer |
P347 |
double, 4 |
[-] |
Required if ‘WHRTypeMechanicalOutputDrivetrain’ = true |
Table 1a
Input parameters ‘Engine’ per fuel type
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
WHTCUrban |
P109 |
double, 4 |
[-] |
|
|
WHTCRural |
P110 |
double, 4 |
[-] |
|
|
WHTCMotorway |
P111 |
double, 4 |
[-] |
|
|
BFColdHot |
P159 |
double, 4 |
[-] |
|
|
CFRegPer |
P192 |
double, 4 |
[-] |
|
|
CFNCV |
P260 |
double, 4 |
[-] |
|
|
FuelType |
P193 |
string |
[-] |
Allowed values: ‘Diesel CI’, ‘Ethanol CI’, ‘Petrol PI’, ‘Ethanol PI’, ‘LPG PI’, ‘NG PI’, ‘NG CI’ |
Table 2
Input parameters ‘Engine/FullloadCurve’ for each grid point in the full load curve
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
EngineSpeed |
P068 |
double, 2 |
[1/min] |
|
|
MaxTorque |
P069 |
double, 2 |
[Nm] |
|
|
DragTorque |
P070 |
double, 2 |
[Nm] |
|
Table 3
Input parameters ‘Engine/FuelMap’ for each grid point in the fuel map
(One map required per fuel type)
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
EngineSpeed |
P072 |
double, 2 |
[1/min] |
|
|
Torque |
P073 |
double, 2 |
[Nm] |
|
|
FuelConsumption |
P074 |
double, 2 |
[g/h] |
|
|
WHRElectricPower |
P348 |
int |
[W] |
Required if ‘WHRTypeElectricalOutput’ = true |
|
WHRMechanicalPower |
P349 |
int |
[W] |
Required if ‘WHRTypeMechanicalOutputDrivetrain’ = true |
Appendix 8
Important evaluation steps and equations of the engine pre-processing tool
This Appendix describes the most important evaluation steps and underlying basic equations that are performed by the engine pre-processing tool. The following steps are performed during evaluation of the input data in the order listed:
1. Reading of input files and automatic check of input data
|
1.1 |
Check of requirements for input data according to the definitions in paragraph 6.1 of this Annex |
|
1.2 |
Check of requirements for recorded FCMC data according to the definitions in paragraph 4.3.5.2 and subpoint (1) of paragraph 4.3.5.5 of this Annex |
|
2. |
Calculation of characteristic engine speeds from full load curves of parent engine and actual engine for certification according to the definitions in paragraph 4.3.5.2.1 of this Annex |
|
3. |
Processing of fuel consumption (FC) map
|
|
4. |
Simulation of FC and cycle work over WHTC and respective subparts for actual engine for certification
|
|
5. |
Calculation of WHTC correction factors
|
|
6. |
Calculation of cold-hot emission balancing factor
|
|
7. |
Correction of FC values in FC map to standard NCV
|
|
8. |
Converting of engine full load and motoring torque values of the actual engine for certification to a logging frequency of the engine speed of 8 min– 1
|
ANNEX VI
VERIFYING TRANSMISSION, TORQUE CONVERTER, OTHER TORQUE TRANSFERRING COMPONENT AND ADDITIONAL DRIVELINE COMPONENT DATA
1. Introduction
This annex describes the certification provisions regarding the torque losses of transmissions, torque converter (TC), other torque transferring components (OTTC) and additional driveline components (ADC) for heavy duty vehicles. In addition it defines calculation procedures for the standard torque losses.
Torque converter (TC), other torque transferring components (OTTC) and additional driveline components (ADC) can be tested in combination with a transmission or as a separate unit. In the case that those components are tested separately the provisions of section 4, 5 and 6 apply. Torque losses resulting from the drive mechanism between the transmission and those components can be neglected.
2. Definitions
For the purposes of this Annex the following definitions shall apply:
‘Transfer case’ means a device that splits the engine power of a vehicle and directs it to the front and rear drive axles. It is mounted behind the transmission and both front and rear drive shafts connect to it. It comprises either a gearwheel set or a chain drive system in which the power is distributed from the transmission to the axles. The transfer case will typically have the ability to shift between standard drive mode (front or rear wheel drive), high range traction mode (front and rear wheel drive), low range traction mode and neutral;
‘Gear ratio’ means the forward gear ratio of the speed of the input shaft (towards prime mover) to the speed of the output shaft (towards driven wheels) without slip (i = nin/nout );
‘Ratio coverage’ means the ratio of the largest to the smallest forward gear ratios in a transmission: φtot = imax/imin ;
‘Compound transmission’ means a transmission, with a large number of forward gears and/or large ratio coverage, composed of sub-transmissions, which are combined to use most power-transferring parts in several forward gears;
‘Main section’ means the sub-transmission that has the largest number of forward gears in a compound transmission;
‘Range section’ means a sub-transmission normally in series connection with the main section in a compound transmission. A range section usually has two shiftable forward gears. The lower forward gears of the complete transmission are embodied using the low range gear. The higher gears are embodied using the high range gear;
‘Splitter’ means a design that splits the main section gears in two (usually) variants, low- and high split gears, whose gear ratios are close compared to the ratio coverage of the transmission. A splitter can be a separate sub-transmission, an add-on device, integrated with the main section or a combination thereof;
‘Tooth clutch’ means a clutch where torque is transferred mainly by normal forces between mating teeth. A tooth clutch can either be engaged or disengaged. It is operated in load-free conditions, only (e.g., at gear shifts in a manual transmission);
‘Angle drive’ means a device that transmits rotational power between non-parallel shafts, often used with transversely oriented engine and longitudinal input to driven axle;
‘Friction clutch’ means clutch for transfer of propulsive torque, where torque is sustainably transferred by friction forces. A friction clutch can transmit torque while slipping, it can thereby (but does not have to) be operated at start-offs and at powershifts (retained power transfer during a gear shift);
‘Synchroniser’ means a type of tooth clutch where a friction device is used to equalise the speeds of the rotating parts to be engaged;
‘Gear mesh efficiency’ means the ratio of output power to input power when transmitted in a forward gear mesh with relative motion;
‘Crawler gear’ means a low forward gear (with speed reduction ratio that is larger than for the non-crawler gears) that is designed to be used infrequently, e.g., at low-speed manoeuvres or occasional up-hill start-offs;
‘Power take-off (PTO)’ means a device on a transmission or an engine to which an auxiliary driven device, e.g., a hydraulic pump, can be connected;
‘Power take-off drive mechanism’ means a device in a transmission that allows the installation of a power take-off (PTO);
‘Lock-up clutch’ means a friction clutch in a hydrodynamic torque converter; it can connect the input and output sides, thereby eliminating the slip. ►M3 In some cases permanent slip in fixed gears is intended, e.g. to prevent vibrations; ◄
►M3 ‘Start-off clutch’ means a clutch that adapts speed between engine and driving wheels when the vehicle starts off. ◄ The start-off clutch is usually located between engine and transmission;
‘Synchronised Manual Transmission (SMT)’ means a manually operated transmission with two or more selectable speed ratios that are obtained using synchronisers. Ratio changing is normally achieved during a temporary disconnection of the transmission from the engine using a clutch (usually the vehicle start-off clutch);
‘Automated Manual Transmission or Automatic Mechanically-engaged Transmission (AMT)’ means an automatically shifting transmission with two or more selectable speed ratios that are obtained using tooth clutches (un-/synchronised). Ratio changing is achieved during a temporary disconnection of the transmission from the engine. The ratio shifts are performed by an electronically controlled system managing the timing of the shift, the operation of the clutch between engine and gearbox and the speed and torque of the engine. The system selects and engages the most suitable forward gear automatically, but can be overridden by the driver using a manual mode;
‘Dual Clutch Transmission (DCT)’ means an automatically shifting transmission with two friction clutches and several selectable speed ratios that are obtained by the use of tooth clutches. The ratio shifts are performed by an electronically controlled system managing the timing of the shift, the operation of the clutches and the speed and torque of the engine. The system selects the most suitable gear automatically, but can be overridden by the driver using a manual mode. ►M3 In some cases permanent slip in fixed gears is intended, e.g. to prevent vibrations; ◄
‘Retarder’ means an auxiliary braking device in a vehicle powertrain; aimed for permanent braking;
‘Case S’ means an Automatic Powershifting Transmission (APT) with serial arrangement of a torque converter and the connected mechanical parts of the transmission;
‘Case P’ means an APT with parallel arrangement of a torque converter and the connected mechanical parts of the transmission (e.g. in power split installations);
‘Automatic Powershifting Transmission (APT)’ means an automatically shifting transmission with more than two friction clutches and several selectable speed ratios that are obtained mainly by the use of those friction clutches. The ratio shifts are performed by an electronically controlled system managing the timing of the shift, the operation of the clutches and the speed and torque of the engine. The system selects the most suitable gear automatically, but can be overridden by the driver using a manual mode. Shifts are normally performed without traction interruption (friction clutch to friction clutch);
‘Oil conditioning system’ means an external system that conditions the oil of a transmission at testing. The system circulates oil to and from the transmission. The oil is thereby filtered and/or temperature conditioned;
‘Smart lubrication system’ means a system that will affect the load independent losses (also called spin losses or drag losses) of the transmission depending on the input torque and/or power flow through the transmission. Examples are controlled hydraulic pressure pumps for brakes and clutches in an APT, controlled variable oil level in the transmission, controlled variable oil flow/pressure for lubrication and cooling in the transmission. Smart lubrication can also include control of the oil temperature of the transmission, but smart lubrication systems that are designed only for controlling the temperature are not considered here, since the transmission testing procedure has fixed testing temperatures;
‘Transmission electric auxiliary’ means an electric auxiliary used for the function of the transmission during running steady state operation. A typical example is an electric cooling/lubrication pump (but not electric gear shift actuators and electronic control systems including electric solenoid valves, since they are low energy consumers, especially at steady state operation);
‘Oil type viscosity grade’ means a viscosity grade as defined by SAE J306;
‘Factory fill oil’ means the oil type viscosity grade that is used for the oil fill in the factory and which is intended to stay in the transmission, torque converter, other torque transferring component or in an additional driveline component for the first service interval;
‘Gearscheme’ means the arrangement of shafts, gearwheels and clutches in a transmission;
‘Powerflow’ means the transfer path of power from input to output in a transmission via shafts, gearwheels and clutches;
‘Differential’ means a device that splits a torque into two branches, e.g. for left- and right-hand side wheels, while allowing these branches to rotate at unequal speeds. The torque-splitting function can be biased or deactivated by a differential brake- or differential lock device (if applicable);
‘Case N’ means an APT without a torque converter.
3. Testing procedure for transmissions
For testing the losses of a transmission the torque loss map for each individual transmission type shall be measured. Transmissions may be grouped into families with similar or equal CO2-relevant data following the provisions of Appendix 6 to this Annex.
For the determination of the transmission torque losses, the applicant for a certificate shall apply one of the following methods for each single forward gear (crawler gears excluded).
Option 1: Measurement of the torque independent losses, calculation of the torque dependent losses.
Option 2: Measurement of the torque independent losses, measurement of the torque loss at maximum torque and interpolation of the torque dependent losses based on a linear model
Option 3: Measurement of the total torque loss.
|
3.1 |
Option 1: Measurement of the torque independent losses, calculation of the torque dependent losses. The torque loss Tl ,in on the input shaft of the transmission shall be calculated by T l,in (n in ,T in ,gear) = T l,in,min_loss + f T × T in + f loss_corr × T in + T l,in,min_el + f el_corr × T in + f loss tcc × T in The correction factor for the torque dependent hydraulic torque losses shall be calculated by
The correction factor for the torque dependent electric torque losses shall be calculated by
The torque loss at the input shaft of the transmission caused by the power consumption of transmission electric auxiliary shall be calculated by
The correction factor for the losses in a slipping TC lock-up clutch as defined in point 2(16) or slipping input side clutch as defined in point 2(20) shall be calculated by:
where:
|
|
3.2. |
Option 2: Measurement of the torque independent losses, measurement of the torque loss at maximum torque and interpolation of the torque dependent losses based on a linear model Option 2 describes the determination of the torque loss by a combination of measurements and linear interpolation. Measurements shall be performed for the torque independent losses of the transmission and for one load point of the torque dependent losses (maximum input torque). Based on the torque losses at no load and at maximum input torque, the torque losses for the input torques in between shall be calculated with the torque loss coefficient fTlimo . The torque loss Tl,in on the input shaft of the transmission shall be calculated by T l,in (n in ,T in ,gear) = T l,in,min_loss + f Tlino × T in + T l,in,min_el + f el_corr × T in + f loss tcc × T in The torque loss coefficient based on the linear model fTlimo shall be calculated by
where:
The correction factor for the torque dependent electric torque losses fel_corr , the torque loss at the input shaft of the transmission caused by the power consumption of transmission electric auxiliary Tl,in,el and the loss correction factor floss_tcc for slipping TC lock-up clutch as defined in point 2(16) or slipping input side clutch as defined in 2(20) shall be calculated as described in point 3.1.
|
|
3.3. |
Option 3: Measurement of the total torque loss. Option 3 describes the determination of the torque loss by full measurement of the torque dependent losses including the torque independent losses of the transmission. 3.3.1. General requirements As specified for Option 1 in 3.1.2.1. 3.3.1.1 Differential measurements: As specified for Option 1 in 3.1.2.2. 3.3.2. Run-in As specified for Option 1 in 3.1.2.3. 3.3.2.1 Pre-conditioning As specified for Option 1 in 3.1.2.4. with an exception for the following: The pre-conditioning shall be performed on the direct drive gear without applied torque to the output shaft or target torque on the output shaft set to zero. If the transmission is not equipped with a direct drive gear, the gear with the ratio closest to 1:1 shall be used.
or
The requirements as specified in 3.1.2.4. shall apply, with an exception for the following:
The pre-conditioning shall be performed on the direct drive gear without applied torque to the output shaft or the torque on the output shaft being within +/- 50 Nm. If the transmission is not equipped with a direct drive gear, the gear with the ratio closest to 1:1 shall be used.
or, if the test rig includes a (master friction) clutch at the input shaft:
The requirements as specified in 3.1.2.4. shall apply, with an exception for the following:
The pre-conditioning shall be performed on the direct drive gear without applied torque to the output shaft or without applied torque to the input shaft. If the transmission is not equipped with a direct drive gear, the gear with the ratio closest to 1:1 shall be used.
The transmission would then be driven from the output side. Those proposals could also be combined.
3.3.3. Test conditions 3.3.3.1. Ambient temperature As specified for Option 1 in 3.1.2.5.1. 3.3.3.2. Oil temperature As specified for Option 1 in 3.1.2.5.2. 3.3.3.3. Oil quality / Oil viscosity As specified for Option 1 in 3.1.2.5.3 and 3.1.2.5.4. 3.3.3.4. Oil level and conditioning The requirements as specified in 3.1.2.5.5. shall apply, diverging in the following: The test point for the external oil conditioning system is specified as follows:
(1)
highest indirect gear,
(2)
input speed = minimum of 60 %, not higher than 80 % of the maximum input speed,
(3)
input torque = maximum input torque for the highest indirect gear 3.3.4. Installation The test rig shall be driven by electric machines (input and output). Torque sensors shall be installed at the input and output side(s) of the transmission. Other requirements as specified in 3.1.3. shall apply. 3.3.5. Measurement equipment For the measurement of the torque independent losses, the measurement equipment requirements as specified for Option 1 in 3.1.4. shall apply. For the measurement of the torque dependent losses, the following requirements shall apply: The torque sensor measurement uncertainty shall be below 5 % of the measured torque loss or 1 Nm (whichever value is larger). The use of torque sensors with higher measurement uncertainties is allowed if the parts of the uncertainty exceeding 5 % or 1 Nm can be calculated and the smaller of those parts is added to the measured torque loss. The torque measurement uncertainty shall be calculated and included as described under 3.3.9. Other measurement equipment requirements as specified for Option 1 in 3.1.4. shall apply. 3.3.6. Test procedure 3.3.6.1. Zero torque signal compensation: As specified in 3.1.6.1. 3.3.6.2. Speed range The torque loss shall be measured for the following speed points (speed of the input shaft): 600, 900, 1 200 , 1 600 , 2 000 , 2 500 , 3 000 , 4 000 rpm and multiples of 10 of these values up to the maximum speed per gear according to the specifications of the transmission or the last speed point before the defined maximum speed. It is permitted to measure additional intermediate speed points. The speed ramp (time for the change between two speed points) shall not exceed 20 seconds. 3.3.6.3. Torque range For each speed point the torque loss shall be measured for the following input torques: 0 (free rotating output shaft), 200, 400, 600, 900, 1 200 , 1 600 , 2 000 , 2 500 , 3 000 , 3 500 , 4 000 , […] Nm up to the maximum input torque per gear in accordance with the specifications of the transmission or the last torque point before the defined maximum torque and / or the last torque point before the output torque of 10 kNm. It is permitted to measure additional intermediate torque points. If the torque range is too small, additional torque points are required, so that at least 5 equally spaced torque points shall be measured. The intermediate torque points may be adjusted to the nearest multiple of 50 Nm. In the case the output torque exceeds 10 kNm (for a theoretical loss free transmission) or the input power exceeds the specified maximum input power, point 3.4.4. shall apply. The torque ramp (time for the change between two torque points) shall not exceed 15 seconds (180 seconds for option 2). To cover the complete torque range of a transmission in the above defined map, different torque sensors with limited measurement ranges may be used on the input/output side. Therefore the measurement may be divided into sections using the same set of torque sensors. The overall torque loss map shall be composed of these measurement sections. 3.3.6.4. Measurement sequence
3.3.7. Measurement signals and data recording At least the following signals shall be recorded during the measurement:
(1)
Input and output torques [Nm]
(2)
Input and output rotational speeds [rpm]
(3)
Ambient temperature [°C]
(4)
Oil temperature [°C] If the transmission is equipped with a shift and/or clutch system that is controlled by hydraulic pressure or with a mechanically driven smart lubrication system, additionally to be recorded:
(5)
Oil pressure [kPa] If the transmission is equipped with transmission electric auxiliary, additionally to be recorded:
(6)
Voltage of transmission electric auxiliary [V]
(7)
Current of transmission electric auxiliary [A] For differential measurements for compensation of influences by test rig setup, additionally to be recorded:
(8)
Test rig bearing temperature [°C] The sampling and recording rate shall be 100 Hz or higher. A low pass filter shall be applied to avoid measurement errors. 3.3.8. Measurement validation
3.3.9. Measurement uncertainty The part of the calculated total uncertainty UT,loss exceeding 5 % of Tloss or 1 Nm (ΔUT,loss ), whichever value of ΔUT,loss is smaller, shall be added to Tloss for the reported torque loss Tloss,rep . If UT,loss is smaller than 5 % of Tloss or 1 Nm, then Tloss,rep = Tloss . Tloss,rep = Tloss + MAX (0, ΔUT,loss ) ΔUT,loss = MIN ((UT,loss – 5 % * Tloss ), (UT,loss – 1 Nm)) For each measurement set, the total uncertainty UT,loss of the torque loss shall be calculated based on the following parameters:
(1)
Temperature effect
(2)
Parasitic loads
(3)
Calibration error (incl. sensitivity tolerance, linearity, hysteresis and repeatability) The total uncertainty of the torque loss (UT,loss ) is based on the uncertainties of the sensors at 95 % confidence level. The calculation shall be done as the square root of the sum of squares (‘Gaussian law of error propagation’).
wpara
= senspara
* ipara
where:
A test set-up for the transmission with integrated differential for front-wheel drive operation consists of a dynamometer on the transmission input side and at least one dynamometer on the transmission output side(s). Torque measuring devices shall be installed on the transmission input and output side(s). For test setups with only one dynamometer on the output side, the free rotating end of the transmission with integrated differential shall be rotatably locked to the other end on the output side (e.g. by an activated differential lock or by means of any other mechanical differential lock implemented only for the measurement). The graduation of the factor ipara for the maximum influence of parasitic loads for the specific torque sensors is equal to the cases described above (A/B/C). Figure 5 Example of test setup A for a transmission with integrated differential (e.g. for front-wheel drive operation)
Figure 6 Example of test setup B for a transmission with integrated differential (e.g. for front-wheel drive operation)
In the case of a dynamometer on each output shaft, the total uncertainty of the torque loss (UT,loss ) shall be calculated by:
The manufacturer may adapt the test setups A and B based upon good engineering judgement and in agreement with the approval authority, e.g. in the case of practical test setup reasons. In the case of such a deviation, the reason and alternative setup shall be clearly specified in the test report. It is allowed to perform the test without a separate bearing unit on the test rig at the transmission input/output side, if the transmission shaft on which the torque is measured is supported by two bearings in the transmission housing which are able to absorb radial and axial forces caused by the gearsets (see figure 2C in 3.1.8.). |
|
3.4. |
Complement of input files for the simulation tool ►M3 For each gear a torque loss map covering the defined input speed and input torque points shall be determined with one of the specified testing options or standard torque loss values. ◄ For the input file for the simulation tool, this basic torque loss map shall be complemented as described in the following:
|
4. Testing procedure for torque converter (TC)
The torque converter characteristics to be determined for the simulation tool input consist of T pum1000 (the reference torque at 1 000 rpm input speed) and μ (the torque ratio of the torque converter). Both are depending on the speed ratio v (= output (turbine) speed / input (pump) speed for the torque converter) of the torque converter.
For determination of the characteristics of the TC, the applicant for a certificate shall apply the following method, irrespective of the chosen option for the assessment of the transmission torque losses.
To take the two possible arrangements of the TC and the mechanical transmission parts into account, the following differentiation between case S and P shall apply:
|
Case S |
: |
TC and mechanical transmission parts in serial arrangement |
|
Case P |
: |
TC and mechanical transmission parts in parallel arrangement (power split installation) |
For case S arrangements the TC characteristics may be evaluated either separate from the mechanical transmission or in combination with the mechanical transmission. For case P arrangements the evaluation of TC characteristic is possible only in combination with the mechanical transmission. However, in this case and for the hydromechanical gears subject to measurement the whole arrangement, torque converter and mechanical transmission, is considered as a TC with similar characteristic curves as a sole torque converter. In the case of measurements together with a mechanical transmission, the speed ratio v and all corresponding values for step widths as well as limits shall be adjusted by taking the mechanical transmission ratio into account.
For the determination of the torque converter characteristics two measurement options may be applied:
Option A: measurement at constant input speed;
Option B: measurement at constant input torque in accordance with SAE J643.
The manufacturer may choose option A or B for case S and case P arrangements.
For the input to the simulation tool, the torque ratio μ and reference torque Tpum of the torque converter shall be measured for a range of v ≤ 0,95 (= vehicle propulsion mode).
In the case of use of standard values, the data on torque converter characteristics provided to the simulation tool shall only cover the range of v ≤ 0,95 (or the adjusted speed ratio). The simulation tool automatically adds the generic values for overrun conditions.
Table 1
Default values for v ≥ 1,00
|
v |
μ |
Tpum 1000 |
|
1,000 |
1,0000 |
0,00 |
|
1,100 |
0,9999 |
– 40,34 |
|
1,222 |
0,9998 |
– 80,34 |
|
1,375 |
0,9997 |
– 136,11 |
|
1,571 |
0,9996 |
– 216,52 |
|
1,833 |
0,9995 |
– 335,19 |
|
2,200 |
0,9994 |
– 528,77 |
|
2,500 |
0,9993 |
– 721,00 |
|
3,000 |
0,9992 |
– 1 122,00 |
|
3,500 |
0,9991 |
– 1 648,00 |
|
4,000 |
0,9990 |
– 2 326,00 |
|
4,500 |
0,9989 |
– 3 182,00 |
|
5,000 |
0,9988 |
– 4 242,00 |
4.1. Option A: Measured torque converter characteristics at constant speed
4.1.1. General requirements
The torque converter used for the measurements shall be in accordance with the drawing specifications for series production torque converters.
Modifications to the TC to meet the testing requirements of this Annex, e.g. for the inclusion of measurement sensors are permitted.
Upon request of the approval authority the applicant for a certificate shall specify and prove the conformity with the requirements defined in this Annex.
4.1.2. Oil temperature
The input oil temperature to the TC shall meet the following requirements:
The oil temperature shall be measured at the drain plug or in the oil sump.
In case the TC characteristics are measured separately form the transmission, the oil temperature shall be measured prior to entering the converter test drum/bench.
4.1.3. Oil flow rate and pressure
The input TC oil flow rate and output oil pressure of the TC shall be kept within the specified operational limits for the torque converter, depending on the related transmission type and the tested maximum input speed.
4.1.4. Oil quality/Oil viscosity
As specified for transmission testing in 3.1.2.5.3 and 3.1.2.5.4.
4.1.5. Installation
The torque converter shall be installed on a testbed with a torque sensor, speed sensor and an electric machine installed at the input and output shaft of the TC.
4.1.6. Measurement equipment
The calibration laboratory facilities shall comply with the requirements of either ►M3 IATF ◄ 16949, ISO 9000 series or ISO/IEC 17025. All laboratory reference measurement equipment, used for calibration and/or verification, shall be traceable to national (international) standards.
4.1.6.1. Torque
The torque sensor measurement uncertainty shall be below 1 % of the measured torque value.
The use of torque sensors with higher measurement uncertainties is allowed if the part of the uncertainty exceeding 1 % of the measured torque can be calculated and is added to the measured torque loss as described in 4.1.7.
4.1.6.2. Speed
The uncertainty of the speed sensors shall not exceed ± 1 rpm.
4.1.6.3. Temperature
The uncertainty of the temperature sensors for the measurement of the ambient temperature shall not exceed ± 1,5 K.
The uncertainty of the temperature sensors for the measurement of the oil temperature shall not exceed ± 1,5 K.
4.1.7. Test procedure
4.1.7.1. Zero torque signal compensation
As specified in 3.1.6.1.
4.1.7.2. Measurement sequence
|
4.1.7.2.1. |
The input speed npum of the TC shall be fixed to a constant speed within the range of: 1 000 rpm ≤ npum ≤ 2 000 rpm |
|
4.1.7.2.2. |
The speed ratio v shall be adjusted by increasing the output speed ntur from 0 rpm up to the set value of npum . |
|
4.1.7.2.3. |
The step width shall be 0,1 for the speed ratio range of 0 to 0,6 and 0,05 for the range of 0,6 to 0,95. |
|
4.1.7.2.4. |
The upper limit of the speed ratio may be limited to a value below 0,95 by the manufacturer. In this case at least seven evenly distributed points between v = 0 and a value of v < 0,95 have to be covered by the measurement. |
|
4.1.7.2.5. |
►M3 For each point a minimum of 3-second stabilisation time within the temperature limits defined in point 4.1.2. is required. ◄ If needed, the stabilization time may be extended by the manufacturer to maximum 60 seconds. The oil temperature shall be recorded during the stabilization. |
|
4.1.7.2.6. |
For each point the signals specified in 4.1.8. shall be recorded for the test point for a minimum of 3 seconds but for no longer than 15 seconds. |
|
4.1.7.2.7. |
The measurement sequence (4.1.7.2.1. to 4.1.7.2.6.) shall be performed two times in total. |
4.1.8. Measurement signals and data recording
At least the following signals shall be recorded during the measurement:
Input (pump) torque Tc,pum [Nm]
Output (turbine) torque Tc,tur [Nm]
Input rotational (pump) speed npum [rpm]
Output rotational (turbine) speed ntur [rpm]
TC input oil temperature KTCin [°C]
The sampling and recording rate shall be 100 Hz or higher.
A low pass filter shall be applied to avoid measurement errors.
4.1.9. Measurement validation
|
4.1.9.1. |
The arithmetic mean values of torque and speed for the 03-15 seconds measurement shall be calculated for each of the two measurements. |
|
4.1.9.2. |
The measured torques and speeds from the two sets shall be averaged (arithmetic mean values). |
|
4.1.9.3. |
The deviation between the averaged torque of the two measurement sets shall be below ± 5 % of the average or ± 1 Nm (whichever value is larger). The arithmetic average of the two averaged torque values shall be taken. If the deviation is higher, the following value shall be taken for point 4.1.10. and 4.1.11. or the test shall be repeated for the TC.
—
for the calculation of ΔUT,pum/tur: smallest averaged torque value for Tc,pum/tur
—
for the calculation of torque ratio μ: largest averaged torque value for Tc,pum
—
for the calculation of torque ratio μ: smallest averaged torque value for Tc,tur
—
for the calculation of reference torque Tpum1000: smallest averaged torque value for Tc,pum
|
|
4.1.9.4. |
The measured and averaged speed and torque at the input shaft shall be below ± 5 rpm and ± 5 Nm of the speed and torque set point for each measured operating point for the complete speed ratio series. |
4.1.10. Measurement uncertainty
The part of the calculated measurement uncertainty UT,pum/tur exceeding 1 % of the measured torque Tc,pum/tur shall be used to correct the characteristic value of the TC as defined below.
ΔUT,pum/tur = MAX (0, (UT,pum/tur – 0,01 * Tc,pum/tur))
The uncertainty UT,pum/tur of the torque measurement shall be calculated based on the following parameter:
Calibration error (incl. sensitivity tolerance, linearity, hysteresis and repeatability)
The uncertainty UT,pum/tur of the torque measurement is based on the uncertainties of the sensors at 95 % confidence level.
where:
|
Tc,pum/tur |
= |
Current / measured torque value at input/output torque sensor (uncorrected) [Nm] |
|
Tpum |
= |
Input (pump) torque (after uncertainty correction) [Nm] |
|
UT,pum/tur |
= |
Uncertainty of input / output torque measurement at 95 % confidence level separately for input and output torque sensor[Nm] |
|
Tn |
= |
Nominal torque value of torque sensor [Nm] |
|
ucal |
= |
Uncertainty by torque sensor calibration [Nm] |
|
Wcal |
= |
Relative calibration uncertainty (related to nominal torque) [%] |
|
kcal |
= |
Calibration advancement factor (if declared by sensor manufacturer, otherwise = 1) |
4.1.11. Calculation of TC characteristics
For each measurement point, the following calculations shall be applied to the measurement data:
where:
|
μ |
= |
Torque ratio of the TC [-] |
|
v |
= |
Speed ratio of the TC [-] |
|
Tc,pum |
= |
Input (pump) torque (corrected) [Nm] |
|
npum |
= |
Input rotational (pump) speed [rpm] |
|
ntur |
= |
Output rotational (turbine) speed [rpm] |
|
Tpum1000 |
= |
Reference torque at 1 000 rpm [Nm] |
4.2. Option B: Measurement at constant input torque (in accordance with SAE J643)
4.2.1. General requirements
As specified in 4.1.1.
4.2.2. Oil temperature
As specified in 4.1.2.
4.2.3. Oil flow rate and pressure
As specified in 4.1.3.
4.2.4. Oil quality
As specified in 4.1.4.
4.2.5. Installation
As specified in 4.1.5.
4.2.6. Measurement equipment
As specified in 4.1.6.
4.2.7. Test procedure
4.2.7.1. Zero torque signal compensation
As specified in 3.1.6.1.
4.1.7.2. Measurement sequence
|
4.2.7.2.1. |
The input torque Tpum shall be set to a positive level at npum = 1 000 rpm with the output shaft of the TC held non-rotating (output speed ntur = 0 rpm). |
|
4.2.7.2.2. |
The speed ratio v shall be adjusted by increasing the output speed ntur from 0 rpm up to a value of ntur covering the usable range of v with at least seven evenly distributed speed points. |
|
4.2.7.2.3. |
The step width shall be 0.1 for the speed ratio range of 0 to 0,6 and 0,05 for the range of 0,6 to 0,95. |
|
4.2.7.2.4. |
The upper limit of the speed ratio may be limited to a value below 0,95 by the manufacturer. |
|
4.2.7.2.5. |
►M3 For each point a minimum of 5-second stabilisation time within the temperature limits defined in point 4.2.2. is required. ◄ If needed, the stabilization time may be extended by the manufacturer to maximum 60 seconds. The oil temperature shall be recorded during the stabilization. |
|
4.2.7.2.6. |
For each point the values specified in 4.2.8. shall be recorded for the test point for a minimum of 5 seconds but for no longer than 15 seconds. |
|
4.2.7.2.7. |
The measurement sequence (4.2.7.2.1. to 4.2.7.2.6.) shall be performed two times in total. |
4.2.8. Measurement signals and data recording
As specified in 4.1.8.
4.2.9. Measurement validation
As specified in 4.1.9.
4.2.10. Measurement uncertainty
As specified in 4.1.9.
4.2.11. Calculation of TC characteristics
As specified in 4.1.11.
5. ►M3 Testing procedure for other torque transferring components (OTTC) ◄
The scope of this section includes engine retarders, transmission retarders, driveline retarders, and components that are treated in the simulation tool as a retarder. These components include vehicle starting devices like a single wet transmission input clutch or hydro-dynamic clutch.
5.1. Methods for establishing retarder drag losses
The retarder drag torque loss is a function of the retarder rotor speed. Since the retarder can be integrated in different parts of the vehicle driveline, the retarder rotor speed depends on the drive part (= speed reference) and step-up ratio between drive part and retarder rotor as shown in Table 2.
Table 2
Retarder rotor speeds
|
Configuration |
Speed reference |
Retarder rotor speed calculation |
|
A. Engine Retarder |
Engine Speed |
nretarder = nengine * istep-up |
|
B. Transmission Input Retarder |
Transmission Input Shaft Speed |
nretarder = ntransm.input * istep-up = ntransm.output * itransm * istep-up |
|
C. Transmission Output Retarder or Axlegear Input Retarder |
Transmission Output Shaft Speed or Axlegear Input Shaft Speed |
nretarder = ntransm.output × istep-up |
where:
|
istep-up |
= |
step-up ratio = retarder rotor speed/drive part speed |
|
itransm |
= |
transmission ratio = transmission input speed/transmission output speed |
Retarder configurations that are integrated in the engine and cannot be separated from the engine shall be tested in combination with the engine. This section does not cover these non-separable engine integrated retarders.
Retarders that can be disconnected from the driveline or the engine by any kind of clutch are considered to have zero rotor speed in disconnected condition and therefore have no power losses.
The retarder drag losses shall be measured with one of the following two methods:
Measurement on the retarder as a stand-alone unit
Measurement in combination with the transmission
5.1.1. General requirements
In case the losses are measured on the retarder as stand-alone unit, the results are affected by the torque losses in the bearings of the test setup. It is permitted to measure these bearing losses and subtract them from the retarder drag loss measurements.
The manufacturer shall guarantee that the retarder used for the measurements is in accordance with the drawing specifications for series production retarders.
Modifications to the retarder to meet the testing requirements of this Annex, e.g. for the inclusion of measurement sensors or the adaption of an external oil conditioning systems are permitted.
Based on the family described in Appendix 6 to this Annex, measured drag losses for transmissions with retarder can be used for the same (equivalent) transmission without retarder.
The use of the same transmission unit for measuring the torque losses of variants with and without retarder is permitted.
Upon request of the approval authority the applicant for a certificate shall specify and prove the conformity with the requirements defined in this Annex.
5.1.2. Run-in
On request of the applicant a run-in procedure may be applied to the retarder. The following provisions shall apply for a run-in procedure.
|
5.1.2.1 |
If the manufacturer applies a run-in procedure to the retarder, the run-in time for the retarder shall not exceed 100 hours at zero retarder apply torque. Optionally a share of a maximum of 6 hours with retarder apply torque may be included. |
5.1.3. Test conditions
5.1.3.1. Ambient temperature
The ambient temperature during the test shall be in a range of 25 °C ± 10 K.
The ambient temperature shall be measured 1 m laterally from the retarder.
5.1.3.2. Ambient pressure
For magnetic retarders the minimum ambient pressure shall be 899 hPa according to International Standard Atmosphere (ISA) ISO 2533.
5.1.3.3. Oil or water temperature
For hydrodynamic retarders:
Except for the fluid, no external heating is allowed.
In case of testing as stand-alone unit, the retarder fluid temperature (oil or water) shall not exceed 87 °C.
In case of testing in combination with transmission, the oil temperature limits for transmission testing shall apply.
5.1.3.4. Oil or water quality
New, recommended first fill oil for the European market shall be used in the test.
For water retarders the water quality shall meet the specifications set out by the manufacturer for the retarder. The water pressure shall be set to a fixed value close to vehicle condition (1 ± 0,2 bar relative pressure at retarder input hose).
5.1.3.5. Oil viscosity
If several oils are recommended for first fill, they are considered to be equal if the oils have a kinematic viscosity within 50 % of each other at the same temperature (within the specified tolerance band for KV100).
5.1.3.6. Oil or water level
The oil/water level shall meet the nominal specifications for the retarder.
5.1.4. Installation
The electric machine, the torque sensor, and speed sensor shall be mounted at the input side of the retarder or transmission.
The installation of the retarder (and transmission) shall be done with an inclination angle as for installation in the vehicle according to the homologation drawing ± 1° or at 0° ± 1°.
5.1.5. Measurement equipment
As specified for transmission testing in 3.1.4.
5.1.6. Test procedure
5.1.6.1. Zero torque signal compensation:
As specified for transmission testing in 3.1.6.1.
5.1.6.2. Measurement sequence
The torque loss measurement sequence for the retarder testing shall follow the provisions for the transmission testing defined in 3.1.6.3.2. to 3.1.6.3.5.
5.1.6.2.1. Measurement on the retarder as stand-alone unit
When the retarder is tested as stand-alone unit, torque loss measurements shall be conducted using the following speed points:
200, 400, 600, 900, 1 200 , 1 600 , 2 000 , 2 500 , 3 000 , 3 500 , 4 000 , 4 500 , 5 000 , continued up to the maximum retarder rotor speed.
5.1.6.2.2. Measurement in combination with the transmission
|
5.1.6.2.2.1. |
In case the retarder is tested in combination with a transmission, the selected transmission gear shall allow the retarder to operate at its maximum rotor speed. |
5.1.6.2.2. The torque loss shall be measured at the operating speeds as indicated for the related transmission testing.
|
5.1.6.2.2.3. |
Measurement points may be added for transmission input speeds below 600 rpm if requested by the manufacturer. |
|
5.1.6.2.2.4. |
The manufacturer may separate the retarder losses from the total transmission losses by testing in the order as described below:
(1)
The load-independent torque loss for the complete transmission including retarder shall be measured as defined in point 3.1. for transmission testing in one of the higher transmission gears: = Tl,in,withret
(2)
The retarder and related parts shall be replaced with parts required for the equivalent transmission variant without retarder. The measurement of point (1) shall be repeated. = Tl,in,withoutret
(3)
The load-independent torque loss for the retarder system shall be determined by calculating the differences between the two test data sets = Tl,in,retsys = Tl,in,withret – Tl,in,withoutret |
5.1.7. Measurement signals and data recording
As specified for transmission testing in 3.1.5.
5.1.8. Measurement validation
All recorded data shall be checked and processed as defined for transmission testing in 3.1.7.
5.2. Complement of input files for the simulation tool
|
5.2.1 |
Retarder torque losses for speeds below the lowest measurement speed shall be set equal to the measured torque loss at this lowest measurement speed. |
|
5.2.2 |
In case the retarder losses were separated out from the total losses by calculating the difference in data sets of testing with and without a retarder (see 5.1.6.2.2.4.), the actual retarder rotor speeds depend on the retarder location, and/or selected gear ratio and retarder step-up ratio and thereby may differ from the measured transmission input shaft speeds. The actual retarder rotor speeds relative to the measured drag loss data shall be calculated as described in 5.1. Table 2. |
|
5.2.3 |
The torque loss map data shall be formatted and saved as specified in Appendix 12 to this Annex. |
6. Testing procedure for additional drivetrain components (ADC) / drivetrain component with a single speed ratio (e.g. angle drive)
6.1. Methods for establishing losses of a drivetrain component with a single speed ratio
The losses of a drivetrain component with a single speed ratio shall be determined using one of the following cases:
6.1.1. Case A: Measurement on a separate drivetrain component with a single speed ratio
For the torque loss measurement of a drivetrain component with a single speed ratio, the three options as defined for the determination of the transmission losses shall apply:
|
Option 1 |
: |
Measured torque independent losses and calculated torque dependent losses (Transmission test option 1) |
|
Option 2 |
: |
Measured torque independent losses and measured torque dependent losses at full load (Transmission test option 2) |
|
Option 3 |
: |
Measurement under full load points (Transmission test option 3) |
The measurement, the validation and the uncertainty calculation of the losses of a drivetrain component with a single speed ratio shall follow the procedure described for the related transmission test option in point 3 diverging in the following requirements:
Measurements shall be performed at 200 rpm and 400 rpm (at the input shaft of the drivetrain component with a single speed ratio) and for the following speed points: 600, 900, 1 200 , 1 600 , 2 000 , 2 500 , 3 000 , 4 000 rpm and multiples of 10 of these values up to the maximum speed in accordance with specifications of the drivetrain component with a single speed ratio, or the last speed point before the defined maximum speed. It is permitted to measure additional intermediate speed points.
6.1.1.1 Applicable speed range:
6.1.2. Case B: Individual measurement of a drivetrain component with a single speed ratio connected to a transmission
Where the drivetrain component with a single speed ratio is tested in combination with a transmission, the testing shall follow one of the defined options for transmission testing:
|
Option 1 |
: |
Measured torque independent losses and calculated torque dependent losses (Transmission test option 1) |
|
Option 2 |
: |
Measured torque independent losses and measured torque dependent losses at full load (Transmission test option 2) |
|
Option 3 |
: |
Measurement under full load points (Transmission test option 3) |
6.1.2.1 The manufacturer may separate the losses of a drivetrain component with a single speed ratio from the total transmission losses by testing in the order as described below:
The torque loss for the complete transmission including drivetrain component with a single speed ratio shall be measured as defined for the applicable transmission testing option
= Tl,in,withad
The drivetrain component with a single speed ratio and related parts shall be replaced with parts required for the equivalent transmission variant without drivetrain component with a single speed ratio. The measurement of point (1) shall be repeated.
= Tl,in,withoutad
The torque loss for the drivetrain component system with a single speed ratio shall be determined by calculating the differences between the two test data sets
= Tl,in,adsys = max(0, Tl,in,withad – Tl,in,withoutad)
6.2. Complement of input files for the simulation tool
6.2.1. Torque losses for speeds below the above defined minimum speed and additionally at input speed point of 0 rpm shall be set equal to the torque loss at the minimum speed.
6.2.2. In the cases the highest tested input speed of the drivetrain component with a single speed ratio was the last speed point below the defined maximum permissible speed of the drivetrain component with a single speed ratio, an extrapolation of the torque loss shall be applied up to the maximum speed with linear regression based on the two last measured speed points.
6.2.3. To calculate the torque loss data for the input shaft of the transmission the drivetrain component with a single speed ratio is to be combined with, linear interpolation and extrapolation shall be used.
7. Conformity of the certified CO2 emissions and fuel consumption related properties
|
7.1. |
Every transmission, torque converter (TC), other torque transferring components (OTTC) and additional driveline components (ADC) shall be so manufactured as to conform to the approved type with regard to the description as given in the certificate and its annexes. ►M3 The conformity of the certified CO2 emissions and fuel consumption related properties procedures shall comply to the conformity of production arrangements laid down in Article 31 of Regulation (EU) 2018/858. ◄ |
|
7.2 |
Torque converter (TC), other torque transferring components (OTTC) and additional driveline components (ADC) shall be excluded from the production conformity testing provisions of section 8 to this annex. |
|
7.3 |
Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificates set out in Appendix 1 to this Annex. |
|
7.4 |
Conformity of the certified CO2 emissions and fuel consumption related properties shall be assessed in accordance with the specific conditions laid down in this paragraph. |
|
7.5 |
The manufacturer shall test annually at least the number of transmissions indicated in Table 3 based on the total annual production number of the transmissions produced by the manufacturer. For the purpose of establishing the production numbers, only transmissions which fall under the requirements of this Regulation shall be considered. |
|
7.6 |
Each transmission which is tested by the manufacturer shall be representative for a specific family. Notwithstanding provisions of the point 7.10., only one transmission per family shall be tested. |
|
7.7 |
For the total annual production volumes between 1 001 and 10 000 transmissions, the choice of the family for which the tests shall be performed shall be agreed between the manufacturer and the approval authority. |
|
7.8 |
For the total annual production volumes above 10 000 transmissions, the transmission family with the highest production volume shall always be tested. The manufacturer shall justify (ex. by showing sales numbers) to the approval authority the number of tests which has been performed and the choice of the families. The remaining families for which the tests are to be performed shall be agreed between the manufacturer and the approval authority.
Table 3 Sample size conformity testing
|
|
7.9. |
For the purpose of the conformity of the certified CO2 emissions and fuel consumption related properties testing the approval authority shall identify together with the manufacturer the transmission type(s) to be tested. The approval authority shall ensure that the selected transmission type(s) is manufactured to the same standards as for serial production.. |
|
7.10 |
If the result of a test performed in accordance with point 8 is higher than the one specified in point 8.1.3., 3 additional transmissions from the same family shall be tested. If at least one of them fails, provisions of Article 23 shall apply. |
8. Production conformity testing
For conformity of the certified CO2 emissions and fuel consumption related properties testing the following method shall apply upon prior agreement between an approval authority and the applicant for a certificate:
8.1 Conformity testing of transmissions
|
8.1.1 |
The transmission efficiency shall be determined following the simplified procedure described in this paragraph.
|
|
8.1.3 |
The conformity of the certified CO2 emissions and fuel consumption related properties test is passed when the following condition applies: The efficiency of the tested transmission during conformity of the certified CO2 emissions and fuel consumption related properties test ηA,CoP shall not be lower than X % of the type approved transmission efficiency ηA,TA . ηA,TA – ηA,CoP ≤ X X shall be replaced by 1,5 % for SMT/AMT/DCT transmissions and 3 % for APT transmissions or transmission with more than 2 friction shift clutches. The efficiency of the approved transmission ηA,TA shall be calculated by the arithmetic mean value of the efficiency of 18 operating points during certification based on the formulas in 8.1.2.3 and 8.1.2.4, defined by the requirements in 8.1.2.2.2. |
Appendix 1
MODEL OF A CERTIFICATE OF A COMPONENT, SEPARATE TECHNICAL UNIT OR SYSTEM
Maximum format: A4 (210 × 297 mm)
CERTIFICATE ON CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF A TRANSMISSON / TORQUE CONVERTER / OTHER TORQUE TRANSFERRING COMPONENT/ ADDITIONAL DRIVELINE COMPONENT ( 15 ) FAMILY
|
Communication concerning: — granting (1) — extension (1) — refusal (1) — withdrawal (1) |
Administration stamp
|
of a certificate with regard to Regulation (EC) No 595/2009 as implemented by Regulation (EU) 2017/2400.
Regulation (EC) No XXXXX and Regulation (EU) 2017/2400 as last amended by ….
certification number:
Hash:
Reason for extension:
SECTION I
|
0.1 |
Make (trade name of manufacturer): |
|
0.2 |
Type: |
|
0.3 |
Means of identification of type, if marked on the component
|
|
0.4 |
Name and address of manufacturer: |
|
0.5 |
In the case of components and separate technical units, location and method of affixing of the EC approval mark: |
|
0.6 |
Name(s) and address(es) of assembly plant(s): |
|
0.7 |
Name and address of the manufacturer's representative (if any) |
SECTION II
1. Additional information (where applicable): see Addendum
1.1. Option used for the determination of the torque losses
|
1.1.1 |
In case of transmission: specify for both output torque ranges 0-10 kNm and > 10 kNm separately for each transmission gear |
|
2. |
Approval authority responsible for carrying out the tests: |
|
3. |
Date of test report |
|
4. |
Number of test report |
|
5. |
Remarks (if any): see Addendum |
|
6. |
Place |
|
7. |
Date |
|
8. |
Signature |
Attachments:
Information document
Test report
Appendix 2
Transmission information document
|
Information document no.: |
Issue: Date of issue: Date of Amendment: |
pursuant to …
Transmission type/family (if applicable):
…
0. GENERAL
|
0.1. |
Name and address of manufacturer |
|
0.2. |
Make (trade name of manufacturer): |
|
0.3. |
Transmission type: |
|
0.4. |
Transmission family: |
|
0.5. |
Transmission type as separate technical unit/Transmission family as separate technical unit |
|
0.6. |
Commercial name(s) (if available): |
|
0.7. |
Means of identification of model, if marked on the transmission: |
|
0.8. |
In the case of components and separate technical units, location and method of affixing of the EC approval mark: |
|
0.9. |
Name(s) and address(es) of assembly plant(s): |
|
0.10. |
Name and address of the manufacturer's representative: |
PART 1
ESSENTIAL CHARACTERISTICS OF THE (PARENT) TRANSMISSION AND THE TRANSMISSION TYPES WITHIN A TRANSMISSION FAMILY
|
|
Parent transmission |
Family members |
|
||
|
|
|||||
|
or transmission type |
|
||||
|
|
|||||
|
|
#1 |
#2 |
#3 |
|
|
|
|
|||||
▼M1 —————
1.0 SPECIFIC TRANSMISSION/TRANSMISSION FAMILY INFORMATION
|
1.1 |
Gear ratio. Gearscheme and powerflow |
|
1.2 |
Center distance for countershaft transmissions |
|
1.3 |
Type of bearings at corresponding positions (if fitted) |
|
1.4 |
Type of shift elements (tooth clutches, including synchronisers or friction clutches) at corresponding positions (where fitted) |
|
1.5 |
Single gear width for Option 1 or Single gear width ± 1 mm for Option 2 or Option 3 |
|
1.6 |
Total number of forward gears |
|
1.7 |
Number of tooth shift clutches |
|
1.8 |
Number of synchronizers |
|
1.9 |
Number of friction clutch plates (except for single dry clutch with 1 or 2 plates) |
|
1.10 |
Outer diameter of friction clutch plates (except for single dry clutch with 1 or 2 plates) |
|
1.11 |
Surface roughness of the teeth (incl. drawings) |
|
1.12 |
Number of dynamic shaft seals |
|
1.13 |
Oil flow for lubrication and cooling per transmission input shaft revolution |
|
1.14 |
Oil viscosity at 100 °C (± 10 %) |
|
1.15 |
System pressure for hydraulically controlled gearboxes |
|
1.16 |
Specified oil level in reference to central axis and in accordance with the drawing specification (based on average value between lower and upper tolerance) in static or running condition. The oil level is considered as equal if all rotating transmission parts (except for the oil pump and the drive thereof) are located above the specified oil level |
|
1.17 |
Specified oil level (± 1 mm) |
|
1.18 |
►M3 Gear ratios [-] and maximum input torque [Nm], maximum input power (kW) and maximum input speed [rpm] for the highest rated version per family member (where the same family member is sold with different commercial names) ◄ 1 gear
2 gear
3 gear
4 gear
5 gear
6 gear
7 gear
8 gear
9 gear
10 gear
11 gear
12 gear
n gear
|
|
1.19 |
TC lock-up clutch slip in fixed gears (yes/no) If yes, declaration of permanent slip in TC lock-up clutch or input side clutch in separate maps for each gear depending of measured input speed/torque points, see example of data for gear 1 below:
TC-slip [rpm] Gear 1
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||
LIST OF ATTACHMENTS
|
No.: |
Description: |
Date of issue: |
|
1 |
Information on Transmission test conditions |
… |
|
2 |
… |
|
Attachment 1 to Transmission information document
Information on test conditions (if applicable)
|
1.1 Measurement with retarder |
yes/no |
|
1.2 Measurement with angle drive |
yes/no |
|
1.3 Maximum tested input speed [rpm] |
|
|
1.4 Maximum tested input torque [Nm] |
|
Appendix 3
Hydrodynamic torque converter (TC) information document
|
Information document no.: |
Issue: Date of issue: Date of Amendment: |
pursuant to …
TC type/family (if applicable):
…
0. GENERAL
|
0.1 |
Name and address of manufacturer |
|
0.2 |
Make (trade name of manufacturer): |
|
0.3 |
TC type: |
|
0.4 |
TC family: |
|
0.5 |
TC type as separate technical unit / TC family as separate technical unit |
|
0.6 |
Commercial name(s) (if available): |
|
0.7 |
Means of identification of model, if marked on the TC: |
|
0.8 |
In the case of components and separate technical units, location and method of affixing of the EC approval mark: |
|
0.9 |
Name(s) and address(es) of assembly plant(s): |
|
0.10 |
Name and address of the manufacturer's representative: |
PART 1
ESSENTIAL CHARACTERISTICS OF THE (PARENT) TC AND THE TC TYPES WITHIN A TC FAMILY
|
|
Parent TC or |
Family members |
|
||
|
|
|||||
|
TC type |
#1 |
#2 |
#3 |
|
|
|
|
|||||
|
|
|||||
|
|
|
|
|
|
|
▼M1 —————
1.0 SPECIFIC TORQUE CONVERTER/TORQUE CONVERTER FAMILY INFORMATION
|
1.1 |
For hydrodynamic torque converter without mechanical transmission (serial arrangement).
|
|
1.2 |
For hydrodynamic torque converter with mechanical transmission (parallel arrangement).
|
LIST OF ATTACHMENTS
|
No.: |
Description: |
Date of issue: |
|
1 |
Information on Torque Converter test conditions |
… |
|
2 |
… |
|
Attachment 1 to Torque Converter information document
Information on test conditions (if applicable)
1. Method of measurement
|
1.1 |
TC with mechanical transmission yes/no |
|
1.2 |
TC as separate unit yes/no |
Appendix 4
Other torque transferring components (OTTC) information document
|
Information document no.: |
Issue: Date of issue: Date of Amendment: |
pursuant to …
OTTC type/family (if applicable):
…
0. GENERAL
|
0.1 |
Name and address of manufacturer |
|
0.2 |
Make (trade name of manufacturer): |
|
0.3 |
OTTC type: |
|
0.4 |
OTTC family: |
|
0.5 |
OTTC type as separate technical unit/OTTC family as separate technical unit |
|
0.6 |
Commercial name(s) (if available): |
|
0.7 |
Means of identification of model, if marked on the OTTC: |
|
0.8 |
In the case of components and separate technical units, location and method of affixing of the EC approval mark: |
|
0.9 |
Name(s) and address(es) of assembly plant(s): |
|
0.10 |
Name and address of the manufacturer's representative: |
PART 1
ESSENTIAL CHARACTERISTICS OF THE (PARENT) OTTC AND THE OTTC TYPES WITHIN AN OTTC FAMILY
|
|
Parent OTTC |
Family member |
|
||
|
|
|||||
|
|
#1 |
#2 |
#3 |
|
|
|
|
|||||
▼M1 —————
1.0 SPECIFIC OTTC INFORMATION
|
1.1 |
For hydrodynamic torque transferring components (OTTC) / retarder
|
|
1.2 |
For magnetic torque transferring components (OTTC) / Retarder
|
|
1.3 |
For torque transferring components (OTTC)/hydrodynamic clutch
|
LIST OF ATTACHMENTS
|
No.: |
Description: |
Date of issue: |
|
1 |
Information on OTTC test conditions |
… |
|
2 |
… |
|
Attachment 1 to OTTC information document
Information on test conditions (if applicable)
1. Method of measurement
|
2. |
Maximum test speed of OTTC main torque absorber e.g. retarder rotor [rpm] |
Appendix 5
Additional driveline components (ADC) information document
|
Information document no.: |
Issue: Date of issue: Date of Amendment: |
pursuant to …
ADC type/family (if applicable):
…
0. GENERAL
|
0.1 |
Name and address of manufacturer |
|
0.2 |
Make (trade name of manufacturer): |
|
0.3 |
ADC type: |
|
0.4 |
ADC family: |
|
0.5 |
ADC type as separate technical unit/ADC family as separate technical unit |
|
0.6 |
Commercial name(s) (if available): |
|
0.7 |
Means of identification of model, if marked on the ADC: |
|
0.8 |
In the case of components and separate technical units, location and method of affixing of the EC approval mark: |
|
0.9 |
Name(s) and address(es) of assembly plant(s): |
|
0.10 |
Name and address of the manufacturer's representative: |
PART 1
ESSENTIAL CHARACTERISTICS OF THE (PARENT) ADC AND THE ADC TYPES WITHIN AN ADC FAMILY
|
|
Parent-ADC |
Family member |
|
||
|
|
|||||
|
|
#1 |
#2 |
#3 |
|
|
|
|
|||||
▼M1 —————
1.0 SPECIFIC ADC/ANGLE DRIVE INFORMATION
|
1.1 |
Gear ratio and gearscheme |
|
1.2 |
Angle between input/output shaft |
|
1.3 |
Type of bearings at corresponding positions |
|
1.4 |
Number of teeth per gearwheel |
|
1.5 |
Single gear width |
|
1.6 |
Number of dynamic shaft seals |
|
1.7 |
Oil viscosity (± 10 %) |
|
1.8 |
Surface roughness of the teeth |
|
1.9 |
Specified oil level in reference to central axis and in accordance with the drawing specification (based on average value between lower and upper tolerance) in static or running condition. The oil level is considered as equal if all rotating transmission parts (except for the oil pump and the drive thereof) are located above the specified oil level |
|
1.10 |
Oil level within (± 1mm). |
LIST OF ATTACHMENTS
|
No.: |
Description: |
Date of issue: |
|
1 |
Information on ADC test conditions |
… |
|
2 |
… |
|
Attachment 1 to ADC information document
Information on test conditions (if applicable)
1. Method of measurement
|
with transmission |
yes/no |
|
drive mechanism |
yes/no |
|
direct |
yes/no |
|
2. |
Maximum test speed at ADC input [rpm] |
Appendix 6
Family Concept
1. General
A transmission, torque converter, other torque transferring components or additional driveline components family is characterized by design and performance parameters. These shall be common to all members within the family. The manufacturer may decide which transmission, torque converter, other torque transferring components or additional driveline components belong to a family, as long as the membership criteria listed in this Appendix are respected. The related family shall be approved by the Approval Authority. The manufacturer shall provide to the Approval Authority the appropriate information relating to the members of the family.
1.1 Special cases
In some cases there may be interaction between parameters. This shall be taken into consideration to ensure that only transmissions, torque converter, other torque transferring components or additional driveline components with similar characteristics are included within the same family. These cases shall be identified by the manufacturer and notified to the Approval Authority. It shall then be taken into account as a criterion for creating a new transmission, torque converter, other torque transferring components or additional driveline components family.
In case of devices or features, which are not listed in paragraph 9. and which have a strong influence on the level of performance, this equipment shall be identified by the manufacturer on the basis of good engineering practice, and shall be notified to the Approval Authority. It shall then be taken into account as a criterion for creating a new transmission, torque converter, other torque transferring components or additional driveline components family.
|
1.2 |
The family concept defines criteria and parameters enabling the manufacturer to group transmission, torque converter, other torque transferring components or additional driveline components into families and types with similar or equal CO2-relevant data. |
|
2. |
The Approval Authority may conclude that the highest torque loss of the transmission, torque converter, other torque transferring components or additional driveline components family can best be characterized by additional testing. In this case, the manufacturer shall submit the appropriate information to determine the transmission, torque converter, other torque transferring components or additional driveline components within the family likely to have the highest torque loss level. If members within a family incorporate other features which may be considered to affect the torque losses, these features shall also be identified and taken into account in the selection of the parent. |
|
3. |
Parameters defining the transmission family
|
|
4. |
Choice of the parent transmission The parent transmission shall be selected using the following criteria listed below.
(a)
Highest single gear width for Option 1 or highest Single gear width ± 1 mm for Option 2 or Option 3;
(b)
Highest total number of gears;
(c)
Highest number of tooth shift clutches;
(d)
Highest number of synchronizers;
(e)
Highest number of friction clutch plates (except for single dry clutch with 1 or 2 plates);
(f)
Highest value of the outer diameter of friction clutch plates (except for single dry clutch with 1 or 2 plates);
(g)
Highest value for the surface roughness of the teeth;
(h)
Highest number of dynamic shaft seals;
(i)
Highest oil flow for lubrication and cooling per input shaft revolution;
(j)
Highest oil viscosity;
(k)
Highest system pressure for hydraulically controlled gearboxes;
(l)
Highest specified oil level in reference to central axis and in accordance with the drawing specification (based on average value between lower and upper tolerance) in static or running condition. The oil level is considered as equal if all rotating transmission parts (except for the oil pump and the drive thereof) are located above the specified oil level;
(m)
Highest specified oil level (± 1 mm). |
|
5. |
Parameters defining the torque converter family
|
|
6. |
Choice of the parent torque converter
|
|
7. |
Parameters defining the other torque transferring components (OTTC) family
|
|
8. |
Choice of the parent torque transferring component
|
|
9. |
Parameters defining the additional driveline components family
|
|
10. |
Choice of the parent additional driveline component
|
Appendix 7
Markings and numbering
1. Markings
In the case of a component being certified in accordance with this Annex, the component shall bear:
|
1.1. |
The manufacturer's name or trade mark |
|
1.2. |
The make and identifying type indication as recorded in the information referred to in point 0.2 and 0.3 of Appendices 2 - 5 to this Annex |
|
1.3 |
The certification mark (if applicable) as a rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State which has granted the certificate: 1 for Germany;
2 for France;
3 for Italy;
4 for the Netherlands;
5 for Sweden;
6 for Belgium;
7 for Hungary;
8 for the Czech Republic;
9 for Spain;
11 for the United Kingdom;
12 for Austria;
13 for Luxembourg;
17 for Finland;
18 for Denmark;
19 for Romania;
20 for Poland;
21 for Portugal;
23 for Greece;
24 for Ireland;
25 for Croatia;
26 for Slovenia;
27 for Slovakia;
29 for Estonia;
32 for Latvia;
34 for Bulgaria;
36 for Lithuania;
49 for Cyprus;
50 for Malta
|
|
1.4 |
►M3 The certification mark shall also include in the vicinity of the rectangle the ‘base approval number’ as specified for Section 4 of the type-approval number set out in Annex IV to Regulation (EU) 2020/683, preceded by the two figures indicating the sequence number assigned to the latest technical amendment to this Regulation and by an alphabetical character indicating the part for which the certificate has been granted. ◄ For this Regulation, the sequence number shall be ►M3 02 ◄ . For this Regulation, the alphabetical character shall be the one laid down in Table 1.
|
|
1.5 |
Example of the certification mark
The above certification mark affixed to a transmission, torque converter (TC), other torque transferring component (OTTC) or additional drivetrain component (ADC) shows that the type concerned has been certified in Poland (e20), pursuant to this Regulation. The first two digits (02) are indicating the sequence number assigned to the latest technical amendment to this Regulation. The following digit indicates that the certification was granted for a transmission (G). The last five digits (00005) are those allocated by the approval authority to the transmission, as the base approval number. |
|
1.6 |
On request of the applicant for certificate and after prior agreement with the approval authority other type sizes than indicated in 1.5 may be used. Those other type sizes shall remain clearly legible. |
|
1.7 |
The markings, labels, plates or stickers must be durable for the useful life of the transmission, torque converter (TC), other torque transferring components (OTTC) or additional driveline components (ADC) and must be clearly legible and indelible. The manufacturer shall ensure that the markings, labels, plates or sticker cannot be removed without destroying or defacing them. |
|
1.8 |
In the case separate certifications are granted by the same approval authority for a transmission, a torque converter, other torque transferring components or additional driveline components and those parts are installed in combination, the indication of one certification mark referred to in point 1.3 is sufficient. This certification mark shall be followed by the applicable markings specified in point 1.4 for the respective transmission, torque converter, other torque transferring component or additional driveline component separated by ‘/’. |
|
1.9. |
The certification mark shall be visible when the transmission, torque converter, other torque transferring component or additional driveline component is installed on the vehicle and shall be affixed to a part necessary for normal operation and not normally requiring replacement during component life. |
|
1.10 |
In the case that torque converter or other torque transferring components are constructed in such a way that they are not accessible and / or visible after being assembled with a transmission the certification mark of the torque converter or other torque transferring component shall be placed on the transmission. In the case described in first paragraph, if a torque converter or other torque transferring component have not been certified, ‘–’ instead of the certification number shall be indicated on the transmission next to the alphabetical character specified in point 1.4. |
2. Numbering
|
2.1 |
Certification number for transmissions, torque converter, other torque transferring component and additional drivetrain component shall comprise the following:
eX*YYYY/YYYY*ZZZZ/ZZZZ*X*00000*00
|
Appendix 8
Standard torque loss values - Transmission
Calculated fallback values based on the maximum rated torque of the transmission:
|
Tl,in |
= |
Torque loss related to the input shaft [Nm] |
|
Tdx |
= |
Drag torque at x rpm [Nm] |
|
Taddx |
= |
Additional angle drive gear drag torque at x rpm [Nm] (if applicable) |
|
nin |
= |
Speed at the input shaft [rpm] |
|
fT |
= |
1-η |
|
η |
= |
efficiency |
|
fT |
= |
0,01 for direct gear, 0,04 for indirect gears |
|
fT_add |
= |
0,04 for angle drive gear (if applicable) |
|
Tin |
= |
Torque at the input shaft [Nm] |
|
Tmax,in |
= |
Maximum allowed input torque in any forward gear of transmission [Nm] |
|
= |
max(Tmax,in,gear) |
|
Tmax,in,gear |
= |
Maximum allowed input torque in gear, where gear = 1, 2, 3,… top gear). For transmissions with hydrodynamic torque converter this input torque shall be the torque at transmission input before torque converter. |
For transmissions with integrated differential, the integrated differential shall be treated as an angle drive. Thereby, the expressions for Tadd0 , Tadd1000 and fTadd above shall be used for calculating T l,in .
Appendix 9
Generic model – torque converter
Generic torque converter model based on standard technology:
For the determination of the torque converter characteristics a generic torque converter model depending on specific engine characteristics may be applied.
The generic TC model is based on the following characteristic engine data:
|
nrated |
= |
Maximum engine speed at maximum power (determined from the engine full-load curve as calculated by the engine pre-processing tool) [rpm] |
|
Tmax |
= |
Maximum engine torque (determined from the engine full-load curve as calculated by the engine pre-processing tool) [Nm] |
Thereby the generic TC characteristics are valid only for a combination of the TC with an engine sharing the same specific characteristic engine data.
Description of the four-point model for the torque capacity of the TC:
Generic torque capacity and generic torque ratio:
Figure 1
Generic torque capacity
Figure 2
Generic torque ratio
where:
|
TP1000 |
= |
Pump reference torque;
|
|
v |
= |
Speed ratio;
|
|
μ |
= |
Torque ratio;
|
|
vs |
= |
Speed ratio at overrun point;
For TC with rotating housing (Trilock-Type) vs typically is 1. For other TC concepts, especially power split concepts, vs may have values different from 1. |
|
vc |
= |
Speed ratio at coupling point;
|
|
v0 |
= |
Stall point; v 0 = 0 [rpm] |
|
vm |
= |
Intermediate speed ratio;
|
The model requires the following definitions for the calculation of the generic torque capacity:
The model requires the following definitions for the calculation of the generic torque ratio:
Linear interpolation between the calculated specific points shall be used.
Appendix 10
Standard torque loss values – other torque transferring components
Calculated standard torque loss values for other torque transferring components:
For primary hydrodynamic retarders (oil or water) with included vehicle launch functionality, the retarder drag torque shall be calculated by
For other hydrodynamic retarders (oil or water), the retarder drag torque shall be calculated by
For magnetic retarders (permanent or electro-magnetic), the retarder drag torque shall be calculated by:
where:
|
Tretarder |
= |
Retarder drag loss [Nm] |
|
nretarder |
= |
Retarder rotor speed [rpm] (see point 5.1 of this Annex) |
|
istep-up |
= |
Step-up ratio = retarder rotor speed / drive component speed (see point 5.1 of this Annex) |
Appendix 11
Standard torque loss values – geared angle drive or drivetrain component with a single speed ratio
Consistent with the standard torque loss values for the combination of a transmission with a geared angle drive in Appendix 8, the standard torque losses of a geared angle drive or drivetrain component with a single speed ratio without transmission shall be calculated from:
where:
|
Tl,in |
= |
Torque loss related to the input shaft of transmission [Nm] |
|
Taddx |
= |
Additional angle drive gear drag torque at x rpm [Nm] (if applicable) |
|
nin |
= |
Speed at the input shaft of transmission [rpm] |
|
fT |
= |
1-η; η = efficiency fT_add = 0,04 for angle drive gear |
|
Tin |
= |
Torque at the input shaft of transmission [Nm] |
|
Tmax,in |
= |
Maximum allowed input torque in any forward gear of transmission [Nm] |
|
= |
max(Tmax,in,gear) |
|
Tmax,in,gear |
= |
Maximum allowed input torque in gear, where gear = 1, 2, 3,… top gear) |
The standard torque losses obtained by the calculations above may be added to the torque losses of a transmission obtained by Options 1-3 in order to obtain the torque losses for the combination of the specific transmission with an angle drive.
Appendix 12
Input parameters for the simulation tool
Introduction
This Appendix describes the list of parameters to be provided by the transmission, torque converter (TC), other torque transferring components (OTTC) and additional driveline components (ADC) manufacturer as input to the simulation tool. The applicable XML schema as well as example data are available at the dedicated electronic distribution platform.
Definitions
|
(1) |
‘Parameter ID’:Unique identifier as used in ‘Simulation 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 |
Set of input parameters
Table 1
Input parameters ‘Transmission/General’
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
Manufacturer |
P205 |
token |
[-] |
|
|
Model |
P206 |
token |
[-] |
|
|
CertificationNumber |
P207 |
token |
[-] |
|
|
Date |
P208 |
dateTime |
[-] |
Date and time when the component-hash is created |
|
AppVersion |
P209 |
token |
[-] |
|
|
TransmissionType |
P076 |
string |
[-] |
►M3 Allowed values (1): ‘SMT’, ‘AMT’, ‘APT-S’, ‘APT-P’, ‘APT-N’, ‘IHPC Type 1’ ◄ |
|
MainCertificationMethod |
P254 |
string |
[-] |
Allowed values: ‘Option 1’, ‘Option 2’, ‘Option 3’, ‘Standard values’ |
|
DifferentialIncluded |
P353 |
boolean |
[-] |
|
|
AxlegearRatio |
P150 |
double, 3 |
[-] |
Optional, only required in the event ‘DifferentialIncluded’ is true. |
|
(1)
DCT shall be declared as transmission type AMT. |
||||
Table 2
Input parameters ‘Transmission/Gears’ per gear
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
GearNumber |
P199 |
integer |
[-] |
|
|
Ratio |
P078 |
double, 3 |
[-] |
►M3 In the case of transmission with included differential, transmission gear ratio shall only be indicated without considering axle gear ratio ◄ |
|
MaxTorque |
P157 |
integer |
[Nm] |
optional |
|
MaxSpeed |
P194 |
integer |
[1/min] |
optional |
Table 3
Input parameters ‘Transmission/LossMap’ per gear and for each grid point in the loss map
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
InputSpeed |
P096 |
double, 2 |
[1/min] |
|
|
InputTorque |
P097 |
double, 2 |
[Nm] |
|
|
TorqueLoss |
P098 |
double, 2 |
[Nm] |
|
Table 4
Input parameters ‘TorqueConverter/General’
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
Manufacturer |
P210 |
token |
[-] |
|
|
Model |
P211 |
token |
[-] |
|
|
CertificationNumber |
P212 |
token |
[-] |
|
|
Date |
P213 |
dateTime |
[-] |
Date and time when the component-hash is created |
|
AppVersion |
P214 |
string |
[-] |
|
|
CertificationMethod |
P257 |
string |
[-] |
Allowed values: ‘Measured’, ‘Standard values’ |
Table 5
Input parameters ‘TorqueConverter/Characteristics’ for each grid point in the characteristic curve
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
SpeedRatio |
P099 |
double, 4 |
[-] |
|
|
TorqueRatio |
P100 |
double, 4 |
[-] |
|
|
InputTorqueRef |
P101 |
double, 2 |
[Nm] |
|
Table 6
Input parameters ‘ADC/General’ (only required if component applicable)
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
Manufacturer |
P220 |
token |
[-] |
|
|
Model |
P221 |
token |
[-] |
|
|
CertificationNumber |
P222 |
token |
[-] |
|
|
Date |
P223 |
dateTime |
[-] |
Date and time when the component-hash is created |
|
AppVersion |
P224 |
string |
[-] |
|
|
Ratio |
P176 |
double, 3 |
[-] |
|
|
CertificationMethod |
P258 |
string |
[-] |
Allowed values: ‘Option 1’, ‘Option 2’, ‘Option 3’, ‘Standard values’ |
Table 7
Input parameters ‘ADC/LossMap’ for each grid point in the loss map (only required if component applicable)
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
InputSpeed |
P173 |
double, 2 |
[1/min] |
|
|
InputTorque |
P174 |
double, 2 |
[Nm] |
|
|
TorqueLoss |
P175 |
double, 2 |
[Nm] |
|
Table 8
Input parameters ‘Retarder/General’ (only required if component applicable)
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
Manufacturer |
P225 |
token |
[-] |
|
|
Model |
P226 |
token |
[-] |
|
|
CertificationNumber |
P227 |
token |
[-] |
|
|
Date |
P228 |
dateTime |
[-] |
Date and time when the component-hash is created |
|
AppVersion |
P229 |
string |
[-] |
|
|
CertificationMethod |
P255 |
string |
[-] |
Allowed values: ‘Measured’, ‘Standard values’ |
Table 9
Input parameters ‘Retarder/LossMap’ for each grid point in the characteristic curve (only required if component applicable)
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
RetarderSpeed |
P057 |
double, 2 |
[1/min] |
|
|
TorqueLoss |
P058 |
double, 2 |
[Nm] |
|
ANNEX VII
VERIFYING AXLE DATA
1. Introduction
This Annex describes the certification provisions regarding the torque losses of propulsion axles for heavy duty vehicles. Alternatively to the certification of axles the calculation procedure for the standard torque loss as defined in Appendix 3 to this Annex can be applied for the purpose of the determination of vehicle specific CO2 emissions.
2. Definitions
For the purposes of this Annex the following definitions shall apply:
‘Single reduction axle (SR)’ means a driven axle with only one gear reduction, typically a bevel gear set with or without hypoid offset.
‘Single portal axle (SP)’ means an axle, that has typically a vertical offset between the rotating axis of the crown gear and the rotating axis of the wheel due to the demand of a higher ground clearance or a lowered floor to allow a low floor concept for inner city buses. ►M3 Typically, the first reduction is a bevel gear set, the second one a spur gear set (or helical gear set) with vertical offset close to the wheels. ◄
‘Hub reduction axle (HR)’ means a driven axle with two gear reductions. The first is typically a bevel gear set with or without hypoid offset. The other is a planetary gear set, what is typically placed in the area of the wheel hubs.
‘Single reduction tandem axle (SRT)’ means a driven axle that is basically similar to a single driven axle, but has also the purpose to transfer torque from the input flange over an output flange to a further axle. The torque can be transferred with a spur gear set close at the input flange to generate a vertical offset for the output flange. Another possibility is to use a second pinion at the bevel gear set, what takes off torque at the crown wheel.
‘Hub reduction tandem axle (HRT)’ means a hub reduction axle, what has the possibility to transfer torque to the rear as described under single reduction tandem axle (SRT).
‘Axle housing’ means the housing parts that are needed for structural capability as well as for carrying the driveline parts, bearings and sealings of the axle.
‘Pinion’ means a part of a bevel gear set which usually consists of two gears. The pinion is the driving gear which is connected with the input flange. In case of a SRT / HRT, a second pinion can be installed to take off torque from the crown wheel.
‘Crown wheel’ means a part of a bevel gear set which usually consists of two gears. The crown wheel is the driven gear and is connected with the differential cage.
‘Hub reduction’ means the planetary gear set that is installed commonly outside the planetary bearing at hub reduction axles. The gear set consists of three different gears. The sun, the planetary gears and the ring gear. The sun is in the centre, the planetary gears are rotating around the sun and are mounted to the planetary carrier that is fixed to the hub. Typically, the number of planetary gears is between three and five. The ring gear is not rotating and fixed to the axle beam.
‘Planetary gear wheels’ means the gears that rotate around the sun within the ring gear of a planetary gear set. They are assembled with bearings on a planetary carrier, what is joined to a hub.
‘Oil type viscosity grade’ means a viscosity grade as defined by SAE J306.
‘Factory fill oil’ means the oil type viscosity grade that is used for the oil fill in the factory and which is intended to stay in the axle for the first service interval.
‘Axle line’ means a group of axles that share the same basic axle-function as defined in the family concept.
‘Axle family’ means a manufacturer's grouping of axles which through their design, as defined in Appendix 4 of this Annex, have similar design characteristics and CO2 and fuel consumption properties.
‘Drag torque’ means the required torque to overcome the inner friction of an axle when the wheel ends are rotating freely with 0 Nm output torque.
‘Mirror inverted axle casing’ means the axle casing is mirrored regarding to the vertical plane.
‘Axle input’ means the side of the axle on which the torque is delivered to the axle.
‘Axle output’ means the side(s) of the axle where the torque is delivered to the wheels.
3. General requirements
The axle gears and all bearings shall be new for the verification of axle losses, while wheel end bearings may already be run in and may be used for multiple measurements.
On request of the applicant different gear ratios can be tested in one axle housing using the same wheel ends.
Different axle ratios of hub reduction axles and single portal axles (HR, HRT, SP) may be measured by exchanging the hub reduction only. The provisions as specified in Appendix 4 to this Annex shall apply.
The total run-time for the optional run-in and the measurement of an individual axle (except for the axle housing and wheel-ends) shall not exceed 120 hours.
For testing the losses of an axle the torque loss map for each ratio of an individual axle shall be measured, however axles can be grouped in axle families following the provisions of Appendix 4 to this Annex.
3.1 Run-in
On request of the applicant a run-in procedure may be applied to the axle. The following provisions shall apply for a run-in procedure.
|
3.1.1 |
Only factory fill oil shall be used for the run-in procedure. The oil used for the run-in shall not be used for the testing described in paragraph 4. |
|
3.1.2 |
The speed and torque profile for the run-in procedure shall be specified by the manufacturer. |
|
3.1.3 |
The run-in procedure shall be documented by the manufacturer with regard to run-time, speed, torque and oil temperature and reported to the approval authority. |
|
3.1.4 |
The requirements for the oil temperature (4.3.1), measurement accuracy (4.4.7) and test set-up (4.2) do not apply for the run-in procedure. |
4. Testing procedure for axles
4.1 Test conditions
4.1.1 Ambient temperature
The temperature in the test cell shall be maintained to 25 °C ± 10 °C. The ambient temperature shall be measured within a distance of 1 m to the axle housing. Forced heating of the axle may only be applied by an external oil conditioning system as described in 4.1.5.
4.1.2 Oil temperature
The oil temperature shall be measured at the centre of the oil sump or at any other suitable point in accordance with good engineering practice. In case of external oil conditioning, alternatively the oil temperature can be measured in the outlet line from the axle housing to the conditioning system within 5 cm downstream the outlet. In both cases the oil temperature shall not exceed 70 °C.
4.1.3 Oil quality
Only recommended factory fill oils as specified by the axle manufacturer shall be used for the measurement. ►M3 In the case of testing different gear ratio variants with one axle housing, new oil shall be filled in for each single measurement of the whole axle system. ◄
4.1.4 Oil viscosity
If different oils with multiple viscosity grades are specified for the factory fill, the manufacturer shall choose the oil with the highest viscosity grade for performing the measurements on the parent axle.
If more than one oil within the same viscosity grade is specified within one axle family as factory fill oil, the applicant may choose one oil of these for the measurement related to certification.
4.1.5 Oil level and conditioning
The oil level or filling volume shall be set to the maximum level as defined in the manufacturer's maintenance specifications.
An external oil conditioning and filtering system is permitted. The axle housing may be modified for the inclusion of the oil conditioning system.
The oil conditioning system shall not be installed in a way which would enable changing oil levels of the axle in order to raise efficiency or to generate propulsion torques in accordance with good engineering practice.
4.2 Test set-up
For the purpose of the torque loss measurement different test set-ups are permitted as described in paragraph 4.2.3 and 4.2.4.
4.2.1 Axle installation
In case of a tandem axle, each axle shall be measured separately. The first axle with longitudinal differential shall be locked. The output shaft of drive-through axles shall be installed freely rotatable.
4.2.2 Installation of torque meters
|
4.2.2.1 |
For a test setup with two electric machines, the torque meters shall be installed on the input flange and on one wheel end while the other one is locked. |
|
4.2.2.2 |
For a test setup with three electric machines, the torque meters shall be installed on the input flange and on each wheel end. |
|
4.2.2.3 |
Half shafts of different lengths are permitted in a two machine set-up in order to lock the differential and to ensure that both wheel ends are turning. |
4.2.3 Test set-up ‘Type A’
A test set-up considered ‘Type A’ consists of a dynamometer on the axle input side and at least one dynamometer on the axle output side(s). Torque measuring devices shall be installed on the axle input- and output- side(s). ►M3 For type A setups with only one dynamometer on the output side, the freely rotating end of the axle shall be rotatably locked to the other end on the output side (e.g. by an activated differential lock or by means of any other mechanical differential lock implemented only for the measurement). ◄
To avoid parasitic losses, the torque measuring devices shall be positioned as close as possible to the axle input- and output- side(s) being supported by appropriate bearings.
Additionally mechanical isolation of the torque sensors from parasitic loads of the shafts, for example by installation of additional bearings and a flexible coupling or lightweight cardan shaft between the sensors and one of these bearings can be applied. ►M3 Figure 1 shows an example for a test setup of Type A in a two dynamometer lay-out. ◄
For Type A test set-up configurations the manufacturer shall provide an analysis of the parasitic loads. Based on this analysis the approval authority shall decide about the maximum influence of parasitic loads. However the value ipara cannot be lower than 10 %.
Figure 1
Example of Test set-up ‘Type A’
4.2.4 Test set-up ‘Type B’
Any other test set-up configuration is called test set-up Type B. The maximum influence of parasitic loads ipara for those configurations shall be set to 100 %.
Lower values for ipara may be used in agreement with the approval authority.
4.3 Test procedure
To determine the torque loss map for an axle, the basic torque loss map data shall be measured and calculated as specified in paragraph 4.4. ►M1 The torque loss results shall be complemented in accordance with 4.4.8 and formatted in accordance with Appendix 6 for the further processing by the simulation tool. ◄
4.3.1 Measurement equipment
The calibration laboratory facilities shall comply with the requirements of either ►M3 IATF ◄ 16949, ISO 9000 series or ISO/IEC 17025. All laboratory reference measurement equipment, used for calibration and/or verification, shall be traceable to national (international) standards.
4.3.1.1 Torque measurement
The torque measurement uncertainty shall be calculated and included as described in paragraph 4.4.7.
The sample rate of the torque sensors shall be in accordance with 4.3.2.1.
4.3.1.2 Rotational speed
The uncertainty of the rotational speed sensors for the measurement of input and output speed shall not exceed ± 2 rpm.
4.3.1.3 Temperatures
The uncertainty of the temperature sensors for the measurement of the ambient temperature shall not exceed ± 1 °C.
The uncertainty of the temperature sensors for the measurement of the oil temperature shall not exceed ± 0,5 °C.
4.3.2 Measurement signals and data recording
The following signals shall be recorded for the purpose of the calculation of the torque losses:
Input and output torques [Nm]
Input and/or output rotational speeds [rpm]
Ambient temperature [°C]
Oil temperature [°C]
Temperature at the torque sensor ►M3 [°C] (optional) ◄
|
4.3.2.1 |
The following minimum sampling frequencies of the sensors shall be applied: Torque: 1 kHz
Rotational speed: 200 Hz
Temperatures: 10 Hz
|
|
4.3.2.2 |
The recording rate of the data used to determine the arithmetic mean values of each grid point shall be 10 Hz or higher. The raw data do not need to be reported. Signal filtering may be applied in agreement with the approval authority. Any aliasing effect shall be avoided. |
4.3.3 Torque range:
The extent of the torque loss map to be measured is limited to:
|
4.3.3.1 |
The manufacturer may extend the measurement up to 20 kNm output torque by means of linear extrapolation of torque losses or by performing measurements up to 20 kNm output torque with steps of 2 000 Nm. For this additional torque range another torque sensor at the output side with a maximum torque of 20 kNm (2-machine layout) or two 10 kNm sensors (3-machine layout) shall be used. If the radius of the smallest tire is reduced (e.g. product development) after completing the measurement of an axle or when the physic boundaries of the test stand are reached (e.g. by product development changes), the missing points may be extrapolated by the manufacturer out of the existing map. The extrapolated points shall not exceed more than 10 % of all points in the map and the penalty for these points is 5 % torque loss to be added on the extrapolated points. |
|
4.3.3.2 |
Output torque steps to be measured for heavy lorries and heavy buses: 250 Nm < Tout < 1 000 Nm : 250 Nm steps 1 000 Nm ≤ Tout ≤ 2 000 Nm : 500 Nm steps 2 000 Nm ≤ Tout ≤ 10 000 Nm : 1 000 Nm steps Tout > 10 000 Nm : 2 000 Nm steps Output torque steps to be measured for medium lorries: 50 Nm < Tout < 200 Nm : 50 Nm steps 200 Nm ≤ Tout ≤ 400 Nm : 100 Nm steps 400 Nm ≤ Tout ≤ 2 000 Nm : 200 Nm steps Tout > 2 000 Nm : 400 Nm steps |
4.3.4 Speed range
The range of test speeds shall comprise from 50 rpm wheel speed to the maximum speed. The maximum test speed to be measured is defined by either the maximum axle input speed or the maximum wheel speed, whichever of the following conditions is reached first:
The maximum applicable axle input speed may be limited to design specification of the axle.
►M3 The maximum wheel speed is measured under consideration of the smallest applicable tire diameter at a vehicle speed of 90 km/h for medium and heavy lorries and 110 km/h for heavy buses. ◄ If the smallest applicable tire diameter is not defined, paragraph 4.3.4.1 shall apply.
4.3.5 Wheel speed steps to be measured
The wheel speed step width for testing shall be 50 rpm for heavy lorries and heavy buses and 100 rpm for medium lorries. It is permitted to measure intermediate speed steps.
4.4 Measurement of torque loss maps for axles
4.4.1 Testing sequence of the torque loss map
►M3 For each speed step the torque loss shall be measured for each output torque step starting from the lowest torque value upward to the maximum and downward to the minimum. ◄ The speed steps can be run in any order. ►M1 The torque measurement sequence shall be performed and recorded twice. ◄
Interruptions of the sequence for cooling or heating purposes are permitted.
4.4.2 Measurement duration
The measurement duration for each single grid point shall be a minimum of 5 seconds but no longer than 20 seconds.
4.4.3 Averaging of grid points
The recorded values for each grid point within the 5-20 seconds interval in accordance with point 4.4.2 shall be averaged to an arithmetic mean.
All four averaged intervals of corresponding speed and torque grid points from both sequences measured each upward and downward shall be averaged to an arithmetic mean and result into one torque loss value.
|
4.4.4 |
The torque loss (at input side) of the axle shall be calculated by
where:
|
|
4.4.5 |
Measurement validation
|
|
4.4.6 |
Uncertainty calculation The total uncertainty UT,loss of the torque loss shall be calculated based on the following parameters:
i.
Temperature effect
ii.
Parasitic loads
iii.
Uncertainty (incl. sensitivity tolerance, linearity, hysteresis and repeatability) The total uncertainty of the torque loss (UT,loss) is based on the uncertainties of the sensors at 95 % confidence level. The calculation shall be done for each applied sensor (e.g. three machine lay out: UT,in, UT,out,1, UTout,2) as the square root of the sum of squares (‘Gaussian law of error propagation’). ▼M3 —————
wpara = senspara * ipara where:
|
|
4.4.7 |
Assessment of total uncertainty of the torque loss In the case the calculated uncertainties UT,in/out are below the following limits, the reported torque loss Tloss,rep shall be regarded as equal to the measured torque loss Tloss . UT,in : 7,5 Nm or 0,25 % of the measured torque, whichever allowed uncertainty value is higher For test setups with one dynamometer on the output side: UT,out : 15 Nm or 0,25% of the measured torque, whichever allowed uncertainty value is higher For test setups with two dynamometers on each output side: UT,out : 7,5 Nm or 0,25% of the measured torque, whichever allowed uncertainty value is higher In the case of higher calculated uncertainties, the part of the calculated uncertainty exceeding the above specified limits shall be inserted to Tloss for the reported torque loss Tloss,rep as follows: If the limits of UT,in are exceeded: Tloss,rep = Tloss + ΔUTin ΔUT,in = MIN((UT,in – 0,25% × Tc) or (UT,in – 7,5 Nm)) If limits of UT,out out are exceeded: Tloss,rep = Tloss + ΔUT,out / igear For test setups with one dynamometer on the output side: ΔUT,out = MIN((UT,out – 0,25% × Tc) or (UT,out – 15Nm)) For test setups with two dynamometers on each output side:
ΔUT,out_1 = MIN((UT,out_1 – 0,25% × Tc) or (UT,out_1 – 7,5Nm)) ΔUT,out_2 = MIN((UT,out_1 – 0,25% × Tc) or (UT,out_1 – 7,5Nm)) where:
|
|
4.4.8 |
Complement of torque loss map data
|
5. Conformity of the certified CO2 emissions and fuel consumption related properties
|
5.1. |
Every axle type approved in accordance with this Annex shall be so manufactured as to conform, with regard to the description as given in the certification form and its annexes, to the approved type. ►M3 The conformity of the certified CO2 emissions and fuel consumption related properties procedures shall comply with those set out in Article 31 of Regulation (EU) 2018/858. ◄ |
|
5.2. |
Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificate set out in Appendix 1 to this Annex and the specific conditions laid down in this paragraph. |
|
5.3. |
The manufacturer shall test annually at least the number of axles indicated in Table 1 based on the annual production numbers. For the purpose of establishing the production numbers, only axles which fall under the requirements of this Regulation shall be considered. |
|
5.4. |
Each axle which is tested by the manufacturer shall be representative for a specific family. |
|
5.5. |
The number of families of single reduction (SR) axles and other axles for which the tests shall be conducted is shown in Table 1.
Table 1 Sample size for conformity testing
|
|
5.6. |
The two axle families with the highest production volumes shall always be tested. The manufacturer shall justify (e.g. by showing sales numbers) to the approval authority the number of tests which has been performed and the choice of the families. The remaining families for which the tests are to be performed shall be agreed between the manufacturer and the approval authority. |
|
5.7. |
For the purpose of the conformity of the certified CO2 emissions and fuel consumption related properties testing the approval authority shall identify together with the manufacturer the axle type(s) to be tested. The approval authority shall ensure that the selected axle type(s) are manufactured according to the same standards as for serial production. |
|
5.8. |
If the result of a test performed in accordance with point 6 is higher than the one specified in point 6.4, three additional axles from the same family shall be tested. If at least one of them fails, provisions of Article 23 shall apply. |
6. Production conformity testing
|
6.1 |
For conformity of the certified CO2 emissions and fuel consumption related properties testing, one of the following methods shall apply upon prior agreement between the approval authority and the applicant for a certificate:
(a)
Torque loss measurement according to this Annex by following the full procedure limited to the grid points described in 6.2.
(b)
Torque loss measurement according to this Annex by following the full procedure limited to the grid points described in 6.2, with exception of the run-in procedure. In order to consider the run-in characteristic of an axle, a corrective factor may be applied. This factor shall be determined according to good engineering judgement and with agreement of the approval authority.
(c)
Measurement of drag torque according to paragraph 6.3. The manufacturer may choose a run-in procedure according to good engineering judgement up to 100 h. |
|
6.2 |
If the conformity of the certified CO2 emissions and fuel consumption related properties assessment is performed according to 6.1. a) or b) the grid points for this measurement are limited to 4 grid points from the approved torque loss map.
|
|
6.3 |
Determination of drag torque
|
|
6.4. |
Conformity of the certified CO2 emissions and fuel consumption related properties test assessment
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Appendix 1
MODEL OF A CERTIFICATE OF A COMPONENT, SEPARATE TECHNICAL UNIT OR SYSTEM
Maximum format: A4 (210 × 297 mm)
CERTIFICATE ON CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF AN AXLE FAMILY
|
Communication concerning: — granting (1) — extension (1) — refusal (1) — withdrawal (1) |
Administration stamp
|
|
(1)
Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable) |
|
of a certificate on CO2 emission and fuel consumption related properties of an axle family in accordance with Commission Regulation (EU) 2017/2400.
Commission Regulation (EU) 2017/2400 as last amended by …
Certification number:
Hash:
Reason for extension:
SECTION I
|
0.1 |
Make (trade name of manufacturer): |
|
0.2 |
Type: |
|
0.3 |
Means of identification of type, if marked on the axle |
|
0.3.1 |
Location of the marking: |
|
0.4 |
Name and address of manufacturer: |
|
0.5 |
In the case of components and separate technical units, location and method of affixing of the EC certification mark: |
|
0.6 |
Name(s) and address(es) of assembly plant(s): |
|
0.7 |
Name and address of the manufacturer's representative (if any) |
SECTION II
|
1. |
Additional information (where applicable): see Addendum |
|
2. |
Approval authority responsible for carrying out the tests: |
|
3. |
Date of test report |
|
4. |
Number of test report |
|
5. |
Remarks (if any): see Addendum |
|
6. |
Place |
|
7. |
Date |
|
8. |
Signature |
Attachments:
Information document
Test report
Appendix 2
Axle information document
|
Information document no.: |
Issue: Date of issue: Date of Amendment: |
pursuant to …
Axle type/family (if applicable):
…
0. GENERAL
|
0.1 |
Name and address of manufacturer |
|
0.2 |
Make (trade name of manufacturer): |
|
0.3 |
Axle type: |
|
0.4 |
Axle family (if applicable): |
|
0.5 |
Axle type as separate technical unit / Axle family as separate technical unit |
|
0.6 |
Commercial name(s) (if available): |
|
0.7 |
Means of identification of type, if marked on the axle: |
|
0.8 |
In the case of components and separate technical units, location and method of affixing of the certification mark: |
|
0.9 |
Name(s) and address(es) of assembly plant(s): |
|
0.10 |
Name and address of the manufacturer's representative: |
PART 1
ESSENTIAL CHARACTERISTICS OF THE (PARENT) AXLE AND THE AXLE TYPES WITHIN AN AXLE FAMILY
|
|
Parent axle |
Family member |
|
||
|
|
|||||
|
or axle type |
#1 |
#2 |
#3 |
|
|
|
|
|||||
▼M1 —————
1.0 SPECIFIC AXLE INFORMATION
|
1.1 |
Axle line (SR, HR, SP, SRT, HRT) |
… |
|
… |
… |
… |
|
|
1.2 |
Axle gear ratio |
|
… |
|
… |
… |
… |
|
1.3 |
Axle housing (drawing) |
|
|
|
|
|
|
|
1.4 |
Gear specifications |
… |
|
… |
… |
|
|
|
1.4.1 |
Crown wheel diameter; [mm] |
|
… |
|
… |
|
|
|
1.4.2 |
Vertical offset pinion/crown wheel; [mm] |
… |
|
|
|
|
|
|
1.4.3 |
Pinion angle with respect to horizontal plane; [°] |
|
1.4.4 |
For portal axles only: Angle between pinion axle and crown wheel axle; [°] |
|
1.4.5 |
Teeth number of pinion |
|
1.4.6 |
Teeth number of crown gear |
|
1.4.7 |
Horizontal offset of pinion; [mm] |
|
1.4.8 |
Horizontal offset of crown wheel; [mm] |
|
1.5 |
Oil volume(s); [cm3] |
|
1.6 |
Oil level(s); [mm] |
|
1.7 |
Oil specification |
|
1.8 |
Bearing type (type, quantity, inner diameter, outer diameter, width and drawing) |
|
1.9 |
Seal type (main diameter, lip quantity); [mm] |
|
1.10 |
Wheel ends (drawing)
|
|
1.11 |
Number of planetary / spur gears for differential carrier |
|
1.12 |
Smallest width of planetary/ spur gears for differential carrier; [mm] |
|
1.13 |
Gear ratio of hub reduction |
LIST OF ATTACHMENTS
|
No.: |
Description: |
Date of issue: |
|
1 |
… |
… |
|
2 |
… |
|
Appendix 3
Calculation of the standard torque loss
The standard torque losses for axles are shown in Table 1. The standard table values consist of the sum of a generic constant efficiency value covering the load dependent losses and a generic basic drag torque loss to cover the drag losses at low loads.
Tandem axles shall be calculated using a combined efficiency for an axle including drive-thru (SRT, HRT) plus the matching single axle (SR, HR).
Table 1
Generic efficiency and drag loss
|
Basic function |
Generic efficiency η |
Drag torque (wheel side) Td0 = T0 + T1 × igear |
|
Single reduction axle (SR) |
0,98 |
T0 = 70 Nm T1 = 20 Nm |
|
Single reduction tandem axle (SRT) / single portal axle (SP) |
0,96 |
T0 = 80 Nm T1 = 20 Nm |
|
Hub reduction axle (HR) |
0,97 |
T0 = 70 Nm T1 = 20 Nm |
|
Hub reduction tandem axle (HRT) |
0,95 |
T0 = 90 Nm T1 = 20 Nm |
|
All other axle technologies |
0,90 |
T0 = 150 Nm T1 = 50 Nm |
The basic drag torque (wheel side) Td0 is calculated by
Td0 = T0 + T1 × igear
using the values from Table 1.
The standard torque loss Tloss,std on the input side of the axle is calculated by
where:
|
Tloss,std |
= |
Standard torque loss at the input side [Nm] |
|
Td0 |
= |
Basis drag torque over the complete speed range [Nm] |
|
igear |
= |
Axle gear ratio [-] |
|
η |
= |
Generic efficiency for load dependent losses [-] |
|
Tout |
= |
torque [Nm] |
The corresponding torque (at input side) of the axle shall be calculated by
where:
|
Tin |
= |
Input torque [Nm] |
Appendix 4
Family Concept
|
1. |
The applicant for a certificate shall submit to the approval authority an application for a certificate for an axle family based on the family criteria as indicated in paragraph 3. An axle family is characterized by design and performance parameters. These shall be common to all axles within the family. The axle manufacturer may decide which axle belongs to an axle family, as long as the family criteria of paragraph 4 are respected. In addition to the parameters listed in paragraph 4, the axle manufacturer may introduce additional criteria allowing the definition of families of more restricted size. These parameters are not necessarily parameters that have an influence on the level of performance. The axle family shall be approved by the approval authority. The manufacturer shall provide to the approval authority the appropriate information relating to the performance of the members of the axle family. |
|
2. |
Special cases In some cases there may be interaction between parameters. This shall be taken into consideration to ensure that only axles with similar characteristics are included within the same axle family. These cases shall be identified by the manufacturer and notified to the approval authority. It shall then be taken into account as a criterion for creating a new axle family. In case of parameters, which are not listed in paragraph 3 and which have a strong influence on the level of performance, this parameters shall be identified by the manufacturer on the basis of good engineering practice, and shall be notified to the approval authority. |
|
3. |
Parameters defining an axle family: 3.1 Axle category
(a)
Single reduction axle (SR)
(b)
Hub reduction axle (HR)
(c)
Single portal axle (SP)
(d)
Single reduction tandem axle (SRT)
(e)
Hub reduction tandem axle (HRT)
(f)
Same inner axle housing geometry between differential bearings and horizontal plane of centre of pinion shaft according to drawing specification (Exception for single portal axles (SP)). Geometry changes due to an optional integration of a differential lock are permitted within the same axle family. In case of mirror inverted axle casings of axles, the mirror inverted axles can be combined in the same axle family as the origin axles, under the premise, that the bevel gear sets are adapted to the other running direction (change of spiral direction).
(g)
Crown wheel diameter (+ 1,5 %/– 8 % ref. to the largest drawing diameter)
(h)
Vertical hypoid offset pinion/crown wheel within ± 2 mm
(i)
In case of single portal axles (SP): Pinion angle with respect to horizontal plane within ± 5°
(j)
In case of single portal axles (SP): Angle between pinion axle and crown wheel axle within ± 3,5°
(k)
In case of hub reduction and single portal axles (HR, HRT, FHR, SP): Same number of planetary gear and spur wheels
(l)
Gear ratio of every gear step within an axle in a range of 2, as long as only one gear set is changed
(m)
Oil level within ± 10 mm or oil volume ± 0,5 litre referring to drawing specification and the installation position in the vehicle
(n)
Same oil type viscosity grade (recommended factory fill)
(o)
Type of bearings (inner diameter, outer diameter and width) at corresponding positions (if fitted) within ±1 mm of drawing reference ▼M1 —————
(p)
Type of sealing |
|
4. |
Choice of the parent axle:
|
Appendix 5
Markings and numbering
1. Markings
In the case of an axle being type approved accordant to this Annex, the axle shall bear:
The manufacturer's name or trade mark
The make and identifying type indication as recorded in the information referred to in paragraph 0.2 and 0.3 of Appendix 2 to this Annex
The certification mark as a rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State which has granted the certificate:
|
1.4 |
►M3
The certification mark shall also include in the vicinity of the rectangle the ‘base certification number’ as specified for Section 4 of the type- approval number set out in Annex IV to Regulation (EU) 2020/683, preceded by the two figures indicating the sequence number assigned to the latest technical amendment to this Regulation and by a character ‘ L ’ indicating that the certificate has been granted for an axle. For this Regulation, the sequence number shall be 02. ◄1.4.1 Example and dimensions of the certification mark 
The above certification mark affixed to an axle shows that the type concerned has been approved in Poland (e20), pursuant to this Regulation. The first two digits (02) are indicating the sequence number assigned to the latest technical amendment to this Regulation. The following letter indicates that the certificate was granted for an axle (L). The last five digits (00005) are those allocated by the type-approval authority to the axle as the base certification number. |
|
1.5 |
Upon request of the applicant for a certificate and after prior agreement with the type-approval authority other type sizes than indicated in 1.4.1 may be used. Those other type sizes shall remain clearly legible. |
|
1.6 |
The markings, labels, plates or stickers must be durable for the useful life of the axle and must be clearly legible and indelible. The manufacturer shall ensure that the markings, labels, plates or sticker cannot be removed without destroying or defacing them. |
|
1.7 |
The certification number shall be visible when the axle is installed on the vehicle and shall be affixed to a part necessary for normal operation and not normally requiring replacement during component life. |
2. Numbering:
|
2.1 |
Certification number for axles shall comprise the following:
eX*YYYY/YYYY*ZZZZ/ZZZZ*L*00000*00
|
Appendix 6
Input parameters for the simulation tool
Introduction
This Appendix describes the list of parameters to be provided by the component manufacturer as input to the simulation tool. The applicable XML schema as well as example data are available at the dedicated electronic distribution platform.
Definitions
|
(1) |
‘Parameter ID’:Unique identifier as used in the simulation 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 |
Set of input parameters
Table 1
Input parameters ‘Axlegear/General’
|
Parameter name |
Param ID |
Type |
Unit |
Description/Reference |
|
Manufacturer |
P215 |
token |
[-] |
|
|
Model |
P216 |
token |
[-] |
|
|
CertificationNumber |
P217 |
token |
[-] |
|
|
Date |
P218 |
dateTime |
[-] |
Date and time when the component-hash is created |
|
AppVersion |
P219 |
token |
[-] |
|
|
LineType |
P253 |
string |
[-] |
Allowed values: ‘Single reduction axle’, ‘Single portal axle’, ‘Hub reduction axle’, ‘Single reduction tandem axle’, ‘Hub reduction tandem axle’ |
|
Ratio |
P150 |
double, 3 |
[-] |
|
|
CertificationMethod |
P256 |
string |
[-] |
Allowed values: ‘Measured’, ‘Standard values’ |
Table 2
Input parameters ‘Axlegear/LossMap’ for each grid point in the loss map
|
Parameter name |
Param ID |
Type |
Unit |
Description/Reference |
|
InputSpeed |
P151 |
double, 2 |
[1/min] |
|
|
InputTorque |
P152 |
double, 2 |
[Nm] |
|
|
TorqueLoss |
P153 |
double, 2 |
[Nm] |
|
ANNEX VIII
VERIFYING AIR DRAG DATA
1. Introduction
This Annex sets out the test procedures for the determination of air drag data.
2. Definitions
For the purposes of this Annex the following definitions shall apply:
‘Active aero device’ means measures which are activated by a control unit to reduce the air drag of the total vehicle.
‘Aero accessories’ mean optional devices which have the purpose to influence the air flow around the total vehicle.
‘A-pillar’ means the connection by a supporting structure between the cabin roof and the front bulkhead.
‘Body in white geometry’ means the supporting structure incl. the windshield of the cabin.
‘B-pillar’ means the connection by a supporting structure between the cabin floor and the cabin roof in the middle of the cabin.
‘Cab bottom’ means the supporting structure of the cabin floor.
‘Cabin over frame’ means distance from frame to cabin reference point in vertical Z. Distance is measured from top of horizontal frame to cabin reference point in vertical Z.
‘Cabin reference point’ means the reference point (X/Y/Z = 0/0/0) from the CAD coordinate system of the cabin or a clearly defined point of the cabin package e.g. heel point.
‘Cabin width’ means the horizontal distance of the left and right B-pillar of the cabin.
‘Constant speed test’ means measurement procedure to be carried out on a test track in order to determine the air drag.
‘Dataset’ means the data recorded during a single passing of a measurement section.
‘EMS’ means the European Modular System (EMS) in accordance with Council Directive 96/53/EC.
‘Frame height’ means distance of wheel center to top of horizontal frame in Z.
‘Heel point’ means the point which is representing the heel of shoe location on the depressed floor covering, when the bottom of shoe is in contact with the undepressed accelerator pedal and the ankle angle is at 87°. (ISO 20176:2011)
‘Measurement area(s)’ means designated part(s) of the test track consisting of at least one measurement section and a preceded stabilisation section.
‘Measurement section’ means a designated part of the test track which is relevant for data recording and data evaluation.
‘Roof height’ means distance in vertical Z from cabin reference point to highest point of roof w/o sunroof
3. Determination of air drag
The constant speed test procedure shall be applied to determine the air drag characteristics. During the constant speed test the main measurement signals driving torque, vehicle speed, air flow velocity and yaw angle shall be measured at two different constant vehicle speeds (low and high speed) under defined conditions on a test track. The measurement data recorded during the constant speed test shall be entered into the air drag pre-processing tool which determines product of drag coefficient by cross sectional area for zero crosswind conditions Cd · Acr (0) as input for the simulation tool. The applicant for a certificate shall declare a value Cd · Adeclared in a range from equal up to a maximum of + 0,2 m2 higher than Cd · Acr (0). ►M3 The value Cd·Adeclared shall be the input for the simulation tool and the reference value for conformity of the certified CO2 emissions and fuel consumption related properties testing. ◄
Vehicles which are not member of a family shall use the standard values for Cd·Adeclared as described in Appendix 7 to this Annex. In this case no input data on air drag shall be provided. The allocation of standard values is done automatically by the simulation tool.
3.1. Test track requirements
|
3.1.1. |
The geometry of test track shall be either a:
i.
Circuit track (drivable in one direction (*)): with two measurement areas, one on each straight part, with maximum deviation of less than 20 degrees); (*) At least for the misalignment correction of the mobile anemometer (see 3.6) the test track has to be driven in both directions or
ii.
Circuit or straight line track (drivable in both directions): with one measurement area (or two with the above named maximum deviation); two options: alternating driving direction after each test section; or after a selectable set of test sections e.g. ten times driving direction 1 followed by ten times driving direction 2. |
|
3.1.2. |
Measurement sections On the test track measurement section(s) of a length of 250 m with a tolerance of ± 3 m shall be defined. |
|
3.1.3. |
Measurement areas A measurement area shall consist of at least one measurement section and a stabilisation section. The first measurement section of a measurement area shall be preceded by a stabilisation section to stabilise the speed and torque. The stabilisation section shall have a length of minimum 25 m. The test track layout shall enable that the vehicle enters the stabilisation section already with the intended maximum vehicle speed during the test. Latitude and longitude of start and end point of each measurement section shall be determined with an accuracy of better or equal 0,15 m 95 % Circular Error Probable (DGPS accuracy). |
|
3.1.4. |
Shape of the measurement sections The measurement section and the stabilization section have to be a straight line. |
|
3.1.5. |
Longitudinal slope of the measurement sections The average longitudinal slope of each measurement and the stabilisation section shall not exceed ± 1 per cent. Slope variations on the measurement section shall not lead to velocity and torque variations above the thresholds specified in 3.10.1.1 items vii. and viii. of this Annex. |
|
3.1.6. |
Track surface The test track shall consist of asphalt or concrete. The measurement sections shall have one surface. Different measurement sections are allowed to have different surfaces. |
|
3.1.7. |
Standstill area There shall be a standstill area on the test track where the vehicle can be stopped to perform the zeroing and the drift check of the torque measurement system. |
|
3.1.8. |
Distance to roadside obstacles and vertical clearance There shall be no obstacles within 5 m distance to both sides of the vehicle. Safety barriers up to a height of 1 m with more than 2,5 m distance to the vehicle are permitted. Any bridges or similar constructions over the measurement sections are not allowed. The test track shall have enough vertical clearance to allow the anemometer installation on the vehicle as specified in 3.4.7 of this Annex. |
|
3.1.9. |
Altitude profile The manufacturer shall define whether the altitude correction shall be applied in the test evaluation. In case an altitude correction is applied, for each measurement section the altitude profile shall be made available. The data shall meet the following requirements:
i.
The altitude profile shall be measured at a grid distance of lower or equal than 50 m in driving direction.
ii.
For each grid point the longitude, the latitude and the altitude shall be measured at least at one point (‘altitude measurement point’) on each side of the centre line of the lane and then be processed to an average value for the grid point.
iii.
The grid points as provided to the air drag pre-processing tool shall have a distance to the centre line of the measurement section of less than 1 m.
iv
The positioning of the altitude measurement points to the centre line of the lane (perpendicular distance, number of points) shall be chosen in a way that the resulting altitude profile is representative for the gradient driven by the test vehicle.
v.
The altitude profile shall have an accuracy of ± 1cm or better.
vi.
The measurement data shall not be older than 10 years. A renewal of the surface in the measurement area requires a new altitude profile measurement. |
3.2. Requirements for ambient conditions
|
3.2.1. |
The ambient conditions shall be measured with the equipment specified in 3.4. |
|
3.2.2. |
The ambient temperature shall be in the range of 0 °C to 25 °C. This criterion is checked by the air drag pre-processing tool based on the signal for ambient temperature measured on the vehicle. This criterion only applies to the datasets recorded in the low speed - high speed – low speed sequence and not to the misalignment test and the warm-up phases. |
|
3.2.3. |
The ground temperature shall not exceed 40 °C. This criterion is checked by the air drag pre-processing tool based on the signal for ground temperature measured on the vehicle by an IR Sensor. This criterion only applies to the datasets recorded in the low speed - high speed – low speed sequence and not to the misalignment test and the warm-up phases. |
|
3.2.4. |
The road surface shall be dry during the low speed – high speed - low speed sequence to provide comparable rolling resistance coefficients. |
|
3.2.5. |
The wind conditions shall be within the following range:
i.
Average wind speed: ≤ 5 m/s
ii.
Gust wind speed (1s central moving average): ≤ 8 m/s Items i. and ii. are applicable for the datasets recorded in the high speed test and the misalignment calibration test but not for the low speed tests.
iii.
Average yaw angle (β): ≤ 3 degrees for datasets recorded in the high speed test
≤ 5 degrees for datasets recorded during misalignment calibration test
The validity of wind conditions is checked by the air drag pre-processing based on the signals recorded at the vehicle after application of the boundary layer correction. Measurement data collected under conditions exceeding the above named limits are automatically excluded from the calculation. |
|
3.3. |
Installation of the vehicle
|
|
3.4. |
Measurement equipment The calibration laboratory shall comply with the requirements of either ►M3 IATF ◄ 16949, ISO 9000 series or ISO/IEC 17025. All laboratory reference measurement equipment, used for calibration and/or verification, shall be traceable to national (international) standards. 3.4.1. Torque
3.4.2. Vehicle speed The vehicle speed is determined by the air drag pre-processing tool based on the CAN-bus front axle signal which is calibrated based on either:
For the vehicle speed calibration the data recorded during the high speed test are used. 3.4.3. Reference signal for calculation of rotational speed of the wheels at the driven axle One out of three options shall be selected: Option 1: Engine speed based
The CAN engine speed signal together with the transmission ratios (gears for low speed test and high speed test, axle ratio) shall be made available. For the CAN engine speed signal it shall be demonstrated that the signal provided to the air drag pre-processing tool is identical to the signal to be used for in-service testing as set out in Annex I to Regulation (EU) 582/2011.
For vehicles with torque converter which are not able to drive the low speed test with closed lockup clutch in option 1, additionally the cardan shaft speed signal and the axle ratio or the average wheel speed signal for the driven axle shall be provided to the air drag pre-processing tool. It shall be demonstrated that the engine speed calculated from this additional signal is within 1 % range compared to the CAN engine speed. This shall be demonstrated for the average value over a measurement section driven at the lowest possible vehicle speed in the torque converter locked mode and at the applicable vehicle speed for the high speed test.
Option 2: Wheel speed based
The average of the CAN signals for the rotational speed of left and right wheel at the driven axle shall be made available. Alternatively external sensors may be used. Any method shall fulfill the requirements set out in Table 2 of Annex Xa.
Following option 2 the input parameters for gear ratios and axle ratio shall be set to 1, independent of the powertrain configuration.
Option 3: Electric motor speed based
In the case of hybrid and fully electric vehicles, the CAN electric motor speed signal together with the transmission ratios (gears for low speed test and high speed test and if applicable axle ratio) shall be made available. It shall be demonstrated that the wheel speed of the driven axle in the low and high speed test is defined solely by these powertrain configuration specifications.
3.4.4. Opto-electronic barriers The signal of the barriers shall be made available to the air drag pre-processing tool for triggering begin and end of the measurement section and the calibration of the vehicle speed signal. The measurement rate of the trigger signal shall be greater or equal to 100 Hz. Alternatively a DGPS system can be used. 3.4.5. (D)GPS system Option a) for position measurement only: GPS Required accuracy:
Option b) for vehicle speed calibration and position measurement: Differential GPS system (DGPS) Required accuracy:
3.4.6. Stationary weather station Ambient pressure and humidity of the ambient air are determined from a stationary weather station. This meteorological instrumentation shall be positioned in a distance less than 2 000 m to one of the measurement areas, and shall be positioned at an altitude exceeding or equal that of the measurement areas. Required accuracy:
3.4.7. Mobile anemometer A mobile anemometer shall be used to measure air flow conditions, i.e. air flow velocity and yaw angle (β) between total air flow and vehicle longitudinal axis. 3.4.7.1. Accuracy requirements The anemometer shall be calibrated in facility according to ISO 16622. The accuracy requirements according to Table 1 have to be fulfilled:
Table 1 Anemometer accuracy requirements
3.4.7.2. Installation position The mobile anemometer shall be installed on the vehicle in the prescribed position:
(i)
X position: Medium and heavy rigid lorries and tractors: front face ± 0,3 m of the semi-trailer or box-body;
Heavy buses: Between the end of the front quarter of the vehicle and the rear end of the vehicle.
Medium van lorries: between B-Pillar up to the rear end of the vehicle.
(ii)
Y position: plane of symmetry within a tolerance ± 0,1 m;
(iii)
Z position: The installation height above the vehicle shall be one third of the total vehicle height measured from the ground within a tolerance of 0,0 m to + 0,2 m For vehicles with a total vehicle height above 4 m, on request of the manufacturer the installation height above the vehicle can be limited to 1,3 m, with a tolerance of 0,0 m to + 0,2 m. The instrumentation shall be done as accurate as possible using geometrical or optical aids. Any remaining misalignment is subject to the misalignment calibration to be performed in accordance with 3.6 of this Annex.
3.4.8. Temperature transducer for ambient temperature on vehicle The ambient air temperature shall be measured on the pole of the mobile anemometer. The installation height shall be maximum 600 mm below the mobile anemometer. The sensor shall be shielded to the sun. Required accuracy: ± 1 °C Update rate: ≥ 1 Hz 3.4.9. Proving ground temperature The temperature of the proving ground shall be recorded on vehicle by means of a contactless IR sensor by wideband (8 to 14 μm). For tarmac and concrete an emissivity factor of 0,90 shall be used. ►M3 The IR sensor shall be calibrated in accordance with ASTM E2847 or VDI/VDE 3511. ◄ Required accuracy at calibration: Temperature: ± 2,5 °C Update rate: ≥ 1 Hz |
|
3.5. |
Constant speed test procedure On each applicable combination of measurement section and driving direction the constant speed test procedure consisting of the low speed, high speed and low speed test sequence as specified below shall be performed in the same direction.
|
|
3.6. |
Misalignment calibration test The misalignment of the anemometer shall be determined by a misalignment calibration test on the test track.
|
|
3.7. |
Testing Template In addition to the recording of the modal measurement data, the testing shall be documented in a template which contains at least the following data:
i.
General vehicle description (specifications see Appendix 2 - Information Document)
ii.
Actual maximum vehicle height as determined according to 3.5.3.1 item vii.
iii.
Start time and date of the test
iv.
Vehicle mass within a range of ± 500 kg
v.
Tyre pressures
vi.
Filenames of measurement data
vii.
Documentation of extraordinary events (with time and number of measurement sections), e.g.
—
close passing of another vehicle
—
manoeuvres to avoid accidents, driving errors
—
technical errors
—
measurement errors
|
|
3.8. |
Data processing
|
|
3.9. |
►M1
Input data for air drag pre-processing tool ◄
The following tables show the requirements for the measurement data recording and the preparatory data processing for the input into the air drag pre-processing tool: Table 2 for the vehicle data file
Table 3 for the ambient conditions file
Table 4 for the measurement section configuration file
Table 5 for the measurement data file
Table 6 for the altitude profile files (optional input data)
►M1 A detailed description of the requested data formats, the input files and the evaluation principles can be found in the technical documentation of the air drag pre-processing tool. ◄ The data processing shall be applied as specified in section 3.8 of this Annex.
Table 1 Input data for the air drag pre-processing tool – vehicle data file
Table 3 Input data for the air drag pre-processing tool – ambient conditions file
Table 4 Input data for air drag pre-processing tool – measurement section configuration file
Table 5 Input data for the air drag pre-processing tool – measurement data file
Table 6 Input data for the air drag pre-processing tool – altitude profile file
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
3.10. |
Validity criteria This sections sets out the criteria to obtain valid results in the air drag pre-processing tool. 3.10.1. Validity criteria for the constant speed test
3.10.2. Validity criteria for the misalignment test
|
|
3.11. |
Declaration of air drag value Base value for the declaration of the air drag value is the final result for Cd · Acr (0) as calculated by the air drag pre-processing tool. The applicant for a certificate shall declare a value Cd · Adeclared in a range from equal up to a maximum of + 0,2 m2 higher than Cd · Acr (0). This tolerance shall take into account uncertainties in the selection of the parent vehicles as the worst case for all testable members of the family. The value Cd · Adeclared shall be the input for the simulation tool and the reference value for conformity of the certified CO2 emissions and fuel consumption related properties testing. Several declared values Cd·Adeclared can be created based on a single measured Cd·Acr (0) as long as the family provisions in accordance with point 3.1 of Appendix 5 for medium and heavy lorries and with point 4.1 of Appendix 5 for heavy buses are fulfilled. |
Appendix 1
MODEL OF A CERTIFICATE OF A COMPONENT, SEPARATE TECHNICAL UNIT OR SYSTEM
Maximum format: A4 (210 × 297 mm)
CERTIFICATE ON CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF AN AIR DRAG FAMILY
|
Communication concerning: — granting (1) — extension (1) — refusal (1) — withdrawal (1) |
Administration stamp
|
of a certificate on CO2 emission and fuel consumption related properties of an air drag family in accordance with Commission Regulation (EU) 2017/2400.
Commission Regulation (EU) 2017/2400 as last amended by …
Certification number:
Hash:
Reason for extension:
SECTION I
|
0.1. |
Make (trade name of manufacturer): |
|
0.2. |
Vehicle body and air drag type/family (if applicable): |
|
0.3. |
Vehicle body and air drag family member (in case of family)
|
|
0.4. |
Means of identification of type, if marked
|
|
0.5. |
Name and address of manufacturer: |
|
0.6. |
In the case of components and separate technical units, location and method of affixing of the EC certification mark: |
|
0.7. |
Name(s) and address(es) of assembly plant(s): |
|
0.9. |
Name and address of the manufacturer's representative (if any) |
SECTION II
|
1. |
Additional information (where applicable): see Addendum |
|
2. |
Approval authority responsible for carrying out the tests: |
|
3. |
Date of test report: |
|
4. |
Number of test report: |
|
5. |
Remarks (if any): see Addendum |
|
6. |
Place: |
|
7. |
Date: |
|
8. |
Signature: |
Attachments:
Information package. Test report.
Appendix 2
Air drag information document
|
Description sheet No: |
Issue: from: Amendment: |
pursuant to …
Air Drag type or family (if applicable):
General remark: For simulation tool input data an electronic file format needs to be defined which can be used for data import to the simulation tool. The simulation tool input data may differ from the data requested in the information document and vice versa (to be defined). A data file is especially necessary wherever large data such as efficiency maps need to be handled (no manual transfer/input necessary).
…
0.0. GENERAL
0.1. Name and address of manufacturer
0.2. Make (trade name of manufacturer)
0.3. Air drag type (family if applicable)
0.4. Commercial name(s) (if available)
0.5. Means of identification of type, if marked on the vehicle
0.6. In the case of components and separate technical units, location and method of affixing of the certification mark
0.7. Name(s) and address(es) of assembly plant(s)
0.8. Name and address of the manufacturer's representative
PART 1
ESSENTIAL CHARACTERISTICS OF THE (PARENT) AIR DRAG AND THE AIR DRAG TYPES WITHIN AN AIR DRAG FAMILY
|
|
Parent air drag |
Family members |
|
||
|
|
|||||
|
or air drag type |
#1 |
#2 |
#3 |
|
|
|
|
|||||
1.0. SPECIFIC AIR DRAG INFORMATION
1.1.0. VEHICLE
1.1.1. HDV group according to HDV CO2 scheme
1.2.0. Vehicle model / Commercial Name
1.2.1. Axle configuration
1.2.2 Technically permissible maximum laden mass
1.2.3. Cabin or model line
1.2.4. Cabin width (max. value in Y direction, for vehicles with a cabin)
1.2.5. Cabin length (max. value in X direction, for vehicles with a cabin)
1.2.6. Roof height (for vehicles with a cabin)
1.2.7. Wheel base
1.2.8. Height cabin over frame (for vehicles with a frame)
1.2.9. Frame height (for vehicles with a frame)
1.2.10. Aerodynamic accessories or add-ons (e.g. roof spoiler, side extender, side skirts, corner vanes)
1.2.11. Tyre dimensions front axle
1.2.12. Tyre dimensions driven axles(s)
1.2.13. Vehicle width in accordance with item (8) of point 2 of Annex III (for vehicles without a cabin)
1.2.14. Vehicle length in accordance with item (7) of point 2 of Annex III (for vehicles without a cabin)
1.2.15. Height of the integrated body in accordance with item (5) of point 2 of Annex III (for vehicles without a cabin)
|
1.3. |
Body specifications (according to standard body definition) |
|
1.4. |
(Semi-) Trailer specifications (according to (semi-) trailer specification by standard body) |
|
1.5. |
Parameter defining the family in accordance with the description of the applicant (parent criteria and deviated family criteria) |
LIST OF ATTACHMENTS
|
No: |
Description: |
Date of issue: |
|
1. |
Information on test conditions |
… |
|
2. |
… |
|
Attachment 1 to Information Document
Information on test conditions (if applicable)
1.1. Test track on which tests have been conducted
1.2. Total vehicle mass during measurement [kg]
1.3. Maximum vehicle height during measurement [m]
1.4. Average ambient conditions during first low speed test [°C]
1.5. Average vehicle speed during high speed tests [km/h]
1.6. Product of drag coefficient (Cd ) by cross sectional area (Acr ) for zero crosswind conditions CdAcr(0) [m2]
1.7. Product of drag coefficient (Cd ) by cross sectional area (Acr ) for average crosswind conditions during constant speed test CdAcr(β) [m2]
1.8. Average yaw angle during constant speed test β [°]
1.9. Declared air drag value Cd·Adeclared [m2]
1.10. Version number of air drag pre-processing tool
Appendix 3
Vehicle height requirements for rigid lorries and tractors
1. Medium rigid lorries, heavy rigid lorries and tractors measured in the constant speed test in accordance with point 3 of this Annex have to meet the vehicle height requirements as shown in Table 2.
2. The vehicle height has to be determined as described in 3.5.3.1, item (vii).
3. Any kind of rigid lorries and tractors of vehicle groups not shown in Table 2 are not subject to constant speed testing.
Table 2
Vehicle height requirements for medium rigid lorries, heavy rigid lorries and tractors
|
Vehicle group |
minimum vehicle height [m] |
maximum vehicle height [m] |
|
51, 53, 55 |
3,20 |
3,50 |
|
1s, 1 |
3,40 |
3,60 |
|
2 |
3,50 |
3,75 |
|
3 |
3,70 |
3,90 |
|
4 |
3,85 |
4,00 |
|
5 |
3,90 |
4,00 |
|
9 |
similar values as for rigid lorries with same technically permissible maximum laden mass (group 1, 2, 3 or 4) |
|
|
10 |
3,90 |
4,00 |
Appendix 4
Standard body and semitrailer configurations for rigid lorries and tractors
1. ►M3 Medium rigid lorries and heavy rigid lorries which are subject to determination of air drag have to fulfil the requirements on standard bodies as described in this Appendix. Tractors have to fulfil the requirements for standard semitrailers as described in this Appendix. ◄
2. The applicable standard body or semitrailer shall be determined from Table 8.
Table 3
Allocation of standard bodies and semitrailer for constant speed testing
|
Vehicle groups |
Standard body or trailer |
|
51, 53, 55 |
B-II |
|
1s, 1 |
B1 |
|
2 |
B2 |
|
3 |
B3 |
|
4 |
B4 |
|
5 |
ST1 |
|
9 |
depending on technically permissible maximum laden mass: 7,5 – 10 t: B1 > 10 – 12 t: B2 > 12 – 16 t: B3 > 16 t: B5 |
|
10 |
ST1 |
3. The standard bodies B-II, B1, B2, B3, B4 and B5 shall be constructed as a hard shell body in dry-out box design. They shall be equipped with two rear doors and without any side doors. The standard bodies shall not be equipped with tail lifts, front spoilers or side fairings for reduction of aerodynamic drag. The specifications of the standard bodies are given in:
Mass indications as given in Table 9a to Table 15 are not subject to inspection for air drag testing.
4. The type and chassis requirements for the standard semitrailer ST1 are listed in Table 14. The specifications are given in Table 15.
5. All dimensions and masses without tolerances mentioned explicitly shall be in line with Regulation (EC) No 1230/2012, Annex 1, Appendix 2 (i.e. in the range of ± 3 % of the target value).
Table 9
Specifications of standard body ‘B1’
|
Specification |
Unit |
External dimension (tolerance) |
Remarks |
|
Length |
[mm] |
6 200 |
|
|
Width |
[mm] |
2 550 (– 10) |
|
|
Height |
[mm] |
2 680 (± 10) |
box: external height: 2 560 longitudinal beam: 120 |
|
Corner radius side & roof with front panel |
[mm] |
50 - 80 |
|
|
Corner radius side with roof panel |
[mm] |
50 - 80 |
|
|
Remaining corners |
[mm] |
broken with radius ≤ 10 |
|
|
Mass |
[kg] |
1 600 |
►M3 Mass is used as a generic value in the simulation tool and does not need to be verified for air drag testing ◄ |
Table 9a
Specifications of standard body ‘B-II’
|
Specification |
Unit |
External dimension (tolerance) |
Remarks |
|
Length |
[mm] |
4 500 (± 10) |
|
|
Width |
[mm] |
2 300 (± 10) |
|
|
Height |
[mm] |
2 500 (± 10) |
box: external height: 2 380 longitudinal beam: 120 |
|
Corner radius side & roof with front panel |
[mm] |
30 - 80 |
|
|
Corner radius side with roof panel |
[mm] |
30 - 80 |
|
|
Remaining corners |
[mm] |
broken with radius ≤ 10 |
|
|
Mass |
[kg] |
800 |
Mass is used as a generic value in the simulation tool and does not need to be verified for air drag testing |
Table 10
Specifications of standard body ‘B2’
|
Specification |
Unit |
External dimension (tolerance) |
Remarks |
|
Length |
[mm] |
7 400 |
|
|
Width |
[mm] |
2 550 (– 10) |
|
|
Height |
[mm] |
2 760 (± 10) |
box: external height: 2 640 longitudinal beam: 120 |
|
Corner radius side & roof with front panel |
[mm] |
50 - 80 |
|
|
Corner radius side with roof panel |
[mm] |
50 - 80 |
|
|
Remaining corners |
[mm] |
broken with radius ≤ 10 |
|
|
Mass |
[kg] |
1 900 |
►M3 Mass is used as a generic value in the simulation tool and does not need to be verified for air drag testing ◄ |
Table 11
Specifications of standard body ‘B3’
|
Specification |
Unit |
External dimension (tolerance) |
Remarks |
|
Length |
[mm] |
7 450 |
|
|
Width |
[mm] |
2 550 (– 10) |
legal limit (96/53/EC), internal ≥ 2 480 |
|
Height |
[mm] |
2 880 (± 10) |
box: external height: 2 760 longitudinal beam: 120 |
|
Corner radius side & roof with front panel |
[mm] |
50 - 80 |
|
|
Corner radius side with roof panel |
[mm] |
50 - 80 |
|
|
Remaining corners |
[mm] |
broken with radius ≤ 10 |
|
|
Mass |
[kg] |
2 000 |
►M3 Mass is used as a generic value in the simulation tool and does not need to be verified for air drag testing ◄ |
Table 12
Specifications of standard body ‘B4’
|
Specification |
Unit |
External dimension (tolerance) |
Remarks |
|
Length |
[mm] |
7 450 |
|
|
Width |
[mm] |
2 550 (– 10) |
|
|
Height |
[mm] |
2 980 (± 10) |
box: external height: 2 860 longitudinal beam: 120 |
|
Corner radius side & roof with front panel |
[mm] |
50 - 80 |
|
|
Corner radius side with roof panel |
[mm] |
50 - 80 |
|
|
Remaining corners |
[mm] |
broken with radius ≤ 10 |
|
|
Mass |
[kg] |
2 100 |
►M3 Mass is used as a generic value in the simulation tool and does not need to be verified for air drag testing ◄ |
Table 13
Specifications of standard body ‘B5’
|
Specification |
Unit |
External dimension (tolerance) |
Remarks |
|
Length |
[mm] |
7 820 |
internal ≥ 7 650 |
|
Width |
[mm] |
2 550 (– 10) |
legal limit (96/53/EC), internal ≥ 2 460 |
|
Height |
[mm] |
2 980 (± 10) |
box: external height: 2 860 longitudinal beam: 120 |
|
Corner radius side & roof with front panel |
[mm] |
50 - 80 |
|
|
Corner radius side with roof panel |
[mm] |
50 - 80 |
|
|
Remaining corners |
[mm] |
broken with radius ≤ 10 |
|
|
Mass |
[kg] |
2 200 |
►M3 Mass is used as a generic value in the simulation tool and does not need to be verified for air drag testing ◄ |
Table 14
Type and chassis configuration of standard semitrailer ‘ST1’
|
Type of trailer |
3-axle semi-trailer w/o steering axle(s) |
|
Chassis configuration |
— End to end ladder frame — Frame w/o underfloor cover — 2 stripes at each side as underride protection — Rear underride protection (UPS) — Rear lamp holder plate — w/o pallet box — Two spare wheels after the 3rd axle — One toolbox at the end of the body before UPS (left or right side) — Mud flaps before and behind axle assembly — Air suspension — Disc brakes — Tyre size: 385/65 R 22,5 — 2 back doors — w/o side door(s) — w/o tail lift — w/o front spoiler — w/o side fairings for aero |
Table 15
Specifications standard semitrailer ‘ST1’
|
Specification |
Unit |
External dimension (tolerance) |
Remarks |
|
Total length |
[mm] |
13 685 |
|
|
Total width (Body width) |
[mm] |
2 550 (– 10) |
|
|
Body height |
[mm] |
2 850 (± 10) |
max. full height: 4 000 (96/53/EC) |
|
Full height, unloaded |
[mm] |
4 000 (– 10) |
height over the complete length specification for semi-trailer, not relevant for checking of vehicle height during constant speed test |
|
Trailer coupling height, unloaded |
[mm] |
1 150 |
specification for semitrailer, not subject to inspection during constant speed test |
|
Wheelbase |
[mm] |
7 700 |
|
|
Axle distance |
[mm] |
1 310 |
3-axle assembly, 24t (96/53/EC) |
|
Front overhang |
[mm] |
1 685 |
radius: 2 040 (legal limit, 96/53/EC) |
|
Front wall |
|
|
flat wall with attachments for compressed air and electricity |
|
Corner front/side panel |
[mm] |
broken with a strip and edge radii ≤ 5 |
secant of a circle with the kingpin as centre and a radius of 2 040 (legal limit, 96/53/EC) |
|
Remaining corners |
[mm] |
broken with radius ≤ 10 |
|
|
Toolbox dimension vehicle x-axis |
[mm] |
655 |
Tolerance: ± 10 % of target value |
|
Toolbox dimension vehicle y-axis |
[mm] |
445 |
Tolerance: ± 5 % of target value |
|
Toolbox dimension vehicle z-axis |
[mm] |
495 |
Tolerance: ± 5 % of target value |
|
Side underride protection length |
[mm] |
3 045 |
2 stripes at each side, acc. ECE- R 73, Amendment 01 (2010), +/– 100 depending on wheelbase |
|
Stripe profile |
[mm2] |
100 × 30 |
ECE- R 73, Amendment 01 (2010) |
|
Technical gross vehicle weight |
[kg] |
39 000 |
legal GVWR: 24 000 (96/53/EC) |
|
Vehicle curb weight |
[kg] |
7 500 |
has not be verified during air drag testing |
|
Allowable axle load |
[kg] |
24 000 |
legal limit (96/53/EC) |
|
Technical axle load |
[kg] |
27 000 |
3 × 9 000 |
Appendix 5
Air drag family
1. General
An air drag family is characterized by design and performance parameters. These shall be common to all vehicles within the family. ►M3 The manufacturer may decide which vehicles belong to an air drag family as long as the membership criteria listed in point 3 for medium lorries, heavy lorries and point 6 for heavy buses are respected. ◄ The air drag family shall be approved by the approval authority. The manufacturer shall provide to the approval authority the appropriate information relating to the air drag of the members of the air drag family.
2. Special cases
In some cases there may be interaction between parameters. This shall be taken into consideration to ensure that only vehicles with similar characteristics are included within the same air drag family. These cases shall be identified by the manufacturer and notified to the approval authority. It shall then be taken into account as a criterion for creating a new air drag family.
In addition to the parameters listed in point 4 of this Appendix for medium and heavy lorries and point 6.1 of this Appendix for heavy buses, the manufacturer may introduce additional criteria allowing the definition of families of more restricted size.
4. Parameter defining the air drag family for medium and heavy lorries
|
4.1. |
►M3 Medium and heavy lorries are allowed to be grouped within a family if they belong to the same vehicle group according to Table 1 or Table 2 of Annex I and the following criteria are fulfilled: ◄
(a)
Same cabin width and body in white geometry up to B-pillar and above the heel point excluding the cab bottom (e.g. engine tunnel). All members of the family stay within a range of ± 10 mm to the parent vehicle.
(b)
Same roof height in vertical Z. All members of the family stay within a range of ± 10 mm to the parent vehicle.
(c)
►M3 For vehicles with frame: Same height of cabin over frame. ◄ This criterion is fulfilled if the height difference of the cabins over frame stays within Z < 175mm. The fulfillment of the family concept requirements shall be demonstrated by CAD (computer-aided design) data. Figure 1 Family definition
|
|
4.2. |
An air drag family consist of testable members and vehicle configurations which can not be tested in accordance with this regulation. |
|
4.3. |
Testable members of a family are vehicle configurations, which fulfil the installation requirements as defined in 3.3 in the main part of this Annex. |
5. Choice of the air drag parent vehicle for medium and heavy lorries
|
5.1. |
The parent vehicle of each family shall be selected according to the following criteria: |
|
5.2. |
For medium rigid lorries, heavy rigid lorries and tractors the vehicle chassis shall fit to the dimensions of the standard body or semi-trailer as defined in Appendix 4 of this Annex. |
|
5.3. |
All testable members of the family shall have an equal or lower air drag value than the value Cd · Adeclared declared for the parent vehicle. |
|
5.4. |
The applicant for a certificate shall be able to demonstrate that the selection of the parent vehicle meets the provisions as stated in point 5.3. based on scientific methods e.g. computational fluid dynamics (CFD), wind tunnel results or good engineering practice. This provision applies for all vehicle variants which can be tested by the constant speed procedure as described in point 3 of this Annex. Other vehicle configurations (e.g. vehicle heights not in accordance with the provisions in Appendix 4, wheel bases not compatible with the standard body dimensions of Appendix 5) shall get the same air drag value as the testable parent within the family without any further demonstration. As tires are considered as part of the measurement equipment, their influence shall be excluded in proving the worst case scenario. |
|
5.5. |
For heavy lorries the declared value Cd·Adeclared can be used for creation of families in other vehicle groups if the family criteria in accordance with point 5 of this Appendix are met based on the provisions given in Table 16.
Table 16 Provisions for transfer of air drag values of heavy lorries to other vehicle groups
|
|
5.6. |
For medium lorries the declared value Cd·Adeclared may be transferred for creation of families in other vehicle groups if the family criteria in accordance with point 5 of this Appendix are met and the provisions in Table 16a are fulfilled. The transfer shall be done by taking over the Cd·Adeclared value unchanged from the origin group.
Table 16a Provisions for transfer of air drag values of medium lorries to other vehicle groups
|
|
6. |
Parameter defining the air drag family for heavy buses:
|
|
7. |
Choice of the air drag parent vehicle for heavy buses The parent vehicle of each family shall be selected in accordance with the following criteria:
|
Appendix 6
Conformity of the certified CO2 emissions and fuel consumption related properties
1. The conformity of the certified CO2 emissions and fuel consumption related properties shall be verified by constant speed tests as laid down in section 3 of the main part of this Annex. For conformity of the certified CO2 emissions and fuel consumption related properties the following additional provisions apply:
The ambient temperature of the constant speed test shall be within a range of ± 5 °C to the value from the certification measurement. This criterion is verified based on the average temperature from the first low speed tests as calculated by the air drag pre-processing tool.
The high speed test shall be performed in a vehicle speed range within ± 2 km/h to the value from the certification measurement.
All conformity of the certified CO2 emissions and fuel consumption related properties tests shall be supervised by the approval authority.
2. A vehicle fails the conformity of the certified CO2 emissions and fuel consumption related properties test if the measured Cd Acr (0) value is higher than the Cd · Adeclared value declared for the parent vehicle plus 7,5 % tolerance margin. If a first test fails, up to two additional tests at different days with the same vehicle may be performed. ►M1 Where the measured Cd Acr (0) value of all performed tests is higher than the Cd·Adeclared value declared for the parent vehicle plus 7,5 % tolerance margin, Article 23 of this Regulation shall apply. ◄
For calculation of Cd Acr (0) value the air drag pre-processing tool version of the parent air drag in accordance with Attachment 1 of Appendix 2 to this Annex shall be used.
3. The number of vehicles to be tested for conformity with the certified CO2 emissions and fuel consumption related properties per year of production shall be determined based on Table 17. The table shall be applied separately to medium lorries, heavy lorries and heavy buses.
Table 17
Number of vehicles to be tested for conformity with the certified CO2 emissions and fuel consumption related properties per year of production
(to be applied separately for medium lorries, heavy lorries and heavy buses)
|
Number of CoP tested vehicles |
Schedule |
Number of CoP relevant vehicles produced the year before |
|
0 |
— |
≤ 25 |
|
1 |
every 3rd year (*1) |
25 < X ≤ 500 |
|
1 |
every 2nd year |
500 < X ≤ 5 000 |
|
1 |
every year |
5 000 < X ≤ 15 000 |
|
2 |
every year |
≤ 25 000 |
|
3 |
every year |
≤ 50 000 |
|
4 |
every year |
≤ 75 000 |
|
5 |
every year |
≤ 100 000 |
|
6 |
every year |
100 001 and more |
|
(*1)
The CoP test shall be performed within the first two years |
||
For the purpose of establishing the production numbers, only air drag data which fall under the requirements of this Regulation and which did not get standard air drag values according to Appendix 7 of this Annex shall be considered.
4. For the selection of vehicles for conformity of the certified CO2 emissions and fuel consumption related properties testing the following provisions apply:
Only vehicles from the production line shall be tested.
Only vehicles which fulfil the provisions for constant speed testing as laid down in section 3.3 of the main part of this Annex shall be selected.
Tires are considered part of the measurement equipment and can be selected by the manufacturer.
Vehicles in families where the air drag value has been determined via transfer from other vehicles according to Appendix 5 point 5 are not subject to conformity of the certified CO2 emissions and fuel consumption related properties testing.
Vehicles which use standard values for air drag according to Appendix 8 are not subject to conformity of the certified CO2 emissions and fuel consumption related properties testing.
A first vehicle to be tested for conformity with the certified CO2 emissions and fuel consumption related properties shall be selected from the air drag type or air drag family representing the highest production numbers in the corresponding year. Any additional vehicles shall be selected from all air drag families and shall be agreed between the manufacturer and the approval authority based on the air drag families and vehicle groups already tested. If only one test per year or less has to be executed, the vehicle shall always be selected from all air drag families and shall be agreed between the manufacturer and the approval authority.
5. After a vehicle was selected for conformity of the certified CO2 emissions and fuel consumption related properties the manufacturer has to verify the conformity of the certified CO2 emissions and fuel consumption related properties within a time period of 12 month. The manufacturer may request the approval authority for an extension of that period for up to 6 months if he can prove that the verification was not possible within the required period due to weather conditions.
Appendix 7
Standard values
This Appendix describes standard values for the declared air drag value Cd·Adeclared . Where standard values are applied, no input data on air drag shall be provided to the simulation tool. In this case, the standard values are allocated automatically by the simulation tool.
1. Standard values for heavy lorries are defined in accordance with Table 18.
Table 18
Standard values for Cd·Adeclared for heavy lorries
|
Vehicle group |
Standard value Cd·Adeclared [m2] |
|
1, 1s |
7,1 |
|
2 |
7,2 |
|
3 |
7,4 |
|
4 |
8,4 |
|
5 |
8,7 |
|
9 |
8,5 |
|
10 |
8,8 |
|
11 |
8,5 |
|
12 |
8,8 |
|
16 |
9,0 |
2. —
3. —
4. Standard values for heavy buses are defined in accordance with Table 21. For vehicle groups for which no measurement of aerodynamic drag is allowed (in accordance with point 7.3. in Appendix 5 of this Annex), standard values are not relevant.
Table 21
Standard values for Cd·Adeclared for heavy buses
|
Vehicle parameter sub-group |
Standard value Cd·Adeclared [m2] |
|
31a |
not relevant |
|
31b1 |
not relevant |
|
31b2 |
4,9 |
|
31c |
not relevant |
|
31d |
not relevant |
|
31e |
not relevant |
|
32a |
4,6 |
|
32b |
4,6 |
|
32c |
4,6 |
|
32d |
4,6 |
|
32e |
5,2 |
|
32f |
5,2 |
|
33a |
not relevant |
|
33b1 |
not relevant |
|
33b2 |
5,0 |
|
33c |
not relevant |
|
33d |
not relevant |
|
33e |
not relevant |
|
34a |
4,7 |
|
34b |
4,7 |
|
34c |
4,7 |
|
34d |
4,7 |
|
34e |
5,3 |
|
34f |
5,3 |
|
35a |
not relevant |
|
35b1 |
not relevant |
|
35b2 |
5,1 |
|
35c |
not relevant |
|
36a |
4,8 |
|
36b |
4,8 |
|
36c |
4,8 |
|
36d |
4,8 |
|
36e |
5,4 |
|
36f |
5,4 |
|
37a |
not relevant |
|
37b1 |
not relevant |
|
37b2 |
5,1 |
|
37c |
not relevant |
|
37d |
not relevant |
|
37e |
not relevant |
|
38a |
4,8 |
|
38b |
4,8 |
|
38c |
4,8 |
|
38d |
4,8 |
|
38e |
5,4 |
|
38f |
5,4 |
|
39a |
not relevant |
|
39b1 |
not relevant |
|
39b2 |
5,2 |
|
39c |
not relevant |
|
40a |
4,9 |
|
40b |
4,9 |
|
40c |
4,9 |
|
40d |
4,9 |
|
40e |
5,5 |
|
40f |
5,5 |
5. Standard values for medium lorries are defined in accordance with Table 22.
Table 22
Standard values for Cd·Adeclared for medium lorries
|
Vehicle group |
Standard value Cd·Adeclared [m2] |
|
53 |
5,8 |
|
54 |
2,5 |
Appendix 8
Markings
In the case of a vehicle being certified in accordance with this Annex, the cabin or the bodywork shall bear:
The manufacturer's name or trade mark
The make and identifying type indication as recorded in the information referred to in paragraph 0.2 and 0.3 of Appendix 2 to this Annex
The certification mark as a rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State which has granted the certificate:
The certification mark shall also include in the vicinity of the rectangle the ‘base certification number’ as specified for Section 4 of the type-approval number set out in Annex I to Regulation (EU) 2020/683 preceded by the two figures indicating the sequence number assigned to the latest technical amendment to this Regulation and by a character ‘P’ indicating that the approval has been granted for airdrag.
For this Regulation the sequence number shall be 02.
◄1.4.1 Example and dimensions of the certification mark
The above certification mark affixed to a cabin shows that the type concerned has been certified in Poland (e20), pursuant to this Regulation. The first two digits (02) are indicating the sequence number assigned to the latest technical amendment to this Regulation. The following letter indicates that the certificate was granted for air drag (P). The last five digits (00005) are those allocated by the approval authority for the air drag as the base certification number.
The certification mark shall be affixed to the cabin in such a way as to be indelible and clearly legible. It shall be visible when the cabin is installed on the vehicle and shall be affixed to a part necessary for normal cabin operation and not normally requiring replacement during cabin life. ►M1 The markings, labels, plates or stickers must be durable for the useful life of the cabin and must be clearly legible and indelible. ◄ The manufacturer shall ensure that the markings, labels, plates or sticker cannot be removed without destroying or defacing them.
2 Numbering
|
2.1. |
Certification number for air drag shall comprise the following: eX*YYYY/YYYY*ZZZZ/ZZZZ*P*00000*00
|
Appendix 9
Input parameters for the simulation tool
Introduction
This Appendix 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.
The XML is automatically generated by the air drag pre-processing tool.
Definitions
|
(1) |
‘Parameter ID’:Unique identifier as used in the simulation 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 |
Set of input parameters
Table 1
Input parameters ‘AirDrag’
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
Manufacturer |
P240 |
token |
|
|
|
Model |
P241 |
token |
|
|
|
CertificationNumber |
P242 |
token |
|
Identifier of the component as used in the certification process |
|
Date |
P243 |
date |
|
Date and time when the component hash is created |
|
AppVersion |
P244 |
token |
|
Number identifying the version of the air drag pre-processing tool |
|
CdxA_0 |
P245 |
double, 2 |
[m2] |
Final result of the air drag pre-processing tool. |
|
TransferredCdxA |
P246 |
double, 2 |
[m2] |
CdxA_0 transferred to related families in other vehicle groups in accordance with Table 16 of Appendix 5 for heavy lorries, Table 16a of Appendix 5 for medium lorries and Table 16b of Appendix 5 for heavy buses. Where no transfer rule was applied, CdxA_0 shall be provided. |
|
DeclaredCdxA |
P146 |
double, 2 |
[m2] |
Declared value for air drag family |
In case standard values in accordance with Appendix 7 shall be used in the simulation tool, no input data for air drag component shall be provided. The standard values are allocated automatically in accordance with the vehicle group scheme.
ANNEX IX
VERIFYING LORRY AND BUS AUXILIARY DATA
1. Introduction
This Annex describes the provisions regarding declaration of technologies and other relevant input information on auxiliary systems for heavy duty vehicles for the purpose of the determination of vehicle specific CO2 emissions.
The power consumption of the following auxiliary types shall be considered within the simulation tool by using technology specific average generic models for power consumption:
Engine cooling fan
Steering system
Electric system
Pneumatic system
Heating, ventilation and air conditioning (HVAC) system
Transmission Power Take Off (PTO)
The generic values are integrated in the simulation tool and automatically used based on the relevant input information in accordance with the provisions in this Annex. The related input data formats for the simulation tool are described in Annex III. For a clear reference, the three-digit parameter IDs used in Annex III are also listed in this Annex.’;
2. Definitions
For the purposes of this Annex the following definitions shall apply. The related auxiliary type is stated in brackets.
‘crankshaft mounted’ fan means a fan installation where the fan is driven in the prolongation of the crankshaft, often by a flange (engine cooling fan);
‘belt or transmission driven’ fan means a fan that is installed in a position where additional belt, tension system or transmission is needed (engine cooling fan);
‘hydraulic driven’ fan means a fan propelled by hydraulic oil, often installed away from the engine. A hydraulic system with oil system, pump and valves are influencing losses and efficiencies in the system (engine cooling fan);
‘electrically driven’ fan means a fan propelled by an electric motor. The efficiency for complete energy conversion, included in/out from battery, is considered (engine cooling fan);
‘electronically controlled visco clutch’ means a clutch in which a number of sensor inputs together with SW logic are used to electronically actuate the fluid flow in the visco clutch (engine cooling fan);
‘bimetallic controlled visco clutch’ means a clutch in which a bimetallic connection is used to convert a temperature change into mechanical displacement. The mechanical displacement is then working as an actuator for the visco clutch (engine cooling fan);
‘discrete step clutch’ means a mechanical device where the grade of actuation can be made in distinct steps only (not continuous variable) (engine cooling fan);
‘on/off clutch’ means a mechanical clutch which is either fully engaged or fully disengaged (engine cooling fan);
‘variable displacement pump’ means a device that converts mechanical energy to hydraulic fluid energy. The amount of fluid pumped per revolution of the pump can be varied while the pump is running (engine cooling fan);
‘constant displacement pump’ means a device that converts mechanical energy to hydraulic fluid energy. The amount of fluid pumped per revolution of the pump cannot be varied while the pump is running (engine cooling fan);
‘electric motor control’ means the use of an electric motor to propel the fan. The electrical machine converts electrical energy into mechanical energy. Power and speed are controlled by conventional technology for electric motors (engine cooling fan);
‘fixed displacement pump (default technology)’ means a pump having an internal limitation of the flow rate (steering system);
‘fixed displacement pump with electronic control’ means a pump using an electronic control of the flow rate (steering system);
‘dual displacement pump’ means a pump with two chambers (with the same or different displacement) mechanical internal limitation of flow rate (steering system);
‘dual displacement pump with electronic control’ means a pump with two chambers (with the same or different displacement) which can be combined or where under specific conditions only one of these is used. The flow rate is electronically controlled by a valve (steering system);
‘variable displacement pump mech. controlled’ means a pump where the displacement is mechanically controlled internally (internal pressure scales) (steering system);
‘variable displacement pump elec. controlled’ means a pump where the displacement is electronically controlled (steering system);
‘electric driven pump’ means a steering system driven by an electric motor with continuously recirculating hydraulic fluid (steering system);
‘full electric steering gear’ means a steering system driven by an electric motor without continuously recirculating hydraulic fluid (steering system);
-
‘air compressor with energy saving system’ or ‘ESS’ means a compressor reducing the power consumption during blow off, e.g. by closing intake side, ESS is controlled by system air pressure (pneumatic system);
‘compressor clutch (visco)’ means a disengageable compressor where the clutch is controlled by the system air pressure (no smart strategy), minor losses during disengaged state caused by visco clutch (pneumatic system);
‘compressor clutch (mechanically)’ means a disengageable compressor where the clutch is controlled by the system air pressure (no smart strategy) (pneumatic system);
‘air management system with optimal regeneration’ or ‘AMS’ means an electronic air processing unit that combines an electronically controlled air dryer for optimised air regeneration and an air delivery preferred during overrun conditions (requires a clutch or ESS) (pneumatic system).
‘light emitting diode’ or ‘LED’ means semiconductor devices that emit visible light when an electrical current passes through them (electric system);
-
‘power take-off’ or ‘PTO’ means a device on a transmission or an engine to which an optional power consuming device (‘consumer’), e.g., a hydraulic pump, can be connected; a power take-off is usually optional (PTO);
‘power take-off drive mechanism’ means a device in a transmission that allows the installation of a power take-off (PTO);
‘engaged gearwheel’ means a gearwheel which is engaged with running shafts of either the engine or transmission while the PTO clutch (if applicable) is open (PTO);
‘tooth clutch’ means a (manoeuvrable) clutch where torque is transferred mainly by normal forces between mating teeth. A tooth clutch can either be engaged or disengaged. It is operated in load-free conditions only (e.g. at gear shifts in a manual transmission) (PTO);
‘synchroniser’ means a type of tooth clutch where a friction device is used to equalise the speeds of the rotating parts to be engaged (PTO);
‘multi-disc clutch’ means a clutch where several friction linings are arranged in parallel whereby all friction pairs get the same pressing force. Multi-disc clutches are compact and can be engaged and disengaged under load. They may be designed as dry or wet clutches (PTO);
‘sliding wheel’ means a gearwheel used as shift element where the shifting is realised by moving the gearwheel on its shaft into or out of the gear mesh of the mating gear (PTO);
‘discrete step clutch (off + 2 stages)’ means a mechanical device where the grade of actuation can be made in two distinct steps plus off only (not continuous variable) (engine cooling fan);
‘discrete step clutch (off + 3 stages)’ means a mechanical device where the grade of actuation can be made in three distinct steps plus off only (not continuous variable) (engine cooling fan);
‘ratio compressor to engine’ means the forward gear ratio of the speed of the engine to the speed of the air compressor without slip (i = nin/nout) (pneumatic system);
‘air suspension control mechanically’ means an air supension system in which the air suspension control valves are operated mechanically without electronics and software (pneumatic system);
‘air suspension control electronically’ means an air supension system in which a number of sensor inputs together with software logic are used to electronically actuate the air suspension control valves (pneumatic system);
‘pneumatic SCR reagent dosing’ means that compressed air is used for dosing reagent into the exhaust system (pneumatic system);
‘door drive technology pneumatic’ means that the passenger doors of the vehicle are operated with compressed air (pneumatic system);
‘door drive technology electric’ means that the passenger doors of the vehicle are operated with an electric motor or with an electrohydraulic system (pneumatic system);
‘door drive technology mixed’ means that both ‘door drive technology pneumatic’ and ‘door drive technology electric’ are installed in the vehicle (pneumatic system);
‘smart regeneration system’ means a pneumatic system in which the regeneration air demand is optimised with respect to the quantity of dried air that is produced (pneumatic system);
‘smart compression system’ means a pneumatic system in which the air delivery is electronically controlled with preferred air delivery during overrun conditions (pneumatic system);
‘interior lights’ means the lights within the passenger compartment that are installed to fulfil the requirements of paragraph 7.8. (artificial interior lighting) in Annex 3 to UN Regulation No. 107 ( *2 ) (electric system);
‘day running lights’ means the ‘daytime running lamp’ in accordance with paragraph 2.7.25 of UN Regulation No. 48 ( *3 ) (electric system);
‘position lights’ means the ‘side marker lamp’ in accordance with paragraph 2.7.24 of UN Regulation No. 48 (electric system);
‘brake lights’ means the ‘stop lamp’ in accordance with paragraph 2.7.12 of UN Regulation No. 48 (electric system);
‘headlights’ means the ‘passing-beam (dipped-beam) headlamp’ in accordance with paragraph 2.7.10 of UN Regulation No. 48, and the ‘driving-beam (main-beam) headlamp’ in accordance with paragraph 2.7.9 of UN Regulation No. 48 (electric system);
‘alternator’ means an electric machine to charge the battery and to supply electric power to the electrical auxiliary system when the vehicle’s internal combustion engine is running. An alternator can not contribute to propulsion of the vehicle (electric system);
‘smart alternator system’ means a system of one ore more alternators in combination with one or more dedicated REESS which is electronically controlled with preferred generation of electic energy during overrun conditions (electric system);
‘heating, ventilation and air conditioning system’ or HVAC system means a system that can actively heat and/or actively cool down and exchange or replace air to provide improved air qualityfor the passenger and/or the driver compartment (HVAC system);
‘HVAC system configuration’ means a combination of HVAC system components in accordance with Table 13 of this Annex (HVAC system);
‘thermal comfort system for passenger compartment’ means a system that uses fans to circulate air within the vehicle or blows fresh air into the vehicle and the air volume flow can at least be actively cooled or heated. The air is distributed from the roof of the vehicle and in the case of double deckers, in both floors. In the case of open top double deckers, in the lower deck (HVAC system);
‘number of heat pumps for passenger compartment’ means the number of heat pumps that are installed in the vehicle to heat up and/or cool down cabin air or fresh air supplied to the passenger compartment. If a heat pump is used for the passenger and for the driver compartment it is counted for the passenger compartment only (HVAC system). If different heat pumps for heating and cooling are installed, the number of heat pumps shall be defined by the lower number of both separate cases – i.e. the number of heat pumps for cooling and the number of heat pumps for heating shall be considered separately (e.g. in the case of 2 heat pumps for cooling and 1 heat pump for heating: only 1 heat pump shall be considered);
‘air conditioning system for driver compartment’ means that a system is installed in the vehicle that can cool down the cabin air or fresh air supplied to the driver or driver compartment (HVAC system);
‘air conditioning system for passenger compartment’ means that a system is installed in the vehicle that can cool down the cabin air or fresh air supplied to the passenger compartment (HVAC system);
‘independent heat pump for driver compartment’ means that a heat pump is installed in the vehicle that is only used for the driver compartment (HVAC system);
‘heat pump 2-stage’ means a heat pump where the grade of actuation can be made in two steps only but not continuous variable (HVAC system);
‘heat pump 3-stage’ means a heat pump where the grade of actuation can be made in three steps only but not continuous variable (HVAC system);
‘heat pump 4-stage’ means a heat pump where the grade of actuation can be made in four steps only but not continuous variable (HVAC system);
‘heat pump continuous’ means a heat pump where the grade of actuation is continuously variable or where the air conditioning compressor is driven by an electric motor with continuously variable speed (HVAC system);
‘auxiliary heater power’ as stated on the label defined in paragraph 4 of Annex 7 to UN Regulation No. 122 ( *4 ) (HVAC system);
‘double glazing’ means windows of the passenger compartment that consist of two glass window panes that are separated by gas filled space or by vacuum. In the case of several types of windows within the passenger compartment, the predominant window type with regards to surface area has to be selected. For the assessment of the predominant window type the windscreen, the rear window, the driver side-window(s), windows within doors, windows above and in front of the front axle (see Figure 1 for examples) as well as tiltable windows, shall not be considered (HVAC system);
Figure 1
Windows not to be considered for predominant window type
‘heat pump’ means a system that uses a refrigerant in a circular process to transfer thermal energy from the environment to the passenger compartment and/or the driver compartment and/or transfers thermal energy in the opposite direction (cooling and/or heating functionality) with a coefficient of performance larger than 1 (HVAC system);
‘R-744 heat pump’ means a heat pump which uses R-744 refrigerant as working medium (HVAC system);
‘non R-744 heat pump’ means a heat pump which uses another working medium than R-744 refrigerant. For the possible grade of actuation (2-stage, 3-stage, 4-stage, continuous), the definitions (56) to (59) shall apply (HVAC system);
‘adjustable coolant thermostat’ means a coolant thermostat which characteristics are influenced by at least one additional input besides the coolant temperature, e.g. active electric heating of the thermostat (HVAC system);
‘adjustable auxiliary heater’ means a fuel-operated heater with at least 2 levels of heating capacity besides ‘off’ that can be controlled depending on the required heating system capacity in the bus (HVAC system);
‘engine waste gas heat exchanger’ means a heat exchanger that uses the thermal energy of engine waste gas to heat the cooling circuit (HVAC system);
‘separate air distribution ducts’ means one or multiple air channels connected to a thermal comfort system to distribute conditioned air evenly to the passenger compartment. Air channels may include loud speakers or HVAC water supply and electric harness. Reservoirs for compressed airs shall not be installed within this/these channel/s. By this model parameter the simulation tool considers reduced heat transfer losses to the ambient or components within the channel. For HVAC configurations 8, 9 and 10 in vehicle groups 31, 33, 35, 37 and 39, this input shall be set to ‘true’ as those configurations benefit from reduced losses as cooled air is directly blown into vehicle interior even without any air channel. For all HVAC configurations in vehicle groups 32, 34, 36, 38 and 40 this parameter shall be set to ‘true’ as this is state-of-the-art (HVAC system);
‘electrically driven compressor’ means a compressor driven by an electric motor (pneumatic system);
‘water electric heater’ means a device using electric energy to heat up the coolant of the vehicle with a coefficient of performance lower than 1 and that is actively used for the heating functionality during vehicle operation on road (HVAC system);
‘air electric heater’ means a device using electric energy to heat up the air of the passenger and/or driver compartment with a coefficient of performance lower than 1 (HVAC system);
‘other heating technology’ means any fully electric technology used for heating up the passenger and/or driver compartment not covered by the technologies in definitons (62), (70) or (71) (HVAC system);
‘lead-acid battery – conventional’ means a lead-acid battery where none of the definitions (74) or (75) applies (electric system);
‘lead-acid battery –AGM’ (Absorbed Glass Mat) means lead-acid batteries where glass fibre mats soaked in electrolyte are used as separators between the negative and positive plates (electric system);
‘lead-acid battery – gel’ means lead-acid batteries where a silica gelling agent is mixed into the electrolyte (electric system);
‘Li-ion battery - high power’ means a Li-ion battery where the numerical ratio between rated maximum current in [A] and the rated capacity in [Ah] is equal to or larger than 10 (electric system);
‘Li-ion battery - high energy’ means a Li-ion battery where the numerical ratio between rated maximum current in [A] and the rated capacity in [Ah] is less than 10 (electric system);
‘capacitor with DC/DC converter’ means an (ultra) capacitor electrical energy storage unit combined with a DC/DC unit that adapts the voltage level and controls the current to and from the electric consumer board net (electric system);
‘articulated bus’ means a heavy bus that is an incomplete vehicle, complete vehicle or completed vehicle consisting of at least two rigid sections connected to each other by an articulated section. Connection and disconnection of the sections are to be possible only in a workshop. For the complete or completed heavy buses of this type of vehicle, the articulated section shall permit the free movement of travellers between the rigid sections.
3. Description of auxiliary relevant input information into the simulation tool
3.1. Engine cooling fan
The information on engine cooling fan technology shall be provided based on the applicable combinations of fan drive and fan control technology as described in Table 4 below.
If a new technology within a fan drive cluster (e.g. crankshaft mounted) cannot be found in the list, the technology allocated to ‘default for fan drive cluster’ shall be provided.
If a new technology cannot be found in any fan drive cluster the technology allocated to ‘default overall’ shall be provided.
Table 4
Engine cooling fan technologies (P181)
|
Fan drive cluster |
Fan control |
Medium and heavy lorries |
Heavy buses |
|
Crankshaft mounted |
Electronically controlled visco clutch |
X |
X |
|
Bimetallic controlled visco clutch |
X (DC) |
X |
|
|
Discrete step clutch |
X |
|
|
|
Discrete step clutch (off + 2 stages) |
|
X |
|
|
Discrete step clutch (off + 3 stages) |
|
X |
|
|
On/off cluch |
X |
X (DC, DO) |
|
|
Belt driven or driven via transmission |
Electronic controlled visco clutch |
X |
X |
|
Bimetallic controlled visco clutch |
X (DC) |
X |
|
|
Discrete step clutch |
X |
|
|
|
Discrete step clutch (off + 2 stages) |
|
X |
|
|
Discrete step clutch (off + 3 stages) |
|
X |
|
|
On/off cluch |
X |
X (DC) |
|
|
Hydraulically driven |
Variable displacement pump |
X |
X |
|
Constant displacement pump |
X (DC, DO) |
X (DC) |
|
|
Electrically driven |
Electric motor control |
X (DC) |
X (DC) |
|
X: applicable, DC: default for fan drive cluster, DO: default overall |
|||
3.2. Steering system
The technology of the steering system shall be provided in accordance with Table 5 per each active steered axle on the vehicle.
If a new technology within a steering technology cluster (e.g. mechanically driven) cannot be found in the list, the technology allocated to ‘default for steering technology cluster’ shall be provided. If a new technology cannot be found in any steering technology cluster the technology allocated to ‘default overall’ shall be provided.
Table 5
Steering system technologies (P182)
|
Steering technology cluster |
Technology |
Medium and heavy lorries |
Heavy buses |
|
Mechanically driven |
Fixed displacement |
X (DC, DO) |
X (DC, DO) |
|
Fixed displacement, electronical control |
X |
X |
|
|
Dual displacement pump |
X |
X |
|
|
Dual displacement pump with electronic control |
X |
X |
|
|
Variable displacement, mechanical control |
X |
X |
|
|
Variable displacement, electronical control |
X |
X |
|
|
Electric |
Electric driven pump |
X (DC) |
X (DC) |
|
Full electric steering gear |
X |
X |
|
|
X: applicable, DC: default for steering technology cluster, DO: default overall |
|||
3.3. Electric System
3.3.1. Medium lorries and heavy lorries
The technology of the electric system shall be provided in accordance with
Table 6.
If the technology used in the vehicle is not listed, ‘standard technology’ shall be provided to the simulation tool.
Table 6
Electric system technologies for medium lorries and heavy lorries (P183)
|
Technology |
|
Standard technology |
|
Standard technology - LED headlights |
3.3.2. Heavy buses
The technology of the electric system shall be provided in accordance with Table 7.
Table 7
Electric system technologies for heavy buses
|
Electric system cluster |
Parameter |
Parameter (ID) |
Input to the simulation tool |
Explanations |
|
Alternator |
Alternator technology |
P294 |
conventional / smart / no alternator |
‘smart’ shall be declared for systems fulfilling the definitions as given in point 2(48); ‘no alternator’ is applicable for HEVs which do not have an alternator in the electric auxiliary system. For PEVs no input is required. |
|
Smart alternator – maximum rated current |
P295 |
value in [A] |
Maximum rated current at nominal speed in accordance with manufacturer’s labelling or data sheet, or measured in accordance with standard ISO 8854:2012 Input per smart alternator |
|
|
Smart alternator – rated voltage |
P296 |
value in [V] |
Allowed values: ‘12’, ‘24’, ‘48’ Input per smart alternator |
|
|
Batteries for smart alternator systems |
Technology |
P297 |
lead-acid battery – conventional / lead-acid battery – AGM / lead-acid battery – gel / li-ion battery - high power / li-ion battery - high energy |
Input per battery charged by smart alternator system If a battery technology cannot be found in the list, the technology ‘Lead-acid battery – Conventional’ shall be provided as input. |
|
Nominal voltage |
P298 |
value in [V] |
Allowed values: ‘12’, ‘24’, ‘48’ Input per battery charged by smart alternator system Where batteries are configured in series (e.g. two 12V units for a 24V system), the actual nominal voltage of the single battery units (12V in this example) shall be provided. |
|
|
Rated capacity |
P299 |
value in [Ah] |
Capacity in Ah in accordance with manufacturer’s labelling or data sheet Input per battery charged by smart alternator system |
|
|
Capacitors for smart alternator systems |
Technology |
P300 |
with DC/DC converter |
Input per battery charged by smart alternator system |
|
Rated capacitance |
P301 |
value in [F] |
Capacitance in Farad (F) in accordance with manufacturer’s labelling or data sheet Input per capacitor charged by smart alternator system |
|
|
Rated voltage |
P302 |
value in [V] |
Rated operating voltage in accordance with manufacturer’s labelling or data sheet Input per capacitor charged by smart alternator system |
|
|
Auxiliary electric energy supply |
Supply of electric auxiliaries from HEV REESS possible |
P303 |
true / false |
To be set to ‘true’ if the vehicle is equipped with a controlled power link that enables transfer of electric energy from a HEV propulsion energy storage system to the electric consumer board net. Input only required for HEV. |
|
Interior lights |
Interior lights LED |
P304 |
true / false |
Parameters shall only be set to true if all lights of the category are in line with the definitions set out in points 2(42) to 2(46). |
|
Exterior lights |
Day running lights LED |
P305 |
true / false |
|
|
Position lights LED |
P306 |
true / false |
||
|
Brake lights LED |
P307 |
true / false |
||
|
Headlights LED |
P308 |
true / false |
3.4. Pneumatic system
3.4.1. Pneumatic systems working with over pressure
3.4.1.1. Size of air supply
For pneumatic systems working with over pressure the size of air supply shall be provided in accordance with Table 8.
Table 8
Pneumatic systems with over pressure – size of air supply
|
Size of air supply |
Medium and heavy lorries (part of P184) |
Heavy buses (P309) |
|
Small displacement ≤ 250 cm3; 1 cylinder / 2 cylinder |
X |
X |
|
Medium 250 cm3 < displacement ≤ 500 cm3; 1 cylinder / 2 cylinder 1-stage |
X |
X |
|
Medium 250cm3 < displacement ≤ 500 cm3; 1 cylinder / 2 cylinder 2-stage |
X |
X |
|
Large displacement > 500 cm3; 1 cylinder / 2 cylinder 1-stage / 2-stage |
X, DO |
|
|
Large displacement > 500 cm3; 1-stage |
|
X, DO |
|
Large displacement > 500 cm3; 2-stage |
|
X |
In the case of a two-stage compressor, the displacement of the first stage shall be used to describe the size of the air compressor system. In the case of non-piston compressors, the ‘default overall’ (DO) technology shall be declared.
In the case of heavy buses with electrically driven compressors, ‘not applicable’ shall be provided as input for size of air supply as this parameter is not considered by the simulation tool.
3.4.1.2. Fuel saving technologies
Fuel saving technologies shall be provided in accordance with the combinations as listed in Table 9 for medium and heavy lorries in Table 10 for heavy buses.
Table 9
Pneumatic systems with over pressure – fuel saving technologies for heavy lorries, medium lorries (part of P184)
|
Combination No |
Compressor drive |
Compressor clutch |
Air compressor with Energy Saving System (ESS) |
Air Management System with optimal regeneration (AMS) |
|
1 |
mechanically |
no |
no |
no |
|
2 |
mechanically |
no |
yes |
no |
|
3 |
mechanically |
visco |
no |
no |
|
4 |
mechanically |
mechanically |
no |
no |
|
5 |
mechanically |
no |
yes |
yes |
|
6 |
mechanically |
visco |
no |
yes |
|
7 |
mechanically |
mechanically |
no |
yes |
|
8 |
electrically |
no |
no |
no |
|
9 |
electrically |
no |
no |
yes |
Table 10
Pneumatic systems with over pressure – fuel saving technologies for heavy buses
|
Combination No |
Compressor drive (P310) |
Compressor clutch (P311) |
Smart regeneration system (P312) |
Smart compression system (P313) |
|
1 |
mechanically |
no |
no |
no |
|
2 |
mechanically |
no |
yes |
no |
|
3 |
mechanically |
no |
no |
yes |
|
4 |
mechanically |
no |
yes |
yes |
|
5 |
mechanically |
visco |
no |
no |
|
6 |
mechanically |
visco |
yes |
no |
|
7 |
mechanically |
visco |
no |
yes |
|
8 |
mechanically |
visco |
yes |
yes |
|
9 |
mechanically |
mechanical |
no |
no |
|
10 |
mechanically |
mechanical |
yes |
no |
|
11 |
mechanically |
mechanical |
no |
yes |
|
12 |
mechanically |
mechanical |
yes |
yes |
|
13 |
electrically |
no |
no |
no |
|
14 |
electrically |
no |
yes |
no |
3.4.1.3. Further characteristics of the pneumatic system for heavy buses
For heavy buses the information on further characteristics of the pneumatic system shall be provided in accordance with Table 11.
Table 11
Further characteristics of the pneumatic system for heavy buses
|
Parameter |
Parameter ID |
Input to the simulation tool |
Explanations |
|
Ratio compressor to engine |
P314 |
value in [-] |
Ratio = compressor speed / engine speed. Only applicable in the case of mechanically driven compressor |
|
Entrance height in non-kneeled position |
P290 |
value in [mm] |
In accordance with the definitions as set out in point 2(10 ) of Annex III. Documentation of this value shall be given by vehicle setup drawings used during parametrisation of the air suspension control of the vehicle. Value shall represent the state as delivered to the customer as normal ride height. This parameter is only relevant for heavy buses. |
|
Air suspension control |
P315 |
mechanically / electronically |
|
|
Pneumatic SCR reagent dosing |
P316 |
true / false |
See point 2(36) |
|
Door drive technology |
P291 |
pneumatic / mixed / electric |
|
3.4.2. Pneumatic systems working with vacuum
For vehicles with pneumatic systems working with vacuum (relative negative pressure) either ‘Vacuum pump’ or ‘Vacuum pump + elec. driven’ shall be provided as input to the simulation tool (P184). This technology is not applicable for heavy buses.
3.5. HVAC system
3.5.1. HVAC system for medium lorries and heavy lorries
The technology of the HVAC system shall be provided in accordance with Table 12.
Table 12
HVAC system technologies for medium lorries and heavy lorries (P185)
|
Technology |
|
None (no air conditioning system for driver compartment) |
|
Default |
3.5.2. HVAC system for heavy buses
The HVAC system configuration shall be provided in accordance with the definitions set out in Table 13. A graphical representation of the different configurations is given in Figure 2.
Table 13
HVAC system configuration for heavy buses (P317)
|
HVAC system configuration |
Thermal comfort system for passenger compartment |
Number of heat pumps for passenger compartment in accordance with (52) of point 2 |
Driver compartment supplied by heat pump(s) for passenger compartment |
Independent heat pump(s) for driver compartment |
|
|
Rigid |
Articu-lated |
||||
|
1 |
No |
0 |
0 |
No |
No |
|
2 |
No |
0 |
0 |
No |
Yes |
|
3 |
Yes |
0 |
0 |
No |
No |
|
4 |
Yes |
0 |
0 |
No |
Yes |
|
5 |
Yes |
1 |
1 or 2 |
No |
No |
|
6 |
Yes |
1 |
1 or 2 |
Yes |
No |
|
7 |
Yes |
1 |
1 or 2 |
No |
Yes |
|
8 |
Yes |
> 1 |
> 2 |
No |
No |
|
9 |
Yes |
> 1 |
> 2 |
No |
Yes |
|
10 |
Yes |
> 1 |
> 2 |
Yes |
No |
Figure 2
HVAC system configuration for heavy buses (Rigid and Articulated)
The HVAC system parameters shall be declared in accordance with Table 14.
Table 14
HVAC system parameters (heavy buses)
|
Parameter |
Parameter ID |
Input to the simulation tool |
Explanations |
|
Heat pump type for cooling driver compartment |
P318 |
none / not applicable / R-744 / non R-744 2-stage / non R-744 3-stage / non R-744 4-stage / non R-744 continuous |
‘not applicable’ shall be declared for HVAC system configurations 6 and 10 due to supply from passenger heat pump |
|
Heat pump type for heating driver compartment |
P319 |
none / not applicable / R-744 / non R-744 2-stage / non R-744 3-stage / non R-744 4-stage / non R-744 continuous |
‘not applicable’ shall be declared for HVAC system configurations 6 and 10 due to supply from passenger heat pump |
|
Heat pump type for cooling passenger compartment |
P320 |
none / R-744 / non R-744 2-stage / non R-744 3-stage / non R-744 4-stage / non R-744 continuous |
In the case of multiple heat pumps with different technologies for cooling the passenger compartment, the dominant technology shall be declared (e.g. in accordance with available power or preferred usage in operation). |
|
Heat pump type for heating passenger compartment |
P321 |
none / R-744 / non R-744 2-stage / non R-744 3-stage / non R-744 4-stage / non R-744 continuous |
In the case of multiple heat pumps with different technologies for heating the passenger compartment, the dominant technology shall be declared (e.g. in accordance with available power or preferred usage in operation). |
|
Auxiliary heater power |
P322 |
value in [W] |
Rated output as specified for the device; Enter ‘0’ if no auxiliary heater is installed. |
|
Double glazing |
P323 |
true / false |
|
|
Adjustable coolant thermostat |
P324 |
true / false |
|
|
Adjustable auxiliary heater |
P325 |
true / false |
|
|
Engine waste gas heat exchanger |
P326 |
true / false |
|
|
Separate air distribution ducts |
P327 |
true / false |
|
|
Water electric heater |
P328 |
true / false |
Input to be provided only for HEV and PEV |
|
Air electric heater |
P329 |
true / false |
Input to be provided only for HEV and PEV |
|
Other heating technology |
P330 |
true / false |
Input to be provided only for HEV and PEV |
3.6 Transmission Power Take-Off (PTO)
For heavy lorries with PTO and/or PTO drive mechanism installed on the transmission, the power consumption shall be considered by determined generic values. Those represent these power losses in usual drive mode when the consumer connected to a PTO, e.g. a hydraulic pump, is switched off/disengaged. Application related power consumptions at engaged consumer are added by the simulation tool and are not described in the following.
Table 12
Mechanical power demand of PTOs with switched off consumers for heavy lorries
|
Design variants regarding power losses (in comparison to a transmission without PTO and / or PTO drive mechanism) |
Power loss |
|
|
Additional drag loss relevant parts |
||
|
Shafts / gear wheels (P247) |
Other elements (P248) |
[W] |
|
only one engaged gearwheel positioned above the specified oil level (no additional gearmesh) |
— |
0 |
|
only the drive shaft of the PTO |
tooth clutch (incl. synchroniser) or sliding gearwheel |
50 |
|
only the drive shaft of the PTO |
multi-disc clutch |
350 |
|
only the drive shaft of the PTO |
multi-disc clutch with dedicated pump for PTO clutch |
3 000 |
|
drive shaft and/or up to 2 engaged gearwheels |
tooth clutch (incl. synchroniser) or sliding gearwheel |
150 |
|
drive shaft and/or up to 2 engaged gearwheels |
multi-disc clutch |
400 |
|
drive shaft and/or up to 2 engaged gearwheels |
multi-disc clutch with dedicated pump for PTO clutch |
3 050 |
|
drive shaft and/or more than 2 engaged gearwheels |
tooth clutch (incl. synchroniser) or sliding gearwheel |
200 |
|
drive shaft and/or more than 2 engaged gearwheels |
multi-disc clutch |
450 |
|
drive shaft and/or more than 2 engaged gearwheels |
multi-disc clutch with dedicated pump for PTO clutch |
3 100 |
|
PTO which includes 1 or more additional gearmesh(es), without disconnect clutch |
— |
1 500 |
In the case of multiple PTOs mounted to the transmission, only the component with the highest losses in accordance with Table 12, for its combination of criteria ‘PTOShaftsGearWheels’ and ‘PTOShaftsOtherElements’, shall be declared. For medium lorries and heavy buses, no declaration of transmission PTOs is foreseen.
ANNEX X
CERTIFICATION PROCEDURE FOR PNEUMATIC TYRES
1. Introduction
This Annex describes the certification provisions for tyre with regard to its rolling resistance coefficient. For the calculation of the vehicle rolling resistance to be used as the simulation tool input, the applicable tyre rolling resistance coefficient Cr for each tyre supplied to the original equipment manufacturers and the related tyre test load FZTYRE shall be declared by the applicant for pneumatic tyre approval.
2. Definitions
For the purposes of this Annex, in addition to the definitions contained in UN Regulation No. 54 ( 17 ) and in UN Regulation No. 117 ( 18 ), the following definitions shall apply:
‘Rolling resistance coefficient Cr’ means a ratio of the rolling resistance to the load on the tyre
‘The load on the tyre FZTYRE’ means a load applied to the tyre during the rolling resistance test.
‘Type of tyre’ means a range of tyres which do not differ in such characteristics as:
Manufacturer's name;
Brand name or trade mark ►M3 ; ◄
Tyre class (in accordance with UN Regulation No. 117);
Tyre-size designation;
Tyre structure (diagonal (bias-ply), radial);
Category of use (normal tyre, snow tyre, special use tyre) as defined in ►M3 UN ◄ Regulation No.117;
Speed category (categories);
Load-capacity index (indices);
Trade description/commercial name;
Declared tyre rolling resistance coefficient
‘FuelEfficiencyClass’ is a parameter corresponding to the fuel efficiency class of the tyre as defined in Regulation (EU) 2020/740 ( 19 ) Annex I, part A. For tyres which are not in the scope of Regulation (EU) 2020/740, the fuel efficiency class of the tyre is not applicable and parameter FuelEfficiencyClass shall be recorded in Appendix 3 as ‘N/A’.
3. General requirements
|
3.1. |
The tyre manufacturer plant shall be certified to ►M3 IATF ◄ 16949. |
|
3.2. |
Tyre rolling resistance coefficient measurement The tyre rolling resistance coefficient shall be measured and aligned in accordance with Regulation (EU) 2020/740 Annex I, part A, expressed in N/kN and rounded to the first decimal place, in accordance with ISO 80000-1 Appendix B, section B.3, rule B (example 1). The standard rolling resistance coefficient value for C2 and C3 tyres shall be the one corresponding to snow tyres for use in severe snow conditions as set out in UN Regulation No. 117 paragraph 6.3.2. For tyres not in the scope of Regulation (EC) No 661/2009 ( 20 ) or Regulation (EU) 2019/2144 ( 21 ), the standard value shall be 13,0 N/kN and the FuelEfficiencyClass shall be stated as ‘N/A’. The standard FzISO value shall be the one obtained as a percentage of the vertical force related to tyre load index at nominal tyre pressure (and single tyre application). For C2 and C3 tyres this percentage shall be 85 %, for other tyres the percentage shall be 80 %. |
|
3.3. |
Measurement provisions The tyre manufacturer shall test either in a laboratory of technical services as defined in Article 68 of Regulation (EU) 2018/858 the test referred to in point 3.2, or in its own facilities in the case that:
(i)
a representative of a technical service designated by the responsible approval authority supervises the test; or
(ii)
the tyre manufacturer is designated as a technical service of Category A in accordance with Article 68 of Regulation (EU) 2018/858. |
|
3.4. |
Marking and traceability
|
4. Conformity of the certified CO2 emissions and fuel consumption related properties
|
4.1. |
Any tyre certified under this Regulation shall be in conformity to the declared rolling resistance value as per paragraph 3.2 of this Annex. |
|
4.2. |
In order to verify conformity of the certified CO2 emissions and fuel consumption related properties, production samples shall be taken randomly from series production and tested in accordance with the provisions set out in paragraph 3.2. ►M3 The tests have to be performed on new test tyres in the sense of the definition set out in paragraph 2 of UN Regulation No. 117. ◄ |
|
4.3. |
Frequency of the tests
|
|
4.4 |
Verification procedure
|
Appendix 1
MODEL OF A CERTIFICATE OF A COMPONENT, SEPARATE TECHNICAL UNIT OR SYSTEM
Maximum format: A4 (210 × 297 mm)
CERTIFICATE ON CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF A TYRE FAMILY
|
Communication concerning: — granting (1) — extension (1) — refusal (1) — withdrawal (1) |
Administration stamp
|
|
(1)
‘delete as appropriate’ |
|
of a certificate on CO2 emission and fuel consumption related properties of a tyre family in accordance with Commission Regulation (EU) 2017/2400, as amended by Commission Regulation (EU) 2019/318
Certification number: …
Hash: …
Reason for extension: …
1. Manufacturer's name and address: …
2. If applicable, name and address of manufacturer's representative: …
3. Brand name/trade mark: …
4. Tyre type description: …
Manufacturer's name …
Brand name or trade mark
Tyre class (in accordance with Regulation (EC) No 661/2009 or Regulation (EU) 2019/2144)
Tyre-size designation …
Tyre structure (diagonal (bias-ply); radial) …
Category of use (normal tyre, snow tyre, special use tyre) …
Speed category (categories) …
Load-capacity index (indices) …
Trade description/commercial name …
Declared tyre rolling resistance coefficient …
5. Tyre identification code(s) and technology(ies) used to provide identification code(s), if applicable:
|
Technology: |
Code: |
|
… |
… |
6. Technical Service and, where appropriate, test laboratory approved for purposes of approval or of verification of conformity tests: …
7. Declared values:
declared rolling resistance level of the tyre (in N/kN rounded to the first decimal place, in accordance with ISO 80000-1 Appendix B, section B.3, rule B (example 1))
Cr, … [N/kN]
tyre test load in accordance with Regulation (EU) 2020/740, Annex I, part A
FZTYRE… [N]
Alignment equation: …
8. Any remarks: …
9. Place: …
10. Date: …
11. Signature: …
12. Annexed to this communication are: …
Appendix 2
Tyre rolling resistance coefficient information document
SECTION I
|
0.1 |
Name and address of manufacturer; |
|
0.2 |
Brand name(s)/trademark(s); |
|
0.3 |
Name and address of applicant: |
|
0.4 |
Trade description(s)/commercial name(s); |
|
0.5 |
Tyre class (in accordance with UN Regulation No. 117); |
|
0.6 |
Tyre-size designation; |
|
0.7 |
Tyre structure (diagonal (bias-ply); radial); |
|
0.8 |
Category of use (normal tyre, snow tyre, special use tyre); |
|
0.9 |
Speed category (categories); |
|
0.10 |
Load-capacity index (indices); |
|
0.11 |
- |
|
0.12 |
Declared rolling resistance coefficient; |
|
0.13 |
Tool(s) to provide additional rolling resistance coefficient identification code (if any); |
▼M1 —————
|
0.15 |
Load FZTYRE: … [N] |
▼M1 —————
|
0.16 |
Tyre Type Approval Marking (in accordance with UN Regulation No. 117), if applicable; |
|
0.17 |
Tyre Type Approval Marking (in accordance with UN Regulation No. 54 or 30 ( 22 ) |
SECTION II
|
1. |
Approval Authority or Technical Service [or Accredited Lab]: |
|
2. |
Test report No.: |
|
3. |
Comments (if any): |
|
4. |
Date of test report: |
|
5. |
Test machine identification and drum diameter/surface: |
|
6. |
Test tyre details:
6.1.
Tyre size designation and service description:
6.2.
Tyre brand/ trade description:
6.3.
Reference test inflation pressure: kPa |
|
7. |
Test data:
7.1.
Measurement method:
7.2.
Test speed: km/h
7.3.
Load FZTYRE : N
7.4.
Test inflation pressure, initial: kPa
7.5.
Distance from the tyre axis to the drum outer surface under steady state conditions, rL: m
7.6.
Test rim width and material:
7.7.
Ambient temperature: °C
7.8.
Skim test load (except deceleration method): N |
|
8. |
Rolling resistance coefficient:
8.1.
Initial value (or average in the case there is more than one): N/kN
8.2.
Temperature corrected: … N/kN
8.3.
Temperature and drum diameter corrected: N/kN
8.4.
Alignment equation:
8.5.
Rolling resistance level of the tyre (in N/kN rounded to the first decimal place, in accordance with ISO80000-1 Appendix B, section B.3, rule B (example 1)) Cr,aligned: … [N/kN] |
|
9. |
Date of test: |
Appendix 3
Input parameters for the simulation tool
Introduction
This Appendix describes the list of parameters to be provided by the component manufacturer as input to the simulation tool. The applicable XML schema as well as example data are available at the dedicated electronic distribution platform.
Definitions
|
(1) |
‘Parameter ID’:Unique identifier as used in the simulation 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 |
Set of input parameters
Table 1
Input parameters ‘Tyre’
|
Parameter name |
Param ID |
Type |
Unit |
Description/Reference |
|
Manufacturer |
P230 |
token |
|
|
|
Model |
P231 |
token |
|
Trade name of manufacturer |
|
CertificationNumber |
P232 |
token |
|
|
|
Date |
P233 |
date |
|
Date and time when the component hash is created. |
|
AppVersion |
P234 |
token |
|
Version number identifying the evaluation tool |
|
RRCDeclared |
P046 |
double, 4 |
[N/N] |
|
|
FzISO |
P047 |
integer |
[N] |
|
|
►M3 Tyre Size Designation ◄ |
P108 |
string |
[-] |
Allowed values (non-exhaustive): ‘9.00 R20’, ‘9 R22.5’, ‘9.5 R17.5’, ‘10 R17.5’, ‘10 R22.5’, ‘10.00 R20’, ‘11 R22.5’, ‘11.00 R20’, ‘11.00 R22.5’, ‘12 R22.5’, ‘12.00 R20’, ‘12.00 R24’, ‘12.5 R20’, ‘13 R22.5’, ‘14.00 R20’, ‘14.5 R20’, ‘16.00 R20’, ‘205/75 R17.5’, ‘215/75 R17.5’, ‘225/70 R17.5’, ‘225/75 R17.5’, ‘235/75 R17.5’, ‘245/70 R17.5’, ‘245/70 R19.5’, ‘255/70 R22.5’, ‘265/70 R17.5’, ‘265/70 R19.5’, ‘275/70 R22.5’, ‘275/80 R22.5’, ‘285/60 R22.5’, ‘285/70 R19.5’, ‘295/55 R22.5’, ‘295/60 R22.5’, ‘295/80 R22.5’, ‘305/60 R22.5’, ‘305/70 R19.5’, ‘305/70 R22.5’, ‘305/75 R24.5’, ‘315/45 R22.5’, ‘315/60 R22.5’, ‘315/70 R22.5’, ‘315/80 R22.5’, ‘325/95 R24’, ‘335/80 R20’, ‘355/50 R22.5’, ‘365/70 R22.5’, ‘365/80 R20’, ‘365/85 R20’, ‘375/45 R22.5’, ‘375/50 R22.5’, ‘375/90 R22.5’, ‘385/55 R22.5’, ‘385/65 R22.5’, ‘395/85 R20’, ‘425/65 R22.5’, ‘495/45 R22.5’, ‘525/65 R20.5’ |
|
TyreClass |
P370 |
string |
[-] |
‘C2’, ‘C3’ or ‘N/A’ |
|
FuelEfficiencyClass |
P371 |
string |
|
‘A’, ‘B’, ‘C’, ‘D’, ‘E’ or ‘N/A’ |
Appendix 4
Numbering
1. Numbering:
|
1.1 |
Certification number for tyres shall comprise the following:
eX*YYYY/YYYY*ZZZZ/ZZZZ*T*00000*00
|
ANNEX Xa
CONFORMITY OF SIMULATION TOOL OPERATION AND OF CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF COMPONENTS, SEPARATE TECHNICAL UNITS AND SYSTEMS: VERIFICATION TESTING PROCEDURE
1. Introduction
This Annex sets out the requirements for the verification testing procedure, which is the test procedure for verifying the CO2 emissions of new medium and heavy lorries.
The verification testing procedure consists of an on-road test to verify the CO2 emissions of new vehicles after production. It shall be carried out by the vehicle manufacturer and supervised by the approval authority that granted the licence to operate the simulation tool.
During the verification testing procedure the torque and speed at the driven wheels, the engine speed, the fuel consumption, the engaged gear of the vehicle and the other relevant parameters listed in point 6.1.6 shall be measured. The measured data shall be used as input to the simulation tool, which uses the vehicle-related input data and the input information from the determination of the CO2 emissions and fuel consumption of the vehicle. For the verification testing procedure simulation, the instantaneously measured wheel torque and the rotational speed of the wheels as well as the engine speed shall be used as input. To pass the verification testing procedure the CO2 emissions calculated from the measured fuel consumption shall be within the tolerances set out in point 7 compared to the CO2 emissions from the verification testing procedure simulation. Figure 1 gives a schematic picture of the verification testing procedure method. The evaluation steps as performed by the simulation tool in the verification testing procedure simulation are described in Appendix 1 of this Annex.
As part of the verification testing procedure, the correctness of the vehicle input data set from the certification of CO2 emissions and fuel consumption related properties of the components, separate technical units and systems shall also be reviewed to check the data and the data handling process. The correctness of the input data relating to components, separate technical units and systems relevant for air drag and for rolling resistance of the vehicle shall be verified in accordance with point 6.1.1.
Figure 1
Schematic picture of the verification testing procedure method
2. Definitions
For the purposes of this Annex the following definitions shall apply:
‘verification test relevant data set’ means a set of input data for components, separate technical units and systems and input information used for CO2 determination of a verification testing procedure relevant vehicle;
‘verification testing procedure relevant vehicle’ means a new vehicle for which a value of CO2 emissions and fuel consumption was determined and declared in accordance with Article 9;
‘corrected actual mass of the vehicle’ means the ‘corrected actual mass of the vehicle’ as defined in Annex III, point 2(4);
‘actual mass of the vehicle for VTP’ is the actual mass of the vehicle as defined in Article 2(6) of Regulation (EU) No 1230/2012, but with a full-tank and plus the additional measurement equipment as set out in point 5 (measurement equipment), plus the actual mass of the trailer or semitrailer if demanded by 6.1.4.1;
‘actual mass of the vehicle for VTP with payload’ means the actual mass of the vehicle for VTP with the payload applied in the verification testing procedure as set out in 6.1.4.2;
‘wheel power’ means the total power at the driven wheels of a vehicle to overcome all driving resistances at the wheel, computed in the simulation tool from the measured torque and rotational speed of the driven wheels;
‘controller area network signal’ or ‘CAN signal’ means a signal from the connection with the vehicle electronic control unit as referred to in point 2.1.5 of Appendix 1 to Annex II to Regulation (EU) No 582/2011;
‘urban driving’ means the total distance driven during the fuel consumption measurement at speeds not exceeding 50 km/h;
‘rural driving’ means the total distance driven during the fuel consumption measurement at speeds exceeding 50 km/h, but not exceeding 70 km/h;
‘motorway driving’ means the total distance driven in the fuel consumption measurement at speeds above 70 km/h;
‘crosstalk’ means the signal at the main output of a sensor (My), produced by a measurand (Fz) acting on the sensor, which is different from the measurand assigned to this output; the coordinate system assignment is defined in accordance with ISO 4130.
3. Vehicle selection
The number of new vehicles to be tested per year of production ensures that the relevant variations of components, separate technical units or systems used are covered by the verification testing procedure. The vehicle selection for the verification test shall be based on the following requirements:
The vehicles for the verification test shall be selected out of the vehicles from the production line for which a value of CO2 emissions and fuel consumption has been determined and declared in accordance with Article 9. The components, separate technical units or systems mounted in or on the vehicle shall be out of series production and shall correspond to those mounted at production date of the vehicle.
The vehicle selection shall be made by the approval authority that granted the licence to operate the simulation tool based on proposals from the vehicle manufacturer.
Only vehicles with one driven axle shall be selected for verification test.
It is recommended to include in each verification test relevant data sets of the components of interest and with the highest sales numbers per manufacturer. The components, separate technical units or systems may be verified all in one vehicle or in different vehicles. Apart from the criterion of highest sales numbers, the approval authority mentioned in (b) shall decide whether other vehicles with relevant data sets engine, axle and transmission shall be included in the verification test.
Vehicles which use standard values for CO2 certification of their components, separate technical units or systems instead of measured values for the transmission and for the axle losses shall not be selected for the verification test as long as vehicles complying with the requirements in points (a) to (c) and using measured loss maps for these components, separate technical units or systems in the CO2 certification, are produced.
The minimum number of different vehicles with different combinations of verification test relevant data sets to be tested by verification test per year shall be based on the sales numbers of the vehicle manufacturer as set out in Table 1.
Table 1
Determination of the minimum number of vehicles to be tested by the vehicle manufacturer
|
Number of vehicles to be tested |
Schedule |
Verification testing procedure relevant vehicles produced / year (*2) |
|
0 |
— |
≤ 25 |
|
1 |
every 3 years (*1) |
26 – 250 |
|
1 |
every 2 years |
251 – 5 000 |
|
1 |
every year |
5 001 – 25 000 |
|
2 |
every year |
25 001 – 50 000 |
|
3 |
every year |
50 001 – 75 000 |
|
4 |
every year |
75 001 – 100 000 |
|
5 |
every year |
more than 100 000 |
|
(*1)
The total of all vehicles by a manufacturer falling within the scope of this regulation is to be considered and both medium lorries as well as heavy lorries need to be covered by the VTP over a six-year time span.
(*2)
The VTP shall be performed within the first two years. |
||
The vehicle manufacturer shall finalize the verification test within a period of 10 months after the date of selection of the vehicle for the verification test.
4. Vehicle conditions
Each vehicle for the verification test shall be in the condition resembling its intended placing on the market. No changes in hardware such as lubricants or in the software such as auxiliary controllers are allowed. The tyres may be replaced by measurement tyres of similar size (± 10 %).
The provisions as set out in points 3.3 to 3.6 of Annex II to Regulation (EU) 582/2011 shall apply.
4.1 Vehicle run in
Run in of the vehicle is not mandatory. If the total mileage of the test vehicle is less than 15 000 km, an evolution coefficient for the test result is applied by the simulation tool as defined in Appendix 1. The total mileage of the test vehicle shall be the odometer reading at start of the fuel consumption measurement. The maximum mileage at start of the warm-up shall be 20 000 km.
4.2 Fuel and lubricants
All lubricants shall be the same as the lubricants used when placing the vehicle on the market.
For the fuel consumption measurement as described in point 6.1.5 the fuel used shall be the one available on the market. In any case of dispute the fuel shall be the appropriate reference fuel specified in Annex IX to Regulation (EU) No 582/2011.
The fuel tank shall be full at start of the vehicle warm up. Refuelling of the vehicle between start of warm up and end of fuel consumption measurement is not allowed.
The net calorific value (NCV) of the fuel used in the verification test shall be determined in accordance with point 3.2 of Annex V. The fuel batch shall be taken from the tank after vehicle warm-up. In the case of dual-fuel engines, this procedure shall be applied to both fuels.
5. Measurement equipment
The calibration laboratory facilities shall comply with the requirements of either IATF 16949, ISO 9000 series or ISO/IEC 17025. All laboratory reference measurement equipment, used for calibration and verification, shall be traceable to national or international standards.
5.1 Wheel torque
The direct torque at all driven axles shall be measured with one of the following measurement systems fulfilling the requirements listed in Table 2:
hub torque meter;
rim torque meter;
half-shaft torque meter.
The drift shall be measured during the verification test by zeroing the torque measurement system in accordance with point 6.1.5.4 after the vehicle warm up in accordance with point 6.1.5.3. by lifting the axle and measuring the torque at lifted axle directly after the verification test again in accordance with point 6.1.5.6.
For a valid test result a maximum drift (sum of absolute values of both wheels) of the torque measurement system over the verification testing procedure of 1,5 % of the calibrated range of a single torque meter shall be proven.
5.2 Vehicle speed
The recorded vehicle speed shall be based on the CAN signal.
5.3 Gear engaged
For vehicles with SMT and AMT transmissions the engaged gear is calculated by the simulation tool based on measured engine speed, the vehicle speed and the tyre dimensions and transmission ratios of the vehicle in accordance with Appendix 1. The engine speed is taken by the simulation tool from the input data as defined in point 5.4.
For vehicles with APT transmissions the engaged gear as well as the status of the torque converter (active or not active) shall be provided from CAN signals.
5.4 Rotational speed of the engine
The rotational speed of the engine shall be recorded from the CAN, OBD or alternative measurement systems that fulfil the requirements set out in Table 2.
5.5 Rotational speed of the wheels at the driven axle
The rotational speed of the left and right wheel of the driven axle shall be recorded from the CAN or alternative measurement systems that fulfil the requirements set out in Table 2.
5.6 Rotational speed of fan
For non-electrically driven engine cooling fans the rotational speed of the fan shall be recorded. For this purpose either the CAN signal or alternatively an external sensor fulfilling the requirements set out in Table 2 shall be used.
For electrically driven engine cooling fans the current and voltage shall be recorded for the direct current input at the terminal of the electric motor or the inverter. From these two signals, the electrical power at the terminal shall be calculated by multiplication and shall be available as a time-resolved signal as input to the simulation tool. In the case of multiple electrically driven engine cooling fans, the sum of electrical power at the terminals shall be made available.
5.7 Fuel measurement system
The fuel consumed shall be measured on-board with a measurement device based on one of the following measurement methods:
m fuel,i = V fuel,i ·ρi
where:
|
mfuel, i |
= |
Fuel mass flow at sample i [g/h] |
|
ρ0 |
= |
Density of the fuel used for the verification test in (g/dm3). The density shall be determined in accordance with Annex IX to the Regulation (EU) No 582/2011. If diesel fuel is used in the verification test, also the average value of the density interval for the reference fuels B7 in accordance with Annex IX to the Regulation (EU) No 582/2011 may be used. |
|
t0 |
= |
Fuel temperature that corresponds to density ρ0 for the reference fuel [°C] |
|
ρi |
= |
Density of the test fuel at sample i [g/dm3] |
|
Vfuel, i |
= |
Fuel volume flow at sample i [dm3/h] |
|
ti |
= |
Measured fuel temperature at sample i [°C] |
|
β |
= |
Temperature correction factor (0,001 K–1). |
For dual-fuel vehicles the fuel flow shall be measured for each of the two fuels separately.
5.8 Vehicle mass
The following masses of the vehicle shall be measured with equipment fulfilling the requirements set out in Table 2:
actual mass of the vehicle for VTP;
actual mass of the vehicle for VTP with payload.
5.9 General requirements for the on-board measurements as specified under 5.1 to 5.8
The input data as set out in point 6.1.6. Table 4 shall be provided from the measurements. All data shall be recorded at least in 2 Hz frequency or at recommended frequency from the equipment maker, whichever is the higher value.
The input data for the simulation tool may be composed from different recorders. The torque and rotational speed at the wheels shall be recorded in one data-logging system. If different data-logging systems are used for the other signals, one common signal, such as vehicle speed, shall be recorded to ensure correct time alignment of the signals. The time alignment of the signals shall result in the highest correlation coefficient of the common signal recorded with the different data loggers.
The accuracy requirements set out in Table 2 shall be met by all measurement equipment used. Any equipment not listed in Table 2 shall fulfil the accuracy requirements set out in Table 2 of Annex V.
Table 2
Requirements of measurement systems
|
Measurement system |
Accuracy |
Rise time (1) |
|
Balance for vehicle weight |
50 kg or < 0,5 % of max. calibration whichever is smaller |
— |
|
Rotational speed wheels |
< 0,5 % of reading at 80 km/h |
≤ 1 s |
|
Fuel mass flow for liquid fuels (2) |
< 1,0 % of reading or < 0,2 % of max. calibration whichever is larger |
— |
|
Fuel mass flow for gaseous fuels (2) |
< 1,0 % of reading or < 0,5 % of max. calibration whichever is larger |
— |
|
Fuel volume measurement system (2) |
< 1,0 % of reading or < 0,5 % of max. calibration whichever is larger |
— |
|
Temperature of the fuel |
± 1 °C |
≤ 2 s |
|
Sensor for measuring the rotational speed cooling fan |
< 0,4 % of reading or < 0,2 % of max. calibration of speed whichever is larger |
≤ 1 s |
|
Voltage |
< 2 % of reading or < 1 % of max. calibration of speed whichever is larger |
≤ 1 s |
|
Current |
< 2 % of reading or < 1 % of max. calibration of speed whichever is larger |
≤ 1 s |
|
Engine speed |
As set out in Annex V. In the case of vehicles with engine stop-start, it shall be verified that the engine speed is also recorded correctly for speeds below idle. |
|
|
Wheel torque |
For 10 kNm calibration (over the entire calibration range): i. Non linearity (3): < ± 40 Nm for heavy lorries < ± 30 Nm for medium lorries ii. Repeatability (4): < ± 20 Nm for heavy lorries < ± 15 Nm for medium lorries iii. Crosstalk: < ± 20 Nm for heavy lorries < ± 15 Nm for medium lorries (only applicable for rim torque meters) iv. Measurement rate: ≥ 20 Hz |
< 0,1 s |
|
(1)
Rise time means the difference in time between the 10 % and 90 % response of the final analyser reading (t90 – t10).
(2)
The accuracy shall be met for the integral fuel flow over 100 minutes.
(3)
Non linearity means the maximum deviation between ideal and actual output signal characteristics in relation to the measured value in a specific measuring range.
(4)
Repeatability means closeness of the agreement between the results of successive measurements of the same measured value carried out under the same conditions of measurement. |
||
The maximum calibration values shall be the maximum expected values during all test runs for the respective measurement system, multiplied by an arbitrary factor larger than 1 and less or equal than 2. For the torque measurement system the maximum calibration may be limited to 10 kNm.
In the case of dual-fuel engines, the maximum calibration value for the measurement system for fuel mass flow or fuel volume shall be determined following the requirements laid down in point 3.5 of Annex V. For fuel volume the maximum calibration value shall be determined by dividing the maximum calibration values for fuel mass flow by the density value ρ0 defined in accordance with point 5.7.
Accuracy given shall be met by the sum of all single accuracies in the case more than one scale is used.
5.10. Engine torque
The engine torque shall be recorded during the verification testing procedure for the purpose of evaluating pollutant emissions. The signal shall fulfil the provisions as specified for the engine torque signal in Table 1 of point 2.2 of Appendix 1 to Annex II to Regulation (EU) 582/2011.
5.11. Pollutant emissions
For measurement of pollutant emissions the instrumentation and procedures as set out in Appendices 1 to 4 of Annex II to Regulation (EU) 582/2011 shall be used. The data evaluation shall provide instantaneous emission mass flows as set out in Table 4 of point 6.1.6. as input to the simulation tool.
Based on these input signals the simulation tool automatically calculates the brake specific pollutant emissions measured in the verification test (BSEM) as set out in Part B of Appendix 1 of this Annex. These results are then automatically written into the output of the simulation tool according to point 8.13.14. The additional requirements set out in Regulation (EU) 582/2011 on data evaluation (e.g. work based windows, moving average windows), test start and trip shall not apply.
In the verification test procedure, pass/fail criteria regarding pollutant emissions shall not apply.
6. Test procedure
6.1 Vehicle preparation
The vehicle shall be taken from the series production and selected as set out in point 3.
6.1.1 Verification of input information and input data and data handling
The manufacturer's records file and the customer information file for the vehicle selected shall be used as basis for verifying the input data. The vehicle identification number of the vehicle selected shall be the same as the vehicle identification number in the manufacturer's records file and the customer information file.
Upon request by the approval authority that granted the licence to operate the simulation tool, the vehicle manufacturer shall provide, within 15 working days, the manufacturer's records file, the input information and input data necessary to run the simulation tool as well as the certificate of CO2 emissions and fuel consumption related properties for all relevant components, separate technical units or systems.
6.1.1.1 Verification of components, separate technical units or systems and input data and information
The following checks shall be performed for the components, separate technical units and systems mounted on the vehicle:
Simulation tool data integrity: the integrity of the cryptographic hash of the manufacturer’s records file in accordance with Article 9(3) re-calculated during the verification testing procedure with the hashing tool shall be verified by comparison with the cryptographic hash in the certificate of conformity;
Vehicle data: the vehicle identification number, axle configuration, selected auxiliaries and power take off technology, disabled gears in accordance with point 6.2 of Annex III and requirements on active aero devices as set out in point 3.3.1.5 of Annex VIII shall match the selected vehicle;
Engine torque limitations declared in the input to the simulation tool are subject to a verification in the VTP if they are declared for any of the highest 50 % of the gears (e.g. for any of the gears 7 to 12 of a 12-gear transmission) and if one of the following cases shall apply:
Torque limit declared on the vehicle level in accordance with point 6.1 of Annex III
Torque limit declared in the input to the transmission component in accordance with parameter P157 in Table 2 of Appendix 12 of Annex VI and if the declared value does not exceed 90 % of the engine maximum torque
For any of the torque limits subject to a verification it shall be demonstrated that the 99 % percentile of the engine torque recorded during the fuel consumption measurement in the relevant gear does not exceed the declared torque limit by more than 5 %. For this purpose the verification test shall cover phases of full throttle in the respective gears. The verification shall be performed based on recorded engine torque as set out in 5.10.
The engine torque limitation verification may also be performed as a separate test only, consisting of dedicated full-load accelerations and with no other obligations on test evaluation.
Component, separate technical unit or system data: the certification number and the model type imprinted on the certificate of CO2 emissions and fuel consumption related properties shall match the component, separate technical unit or system installed in the selected vehicle;
The hash of the simulation tool input data and the input information shall match the hash imprinted on the certificate of CO2 emissions and fuel consumption related properties for the following components, separate technical units or systems:
engines;
transmissions;
torque converters;
other torque transferring components;
additional drivetrain components;
axles;
body or trailer air drag;
tyres.
6.1.1.2 Verification of the vehicle mass
If requested by the approval authority that granted the licence to operate the simulation tool, the determination of masses by the manufacturer shall be verified in accordance with point 2 of Appendix 2 of Annex I to Regulation (EU) No 1230/2012. Where that verification fails, the corrected actual mass as defined in point 2(4) of Annex III to this Regulation shall be determined.
6.1.1.3 Actions to be taken
In the case of discrepancies in the certification number or the cryptographic hash of one or more files regarding the components, separate technical units or systems listed in subpoints (1) to (8) of point 6.1.1.1 (e) the correct input data file fulfilling the checks in accordance with points 6.1.1.1 and 6.1.1.2 shall replace the incorrect data for all further actions. The same applies to any other incorrect information identified in subpoints (b) and (c) of point 6.1.1.1.
If the verification of results in the manufacturer's records file and the customer information file fails or no complete input data set with correct certificates of CO2 emissions and fuel consumption related properties is available for the components, separate technical units or systems listed in subpoints (1) to (8) of point 6.1.1.1 (e) the verification test shall end and the vehicle fails the verification testing procedure.
6.1.2 Run in phase
A run in phase up to maximum 15 000 km odometer reading may take place. In the case of damage of any of the components, separate technical units or systems listed in point 6.1.1.1, the component, separate technical units or systems may be replaced by an equivalent component, separate technical units or systems with the same certification number. The replacement shall be documented in the test report.
All relevant components, separate technical units or systems shall be checked before the measurements to exclude unusual conditions, such as incorrect oil fill levels, plugged air filters or on-board diagnostic warnings.
6.1.3 Set up of measurement equipment
All measurement systems shall be calibrated in accordance with the provisions of the equipment maker. If no provisions exist, the recommendations from the equipment maker shall be followed for calibration.
After the run in phase, the vehicle shall be equipped with the measurement systems set out in point 5.
6.1.4 Set up of the test vehicle for the fuel consumption measurement
6.1.4.1 Vehicle configuration
Tractors of the vehicle groups defined in Table 1 and 2 of Annex I shall be tested with any type of semitrailer, providing the payload defined below can be applied.
Rigid lorries of the vehicle groups defined in Table 1 and 2 of Annex I shall be tested with trailer, if a trailer connection is mounted. Any body type or other device to carry the payload set out in point 6.1.4.2 can be applied. The bodies of rigid lorries may differ from the standard bodies set out in Appendix 4, point 2, of Annex VIII.
Vans of the vehicle groups defined in Table 2 of Annex I shall be tested with the final bodies of the complete or completed vehicle.
6.1.4.2 Vehicle payload
For heavy lorries of groups 4 and higher numbers the vehicle payload shall be set at minimum to a mass leading to a total test weight of 90 % of the maximum authorised weight in accordance with 96/53/EC (*) for the specific vehicle or vehicle combination.
For heavy lorries of groups 1s, 1, 2 and 3, and medium lorries the payload shall be in the range of 55 % to 75 % of the maximum authorised weight in accordance with 96/53/EC for the specific vehicle or vehicle combination.
6.1.4.3 Tyre inflation pressure
The tyre inflation pressure shall be set to the recommendation of the manufacturer with a maximum deviation of less than 10 %. The tyres of the semitrailer may differ from the standard tyres set out in Table 2 of Part B of Annex II to Regulation (EC) No 661/2009 for the CO2 certification of tyres.
6.1.4.4 Settings for auxiliaries
All settings influencing the auxiliary energy demand shall be set to minimum reasonable energy consumption where applicable. The air conditioning shall be switched off and venting of the cabin shall be set lower than medium mass flow. Additional energy consumers not necessary to run the vehicle shall be switched off. External devices to provide energy on board, such as external batteries, are allowed only for running the extra measurement equipment for the verification testing procedure listed in Table 2, but shall not provide energy to vehicle equipment that will be present when placing the vehicle on the market.
6.1.4.5 Particle filter regeneration
A particle filter regeneration shall, if applicable, be initiated before the verification test. Regulation (EU) 582/2011, Annex II, point 4.6.10 shall apply.
6.1.5 Verification test
6.1.5.1 Route selection
The route selected for the verification test shall fulfil the requirements set out in Table 3. The routes may include both public and private tracks.
6.1.5.2 Vehicle pre conditioning
No other pre-conditioning is allowed than the pre-condition in accordance with point 6.1.5.3.
6.1.5.3 Vehicle warm up
Before the fuel consumption measurement starts, the vehicle shall be driven for warm up as set out in Table 3. The warm up phase shall not be considered in the evaluation of the verification test.
Before warm up is started, the PEMS analysers shall be checked and calibrated in accordance with the procedures as set out in Appendix 1 of Annex II to Regulation (EU) 582/2011.
6.1.5.4 Zeroing of the torque measurement equipment
The zeroing of the torque meters shall be performed as follows:
6.1.5.5 Fuel consumption measurement and recording of pollutant emission signals
The fuel consumption measurement shall start directly after the zeroing of the wheel-torque measurement equipment at vehicle stand still. The vehicle shall be driven during the measurement in a driving style avoiding unnecessary braking of the vehicle, gas pedal pumping and aggressive cornering. The setting for the advanced driver assistance systems which is activated automatically at key-on shall be used, and gear shifts shall be performed by the automated system (in the case of AMT or APT transmissions) and the cruise control shall be used (if applicable). The duration of the fuel consumption measurement shall be within the tolerances set out in Table 3. The fuel consumption measurement shall end also at vehicle stand still directly before the measurement of the drift of the torque measurement equipment.
The recording of signals relevant for the evaluation of pollutant emissions shall start latest once the fuel consumption measurement has started and end together with the fuel consumption measurement.
As input to the simulation tool the entire test sequence, starting with the last 0,5 s time step of the standstill phase after the zeroing of torque meters and ending with the first 0,5 s time step of the final standstill phase, shall be provided.
6.1.5.6 Measurement of the drift of the torque measurement equipment
Directly after the fuel consumption measurement, the drift of the torque measurement equipment shall be recorded by measuring the torque at the same vehicle conditions as during the zeroing process. If the fuel consumption measurement does end before the stop for the drift measurement, the vehicle shall be stopped for the drift measurement within 5 minutes. The drift of each torque meter shall be calculated from the average of a minimum sequence of 10 seconds.
Directly thereafter, the verification of the emission measurements shall be performed in accordance with the procedures as set out in point 2.7 of Appendix 1 to Annex II to Regulation (EU) 582/2011.
6.1.5.7 Boundary conditions for the verification test
The boundary conditions to be met for a valid verification test are set in Tables 3 to 3b.
If the vehicle passes the verification test in accordance with point 7.3, the test shall be set valid even if the following conditions are not met:
Table 3
Parameters for a valid verification test for all vehicle groups
|
No. |
Parameter |
Min. |
Max. |
|
1 |
Warm up [minutes] |
60 |
|
|
2 |
Average velocity at warm up [km/h] |
70 (1) |
100 |
|
3 |
Fuel consumption measurement duration [minutes] |
80 |
120 |
|
8 |
Average ambient temperature |
5°C |
30 C |
|
9 |
Road condition dry |
100 % |
|
|
10 |
Road condition snow or ice |
|
0 % |
|
11 |
Sea level of the route [m] |
|
800 |
|
12 |
Duration of continuous idling at stand still [minutes] |
|
3 |
|
(1)
Where the maximum vehicle speed is less than 80 km/h, the average velocity in the warm-up shall exceed maximum vehicle speed minus 10 km/h. |
|||
Table 3a
Parameters for a valid verification test for vehicle groups 4, 5, 9, 10
|
No. |
Parameter |
Min. |
Max. |
|
4 |
Distance based share urban driving |
2 % |
8 % |
|
5 |
Distance based share rural driving |
7 % |
13 % |
|
6 |
Distance based share motorway driving |
79 % |
— |
|
7 |
Time share of idling at stand still |
|
5 % |
Table 3b
Parameters for a valid verification test for other heavy and medium lorries
|
No. |
Parameter |
Min. |
Max. |
|
4 |
Distance based share urban driving |
10 % |
50 % |
|
5 |
Distance based share rural driving |
15 % |
25 % |
|
6 |
Distance based share motorway driving |
25 % |
— |
|
7 |
Time share of idling at stand still |
|
10 % |
In the event of extraordinary traffic conditions the verification test shall be repeated.
6.1.6 Data reporting
The data recorded during the verification testing procedure shall be reported to the approval authority that granted the licence to operate the simulation tool as follows:
The data recorded shall be reported in a constant 2 Hz signals as set out in Table 4. The data recorded at higher frequencies than 2 Hz shall be converted into 2 Hz by averaging the time intervals around the 2 Hz nodes. In the case of e.g. 10 Hz sampling, the first 2 Hz node is defined by the average from second 0,1 to 0,5, the second node is defined by the average from second 0,6 to 1,0. The time stamp for each node shall be the last time stamp per node, i.e. 0,5, 1,0, 1,5 etc.
Table 4
Data reporting format for measured data for the simulation tool in the verification test
|
Quantity |
Unit |
Heading input data |
Comment |
|
time node |
[s] |
<t> |
|
|
vehicle speed |
[km/h] |
<v> |
|
|
engine speed |
[rpm] |
<n_eng> |
|
|
engine cooling fan speed |
[rpm] |
<n_fan> |
In the case of non-electrically driven engine cooling fans |
|
engine cooling fan electrical power |
[W] |
<Pel_fan> |
In the case of electrically driven engine cooling fans |
|
torque left wheel |
[Nm] |
<tq_wh_left> |
|
|
torque right wheel |
[Nm] |
<tq_wh_right> |
|
|
wheel speed left |
[rpm] |
<n_wh_left> |
|
|
wheel speed right |
[rpm] |
<n_wh_right> |
|
|
gear |
[-] |
<gear> |
mandatory for APT transmissions |
|
Torque converter active |
[-] |
<TC_active> |
0 = not active (locked); 1 = active (unlocked); mandatory for AT transmissions, not relevant for other transmission types |
|
fuel flow |
[g/h] |
<fc_X> |
Fuel mass flow in accordance with point 5.7 (1). In the heading ‘X’ shall be the fuel type in accordance with Table 2 of Appendix 7 of Annex V to this Regulation, e.g. ‘<fc_Diesel CI>’. For dual-fuel engines a separate column for each fuel shall be provided. |
|
Engine torque |
[Nm] |
<tq_eng> |
Engine torque in accordance with point 5.10. |
|
CH4 mass flow |
[g/s] |
<CH4> |
Only if this component needs to be measured in accordance with point 1 of Appendix 1 of Annex II to Regulation (EU) 582/2011 |
|
CO mass flow |
[g/s] |
<CO> |
|
|
NMHC mass flow |
[g/s] |
<NMHC> |
Only if this component needs to be measured in accordance with point 1 of Appendix 1 of Annex II to Regulation (EU) 582/2011 |
|
NOx mass flow |
[g/s] |
<NOx> |
|
|
THC mass flow |
[g/s] |
<THC> |
Only if this component needs to be measured in accordance with point 1 of Appendix 1 of Annex II to Regulation (EU) 582/2011 |
|
PM number flow |
[#/s] |
<PN> |
|
|
CO2 mass flow |
[g/s] |
|
|
|
(1)
The correction of fuel flow to standard NCV is performed automatically by the simulation tool based on the input of net calorific value (NCV) of the fuel used in the verification test in accordance with Table 4a. |
|||
Additionally the data as set out in Table 4a shall be reported. This data shall be entered directly into the graphical user interface of the simulation tool when evaluating the verification test procedure.
Table 4a
Data reporting format for further information for the simulation tool in the verification test
|
Quantity |
Unit |
Comment |
|
NCV measured |
[MJ/kg] |
Net calorific value (NCV) of the fuel used in the verification test determined in accordance with point 3.2 of Annex V. This input shall be provided for all fuel types, i.e. also for Diesel CI engines (1). In the case of dual-fuel engines, values for both fuels shall be provided. |
|
Run-in distance |
[km] |
In accordance with point 6.1.2. Based on this input the simulation tool corrects the measured fuel consumption in accordance with Appendix 1. |
|
Diameter fan |
[mm] |
Diameter of the engine cooling fan. This input is not relevant for electrically driven engine cooling fans. |
|
Torque meter drift left wheel |
[Nm] |
Average torque meter readings in accordance with point 6.1.5.6. |
|
Torque meter drift right wheel |
[Nm] |
|
|
(1)
In the VTP test, the vehicle may be operated with market Diesel fuel. Contrary to the situation for reference Diesel fuel (B7), the variation of the NCV for market fuel is assessed to be greater than the measuring accuracy when determining the NCV. |
||
7. Test evaluation
7.1. Input to the simulation tool
The following inputs to the simulation tool shall be made available: Input data and input information;
Manufacturer's records file;
Customer information file;
Processed measurement data in accordance with Table 4;
Further information in accordance with Table 4a.
7.2. Evaluation steps as performed by the simulation tool
7.2.1. Verification of the data handling process
The simulation tool shall re-simulate the CO2 emissions and fuel consumption based on the input information and input data defined in 7.1. and verify the corresponding results in the manufacturer's records file and the customer information file as provided by the manufacturer.
In the case of any deviations, the remedial measures referred to in Article 23 shall apply.
7.2.2. Determination of the CVTP ratio
The test evaluation shall compare CO2 emissions during the measurement with simulated CO2 emissions. For this comparison the ratio of measured and simulated brake specific CO2 emissions for the total verification test relevant trip (CVTP) shall be calculated by the simulation tool in accordance with the following equation:
Where:
|
CVTP |
= |
ratio of CO2 emissions measured and simulated in the verification testing procedure (‘CVTP ratio’) |
|
n |
= |
number of fuels (2 for dual-fuel engines, else 1) |
|
CO2i |
= |
generic CO2 emission factor (grams CO2 per gram fuel) for the specific fuel type as implemented in the simulation tool. |
|
BSFCm-c |
= |
brake specific fuel consumption measured and corrected for a run-in phase as calculated in accordance with point 2 of part A in Appendix 1 [g/kWh] |
|
BSFCsim |
= |
brake specific fuel consumption determined by the simulation tool in accordance with point 3 of part A in Appendix 1 [g/kWh] |
7.3. Pass/Fail check
The vehicle shall pass the verification test if the CVTP ratio determined in accordance with 7.2.2. is equal or smaller than the tolerance set out in Table 5.
For a comparison with the declared CO2 emissions of the vehicle in accordance with Article 9, the verified CO2 emissions of the vehicle are determined as follows:
CO2verified = CVTP × CO2declared
where:
|
CO2verified |
= |
verified CO2 emissions of the vehicle in [g/t-km] |
|
CO2declared |
= |
declared CO2 emissions of the vehicle in [g/t-km] |
If a first vehicle fails the tolerances for CVTP, two more tests may be performed on the same vehicle or two more similar vehicles may be tested on request of the vehicle manufacturer. For the evaluation of the pass criterion set out in Table 5, the averages of the individual CVTP ratios from the up to three tests shall be used. If the pass criterion is not reached, the vehicle fails the verification testing procedure.
Table 5
Pass fail criterion for the verification test
|
Pass criterion for the verification testing procedure |
CVTP ratio ≤ 1,075 |
Where CVTP is lower than 0,925, the results need to be reported to the Commission for further analysis to determine the cause.
8 Reporting procedures
The test report shall be established by the vehicle manufacturer for each vehicle tested and shall include at least the following results of the verification test:
8.1. General
8.1.1. Name and address of the vehicle manufacturer
8.1.2. Address(es) of assembly plant(s)
8.1.3. The name, address, telephone and fax numbers and e-mail address of the vehicle manufacturer’s representative
8.1.4. Type and commercial description
8.1.5. Selection criteria for vehicle and CO2 relevant components (text)
8.1.6. Vehicle owner
8.1.7. Odometer reading at test start of the fuel consumption measurement (km)
8.2. Vehicle information
8.2.1. Vehicle model / Commercial Name
8.2.2. Vehicle identification number (VIN)
8.2.2.1. Where the test has been performed following a situation in which the first vehicle test ends in failing the tolerances referred to in point 7.3, the vehicle identification number (VIN) of the vehicle tested first
8.2.3. Vehicle category (N2, N3)
8.2.4. Axle configuration
8.2.5. Technically permissible maximum laden mass (t)
8.2.6. Vehicle group
8.2.7. Corrected actual mass of the vehicle (kg)
8.2.8. Cryptographic hash of the manufacturer's records file
8.2.9. Vehicle combination's gross combined weight in the verification test (kg)
8.2.10. Mass in running order
8.3. Main engine specifications
8.3.1. Engine model
8.3.2. Engine certification number
8.3.3. Engine rated power (kW)
8.3.4. Engine capacity (l)
8.3.5. Engine reference fuel type (diesel/LPG/CNG…)
8.3.6. Hash of the fuel map file/document
8.4. Main transmission specifications
8.4.1. Transmission model
8.4.2. Transmission certification number
8.4.3. Main option used for generation of loss maps (Option1/Option2/Option3/Standard values)
8.4.4. Transmission type
8.4.5. Number of gears
8.4.6. Transmission ratio final gear
8.4.7. Retarder type
8.4.8. Power take off (yes/no)
8.4.9. Hash of the efficiency map file/document
8.5. Main retarder specifications
8.5.1. Retarder model
8.5.2. Retarder certification number
8.5.3. Certification option used for generation of a loss map (standard values/measurement)
8.5.4. Hash of the retarder efficiency map file/document
8.6. Torque converter specification
8.6.1. Torque converter model
8.6.2. Torque converter certification number
8.6.3. Certification option used for generation of a loss map (standard values/measurement)
8.6.4. Hash of the efficiency map file/document
8.7. Angle drive specifications
8.7.1. Angle drive model
8.7.2. Axle certification number
8.7.3. Certification option used for generation of a loss map (standard values/measurement)
8.7.4. Angle drive ratio
8.7.5. Hash of the efficiency map file/document
8.8. Axle specifications
8.8.1. Axle model
8.8.2. Axle certification number
8.8.3. Certification option used for generation of a loss map (standard values/measurement)
8.8.4. Axle type (e.g. standard single driven axle)
8.8.5. Axle ratio
8.8.6. Hash of the efficiency map file/document
8.9. Aerodynamics
8.9.1. Model
8.9.2. Certification option used for generation of CdxA (standard values /measurement)
8.9.3. CdxA Certification number (if applicable)
8.9.4. CdxA value
8.9.5. Hash of the efficiency map file/document
8.10. Main tyre specifications
8.10.1. Tyre certification number on all axles
8.10.2. Specific rolling resistance coefficient of all tyres on all axles
8.11. Main auxiliary specifications
8.11.1. Engine cooling fan technology
8.11.1.1 Engine cooling fan diameter
8.11.2. Steering pump technology
8.11.3. Electric system technology
8.11.4. Pneumatic system technology
8.12. Test conditions
8.12.1. Actual mass of the vehicle for VTP (kg)
8.12.2. Actual mass of the vehicle for VTP with payload (kg)
8.12.3. Warm up time (minutes)
8.12.4. Average velocity at warm up (km/h)
8.12.5. Fuel consumption measurement duration (minutes)
8.12.6. Distance based share urban driving (%)
8.12.7. Distance based share rural driving (%)
8.12.8. Distance based share motorway driving (%)
8.12.9. Time share of idling at stand still (%)
8.12.10. Average ambient temperature (°C)
8.12.11. Road condition (dry, wet, snow, ice, others please specify)
8.12.12. Maximum sea level of the route (m)
8.12.13. Maximum duration of continuous idling at stand still (minutes)
8.13. Results of the verification test
8.13.1. Average fan power calculated for the verification test by the simulation tool (kW)
8.13.2. Positive wheel work over the verification test calculated by the simulation tool (kWh)
8.13.3. Positive wheel work over the verification test measured (kWh)
8.13.4. NCV of the fuel(s) used in the verification test (MJ/kg)
8.13.5. Fuel consumption value(s) in the verification test measured (g/kWh)
8.13.5.1 CO2 emission value(s) in the verification test measured (g/kWh)
8.13.6. Fuel consumption value(s) in the verification test measured, corrected (g/kWh)
8.13.6.1 CO2 emission value(s) in the verification test measured, corrected (g/kWh)
8.13.7. Fuel consumption value(s) in the verification test simulated (g/kWh)
8.13.7.1 CO2 emission value(s) in the verification test simulated (g/kWh)
8.13.8. Fuel consumption in the verification test simulated (g/kWh)
8.13.8.1 CO2 emission in the verification test simulated (g/kWh)
8.13.9. Mission profile (long haul / long haul (EMS) / regional / regional (EMS) / urban / municipal / construction)
8.13.10. Verified CO2 emissions of the vehicle (g/tkm)
8.13.11. Declared CO2 emissions of the vehicle (g/tkm)
8.13.12. Ratio of fuel consumption measured and simulated in the verification testing procedure (CVPT) in (-)
8.13.13. Passed the verification test (yes/no)
8.13.14. Pollutant emissions in the verification test
8.13.14.1. CO (mg/kWh)
8.13.14.2. THC (**) (mg/kWh)
8.13.14.3. NMHC (***) (mg/kWh)
8.13.14.4. CH4 (***) (mg/kWh)
8.13.14.5. NOx (mg/kWh)
8.13.14.6. PM number (#/kWh)
8.13.14.7. Positive engine work (kWh)
8.14. Software and user information
8.14.1. Simulation tool version (X.X.X)
8.14.2. Date and time of the simulation
8.15. Input to the simulation tool as set out in point 7.1.
8.16. Simulation output data
8.16.1. The aggregated simulation results
The comma separated values file of the same name as the job file and with an extension ‘.vsum’ comprising the aggregated results of the simulated verification test that is generated by the simulation tool in its graphical user interface (GUI) version (‘sum exec data file’).
8.16.2. The time resolved simulation results
The comma separated values file with the name comprising the VIN and the measurement data file name and with an extension ‘.vmod’ comprising the time resolved results of the simulated verification test that is generated by the simulation tool in its graphical user interface (GUI) version (‘mod data file’).
Appendix 1
Main evaluation steps and equations as performed by the simulation tool in a verification testing procedure simulation
This Appendix describes the main evaluation steps and underlying basic equations that are applied by the simulation tool in a verification testing procedure simulation.
PART A: Determination of the CVTP factor
For the determination of the CVTP factor as described in point 7.2.2, the calculation procedures as set out below are applied:
Calculation of wheel power
The torque data as read from the processed measurement data in accordance with Table 4 is corrected for the torque meter drift as follows:
where:
|
i |
= |
index standing for left and right wheel of the driven axle |
|
Tcorr |
= |
drift corrected torque signal [Nm] |
|
T |
= |
torque signal before drift correction [Nm] |
|
Tdrift |
= |
torque meter drift as recorded during drift check at the end of the verification test [Nm] |
|
t |
= |
time node [s] |
|
tstart |
= |
first time stamp in the processed measurement data in accordance with Table 4 [s] |
|
tend |
= |
last time stamp in the processed measurement data in accordance with Table 4 [s] |
The wheel power is calculated from the corrected wheel torque and rotational wheel speed as follows:
where:
|
i |
= |
index standing for left and right wheel of the driven axle |
|
t |
= |
time node [s] |
|
Pwheel |
= |
wheel power [kW] |
|
nwheel |
= |
rotational wheel speed [rpm] |
|
Tcorr |
= |
drift corrected torque signal [Nm] |
The total wheel power is then calculated as the sum of the wheel power from left and right wheel:
Determination of the measured brake specific fuel consumption (FCm-c)
The result for ‘brake specific fuel consumption measured and corrected for a run-in phase’ (BSFCm-c) as applied for in 7.2.2 is calculated by the simulation tool as described below.
In a first step the raw value for measured brake specific fuel consumption for the verification test BSFCm is calculated as follows:
where:
|
BSFCm |
= |
raw value for measured brake specific fuel consumption in the verification test [g/kWh] |
|
FCm (t) |
= |
instantaneous fuel mass flow measured during the verification test [g/s] |
|
Δt |
= |
time increment duration = 0,5 [s] |
|
Wwheel,pos,m |
= |
positive wheel work measured in the verification test [kWh] |
In a second step BSFCm is corrected for the net calorific value (NCV) of the fuel used in the verification test resulting in BSFCm,corr:
where:
|
BSFCm,corr |
= |
value for measured brake specific fuel consumption in the verification test corrected and for NCV influence [g/kWh] |
|
NCVmeas |
= |
NCV of the fuel used in the verification test determined in accordance with point 3.2 of Annex V [MJ/kg] |
|
NCVstd |
= |
standard NCV in accordance with Table 5 in point 5.4.3.1 of Annex V [MJ/kg] |
This correction is applied for all fuel types, i.e. also for Diesel CI engines (see footnote 2 in Table 4a).
In a third step the correction for a run-in phase is applied:
where:
|
BSFCm-c |
= |
brake specific fuel consumption measured and corrected for a run-in phase |
|
ef |
= |
evolution coefficient of 0,98 |
|
mileage |
= |
run-in distance [km] |
For dual-fuel vehicles all three evaluation steps are performed separately for both fuels.
Determination of the brake specific fuel consumption simulated by the simulation tool (BSFCsim)
In the verification test mode of the simulation tool the measured wheel power is applied as input to the backward simulation algorithm. The gears engaged during the verification test are determined by calculating the engine speeds per gear at the measured vehicle speed and selecting the gear that provides the engine speed closest to the measured engine speed. For APT transmissions during phases with active torque converter, the actual gear signal from the measurement is used.
The loss models for axle gear, angle drive, retarders, transmissions and PTOs are applied in a similar way as in the declaration mode of the simulation tool.
For power demand of auxiliary units concerning steering pump, pneumatic system, electric system and HVAC system the generic values as implemented per technology in the simulation tool are applied. For calculation of the power demand of the engine cooling fan the following formulas are applied:
Case a) non-electrically driven engine cooling fans:
where:
|
Pfan |
= |
power demand engine cooling fan [kW] |
|
t |
= |
time node [s] |
|
nfan |
= |
measured rotational speed of the fan [rpm] |
|
Dfan |
= |
diameter of the fan [mm] |
|
C1 |
= |
7,32 kW |
|
C2 |
= |
1 200 rpm |
|
C3 |
= |
810 mm |
Case (b) electrically driven engine cooling fans:
Pfan(t) = P el(t) . 1,05
|
Pfan |
= |
power demand engine cooling fan [kW] |
|
t |
= |
time node [s] |
|
Pel |
= |
electrical power at the terminals of the engine cooling fan(s) as measured in accordance with point 5.6.1. |
In the case of vehicles with engine stop-start events during the verification test, similar corrections for auxiliary power demand and energy to re-start the engine as applied in the declaration mode of the simulation tool are applied.
The simulation of the engines instantaneous fuel consumption FCsim(t) is performed for each 0,5 second time interval as follows:
The brake specific fuel consumption calculated by the simulation tool BSFCm-c as applied in 7.2.2 for calculation of the CVTP factor is calculated as follows:
where:
|
BSFCsim |
= |
brake specific fuel consumption determined by the simulation tool for the verification test [g/kWh] |
|
t |
= |
time node [s] |
|
FCsim |
= |
engines instantaneous fuel consumption [g/s] |
|
Δt |
= |
time increment duration = 0,5 [s] |
|
FCESS,corr |
= |
correction of fuel consumption regarding auxiliary power demand resulting from engine stop start (ESS) as applied in the declaration mode of the simulation tool [g] |
|
Wwheel,pos,sim |
= |
positive wheel work determined by the simulation tool for the verification test [kWh] |
|
fs |
= |
Simulation rate = 2 [Hz] |
|
Pwheel,sim |
= |
Simulated wheel power for the verification test [kW] |
In the case of dual-fuel engines, BSFCsim is determined for both fuels separately.
PART B: Determination of the brake specific pollutant emissions
The engine power is calculated from the measured signals for engine speed and engine torque as follows:
where:
|
Peng,m |
= |
measured engine power in the verification test[kW] |
|
t |
= |
time node [s] |
|
neng |
= |
measured rotational engine speed [rpm] |
|
Teng |
= |
measured engine torque [Nm] |
The positive engine work measured in the verification test is calculated as follows:
|
Weng,pos,m |
= |
positive engine work measured in the verification test [kWh] |
|
fs |
= |
sampling rate = 2 [Hz] |
|
tstart |
= |
first time stamp in the processed measurement data in accordance with Table 4 [s] |
|
tend |
= |
last time stamp in the processed measurement data in accordance with Table 4 [s] |
The brake specific pollutant emissions measured in the verification test BSEM are calculated as follows:
where:
|
BSEM |
= |
brake specific pollutant emissions measured in the verification test [g/kWh] |
|
EM |
= |
instantaneous pollutant emission mass flow measured during the verification test [g/s] |
(*) Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the Community the maximum authorized dimensions in national and international traffic and the maximum authorized weights in international traffic (OJ L 235, 17.9.96, p. 59).
(**) Only if this component needs to be measured in accordance with point 1 of Appendix 1 to Annex II to Regulation (EU) 582/2011.
(***) For positive ignition engines.
ANNEX Xb
CERTIFICATION OF ELECTRIC POWERTRAIN COMPONENTS
1. Introduction
The component test procedures described in this Annex shall produce input data relating to electric machine systems, IEPC, IHPC Type 1, battery systems and capacitor systems for the simulation tool.
2. Definitions and abbreviations
For the purposes of this Annex, the following definitions shall apply:
‘battery control unit’ or ‘BCU’ means an electronic device that controls, manages, detects or calculates electric and thermal functions of the battery system and that provides communication between the battery system or battery pack or part of a battery pack and other vehicle controllers.
‘battery pack’ means a REESS (rechargeable electric energy storage system) that includes secondary cells or secondary cell assemblies, which are normally connected with cell electronics, power supply circuits and overcurrent shut-off device, including electrical interconnections and interfaces for external systems (examples of external systems are systems intended for thermal conditioning, high voltage and low voltage auxiliary and communication).
‘battery system’ means a REESS that consists of secondary cell assemblies or battery pack(s) as well as electrical circuits, electronics, interfaces for external systems (e.g. thermal conditioning system), BCUs and contactors.
‘representative battery subsystem’ means a subsystem of a battery system that consists of either secondary cell assemblies or battery pack(s) in serial and/or parallel configuration with electrical circuits, thermal conditioning system interfaces, control units and cell electronics.
‘cell’ means a basic functional unit of a battery, consisting of an assembly of electrodes, electrolyte, container, terminals and usually separators, that is a source of electric energy obtained by direct conversion of chemical energy.
‘cell electronics’ means an electronic device that collects and possibly monitors thermal or electric data of cells or cell assemblies or capacitors or capacitor assemblies and contains electronics for balancing between cells or capacitors, if necessary.
‘secondary cell’ means a cell which is designed to be electrically recharged by way of a reversible chemical reaction.
‘capacitor’ means a device for storage of electrical energy achieved by the effects of electrostatic double-layer capacitance and electrochemical pseudo capacitance in an electrochemical cell.
‘capacitor cell’ means a basic functional unit of a capacitor, consisting of an assembly of electrodes, electrolyte, container, terminals and usually separators.
‘capacitor control unit’ or ‘CCU’ means an electronic device that controls, manages, detects or calculates electric and thermal functions of the capacitor system and that provides communication between the capacitor system or capacitor pack or part of a capacitor pack and other vehicle controllers.
‘capacitor pack’ means a REESS that includes capacitor cells or capacitor assemblies normally connected with capacitor cell electronics, power supply circuits and overcurrent shut-off device, including electrical interconnections, interfaces for external systems and CCU. Examples of external systems are thermal conditioning, high voltage and low voltage auxiliary and communication.
‘capacitor system’ means a REESS that includes capacitor cells or capacitor assemblies or capacitor pack(s) as well as electrical circuits, electronics, interfaces for external systems (e.g. thermal conditioning system), CCU and contactors.
‘representative capacitor subsystem’ means a subsystem of a capacitor system that consists of either capacitor assemblies or capacitor pack(s) in serial and/or parallel configuration with electrical circuits, thermal conditioning system interfaces, control units and capacitor cell electronics.
‘nC’ means the current rate equal to n times the one hour discharge capacity expressed in ampere (i.e. current that takes 1/n hours to fully charge or discharge the tested device based on the rated capacity).
‘continuously variable transmission’ or ‘CVT’ means an automatic transmission that can change seamlessly through a continuous range of gear ratios.
‘differential’ means a device that splits a torque into two branches, e.g., for left- and right-hand side wheels, while allowing these branches to rotate at unequal speeds. The torque-splitting function can be biased or deactivated by a differential brake- or differential lock device (if applicable).
‘differential gear ratio’ means the ratio of differential input speed (towards the primary propulsion energy converter) over differential output speed (towards driven wheels) with both differential output shafts running at the same speed.
‘drivetrain’ means the connected elements of the powertrain for transmission of the mechanical energy between the propulsion energy converter(s) and the wheels.
‘electric machine’ (EM) means an energy converter transforming between electrical and mechanical energy.
‘electric machine system’ means a combination of electric powertrain components as installed in the vehicle comprising of an electric machine, inverter and electronic control unit(s), including connections and interfaces for external systems
‘electric machine type’ is either (a) an asynchronous machine (ASM), (b) an excited synchronous machine (ESM), (c) a permanent magnet synchronous machine (PSM), or (d) a reluctance machine (RM).
‘ASM’ means an asynchronous electric machine type in which the electric current in the rotor needed to produce torque is obtained by electromagnetic induction from the magnetic field of the stator winding.
‘ESM’ means an excited synchronous electric machine type which contains multiphase AC electromagnets on the stator that create a magnetic field which rotates in time with the oscillations of the line current. It requires direct current supplied to the rotor for excitation.
‘PSM’ means a permanent magnet sychronous electric machine type which contains multiphase AC electromagnets on the stator that create a magnetic field which rotates in time with the oscillations of the line current. Permanent magnets embedded in the steel rotor create a constant magnetic field.
‘RM’ means a reluctance electric machine type which contains multiphase AC electromagnets on the stator that create a magnetic field which rotates in time with the oscillations of the line current. It induces non-permanent magnetic poles on the ferromagnetic rotor which does not have any windings. It generates torque through magnetic reluctance.
‘housing’ means an integrated and structural part of the component, enclosing the internal units and providing protection against direct contact from any direction of access.
‘energy converter’ means a system where the form of energy output is different from the form of energy input.
‘propulsion energy converter’ means an energy converter of the powertrain which is not a peripheral device whose output energy is used directly or indirectly for the purpose of vehicle propulsion.
‘category of propulsion energy converter’ means (i) an internal combustion engine, (ii) an electric machine, or (iii) a fuel cell.
‘energy storage system’ means a system which stores energy and releases it in the same form as the input energy.
‘propulsion energy storage system’ means an energy storage system of the powertrain which is not a peripheral device and whose output energy is used directly or indirectly for the purpose of vehicle propulsion.
‘category of propulsion energy storage system’ means (i) a fuel storage system, (ii) a rechargeable electric energy storage system (REESS), or (iii) a rechargeable mechanical energy storage system.
‘form of energy’ means (i) electrical energy, (ii) mechanical energy, or (iii) chemical energy (including fuels).
‘fuel storage system’ means a propulsion energy storage system that stores chemical energy as liquid or gaseous fuel.
‘gearbox’ means a device changing torque and speed with defined fixed ratios for each gear which may include the functionality of shiftable gears as well
‘gear number’ means an identifier for the different shiftable gears for forward direction in a transmission with specific gear ratios; the shiftable gear with the highest gear ratio gets assigned the number 1; the identifying number is increased by the increment of 1 for each gear in descending order of gear ratios.
‘gear ratio’ means the forward gear ratio of the speed of the input shaft (towards the primary propulsion energy converter) to the speed of the output shaft (towards driven wheels) without slip.
‘high-energy battery system’ or ‘HEBS’ means a battery system or representative battery subsystem, for which the numerical ratio between maximum discharge current in A, declared by the component manufacturer at a SOC of 50 % in accordance with point 5.4.2.3.2, and the nominal electric charge output in Ah at a 1C discharge rate at RT is lower than 10.
‘high-power battery system’ or ‘HPBS’ means a battery system or representative battery subsystem, for which the numerical ratio between maximum discharge current in A, declared by the component manufacturer at a SOC of 50 % in accordance with point 5.4.2.3.2, and the nominal electric charge output in Ah at a 1C discharge rate at RT is equal to or higher than 10.
‘integrated electric powertrain component’ or ‘IEPC’ means a combined system of an electric machine system together with the functionality of either a single- or multi-speed gearbox or a differential or both, characterised by at least one of the following features:
Additionally, an IEPC shall comply with the following criteria:
‘IEPC design type wheel motor’ means an IEPC with either one output shaft or two output shafts connected directly to the wheel hub(s) and where two configurations shall be distinguished for the purpose of this Annex:
‘integrated hybrid electric vehicle powertrain component type 1’ or ‘IHPC Type 1’ means a combined system of multiple electric machine systems together with the functionality of a multi-speed gearbox characterised by a shared housing of all components and at least one of the following features:
Additionally, an IHPC Type 1 shall comply with the following criteria:
‘internal combustion engine’ or ‘ICE’ means an energy converter with intermittent or continuous oxidation of combustible fuel transforming between chemical and mechanical energy.
‘inverter’ means an electric energy converter that changes direct electric current to single-phase or polyphase alternating electric currents
‘peripheral device’ means any energy consuming, converting, storing or supplying devices, where the energy is not directly or indirectly used for the purpose of vehicle propulsion but which are essential to the operation of the powertrain and are therefore considered to be part of the powertrain.
‘powertrain’ means the total combination in a vehicle of propulsion energy storage system(s), propulsion energy converter(s) and the drivetrain(s) providing the mechanical energy at the wheels for the purpose of vehicle propulsion, plus peripheral devices.
‘rated capacity’ means the total number of ampere-hours that can be withdrawn from a fully charged battery determined in accordance with point 5.4.1.3
‘rated speed’ means the highest rotational speed of the electric machine system where the overall maximum torque occurs
‘room temperature’ or ‘RT’ means that the ambient air inside the test cell shall have a temperature of (25 ± 10) °C
‘state of charge’ or ‘SOC’ means the available electrical charge stored in a battery system expressed as a percentage of its rated capacity in accordance with 5.4.1.3 (where 0 % represents empty and 100 % represents full)
‘unit under test’ or ‘UUT’ means the electric machine system, IEPC or IHPC Type 1 to be actually tested
‘battery UUT’ means the battery system or representative battery subsystem to be actually tested
‘capacitor UUT’ means the capacitor system or representative capacitor subsystem to be actually tested.
For the purposes of this Annex, the following abbreviations shall apply:
|
AC |
alternating current |
|
DC |
direct current |
|
DCIR |
direct current internal resistance |
|
EMS |
electric machine system |
|
OCV |
open circuit voltage |
|
SC |
standard cycle |
3. General requirements
The calibration laboratory facilities shall comply with the requirements of either IATF 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.
3.1 Measurement equipment specifications
The measurement equipment shall meet the following accuracy requirements:
Table 1
Requirements of measurement systems
|
Measurement system |
Accuracy (1) |
|
Rotational speed |
0,5 % of the analyser reading or 0,1 % of max. calibration (2) of rotational speed whichever is larger |
|
Torque |
0,6 % of the analyser reading or 0,3 % of max. calibration (2) or 0,5 Nm of torque whichever is larger |
|
Current |
0,5 % of the analyser reading or 0,25 % of max. calibration (2) or 0,5 A of current whichever is larger |
|
Voltage |
0,5 % of the analyser reading or 0,25 % of max. calibration (2) of voltage whichever is larger |
|
Temperature |
1,5 K |
|
(1)
‘Accuracy’ means the absolute value of deviation of the analyser reading from a reference value which is traceable to a national or international standard.
(2)
The ‘maximum calibration’ value shall be the maximum predicted value for the respective measurement system expected during a specific test run performed in accordance with this Annex multiplied by a factor of 1.1. |
|
Multi-point calibration shall be allowed which means that a measurement system is allowed to be calibrated up to a nominal value which is less than the capacity of the measurement system.
3.2 Data recording
All measurement data, except temperature, shall be measured with and recorded at a frequency of not less than 100 Hz. For temperature a measurement frequency of not less than 10 Hz is sufficient.
Signal filtering may be applied in agreement with the approval authority. Any aliasing effect shall be avoided.
4. Testing of electric machine systems, IEPCs and IHPCs Type 1
4.1 Test conditions
The UUT shall be installed and the measurands current, voltage, electric inverter power, rotational speed and torque shall be defined in accordance with Figure 1 and point 4.1.1.
Figure 1
Provisions for measurement of electric machine system or IEPC
4.1.1 Equations for power figures
Power figures shall be calculated in accordance with the following equations:
4.1.1.1 Inverter power
The electric power to or from the inverter (or DC/DC converter if applicable) shall be calculated in accordance with the following equation:
PINV_in = VINV_in × IINV_in
where:
|
PINV_in |
is the electric inverter power to or from the inverter (or DC/DC converter if applicable) on the DC side of the inverter (or on the side of the DC powersource of the DC/DC converter) [W] |
|
VINV_in |
is the voltage at the inverter (or DC/DC converter if applicable) input on the DC side of the inverter (or on the side of the DC powersource of the DC/DC converter) [V] |
|
IINV_in |
is the current at the inverter (or DC/DC converter if applicable) input on the DC side of the inverter (or on the side of the DC powersource of the DC/DC converter) [A] |
In the case of multiple connections of inverter(s) (or DC/DC converter(s) if applicable) to the electric DC powersource as defined in accordance with point 4.1.3, the total sum of all different electric inverter powers shall be measured.
4.1.1.2 Mechanical output power
The mechanical output power of the UUT shall be calculated in accordance with the following equation:
where
|
PUUT_out |
is the mechanical output power of the UUT [W] |
|
TUUT |
is the torque of the UUT [Nm] |
|
n |
is the rotational speed of the UUT [min–1] |
For an electric machine system the torque and speed shall be measured at the rotational shaft. For an IEPC the torque and speed shall be measured at the output side of the gearbox or, if a differential is also included, at the output side(s) of the differential.
For an IEPC with integrated differential, the output torque measuring device(s) can either be installed on both output sides, or only one of the output sides. For test setups with only one dynamometer on the output side, the free rotating end of the IEPC with integrated differential shall be rotatably locked to the other end on the output side (e.g., by an activated differential lock or by means of any other mechanical differential lock implemented only for the measurement).
In the case of an IEPC design type wheel motor, either one single component or two such components may be measured. Where two such components are measured, the following provisions shall apply, depending on the configuration:
Where the output torque measuring devices are installed on both output shafts, the following provisions shall apply:
Where an output torque measuring device is installed only on one of the output shafts, the following provisions shall apply:
4.1.2 Run-in
On request of the applicant a run-in procedure may be applied to the UUT. The following provisions shall apply for a run-in procedure:
4.1.3 Power supply to inverter
The power supply to the inverter (or DC/DC converter if applicable) shall be a direct-current constant-voltage power supply, which is capable of supplying/absorbing adequate electric power to/from the inverter (or DC/DC converter if applicable) at the maximum (mechanical or electrical) power of the UUT for the duration of the test runs specified in this Annex.
The DC input voltage to the inverter (or DC/DC converter if applicable) shall be in a range of ±2 % of the requested target value of DC input voltage to the UUT during all periods where actual measurement data is recorded that is used as a basis for determining input data for the simulation tool.
Table 2 in paragraph 4.2 defines which test runs shall be performed at which voltage level(s). There are 2 different voltage levels defined for the measurements to be performed:
4.1.4 Setup and wiring
All wiring, shielding, brackets, etc. shall be in accordance with conditions specified by the manufacturer(s) of the different components of the UUT.
4.1.5 Cooling system
The temperature of all parts of the electric machine system shall be within the range allowed by the component manufacturer during the whole operating time of all test runs performed in accordance with this Annex. For IEPC and IHPC Type 1 this includes also all other components as gearboxes and axles being part of the IEPC or IHPC Type 1.
4.1.5.1 Cooling power during test runs
4.1.5.1.1 Cooling power for measurement of torque limitations
For all test runs performed in accordance with point 4.2, except for the EPMC in accordance with paragraph 4.2.6, the component manufacturer has to declare the number of used cooling circuits with connection to an external heat exchanger. For each of these circuits with connection to an external heat exchanger the following parameters at the inlet of the respective cooling circuit of the UUT shall be declared:
These declared values shall be documented in the information document for the respective component.
The following actual values shall remain below the declared maximum values and be recorded for each cooling circuit with connection to an external heat exchanger, together with the test data for all different test runs performed in accordance with point 4.2 except for the EPMC in accordance with point 4.2.6:
For all test runs performed in accordance with point 4.2, the minimum temperature of the coolant at the inlet of the cooling circuit of the UUT, in the case of liquid cooling shall be 25 °C.
Where fluids other than the regular cooling fluids are used for testing in accordance with this Annex, they must not exceed the temperature limits as defined by the component manufacturer.
In the case of liquid cooling, the maximum available cooling power on the testbench shall be determined based on the coolant massflow, the temperature difference over the test bed heat exchanger on the side of the UUT and the specific heat capacity of the coolant.
No additional fan with the purpose of actively cooling the components of the UUT shall be allowed in the test setup.
4.1.6 Inverter
The inverter shall be operated in the same mode and settings as specified for the actual in-vehicle using conditions by the component manufacturer.
4.1.7 Ambient conditions in test cell
All tests shall be performed at an ambient temperature in the testcell of 25 ± 10 °C. The ambient temperature shall be measured within a distance of 1 m to the UUT.
4.1.8 Lubricating oil for IEPCs or IHPC Type 1
Lubricating oil shall fulfill the provisions defined in points 4.1.8.1 to 4.1.8.4 below. These provisions shall not apply to EM systems.
4.1.8.1 Oil temperatures
The oil temperatures shall be measured at the centre of the oil sump or at any other suitable point in accordance with good engineering practice.
An auxiliary regulating system in accordance with paragraph 4.1.8.4 may be used, if necessary, to maintain the temperatures within the specified limits by the component manufacturer.
In the case of external oil conditioning which is added for testing purposes only, the oil temperature may be measured in the outlet line from the housing of the UUT to the conditioning system within 5 cm downstream of the outlet. In both cases the oil temperature shall not exceed the temperature limit as specified by the component manufacturer. Solid engineering rationale shall be provided to the type approval authority to explain that the external oil conditioning system is not used to improve the efficiency of the UUT. For oil circuits which are neither part of, nor connected to the cooling circuit of any components of the electric machine system, the temperature shall not exceed 70 °C.
4.1.8.2 Oil quality
Only recommended factory fill oils as specified by the component manufacturer of the UUT shall be used for the measurement.
4.1.8.3 Oil viscosity
If different oils are specified for the factory fill, the component manufacturer shall choose an oil for which the kinematic viscosity (KV) at the same temperature is within a range of ±10 % of the kinematic viscosity of the oil with the highest viscosity (within the specified tolerance band for KV100) for performing the measurements of the UUT related to certification.
4.1.8.4 Oil level and conditioning
The oil level or filling volume shall be within the maximum and minimum levels as defined in the component manufacturer’s maintenance specifications.
An external oil conditioning and filtering system is permitted. The housing of the UUT may be modified for the inclusion of the oil conditioning system.
The oil conditioning system shall not be installed in a way which would enable changing oil levels of the UUT in order to raise efficiency or to generate propulsion torques in accordance with good engineering practice.
4.1.9 Sign conventions
4.1.9.1 Torque and power
Measured values of torque and power shall have a positive sign for the UUT driving the dyno and a negative sign for the UUT braking the dyno (i.e. dyno driving the UUT).
4.1.9.2 Current
Measured values of current shall have a positive sign for the UUT drawing electric power from the power supply to the inverter (or DC/DC converter if applicable) and a negative sign for the UUT delivering electric power to the inverter (or DC/DC converter if applicable) and to the power supply.
4.2 Test runs to be performed
Table 2 defines all test runs to be performed for the purpose of certification of one specific electric machine system family or IEPC family defined in accordance with Appendix 13.
The electric power mapping cycle (EPMC) in accordance with point 4.2.6 and the drag curve in accordance with point 4.2.3 shall be omitted for all other members within a family except the parent of the family.
Where, upon request of the component manufacturer, Article 15(5) of this Regulation is applied, the EPMC in accordance with point 4.2.6 and the drag curve in accordance with point 4.2.3 shall be performed additionally for that specific EM or IEPC.
Table 2
Overview of test runs to be performed for electric machine systems or IEPCs
|
Test run |
Reference to point |
Required voltage level(s) to be performed (in accordance with 4.1.3) |
Required to be run for parent |
Required to be run for other members within a family |
|
Maximum and minimum torque limits |
4.2.2 |
Vmin,Test and Vmax,Test |
yes |
yes |
|
Drag curve |
4.2.3 |
Either Vmin,Test or Vmax,Test |
yes |
no |
|
Maximum 30 minutes continuous torque |
4.2.4 |
Vmin,Test and Vmax,Test |
yes |
yes |
|
Overload characteristics |
4.2.5 |
Vmin,Test and Vmax,Test |
yes |
yes |
|
EPMC |
4.2.6 |
Vmin,Test and Vmax,Test |
yes |
no |
4.2.1 General provisions
The measurement shall be performed with all temperatures of the UUT during the test kept within the component manufacturer defined limit values.
All tests need to be performed with de-rating functionality depending on temperature limits of the electric machine system fully active. Where additional parameters of other systems located outside of the electric machine system’s boundaries do influence the de-rating behaviour in in-vehicle applications, these additional parameters shall not be taken into account for all test runs performed in accordance with this Annex.
For an electric machine system all torque and speed values indicated shall refer to the rotational shaft of the electric machine unless stated otherwise.
For an IEPC all torque and speed values indicated shall refer to the output side of the gearbox or, if a differential is also included, to the output side of the differential unless stated otherwise.
4.2.2 Test of maximum and minimum torque limits
The test measures the maximum and minimum torque characteristics of the UUT in order to verify the declared limitations of the system.
For IEPC with multispeed gearbox the test shall be performed only for the gear with the gear ratio closest to 1. Where the gear ratios of two gears have the same distance to a gear ratio of 1, the test shall be performed only for the gear with the higher of the two gear ratios.
4.2.2.1 Declaration of values by the component manufacturer
The component manufacturer shall declare the values for the maximum and minimum torque of the UUT as a function of the rotational speed of the UUT between 0 rpm and the maximum operating speed of the UUT prior to the test. This declaration shall be separately made for each of the two voltage levels Vmin,Test and Vmax,Test.
4.2.2.2 Verification of maximum torque limits
The UUT shall be conditioned (i.e. without operating the system) at an ambient temperature of 25 ± 10 °C for a minimum of two hours until the start of the test run. If this test is performed directly consecutive to any other test run performed in accordance with this Annex the conditioning for a minimum of two hours may be omitted or shortened as long as the UUT stays within the testcell with the ambient temperature in the testcell kept within 25 ± 10 °C.
Just before beginning the test, the UUT shall be run on the bench for three minutes delivering a power equal to 80 % of the maximum power at the speed recommended by the component manufacturer.
The output torque and rotational speed of the UUT shall be measured at at least 10 different rotational speeds to define correctly the maximum torque curve between lowest and the highest speed.
The lowest speed setpoint shall be specified by the component manufacturer at a speed equal or smaller than 2 % of the maximum operating speed of the UUT as declared by the component manufacturer in accordance with point 4.2.2.1. Where the test setup does not allow operating the system at such a low speed setpoint, the lowest speed setpoint shall be specified by the component manufacturer as the lowest speed which can be realised by the specific test setup.
The highest speed setpoint shall be defined by the maximum operating speed of the UUT as declared by the component manufacturer in accordance with point 4.2.2.1.
The remaining 8 or more different rotational speed setpoints shall be located between the lowest and highest speed setpoint and shall be specified by the component manufacturer. The interval between two adjacent speed setpoints shall not be larger than 15 % of the maximum operating speed of the UUT as declared by the component manufacturer.
All operating points shall be held for an operating time of at least 3 seconds. Output torque and rotational speed of the UUT shall be recorded as average value of the last second of the measurement. The whole test shall be completed within 5 minutes.
4.2.2.3 Verification of minimum torque limits
The UUT shall be conditioned (i.e. without operating the system) at an ambient temperature of 25 ±10 °C for a minimum of two hours until the start of the test run. If this test is performed directly consecutive to any other test run performed in accordance with this Annex the conditioning for a minimum of two hours may be omitted or shortened as long as the UUT stays within the testcell with the ambient temperature in the testcell kept within 25 ±10 °C.
Just before beginning the test, the UUT shall be run on the bench for three minutes delivering a power equal to 80 % of the maximum power at the speed recommended by the component manufacturer.
The output torque and rotational speed of the UUT shall be measured at the same rotational speeds as selected in point 4.2.2.2.
All operating points shall be held for an operating time of at least 3 seconds. Output torque and rotational speed of the UUT shall be recorded as average value of the last second of the measurement. The whole test shall be completed within 5 minutes.
4.2.2.4 Interpretation of results
The maximum torque of the UUT as declared by the component manufacturer in accordance with point 4.2.2.1 shall be accepted as final values if they are not higher than + 2 % for overall maximum torque and than +4 % at the other measurement points with a tolerance of ± 2 % for rotational speeds from the values measured in accordance with point 4.2.2.2.
Where the values for maximum torque declared by the component manufacturer exceed the limits defined above, the actual measured values shall be used as final values.
Where the values for maximum torque of the UUT as declared by the component manufacturer in accordance with point 4.2.2.1 are lower than the values measured in accordance with point 4.2.2.2, the values declared by the component manufacturer shall be used as final values.
The minimum torque of the UUT as declared by the component manufacturer in accordance with point 4.2.2.1 shall be accepted as final values if they are not lower than -2 % for overall minimum torque and than – 4% at the other measurement points with a tolerance of ±2 % for rotational speeds from the values measured in accordance with point 4.2.2.3.
Where the values for minimum torque declared by the component manufacturer exceed the limits defined above, the actual measured values shall be used as final values.
Where the values for minimum torque of the UUT as declared by the component manufacturer in accordance with point 4.2.2.1 are higher than the values measured in accordance with point 4.2.2.3, the values declared by the component manufacturer shall be used as final values.
4.2.3 Test of drag curve
The test measures the drag losses in the UUT, i.e. the mechanical and/or electrical power necessary to spin the system at a certain speed by external power sources.
The UUT shall be conditioned (i.e. without operating the system) at an ambient temperature of 25 ±10 °C for a minimum of two hours. If this test is performed directly consecutive to any other test run performed in accordance with this Annex the conditioning for a minimum of two hours may be omitted or shortened as long as the UUT stays within the testcell with the ambient temperature in the testcell kept within 25 ±10 °C.
Just before beginning of the actual test, the UUT may optionally be run on the bench for three minutes delivering a power equal to 80 % of the maximum power at the speed recommended by the component manufacturer.
The actual test shall be performed in accordance with one of the following options:
The test shall be performed at least at the same rotational speeds as selected in point 4.2.2.2, more operating points at other rotational speeds may be added. All operating points shall be held for an operating time of at least 10 seconds, during which the actual rotational speed of the UUT shall be within ± 2 % of the setpoint for rotational speed.
The following values shall be recorded as average value over the last 5 seconds of the measurement, depending on the chosen testing option:
Where the UUT is an IEPC with multispeed gearbox, the test shall be performed for the gear with the gear ratio closest to 1. Where the gear ratios of two gears have the same distance to a gear ratio of 1, the test shall be performed only for the gear with the higher of the two gear ratios.
Additionally, the test may be performed also for all other forward gears of the IEPC so that a dedicated dataset for each forward gear of the IEPC is determined.
4.2.4 Test of maximum 30 minutes continuous torque
The test measures the maximum 30 minutes continuous torque which can be achieved by the UUT on average over a duration of 1 800 seconds.
For IEPC with multispeed gearbox the test shall be performed only for the gear with the gear ratio closest to 1. Where the gear ratios of two gears have the same distance to a gear ratio of 1, the test shall be performed only for the gear with the higher of the two gear ratios.
4.2.4.1 Declaration of values by the component manufacturer
The component manufacturer shall declare the values for the maximum 30 minutes continuous torque of the UUT as well as the corresponding rotational speed prior to the test. The rotational speed shall be in a range, in which the mechanical power is greater than 90 % of the overall maximum power determined from the maximum torque limit data recorded in accordance with point 4.2.2 for the respective voltage level. This declaration shall be separately made for each of the two voltage levels Vmin,Test and Vmax,Test.
4.2.4.2 Verification of maximum 30 minutes continuous torque
The UUT shall be conditioned (i.e. without operating the system) at an ambient temperature of 25 ±10 °C for a minimum of four hours. If this test is performed directly consecutive to any other test run performed in accordance with this Annex the conditioning for a minimum of four hours may be omitted or shortened as long as the UUT stays within the testcell with the ambient temperature in the testcell kept within 25 ±10 °C.
The UUT shall be run at the torque and speed setpoint which corresponds to the maximum 30 minutes continuous torque declared by the component manufacturer in accordance with point 4.2.4.1 for a total period of 1 800 seconds.
The output torque and rotational speed of the UUT as well as the electric power to or from the inverter (or DC/DC converter if applicable) shall be measured over this period of 1 800 seconds. The mechanical power value measured over time shall be in a range of ±5 % of the mechanical power value declared by the component manufacturer in accordance with paragraph 4.2.4.1, the rotational speed shall be within ±2 % of the value declared by the component manufacturer in accordance with point 4.2.4.1. The maximum 30 minutes continuous torque is the average of the output torque within the 1 800 -second measurement period. The corresponding rotational speed is the average of the rotational speed within the 1 800 -second measurement period.
4.2.4.3 Interpretation of results
The values declared by the component manufacturer in accordance with point 4.2.4.1 shall be accepted as final values if they do not differ by more than +4 % for torque with a tolerance of ±2 % for rotational speed from the average values determined in accordance with point 4.2.4.2.
Where the values declared by the component manufacturer exceed the limits defined above, the requirements referred to in points 4.2.4.1 to 4.2.4.3 shall be repeated with different values for the maximum 30 minutes continuous torque and/or the corresponding rotational speed.
Where the value for torque declared by the component manufacturer in accordance with point 4.2.4.1 is lower than the average value for torque determined in accordance with point 4.2.4.2 with a tolerance of ±2 % for rotational speed, the values declared by the component manufacturer shall be used as final values.
Additionally, the average of the actual measured electric power to or from the inverter (or DC/DC converter if applicable) over the 1 800 -second measurement period shall be calculated. Also the average 30 minutes continuous power shall be calculated from the final values of maximum 30 minutes continuous torque and the corresponding average rotational speed.
4.2.5 Test of overload characteristics
The test measures the duration of the capability of the UUT to provide the maximum output torque in order to derive the overload characteristics of the system.
For IEPC with multispeed gearbox the test shall be performed only for the gear with the gear ratio closest to 1. Where the gear ratios of two gears have the same distance to a gear ratio of 1, the test shall be performed only for the gear with the higher of the two gear ratios.
4.2.5.1 Declaration of values by the component manufacturer
The component manufacturer shall declare the value for the maximum output torque of the UUT at the specific rotational speed chosen for the test as well as the corresponding rotational speed prior to the test. The corresponding rotational speed shall be the same speed setpoint as used for the measurement performed in accordance with point 4.2.4.2 for the respective voltage level. The declared value for the maximum output torque of the UUT shall be equal or greater than the value of the maximum 30 minutes continuous torque determined in accordance with point 4.2.4.3 for the respective voltage level.
In addition the component manufacturer shall declare a duration t0_maxP for which the maximum output torque of the UUT can be constantly achieved starting from the conditions as set out in point 4.2.5.2. This declaration shall be separately made for each of the two voltage levels Vmin,Test and Vmax,Test.
4.2.5.2 Verification of maximum output torque
The UUT shall be conditioned (i.e. without operating the system) at an ambient temperature of 25 °C ± 10 °C for a minimum of two hours. If this test is performed directly consecutive to any other test run performed in accordance with this Annex the conditioning for a minimum of two hours may be omitted or shortened as long as the UUT stays within the testcell with the ambient temperature in the testcell kept within 25 ±10 °C.
Just before beginning the test, the UUT shall be run on the bench for 30 minutes delivering 50 % of the maximum 30 minutes continuous torque at the respective speed setpoint as determined in accordance with point 4.2.4.3.
Then the UUT shall be run at the torque and speed setpoint which corresponds to the maximum output torque declared by the component manufacturer in accordance with point 4.2.5.1.
The output torque and rotational speed of the UUT as well as the DC input voltage to the inverter (or DC/DC converter if applicable) and the electric power to or from the inverter (or DC/DC converter if applicable) shall be measured over a period of t0_maxP declared by the component manufacturer in accordance with point 4.2.5.1.
4.2.5.3 Interpretation of results
The recorded values for torque and speed over time measured in accordance with point 4.2.5.2 shall be accepted if they do not differ by more than ±2 % for torque and ±2 % for rotational speed from the values declared by the component manufacturer in accordance with point 4.2.5.1 over the whole period of t0_maxP.
Where the values declared by the component manufacturer are outside the tolerances defined in the first paragraph of this point, the procedures laid down in points 4.2.5.1, 4.2.5.2 and in this point shall be repeated with different values for the maximum output torque of the UUT and/or the duration t0_maxP.
The average of the actual measured values over the period of t0_maxP calculated for the different signals of rotational speed, torque and DC input voltage to the inverter (or DC/DC converter if applicable) shall be used as final values for characterisation of the overload point. Additionally, the average of the actual measured electric power to or from the inverter (or DC/DC converter if applicable) over the period of t0_maxP shall be calculated.
4.2.6 EPMC test
The EPMC test measures the electric power to or from the inverter (or DC/DC converter if applicable) for different operating points of the UUT.
4.2.6.1 Preconditioning
The UUT shall be conditioned (i.e. without operating the system) at an ambient temperature of 25 ±10 °C for a minimum of two hours. If this test is performed directly consecutive to any other test run performed in accordance with this Annex the conditioning for a minimum of two hours may be omitted or shortened as long as the UUT stays within the testcell with the ambient temperature in the testcell kept within 25 ±10 °C.
4.2.6.2 Operating points to be measured
For IEPC with multispeed gearbox the setpoints for rotational speed in accordance with point 4.2.6.2.1 and for torque accordance with point 4.2.6.2.2 are determined for each single forward gear.
4.2.6.2.1 Setpoints for rotational speed
The setpoints for either a standalone electric machine system or an IEPC with no shiftable gears shall be defined in accordance with the following provisions:
As setpoints for rotational speed of the UUT the same setpoints used for the measurement performed in accordance with point 4.2.2.2 for the respective voltage level shall be used.
The speed setpoint for the maximum 30 minutes continuous torque verification performed in accordance with point 4.2.4.2 for the respective voltage level shall be used in addition to the setpoints defined in subpoint (a) above.
Further speed setpoints may be defined in addition to the setpoints defined in subpoints (a) and (b) above.
In the case of an IEPC with multispeed gearbox, a separate dataset of setpoints for rotational speed of the UUT shall be defined for each single forward gear based on the following provisions:
The rotational speed setpoints for the gear with the gear ratio closest to 1 (where the gear ratios of two gears have the same distance to a gear ratio of 1, the test shall be performed only for the gear with the higher of the two gear ratios) determined in accordance with subpoints (a) to (c), nk,gear_iCT1, shall be used as basis for the further step in subpoint (e).
These rotational speed setpoints shall be converted to the respective setpoints for all other gears by the following equation:
nk,gear = nk,gear_iCT1 × igear_iCT1 / igear
where:
|
nk,gear |
= |
rotational speed setpoint k for a specific gear (where k = 1, 2, 3, …, maximum number of rotational speed setpoints) (where gear = 1, …, highest gear number) |
|
nk,gear_iCT1 |
= |
rotational speed setpoint k for the gear with the gear ratio closest to 1 in accordance with subpoint (d) (where k = 1, 2, 3, …, maximum number of rotational speed setpoints) |
|
igear |
= |
gear ratio of a specific gear [-] (where gear = 1, …, highest gear number) |
|
igear_iCT1 |
= |
gear ratio of the gear with the gear ratio closest to 1 in accordance with subpoint (d) [-] |
4.2.6.2.2 Setpoints for torque
The setpoints for either a standalone electric machine system or an IEPC with no shiftable gears shall be defined in accordance with the following provisions:
At least 10 setpoints for torque of the UUT shall be defined for the measurement, located both on the positive (i.e. driving) and negative (i.e. braking) torque side. The lowest and highest torque setpoint shall be defined based on the minimum and maximum torque limits determined in accordance with point 4.2.2.4 for the respective voltage level, where the lowest torque setpoint shall be the overall minimum torque, Tmin_overall, and the highest torque setpoint shall be the overall maximum torque, Tmax_overall, determined from these values.
The remaining 8 or more different torque setpoints shall be located between the lowest and highest torque setpoint. The interval between two adjacent torque setpoints shall not be larger than 22.5 % of the overall maximum torque of the UUT determined in accordance with point 4.2.2.4 for the respective voltage level.
The limit value for positive torque at a particular rotational speed shall be the maximum torque limit at this particular rotational speed setpoint determined in accordance with point 4.2.2.4 for the respective voltage level, minus 5 % of Tmax_overall. All torque setpoints at a particular rotational speed setpoint that are located higher than the limit value for positive torque at this particular rotational speed shall be replaced by one single target torque setpoint located at the maximum torque limit at this particular rotational speed setpoint.
The limit value for negative torque at a particular rotational speed shall be the minimum torque limit at this particular rotational speed setpoint determined in accordance with point 4.2.2.4 for the respective voltage level, minus 5 % of Tmin_overall. All torque setpoints at a particular rotational speed setpoint that are located lower than the limit value for negative torque at this particular rotational speed shall be replaced by one single target torque setpoint located at the minimum torque limit at this particular rotational speed setpoint.
Minimum and maximum torque limitations for a particular rotational speed setpoint shall be determined based on the data generated in accordance with point 4.2.2.4 for the respective voltage level, by using linear interpolation.
In the case of an IEPC with multispeed gearbox, a separate dataset of setpoints for torque of the UUT shall be defined for each single gear based on the following provisions:
The torque setpoints for the gear with the gear ratio closest to 1 (where the gear ratios of two gears have the same distance to a gear ratio of 1, the test shall be performed only for the gear with the higher of the two gear ratios) determined in accordance with subpoints (a) to (e), Tj,gear_iCT1, shall be used as basis for the further step in subpoints (g) and (h).
These torque setpoints shall be converted to the respective setpoints for all other gears by the following equation:
Tj,gear = Tj,gear_iCT1 / igear_iCT1 × igear
where:
|
Tj,gear |
= |
torque setpoint j for a specific gear (where j = 1, 2, 3, …, maximum number of torque setpoints) (where gear = 1, …, highest gear number) |
|
Tj,gear_iCT1 |
= |
torque setpoint j for the gear with the gear ratio closest to 1 in accordance with subpoint (f) (where j = 1, 2, 3, …, maximum number of torque setpoints) |
|
igear |
= |
gear ratio of a specific gear [-] (where gear = 1, …, highest gear number) |
|
igear_iCT1 |
= |
gear ratio of the gear with the gear ratio closest to 1 in accordance with subpoint (f) [-] |
All torque setpoints Tj,gear that have an absolute value higher than 10 kNm shall not be required to be measured during the actual test run performed in accordance with point 4.2.6.4.
4.2.6.3 Signals to be measured
Under the operating points specified in accordance with point 4.2.6.2 the electric power to or from the inverter (or DC/DC converter if applicable) and the output torque and speed of the UUT shall be measured.
4.2.6.4 Test sequence
The test sequence consists of steady state setpoints with defined rotational speed and torque at each setpoint in accordance with point 4.2.6.2.
In case an unforeseen interruption occurs, the test sequence may be continued under the following provisions:
In the case of an IEPC, the following provisions shall apply:
Just before beginning the test at the first setpoint, the UUT shall be run on the bench for warm-up in accordance with the recommendations of the component manufacturer. The first rotational speed setpoint for the actual measured gear for starting the EPMC test is defined at the lowest rotational speed setpoint.
The remaining setpoints for the actual measured gear shall be applied in the following order:
The first operating point at a particular rotational speed setpoint is defined at the highest torque at this specific speed.
The next operating point shall be set at the same speed and the lowest positive (i.e. driving) torque setpoint.
The next operating point shall be set at the same speed and the second highest positive (i.e. driving) torque setpoint.
The next operating point shall be set at the same speed and the second lowest positive (i.e. driving) torque setpoint.
This order of switching from the remaining highest to the remaining lowest torque setpoint shall be continued until all positive (i.e. driving) torque setpoints at a particular rotational speed setpoint are measured.
Before continuing with step (g) the UUT may be cooled down in accordance with the component manufacturer’s recommendations by running at a particular setpoint defined by the component manufacturer.
Then measurement of the negative (i.e. braking) torque setpoints at the same rotational speed setpoint shall be performed starting at the lowest torque at this specific speed.
The next operating point shall be set at the same speed and the highest negative (i.e. braking) torque setpoint.
The next operating point shall be set at the same speed and the second lowest negative (i.e. braking) torque setpoint.
The next operating point shall be set at the same speed and the second highest negative (i.e. braking) torque setpoint.
This order of switching from the remaining lowest to the remaining highest torque setpoint shall be continued until all negative (i.e. braking) torque setpoints at a particular rotational speed setpoint are measured.
Before continuing with step (m) the UUT may be cooled down in accordance with the component manufacturer’s recommendations by running at a particular setpoint defined by the component manufacturer.
The test shall continue at the next higher rotational speed setpoint by repeating steps (a) to (m) of the defined test sequence above until all rotational speed setpoints for the actual measured gear were completed.
All operating points shall be held for an operating time of at least 5 seconds. During this operating time the rotational speed of the UUT shall be held at the rotational speed setpoint within a tolerance of ±1 % or 20 rpm whatever is larger. Additionally, during this operating time, except for the highest and lowest torque setpoint at each rotational speed setpoint, the torque shall be held at the torque setpoint within a tolerance of ±1 % or ±5 Nm whatever is larger of the value of the torque setpoint.
The electric power to or from the inverter (or DC/DC converter if applicable), the output torque and rotational speed of the UUT shall be recorded as average value over the last two seconds of the operating time.
4.3. Post-processing of measurement data of the UUT
4.3.1 General provisions for post-processing
All post-processing steps defined in points 4.3.2 to 4.3.6 shall be performed for the datasets measured for the two different voltage levels in accordance with point 4.1.3 separately.
4.3.2 Maximum and minimum torque limits
The data for maximum and minimum torque limits determined in accordance with point 4.2.2.4 shall be extended by means of linear extrapolation (using the two closest points) to zero rotational speed and to the maximum operating speed of the UUT as declared by the component manufacturer in the event that the recorded measurement data does not cover these ranges.
4.3.3 Drag curve
The data for the drag curve determined in accordance with point 4.2.3 shall be modified in accordance with the following provisions:
Where the electric power supply to the inverter (or DC/DC converter if applicable) was set inactive or disconnected, the respective values for electric power to the inverter (or DC/DC converter if applicable) shall be set to 0.
Where the output shaft of the UUT was not connected to the load machine (i.e. dynamometer), the respective torque values shall be set to 0.
The data modified in accordance with points (1) and (2) above shall be extended by means of linear extrapolation to the maximum operating speed of the UUT as declared by the component manufacturer where the recorded measurement data does not cover these ranges.
The values of electric power to the inverter (or DC/DC converter if applicable) modified in accordance with points (1) to (3) above shall be seen as virtual mechanical loss power. These values of virtual mechanical loss power shall be converted to virtual drag torque with the respective rotational speed of the output shaft of the UUT.
At each setpoint of rotational speed of the output shaft of the UUT in the data modified in accordance with points (1) to (3) above, the value of virtual drag torque determined in accordance with point (4) above shall be added to the actual torque of the load machine (i.e. dynamometer) to define the total drag torque of the UUT as function of rotational speed.
The values of the total drag torque of the UUT at the lowest rotational speed setpoint, determined from the data modified in accordance with point (5) above, shall be copied to a new entry at 0 rpm rotational speed and added to the data modified in accordance with point (5) above.
4.3.4 EPMC
The data for the EPMC determined in accordance with point 4.2.6.4 shall be extended in accordance with the following provisions for each forward gear measured separately:
The values of all data pairs for output torque and eletric inverter power determined at the lowest rotational speed setpoint shall be copied to a new entry at zero rotational speed.
The values of all data pairs for output torque and eletric inverter power determined at the highest rotational speed setpoint shall be copied to a new entry at the highest rotational speed setpoint times 1.05.
If at a specific rotational speed setpoint (including the newly introduced data in points 1 and 2 above) a torque setpoint determined in accordance with the provisions of point 4.2.6.2.2 in subpoints (a) to (g) was ommited for the actual measurement in accordance with subpoint (h) of point 4.2.6.2.2 a new data point shall be calculated based on the following provisions:
Rotational speed: using the value of the omitted setpoint for the rotational speed
Torque: using the value of the omitted setpoint for torque
Inverter power: calculating a new value by means of linear extrapolation where the slope of the least squares linear regression line determined based on the three actually measured torque points located closest to the torque value from subpoint (b) above for the corresponding rotational speed setpoint shall be applied.
For positive torque values, extrapolated values of inverter power resulting in values lower than the measured one at the actually measured torque point located closest to the torque value from subpoint (b) above shall be set to the inverter power actually measured at the torque point located closest to the torque value from subpoint (b) above.
For negative torque values, extrapolated values of inverter power resulting in values higher than the measured one at the actually measured torque point located closest to the torque value from subpoint (b) above shall be set to the inverter power actually measured at the torque point located closest to the torque value from subpoint (b) above.
At each rotational speed setpoint (including the newly introduced data in points 1 to 3 above) a new data point shall be calculated based on the data at the highest torque setpoint in accordance with the following rules:
Rotational speed: using the same value for the rotational speed
Torque: using the value for torque multiplied by a factor of 1,05
Inverter power: calculating a new value in such a way that the efficiency defined as the ratio of mechanical power to inverter power stays constant
At each rotational speed setpoint (including the newly introduced data in points 1 to 3 above) a new data point shall be calculated based on the data at the lowest torque setpoint in accordance with the following rules:
Rotational speed: using the same value for the rotational speed
Torque: using the value for torque multiplied by a factor of 1.05
Inverter power: calculating a new value in such a way that the efficiency defined as the ratio of inverter power to mechanical power stays constant
4.3.5 Overload characteristics
From the data for the overload characteristics determined in accordance with point 4.2.5.3 an efficiency figure shall be determined by dividing the average mechanical output power over the period of t0_maxP by the average electric power to or from the inverter (or DC/DC converter if applicable) over the period of t0_maxP.
4.3.6 Maximum 30 minutes continuous torque
From the data determined in accordance with point 4.2.4.3 an efficiency figure shall be determined by dividing the average 30 minutes continuous power by the average electric power to or from the inverter (or DC/DC converter if applicable).
From the measurement data for the maximum 30 minutes continuous torque determined in accordance with point 4.2.4.2 the following average values shall be determined from the time-resolved values over the 1 800 -second measurement period for each cooling circuit with connection to an external heat exchanger separately:
The cooling power shall be determined based on the specific heat capacity of the coolant, the coolant massflow and the temperature difference over the test bed heat exchanger on the side of the UUT.
4.4 Special provisions for testing of IHPCs Type 1
IHPCs Type 1 are virtually split into two separate components for handling in the simulation tool, i.e. an electric machine system and a transmission. Therefore, two separate component data sets shall be determined by following the provisions described in this point.
For component testing of IHPCs Type 1, points 4.1 to 4.2 of this Annex shall apply.
For an IHPC Type 1 the torque and speed shall be measured at the output shaft of the system (i.e. the output side of the gearbox towards the wheels of the vehicle).
The definition of families in accordance with Appendix 13 shall not be allowed for IHPCs Type 1. Therefore, omission of test runs is not allowed and all test runs described in point 4.2 shall be performed for one specific IHPC Type 1. Notwithstanding these provisions, the test of the drag curve in accordance with point 4.2.3 shall be omitted for IHPCs Type 1.
Generating input data for IHPCs Type 1 based on standard values shall not be allowed.
4.4.1 Test runs to be performed for IHPCs Type 1
4.4.1.1 Test runs to determine the total system characteristics
This subpoint describes the details for determining the characteristics of the complete IHPC Type 1 including the losses of the gearbox part within the system.
The following test runs shall be performed in accordance with the provisions defined for IEPC with multispeed gearbox in the respective points. For all of these test runs, the input shaft for feeding propulsion torque into the system shall be either disconnected and rotating freely or shall be fixed without rotating.
Table 2a
Overview of test runs to be performed for IHPC Type 1
|
Test run |
Reference to point |
|
Maximum and minimum torque limits |
4.2.2 |
|
Maximum 30 minutes continuous torque |
4.2.4 |
|
Overload characteristics |
4.2.5 |
|
EPMC |
4.2.6 |
Due to the applicability of the provisions defined for IEPC with multispeed gearbox to IHPCs Type 1, the EPMC shall be measured for each single forward gear in accordance with point 4.2.6.2.
4.4.1.2 Test runs to determine the losses of the gearbox part within the system
This subpoint describes the details for determining the losses of the gearbox part within the system.
Therefore, the system shall be tested in accordance with the provisions in point 3.3 of Annex VI. Notwithstanding these provisions, the following provisions shall be applied:
4.4.2 Post-processing of measurement data of IHPCs Type 1
For post-processing of measurement data of IHPCs Type 1, all provisions as laid down in point 4.3 shall apply unless stated otherwise.
4.4.2.1 Post-processing of data regarding total system characteristics
All measurement data determined in accordance with point 4.4.1.1 shall be handled in accordance with the provisions as laid down in points 4.3.1 to 4.3.6. The provisions of point 4.3.3 shall be omitted since measurement of the drag curve in accordance with point 4.2.3 is not performed for IHPCs Type 1. Where there are specific provisions defined for IEPC with multispeed gearbox in the respective points, such specific provisions shall be applied.
4.4.2.2 Post-processing of data regarding losses of the gearbox part within the system
All measurement data determined in accordance with point 4.4.1.2 shall be handled in accordance with the provisions as laid down in point 3.4 of Annex VI. Notwithstanding these provisions, the following provisions shall be applied:
4.4.2.3 Post-processing of data to derive the specific data of the virtual electric machine system
In order to determine the component data of the virtual electric machine system the following steps shall be applied. The following post-processing steps shall be omitted for the two efficiency figures determined in accordance with points 4.3.5 and 4.3.6 since these efficiency figures only serve for assessment of conformity of the certified CO2 emissions and fuel consumption related properties.
All speed and torque values of the measurement data handled in accordance with point 4.4.2.1 shall be converted from the output shaft to the input shaft of the IHPC Type 1 in accordance with the following equations. Where the same test run was performed for several gears, the conversion shall be performed for each gear separately.
where:
|
nEM,virt |
= |
rotational speed of the virtual electric machine system referring to the input shaft of the IHPC Type 1 [1/min] |
|
noutput |
= |
measured rotational speed at the output shaft of the IHPC Type 1 [1/min] |
|
igbx |
= |
ratio of rotational speed at the input shaft over the rotational speed at the output shaft of the IHPC Type 1 for a specific gear engaged during the measurement [-] |
|
TEM,virt |
= |
torque of the virtual electric machine system referring to the input shaft of the IHPC Type 1 [Nm] |
|
Toutput |
= |
measured torque at the output shaft of the IHPC Type 1 [Nm] |
|
Tloss,gbx |
= |
torque loss depending on rotational speed and torque at the input shaft of the IHPC Type 1 [Nm]. It shall be calculated by means of two-dimensional linear interpolation from the loss maps of the gearbox determined in accordance with point 4.4.2.2 for the respective gear. |
|
gear |
= |
specific gear engaged during the measurement [-] |
The electric power maps determined for each forward gear in accordance with point 4.4.2.1 and converted to the input shaft in accordance with subpoint (a) of point 4.4.2.3 shall be used as basis for the following calculations. All values of electric inverter power of these electric power maps shall be converted to the respective maps for the virtual electric machine system by deducting the losses of the gearbox part in accordance with the following equation:
where:
|
Pel,virt |
electric inverter power of the virtual electric machine system [W] |
|
nEM,virt |
rotational speed of the virtual electric machine system referring to the input shaft of the IHPC Type 1 determined in accordance with subpoint (a) of point 4.4.2.3 [1/min] |
|
TEM,virt |
torque of the virtual electric machine system referring to the input shaft of the IHPC Type 1 determined in accordance with subpoint (a) of point 4.4.2.3 [Nm] |
|
Pel,meas |
measured electric inverter power [W] |
|
Tloss,gbx |
torque loss depending on rotational speed and torque at the input shaft of the IHPC Type 1 [Nm]. It shall be calculated by means of two-dimensional linear interpolation from the loss maps of the gearbox determined in accordance with point 4.4.2.2 for the respective gear. |
|
gear |
specific gear engaged during the measurement [-] |
The drag torque values of the virtual electric machine system shall be specified at the same rotational speed setpoints, nEM,virt, referring to the input shaft of the IHPC Type 1 as used for the definition of the maximum and minimum torque curve of the virtual electric machine system. Each single value of drag torque in Nm indicated at the different rotational speed setpoints shall be set to zero.
The rotational inertia of the virtual electric machine system shall be calculated by converting the inertia value(s) of the actual electric machine(s) determined in accordance with point 8 of Appendix 8 of this Annex to the corresponding value of rotational inertia referring to the input shaft of the IHPC Type 1.
4.4.3 Generation of input data for the simulation tool
Since IHPCs Type 1 are virtually split into two separate components for handling in the simulation tool, separate component input data shall be determined for an electric machine system and a transmission. The certification number indicated in the input data shall be the same for both components, electric machine system and transmission.
4.4.3.1 Input data of the virtual electric machine system
The input data for the virtual electric machine system shall be generated in accordance with the definitions for the electric machine system in Appendix 15 based on the final data resulting from following the provisions in point 4.4.2.3.
4.4.3.2 Input data of the virtual transmission
The input data for the virtual transmission shall be generated in accordance with the definitions for the transmission in Table 1 to Table 3 of Appendix 12 of Annex VI based on the final data resulting from following the provisions in point 4.4.2.2. The value of the parameter ‘TransmissionType’ in Table 1 shall be set to ‘IHPC Type 1’.
5. Testing of battery systems or representative battery subsystems
The battery UUT thermal conditioning device and the corresponding thermal conditioning loop at the test bench equipment shall be operational to satisfy the battery UUT thermal conditioning performances, according to the vehicle application and shall enable the test bench equipment to perform the requested test procedure within the battery UUT operational limits
5.1 General provisions
Battery UUT components may be distributed in different devices within the vehicle.
The battery UUT shall be controlled by the BCU, the test bench equipment shall follow the operational limits provided by the BCU via bus communication. The battery UUT thermal conditioning device and the corresponding thermal conditioning loop at the test bench equipment shall be operational in accordance with the controls by the BCU, unless otherwise specified in the given test procedure. The BCU shall enable the test bench equipment to perform the requested test procedure within the battery UUT operational limits. If necessary, the BCU program shall be adapted by the component manufacturer for the requested test procedure but within the operational and safety limits of the battery UUT.
5.1.1 Conditions for thermal equilibration
Thermal equilibration is reached if during a period of 1 hour the deviations between cell temperature as specified by the component manufacturer and temperature of all cell temperature measuring points are lower than ±7 K.
5.1.2 Sign conventions
5.1.2.1 Current
Measured values of current shall have a positive sign for discharging and a negative sign for charging.
5.1.3 Reference location for ambient temperature
The ambient temperature shall be measured within a distance of 1 m to the battery UUT at a point indicated by the component manufacturer.
5.1.4 Thermal conditions
Battery testing temperature, i.e. the target operating temperature of the battery UUT, shall be specified by the component manufacturer. The temperature of all cell temperature measuring points shall be within the limits specified by the component manufacturer during all test runs performed.
For battery UUT with liquid conditioning (i.e. heating or cooling), the temperature of the conditioning fluid shall be recorded at the battery UUT inlet and must be maintained within ±2 K of a value specified by the component manufacturer.
For air cooled battery UUT, the temperature of the battery UUT at a point indicated by the component manufacturer shall be kept within +0/-20 K of the maximum value specified by the component manufacturer.
For all test runs performed the available cooling and/or heating power on the testbench shall be limited to a value declared by the component manufacturer. This value shall be recorded together with the test data.
The available cooling and/or heating power on the testbench shall be determined based on the following procedures and recorded together with the actual component test data:
For liquid conditioning from the massflow of the conditioning fluid and the temperature difference over the heat exchanger on the side of the battery UUT.
For electric conditioning from the voltage and current. The component manufacturer may modify the electric connection of this conditioning unit for the certification of the battery UUT to enable a measurement of the battery UUT characteristics without considering the electric power required for conditioning (e.g. if the conditioning is directly implemented and connected within the battery UUT). Notwithstanding these provisions, the required electric cooling and/or heating power externally provided to the battery UUT by a conditioning unit shall be recorded.
For other types of conditioning based on good engineering judgement and discussion with the type approval authority.
5.2 Preparation cycles
The battery UUT shall be conditioned by performing maximum five cycles of full discharging followed by full charging in order to ensure stabilisation of the system’s performance before the actual testing starts.
Consecutive cycles of full discharging followed by full charging shall be performed at the component manufacturer defined operational set temperature until the ‘preconditioned’ status is reached. The criterion for a ‘preconditioned’ battery UUT is that the discharged capacity during two consecutive discharges does not change by a value greater than 3 % of the rated capacity or that five repetitions were performed.
The voltage of the battery UUT shall not fall below the minimum voltage recommended by the component manufacturer at the end of the discharge (the minimum voltage is the lowest voltage under discharge without irreversible damage done to the battery UUT). The termination criteria for the full discharging and the full charging cycles shall be defined by the component manufacturer.
5.2.1 Current levels in preparation cycles for HPBS
Discharging shall be performed at a current of 2C, charging shall be performed in accordance with the recommendations of the component manufacturer.
5.2.2 Current levels in preparation cycles Preconditioning for HEBS
Discharging shall be performed at a current of 1/3C, charging shall be performed in accordance with the recommendations of the component manufacturer.
5.3 Standard cycle
The purpose of a standard cycle (SC) is to ensure the same initial condition for each dedicated test of a battery UUT, as well as the charged energy for COP purposes in accordance with Appendix 12. It shall be performed at the component manufacturer defined operational set temperature.
5.3.1 Standard cycle for HPBS
The SC for HPBS shall consist of the following events in consecutive order: a standard discharge, a rest period, a standard charge and a second rest period.
The standard discharge procedure shall be performed at a current of 1C down to the minimum SOC in accordance with the specifications of the component manufacturer.
The rest period shall start directly after the end of discharge and shall last for 30 minutes.
The standard charge procedure shall be performed in accordance with the specifications of the component manufacturer regarding criteria for end of charge as well as applicable time limits for the overall charging procedure.
The second rest period shall start directly after the end of charge and shall last for 30 minutes.
5.3.2 Standard cycle for HEBS
The SC for HEBS shall consist of the following events in consecutive order: a standard discharge, a rest period, a standard charge and a second rest period.
The standard discharge procedure shall be performed at a current of 1/3C down to the minimum SOC in accordance with the specifications of the component manufacturer.
The rest period shall start directly after the end of discharge and shall last for 30 minutes.
The standard charge procedure shall be performed in accordance with the specifications of the component manufacturer regarding criteria for end of charge as well as applicable time limits for the overall charging procedure.
The second rest period shall start directly after the end of charge and shall last for 30 minutes.
5.4 Test runs to be performed
Before any test runs in accordance with this point are performed the battery UUT shall be subjected to the provisions in accordance with point 5.2.
5.4.1 Test procedure for rated capacity
This test measures the rated capacity of the battery UUT in Ah at constant current discharge rates.
5.4.1.1 Signals to be measured
The following signals shall be recorded during preconditioning, standard cycles performed and the actual test run:
5.4.1.2 Test run
After the battery UUT was fully charged in accordance with the specifications of the component manufacturer and thermal equilibration in accordance with point 5.1.1 was reached, a standard cycle in accordance with point 5.3 shall be performed.
The actual test run shall start within a period of 3 hours after the end of the standard cycle, otherwise the standard cycle shall be repeated.
The actual test run shall be performed at RT and consist of a constant current discharge at the following discharge rates:
All discharge tests shall be terminated at the minimum conditions in accordance with the specifications of the component manufacturer.
5.4.1.3 Interpretation of results
The capacity in Ah obtained from the integrated battery current over time during the actual test run in accordance with point 5.4.1.2 shall be used as value for the rated capacity.
5.4.1.4 Data to be reported
The following data shall be reported:
For the purpose of conformity of production testing, also the following values shall be calculated:
All SOC values used shall be calculated based on the actual measured rated capacity determined in accordance with point 5.4.1.3.
The round trip efficiency ηBAT shall be calculated by dividing the total discharged energy, Edis, by the total charged energy, Echa and reported in the information document in accordance with Appendix 5.
5.4.2 Test procedure for open circuit voltage, internal resistance and current limits
This test determines the ohmic resistance for discharge and charge conditions as well as the OCV of the battery UUT as a function of SOC. In addition, the maximum current for discharging and charging as declared by the component manufacturer shall be verified.
5.4.2.1 General provisions for testing
All SOC values used shall be calculated based on the actual measured rated capacity determined in accordance with point 5.4.1.3.
Only where the battery UUT reaches the discharge voltage limit during discharge, shall the current be reduced such that the battery UUT terminal voltage is maintained at the discharge voltage limit throughout the whole discharge pulse.
Only where the battery UUT reaches during charging the charge voltage limit, shall the current be reduced such that the battery UUT terminal voltage is maintained at the charge voltage limit throughout the whole regenerative charge pulse.
If the test equipment cannot provide the current value with the requested accuracy of ±1 % of the target value within 100 ms after a change in the current profile, the respective recorded data shall be discarded and no related values for open circuit voltage and internal resistance shall be calculated from this data.
If the operational limits provided by the BCU via bus communication demand the current to be reduced in order to stay within the operational limits of the battery UUT the test bench equipment shall reduce the respective target current in accordance with the demands of the BCU.
5.4.2.2 Signals to be measured
The following signals shall be recorded during preconditioning and the actual test run:
5.4.2.3 Test run
5.4.2.3.1 Preconditioning
After the battery UUT was fully charged in accordance with the specifications of the component manufacturer and thermal equilibration in accordance with point 5.1.1 was reached, a standard cycle in accordance with point 5.3 shall be performed.
Within a period of 1 to 3 hours after the end of the standard cycle, the actual test run shall be started. Otherwise, the procedure in the preceding paragraph shall be repeated.
5.4.2.3.2 Test procedure
For HPBS, the test shall be performed at five different SOC levels: 80, 65, 50, 35 and 20 %.
For HEBS, the test shall be performed at five different SOC levels: 90, 70, 50, 35 and 20 %.
At the last step at 20 % SOC the component manufacturer may reduce the maximum discharge current of the battery UUT in order for the SOC to stay above the minimum SOC, in accordance with the specifications of the component manufacturer and avoid a deep discharge.
Before the beginning of the actual test runs at each SOC level, the battery UUT shall be preconditioned in accordance with point 5.4.2.3.1.
In order to reach the required SOC levels for testing from the initial condition of the battery UUT, it shall be discharged at a constant current rate of 1C for HPBS and of 1/3C for HEBS followed by a rest period of 30 minutes before the next measurement starts.
The component manufacturer shall prior to the test declare the maximum charge and discharge current at each different SOC level that can be applied throughout the length of the respective time increment of the current pulse defined in accordance with Table 3 for HPBS and Table 4 for HEBS.
The actual test run shall be performed at RT and shall consist of the current profile in accordance with Table 3 for HPBS and in accordance with Table 4 for HEBS.
Table 3
Current profile for HPBS
|
Time increment [s] |
Time cumulative [s] |
Target current |
|
0 |
0 |
0 |
|
20 |
20 |
Idischg_max/33 |
|
40 |
60 |
0 |
|
20 |
80 |
Ichg_max/33 |
|
40 |
120 |
0 |
|
20 |
140 |
Idischg_max/32 |
|
40 |
180 |
0 |
|
20 |
200 |
Ichg_max/32 |
|
40 |
240 |
0 |
|
20 |
260 |
Idischg_max/3 |
|
40 |
300 |
0 |
|
20 |
320 |
Ichg_max/3 |
|
40 |
360 |
0 |
|
20 |
380 |
Idischg_max |
|
40 |
420 |
0 |
|
20 |
440 |
Ichg_max |
|
40 |
480 |
0 |
Table 4
Current profile for HEBS
|
Time increment [s] |
Time cumulative [s] |
Target current |
|
0 |
0 |
0 |
|
120 |
120 |
Idischg_max/33 |
|
40 |
160 |
0 |
|
120 |
280 |
Ichg_max/33 |
|
40 |
320 |
0 |
|
120 |
440 |
Idischg_max/32 |
|
40 |
480 |
0 |
|
120 |
600 |
Ichg_max/32 |
|
40 |
640 |
0 |
|
120 |
760 |
Idischg_max/3 |
|
40 |
800 |
0 |
|
120 |
920 |
Ichg_max/3 |
|
40 |
960 |
0 |
|
120 |
1080 |
Idischg_max |
|
40 |
1120 |
0 |
|
120 |
1240 |
Ichg_max |
|
40 |
1280 |
0 |
Where
|
Idischg_max |
is the absolute value of the maximum discharge current specified by the component manufacturer at the specific SOC level that can be applied throughout the length of the respective time increment of the current pulse |
|
Ichg_max |
is the absolute value of the maximum charge current specified by the component manufacturer at the specific SOC level that can be applied throughout the length of the respective time increment of the current pulse |
The voltage at time zero of the test run before the first change in target current occurs, i.e. V0, shall be measured as average value over 100 ms.
For HPBS the following voltages and currents shall be measured:
For each different discharging and charging current pulse level specified in Table 3, the voltage under zero current as average value over the last second before the change in target current occurs, i.e. Vdstart for discharging and Vcstart for charging, shall be measured.
For each different discharging current pulse level specified in Table 3, the voltage at 2, 10 and 20 seconds after the change in target current occurs (Vd2, Vd10, Vd20) and the corresponding current (Id2, Id10, and Id20) shall be measured as average value over 100ms.
For each different charging current pulse level specified in Table 3, the voltage at 2, 10 and 20 seconds after the change in target current occurs (Vc2, Vc10, Vc20) and the corresponding current (Ic2, Ic10, and Ic20) shall be measured as average value over 100 ms.
Table 5 gives an overview of voltage and current values to be measured over time after the change in target current occurs for HPBS.
Table 5
Voltage measurement points for each different level of a current pulse (discharging and charging) for HPBS
|
Time after the change in target current occurs [s] |
Discharging (D) or charging (C) |
Voltage |
Current |
|
2 |
D |
Vd2 |
Id2 |
|
10 |
D |
Vd10 |
Id10 |
|
20 |
D |
Vd20 |
Id20 |
|
2 |
C |
Vc2 |
Ic2 |
|
10 |
C |
Vc10 |
Ic10 |
|
20 |
C |
Vc20 |
Ic20 |
For HEBS the following voltages and currents shall be measured:
For each different discharging and charging current pulse level specified in table 4 the voltage under zero current as average value over the last second before the change in target current occurs, i.e. Vdstart for discharging and Vcstart for charging, shall be measured.
For each different discharging current pulse level specified in table 4, the voltage at 2, 10 20 and 120 seconds after the change in target current occurs (Vd2, Vd10, Vd20 and Vd120) and the corresponding current (Id2, Id10, Id20 and Id120) shall be measured as average value over 100ms.
For each different charging current pulse level specified in table 4, the voltage at 2, 10, 20 and 120 seconds after the change in target current occurs (Vc2, Vc10, Vc20 and Vc120) and the corresponding current (Ic2, Ic10, Ic20 and Ic120) shall be measured as average value over 100 ms.
Table 6 gives an overview of voltage and current values to be measured over the time after the change in target current occurs for HEBS.
Table 6
Voltage measurement points for each different level of a current pulse (discharging and charging) for HEBS
|
Time after the change in target current occurs [s] |
Discharging (D) or charging (C) |
Voltage |
Current |
|
2 |
D |
Vd2 |
Id2 |
|
10 |
D |
Vd10 |
Id10 |
|
20 |
D |
Vd20 |
Id20 |
|
120 |
D |
Vd120 |
Id120 |
|
2 |
C |
Vc2 |
Ic2 |
|
10 |
C |
Vc10 |
Ic10 |
|
20 |
C |
Vc20 |
Ic20 |
|
120 |
C |
Vc120 |
Ic120 |
5.4.2.4 Interpretation of results
The following calculations shall be performed separately for each level of SOC measured in accordance with point 5.4.2.3.
5.4.2.4.1 Calculations for HPBS
For each different discharging current pulse level specified in Table 3, the values for internal resistance shall be calculated from the values of voltage and current measured in accordance with point 5.4.2.3 in accordance with the following equations:
The internal resistances for discharging RId2_avg, RId10_avg, RId20_avg shall be calculated as average over all different current pulse levels specified in Table 3 from the individual values calculated under point 1.
For each different charging current pulse level specified in Table 3, the values for internal resistance shall be calculated from the values of voltage and current measured in accordance with point 5.4.2.3 in accordance with the following equations:
The internal resistances for charging RIc2_avg, RIc10_avg, RIc20_avg shall be calculated as average over all different current pulse levels specified in Table 3 from the individual values calculated under point 3.
The overall internal resistances RI2, RI10 and RI20 shall be calculated as average over the respective values for discharging and charging calculated under points 2 and 4.
The open circuit voltage shall be the value of V0 measured in accordance with point 5.4.2.3 for the respective SOC level.
The limits for maximum discharging current shall be calculated as average value over 20 seconds at the target current Idischg_max for each level of SOC measured in accordance with point 5.4.2.3.
The limits for maximum charging current shall be calculated as average value over 20 seconds at the target current Ichg_max for each level of SOC measured in accordance with point 5.4.2.3. Absolute values of the results shall be reported as final values.
5.4.2.4.2 Calculations for HEBS
For each different discharging current pulse level specified in Table 4, the values for internal resistance shall be calculated from the values of voltage and current measured in accordance with point 5.4.2.3 in accordance with the following equations:
The internal resistances for discharging RId2_avg, RId10_avg, RId20_avg and RId120_avg shall be calculated as average over all different current pulse levels specified in Table 4 from the individual values calculated under point 1.
For each different charging current pulse level specified in Table 4, the values for internal resistance shall be calculated from the values of voltage and current measured in accordance with point 5.4.2.3 in accordance with the following equations:
The internal resistances for charging RIc2_avg, RIc10_avg, RIc20_avg and RIc120_avg shall be calculated as average over all different current pulse levels specified in Table 4 from the individual values calculated under point 3.
The overall internal resistances RI2, RI10, RI20 and RI120 shall be calculated as average over the respective values for discharging and charging calculated under points 2 and 4.
The open circuit voltage shall be the value of V0 measured in accordance with point 5.4.2.3 for the respective SOC level.
The limits for maximum discharging current shall be calculated as average value over 120 seconds at the target current Idischg_max for each level of SOC measured in accordance with point 5.4.2.3.
The limits for maximum charging current shall be calculated as average value over 120 seconds at the target current Ichg_max for each level of SOC measured in accordance with point 5.4.2.3. Absolute values of the results shall be reported as final values.
5.5. Post-processing of measurement data of the battery UUT
The values of OCV dependent on SOC shall be defined based on the values determined for the different SOC levels in accordance with point 6 of point 5.4.2.4.1 for HPBS and 5.4.2.4.2 for HEBS.
The different values of internal resistances dependent on SOC shall be defined based on the values determined for the different SOC levels in accordance with point 5.4.2.4.1(5) for HPBS and 5.4.2.4.2 for HEBS.
The limits for maximum discharging current and maximum charging current shall be defined based on the values as declared by the component manufacturer prior to the test. If a specific value for the maximum discharging current or maximum charging current determined in accordance with point 5.4.2.4.1(7) and (8) for HPBS and 5.4.2.4.2 for HEBS deviates by more than ±2 % from the value declared by the component manufacturer prior to the test, the respective value determined in accordance with points 5.4.2.4.1(7) and (8) for HPBS and 5.4.2.4.2 for HEBS shall be reported.
6. Testing of capacitor systems or representative capacitor subsystems
6.1 General provisions
Capacitor system components of the capacitor UUT may also be distributed in different devices within the vehicle.
The characteristics for a capacitor are hardly dependent on its state of charge or current, respectively. Therefore, only a single test run is prescribed for the calculation of the model input parameters.
6.1.1 Sign convention for current
Measured values of current shall have a positive sign for discharging and a negative sign for charging.
6.1.2 Reference location for ambient temperature
The ambient temperature shall be measured within a distance of 1 m to the capacitor UUT at a point indicated by the component manufacturer of the capacitor UUT.
6.1.3 Thermal conditions
Capacitor testing temperature, i.e. the target operating temperature of the capacitor UUT, shall be specified by the component manufacturer. The temperature of all capacitor cell temperature measuring points shall be within the limits specified by the component manufacturer during all test runs performed.
For capacitor UUT with liquid conditioning (i.e. heating or cooling), the temperature of the conditioning fluid shall be recorded at the capacitor UUT inlet and must be maintained within ±2 K of a value specified by the component manufacturer.
For air cooled capacitor UUT, the temperature at a point indicated by the component manufacturer shall be kept within +0/–20 K of the maximum value specified by the component manufacturer.
For all test runs performed the available cooling and/or heating power on the testbench shall be limited to a value declared by the component manufacturer. This value shall be recorded together with the test data.
The available cooling and/or heating power on the testbench shall be determined based on the following procedures and recorded together with the actual component test data:
For liquid conditioning from the massflow of the conditioning fluid and the temperature difference over the heat exchanger on the side of the capacitor UUT.
For electric conditioning from the voltage and current. The component manufacturer may modify the electric connection of this conditioning unit for the certification of the capacitor UUT to enable a measurement of the capacitor UUT characteristics without considering the electric power required for conditioning (e.g. if the conditioning is directly implemented and connected within the capacitor UUT). Notwithstanding these provisions, the required electric cooling and/or heating power externally provided to the capacitor UUT by a conditioning unit shall be recorded.
For other types of conditioning based on good engineering judgement and discussion with the type approval authority.
6.2 Test conditions
The capacitor UUT shall be placed in a temperature controlled test cell. The ambient temperature shall be conditioned at 25 ±10 °C;
The voltage shall be measured at the terminals of the capacitor UUT.
The thermal conditioning system of the capacitor UUT and the corresponding thermal conditioning loop at the test bench equipment shall be fully operational in accordance with the respective controls.
The control unit shall enable the test bench equipment to perform the requested test procedure within the capacitor UUT operational limits. If necessary, the control unit program shall be adapted by the capacitor UUT component manufacturer for the requested test procedure.
6.3 Capacitor UUT characteristics test
After fully charging and then fully discharging the capacitor UUT to its lowest operating voltage in accordance with the charging method specified by the component manufacturer, it shall be soaked for at least 2 hours, but no more than 6 hours.
The capacitor UUT temperature at the start of the test shall be 25 ± 2 °C. However, 45 ± 2 °C may be selected by reporting to the type approval or certification authority that this temperature level is more representative for the conditions of the typical application.
After the soak time, a complete charge and discharge cycle in accordance with Figure 2 with a constant current Itest shall be performed. Itest shall be the maximum allowed continuous current for the capacitor UUT as specified by the component manufacturer.
After a waiting period of at least 30 seconds (t0 to t1), the capacitor UUT shall be charged with a constant current Itest until the maximum operating voltage V max is reached. Then, the charging shall be stopped and the capacitor UUT shall be soaked for 30 seconds (t2 to t3) so that the voltage can settle to its final value V b before the discharging is started. After that the capacitor UUT shall be discharged with a constant current Itest until the lowest operating voltage V min is reached. Afterwards (from t4 onwards) there shall be another waiting period of at least 30 seconds for the voltage to settle to its final value Vc.
The current and voltage over time, respectively Imeas and Vmeas, shall be recorded at a sampling frequency of at least 10 Hz.
The following characteristic values shall be determined from the measurement (illustrated in Figure 2):
Figure 2
Example of voltage curve for the capacitor UUT measurement
6.4. Post-processing of measurement data of the capacitor UUT
6.4.1 Calculation of internal resistance and capacitance
The measurement data obtained in accordance with point 6.3 shall be used to calculate the internal resistance (R) and capacitance (C) values in accordance with the following equations:
The capacitance for charging and discharging shall be calculated as follows:
The maximum current for charging and discharging shall be calculated as follows:
The internal resistance for charging and discharging shall be calculated as follows:
For the model, only a single capacitance and resistance are needed and these shall be calculated as follows:
The maximum voltage shall be defined as the recorded value of Vb and the minimum voltage shall be defined as the recorded value of Vc as defined in accordance with subpoint (f) of point 6.3.
Appendix 1
MODEL OF A CERTIFICATE OF A COMPONENT, SEPARATE TECHNICAL UNIT OR SYSTEM
Maximum format: A4 (210 × 297 mm)
CERTIFICATE ON CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF AN ELECTRIC MACHINE SYSTEM / IEPC / IHPC Type 1 / BATTERY SYSTEM/ CAPACITOR SYSTEM
Administration stamp
Communication concerning:
of a certificate on CO2 emission and fuel consumption related properties of an electric machine system / IEPC / IHPC Type 1 / battery system / capacitor system in accordance with Commission Regulation (EU) 2017/2400.
Commission Regulation (EU) 2017/2400 as last amended by ……………..
Certification number:
Hash:
Reason for extension:
SECTION I
0.1. Make (trade name of manufacturer):
0.2. Type:
0.3. Means of identification of type
0.3.1. Location of the certification marking:
0.3.2. Method of affixing certification marking:
0.5. Name and address of manufacturer:
0.6. Name(s) and address(es) of assembly plant(s):
0.7. Name and address of the manufacturer's representative (if any)
SECTION II
1. Additional information (where applicable): see Addendum
2. Approval authority responsible for carrying out the tests:
3. Date of test report:
4. Number of test report:
5. Remarks (if any): see Addendum
6. Place:
7. Date:
8. Signature:
Attachments:
Information package. Test report.
Appendix 2
Information Document for an electric machine system
|
Information document no.: |
Issue: Date of issue: Date of Amendment: |
pursuant to …
Electric machine system type / family (if applicable):
…
0. GENERAL
0.1. Name and address of manufacturer
0.2. Make (trade name of manufacturer):
0.3. Electric machine system type:
0.4. Electric machine system family:
0.5. Electric machine system type as separate technical unit / Electric machine system family as separate technical unit
0.6. Commercial name(s) (if available):
0.7. Means of identification of model, if marked on the Electric machine system:
0.8. In the case of components and separate technical units, location and method of affixing of the EC approval mark:
0.9. Name(s) and address(es) of assembly plant(s):
0.10. Name and address of the manufacturer's representative:
PART 1
ESSENTIAL CHARACTERISTICS OF THE (PARENT) ELECTRIC MACHINE SYSTEM AND THE ELECTRIC MACHINE SYSTEM TYPES WITHIN AN ELECTRIC MACHINE SYSTEM FAMILY
|
|
|Parent EMS |
|Family members |
||||
|
|
|or EMS type |
| |
||||
|
|
| |
| #1 |
| #2 |
| #3 |
| |
|
1. General
1.1. Test voltage(s): V
1.2. Basic motor rotational speed: 1/min
1.3. Motor output shaft maximum speed: 1/min
1.4. (or by default) reducer/gearbox outlet shaft speed: 1/min
1.5. Maximum power speed: 1/min
1.6. Maximum power: kW
1.7. Maximum torque speed: 1/min
1.8. Maximum torque: Nm
1.9. Maximum 30 minutes power: kW
2. Electric machine
2.1. Working principle
2.1.1. Direct current (DC)/alternating current (AC):
2.1.2. Number of phases:
2.1.3. Excitation / separate / series / compound:
2.1.4. Synchron / asynchron:
2.1.5. Rotor coiled / with permanent magnets / with housing:
2.1.6. Number of poles of the motor:
2.2. Rotational inertia: kgm2
3. Power controller
3.1. Make:
3.2. Type:
3.3. Working principle:
3.4. Control principle: vectorial / open loop / closed / other (t.b.s.):
3.5. Maximum effective current supplied to the motor: A
3.6. For maximum duration of: s
3.7. DC voltage range used (from / to): V
3.8. DC/DC converter is part of the electric machine system in accordance with paragraph 4.1 of this Annex (yes/no):
4. Cooling system
4.1. Motor (liquid / air / other t.b.s.):
4.2. Controller (liquid / air / other t.b.s.):
4.3. Description of the system:
4.4. Principle drawing(s):
4.5. Temperature boundary limits (min/max): K
4.6. At reference position:
4.7. Flow rates (min/max): ltr/min
5. Documented values from component testing
5.1. Efficiency figures for CoP ( 23 ):
5.2. Cooling system (declaration for each cooling circuit):
5.2.1. maximum coolant mass flow or volume flow or maximum inlet pressure:
5.2.2. maximum coolant temperatures:
5.2.3. maximum available cooling power:
5.2.4. Recorded average values for each test run
5.2.4.1. coolant volume flow or mass flow:
5.2.4.2. coolant temperature at the inlet of the cooling circuit:
5.2.4.3. coolant temperature at the inlet and outlet of the test bed heat exchanger on the side of the EMS:
LIST OF ATTACHMENTS
|
No.: |
Description: |
Date of issue: |
|
1 |
Information on EMS test conditions … |
|
|
2 |
… |
|
Attachment 1 to Electric machine system information document
|
|
Information on test conditions (if applicable) |
|
1.1 |
… |
Appendix 3
Information Document for an IEPC
|
Information document no.: |
Issue: Date of issue: Date of Amendment: |
pursuant to …
IEPC type / family (if applicable):
…
0. GENERAL
0.1. Name and address of manufacturer
0.2. Make (trade name of manufacturer):
0.3. IEPC type:
0.4. IEPC family:
0.5. IEPC type as separate technical unit / IEPC family as separate technical unit
0.6. Commercial name(s) (if available):
0.7. Means of identification of model, if marked on the IEPC:
0.8. In the case of components and separate technical units, location and method of affixing of the EC approval mark:
0.9. Name(s) and address(es) of assembly plant(s):
0.10. Name and address of the manufacturer's representative:
PART 1
ESSENTIAL CHARACTERISTICS OF THE (PARENT) IEPC AND THE IEPC TYPES WITHIN AN IEPC FAMILY
|
|
|Parent IEPC |
|Family members |
||||
|
|
|or IEPC type |
| |
||||
|
|
| |
| #1 |
| #2 |
| #3 |
| |
|
1. General
1.1. Test voltage(s): V
1.2. Basic motor rotational speed: 1/min
1.3. Motor output shaft maximum speed: 1/min
1.4. (or by default) reducer/gearbox outlet shaft speed: 1/min
1.5. Maximum power speed: 1/min
1.6. Maximum power: kW
1.7. Maximum torque speed: 1/min
1.8. Maximum torque: Nm
1.9. Maximum 30 minutes power: kW
1.10. Number of electric machines:
2. Electric machine (for each electric machine):
2.1. Electric machine ID:
2.2. Working principle
2.2.1. Direct current (DC)/alternating current (AC):
2.2.2. Number of phases:
2.2.3. Excitation / separate / series / compound:
2.2.4. Synchron / asynchron:
2.2.5. Rotor coiled / with permanent magnets / with housing:
2.2.6. Number of poles of the motor:
2.3. Rotational inertia: kgm2
3. Power controller (for each power controller):
3.1. Corresponding electric machine ID:
3.2. Make:
3.3. Type:
3.4. Working principle:
3.5. Control principle: vectorial / open loop / closed / other (t.b.s.):
3.6. Maximum effective current supplied to the motor: A
3.7. For maximum duration of: s
3.8. DC voltage range used (from / to): V
3.9. DC/DC converter is part of the electric machine system in accordance with paragraph 4.1 of this Annex (yes/no):
4. Cooling system
4.1. Motor (liquid / air / other t.b.s.):
4.2. Controller (liquid / air / other t.b.s.):
4.3. Description of the system:
4.4. Principle drawing(s):
4.5. Temperature boundary limits (min/max): K
4.6. At reference position:
4.7. Flow rates (min/max): g/min or ltr/min
5. Gearbox
5.1. Gear ratio, gearscheme and powerflow:
5.2. Center distance for countershaft transmissions:
5.3. Type of bearings at corresponding positions (if fitted):
5.4. Type of shift elements (tooth clutches, including synchronisers or friction clutches) at corresponding positions (where fitted):
5.5. Total number of forward gears:
5.6. Number of tooth shift clutches:
5.7. Number of synchronisers:
5.8. Number of friction clutch plates (except for single dry clutch with 1 or 2 plates):
5.9. Outer diameter of friction clutch plates (except for single dry clutch with 1 or 2 plates):
5.10. Surface roughness of the teeth (incl. drawings):
5.11. Number of dynamic shaft seals:
5.12. Oil flow for lubrication and cooling per transmission input shaft revolution
5.13. Oil viscosity at 100 C (± 10 %):
5.14. System pressure for hydraulically controlled gearboxes:
5.15. Specified oil level in reference to central axis and in accordance with the drawing specification (based on average value between lower and upper tolerance) in static or running condition. The oil level is considered as equal if all rotating transmission parts (except for the oil pump and the drive thereof) are located above the specified oil level:
5.16. Specified oil level (± 1mm):
5.17. Gear ratios [-] and maximum input torque [Nm], maximum input power (kW) and maximum input speed [rpm] (for each forward gear):
6. Differential
6.1. Gear ratio:
6.2. Principle technical specifications:
6.3. Principle drawings:
6.4. Oil volume:
6.5. Oil level:
6.6. Oil specification:
6.7. Bearing type (type, quantity, inner diameter, outer diameter, width and drawing):
6.8. Seal type (main diameter, lip quantity):
6.9. Wheel ends (drawing):
6.9.1. Bearing type (type, quantity, inner diameter, outer diameter, width and drawing):
6.9.2. Seal type (main diameter, lip quantity):
6.9.3. Grease type:
6.10. Number of planetary / spur gears for differential:
6.11. Smallest width of planetary/ spur gears for differential:
7. Documented values from component testing
7.1. Efficiency figures for CoP (*):
7.2. Cooling system (declaration for each cooling circuit):
7.2.1. maximum coolant mass flow or volume flow or maximum inlet pressure:
7.2.2. maximum coolant temperatures:
7.2.3. maximum available cooling power:
7.2.4. Recorded average values for each test run
7.2.4.1. coolant volume flow or mass flow:
7.2.4.2. coolant temperature at the inlet of the cooling circuit:
7.2.4.3. coolant temperature at the inlet and outlet of the test bed heat exchanger on the side of the IEPC:
LIST OF ATTACHMENTS
|
No.: |
Description: |
Date of issue: |
|
1 |
Information on IEPC test conditions … |
|
|
2 |
… |
|
Attachment 1 to IEPC information document
8. Information on test conditions (if applicable)
8.1. Maximum tested input speed [rpm]
8.2. Maximum tested input torque [Nm]
Appendix 4
Information Document for an IHPC Type 1
For IHPCs Type 1 the information document shall consist of the applicable parts of the information document for electric machine systems in accordance with Appendix 2 of this Annex and of the information document for transmissions in accordance with Appendix 2 of Annex VI.
Appendix 5
Information Document for a battery system or a representative battery subsystem type
|
Information document no.: |
Issue: Date of issue: Date of Amendment: |
pursuant to …
Battery system or representative battery subsystem type:
…
0. GENERAL
0.1. Name and address of manufacturer
0.2. Make (trade name of manufacturer):
0.3. Battery system type:
0.4. -
0.5. Battery system type as separate technical unit
0.6. Commercial name(s) (if available):
0.7. Means of identification of model, if marked on the Battery system:
0.8. In the case of components and separate technical units, location and method of affixing of the EC approval mark:
0.9. Name(s) and address(es) of assembly plant(s):
0.10. Name and address of the manufacturer's representative:
PART 1
ESSENTIAL CHARACTERISTICS OF THE BATTERY SYSTEM OR THE REPRESENTATIVE BATTERY SUBSYSTEM TYPE
Battery (sub)system type
1. General
1.1. Complete system or representative subsystem:
1.2. HPBS / HEBS:
1.3. Principle technical specifications:
1.4. Cell chemistry:
1.5. Number of cells in series:
1.6. Number of cells in parallel:
1.7. Representative junction box with fuses and breakers included in tested system (yes/no):
1.8. Representative serial connectors included in the tested system (yes/no):
2. Conditioning system
2.1. Liquid / air / other t.b.s.:
2.2. Description of the system:
2.3. Principle drawing(s):
2.4. Temperature boundary limits (min/max): K
2.5. At reference position:
2.6. Flow rates (min/max): ltr/min
3. Documented values from component testing
3.1. Round trip efficiency for CoP (**):
3.2. Maximum discharge current for CoP:
3.3. Maximum charge current for CoP:
3.4. Testing temperature (target operating temperature declared):
3.5. Conditioning system (indicate for each test run performed)
3.5.1. Cooling or heating required:
3.5.2. Maximum available cooling or heating power:
LIST OF ATTACHMENTS
|
No.: |
Description: |
Date of issue: |
|
1 |
Information on Battery system test conditions … |
|
|
2 |
… |
|
Attachment 1 to Battery system information document
|
|
Information on test conditions (if applicable) |
|
1.1 |
… |
Appendix 6
Information Document for a capacitor system or a representative capacitor subsystem type
|
Information document no.: |
Issue: Date of issue: Date of Amendment: |
pursuant to …
Capacitor system or representative capacitor subsystem type:
…
0. GENERAL
0.1. Name and address of manufacturer
0.2. Make (trade name of manufacturer):
0.3. Capacitor system type:
0.4. Capacitor system family:
0.5. Capacitor system type as separate technical unit / Capacitor system family as separate technical unit
0.6. Commercial name(s) (if available):
0.7. Means of identification of model, if marked on the Capacitor system:
0.8. In the case of components and separate technical units, location and method of affixing of the EC approval mark:
0.9. Name(s) and address(es) of assembly plant(s):
0.10. Name and address of the manufacturer's representative:
PART 1
ESSENTIAL CHARACTERISTICS OF THE CAPACITOR SYSTEM OR THE REPRESENTATIVE CAPACITOR SUBSYSTEM TYPE
Capacitor (sub)system type
1. General
1.1. Complete system or representative subsystem:
1.2. Principle technical specifications:
1.3. Cell technology and specification:
1.4. Number of cells in series:
1.5. Number of cells in parallel:
1.6. Representative junction box with fuses and breakers included in tested system (yes/no):
1.7. Representative serial connectors included in the tested system (yes/no):
2. Conditioning system
2.1. Liquid / air / other t.b.s.:
2.2. Description of the system:
2.3. Principle drawing(s):
2.4. Temperature boundary limits (min/max): K
2.5. At reference position:
2.6. Flow rates (min/max): ltr/min
3. Documented values from component testing
3.1. Testing temperature (target operating temperature declared):
3.2. Conditioning system (indicate for each test run performed)
3.2.1. Cooling or heating required:
3.2.2. Maximum available cooling or heating power:
LIST OF ATTACHMENTS
|
No.: |
Description: |
Date of issue: |
|
1 |
Information on Capacitor system test conditions … |
|
|
2 |
… |
|
Attachment 1 to Capacitor system information document
|
|
Information on test conditions (if applicable) |
|
1.1 |
… |
Appendix 7
(reserved)
Appendix 8
Standard values for electric machine system
The following steps shall be performed to generate the input data for the electric machine system based on standard values:
A normalised power loss map shall be calculated as a function of normalised speed and torque values in accordance with the following equation:
where:
|
Ploss,norm |
= |
normalised loss power [–] |
|
Tnorm,i |
= |
normalised torque for all gridpoints defined in accordance with subpoint (b)(ii) below [–] |
|
ωnorm,j |
= |
normalised speed for all gridpoints defined in accordance with subpoint (b)(i) below [–] |
|
k |
= |
loss coefficient [–] |
|
m |
= |
index regarding torque dependent losses running from 0 to 3 [–] |
|
n |
= |
index regarding speed dependent losses running from 0 to 3 [–] |
The normalised speed and torque values to be used for the equation in subpoint (a) above defining the grid points of the normalised loss map shall be:
normalised speed: 0,02, 0,20, 0,40, 0,60, 0,80, 1,00, 1,20, 1,40, 1,60, 1,80, 2,00, 2,20, 2,40, 2,60, 2,80, 3,00, 3,20, 3,40, 3,60, 3,80, 4,00 Where the highest rotational speed determined from the data generated in accordance with Step 2 above is located higher than a normalised speed value of 4,00, additional values of normalised speed with an increment of 0,2 shall be added to the existing list in order to cover the required speed range.
normalised torque: – 1,00, – 0,95, – 0,90, – 0,85, – 0,80, – 0,75, – 0,70, – 0,65, – 0,60, – 0,55, – 0,50, – 0,45, – 0,40, – 0,35, – 0,30, – 0,25, – 0,20, – 0,15, – 0,10, – 0,05, – 0,01, 0,01, 0,05, 0,10, 0,15, 0,20, 0,25, 0,30, 0,35, 0,40, 0,45, 0,50, 0,55, 0,60, 0,65, 0,70, 0,75, 0,80, 0,85, 0,90, 0,95, 1,00
The loss coefficient k to be used for the equation in subpoint (a) above shall be defined depending on the indices m and n in accordance with the following tables:
In the case of an electric machine of the type PSM:
|
|
n |
||||
|
0 |
1 |
2 |
3 |
||
|
m |
3 |
0 |
0 |
0 |
0 |
|
2 |
0,018 |
0,001 |
0,03 |
0 |
|
|
1 |
0,0067 |
0 |
0 |
0 |
|
|
0 |
0 |
0,005 |
0,0025 |
0,003 |
|
In the case of an electric machine of all other types except PSM:
|
|
n |
||||
|
0 |
1 |
2 |
3 |
||
|
m |
3 |
0 |
0 |
0 |
0 |
|
2 |
0,1 |
0,03 |
0,03 |
0 |
|
|
1 |
0,01 |
0 |
0,001 |
0 |
|
|
0 |
0,003 |
0 |
0,001 |
0,001 |
|
From the normalised power loss map determined in accordance with subpoints (a) to (c) above, the efficiency shall be calculated in accordance with the following provisions:
The grid points for the normalised speed shall be: 0,02, 0,20, 0,40, 0,60, 0,80, 1,00, 1,20, 1,40, 1,60, 1,80, 2,00, 2,20, 2,40, 2,60, 2,80, 3,00, 3,20, 3,40, 3,60, 3,80, 4,00
Where the highest rotational speed determined from the data generated in accordance with Step 2 above is located higher than a normalised speed value of 4,00, additional values of normalised speed with an increment of 0,2 shall be added to the existing list in order to cover the required speed range.
The grid points for the normalised torque shall be: – 1,00, – 0,95, – 0,90, – 0,85, – 0,80, – 0,75, – 0,70, – 0,65, – 0,60, – 0,55, – 0,50, – 0,45, – 0,40, – 0,35, – 0,30, – 0,25, – 0,20, – 0,15, – 0,10, – 0,05, – 0,01, 0,01, 0,05, 0,10, 0,15, 0,20, 0,25, 0,30, 0,35, 0,40, 0,45, 0,50, 0,55, 0,60, 0,65, 0,70, 0,75, 0,80, 0,85, 0,90, 0,95, 1,00
For each gridpoint defined in accordance with subpoints (d)(i) and (d)(ii) above the efficiency η shall be calculated in accordance with the following equations:
|
η |
= |
efficiency [–] |
|
Tnorm,i |
= |
normalised torque for all gridpoints defined in accordance with subpoint (d)(ii) above [–] |
|
ωnorm,j |
= |
normalised speed for all gridpoints defined in accordance with subpoint (d)(i) above [–] |
|
Ploss,norm |
= |
normalised loss power determined in accordance with subpoints (a) to (c) above [–] |
From the efficiency map determined in accordance with subpoint (d) above, the actual power loss map of the electric machine system shall be calculated in accordance with the following provisions:
For each gridpoint of normalised speed defined in accordance with subpoint (d)(i) above the actual speed values nj shall be calculated in accordance with the following equation:
nj = ωnorm,j × nrated
where:
|
nj |
= |
actual speed [1/min] |
|
ωnorm,j |
= |
normalised speed for all gridpoints defined in accordance with subpoint (d)(i) above [–] |
|
nrated |
= |
rated speed of the electric machine system determined from the data generated in accordance with Step 2 above [1/min] |
For each gridpoint of normalised torque defined in accordance with subpoint (d)(ii) above the actual torque values Ti shall be calculated in accordance with the following equation:
Ti = Tnorm,i × Tmax
where:
|
Ti |
= |
actual torque [Nm] |
|
Tnorm,i |
= |
normalised torque for all gridpoints defined in accordance with subpoint (d)(ii) above [–] |
|
Tmax |
= |
overall maximum torque of the electric machine system determined from the data generated in accordance with Step 2 above [Nm] |
For each gridpoint defined in accordance with subpoints (e)(i) and (e)(ii) above the actual power loss shall be calculated in accordance with the following equation:
where:
|
Ploss |
= |
actual loss power [W] |
|
Ti |
= |
actual torque [Nm] |
|
nj |
= |
actual speed [1/min] |
|
η |
= |
efficiency dependent on normalised speed and torque determined in accordance with subpoint (d) above [–] |
|
Tmax |
= |
overall maximum torque of the electric machine system determined from the data generated in accordance with Step 2 above [Nm] |
|
nrated |
= |
rated speed of the electric machine system determined from the data generated in accordance with Step 2 above [1/min] |
For each gridpoint defined in accordance with subpoints (e)(i) and (e)(ii) above the actual electric inverter power shall be calculated in accordance with the following equation:
where:
|
Pel |
= |
actual electric inverter power [W] |
|
Ploss |
= |
actual loss power [W] |
|
Ti |
= |
actual torque [Nm] |
|
nj |
= |
actual speed [1/min] |
The data of the actual electric power map determined in accordance with subpoint (e) above shall be extended in accordance with subpoints (1), (2), (4) and (5) of point 4.3.4 of this Annex.
where:
|
Tdrag |
= |
actual drag torque [Nm] |
|
Ti |
= |
actual torque [Nm] |
|
Tmax |
= |
overall maximum torque of the electric machine system determined from the data generated in accordance with Step 2 above [Nm] |
|
nj |
= |
actual speed [1/min] |
|
nrated |
= |
rated speed of the electric machine system determined from the data generated in accordance with Step 2 above [1/min] |
|
Ploss |
= |
actual loss power [W] |
From the two values of drag torque determined in accordance with subpoint (a) above, a third value of drag torque at zero rotational speed shall be calculated by means of linear extrapolation.
From the two values of drag torque determined in accordance with subpoint (a) above, a fourth value of drag torque at the maximum normalised speed value defined in accordance with subpoint (b)(i) of Step 6 above shall be calculated by means of linear extrapolation.
Option 1: Based on the actual rotational inertia defined by the geometric form and the density of the respective materials of the rotor of the electric machine. Data and methods from a CAD software tool may be used to derive the actual rotational inertia of the rotor of the electric machine. The detailed method for determining the rotational inertia shall be agreed with the type approval authority.
Option 2: Based on the outer dimensions of the rotor of the electric machine. A hollow cylinder shall be defined to fit the dimensions of the rotor of the electric machine in a way that:
The outer diameter of the cylinder matches the point of the rotor with the largest distance from the rotational axis of the rotor assessed along a straight line orthogonal to the rotational axis of the rotor.
The inner diameter of the cylinder matches the point of the rotor with the smallest distance from the rotational axis of the rotor assessed along a straight line orthogonal to the rotational axis of the rotor.
The length of the cylinder matches the distance between the two points located furthest from each other assessed along a straight line parallel to the rotational axis of the rotor.
For the hollow cylinder defined in accordance with subpoints (i) to (iii) above the rotational inertia shall be calculated with a material density of 7 850 kg/m3.
Appendix 9
Standard values for IEPC
In order to allow using the provisions defined in this Appendix to generate input data for IEPC based fully or partially on standard values, the following conditions shall be fulfilled.
Where more than one electric machine system is part of the IEPC, all electric machines shall have the exact same specifications. Where more than one electric machine system is part of the IEPC, all electric machines shall be connected to the torque path of the IEPC at the same reference position (i.e. either upstream of gearbox or downstream of gearbox) where all electric machines shall be run at the same rotational speed at this reference position and their individual torque (power) shall be added by any kind of summation gearbox.
(1) One of the following options shall be used to generate the input data for IEPC, based fully or partially on standard values:
The standard values for the electric machine system as part of the IEPC shall be determined in accordance with Appendix 8. Where multiple electric machines are part of the IEPC, the standard values in accordance with Appendix 8 shall be determined for a single electric machine and all figures for torque and power (mechanical and electrical) shall be multiplied by the total number of electric machines being part of the IEPC. The resulting values from this multiplication shall be used for all further steps in this Appendix.
The value for rotational inertia determined in accordance with Step 8 of Appendix 8 of this Annex shall be multiplied by the total number of electric machines being part of the IEPC.
Where a gearbox is included in the IEPC, the standard values for the IEPC shall be determined for each forward gear separately for the electric power consumption map, and only for the gear with the gear ratio closest to 1 for all other input data in accordance with the following procedure:
The standard values for losses in the gearbox shall be determined in accordance with point (2) of this Appendix.
For step number (i) above the rotational speed and torque points defined at the shaft of the electric machine system determined in accordance with subpoint (a) above shall be used as rotational speed and torque values at the input shaft of the gearbox.
In order to generate the required input data for IEPC in accordance with Appendix 15 referring to the output shaft of the gearbox, all torque values referring to the output shaft of the electric machine determined in accordance with subpoint (a) above shall be converted to the output shaft of the gearbox by the following equation:
Ti,GBX = (Ti,EM – Ti,l,in (nj,EM, Ti,EM, gear)) × igear
where:
|
Ti,GBX |
= |
torque at output shaft of gearbox |
|
Ti,EM |
= |
torque at output shaft of electric machine system |
|
Ti,l,in |
= |
torque loss for each shiftable forward gear related to the input shaft of the gearbox parts of the IEPC determined in accordance with point (b)(i) above |
|
nj,EM |
= |
Speed at the output shaft of electric machine system at which Ti,EM was measured [rpm] |
|
igear |
= |
gear ratio of a specific gear [-] |
(where gear = 1, …, highest gear number)
In order to generate the required input data for IEPC in accordance with Appendix 15 referring to the output shaft of the gearbox, all speed values referring to the output shaft of the electric machine determined in accordance with subpoint (a) above shall be converted to the output shaft of the gearbox by the following equation:
nj,GBX = nj,EM / igear
where:
|
nj,EM |
= |
Speed at the output shaft of electric machine [rpm] |
|
igear |
= |
gear ratio of a specific gear [-] |
(where gear = 1, …, highest gear number)
Where a differential is included in the IEPC, the standard values for the differential shall be determined for each forward gear separately for the electric power consumption map and only for the for the gear with the gear ratio closest to 1 for all other input data in accordance with the following steps:
The standard values for losses in the differential shall be determined in accordance with point (3) of this Appendix.
The torque points defined at the output shaft of the gearbox being part of the IEPC determined in accordance with subpoint (b) above shall be used as torque values at the input of the differential. Where no gearbox is included in the IEPC, the torque points defined at the output shaft of the electric machine system determined in accordance with subpoint (a) above shall be used as torque values at the input of the differential for step number (i) above.
In order to generate the required input data for IEPC in accordance with Appendix 15 referring to the output of the differential, all torque values referring to the output shaft of either the gearbox (where a gearbox is included in the IEPC) determined in accordance with step number (iii) of subpoint (b) above or the electric machine system (in the case that no gearbox is included in the IEPC) determined in accordance with subpoint (a) above shall be converted to the output of the differential by the following equation:
Ti,diff,out = (Ti,diff,in – Ti,diff,l,in (Ti,diff,in)) × idiff
where:
|
Ti,diff,out |
= |
torque at output of differential |
|
Ti,diff,in |
= |
torque at input of differential |
|
Ti,diff,l,in |
= |
torque loss related to the input of the differential dependent on the input torque determined in accordance with point (c)(i) above |
|
idiff |
= |
differential gear ratio [-] |
In order to generate the required input data for IEPC in accordance with Appendix 15 referring to the output of the differential, all speed values referring to the output shaft of either the gearbox (where a gearbox is included in the IEPC) determined in accordance with step number (iv) of subpoint (b) above or the electric machine system (where no gearbox is included in the IEPC) determined in accordance with subpoint (a) above shall be converted to the output of the differential by the following equation:
nj,diff,out = nj,diff,in / idiff
where:
|
nj,diff,in |
= |
speed at input of differential [rpm] |
|
idiff |
= |
differential gear ratio [-] |
The measured component data for the electric machine system as part of the IEPC shall be determined in accordance with point 4 of this Annex. In the case of multiple electric machines being part of the IEPC, the component data shall be determined for a single electric machine and all figures for torque and power (mechanical and electrical) shall be multiplied by the total number of electric machines being part of the IEPC. The resulting values from this multiplication shall be used for all further steps in this Appendix.
The value for rotational inertia determined in accordance with point 8 of Appendix 8 of this Annex shall be multiplied by the total number of electric machines being part of the IEPC.
Where a gearbox is included in the IEPC, the standard values for the IEPC shall be determined for each forward gear separately for the electric power consumption map and only for the gear with the gear ratio closest to 1 for all other input data in accordance with the provisions of Option 1(b) above. In this context all references in Option 1(b) to subpoint (a) shall be understood as references to subpoint (a) of Option 2.
Where a differential is included in the IEPC, the standard values for the differential shall be determined for each forward gear separately for the electric power consumption map and only for the gear with the gear ratio closest to 1 for all other input data in accordance with Option 1(c) above. In this context all references in Option 1(c) to subpoint (b) shall be understood as references to subpoint (b) of Option 2.
(2) IEPC internal component gearbox
The torque loss Tgbx,l ,in for each shiftable forward gear related to the input shaft of the gearbox parts of the IEPC shall be calculated in accordance with the following provisions:
Tgbx,l,in (nin, Tin, gear) = Td0 + Td1000 × nin / 1000 rpm + fT,gear × Tin
where:
|
Tgbx,l,in |
= |
Torque loss related to the input shaft [Nm] |
|
Tdx |
= |
Drag torque at x rpm [Nm] |
|
nin |
= |
Speed at the input shaft [rpm] |
|
fT,gear |
= |
Gear dependent torque loss coefficient [-]; determined acc. to subpoints (b)-(f) below |
|
Tin |
= |
Torque at the input shaft [Nm] |
|
gear |
= |
1, …, highest gear number [-] |
The values of the equation shall be determined for all transmission gears located downstream of the EM output shaft.
Where a differential is included in the IEPC, the values of the equation shall be determined for all transmission gears located downstream of the EM output shaft and upstream of, but excluding the gear mesh with the differential input gear. The gear mesh with the differential input gear can be an external-external gear mesh (either spur or bevel) or a single planetary gearset.
In the case of wheel hub motors, the values of the equation shall be determined for all transmission gears located downstream of the EM output shaft and upstream of the wheel hub.
The value for fT shall be determined in accordance with paragraph 3.1.1 of Annex VI.
The value for fT shall be 0,007 for a direct gear.
The values for Td0 and Td1000 shall be 0,0075 × Tmax,in for gearboxes with more than 2 friction shift clutches.
The values for Td0 and Td1000 shall be 0,0025 × Tmax,in for all other gearboxes.
Tmax,in shall be the overall maximum value of all individual maximum allowed input torque for each forward gear of the gearbox in [Nm].
(3) IEPC internal component differential
The torque loss Tdiff,l ,in related to the input of the differential parts of the IEPC shall be calculated in accordance with the following provisions:
Tdiff,l,in (Tin) = ηdiff × Tdiff,d0 / idiff + (1- ηdiff) × Tin
where:
|
Tdiff,l,in |
= |
Torque loss related to the input of the differential [Nm] |
|
Tdiff,d0 |
= |
Drag torque [Nm] determined acc. to subpoints (e)-(f) below |
|
ηdiff |
= |
Torque dependent efficiency [-]; determined acc. to subpoints (b)-(d) below |
|
Tin |
= |
Torque at the input of the differential [Nm] |
|
idiff |
= |
differential gear ratio [-] |
The values of the equation shall be determined for all gear meshes of the differential including the gear mesh with the differential input gear.
The value for ηdiff shall be determined in accordance with paragraph 3.1.1 of Annex VI, where in the respective equations ηm shall be set to 0,98 in the case of a bevel gear mesh.
The losses in the differential internal gears are shall be ignored for the calculations performed in accordance with subpoints (b)-(c) above.
In the case of a differential that includes a bevel gear mesh at the differential crown gear, the value for Tdiff,d0 shall be determined based on the following equation: Tdiff,d0 = 25 Nm + 15 Nm × idiff
In the case of a differential that includes a spur gear mesh or single planetary gearset at the differential input gear, the value for Tdiff,d0 shall be determined based on the following equation: Tdiff,d0 = 25 Nm + 5 Nm × idiff
Appendix 10
Standard values for REESS
(1) Battery system or representative battery subsystem
The following steps shall be performed to generate the input data for the battery system or representative battery subsystem based on standard values:
The battery type shall be determined based on the numerical ratio between maximum current in A (as indicated in accordance with point 1.4.4 of Annex 6 – Appendix 2 of UN Regulation No. 100 (***) and capacity in Ah (as indicated in accordance with point 1.4.3 of Annex 6 – Appendix 2 of UN Regulation No. 100). The battery type shall be ‘high-energy battery system (HEBS)’ where this ratio is lower than 10 and shall be ‘high-power battery system (HPBS)’ where this ratio is equal to or higher than 10.
The rated capacity shall be the value in Ah as indicated in accordance with paragraph 1.4.3 of Annex 6 – Appendix 2 of UN Regulation No. 100.
The OCV as a function of SOC shall be determined based on the nominal voltage in V, Vnom, as indicated in accordance with paragraph 1.4.1 of Annex 6 – Appendix 2 of UN Regulation No. 100. The values of OCV for different levels of SOC shall be calculated in accordance with the following table:
|
SOC [%] |
OCV [V] |
|
0 |
0,88 × Vnom |
|
10 |
0,94 × Vnom |
|
50 |
1,00 × Vnom |
|
90 |
1,06 × Vnom |
|
100 |
1,12 × Vnom |
The DCIR shall be determined in accordance with the following provisions:
For HPBS in accordance with subpoint (a) above the DCIR shall be calculated by dividing the specific resistance of 25 [mOhm × Ah] by the rated capacity in Ah as defined in accordance with subpoint (b) above.
For HEBS in accordance with subpoint (a) above the DCIR shall be calculated by dividing the specific resistance of 140 [mOhm × Ah] by the rated capacity in Ah as defined in accordance with subpoint (b) above.
The values for maximum charging and maximum discharging current shall be determined in accordance with the following provisions:
For HPBS in accordance with subpoint (a) above the values for both, maximum charging and maximum discharging current, shall be set to the respective current in A corresponding to 10C.
For HEBS in accordance with subpoint (a) above the values for both, maximum charging and maximum discharging current, shall be set to the respective current in A corresponding to 1C.
Absolute values for both, maximum charging and maximum discharging current, shall be used as final values.
(2) Capacitor system or representative capacitor subsystem
The following steps shall be performed to generate the input data for the capacitor system or representative capacitor subsystem based on standard values:
The capacitance shall be the rated capacitance as indicated in the datasheet of the capacitor system or representative capacitor subsystem. The actual capacitance of the capacitor system or representative capacitor subsystem may be determined by scaling up the rated capacitance of a single capacitor cell in accordance with the arrangement (i.e. series and/or parallel) of the single cells in the capacitor system or representative capacitor subsystem.
The maximum voltage, Vmax,Cap, shall be the rated voltage as indicated in the datasheet of the capacitor system or representative capacitor subsystem. The actual maximum voltage of the capacitor system or representative capacitor subsystem may be determined by scaling up the rated voltage of a single capacitor cell in accordance with the arrangement (i.e. series and/or parallel) of the single cells in the capacitor system or representative capacitor subsystem.
The minimum voltage, Vmin,Cap, shall be the value of Vmax,Cap determined in accordance with subpoint (b) above multiplied by 0,45.
The internal resistance shall be determined in accordance with the following equation:
where:
|
RI,Cap |
= |
Internal resistance [Ohm] |
|
RI,ref |
= |
Reference for internal resistance with a numeric value of 0,015 [Ohm] |
|
Vmax,Cap |
= |
Maximum voltage as defined in accordance with subpoint (b) above [V] |
|
Vmin,Cap |
= |
Minimum voltage as defined in accordance with subpoint (c) above [V] |
|
Vref |
= |
Reference for maximum voltage with a numeric value of 2,7 [V] |
|
Cref |
= |
Reference for capacitance with a numeric value of 3 000 [F] |
|
CCap |
= |
Capacitance as defined in accordance with subpoint (a) above [F] |
The values for both, maximum charging and maximum discharging current, shall be calculated by multiplying the value of the capacitance in F as defined in accordance with subpoint (a) above by a factor of 5,0 [A/F]. Absolute values for both, maximum charging and maximum discharging current, shall be used as final values.
Appendix 11
(reserved)
Appendix 12
Conformity of the certified CO2 emissions and fuel consumption related properties
1. Electric machine systems or IEPCs
1.1 Every electric machine system or IEPC shall be so manufactured as to conform to the approved type with regard to the description as given in the certificate and its annexes. The conformity of the certified CO2 emissions and fuel consumption related properties procedures shall comply with those set out in Article 31 of Regulation (EU) 2018/858.
1.2 Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificates and information packages annexed thereto as set out in Appendices 2 and 3 of this Annex.
1.3 Conformity of the certified CO2 emissions and fuel consumption related properties shall be assessed in accordance with the specific conditions laid down in this paragraph.
1.4 The component manufacturer shall test annually at least the number of units indicated in Table 1 based on the total annual production number of electric machine systems or IEPCs produced by the component manufacturer. For the purpose of establishing the annual production numbers, only electric machine systems or IEPCs which fall under the requirements of this Regulation and for which no standard values were used shall be considered.
1.5 For total annual production volumes up to 4,000, the choice of the family for which the tests shall be performed shall be agreed between the component manufacturer and the approval authority.
1.6 For total annual production volumes above 4,000, the family with the highest production volume shall always be tested. The component manufacturer shall justify to the approval authority the number of tests which has been performed and the choice of the family. The remaining families for which the tests are to be performed shall be agreed between the manufacturer and the approval authority.
Table 1
Sample size conformity testing
|
Total annual production of either electric machine systems or IEPCs |
Annual number of tests |
Alternatively |
|
0 – 1 000 |
n.a. |
1 test every 3 years (*1) |
|
1 001 – 2 000 |
n.a. |
1 test every 2 years (*1) |
|
2 001 – 4 000 |
1 |
n.a. |
|
4 001 – 10 000 |
2 |
n.a. |
|
10 001 – 20 000 |
3 |
n.a. |
|
20 001 – 30 000 |
4 |
n.a. |
|
30 001 – 40 000 |
5 |
n.a. |
|
40 001 – 50 000 |
6 |
n.a. |
|
> 50 000 |
7 |
n.a. |
|
(*1)
The CoP test shall be performed in the first year |
||
1.7. For the purpose of the conformity of the certified CO2 emissions and fuel consumption related properties testing the approval authority shall identify together with the component manufacturer the electric machine system or IEPC type(s) to be tested. The approval authority shall ensure that the selected electric machine system or IEPC type(s) is manufactured to the same standards as for serial production.
1.8 If the result of a test performed in accordance with point 1.9 is higher than the one specified in point 1.9.4, 3 additional units from the same family shall be tested. If any of them fails, Article 23 shall apply.
1.9 Production conformity testing of electric machine system or IEPC
1.9.1 Boundaries conditions
All boundary conditions as specified in this Annex for the certification testing shall apply unless stated otherwise in this paragraph.
The cooling power shall be within the limits as specified in this Annex for the certification testing.
The measurement shall only be performed for one of the voltage levels indicated in paragraph 4.1.3 of this Annex. The voltage level for testing shall be chosen by the component manufacturer.
The measurement equipment specifications defined in accordance with paragraph 3.1 of this Annex do not need to be fulfilled for CoP testing.
1.9.2 Test run
Two different setpoints shall be measured. After the measurement at the first setpoint is completed, the system may be cooled down in accordance with the component manufacturer’s recommendations by running at a particular setpoint defined by the component manufacturer.
For setpoint 1 the test of overload characteristics shall be performed in accordance with paragraph 4.2.5 of this Annex.
For setpoint 2 the test of maximum 30 minutes continuous torque shall be performed in accordance with paragraph 4.2.4 of this Annex.
1.9.3 Post-processing of results
All values of mechanical and electrical power determined in accordance with paragraphs 4.2.5.3 and 4.2.4.3 shall be corrected for uncertainty deviation of CoP measurement equipment in accordance with the following provisions:
The difference in measurement equipment uncertainty in % between component type approval and CoP testing in accordance with this Appendix shall be calculated for the measurement systems used for rotational speed, torque, current and voltage.
The difference in uncertainty in % referred to in subpoint (a) above shall be calculated for both, the analyser reading and the maximum calibration value defined in accordance with paragraph 3.1 of this Annex.
The total difference in uncertainty for electrical power shall be calculated based on the following equation:
where:
|
ΔuU,max calib |
difference in uncertainty for maximum calibration value for voltage measurement [%] |
|
ΔuU,value |
difference in uncertainty for analyser reading for voltage measurement [%] |
|
ΔuI,max calib |
difference in uncertainty for maximum calibration value for current measurement [%] |
|
ΔuI,value |
difference in uncertainty for analyser reading for current measurement [%] |
The total difference in uncertainty for mechanical power shall be calculated based on the following equation:
where:
|
ΔuT,max calib |
difference in uncertainty for maximum calibration value for torque measurement [%] |
|
ΔuT,value |
difference in uncertainty for analyser reading for torque measurement [%] |
|
Δun,max calib |
difference in uncertainty for maximum calibration value for rotational speed measurement [%] |
|
Δun,value |
difference in uncertainty for analyser reading for rotational speed measurement [%] |
All measured values of mechanical power shall be corrected based on the following equation:
P* mech = Pmech,meas (1 – ΔuP,mech,CoP)
where:
|
Pmech,meas |
measured value of mechanical power |
|
ΔuP,mech,CoP |
total difference in uncertainty for mechanical power in accordance with subpoint (d) above |
All measured values of electrical power shall be corrected based on the following equation:
P* el = Pel,meas (1 + ΔuP,el,CoP)
where:
|
Pel,meas |
measured value of electrical power |
|
ΔuP,el,CoP |
total difference in uncertainty for electrical power in accordance with subpoint (c) above |
1.9.4 Evaluation of results
From the values for each of the two different setpoints determined in accordance with paragraphs 1.9.2 and 1.9.3, the efficiency figures shall be determined dividing the corrected mechanical power P* mech by the corrected electrical power P* el.
The total efficiency during conformity of the certified CO2 emissions and fuel consumption related properties testing ηA,CoP shall be calculated by the arithmetic mean value of the two efficiency figures.
The conformity of the certified CO2 emissions and fuel consumption related properties test is passed when the difference between ηA,CoP and ηA,TA is lower than 3 % of the type approved efficiency ηA,TA. In the case of an IEPC with either a gearbox or a differential included, the limit for passing the CoP test is raised to 4 % instead of 3. In the case of an IEPC with both a gearbox and a differential included, the limit for passing the CoP test is raised to 5 % instead of 3.
The type approved efficiency ηA,TA shall be calculated by the arithmetic mean value of the two efficiency figures determined in accordance with paragraphs 4.3.5 and 4.3.6 and documented in the information document during component certification.
2. IHPCs Type 1
2.1 Every IHPC shall be so manufactured as to conform to the approved type with regard to the description as given in the certificate and its annexes. The conformity of the certified CO2 emissions and fuel consumption related properties procedures shall comply with those set out in Article 31 of Regulation (EU) 2018/858.
2.2 Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificates and information packages annexed thereto as set out in Appendix 4 of this Annex.
2.3 Conformity of the certified CO2 emissions and fuel consumption related properties shall be assessed in accordance with the specific conditions laid down in paragraph 1 of this Appendix where the provisions defined for IEPC in the respective paragraphs shall be applied unless stated otherwise.
2.4 Notwithstanding the provisions in paragraph 2.3 of this Appendix, the following provisions shall be applied:
Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked only for individual types of IHPC Type 1 instead of families since definition of families is not allowed for IHPCs Type 1 in accordance with paragraph 4.4 of this Annex.
The allocation of the number of tests to be performed to a individual type shall be agreed between the manufacturer and the approval authority.
All references to families in the respective paragraphs shall be interpreted as references to individual types.
The type approved efficiency ηA,TA shall be calculated by the arithmetic mean value of the two efficiency figures determined in accordance with paragraphs 4.3.5 and 4.3.6 and recorded in the information document during component certification. For these two efficiency figures the post-processing steps described in paragraph 4.4.2.3 of this Annex shall not be performed.
3. Battery systems or representative battery subsystems
3.1 Every battery system or representative battery subsystem shall be so manufactured as to conform to the approved type with regard to the description as given in the certificate and its annexes. The conformity of the certified CO2 emissions and fuel consumption related properties procedures shall comply with those set out in Article 31 of Regulation (EU) 2018/858.
3.2 Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificates and information packages annexed thereto as set out in Appendix 5 of this Annex.
3.3 Conformity of the certified CO2 emissions and fuel consumption related properties shall be assessed in accordance with the specific conditions laid down in this paragraph.
3.4 The component manufacturer shall test annually at least the number of units indicated in Table 2 based on the total annual production number of battery systems or representative battery subsystems produced by the component manufacturer. For the purpose of establishing the annual production numbers, only battery systems or representative battery subsystems which fall under the requirements of this Regulation and for which no standard values were used shall be considered.
Table 2
Sample size conformity testing
|
Total annual production of battery systems or representative battery subsystems |
Annual number of tests |
Alternatively |
|
0 – 3 000 |
n.a. |
1 test every 3 years (*1) |
|
3 001 – 6 000 |
n.a. |
1 test every 2 years (*1) |
|
6 001 – 12 000 |
1 |
n.a. |
|
12 001 – 30 000 |
2 |
n.a. |
|
30 001 – 60 000 |
3 |
n.a. |
|
60 001 – 90 000 |
4 |
n.a. |
|
90 001 – 120 000 |
5 |
n.a. |
|
120 001 – 150 000 |
6 |
n.a. |
|
> 150 000 |
7 |
n.a. |
|
(*1)
The CoP test shall be performed in the first year |
||
3.5. For the purpose of the conformity of the certified CO2 emissions and fuel consumption related properties testing the approval authority shall identify together with the component manufacturer the type(s) of battery system or representative battery subsystem to be tested. The approval authority shall ensure that the selected type(s) of battery system or representative battery subsystem is manufactured to the same standards as for serial production.
3.6 If the result of a test performed in accordance with point 3.7 is higher than the one specified in point 3.7.4., 3 additional units from the same type shall be tested. If any of them fails, Article 23 shall apply.
3.7 Production conformity testing of battery system or representative battery subsystem
3.7.1 Boundaries conditions
All boundary conditions as specified in this Annex for the certification testing shall apply.
3.7.2 Test run
Two different tests shall be performed.
For test 1 the test procedure for rated capacity shall be performed in accordance with paragraph 5.4.1 of this Annex.
For test 2 the following procedure shall be performed:
Test 2 shall be performed after test 1.
After the battery UUT was fully charged in accordance with the specifications of the component manufacturer and thermal equilibration in accordance with paragraph 5.1.1 was reached, a standard cycle in accordance with paragraph 5.3 shall be performed.
Within a period of 1 to 3 hours after the end of the standard cycle, the actual test run shall be started. Otherwise, the procedure in the preceding subpoint (b) shall be repeated.
In order to reach the required SOC levels for testing as defined in subpoints (e) and (f) from the initial condition of the battery UUT, it shall be discharged at a constant current rate of 3C for HPBS and of 1C for HEBS.
For HPBS the actual test run shall consist of a 20-second discharge at 80 % SOC with the maximum discharge current Idischg_max as documented during component type approval and of a 20-second charge at 20 % SOC with the maximum charge current Ichg_max as documented during component type approval.
For HEBS the actual test run shall consist of a 120-second discharge at 90 % SOC with the maximum discharge current Idischg_max as documented during component type approval and of a 120-second charge at 20 % SOC with the maximum charge current Ichg_max as documented during component type approval.
During the actual test run described in subpoints (e) and (f) above, the discharging and charging currents shall be recorded over the respective durations specified.
3.7.3 Post-processing of results
For HPBS the discharging current at 80 % SOC and the charging current at 20 % SOC shall be averaged over the measurement period of 20 seconds.
For HEBS the discharging current at 90 % SOC and the charging current at 20 % SOC shall be averaged over the measurement period of 120 seconds.
Absolute numbers shall be used for both average values, discharging and charging current.
3.7.4 Evaluation of results
The conformity of the certified CO2 emissions and fuel consumption related properties test is passed when all of the following criteria are fulfilled:
CCoP ≥ 0,95 CTA
where:
|
CCoP |
Rated capacity determined in accordance with paragraph 3.7.2 [Ah] |
|
CTA |
Rated capacity determined during component type approval [Ah] |
(ηBAT,CoP – ηBAT,TA) ≤ 3%
where:
|
ηBAT,CoP |
Round trip efficiency determined in accordance with paragraph 3.7.2 [-] |
|
ηBAT,TA |
Round trip efficiency determined during component type approval [-] |
Idischg_max,CoP ≥ Idischg_max,TA
where:
|
Idischg_max,CoP |
Maximum discharge current determined in accordance with paragraph 3.7.2 (at 80 % SOC for HPBS and at 90 % SOC for HEBS) [A] |
|
Idischg_max,TA |
Maximum discharge current determined during component type approval (at 80 % SOC for HPBS and at 90 % SOC for HEBS) [A] |
Ichg_max,CoP ≥ Ichg_max,TA
where:
|
Ichg_max,CoP |
Maximum charge current determined in accordance with paragraph 3.7.2 (at 20 % SOC) [A] |
|
Ichg_max,TA |
Maximum charge current determined during component type approval (at 20 % SOC) [A] |
4. Capacitor systems
4.1 Every capacitor systems shall be so manufactured as to conform to the approved type with regard to the description as given in the certificate and its annexes. The conformity of the certified CO2 emissions and fuel consumption related properties procedures shall comply with those set out in Article 31 of Regulation (EU) 2018/858.
4.2 Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificates and information packages annexed thereto as set out in Appendix 6 of this Annex.
4.3 Conformity of the certified CO2 emissions and fuel consumption related properties shall be assessed in accordance with the specific conditions laid down in this paragraph.
4.4 The component manufacturer shall test annually at least the number of units indicated in Table 3 based on the total annual production number of capacitor systems produced by the component manufacturer. For the purpose of establishing the annual production numbers, only capacitor systems which fall under the requirements of this Regulation and for which no standard values were used shall be considered.
Table 3
Sample size conformity testing
|
Total annual production of capacitor systems |
Annual number of tests |
Alternatively |
|
0 – 3 000 |
n.a. |
1 test every 3 years (*1) |
|
3 001 – 6 000 |
n.a. |
1 test every 2 years (*1) |
|
6 001 – 12 000 |
1 |
n.a. |
|
12 001 – 30 000 |
2 |
n.a. |
|
30 001 – 60 000 |
3 |
n.a. |
|
60 001 – 90 000 |
4 |
n.a. |
|
90 001 – 120 000 |
5 |
n.a. |
|
120 001 – 150 000 |
6 |
n.a. |
|
> 150 000 |
7 |
n.a. |
|
(*1)
The CoP test shall be performed in the first year |
||
4.5. For the purpose of the conformity of the certified CO2 emissions and fuel consumption related properties testing the approval authority shall identify together with the component manufacturer the type(s) of capacitor systems to be tested. The approval authority shall ensure that the selected type(s) of capacitor systems is manufactured to the same standards as for serial production.
4.6 If the result of a test performed in accordance with point 4.7 is higher than the one specified in point 4.7.4., 3 additional units from the same type shall be tested. If any of them fails, Article 23 shall apply.
4.7 Production conformity testing of capacitor systems
4.7.1 Boundaries conditions
All boundary conditions as specified in this Annex for the certification testing shall apply.
4.7.2 Test run
The test procedure shall be performed in accordance with paragraph 6.3 of this Annex.
4.7.3 Post-processing of results
The post-processing of results shall be performed in accordance with paragraph 6.4 of this Annex.
4.7.4 Evaluation of results
The conformity of the certified CO2 emissions and fuel consumption related properties test is passed when all of the following criteria are fulfilled:
(CCoP / CTA) – 1 < ± 3 %
where:
|
CCoP |
Capacitance determined in accordance with paragraph 4.7.2 [F] |
|
CTA |
Capacitance determined during component type approval [F] |
(RCoP / RTA) – 1 < ± 3 %
where:
|
RCoP |
Internal resistance determined in accordance with paragraph 4.7.2 [Ohm] |
|
RTA |
Internal resistance determined during component type approval [Ohm] |
Appendix 13
Family concept
1. Electric machine systems and IEPCs
1.1. General
A family of electric machine systems or IEPCs is characterised by design and performance parameters. These shall be common to all members within the family. The component manufacturer may decide which electric machine systems or IEPCs belong to a family, as long as the membership criteria listed in this Appendix are respected. The related family shall be approved by the Approval Authority. The component manufacturer shall provide to the Approval Authority the appropriate information relating to the members of the family.
1.2. Special cases
In some cases there may be interaction between parameters. This shall be taken into consideration to ensure that electric machine systems or IEPCs with similar characteristics are included within the same family. These cases shall be identified by the component manufacturer and notified to the Approval Authority. It shall then be taken into account as a criterion for creating a new family of electric machine systems or IEPCs.
In the case of devices or features, which are not listed in paragraph 1.4 and which have a strong influence on the level of performance and/or the electric power consumption, the respective devices or features shall be identified by the component manufacturer on the basis of good engineering practice, and shall be notified to the Approval Authority. It shall then be taken into account as a criterion for creating a new family of electric machine systems or IEPCs.
1.3. Family concept
The family concept defines criteria and parameters enabling the component manufacturer to group electric machine systems or IEPCs into families with similar or equal data relevant for CO2-emissions or energy consumption.
1.4. Special provisions regarding representativeness
The Approval Authority may conclude that the performance parameters and the electric power consumption of the family of electric machine systems or IEPCs can best be characterised by additional testing. In this case, the component manufacturer shall submit the appropriate information to determine the electric machine system or IEPC within the family likely to best represent the family. The Approval Authority may based on this information also conclude that it is required for the component manufacturer to create a new family of electric machine systems or IEPCs consisting of less members in order to be more representative.
If members within a family incorporate other features which may be considered to affect the performance parameters and/or the electric power consumption, these features shall also be identified and taken into account in the selection of the parent.
1.5. Parameters defining a family of electric machine systems or IEPCs
In addition to the parameters listed below, the component manufacturer may introduce additional criteria allowing the definition of families of more restricted size. These parameters are not necessarily parameters that have an influence on the level of performance and/or the electric power consumption.
1.5.1. The following criteria shall in principal be the same to all members within a family of electric machine systems or IEPCs:
Electric Machine: Rotor, Stator, Windings in dimensions, design, material, etc.
Inverter: Power Modules, Conductive bars in dimensions, design, material, etc.
Internal cooling system: layout, dimension and material of cooling fins, ribs, and pins
Internal fans: layout and dimension
Inverter Software: Basic calibration which consists of temperature models (electric machine and inverter), derating limits, torque path (transfer of command torque to phase current), flux calibration, current control, voltage modulation, sensor specific calibration (only allowed if sensor is changed)
Gear related parameters (only for IEPCs): in accordance with definitions set out in Annex VI.
Changes to the components as mentioned at (a) through (f) are only acceptable as long as sound engineering rationale can be provided to prove that the respective change does not negatively affect the performance parameters and/or the electric power consumption.
1.5.2. The following criteria shall be common to all members within a family of electric machine systems or IEPCs. The application of a specific range to the parameters listed below is permitted after approval of the Approval Authority:
Output shaft interface: any changes allowed;
End shields:
For the internal design it must be checked if passive cooling elements or air flow at the inner side of the end shields are affected by changes.
For the external design screws, suspension points, flange design have no influence on performance if no passive cooling elements are removed or changed;
Bearings: Changes allowed as long as number and type of bearings remain the same;
Shaft: Changes allowed as long as active or passive cooling is not affected;
High voltage connection: Changes regarding position or type of the high voltage connection allowed;
Housing: Changes of the housing or number, type and position of screws or mounting points allowed as long as no passive cooling elements are removed or changed;
Sensor: Changes allowed, if certified performance is not changed;
Inverter housing: Changes of the housing or number, type and position of screws or mounting points allowed as long as no passive cooling elements are removed or changed or the inner layout of the electric active parts is not changed;
Inverter high voltage connection: Changes regarding position or type of the high voltage connection allowed as long as the layout or position of the active parts or cooling elements (active/passive) is not changed;
Inverter software: All software changes which do not change the basic calibration of the electric machine (definition see above) are allowed. Notwithstanding the previous provisions, limitations of output power are allowed for members within a family of electric machine systems or IEPCs;
Inverter sensor: Changes allowed, if certified performance is not changed;
Oil viscosity: for all oils that are specified for the factory fill, the kinematic viscosity at the same temperature shall be less or equal to 110 % of the kinematic viscosity of the oil used for component certification as documented in the respective information document (within the specified tolerance band for KV100);
Maximum torque curve
The torque values at each rotational speed of the maximum torque curve of the parent determined in accordance with paragraph 4.2.2.4 of this Annex shall be equal or higher than for all other members within the same family at the same rotational speed over the whole rotational speed range. Torque values of other members within the same family within a tolerance of +40 Nm or +4 %, whatever is larger, above the maximum torque of the parent at a specific rotational speed are considered as equal;
Minimum torque curve
The torque values at each rotational speed of the minimum torque curve of the parent determined in accordance with paragraph 4.2.2.4 of this Annex shall be equal or lower than for all other members within the same family at the same rotational speed over the whole rotational speed range. Torque values of other members within the same family within a tolerance of -40 Nm or -4 %, whatever is larger, below the minimum torque of the parent at a specific rotational speed are considered as equal;
Minimum number of points in the EPMC map:
All members within the same family shall have a minimum coverage of 60 % of the points (rounded up to the next whole number) of the EPMC map (i.e. where the EPMC map of the parent is applied to other members) located within the boundaries of their respective maximum and minimum torque curves determined in accordance with paragraph 4.2.2.4 of this Annex.
1.6. Choice of the parent
The parent of one family of electric machine systems or IEPCs shall be member with the highest overall maximum torque determined in accordance with paragraph 4.2.2 of this Annex.
Appendix 14
Markings and numbering
1. Markings
In the case of an electric powertrain component being type approved in accordance with this Annex, the component shall bear:
1.1. The manufacturer’s name or trade mark
1.2. The make and identifying type indication as recorded in the information referred to in paragraph 0.2 and 0.3 of Appendixes 2 to 6 of this Annex
1.3. The certification mark (if applicable) as a rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State which has granted the certificate:
|
1 for Germany; |
19 for Romania; |
|
2 for France; |
20 for Poland; |
|
3 for Italy; |
21 for Portugal; |
|
4 for the Netherlands; |
23 for Greece; |
|
5 for Sweden; |
24 for Ireland; |
|
6 for Belgium; |
25 for Croatia; |
|
7 for Hungary; |
26 for Slovenia; |
|
8 for Czechia; |
27 for Slovakia; |
|
9 for Spain; |
29 for Estonia; |
|
12 for Austria; |
32 for Latvia; |
|
13 for Luxembourg; |
34 for Bulgaria; |
|
17 for Finland; |
36 for Lithuania; |
|
18 for Denmark; |
49 for Cyprus; |
|
|
50 for Malta |
1.4. The certification mark shall also include in the vicinity of the rectangle the ‘base certification number’ as specified for Section 4 of the type-approval number set out in Annex IV to Regulation (EU) 2020/683 preceded by the two figures indicating the sequence number assigned to the latest technical amendment to this Regulation and by an alphabetical character indicating the part for which the certificate has been granted:
For this Regulation, the sequence number shall be 02.
For this Regulation, the alphabetical character shall be the one laid down in Table 1.
Table 1
|
M |
electric machine system (EMS) |
|
I |
integrated electric powertrain component (IEPC) |
|
H |
integrated HEV powertrain component (IHPC) Type 1 |
|
B |
battery system |
|
A |
capacitor system |
1.4.1. Example and dimensions of the certification mark
The above certification mark affixed to an electric powertrain component shows that the type concerned has been approved in Austria (e12), pursuant to this Regulation. The first two digits (02) are indicating the sequence number assigned to the latest technical amendment to this Regulation. The following letter indicates that the certificate was granted for an electric machine system (M). The last five digits (00005) are those allocated by the type-approval authority to the electric machine system as the base certification number.
1.5 Upon request of the applicant for a certificate and after prior agreement with the type-approval authority other type sizes than indicated in 1.4.1 may be used. Those other type sizes shall remain clearly legible.
1.6 The markings, labels, plates or stickers must be durable for the useful life of the electric powertrain component and must be clearly legible and indelible. The manufacturer shall ensure that the markings, labels, plates or sticker cannot be removed without destroying or defacing them.
1.7 The certification mark shall be visible when the electric powertrain component is installed on the vehicle and shall be affixed to a part necessary for normal operation and not normally requiring replacement during component life.
2. Numbering:
2.1. Certification number for an electric powertrain component shall comprise the following:
eX*YYYY/YYYY*ZZZZ/ZZZZ*X*00000*00
|
section 1 |
section 2 |
section 3 |
Additional letter to section 3 |
section 4 |
section 5 |
|
Indication of country issuing the certificate |
HDV CO2 determination Regulation ‘2017/2400’ |
Latest amending Regulation (ZZZZ/ZZZZ) |
See Table 1 of this appendix |
Base certification number 00000 |
Extension 00 |
Appendix 15
Input parameters for the simulation tool
Introduction
This Appendix describes the list of parameters to be provided by the component manufacturer as input to the simulation tool. The applicable XML schema as well as example data are available at the dedicated electronic distribution platform.
Definitions
‘parameter ID’: Unique identifier as used in the simulation tool for a specific input parameter or set of input data
‘type’: Data type of the parameter
|
string… |
sequence of characters in ISO8859-1 encoding |
|
token… |
sequence of characters in ISO8859-1 encoding, no leading/trailing whitespace |
|
date… |
date and time in UTC time in the format: YYYY-MM-DDTHH:MM:SSZ with italic letters denoting fixed characters e.g. ‘2002-05-30T09:30:10Z’ |
|
integer… |
value with an integral data type, no leading zeros, e.g. ‘1800’ |
|
double, X… |
fractional number with exactly X digits after the decimal sign (‘.’) and no leading zeros e.g. for ‘double, 2’: ‘2345,67’; for ‘double, 4’: ‘45,6780’ |
‘unit’ … physical unit of the parameter
Set of input parameters for Electric machine system
Table 1
Input parameters ‘Electric machine system/General’
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
Manufacturer |
P450 |
token |
[-] |
|
|
Model |
P451 |
token |
[-] |
|
|
CertificationNumber |
P452 |
token |
[-] |
|
|
Date |
P453 |
dateTime |
[-] |
Date and time when the component-hash is created |
|
AppVersion |
P454 |
token |
[-] |
Manufacturer specific input regarding the tools used for evaluation and handling of measured component data |
|
ElectricMachineType |
P455 |
string |
[-] |
Determined in accordance with point 21 of paragraph 2 of this Annex. Allowed values: ‘ASM’, ‘ESM’, ‘PSM’, ‘RM’ |
|
CertificationMethod |
P456 |
string |
[-] |
Allowed values: ‘Measurement’, ‘Standard values’ |
|
R85RatedPower |
P457 |
integer |
[W] |
Determined in accordance with paragraph 1.9 of Annex 2 to UN Regulation No. 85 Rev. 1 |
|
RotationalInertia |
P458 |
double, 2 |
[kgm2] |
Determined in accordance with point 8 of Appendix 8 of this Annex. |
|
DcDcConverterIncluded |
P465 |
boolean |
[-] |
Set to ‘true’ where a DC/DC converter is part of the electric machine system, in accordance with paragraph 4.1 of this Annex |
|
IHPCType |
P466 |
string |
[-] |
Allowed values: ‘None’, ‘IHPC Type 1’ |
Table 2
Input parameters ‘Electric machine system/VoltageLevels’ for each voltage level measured
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
VoltageLevel |
P467 |
integer |
[V] |
Where the parameter ‘CertificationMethod’ is ‘Standard values’, no input needs to be provided. |
|
ContinuousTorque |
P459 |
double, 2 |
[Nm] |
|
|
TestSpeedContinuousTorque |
P460 |
double, 2 |
[1/min] |
|
|
OverloadTorque |
P461 |
double, 2 |
[Nm] |
|
|
TestSpeedOverloadTorque |
P462 |
double, 2 |
[1/min] |
|
|
OverloadDuration |
P463 |
double, 2 |
[s] |
|
Table 3
Input parameters ‘Electric machine system/MaxMinTorque’ for each operating point and for each voltage level measured
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
OutputShaftSpeed |
P468 |
double, 2 |
[1/min] |
|
|
MaxTorque |
P469 |
double, 2 |
[Nm] |
|
|
MinTorque |
P470 |
double, 2 |
[Nm] |
|
Table 4
Input parameters ‘Electric machine system/DragTorque’ for each operating point
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
OutputShaftSpeed |
P471 |
double, 2 |
[1/min] |
|
|
DragTorque |
P472 |
double, 2 |
[Nm] |
|
Table 5
Input parameters ‘Electric machine system/ElectricPowerMap’ for each operating point and for each voltage level measured.
In the case of an IHPC Type 1 (in accordance with the definition set out in sub point (42) of point 2 of this Annex), for each operating point, for each voltage level measured and for each forward gear.
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
OutputShaftSpeed |
P473 |
double, 2 |
[1/min] |
|
|
Torque |
P474 |
double, 2 |
[Nm] |
|
|
ElectricPower |
P475 |
double, 2 |
[W] |
|
Table 6
Input parameters ‘Electric machine system/Conditioning’ for each cooling circuit with connection to an external heat exchanger
Where the parameter ‘CertificationMethod’ is ‘Standard values’, no input needs to be provided.
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
CoolantTempInlet |
P476 |
integer |
[°C] |
Determined in accordance with paragraphs 4.1.5.1 and 4.3.6 of this Annex. |
|
CoolingPower |
P477 |
integer |
[W] |
Determined in accordance with paragraphs 4.1.5.1 and 4.3.6 of this Annex. |
Set of input parameters for IEPC
Table 1
Input parameters ‘IEPC/General’
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
Manufacturer |
P478 |
token |
[-] |
|
|
Model |
P479 |
token |
[-] |
|
|
CertificationNumber |
P480 |
token |
[-] |
|
|
Date |
P481 |
dateTime |
[-] |
Date and time when the component-hash is created |
|
AppVersion |
P482 |
token |
[-] |
Manufacturer specific input regarding the tools used for evaluation and handling of measured component data |
|
ElectricMachineType |
P483 |
string |
[-] |
Determined in accordance with point 21 of paragraph 2 of this Annex. Allowed values: ‘ASM’, ‘ESM’, ‘PSM’, ‘RM’ |
|
CertificationMethod |
P484 |
string |
[-] |
Allowed values: ‘Measured for complete component’, ‘Measured for EM and standard values for other components’, ‘Standard values for all components’ |
|
R85RatedPower |
P485 |
integer |
[W] |
Determined in accordance with paragraph 1.9 of Annex 2 to UN Regulation No. 85 |
|
RotationalInertia |
P486 |
double, 2 |
[kgm2] |
Determined in accordance with point 8 of Appendix 8 of this Annex. |
|
DifferentialIncluded |
P493 |
boolean |
[-] |
Set to ‘true’ in the case a differential is part of the IEPC |
|
DesignTypeWheelMotor |
P494 |
boolean |
[-] |
Set to ‘true’ in the case of an IEPC design type wheel motor |
|
NrOf DesignTypeWheelMotorMeasured |
P495 |
integer |
[-] |
Input only relevant in the case of an IEPC design type wheel motor, in accordance with paragraph 4.1.1.2 of this Annex. Allowed values: ‘1’, ‘2’ |
Table 2
Input parameters ‘IEPC/Gears’ for each forward gear
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
GearNumber |
P496 |
integer |
[-] |
|
|
Ratio |
P497 |
double, 3 |
[-] |
Ratio of electric machine rotor speed over IEPC output shaft speed |
|
MaxOutputShaftTorque |
P498 |
integer |
[Nm] |
optional |
|
MaxOutputShaftSpeed |
P499 |
integer |
[1/min] |
optional |
Table 3
Input parameters ‘IEPC/VoltageLevels’ for each voltage level measured
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
VoltageLevel |
P500 |
integer |
[V] |
Where the parameter ‘CertificationMethod’ is ‘Standard values for all components’, no input needs to be provided. |
|
ContinuousTorque |
P487 |
double, 2 |
[Nm] |
|
|
TestSpeedContinuousTorque |
P488 |
double, 2 |
[1/min] |
|
|
OverloadTorque |
P489 |
double, 2 |
[Nm] |
|
|
TestSpeedOverloadTorque |
P490 |
double, 2 |
[1/min] |
|
|
OverloadDuration |
P491 |
double, 2 |
[s] |
|
Table 4
Input parameters ‘IEPC/MaxMinTorque’ for each operating point and for each voltage level measured
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
OutputShaftSpeed |
P501 |
double, 2 |
[1/min] |
|
|
MaxTorque |
P502 |
double, 2 |
[Nm] |
|
|
MinTorque |
P503 |
double, 2 |
[Nm] |
|
Table 5
Input parameters ‘IEPC/DragTorque’ for each operating point and for each forward gear measured (optional gear dependent measurement in accordance with paragraph 4.2.3)
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
OutputShaftSpeed |
P504 |
double, 2 |
[1/min] |
|
|
DragTorque |
P505 |
double, 2 |
[Nm] |
|
Table 6
Input parameters ‘IEPC/ElectricPowerMap’ for each operating point, for each voltage level measured and for each forward gear
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
OutputShaftSpeed |
P506 |
double, 2 |
[1/min] |
|
|
Torque |
P507 |
double, 2 |
[Nm] |
|
|
ElectricPower |
P508 |
double, 2 |
[W] |
|
Table 7
Input parameters ‘IEPC/Conditioning’ for each cooling circuit with connection to an external heat exchanger
Where the parameter ‘CertificationMethod’ is ‘Standard values for all components’, no input needs to be provided.
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
CoolantTempInlet |
P509 |
integer |
[°C] |
Determined in accordance with paragraphs 4.1.5.1 and 4.3.6 of this Annex. |
|
CoolingPower |
P510 |
integer |
[W] |
Determined in accordance with paragraphs 4.1.5.1 and 4.3.6 of this Annex. |
Set of input parameters for Battery system
Table 1
Input parameters ‘Battery system/General’
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
Manufacturer |
P511 |
token |
[-] |
|
|
Model |
P512 |
token |
[-] |
|
|
CertificationNumber |
P513 |
token |
[-] |
|
|
Date |
P514 |
dateTime |
[-] |
Date and time when the component-hash is created |
|
AppVersion |
P515 |
token |
[-] |
Manufacturer specific input regarding the tools used for evaluation and handling of measured component data |
|
CertificationMethod |
P517 |
string |
[-] |
Allowed values: ‘Measured’, ‘Standard values’ |
|
BatteryType |
P518 |
string |
[-] |
Allowed values: ‘HPBS’, ‘HEBS’ |
|
RatedCapacity |
P519 |
double, 2 |
[Ah] |
|
|
ConnectorsSubsystemsIncluded |
P520 |
boolean |
[-] |
Only relevant if representative battery sub-system is tested: Set to ‘true’ if representative cable harness for connecting battery sub-systems was included in testing. Always set to ‘true’ if complete battery system was tested. |
|
JunctionboxIncluded |
P511 |
boolean |
[-] |
Only relevant if representative battery sub-system is tested: Set to ‘true’ if representative junction box with shut-off device and fuses was included in testing. Always set to ‘true’ if complete battery system was tested. |
|
TestingTemperature |
P521 |
integer |
[°C] |
Determined in accordance with paragraph 5.1.4 of this Annex. Where the parameter ‘CertificationMethod’ is ‘Standard values’, no input needs to be provided. |
Table 2
Input parameters ‘Battery system/OCV’ for each SOC level measured
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
SOC |
P522 |
integer |
[%] |
|
|
OCV |
P523 |
double, 2 |
[V] |
|
Table 3
Input parameters ‘Battery system/DCIR’ for each SOC level measured
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
SOC |
P524 |
integer |
[%] |
Where the parameter ‘CertificationMethod’ is ‘Standard values’, the same DCIR values shall be provided for two different SOC values of 0 % and 100 %. |
|
DCIR RI2 |
P525 |
double, 2 |
[mOhm] |
Where the parameter ‘CertificationMethod’ is ‘Standard values’, the DCIR value determined in accordance with subpoint (1)(d) of Appendix 10 shall be provided. |
|
DCIR RI10 |
P526 |
double, 2 |
[mOhm] |
Where the parameter ‘CertificationMethod’ is ‘Standard values’, the DCIR value determined in accordance with subpoint (1)(d) of Appendix 10 shall be provided. |
|
DCIR RI20 |
P527 |
double, 2 |
[mOhm] |
Where the parameter ‘CertificationMethod’ is ‘Standard values’, the DCIR value determined in accordance with subpoint (1)(d) of Appendix 10 shall be provided. |
|
DCIR RI120 |
P528 |
double, 2 |
[mOhm] |
Optional, only required for batteries of type HEBS. In the event the parameter ‘CertificationMethod’ is ‘Standard values’, the DCIR value determined in accordance with subpoint (1)(d) of Appendix 10 shall be provided. |
Table 4
Input parameters ‘Battery system/Current limits’ for each SOC level measured
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
SOC |
P529 |
integer |
[%] |
Where the parameter ‘CertificationMethod’ is ‘Standard values’, the same values for MaxChargingCurrent as well as MaxDischargingCurrent shall be provided for two different SOC values of 0 % and 100 %. |
|
MaxChargingCurrent |
P530 |
double, 2 |
[A] |
|
|
MaxDischargingCurrent |
P531 |
double, 2 |
[A] |
|
Set of input parameters for Capacitor system
Table 1
Input parameters ‘Capacitor system/General’
|
Parameter name |
Parameter ID |
Type |
Unit |
Description/Reference |
|
Manufacturer |
P532 |
token |
[-] |
|
|
Model |
P533 |
token |
[-] |
|
|
CertificationNumber |
P534 |
token |
[-] |
|
|
Date |
P535 |
dateTime |
[-] |
Date and time when the component-hash is created |
|
AppVersion |
P536 |
token |
[-] |
Manufacturer specific input regarding the tools used for evaluation and handling of measured component data |
|
CertificationMethod |
P538 |
string |
[-] |
Allowed values: ‘Measurement’, ‘Standard values’ |
|
Capacitance |
P539 |
double, 2 |
[F] |
|
|
InternalResistance |
P540 |
double, 2 |
[Ohm] |
|
|
MinVoltage |
P541 |
double, 2 |
[V] |
|
|
MaxVoltage |
P542 |
double, 2 |
[V] |
|
|
MaxChargingCurrent |
P543 |
double, 2 |
[A] |
|
|
MaxDischargingCurrent |
P544 |
double, 2 |
[A] |
|
|
TestingTemperature |
P532 |
integer |
[°C] |
Determined in accordance with paragraph 6.1.3 of this Annex. Where the parameter ‘CertificationMethod’ is ‘Standard values’, no input needs to be provided. |
(*) determined in accordance with points 4.3.5 and 4.3.6 of this Annex
(**) determined in accordance with points 5.4.1.4 of this Annex
(***) UN Regulation No. 100 of the Economic Commission for Europe of the United Nations (UNECE) — Uniform provisions concerning the approval of vehicles with regard to specific requirements for the electric powertrain (OJ L449, 15.12.2021 p. 1).
ANNEX XI
AMENDMENTS TO DIRECTIVE 2007/46/EC
(1) In Annex I the following point 3.5.7 is inserted:
|
‘3.5.7 |
CO2 emissions and fuel consumption certification (for heavy-duty vehicles, as specified in Article 6 of Commission Regulation (EU) 2017/2400) |
|
3.5.7.1 |
Simulation tool license number:’ |
(2) In Annex III, in Part I, A (Categories M and N), the following points 3.5.7. and 3.5.7.1. are inserted:
|
‘3.5.7 |
CO2 emissions and fuel consumption certification (for heavy-duty vehicles, as specified in Article 6 of Commission Regulation (EU) 2017/2400) |
|
3.5.7.1 |
Simulation tool licence number:’ |
(3) In Annex IV, Part I, is amended as follows:
the row 41A is replaced by the following:
|
‘41A |
Emissions (Euro VI) heavy duty vehicles/access to information |
Regulation (EC) No 595/2009 Regulation (EU) No 582/2011 |
X (9) |
X (9) |
X |
X (9) |
X (9) |
X’ |
|
|
|
|
the following row 41B is inserted:
|
‘41B |
CO2 simulation tool licence (heavy-duty vehicles) |
Regulation (EC) 595/2009 Regulation (EU) 2017/2400 |
|
|
|
|
X (16) |
X’ |
|
|
|
|
the following explanatory note 16 is added:
‘(16) For vehicles with a technically permissible maximum laden mass from 7 500 kg’
(4) Annex IX is amended as follows:
in Part I, Model B, SIDE 2, VEHICLE CATEGORY N2, the following point 49 is inserted:
‘49. Cryptographic hash of the manufacturer's record file …’
in Part I, Model B, SIDE 2, VEHICLE CATEGORY N3, the following point 49 is inserted:
‘49. Cryptographic hash of the manufacturer's record file …’
(5) in Annex XV, in point 2, the following row is inserted:
|
‘46B |
Rolling resistance determination |
Regulation (EU) 2017/2400, Annex X’ |
( 1 ) Regulation (EU) 2018/858 of the European Parliament and of the Council of 30 May 2018 on the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles, amending Regulations (EC) No 715/2007 and (EC) No 595/2009 and repealing Directive 2007/46/EC (OJ L 151, 14.6.2018, p. 1).
( *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 ) UN Regulation No. 107 of the Economic Commission for Europe of the United Nations (UNECE) – Uniform provisions concerning the approval of category M2 or M3 vehicles with regard to their general construction (OJ L 52, 23.2.2018, p. 1).
( 3 ) Commission Implementing Regulation (EU) 2020/683 of 15 April 2020 implementing Regulation (EU) 2018/858 of the European Parliament and of the Council with regards to the administrative requirements for the approval and market surveillance of motor vehicles and their trailers, and of systems, components and separate technical units intended for such vehicles (OJ L 163, 26.5.2020, p. 1).
( 4 ) Input information and input data as defined in Annex III for primary vehicles.
( 5 ) The results for CO2 emissions and fuel consumption do not need to be submitted via the VIF, as this information can be calculated from results for energy consumption and the known fuel type.
( 6 ) The content of the VIF is specified in detail in Annex IV, Part III.
( 7 ) Subset for input information and input data as defined in Annex III for complete and completed vehicles.
( 8 ) ‘i’ represents the number of manufacturing steps involved in the process so far.
( 9 ) See Annex IV, Part III, point 1.1.
( 10 ) OJ L 349, 29.12.2017, p. 1.
( 11 ) Regulation No. 49 of the Economic Commission for Europe of the United Nations (UN/ECE) – Uniform provisions concerning the measures to be taken against the emission of gaseous and particulate pollutants from compression-ignition engines and positive ignition engines for use in vehicles (OJ L 171, 24.6.2013, p. 1).
( 12 ) For dual-fuel engines indicate values for each fuel type and each operation mode separately;
►M3 ( 13 ) Specify the tolerance; to be within ± 3 % of the values declared by the manufacturer. ◄
( 14 ) Regulation No 85 of the Economic Commission for Europe of the United Nations (UN/ECE) – Uniform provisions concerning the approval of internal combustion engines or electric drive trains intended for the propulsion of motor vehicles of categories M and N with regard to the measurement of net power and the maximum 30 minutes power of electric drive trains (OJ L 323, 7.11.2014, p. 52)
( 15 ) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)
( 16 ) Regulation No 54 of the Economic Commission for Europe of the United Nations (UNECE) – Uniform provisions concerning the approval of pneumatic tyres for commercial vehicles and their trailers (OJ L 183, 11.7.2008, p. 41).
( *2 ) Regulation No 107 of the Economic Commission for Europe of the United Nations (UNECE) – Uniform provisions concerning the approval of category M2 or M3 vehicles with regard to their general construction (OJ L 52, 23.2.2018, p. 1).
( *3 ) Regulation No 48 of the Economic Commission for Europe of the United Nations (UNECE) – Uniform provisions concerning the approval of vehicles with regard to the installation of lighting and light-signalling devices (OJ L 14, 16.1.2019, p. 42).
( *4 ) Regulation No 122 of the Economic Commission for Europe of the United Nations (UN/ECE) – Uniform technical prescriptions concerning the approval of vehicles of categories M, N and O with regard to their heating systems (OJ L 19, 24.1.2020, p. 42).
( 17 ) Regulation No 54 of the Economic Commission for Europe of the United Nations (UNECE) — Uniform provisions concerning the approval of pneumatic tyres for commercial vehicles and their trailers (OJ L 183, 11.7.2008, p. 41).
( 18 ) Regulation No 117 of the Economic Commission for Europe of the United Nations (UNECE) — Uniform provisions concerning the approval of tyres with regard to rolling sound emissions and/or to adhesion on wet surfaces and/or to rolling resistance [2016/1350] (OJ L 218, 12.8.2016, p. 1).
( 19 ) Regulation (EU) 2020/740 of the European Parliament and of the Council of 25 May 2020 on the labelling of tyres with respect to fuel efficiency and other parameters, amending Regulation (EU) 2017/1369 and repealing Regulation (EC) No 1222/2009 (OJ L 177, 5.6.2020, p. 1).
( 20 ) 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).
( 21 ) Regulation (EU) 2019/2144 of the European Parliament and of the Council of 27 November 2019 on type-approval requirements for motor vehicles and their trailers, and systems, components and separate technical units intended for such vehicles, as regards their general safety and the protection of vehicle occupants and vulnerable road users, amending Regulation (EU) 2018/858 of the European Parliament and of the Council (OJ L 325, 16.12.2019, p. 1)
( 22 ) Regulation No 30 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of pneumatic tyres for motor vehicles and their trailers (OJ L 201, 30.7.2008, p. 70).
( 23 ) determined in accordance with points 4.3.5 and 4.3.6 of this Annex