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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)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 — 01.01.2024 — 005.001
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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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 heavy lorries
|
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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