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. )

If the radius of the smallest tire is reduced (e.g. product development) after completing the measurement of an axle or when the physic boundaries of the test stand are reached (e.g. by product development changes), the missing points may be extrapolated by the manufacturer out of the existing map. The extrapolated points shall not exceed more than 10 % of all points in the map and the penalty for these points is 5 % torque loss to be added on the extrapolated points.

• 4.3.3.2 Output torque steps to be measured for heavy lorries and heavy buses:

250 Nm < Tout < 1 000 Nm : 250 Nm steps

1 000 Nm ≤ Tout ≤ 2 000 Nm : 500 Nm steps

2 000 Nm ≤ Tout ≤ 10 000 Nm : 1 000 Nm steps

Tout > 10 000 Nm : 2 000 Nm steps

Output torque steps to be measured for medium lorries:

50 Nm < Tout < 200 Nm : 50 Nm steps

200 Nm ≤ Tout ≤ 400 Nm : 100 Nm steps

400 Nm ≤ Tout ≤ 2 000 Nm : 200 Nm steps

Tout > 2 000 Nm : 400 Nm steps

4.3.4   Speed range

The range of test speeds shall comprise from 50 rpm wheel speed to the maximum speed. The maximum test speed to be measured is defined by either the maximum axle input speed or the maximum wheel speed, whichever of the following conditions is reached first:

• 4.3.4.1 The maximum applicable axle input speed may be limited to design specification of the axle.

- 4.3.4.2 The maximum wheel speed is measured under consideration of the smallest applicable tire diameter at a vehicle speed of 90 km/h for medium and heavy lorries and 110 km/h for heavy buses. If the smallest applicable tire diameter is not defined, paragraph 4.3.4.1 shall apply.

4.3.5   Wheel speed steps to be measured

The wheel speed step width for testing shall be 50 rpm for heavy lorries and heavy buses and 100 rpm for medium lorries. It is permitted to measure intermediate speed steps.

4.4   Measurement of torque loss maps for axles

4.4.1   Testing sequence of the torque loss map

For each speed step the torque loss shall be measured for each output torque step starting from the lowest torque value upward to the maximum and downward to the minimum. The speed steps can be run in any order.  The torque measurement sequence shall be performed and recorded twice.

Interruptions of the sequence for cooling or heating purposes are permitted.

4.4.2   Measurement duration

The measurement duration for each single grid point shall be a minimum of 5 seconds but no longer than 20 seconds.

4.4.3   Averaging of grid points

The recorded values for each grid point within the 5-20 seconds interval in accordance with point 4.4.2 shall be averaged to an arithmetic mean.

All four averaged intervals of corresponding speed and torque grid points from both sequences measured each upward and downward shall be averaged to an arithmetic mean and result into one torque loss value.

• 4.4.4 The torque loss (at input side) of the axle shall be calculated by

Image omitted; see official source

where:

Tloss	=	Torque loss of the axle at the input side [Nm]
---	---	---
Tin	=	Input torque [Nm]
---	---	---
igear	=	Axle gear ratio [-]
---	---	---
Tout	=	Output torque [Nm]

• 4.4.5 Measurement validation

• 4.4.5.1 The averaged speed values per grid point (5-20 s interval) shall not deviate from the setting values by more than ± 5 rpm for the output speed.

• 4.4.5.2 The averaged output torque values as described under 4.4.3 for each grid point shall not deviate more than ± 20 Nm or ± 1 % from the torque set point for the according grid point, whichever is the higher value.

• 4.4.5.3 If the above specified criteria are not met the measurement is void. In this case, the measurement for the entire affected speed step shall be repeated. After passing the repeated measurement, the data shall be consolidated.

• 4.4.6 Uncertainty calculation

The total uncertainty UT,loss of the torque loss shall be calculated based on the following parameters:

• i. Temperature effect

• ii. Parasitic loads

• iii. Uncertainty (incl. sensitivity tolerance, linearity, hysteresis and repeatability)

The total uncertainty of the torque loss (UT,loss) is based on the uncertainties of the sensors at 95 % confidence level. The calculation shall be done for each applied sensor (e.g. three machine lay out: UT,in, UT,out,1, UTout,2) as the square root of the sum of squares (‘Gaussian law of error propagation’).

Image omitted; see official source

Image omitted; see official source

Image omitted; see official source

Image omitted; see official source

Image omitted; see official source

wpara = senspara * ipara

where:

UT,in/out	=	Uncertainty of input/output torque loss measurement separately for input and output torque; [Nm]
---	---	---
igear	=	Axle gear ratio [-]
---	---	---
UTKC	=	Uncertainty by temperature influence on current torque signal; [Nm]
---	---	---
wtkc	=	Temperature influence on current torque signal per Kref, declared by sensor manufacturer; [%]
---	---	---
UTK0	=	Uncertainty by temperature influence on zero torque signal (related to nominal torque) [Nm]
---	---	---
wtk0	=	Temperature influence on zero torque signal per Kref (related to nominal torque), declared by sensor manufacturer; [%]
---	---	---
Kref	=	Reference temperature span for tkc and tk0, declared by sensor manufacturer; [°C]
---	---	---
ΔK	=	Absolute difference in sensor temperature measured at torque sensor between calibration and measurement; If the sensor temperature cannot be measured, a default value of  ΔK = 15 shall be used [°C]
---	---	---
Tc	=	Current/measured torque value at torque sensor; [Nm]
---	---	---
Tn	=	Nominal torque value of torque sensor; [Nm]
---	---	---
Ucal	=	Uncertainty by torque sensor calibration; [Nm]
---	---	---
wcal	=	Relative calibration uncertainty (related to nominal torque); [%]
---	---	---
kcal	=	calibration advancement factor (if declared by sensor manufacturer, otherwise = 1)
---	---	---
Upara	=	Uncertainty by parasitic loads; [Nm]
---	---	---
wpara	=	senspara * ipara Relative influence of forces and bending torques caused by misalignment
---	---	---
senspara	=	Maximum influence of parasitic loads for specific torque sensor declared by sensor manufacturer [%]; if no specific value for parasitic loads is declared by the sensor manufacturer, the value shall be set to 1,0 %
---	---	---
ipara	=	Maximum influence of parasitic loads for specific torque sensor depending on test set-up as indicated in section 4.2.3 and 4.2.4 of this annex.

• 4.4.7 Assessment of total uncertainty of the torque loss

In the case the calculated uncertainties UT,in/out are below the following limits, the reported torque loss Tloss,rep shall be regarded as equal to the measured torque loss Tloss.

UT,in: 7,5 Nm or 0,25 % of the measured torque, whichever allowed uncertainty value is higher

For test setups with one dynamometer on the output side:

UT,out: 15 Nm or 0,25% of the measured torque, whichever allowed uncertainty value is higher

For test setups with two dynamometers on each output side:

UT,out: 7,5 Nm or 0,25% of the measured torque, whichever allowed uncertainty value is higher

In the case of higher calculated uncertainties, the part of the calculated uncertainty exceeding the above specified limits shall be inserted to Tloss for the reported torque loss Tloss,rep as follows:

If the limits of UT,in are exceeded:

Tloss,rep = Tloss + ΔUTin

ΔUT,in = MIN((UT,in – 0,25% × Tc) or (UT,in – 7,5 Nm))

If limits of UT,out out are exceeded:

Tloss,rep = Tloss + ΔUT,out / igear

For test setups with one dynamometer on the output side:

ΔUT,out = MIN((UT,out – 0,25% × Tc) or (UT,out – 15Nm))

For test setups with two dynamometers on each output side:

Image omitted; see official source

ΔUT,out_1 = MIN((UT,out_1 – 0,25% × Tc) or (UT,out_1 – 7,5Nm))

ΔUT,out_2 = MIN((UT,out_1 – 0,25% × Tc) or (UT,out_1 – 7,5Nm))

where:

UT,in/out	=	Uncertainty of input / output torque loss measurement separately for input and output torque; [Nm]
---	---	---
igear	=	Axle gear ratio [-]
---	---	---
ΔUT	=	The part of the calculated uncertainty exceeding the specified limits

• 4.4.8 Complement of torque loss map data

- 4.4.8.1 If the torque values exceed the upper range limit linear extrapolation shall be applied. For the extrapolation the slope of linear regression based on all measured torque points for the corresponding speed step shall be applied.

• 4.4.8.2 For the output torque range values below the lowest measured grid point as defined in section 4.3.3.2, the torque loss values of the lowest measured grid point shall be applied.

• 4.4.8.3 For 0 rpm wheel speed rpm the torque loss values of the 50 rpm speed step shall be applied.

• 4.4.8.4 For negative input torques (e.g. overrun, free rolling), the torque loss value measured for the related positive input torque shall be applied.

• 4.4.8.5 In case of a tandem axle, the combined torque loss map for both axles shall be calculated out of the test results for the single axles at the input side. The input torques shall also be added.

Tloss,rep,tdm = Tloss,rep, 1 + Tloss,rep, 2

Tin,tdm = Tin, 1 + Tin, 2

• 5.1. Every axle type approved in accordance with this Annex shall be so manufactured as to conform, with regard to the description as given in the certification form and its annexes, to the approved type.  The conformity of the certified CO2 emissions and fuel consumption related properties procedures shall comply with those set out in Article 31 of Regulation (EU) 2018/858.

• 5.2. Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificate set out in Appendix 1 to this Annex and the specific conditions laid down in this paragraph.

• 5.3. The manufacturer shall test annually at least the number of axles indicated in Table 1 based on the annual production numbers. For the purpose of establishing the production numbers, only axles which fall under the requirements of this Regulation shall be considered.

• 5.4. Each axle which is tested by the manufacturer shall be representative for a specific family.

- 5.5. The number of families of single reduction (SR) axles and other axles for which the tests shall be conducted is shown in Table 1.

Table 1

Sample size for conformity testing

Production number	Number of test for SR axles	Number of tests for other axles than SR axles
0 – 40 000	2	1
40 001 – 50 000	2	2
50 001 – 60 000	3	2
60 001 – 70 000	4	2
70 001 – 80 000	5	2
80 001 and more	5	3

• 5.6. The two axle families with the highest production volumes shall always be tested. The manufacturer shall justify (e.g. by showing sales numbers) to the approval authority the number of tests which has been performed and the choice of the families. The remaining families for which the tests are to be performed shall be agreed between the manufacturer and the approval authority.

• 5.7. For the purpose of the conformity of the certified CO2 emissions and fuel consumption related properties testing the approval authority shall identify together with the manufacturer the axle type(s) to be tested. The approval authority shall ensure that the selected axle type(s) are manufactured according to the same standards as for serial production.

• 5.8. If the result of a test performed in accordance with point 6 is higher than the one specified in point 6.4, three additional axles from the same family shall be tested. If at least one of them fails, provisions of Article 23 shall apply.

• 6.1 For conformity of the certified CO2 emissions and fuel consumption related properties testing, one of the following methods shall apply upon prior agreement between the approval authority and the applicant for a certificate:

• (a) Torque loss measurement according to this Annex by following the full procedure limited to the grid points described in 6.2.

• (b) Torque loss measurement according to this Annex by following the full procedure limited to the grid points described in 6.2, with exception of the run-in procedure. In order to consider the run-in characteristic of an axle, a corrective factor may be applied. This factor shall be determined according to good engineering judgement and with agreement of the approval authority.

• (c) Measurement of drag torque according to paragraph 6.3. The manufacturer may choose a run-in procedure according to good engineering judgement up to 100 h.

• 6.2 If the conformity of the certified CO2 emissions and fuel consumption related properties assessment is performed according to 6.1. a) or b) the grid points for this measurement are limited to 4 grid points from the approved torque loss map.

• 6.2.1 For that purpose the full torque loss map of the axle to be tested for conformity of the certified CO2 emissions and fuel consumption related properties shall be segmented into three equidistant speed ranges and three torque ranges in order to define nine control areas as shown in figure 2.

Figure 2

Speed and torque range for conformity of the certified CO2 emissions and fuel consumption related properties testing

Image omitted; see official source

• 6.2.2 For four control areas one point shall be selected, measured and evaluated according to the full procedure as described in section 4.4. Each control point shall be selected in the following manner:

• (i) The control areas shall be selected depending on the axle line:
• — SR axles including tandem combinations: Control areas 5, 6, 8 and 9
• — HR axles including tandem combinations: Control areas 2, 3, 4 and 5

• (ii) The selected point shall be located in the centre of the area referring to the speed range and the applicable torque range for the according speed.

• (iii) In order to have a corresponding point for comparison with the loss map measured for certification, the selected point shall be moved to the closest measured point from the approved map.  If the selected point is in the middle between two approved points, the higher point shall be used.

• 6.2.3 For each measured point of the conformity of the certified CO2 emissions and fuel consumption related properties test and its corresponding point of the type approved map, the efficiency shall be calculated with:

Image omitted; see official source

where:

ηi	=	Efficiency of the grid point from each single control area 1 to 9
---	---	---
Tout	=	Output torque [Nm]
---	---	---
Tin	=	Input torque [Nm]
---	---	---
iaxle	=	axle ratio [-]

• 6.2.4 The average efficiency of the control area shall be calculated as follows:

For SR axles:

Image omitted; see official source

Image omitted; see official source

Image omitted; see official source

For HR axles:

Image omitted; see official source

Image omitted; see official source

Image omitted; see official source

where:

ηavr,low speed	=	average efficiency for low speed
---	---	---
ηavr,mid speed	=	average efficiency for mid speed
---	---	---
ηavr,high speed	=	average efficiency for high speed
---	---	---
ηavr,total	=	simplified averaged efficiency for axle

• 6.2.5 If the conformity of the certified CO2 emissions and fuel consumption related properties assessment is performed in accordance with 6.1. c), the drag torque of the parent axle of the family to which the tested axle belongs shall be determined during the certification.  This can be done prior to the run-in procedure or after the run-in procedure in accordance with point 3.1 or by extrapolation of all the torque map values for each speed step downwards to 0 Nm. The extrapolation shall be linear or a polynomial second order, depending which standard deviation is lower.

• 6.3 Determination of drag torque

• 6.3.1 For determination of the drag torque of an axle a simplified test set-up with one electric machine and one torque sensor on the input side is required.  In the event of a single portal axle with different length of the two output shafts, a test setup with two electric machines and two torque sensors on each output is also permitted. In this respect, both output shafts are driven synchronously in driving direction. The final drag torque is represented by the sum of both output torques.

• 6.3.2 The test conditions according to paragraph 4.1 shall apply. The uncertainty calculation regarding torque may be omitted.

- 6.3.3 The drag torque shall be measured in the speed range of the approved type according to paragraph 4.3.4 under consideration of the speed steps according to 4.3.5.

- 6.4. Conformity of the certified CO2 emissions and fuel consumption related properties test assessment

- 6.4.1 A conformity of the certified CO2 emissions and fuel consumption related properties test is passed when one of the following conditions apply:

- (a) If a torque loss measurement in accordance with points 6.1(a) or (b) is conducted, the average efficiency of the tested axle during conformity of the certified CO2 emissions and fuel consumption related properties procedure shall not be lower than 1,5 % for SR axles and 2,0 % for all other axles lines below the corresponding average efficiency of the type approved axle.

• (b) If a measurement of drag torque in accordance with point 6.1(c) is conducted, the drag torque of the tested axle during conformity of the certified CO2 emissions and fuel consumption related properties procedure shall be lower than the corresponding drag torque of the type approved axle or within the tolerance indicated in Table 2.

Table 2

Axleline	Tolerances for axles measured in CoP after run-in Comparison to Td0	Tolerances for axles measured in CoP after run-in Comparison to Td0	Tolerances for axles measured in CoP after run-in Comparison to Td0	Tolerances for axles measured in CoP after run-in Comparison to Td0	Tolerances for axles measured in CoP without run in Comparison to Td0	Tolerances for axles measured in CoP without run in Comparison to Td0	Tolerances for axles measured in CoP without run in Comparison to Td0	Tolerances for axles measured in CoP without run in Comparison to Td0
Axleline	for i	tolerance Td0_input [Nm]	for i	tolerance Td0_input [Nm]	for i	tolerance Td0_input Nm]	for i	tolerance Td0_input [Nm]
SR	≤ 3	10	> 3	9	> 3	16	> 3	15
SRT	≤ 3	11	> 3	10	> 3	18	> 3	16
SP	≤ 6	11	> 6	10	> 6	18	> 6	16
HR	≤ 7	15	> 7	12	> 7	25	> 7	20
HRT	≤ 7	16	> 7	13	> 7	27	> 7	21
i = gear ratio	i = gear ratio	i = gear ratio	i = gear ratio	i = gear ratio	i = gear ratio	i = gear ratio	i = gear ratio	i = gear ratio

Appendix 1

MODEL OF A CERTIFICATE OF A COMPONENT, SEPARATE TECHNICAL UNIT OR SYSTEM

Maximum format: A4 (210 × 297 mm)

CERTIFICATE ON CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF AN AXLE FAMILY

| | |

| --- | --- | | Communication concerning: — granting [^E0043] — extension [^E0043] — refusal [^E0043] — withdrawal [^E0043] | Administration stamp |

Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)

of a certificate on CO2 emission and fuel consumption related properties of an axle family in accordance with Commission Regulation (EU) 2017/2400.

Commission Regulation (EU) 2017/2400 as last amended by …

Certification number:

Hash:

Reason for extension:

SECTION I

• 0.1 Make (trade name of manufacturer):

- 0.2 Type:

• 0.3 Means of identification of type, if marked on the axle

• 0.3.1 Location of the marking:

• 0.4 Name and address of manufacturer:

• 0.5 In the case of components and separate technical units, location and method of affixing of the EC certification mark:

• 0.6 Name(s) and address(es) of assembly plant(s):

• 0.7 Name and address of the manufacturer's representative (if any)

SECTION II

• 1. Additional information (where applicable): see Addendum

• 1. Approval authority responsible for carrying out the tests:

• 1. Date of test report

• 1. Number of test report

- 5. Remarks (if any): see Addendum

- 6. Place

• 1. Date

• 1. Signature

Attachments:

• 1. Information document

- 2. Test report

Appendix 2

Axle information document

Information document no.:	Issue: Date of issue: Date of Amendment:

pursuant to …

Axle type/family (if applicable):

…

• 0.1 Name and address of manufacturer

• 0.2 Make (trade name of manufacturer):

• 0.3 Axle type:

- 0.4 Axle family (if applicable):

- 0.5 Axle type as separate technical unit / Axle family as separate technical unit

• 0.6 Commercial name(s) (if available):

- 0.7 Means of identification of type, if marked on the axle:

• 0.8 In the case of components and separate technical units, location and method of affixing of the certification mark:

• 0.9 Name(s) and address(es) of assembly plant(s):

• 0.10 Name and address of the manufacturer's representative:

PART 1

ESSENTIAL CHARACTERISTICS OF THE (PARENT) AXLE AND THE AXLE TYPES WITHIN AN AXLE FAMILY

	Parent axle	Family member	Family member	Family member
	or axle type	#1	#2	#3

1.0   SPECIFIC AXLE INFORMATION

1.1	Axle line (SR, HR, SP, SRT, HRT)	…		…	…	…
1.2	Axle gear ratio		…		…	…	…
1.3	Axle housing (drawing)
1.4	Gear specifications	…		…	…
1.4.1	Crown wheel diameter; [mm]		…		…
1.4.2	Vertical offset pinion/crown wheel; [mm]	…

• 1.4.3 Pinion angle with respect to horizontal plane; [°]

• 1.4.4 For portal axles only:

Angle between pinion axle and crown wheel axle; [°]

• 1.4.5 Teeth number of pinion

• 1.4.6 Teeth number of crown gear

• 1.4.7 Horizontal offset of pinion; [mm]

• 1.4.8 Horizontal offset of crown wheel; [mm]

• 1.5 Oil volume(s); [cm³]

• 1.6 Oil level(s); [mm]

• 1.7 Oil specification

• 1.8 Bearing type (type, quantity, inner diameter, outer diameter, width and drawing)

• 1.9 Seal type (main diameter, lip quantity); [mm]

- 1.10 Wheel ends (drawing)

• 1.10.1 Bearing type (type, quantity, inner diameter, outer diameter, width and drawing)

- 1.10.2 Seal type (main diameter, lip quantity); [mm]

• 1.10.3 Grease type

• 1.11 Number of planetary / spur gears for differential carrier

• 1.12 Smallest width of planetary/ spur gears for differential carrier; [mm]

- 1.13 Gear ratio of hub reduction

LIST OF ATTACHMENTS

No.:	Description:	Date of issue:
1	…	…
2	…

Appendix 3

Calculation of the standard torque loss

The standard torque losses for axles are shown in Table 1. The standard table values consist of the sum of a generic constant efficiency value covering the load dependent losses and a generic basic drag torque loss to cover the drag losses at low loads.

Tandem axles shall be calculated using a combined efficiency for an axle including drive-thru (SRT, HRT) plus the matching single axle (SR, HR).

Table 1

Generic efficiency and drag loss

Basic function	Generic efficiency η	Drag torque (wheel side) Td0 = T0 + T1 × igear
Single reduction axle (SR)	0,98	T0 = 70 Nm T1 = 20 Nm
Single reduction tandem axle (SRT) / single portal axle (SP)	0,96	T0 = 80 Nm T1 = 20 Nm
Hub reduction axle (HR)	0,97	T0 = 70 Nm T1 = 20 Nm
Hub reduction tandem axle (HRT)	0,95	T0 = 90 Nm T1 = 20 Nm
All other axle technologies	0,90	T0 = 150 Nm T1 = 50 Nm

The basic drag torque (wheel side) Td0 is calculated by

Td0 = T0 + T1 × igear

using the values from Table 1.

The standard torque loss Tloss,std on the input side of the axle is calculated by

Image omitted; see official source

where:

Tloss,std	=	Standard torque loss at the input side [Nm]
---	---	---
Td0	=	Basis drag torque over the complete speed range [Nm]

| | | |

| --- | --- | --- | | igear | = | Axle gear ratio [-] |

| | | |

| --- | --- | --- | | η | = | Generic efficiency for load dependent losses [-] | | | | | | --- | --- | --- | | Tout | = | torque [Nm] |

The corresponding torque (at input side) of the axle shall be calculated by

Image omitted; see official source

where:

Tin	=	Input torque [Nm]

Appendix 4

Family Concept

• 1. The applicant for a certificate shall submit to the approval authority an application for a certificate for an axle family based on the family criteria as indicated in paragraph 3.

An axle family is characterized by design and performance parameters. These shall be common to all axles within the family. The axle manufacturer may decide which axle belongs to an axle family, as long as the family criteria of paragraph 4 are respected. In addition to the parameters listed in paragraph 4, the axle manufacturer may introduce additional criteria allowing the definition of families of more restricted size. These parameters are not necessarily parameters that have an influence on the level of performance. The axle family shall be approved by the approval authority. The manufacturer shall provide to the approval authority the appropriate information relating to the performance of the members of the axle family.

• 1. Special cases

In some cases there may be interaction between parameters. This shall be taken into consideration to ensure that only axles with similar characteristics are included within the same axle family. These cases shall be identified by the manufacturer and notified to the approval authority. It shall then be taken into account as a criterion for creating a new axle family.

In case of parameters, which are not listed in paragraph 3 and which have a strong influence on the level of performance, this parameters shall be identified by the manufacturer on the basis of good engineering practice, and shall be notified to the approval authority.

• 1. Parameters defining an axle family:

3.1   Axle category

• (a) Single reduction axle (SR)

• (b) Hub reduction axle (HR)

• (c) Single portal axle (SP)

• (d) Single reduction tandem axle (SRT)

• (e) Hub reduction tandem axle (HRT)

• (f) Same inner axle housing geometry between differential bearings and horizontal plane of centre of pinion shaft according to drawing specification (Exception for single portal axles (SP)). Geometry changes due to an optional integration of a differential lock are permitted within the same axle family. In case of mirror inverted axle casings of axles, the mirror inverted axles can be combined in the same axle family as the origin axles, under the premise, that the bevel gear sets are adapted to the other running direction (change of spiral direction).

• (g) Crown wheel diameter (+ 1,5 %/– 8 % ref. to the largest drawing diameter)

• (h) Vertical hypoid offset pinion/crown wheel within ± 2 mm

• (i) In case of single portal axles (SP): Pinion angle with respect to horizontal plane within ± 5°

• (j) In case of single portal axles (SP): Angle between pinion axle and crown wheel axle within ± 3,5°

• (k) In case of hub reduction and single portal axles (HR, HRT, FHR, SP): Same number of planetary gear and spur wheels

• (l) Gear ratio of every gear step within an axle in a range of 2, as long as only one gear set is changed

• (m) Oil level within ± 10 mm or oil volume ± 0,5 litre referring to drawing specification and the installation position in the vehicle

- (n) Same oil type viscosity grade (recommended factory fill)

- (o) Type of bearings (inner diameter, outer diameter and width) at corresponding positions (if fitted) within ±1 mm of drawing reference

- (p) Type of sealing

• 1. Choice of the parent axle:

• 4.1 The parent axle within an axle family is determined as the axle with the highest axle ratio. In case of more than two axles having the same axle ratio, the manufacturer shall provide an analysis in order to determine the worst-case axle as parent axle.

• 4.2. The approval authority may conclude that the worst-case torque loss of the family can best be characterized by testing additional axles. In this case, the axle manufacturer shall submit the appropriate information to determine the axle within the family likely to have the highest torque loss level.

• 4.3. If axles within the family incorporate other features which may be considered to affect the torque losses, these features shall also be identified and taken into account in the selection of the parent axle.

Appendix 5

Markings and numbering

In the case of an axle being type approved accordant to this Annex, the axle shall bear:

• 1.1. The manufacturer's name or trade mark

• 1.2 The make and identifying type indication as recorded in the information referred to in paragraph 0.2 and 0.3 of Appendix 2 to this Annex

• 1.3 The certification mark as a rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State which has granted the certificate: 1 for Germany; 2 for France; 3 for Italy; 4 for the Netherlands; 5 for Sweden; 6 for Belgium; 7 for Hungary; 8 for the Czech Republic; 9 for Spain; 11 for the United Kingdom; 12 for Austria; 13 for Luxembourg; 17 for Finland; 18 for Denmark; 19 for Romania; 20 for Poland; 21 for Portugal; 23 for Greece; 24 for Ireland; 25 for Croatia; 26 for Slovenia; 27 for Slovakia; 29 for Estonia; 32 for Latvia; 34 for Bulgaria; 36 for Lithuania; 49 for Cyprus; 50 for Malta

• 1.4 The certification mark shall also include in the vicinity of the rectangle the ‘base certification number’ as specified for Section 4 of the type- approval number set out in Annex IV to Regulation (EU) 2020/683, preceded by the two figures indicating the sequence number assigned to the latest technical amendment to this Regulation and by a character ‘ L ’ indicating that the certificate has been granted for an axle.

For this Regulation, the sequence number shall be 02.

1.4.1   Example and dimensions of the certification mark

Image omitted; see official source

The above certification mark affixed to an axle shows that the type concerned has been approved in Poland (e20), pursuant to this Regulation. The first two digits (02) are indicating the sequence number assigned to the latest technical amendment to this Regulation. The following letter indicates that the certificate was granted for an axle (L). The last five digits (00005) are those allocated by the type-approval authority to the axle as the base certification number.

- 1.5 Upon request of the applicant for a certificate and after prior agreement with the type-approval authority other type sizes than indicated in 1.4.1 may be used. Those other type sizes shall remain clearly legible.

- 1.6 The markings, labels, plates or stickers must be durable for the useful life of the axle and must be clearly legible and indelible. The manufacturer shall ensure that the markings, labels, plates or sticker cannot be removed without destroying or defacing them.

- 1.7 The certification number shall be visible when the axle is installed on the vehicle and shall be affixed to a part necessary for normal operation and not normally requiring replacement during component life.

- 2.1 Certification number for axles shall comprise the following:

eXYYYY/YYYYZZZZ/ZZZZL00000*00

section 1	section 2	section 3	Additional letter to section 3	section 4	section 5
Indication of country issuing the certificate	HDV CO2 determination Regulation ‘2017/2400’	Latest amending Regulation (ZZZZ/ZZZZ)	L = Axle	Base certification number 00000	Extension 00

Appendix 6

Input parameters for the simulation tool

Introduction

This Appendix describes the list of parameters to be provided by the component manufacturer as input to the simulation tool. The applicable XML schema as well as example data are available at the dedicated electronic distribution platform.

Definitions

• (1) ‘Parameter ID’:Unique identifier as used in the simulation tool for a specific input parameter or set of input data

• (2) ‘Type’:

Data type of the parameter

- string … sequence of characters in ISO8859-1 encoding

- token … sequence of characters in ISO8859-1 encoding, no leading/trailing whitespace

• date … date and time in UTC time in the format: YYYY-MM-DDTHH:MM:SSZ with italic letters denoting fixed characters e.g. ‘2002-05-30T09:30:10Z’

- integer … value with an integral data type, no leading zeros, e.g. ‘1800’

- double, X … fractional number with exactly X digits after the decimal sign (‘.’) and no leading zeros e.g. for ‘double, 2’: ‘2345.67’; for ‘double, 4’: ‘45.6780’

• (3) ‘Unit’ …physical unit of the parameter

Set of input parameters

Table 1

Input parameters ‘Axlegear/General’

| Parameter name | Param ID | Type | Unit | Description/Reference |

| --- | --- | --- | --- | --- | | Manufacturer | P215 | token | [-] | | | Model | P216 | token | [-] | | | | | | | | | CertificationNumber | P217 | token | [-] | | | | | | | | | Date | P218 | dateTime | [-] | Date and time when the component-hash is created | | AppVersion | P219 | token | [-] | | | LineType | P253 | string | [-] | Allowed values: ‘Single reduction axle’, ‘Single portal axle’, ‘Hub reduction axle’, ‘Single reduction tandem axle’, ‘Hub reduction tandem axle’ | | Ratio | P150 | double, 3 | [-] | | | CertificationMethod | P256 | string | [-] | Allowed values: ‘Measured’, ‘Standard values’ |

Table 2

Input parameters ‘Axlegear/LossMap’ for each grid point in the loss map

| Parameter name | Param ID | Type | Unit | Description/Reference |

| --- | --- | --- | --- | --- | | InputSpeed | P151 | double, 2 | [1/min] | | | InputTorque | P152 | double, 2 | [Nm] | | | TorqueLoss | P153 | double, 2 | [Nm] | |

ANNEX VIIA

Certification procedure for testing wheel ends

1.1   Introduction

This Annex describes the certification procedure regarding the friction losses of wheel ends for non-driven axle applications. The certification of wheel ends on driven axles is included in the procedure laid down in Annex VII.

Alternatively to the certification of wheel ends, the standard friction losses of wheel ends as set out in point 6 can be applied for the purpose of the determination of vehicle specific CO2 emissions.

1.2   Definitions

For the purposes of this Annex the following definitions shall apply:

• (1) ‘wheel bearing’ means the bearings that are used to support one wheel end in a vehicle.

• (2) ‘wheel end’ means the assembly of components that establish the connection between the wheel and the axle, which includes the wheel bearings, seals and lubricants as well as the wheel hub, if available, and all other components relevant to the rotational friction, and may exclude the brake disc and wheel flange.

• (3) ‘radial load’ means the load applied to the wheel end perpendicular and vertically to the shaft axis.

• (4) ‘axial load’ means the load applied to the wheel end in the direction of the shaft axis considering the dynamic wheel radius.

• (5) ‘load line position’ means the position on the wheel end through which the radial load is applied.

• (6) ‘wheel end manufacturer’ means the legal entity that produces the wheel end.

• (7) ‘wheel end family’ means a manufacturer's grouping of wheel ends which through their design, as set out in point 2.3, have similar design characteristics and CO2 and fuel consumption properties.

• (8) ‘customer’ means the legal entity that sells the vehicle or axle in which the wheel end is installed.

• (9) ‘testing entity’ means the legal entity responsible for testing the wheel end, either the wheel end manufacturer or a third-party.

• (10) ‘seal’ means the part of the wheel bearing designed to prevent the intrusion of particles or liquids in the wheel bearing, or to prevent lubricant leakage.

• (11) ‘clearance’ means the total distance through which one bearing ring can be moved relative to the other in the axial direction.

- (12) ‘preload’ means the negative operating clearance in the wheel bearing.

- (13) ‘inner ring’ means the ring or rings of the wheel bearings with smaller diameter than the outer ring.

• (14) ‘outer ring’ means the ring or rings of the wheel bearings with greater diameter than the inner ring.

• (15) ‘measurement’ means the measurement of friction losses in the wheel end expressed as a friction torque in Nm.

• (16) ‘bearing rated load’ means the maximum design load as defined in the wheel bearing specifications.

- (17) ‘pitch diameter’ means the distance in a wheel bearing between the geometrical centre of two rolling elements when the two rolling elements are diametrically opposed.

• (18) ‘run-in procedure’ means the procedure of conditioning an unused wheel end under load in order to bring it to a state of representative in-use conditions.

2. General requirements

2.1   Wheel end selection

The wheel ends used for the verification of friction loss measurements shall be new.

They shall be the same wheel ends as defined by specifications, as intended for series production, and as will be installed in the customer’s applications.

These specifications include, but are not limited to, the dimensions, the materials, the surfaces’ quality and treatments, the numbers of rollers, the seal, the lubricant’s type, quality, and quantity as well as any other characteristic relevant for the friction of the wheel end.

2.2   Number of wheel ends to test

For the purpose of the CO2 certification of a wheel end family, at least four different wheel ends from the family parent shall be tested according to the procedures described in points 3. and 4. using for each the same speed and load target steps.

2.3   Parameters defining a wheel end family

The following criteria shall be the same to all members of a wheel end family:

• — rolling elements’ quantity;

- — rolling elements’ diameter within ± 0,5mm (when measured perpendicular and at the centre of the long axis);

• — rolling elements’ length within ± 1mm (when measured along the long axis);

• — pitch diameter within ±1mm;

• — number of rows;

• — outer ring contact angle with the rolling elements with ± 1deg;

• — the lubricant type: oil or grease;

• — load-line position (in the case the family parent is not tested at the indicated position in Figure 2).

2.4   Choice of the wheel end family parent

The family parent of a wheel end family shall be the member with the highest friction.

If a family has more than one member, the testing entity shall justify the choice of the family parent based on the component properties.

The bearing rated load for the family shall be the highest bearing rated load of all family members.

For each family member, the testing entity shall provide quantifiable data on:

- — the seals performance (e.g. friction losses);

• — the lubrication (oil or grease) performance (e.g. viscosity);

• — the preload / clearance range (e.g. maximum and minimum).

The approval authority may request the testing entity to provide additional justification, including by means of simulations or calculations, when it considers that the properties listed in the fourth paragraph are sufficient to justify the choice of the family.

2.5   Run-in

The testing entity shall apply a run-in procedure on the wheel ends.

The run-in procedure shall use the same test set up and have the same requirements as for the measurements of friction losses.

2.5.1   Run-in procedure

The run-in procedure shall comprise of four successive phases.

During the first phase, the wheel end shall be run clockwise at a constant speed of 300 rpm with a radial load applied corresponding to 50 % of the bearing rated load for a duration of 60 ±2 minutes.

During the second phase, the wheel end shall be run counterclockwise at a constant speed of 300 rpm with a radial load applied corresponding to 50 % of the bearing rated load for a duration of 60 ±2 minutes.

During the third phase, the wheel end shall be run clockwise at a constant speed of 500 rpm with a radial load applied corresponding to 100 % of the bearing rated load for a duration of 660 ±2 minutes.

During the fourth phase, the wheel end shall be run counterclockwise at a constant speed of 500 rpm with a radial load applied corresponding to 100 % of the bearing rated load for a duration of 660 ±2 minutes.

The run-in procedure shall be documented by the testing entity with regard to run-time, speed, radial load, and bearing temperature, and reported to the approval authority.

2.6   Lubricant

2.6.1   Lubricant requirements

The lubricant type, quality and quantity shall be the same as defined by specifications, as intended for series production, and as will be in customer’s applications.

If the wheel end manufacturer is not delivering lubricant with the wheel bearing, the customer shall provide the necessary information on the lubricant that will be used in the final application to allow accurate testing of the wheel end.

2.6.2   Oil lubricant

If the lubricant is of the oil type, the oil level within the bearing shall be as defined in the axle specifications. In the absence of a specification the maximum geometrically possible oil level of the axle shall be applied.

2.7   Operating clearance/Preload

If the bearing operating clearance/preload can be adjusted, the clearance/preload used for testing the wheel bearing shall be set at the arithmetic mean of the clearance/preload range defined in the specifications, within a tolerance of ±20 μm.

2.8   Seals

The seals used for testing the wheel end shall be the same as defined by the specifications, as intended for series production, and as will be installed in the customer’s applications.

If the wheel end manufacturer is not delivering seals with the wheel end, the customer shall provide the necessary information on the seals that will be used in the final application to allow accurate testing of the wheel end.

3.1   Test conditions

3.1.1   Ambient temperature

The temperature in the test cell shall be maintained at 25 °C ± 10 °C. The ambient temperature shall be measured within a distance of 1 metre to the wheel bearing’s outer ring and documented in the test report. It shall be a target temperature for the testing entity, of which systematic deviations across tests are not allowed.

3.1.2   Wheel bearing temperature

The wheel bearing temperature shall be measured on the bore-side of the inner ring located on the inner-side of the vehicle. During measurements, the wheel bearing temperature shall be kept at a maximum of 60 °C. For that purpose, air cooling may be applied in accordance with section 3.3.5.

3.2   Test set-up

The test set-up shall be as illustrated in Figure 1.

Figure 1

Simplified schematic of the test set-up

Image omitted; see official source

3.2.1   Installation of torque, load, temperature, and speed measuring devices

Torque measuring devices shall be installed in order to measure friction losses in the wheel end, and in such a way that parasitic effects are minimized.

A speed measuring device shall be installed to measure the rotational speed of the wheel end.

A temperature measuring device shall be installed to measure the temperature of the bore-side of the inner ring on the inner-side of the vehicle.

A load measuring device shall be installed to measure the radial load applied on the wheel end.

3.2.2   Test set-up

The test set-up shall consist of an electric machine used to apply a rotational speed to the wheel end, and of a device capable of applying a radial load onto the wheel end.

The wheel end shall be installed such that the outer ring of the wheel bearing is rotating and used for speed input, while the inner ring is not rotating.

Gearings and couplings are allowed between the electric machine and the wheel end, provided that they do not influence the results of the measurements.

3.2.3   Measurement equipment

The calibration laboratory facilities shall comply with the requirements of either IATF 16949, ISO 9000 series or ISO/IEC 17025. All laboratory reference measurement equipment, used for calibration and/or verification, shall be traceable to national (international) standards.

The measurement accuracies set in points 3.2.3.1 to 3.2.3.4 shall concern the complete measurement chain, including sensors and additional sources of inaccuracy. The specified tolerances for uncertainty shall not be used for systematic deviations when measurement instruments are applied with higher accuracy.

3.2.3.1   Friction torque

The uncertainty of the torque measurement for the measurement of the wheel end’s friction torque shall not exceed ± 0,2 Nm.

In the case of a higher uncertainty, the measurements shall be calculated as set out in point 3.4.6.

3.2.3.2   Radial load

The uncertainty of the load measurement for the measurement of radial load applied on the wheel end shall not exceed ± 1 kN.

If the radial load is applied as a mass, this shall be converted by applying the gravitational constant of 9,81 N/kg.

3.2.3.3   Rotational speed

The uncertainty of the rotational speed measurement for the measurement of the wheel end speed shall not exceed ± 2,5 rpm.

3.2.3.4   Temperatures

The uncertainty of the temperature measurement for the measurement of the ambient temperature shall not exceed ± 2 °C.

The uncertainty of the temperature measurement for the measurement of wheel bearing temperature shall not exceed ± 2 °C.

3.2.4   Measurement signals and data recording

The following signals shall be recorded for the purpose of the calculation of the friction torque losses:

• (a) Input rotational speed [rpm]

• (b) Wheel end friction torque [Nm]

• (c) Applied radial load [kN]

• (d) Bearing temperature [°C]

• (e) Ambient temperature [°C]

The following minimum sampling frequencies of the sensors shall be applied:

• (a) Friction torque: 300 Hz

• (b) Rotational speed: 100 Hz

- (c) Temperatures: 10 Hz

• (d) Load: 10 Hz

The raw data of the friction torque shall be filtered by a suitable low-pass filter such as a Butterworth 2^nd order filter with a cut-off frequency of 0,1 Hz. Filtering of the other signals may be applied in agreement with the approval authority. Any aliasing effect shall be avoided.

The raw data shall not be reported.

3.3   Test procedure

To determine the torque loss map for a wheel end, the grid points of the friction torque loss map data shall be measured as specified in point 3.4.

The measurement of a grid point may only be repeated if there is a technical justified reason to do so such as the failure of a measurement sensor. This repetition shall be recorded in the test report. The total testing of one wheel end sample, from initiating the run-in until concluding the last grid point, shall be concluded within a maximum of 55 hours, otherwise the test of the sample will be void.

3.3.1   Radial load range

The friction loss map shall be measured with radial loads corresponding to 25 %, 50 %, and 100 % of the bearing rated load.

The target loads shall be reported by the testing entity together with the actual measured load.

3.3.2   Radial load line position

The radial load shall be applied onto the wheel end at its centre, so that the load line position is at the centre of the wheel bearing within ± 0,5 mm. The centre of the wheel bearing is determined as the middle of the outside positions of the inner WB rings (see Figure 2).

Figure 2

Determination of Load Line Position

Image omitted; see official source

At the request of the manufacturer and with the approval of the approval authority the load line position may be chosen outside the centre of the bearing. In this case the manufacturer has to provide evidence that this load line position corresponds to the application of the wheel end.

3.3.3   Axial load

For the purpose of these the measurements set out under this point, no axial load shall be applied onto the wheel ends.

3.3.4   Rotational speed range

The wheel end shall be tested at 250 and 500 rpm. All rotational speed points shall be measured in a clockwise and counterclockwise direction in accordance with the testing sequence specified in point 3.4.1. The results may be reported as the average measured values of the clockwise and counterclockwise direction.

3.3.5   Cooling and heating

The wheel end may be air cooled by a fan using ambient air at ambient temperature as defined in point 3.1.1. Other external cooling or heating shall not be allowed. In the case that air cooling is used, the same cooling condition shall be applied for all tested wheel ends at all grid points.

3.4   Measurement of friction torque loss maps

3.4.1   Testing sequence

The testing sequence to be applied depends on the measurement configuration of the test set-up.

In the case that the measurement configuration is such that the radial load and the friction torque are both determined individually by dedicated torque measurement device, the wheel end testing shall follow Testing sequence A as described in point 3.4.1.1.

In the case that the measurement configuration is such that the radial load and the friction torque are determined simultaneously by the same torque measurement device, the wheel end testing shall follow Testing sequence B as described in point 3.4.1.2.

If, based upon the functional descriptions referred to in the second and third paragraphs, the testing entity cannot judge which test sequence shall be used, Testing sequence A shall be applied.

3.4.1.1   Testing sequence A

The friction measurements of the grid points shall start at the highest radial load downwards to the lowest radial load, while at each load step first the highest and then the lowest rotational speed shall be tested. Once the grid point at the lowest load and lowest rotational speed has been measured, the rotational direction on the wheel end is reversed and the previously described sequence is repeated.

The testing sequence is shown schematically in Figure 3.

Figure 3

Testing sequence scheme A

Image omitted; see official source

3.4.1.2   Testing sequence B

The friction measurements of the grid points shall start at the highest radial load and the highest rotational speed. Then the rotational direction is reversed and then the same load/speed point is measured. While keeping the same load, the rotational direction is again reversed and the friction is measured at the lower rotational speed. This load/speed point is also measured in both rotational directions. The previously described sequence is repeated for the 50 % and 25 % radial load settings.

The testing sequence is shown schematically in Figure 4.

Figure 4

Testing sequence scheme B

Image omitted; see official source

3.4.2   Stabilisation and measurement duration

For each grid point the testing entity shall allow for a stabilisation period of 117±2 minutes before starting the measurement. In addition, the following stabilisation periods shall be applied:

• — For Testing sequence A: Before the first grid point and before the seventh grid point (after the rotational direction has been reversed) the stabilisation period shall be extended by an additional 60±2 minutes. The stabilisation times are indicated in Figure 3.

- — For Testing sequence B:

Before the first grid point the stabilisation period shall be extended by an additional 60±2 minutes. Before the fifth and the nineth grid point the stabilisation period shall be extended by an additional 30±2 minutes. The stabilisation times are indicated in Figure 4.

The friction for each single grid point shall be measured during the last 180 seconds of the corresponding constant speed phase. In the case that the stabilisation criterion as described in section 3.4.3 is not fulfilled during the last 180 seconds of the grid point, the measurement may be taken from the first earlier uninterrupted segment of 180 seconds where the stabilisation criterion was fulfilled.

In the case that the test set-up is equipped with a support of the wheel end by means of a support bearing, which is required to be rotated in both directions during the measurement of each grid point, the friction shall be measured during the last 180 seconds of the clockwise rotation of the support bearing and during the last 180 seconds of the counterclockwise rotation of the support bearing.

3.4.3   Stabilisation criterion

The stabilisation criterion shall be met when the standard deviation of friction torque during measurement does not exceed 15 % of the mean value or 0,4 Nm, whichever value is the highest.

3.4.4   Averaging of grid points

For every individual sample, all recorded values for each grid point shall be averaged to an arithmetic mean over the measurement duration. Next, these arithmetic mean values of the same grid point shall be averaged over all samples to one arithmetic mean value per grid point.

3.4.5   Measurement validation

For each grid point:

• — The wheel end speed value before averaging shall not deviate from the set value by more than ± 5 rpm;

• — The radial load value before averaging shall not deviate from the set value by more than ± 2 kN;

• — No systematic deviation from the set values is allowed.

If the above specified criteria are not met, the measurement of the respective grid point is void. In this case, the measurement for the entire affected speed and load step shall be repeated, and the reason for voiding the grid point shall be recorded in the test report. After passing the repeated measurement, the data shall be consolidated.

3.4.6   Assessment of total uncertainty of the torque loss

In the case that the uncertainties on the measured friction torque are below the limit set in point 3.2.3.1, the reported friction torque loss shall be regarded as equal to the measured friction torque losses.

In the case of higher uncertainties, the part of the uncertainty exceeding the limit shall be added to the measured friction torque losses.

The final wheel end friction torque loss at a given speed and load shall thus be calculated as follows:

Image omitted; see official source

Where:

- — Treported is the calculated friction torque loss at a given speed and load reported for the CO2 certification of wheel ends [Nm];

• — Tmeasured is the measured friction torque loss according to section 3.4.4 at a given speed and load [Nm];

- — Ut is the absolute value of the torque uncertainty (>0), expressed in Nm;

• — Ulimit is 0,2 Nm.

3.5   Calculation of the friction value for certification

For the calculation of the final friction value for the wheel end, the grid points of the reported torque loss map shall first be averaged for all the wheel end samples in accordance with section 0, corrected in accordance with section 3.4.6, if applicable, and then weighted according to Table 1 for non-driven axle wheel end applications.

Table 1

Weighting factors for non-driven axle applications

	250 rpm	500 rpm
25 % load	0,4  %	2,4  %
50 % load	7,9  %	35,3  %
100 % load	9,5  %	44,5  %

3.6   Declaration of the certified friction value

The wheel end manufacturer may declare the weighted average friction as calculated in section 3.5 as the certified value for the wheel end family. Alternatively, the wheel end manufacturer has the option to declare any higher friction value. The declared friction value shall be rounded to 1 place to the right of the decimal point.

Every wheel end certified in accordance with this Annex shall be so manufactured as to conform, with regard to the description as given in the certification form and its annexes, to the approved type. The conformity of the certified CO2 emissions and fuel consumption related properties procedures shall comply with those set out in Article 31 of Regulation (EU) 2018/858.

Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificate set out in Appendix 1 and the specific conditions laid down in this point.

The wheel end manufacturer shall test, at least every second year from the date of the family parent’s certification, the number of wheel end families shown in Table 2. The number of wheel end families to be tested depends on the production volumes of the year previous to the year when the conformity of production testing is due.

At least two wheel ends of the same family member shall be tested.

Table 2

Sample size for conformity testing

| Production number | Number of wheel end families to be tested |

| --- | --- | | 0 – 100 000 | 2 | | 100 001 – 150 000 | 3 | | 150 001 – 250 000 | 4 | | 250 001 and more | 5 |

For conformity of the certified CO2 emissions and fuel consumption related properties testing, the wheel end manufacturer shall apply the same procedure as described in point 3, including the run-in procedure and validation criteria.

5.1   Conformity of the certified CO2 emissions and fuel consumption related properties test assessment

A conformity of the certified CO2 emissions and fuel consumption related properties test is passed when the weighted average friction value from the conformity testing is lower or equal to the declared friction value for wheel end family, with an allowed tolerance margin of +10 %.

If the production conformity testing is not passed, three additional wheel ends shall be tested using the same procedure. The recorded values of all tested ends, including the three additional wheel ends, shall be averaged for each grid point to an arithmetic mean. If the conformity of production test is again not passed, the provisions set out in Article 23 shall apply.

If a family member proves to have higher friction than the family parent, the family member shall be reclassified into another wheel end family, and require a new certification.

The standard friction loss for non-driven axle applications shall be 4,8 Nm.

Appendix 1

MODEL OF A CERTIFICATE OF A COMPONENT, SEPARATE TECHNICAL UNIT OR SYSTEM

Maximum format: A4 (210 × 297 mm)

CERTIFICATE ON CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF A WHEEL END FAMILY

Communication concerning: — granting1 — extension — refusal1 — withdrawal1	Administration stamp

of a certificate on CO2 emission and fuel consumption related properties of a wheel end family in accordance with Commission Regulation (EU) 2017/2400. Commission Regulation (EU) 2017/2400 as last amended by …

Certification number:

Hash:

Reason for extension:

- ¹

Delete where not applicable

SECTION I

• 1. Make (trade name of manufacturer):

• 1. Type:

• 1. Name and address of manufacturer:

• 1. Name(s) and address(es) of assembly plant(s):

• 1. Name and address of the manufacturer's representative (if any)

SECTION II

• 1. Additional information (where applicable): see Addendum

• 1. Approval authority responsible for carrying out the tests:

• 1. Date of test report

• 1. Number of test report

- 5. Remarks (if any): see Addendum

- 6. Place

• 1. Date

• 1. Signature

Attachments:

- 1. Information document

• 1. Test report

Appendix 2

WHEEL END INFORMATION DOCUMENT

Information document No: …	Issue: … Date of issue: … Date of Amendment: …

pursuant to …

Wheel end type and family (if applicable): …

GENERAL

• 1. Name and address of manufacturer:

- 2. Make (trade name of manufacturer):

- 3. Wheel end type:

• 1. Axle type:

- 5. Wheel end family (if applicable):

• 1. Commercial name(s) (if available):

- 7. Name(s) and address(es) of assembly plant(s):

- 8. Name and address of the manufacturer's representative:

PART 1

Essential characteristics of the (parent) wheel end and the wheel end types within a wheel end family

| Specific wheel end characteristics | Parent wheel end | Family member | Family member | Family member |

| --- | --- | --- | --- | --- | | Specific wheel end characteristics | Parent wheel end | #1 | #2 | #3 | | Rolling elements’ quantity | … | … | … | … | | Rolling elements’ diameter | … | … | … | … | | Rolling elements’ length | … | … | … | … | | Pitch diameter | … | … | … | … | | Number of rows | … | … | … | … | | Outer ring contact angle with the rolling elements | … | … | … | … | | Lubricant type | … | … | … | … | | Load-line position | … | … | … | … | | Rated load | … | … | … | … |

LIST OF ATTACHMENTS

No	Description	Date of issue
1	Seal performance	…
2	Lubrication performance	…
3	Preload or clearance range	…
4	List of part numbers for wheel end components	…

ANNEX VIII

VERIFYING AIR DRAG DATA

This Annex sets out the test procedures for the determination of air drag data.

For the purposes of this Annex the following definitions shall apply:

• (1) ‘Active aero device’ means measures which are activated by a control unit to reduce the air drag of the total vehicle.

• (2) ‘Aero accessories’ mean optional devices which have the purpose to influence the air flow around the total vehicle.

• (3) ‘A-pillar’ means the connection by a supporting structure between the cabin roof and the front bulkhead.

• (4) ‘Body in white geometry’ means the supporting structure incl. the windshield of the cabin.

• (5) ‘B-pillar’ means the connection by a supporting structure between the cabin floor and the cabin roof in the middle of the cabin.

• (6) ‘Cab bottom’ means the supporting structure of the cabin floor.

• (7) ‘Cabin over frame’ means distance from frame to cabin reference point in vertical Z. Distance is measured from top of horizontal frame to cabin reference point in vertical Z.

• (8) ‘Cabin reference point’ means the reference point (X/Y/Z = 0/0/0) from the CAD coordinate system of the cabin or a clearly defined point of the cabin package e.g. heel point.

• (9) ‘Cabin width’ means the horizontal distance of the left and right B-pillar of the cabin.

• (10) ‘Constant speed test’ means measurement procedure to be carried out on a test track in order to determine the air drag.

• (11) ‘Dataset’ means the data recorded during a single passing of a measurement section.

- (12) ‘EMS’ means the European Modular System (EMS) in accordance with Council Directive 96/53/EC.

• (13) ‘Frame height’ means distance of wheel center to top of horizontal frame in Z.

• (14) ‘Heel point’ means the point which is representing the heel of shoe location on the depressed floor covering, when the bottom of shoe is in contact with the undepressed accelerator pedal and the ankle angle is at 87°. (ISO 20176:2011)

• (15) ‘Measurement area(s)’ means designated part(s) of the test track consisting of at least one measurement section and a preceded stabilisation section.

• (16) ‘Measurement section’ means a designated part of the test track which is relevant for data recording and data evaluation.

- (17) ‘Roof height’ means distance in vertical Z from cabin reference point to highest point of roof w/o sunroof

• (18) ‘CFD’ means computational fluid dynamic simulation.

• 3.0.1. The constant speed test procedure as set out in points 3.1 to 3.7 shall be applied to determine the air drag characteristics. During the constant speed test, the main measurement signals driving torque, vehicle speed, air flow velocity and yaw angle shall be measured at two different constant vehicle speeds (low and high speed) under defined conditions on a test track. The measurement data recorded during the constant speed test shall be processed in accordance with point 3.8 and entered into the air drag pre-processing tool in accordance with point 3.9 which determines product of drag coefficient by cross sectional area for zero crosswind conditions Cd·Acr (0). The criteria that shall be met during the constant speed test procedure to obtain valid results are described in point 3.10.

• 3.0.2. Air drag characteristics may also be determined by combining the Cd·Acr (0) from a constant speed test with an incremental difference ΔCd·Acr(0) CFD obtained by means of CFD. For this purpose, the following requirements shall be met:
• (a) the applied CFD method shall be approved in accordance with Appendix 10. For all subsequent applications of the approved CFD method, the boundary conditions set out in point 1., subpoint i,. of subpoint (c) of Appendix 10 shall be complied with;
• (b) the application shall only be carried out for vehicles in which the vehicle configuration tested with a constant speed test and the vehicle configuration as analysed using CFD are permitted to be within the same air drag family as set out in point 4 of Appendix 5 for medium and heavy lorries and point 6 of Appendix 5 for heavy buses. The special cases as set out in point 2 of Appendix 5 shall also be taken into account;
• (c) the application of CFD shall be limited to positive values of ΔCd·Acr(0) CFD;
• (d) a Cd·Acr (0) value generated using CFD shall not be higher than the highest value certified with the method set out in point 3.0.1 for a vehicle meeting the same family criteria as set out in point 4.1 of Appendix 5 for medium and heavy lorries and point 6.1 of Appendix 5 for heavy buses.

• 3.0.3. The applicant for a certificate shall declare a value Cd·Adeclared in a range from equal up to a maximum of + 0,2 m² higher than the air drag characteristics determined in accordance with points 3.0.1 and 3.0.2, if applicable. This tolerance shall take into account uncertainties in the selection of the parent vehicles as the worst case for all testable members of the family. The value Cd·Adeclared shall be the reference value for conformity of the certified CO2 emissions and fuel consumption related properties testing. Several declared values Cd·Adeclared can be created based on a single measured Cd·Acr (0) as long as the family provisions in accordance with point 4.1 of Appendix 5 for medium and heavy lorries and with point 6.1 of Appendix 5 for heavy buses are fulfilled.