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. )

Appendix 1

Main evaluation steps and equations as performed by the simulation tool in a verification testing procedure simulation

This Appendix describes the main evaluation steps and underlying basic equations that are applied by the simulation tool in a verification testing procedure simulation.

PART A: Determination of the CVTP factor

For the determination of the CVTP factor as described in point 7.2.2, the calculation procedures as set out below are applied:

• 1. Calculation of wheel power The torque data as read from the processed measurement data in accordance with Table 4 is corrected for the torque meter drift as follows: Image omitted; see official source where: i = index standing for left and right wheel of the driven axle Tcorr = drift corrected torque signal [Nm] T = torque signal before drift correction [Nm] Tdrift = torque meter drift as recorded during drift check at the end of the verification test [Nm] t = time node [s] tstart = first time stamp in the processed measurement data in accordance with Table 4 [s] tend = last time stamp in the processed measurement data in accordance with Table 4 [s] The wheel power is calculated from the corrected wheel torque and rotational wheel speed as follows: Image omitted; see official source where: i = index standing for left and right wheel of the driven axle t = time node [s] Pwheel = wheel power [kW] nwheel = rotational wheel speed [rpm] Tcorr = drift corrected torque signal [Nm] The total wheel power is then calculated as the sum of the wheel power from left and right wheel: Image omitted; see official source

• 1. Determination of the measured brake specific fuel consumption (FCm-c) The result for ‘brake specific fuel consumption measured and corrected for a run-in phase’ (BSFCm-c) as applied for in 7.2.2 is calculated by the simulation tool as described below. In a first step the raw value for measured brake specific fuel consumption for the verification test BSFCm is calculated as follows: Image omitted; see official source where: BSFCm = raw value for measured brake specific fuel consumption in the verification test [g/kWh] FCm (t) = instantaneous fuel mass flow measured during the verification test [g/s] Δt = time increment duration = 0,5 [s] Wwheel,pos,m = positive wheel work measured in the verification test [kWh] Image omitted; see official source In a second step BSFCm is corrected for the net calorific value (NCV) of the fuel used in the verification test resulting in BSFCm,corr: Image omitted; see official source where: BSFCm,corr = value for measured brake specific fuel consumption in the verification test corrected and for NCV influence [g/kWh] NCVmeas = NCV of the fuel used in the verification test determined in accordance with point 3.2 of Annex V [MJ/kg] NCVstd = standard NCV in accordance with Table 5 in point 5.4.3.1 of Annex V [MJ/kg] This correction is applied for all fuel types, i.e. also for Diesel CI engines (see footnote 2 in Table 4a). In a third step the correction for a run-in phase is applied: Image omitted; see official source where: BSFCm-c = brake specific fuel consumption measured and corrected for a run-in phase ef = evolution coefficient of 0,98 mileage = run-in distance [km] For dual-fuel vehicles all three evaluation steps are performed separately for both fuels.

• 1. Determination of the brake specific fuel consumption simulated by the simulation tool (BSFCsim) In the verification test mode of the simulation tool the measured wheel power is applied as input to the backward simulation algorithm. The gears engaged during the verification test are determined by calculating the engine speeds per gear at the measured vehicle speed and selecting the gear that provides the engine speed closest to the measured engine speed. For APT transmissions during phases with active torque converter, the actual gear signal from the measurement is used. The loss models for axle gear, angle drive, retarders, transmissions and PTOs are applied in a similar way as in the declaration mode of the simulation tool. For power demand of auxiliary units concerning steering pump, pneumatic system, electric system and HVAC system the generic values as implemented per technology in the simulation tool are applied. For heavy buses the recorded signal of the pneumatic system compressor status is also taken into account. For calculation of the power demand of the engine cooling fan the following formulas are applied: Case (a) non-electrically driven engine cooling fans: Image omitted; see official source where: Pfan = power demand engine cooling fan [kW] t = time node [s] nfan = measured rotational speed of the fan [rpm] Dfan = diameter of the fan [mm] C1 = 7,32 kW C2 = 1 200 rpm C3 = 810 mm C4 = for heavy buses, the factor set out in Table 6, for other vehicle categories it is equal to 1 Table 6 C4 factors for calculation of engine cooling fan power demand for heavy buses Fan drive cluster Fan control C4 Crankshaft mounted Electronically controlled visco clutch 1,05 Bimetalic controlled visco clutch 1,05 Discrete step clutch coupling, 2 stages (0 % / stage 1 / stage 2) 1,05 Discrete step clutch coupling, 3 stages (0 % /stage 1/ stage 2 / stage 3) 1,05 On/off clutch 1,05 Belt driven or via transmission Electronically controlled visco clutch 1,11 Bimetalic controlled visco clutch 1,11 Discrete step clutch coupling, 2 stages (0 % / stage 1 / stage 2) 1,11 Discrete step clutch coupling, 3 stages (0 % /stage 1/ stage 2 / stage 3) 1,11 On/off clutch 1,11 Hydraulically driven Variable displacement pump 1,75 Constant displacement pump 2,25 Case (b) electrically driven engine cooling fans: Pfan(t) = Pel(t) . 1,43 Pfan = power demand engine cooling fan [kW] t = time node [s] Pel = electrical power at the terminals of the engine cooling fan(s) as measured in accordance with point 5.6.1. In the case of vehicles with engine stop-start events during the verification test, similar corrections for auxiliary power demand and energy to re-start the engine as applied in the declaration mode of the simulation tool are applied. The simulation of the engines instantaneous fuel consumption FCsim(t) is performed for each 0,5 second time interval as follows:
• — Interpolation from the engine fuel map using measured engine speed and resulting engine torque from the backward calculation including engines rotational inertia calculated from measured engine speed;
• — The engine torque demand as determined above is limited to the certified engine full-load capabilities. For those time intervals the wheel power in the backward simulation is reduced accordingly. In the calculation of BSFCsim as set out below this simulated wheel power trace (Pwheel,sim(t)) is taken into consideration.
• — A WHTC correction factor is applied corresponding to the allocation of urban, rural and motorway based on the definitions as given in point 2(8) to 2(10) and the measured vehicle speed. The brake specific fuel consumption calculated by the simulation tool BSFCm-c as applied in 7.2.2 for calculation of the CVTP factor is calculated as follows: Image omitted; see official source where: BSFCsim = brake specific fuel consumption determined by the simulation tool for the verification test [g/kWh] t = time node [s] FCsim = engines instantaneous fuel consumption [g/s] Δt = time increment duration = 0,5 [s] FCESS,corr = correction of fuel consumption regarding auxiliary power demand resulting from engine stop start (ESS) as applied in the declaration mode of the simulation tool [g] Wwheel,pos,sim = positive wheel work determined by the simulation tool for the verification test [kWh] Image omitted; see official source fs = Simulation rate = 2 [Hz] Pwheel,sim = Simulated wheel power for the verification test [kW] In the case of dual-fuel engines, BSFCsim is determined for both fuels separately.

PART B: Determination of the brake specific pollutant emissions

The engine power is calculated from the measured signals for engine speed and engine torque as follows:

Image omitted; see official source

where:

Peng,m	=	measured engine power in the verification test[kW]
---	---	---
t	=	time node [s]
---	---	---
neng	=	measured rotational engine speed [rpm]
---	---	---
Teng	=	measured engine torque [Nm]

The positive engine work measured in the verification test is calculated as follows:

Image omitted; see official source

Weng,pos,m	=	positive engine work measured in the verification test [kWh]
---	---	---
fs	=	sampling rate = 2 [Hz]
---	---	---
tstart	=	first time stamp in the processed measurement data in accordance with Table 4 [s]
---	---	---
tend	=	last time stamp in the processed measurement data in accordance with Table 4 [s]

The brake specific pollutant emissions measured in the verification test BSEM are calculated as follows:

Image omitted; see official source

where:

BSEM	=	brake specific pollutant emissions measured in the verification test [g/kWh]

| | | |

| --- | --- | --- | | EM | = | instantaneous pollutant emission mass flow measured during the verification test [g/s] |

• (*)Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the Community the maximum authorized dimensions in national and international traffic and the maximum authorized weights in international traffic (OJ L 235, 17.9.96, p. 59).

• (**)Only if this component needs to be measured in accordance with point 1 of Appendix 1 to Annex II to Regulation (EU) 582/2011.

• (***)For positive ignition engines.

ANNEX Xb

CERTIFICATION OF ELECTRIC POWERTRAIN COMPONENTS

The component test procedures described in this Annex shall produce input data relating to electric machine systems, IEPC, IHPC Type 1, battery systems and capacitor systems for the simulation tool.

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

• (1) ‘battery control unit’ or ‘BCU’ means an electronic device that controls, manages, detects or calculates electric and thermal functions of the battery system and that provides communication between the battery system or battery pack or part of a battery pack and other vehicle controllers.

• (2) ‘battery pack’ means a REESS (rechargeable electric energy storage system) that includes secondary cells or secondary cell assemblies, which are normally connected with cell electronics, power supply circuits and overcurrent shut-off device, including electrical interconnections and interfaces for external systems (examples of external systems are systems intended for thermal conditioning, high voltage and low voltage auxiliary and communication).

• (3) ‘battery system’ means a REESS that consists of secondary cell assemblies or battery pack(s) as well as electrical circuits, electronics, interfaces for external systems (e.g. thermal conditioning system), BCUs and contactors.

• (4) ‘representative battery subsystem’ means a subsystem of a battery system that consists of either secondary cell assemblies or battery pack(s) in serial and/or parallel configuration with electrical circuits, thermal conditioning system interfaces, control units and cell electronics.

• (5) ‘cell’ means a basic functional unit of a battery, consisting of an assembly of electrodes, electrolyte, container, terminals and usually separators, that is a source of electric energy obtained by direct conversion of chemical energy.

• (6) ‘cell electronics’ means an electronic device that collects and possibly monitors thermal or electric data of cells or cell assemblies or capacitors or capacitor assemblies and contains electronics for balancing between cells or capacitors, if necessary.

• (7) ‘secondary cell’ means a cell which is designed to be electrically recharged by way of a reversible chemical reaction.

• (8) ‘capacitor’ means a device for storage of electrical energy achieved by the effects of electrostatic double-layer capacitance and electrochemical pseudo capacitance in an electrochemical cell.

• (9) ‘capacitor cell’ means a basic functional unit of a capacitor, consisting of an assembly of electrodes, electrolyte, container, terminals and usually separators.

• (10) ‘capacitor control unit’ or ‘CCU’ means an electronic device that controls, manages, detects or calculates electric and thermal functions of the capacitor system and that provides communication between the capacitor system or capacitor pack or part of a capacitor pack and other vehicle controllers.

• (11) ‘capacitor pack’ means a REESS that includes capacitor cells or capacitor assemblies normally connected with capacitor cell electronics, power supply circuits and overcurrent shut-off device, including electrical interconnections, interfaces for external systems and CCU. Examples of external systems are thermal conditioning, high voltage and low voltage auxiliary and communication.

• (12) ‘capacitor system’ means a REESS that includes capacitor cells or capacitor assemblies or capacitor pack(s) as well as electrical circuits, electronics, interfaces for external systems (e.g. thermal conditioning system), CCU and contactors.

• (13) ‘representative capacitor subsystem’ means a subsystem of a capacitor system that consists of either capacitor assemblies or capacitor pack(s) in serial and/or parallel configuration with electrical circuits, thermal conditioning system interfaces, control units and capacitor cell electronics.

• (14) ‘nC’ means the current rate equal to n times the one hour discharge capacity expressed in ampere (i.e. current that takes 1/n hours to fully charge or discharge the tested device based on the rated capacity).

• (15) ‘continuously variable transmission’ or ‘CVT’ means an automatic transmission that can change seamlessly through a continuous range of gear ratios.

• (16) ‘differential’ means a device that splits a torque into two branches, e.g., for left- and right-hand side wheels, while allowing these branches to rotate at unequal speeds. The torque-splitting function can be biased or deactivated by a differential brake- or differential lock device (if applicable).

• (17) ‘differential gear ratio’ means the ratio of differential input speed (towards the primary propulsion energy converter) over differential output speed (towards driven wheels) with both differential output shafts running at the same speed.

• (18) ‘drivetrain’ means the connected elements of the powertrain for transmission of the mechanical energy between the propulsion energy converter(s) and the wheels.

• (19) ‘electric machine’ (EM) means an energy converter transforming between electrical and mechanical energy.

• (20) ‘electric machine system’ means a combination of electric powertrain components as installed in the vehicle comprising of an electric machine, inverter and electronic control unit(s), including connections and interfaces for external systems

• (21) ‘electric machine type’ is either (a) an asynchronous machine (ASM), (b) an excited synchronous machine (ESM), (c) a permanent magnet synchronous machine (PSM), or (d) a reluctance machine (RM).

• (22) ‘ASM’ means an asynchronous electric machine type in which the electric current in the rotor needed to produce torque is obtained by electromagnetic induction from the magnetic field of the stator winding.

• (23) ‘ESM’ means an excited synchronous electric machine type which contains multiphase AC electromagnets on the stator that create a magnetic field which rotates in time with the oscillations of the line current. It requires direct current supplied to the rotor for excitation.

• (24) ‘PSM’ means a permanent magnet sychronous electric machine type which contains multiphase AC electromagnets on the stator that create a magnetic field which rotates in time with the oscillations of the line current. Permanent magnets embedded in the steel rotor create a constant magnetic field.

• (25) ‘RM’ means a reluctance electric machine type which contains multiphase AC electromagnets on the stator that create a magnetic field which rotates in time with the oscillations of the line current. It induces non-permanent magnetic poles on the ferromagnetic rotor which does not have any windings. It generates torque through magnetic reluctance.

• (26) ‘housing’ means an integrated and structural part of the component, enclosing the internal units and providing protection against direct contact from any direction of access.

• (27) ‘energy converter’ means a system where the form of energy output is different from the form of energy input.

• (28) ‘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.

• (29) ‘category of propulsion energy converter’ means (i) an internal combustion engine, (ii) an electric machine, or (iii) a fuel cell.

• (30) ‘energy storage system’ means a system which stores energy and releases it in the same form as the input energy.

• (31) ‘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.

• (32) ‘category of propulsion energy storage system’ means (i) a fuel storage system, (ii) a rechargeable electric energy storage system (REESS), or (iii) a rechargeable mechanical energy storage system.

• (33) ‘form of energy’ means (i) electrical energy, (ii) mechanical energy, or (iii) chemical energy (including fuels).

• (34) ‘fuel storage system’ means a propulsion energy storage system that stores chemical energy as liquid or gaseous fuel.

• (35) ‘gearbox’ means a device changing torque and speed with defined fixed ratios for each gear which may include the functionality of shiftable gears as well

• (36) ‘gear number’ means an identifier for the different shiftable gears for forward direction in a transmission with specific gear ratios; the shiftable gear with the highest gear ratio gets assigned the number 1; the identifying number is increased by the increment of 1 for each gear in descending order of gear ratios.

• (37) ‘gear ratio’ means the forward gear ratio of the speed of the input shaft (towards the primary propulsion energy converter) to the speed of the output shaft (towards driven wheels) without slip.

• (38) ‘high-energy battery system’ or ‘HEBS’ means a battery system or representative battery subsystem, for which the numerical ratio between maximum discharge current in A, declared by the component manufacturer at a SOC of 50 % in accordance with point 5.4.2.3.2, and the nominal electric charge output in Ah at a 1C discharge rate at RT is lower than 10.

• (39) ‘high-power battery system’ or ‘HPBS’ means a battery system or representative battery subsystem, for which the numerical ratio between maximum discharge current in A, declared by the component manufacturer at a SOC of 50 % in accordance with point 5.4.2.3.2, and the nominal electric charge output in Ah at a 1C discharge rate at RT is equal to or higher than 10.

• (40) ‘integrated electric powertrain component’ or ‘IEPC’ means a combined system of an electric machine system together with the functionality of either a single- or multi-speed gearbox or a differential or both, characterised by at least one of the following features:
• — shared housing of at least two components
• — shared lubrication circuit of at least two components
• — shared cooling circuit of at least two components
• — shared electric connection of at least two components Additionally, an IEPC shall comply with the following criteria:
• — It shall have only output shaft(s) towards the driven wheels of the vehicle and shall have no input shaft(s) for feeding propulsion torque into the system.
• — In the case of more than one electric machine system being part of the IEPC, all electric machines shall be connected to a single DC power source for all test runs performed in accordance with this Annex.
• — In the case of the functionality of a multi-speed gearbox being included, there shall be only discrete gear steps.

• (41) ‘IEPC design type wheel motor’ means an IEPC with either one output shaft or two output shafts connected directly to the wheel hub(s) and where two configurations shall be distinguished for the purpose of this Annex:
• — Configuration ‘L’: In the case of one output shaft, the same component 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 longitudinal direction).
• — Configuration ‘T’: In the case of two output shafts, only a single component is installed with one output shaft connected to the left and the other output shaft connected to the right side of the vehicle at the same wheel position in longitudinal direction.

• (42) ‘integrated hybrid electric vehicle powertrain component type 1’ or ‘IHPC Type 1’ means a combined system of multiple electric machine systems together with the functionality of a multi-speed gearbox characterised by a shared housing of all components and at least one of the following features:
• — shared lubrication circuit of at least two components
• — shared cooling circuit of at least two components
• — shared electric connection of at least two components Additionally, an IHPC Type 1 shall comply with the following criteria:
• — It shall have only one input shaft for feeding propulsion torque into the system and only one output shaft towards the driven wheels of the vehicle.
• — Only discrete gear steps shall be used for all test runs performed in accordance with this Annex.
• — It shall enable operation of the powertrain as parallel hybrid (at least in one specific mode used for all test runs performed in accordance with this Annex).
• — It shall be able to be tested in the transmission test in accordance with Annex VI with the electric power supply disconnected in accordance with subpoint (b) of point 4.4.1.2.
• — All electric machines shall be connected to a single DC power source for all test runs performed in accordance with this Annex.
• — The gearbox part within the IHPC Type 1 shall not be operated as CVT for all test runs performed in accordance with this Annex.
• — A hydrodynamic torque converter shall not be part of the IHPC Type 1.

• (43) ‘internal combustion engine’ or ‘ICE’ means an energy converter with intermittent or continuous oxidation of combustible fuel transforming between chemical and mechanical energy.

• (44) ‘inverter’ means an electric energy converter that changes direct electric current to single-phase or polyphase alternating electric currents

• (45) ‘peripheral device’ means any energy consuming, converting, storing or supplying devices, where the energy is not directly or indirectly used for the purpose of vehicle propulsion but which are essential to the operation of the powertrain and are therefore considered to be part of the powertrain.

• (46) ‘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.

• (47) ‘rated capacity’ means the total number of ampere-hours that can be withdrawn from a fully charged battery determined in accordance with point 5.4.1.3

• (48) ‘rated speed’ means the highest rotational speed of the electric machine system where the overall maximum torque occurs

• (49) ‘room temperature’ or ‘RT’ means that the ambient air inside the test cell shall have a temperature of (25 ± 10) °C

• (50) ‘state of charge’ or ‘SOC’ means the available electrical charge stored in a battery system expressed as a percentage of its rated capacity in accordance with 5.4.1.3 (where 0 % represents empty and 100 % represents full)

• (51) ‘unit under test’ or ‘UUT’ means the electric machine system, IEPC or IHPC Type 1 to be actually tested

• (52) ‘battery UUT’ means the battery system or representative battery subsystem to be actually tested

• (53) ‘capacitor UUT’ means the capacitor system or representative capacitor subsystem to be actually tested.

• (54) ‘FCS UUT’ means the fuel cell system (‘FCS’) or representative fuel cell (‘FC’) subsystem to be actually tested.

• (55) ‘balance of plant’ or ‘BoP’ means the assembly of all the supporting components and auxiliary systems of an FCS needed to deliver the energy, other than the generating unit itself. These may include transformers, inverters, supporting structures etc., depending on the type of plant.

• (56) ‘BoP-component’ or ‘BoPC’ means a component that belongs to a BoP.

• (57) ‘air processing sub-system’ or ‘APS’ means an assembly of components that delivers air (oxygen containing media) for reaction in the FCS. The APS can provide air as required to (a) the fuel processing sub-system; (b) thermal management sub-system (TMS); and (c) fuel cell stack-sub-system (FCSS). The APS may include filtration, purification, compression, humidification as well as flow control components.

• (58) ‘fuel processing sub-system’ or ‘FPS’ means the assembly of components that chemically or physically converts the supplied fuel to a form suitable for use in the fuel cell stack sub-system. The fuel processing sub-system may include pressure regulation, humidification, and mixing components. The fuel processing sub-system also may be referred to as the fuel processor subsystem or the fuel processor.

• (59) ‘thermal management sub-system’ or ‘TMS’ means the assembly of components that provides both thermal and water management for the FCS. The thermal management sub-system may include an accumulator, pump, radiator, and/or condenser. It may also provide water recovery and process humidification functions.

• (60) ‘fuel cell stack sub-system’ or ‘FCSS’ means the assembly containing one or more fuel cell stacks in which by means of an electrochemical reaction between fuel and oxidant chemical energy is transferred into electric energy. The FCSS generally includes connections for conducting fuel, oxidant, and exhaust; electrical connections for the power delivered by the stack sub-system; and means for monitoring electrical loads, which are for interface to the FCS. Additionally, the FCSS may incorporate means for conducting additional fluids (e.g., cooling media, inert gas), means for detecting normal and/or abnormal operating conditions, enclosures or pressure vessels, and ventilation systems. The FCSS is also known as a fuel cell module, fuel cell power module, or fuel cell stack assembly.

• (61) ‘fuel cell control sub-system’ means a system that controls and/or monitors FCS conditions and automatically responds to vehicle power demands while preventing hazardous conditions and damage to the FCS. The automatic control system generally includes a microprocessor-based device with input and output functions and may provide a diagnostic or troubleshooting function.

• (62) ‘power distribution sub-system’ (PDS) means the collection of components that connects the FCSS to the power conditioning system and that converts power for FCS use. The power distribution sub-system may include cables, switches and/or contactors and/or relays, buses, other connectors, and instrumentation. The PDS has only DC power as input.

• (63) ‘fuel cell system’ or ‘FCS’ means an energy converter which transforms chemical energy into electric energy via in series connected electrochemical cells, referred to as a fuel cell stack. The FCS includes all necessary balance of plant components to provide fuel, oxygen (e.g. in form of air), cooling and media conditioning to ensure a sound operation of the FC-stacks. Different configurations of FCS are known, also referred to as different types or variants, the relevant types are described in Table 9.

• (64) ‘power conditioning system’ or ‘PCS’ means the collection of components that converts the electric energy generated by the fuel cell stack(s) into electricity useful for vehicle purposes. The PCS includes at least a voltage regulator (DC/DC) and/or voltage converters (DC/AC). It might be connected to the cooling media loop. It provides the interface between the FCS and the battery and other electrical vehicle loads.

• (65) ‘water treatment sub-system’ or ‘WTS’ means the assembly of components that provides the treatment necessary for the process water used in the fuel cell system (FCS). For example, the WTS may include a demineralizing / deionizing resin bed and instrumentation and may provide water recovery and process humidification functions.

• (66) ‘inner cooling loop’ or ‘ICL’ means in FCS with a split of inner (primary) and outer (secondary) cooling loops of BoPC, a closed coolant loop that is connected to the cooling media of the different BoPC and is integrated into the FCS as part of the TMS. Multiple inner cooling loops may exist inside an FCS, e.g. one for the power electronics (PDS, PCS) and one for the FCSS.

• (67) ‘outer cooling sub-system’ means the collection of components to exchange waste heat of the FCS, which is stored inside the cooling fluid, with the environment. It may include radiators, pumps, fans and other actuators.

• (68) ‘external electric components’ means all electric components that are not part of the FCS and / or are electrically not connected to the DC power between FCSS and PCS. These include the electric machines of the powertrain and the REESS.

• (69) ‘relative transition slope’ or ‘RTS’ means a coefficient that express the change rate of the set-point for the electric power output of the FCS. RTS puts into relation the change in time against the upper electric power output of the FCS.

• (70) ‘system conditioning operating point’ or ‘SCOP’ means a setpoint for the electrical power output of the system that is suited to condition the FCS in the specified duration of the conditioning phase.

• (71) ‘setpoint’ or ‘SP’ means the desired or target value for an essential variable, or process value of a system.

- (72) ‘process value’ or ‘process variable’ or ‘PV’ is the current measured value for an essential variable, or process value of a system.

For the purposes of this Annex, the following abbreviations shall apply:

- AC alternating current

• DC direct current

- DCIR direct current internal resistance

- EMS electric machine system

• OCV open circuit voltage

• SC standard cycle

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

3.1   Measurement equipment specifications

The measurement equipment shall meet the following accuracy requirements:

Table 1

Requirements of measurement systems

Measurement system	Accuracy [^E0071]
Rotational speed	0,5 % of the analyser reading or 0,1 % of max. calibration [^E0072] of rotational speed whichever is larger
Torque	0,6 % of the analyser reading or 0,3 % of max. calibration [^E0072] or 0,5 Nm of torque whichever is larger
Fuel mass flow [^E0073]	1,0 % of the analyzer reading or 0,5 % of max. calibration(2) whichever is larger
Air/oxidant mass flow(1)	1,0 % of the analyzer reading or 0,5 % of max. calibration(2) whichever is larger
Cooling liquid mass flow	2,5 % of the analyzer reading or 0,1 % of max. calibration(2) whichever is larger
Cooling liquid volume flow	2,5 % of the analyzer reading or 0,1 % of max. calibration(2) whichever is larger
Cooling liquid pressure	0,5 % of the analyzer reading or 0,1 % of max. calibration(2) whichever is larger
Fuel, ambient, air pressure	1 kPa
Current	0,5 % of the analyser reading or 0,25 % of max. calibration [^E0072] or 0,5 A of current whichever is larger
Voltage	0,5 % of the analyser reading or 0,25 % of max. calibration [^E0072] of voltage whichever is larger
Temperature	1,5 K
Dew point temperature	±2,5 K of the analyzer reading or 1,0 % of max. calibration (2) whichever is larger

‘Accuracy’ means the absolute value of deviation of the analyser reading from a reference value which is traceable to a national or international standard.

[^E0072]: (²)

The ‘maximum calibration’ value shall be the maximum predicted value for the respective measurement system expected during a specific test run performed in accordance with this Annex multiplied by a factor of 1.1.

[^E0073]: (³)

If volume flow is metered, the accuracy shall be transferred as accuracy of mass flow measurement.

Multi-point calibration shall be allowed which means that a measurement system is allowed to be calibrated up to a nominal value which is less than the capacity of the measurement system.

3.2   Data recording

All measurement data, except temperature, shall be measured with and recorded at a frequency of not less than 100 Hz. For temperature a measurement frequency of not less than 10 Hz is sufficient.

Signal filtering may be applied in agreement with the approval authority. Any aliasing effect shall be avoided.

- 3.2.1 Data recording for the purpose of FCS-certification

For the purpose of FCS-certification the sampling frequency shall be constant with a sample frequency of at least 10 Hz for all values.

• 3.2.2 Sign convention of energy and media exchange over UUT-boundary for the purpose of FCS-certification The flow of media or energy that is leaving the UUT shall have a negative sign and vice-versa.

4.1   Test conditions

The UUT shall be installed and the measurands current, voltage, electric inverter power, rotational speed and torque shall be defined in accordance with Figure 1 and point 4.1.1.

Figure 1

Provisions for measurement of electric machine system or IEPC

Image omitted; see official source

4.1.1   Equations for power figures

Power figures shall be calculated in accordance with the following equations:

4.1.1.1   Inverter power

The electric power to or from the inverter (or DC/DC converter if applicable) shall be calculated in accordance with the following equation:

PINV_in = VINV_in × IINV_in

where:

• PINV_in is the electric inverter power to or from the inverter (or DC/DC converter if applicable) on the DC side of the inverter (or on the side of the DC powersource of the DC/DC converter) [W]

• VINV_in is the voltage at the inverter (or DC/DC converter if applicable) input on the DC side of the inverter (or on the side of the DC powersource of the DC/DC converter) [V]

• IINV_in is the current at the inverter (or DC/DC converter if applicable) input on the DC side of the inverter (or on the side of the DC powersource of the DC/DC converter) [A]

In the case of multiple connections of inverter(s) (or DC/DC converter(s) if applicable) to the electric DC powersource as defined in accordance with point 4.1.3, the total sum of all different electric inverter powers shall be measured.

4.1.1.2   Mechanical output power

The mechanical output power of the UUT shall be calculated in accordance with the following equation:

Image omitted; see official source

where

- PUUT_out is the mechanical output power of the UUT [W]

• TUUT is the torque of the UUT [Nm]

• n is the rotational speed of the UUT [min^–1]

For an electric machine system the torque and speed shall be measured at the rotational shaft. For an IEPC the torque and speed shall be measured at the output side of the gearbox or, if a differential is also included, at the output side(s) of the differential.

For an IEPC with integrated differential, the output torque measuring device(s) can either be installed on both output sides, or only one of the output sides. For test setups with only one dynamometer on the output side, the free rotating end of the IEPC with integrated differential shall be rotatably locked to the other end on the output side (e.g., by an activated differential lock or by means of any other mechanical differential lock implemented only for the measurement).

In the case of an IEPC design type wheel motor, either one single component or two such components may be measured. Where two such components are measured, the following provisions shall apply, depending on the configuration:

• — For configuration ‘L’ torque and speed shall be measured at the output side of the gearbox. In this case the input parameter ‘NrOfDesignTypeWheelMotorMeasured’ shall be set to 1.

- — For configuration ‘T’, the output torque measuring device(s) can either be installed on both output shafts or only on one of the output shafts.

(a) Where the output torque measuring devices are installed on both output shafts, the following provisions shall apply: — The torque values of both output shafts shall be summed up virtually in the test bench data processing or the data post-processing. — The speed values of both output shafts shall be averaged virtually in the test bench data processing or post-processing. — In this case the input parameter ‘NrOfDesignTypeWheelMotorMeasured’ shall be set to 2. (b) Where an output torque measuring device is installed only on one of the output shafts, the following provisions shall apply: — Torque and speed are measured at the output side of the gearbox. — In this case the input parameter ‘NrOfDesignTypeWheelMotorMeasured’ shall be set to 1.

4.1.2   Run-in

On request of the applicant a run-in procedure may be applied to the UUT. The following provisions shall apply for a run-in procedure:

• — The total run-time for the optional run-in and the measurement of an UUT (except wheel-ends) shall not exceed 120 hours.

• — Only factory fill oil shall be used for the run-in procedure. The oil used for the run-in may also be used for the testing performed in accordance with point 4.2.

• — The speed and torque profile for the run-in procedure shall be specified by the component manufacturer.

• — The run-in procedure shall be documented by the component manufacturer with regard to run-time, speed, torque and oil temperature and reported to the approval authority.

- — The requirements for the oil temperature (point 4.1.8.1), measurement accuracy (point 3.1) and test setup (points 4.1.3 to 4.1.7) shall not apply for the run-in procedure.

4.1.3   Power supply to inverter

The power supply to the inverter (or DC/DC converter if applicable) shall be a direct-current constant-voltage power supply, which is capable of supplying/absorbing adequate electric power to/from the inverter (or DC/DC converter if applicable) at the maximum (mechanical or electrical) power of the UUT for the duration of the test runs specified in this Annex.

The DC input voltage to the inverter (or DC/DC converter if applicable) shall be in a range of ±2 % of the requested target value of DC input voltage to the UUT during all periods where actual measurement data is recorded that is used as a basis for determining input data for the simulation tool.

Table 2 in paragraph 4.2 defines which test runs shall be performed at which voltage level(s). There are 2 different voltage levels defined for the measurements to be performed:

• — Vmin,Test shall be the target value of the DC input voltage to the UUT corresponding to the minimum voltage for unlimited operating capability.

• — Vmax,Test shall be the target value of the DC input voltage to the UUT corresponding to the maximum voltage for unlimited operating capability.

The voltage for unlimited operating capability shall be a representative voltage range typically applied in real vehicles and shall not necessarily reflect the technically minimum/maximum allowed input voltage to the UUT, and shall not reflect extreme boundary conditions where the operating capabilities of the UUT are limited by high-level vehicle control that is not part of the actual UUT control logics (e.g. reduction of available propulsion torque of UUT due to limitations in the vehicle’s REESS).

4.1.4   Setup and wiring

All wiring, shielding, brackets, etc. shall be in accordance with conditions specified by the manufacturer(s) of the different components of the UUT.

4.1.5   Cooling system

The temperature of all parts of the electric machine system shall be within the range allowed by the component manufacturer during the whole operating time of all test runs performed in accordance with this Annex. For IEPC and IHPC Type 1 this includes also all other components as gearboxes and axles being part of the IEPC or IHPC Type 1.

4.1.5.1   Cooling power during test runs

4.1.5.1.1   Cooling power for measurement of torque limitations

For all test runs performed in accordance with point 4.2, except for the EPMC in accordance with paragraph 4.2.6, the component manufacturer has to declare the number of used cooling circuits with connection to an external heat exchanger. For each of these circuits with connection to an external heat exchanger the following parameters at the inlet of the respective cooling circuit of the UUT shall be declared:

• — the maximum coolant mass flow or maximum inlet pressure as specified by the component manufacturer

• — the admitted maximum coolant temperatures as specified by the component manufacturer

• — maximum available cooling power on the testbench

These declared values shall be documented in the information document for the respective component.

The following actual values shall remain below the declared maximum values and be recorded for each cooling circuit with connection to an external heat exchanger, together with the test data for all different test runs performed in accordance with point 4.2 except for the EPMC in accordance with point 4.2.6:

• — coolant volume flow or mass flow

- — coolant temperature at the inlet of the cooling circuit of the UUT

• — coolant temperature at the inlet and outlet of the test bed heat exchanger on the side of the UUT

For all test runs performed in accordance with point 4.2, the minimum temperature of the coolant at the inlet of the cooling circuit of the UUT, in the case of liquid cooling shall be 25 °C.

Where fluids other than the regular cooling fluids are used for testing in accordance with this Annex, they must not exceed the temperature limits as defined by the component manufacturer.

In the case of liquid cooling, the maximum available cooling power on the testbench shall be determined based on the coolant massflow, the temperature difference over the test bed heat exchanger on the side of the UUT and the specific heat capacity of the coolant.

No additional fan with the purpose of actively cooling the components of the UUT shall be allowed in the test setup.

4.1.6   Inverter

The inverter shall be operated in the same mode and settings as specified for the actual in-vehicle using conditions by the component manufacturer.

4.1.7   Ambient conditions in test cell

All tests shall be performed at an ambient temperature in the testcell of 25 ± 10 °C. The ambient temperature shall be measured within a distance of 1 m to the UUT.

4.1.8   Lubricating oil for IEPCs or IHPC Type 1

Lubricating oil shall fulfill the provisions defined in points 4.1.8.1 to 4.1.8.4 below. These provisions shall not apply to EM systems.

4.1.8.1   Oil temperatures

The oil temperatures shall be measured at the centre of the oil sump or at any other suitable point in accordance with good engineering practice.

An auxiliary regulating system in accordance with paragraph 4.1.8.4 may be used, if necessary, to maintain the temperatures within the specified limits by the component manufacturer.

In the case of external oil conditioning which is added for testing purposes only, the oil temperature may be measured in the outlet line from the housing of the UUT to the conditioning system within 5 cm downstream of the outlet. In both cases the oil temperature shall not exceed the temperature limit as specified by the component manufacturer. Solid engineering rationale shall be provided to the type approval authority to explain that the external oil conditioning system is not used to improve the efficiency of the UUT. For oil circuits which are neither part of, nor connected to the cooling circuit of any components of the electric machine system, the temperature shall not exceed 70 °C.

4.1.8.2   Oil quality

Only recommended factory fill oils as specified by the component manufacturer of the UUT shall be used for the measurement.

4.1.8.3   Oil viscosity

If different oils are specified for the factory fill, the component manufacturer shall choose an oil for which the kinematic viscosity (KV) at the same temperature is within a range of ±10 % of the kinematic viscosity of the oil with the highest viscosity (within the specified tolerance band for KV100) for performing the measurements of the UUT related to certification.

4.1.8.4   Oil level and conditioning

The oil level or filling volume shall be within the maximum and minimum levels as defined in the component manufacturer’s maintenance specifications.

An external oil conditioning and filtering system is permitted. The housing of the UUT may be modified for the inclusion of the oil conditioning system.

The oil conditioning system shall not be installed in a way which would enable changing oil levels of the UUT in order to raise efficiency or to generate propulsion torques in accordance with good engineering practice.

4.1.8.5   Installation requirements

The installation of the UUT on the test bed shall be done with an angle of inclination as for installation in the vehicle according to the homologation drawing ±1°. Alternatively, it shall be installed at 0°±1° on the test bed for covering all different installation variants in the vehicle.

4.1.9   Sign conventions

4.1.9.1   Torque and power

Measured values of torque and power shall have a positive sign for the UUT driving the dyno and a negative sign for the UUT braking the dyno (i.e. dyno driving the UUT).

4.1.9.2   Current

Measured values of current shall have a positive sign for the UUT drawing electric power from the power supply to the inverter (or DC/DC converter if applicable) and a negative sign for the UUT delivering electric power to the inverter (or DC/DC converter if applicable) and to the power supply.

4.2   Test runs to be performed

Table 2 defines all test runs to be performed for the purpose of certification of one specific electric machine system family or IEPC family defined in accordance with Appendix 13.

The electric power mapping cycle (EPMC) in accordance with point 4.2.6 and the drag curve in accordance with point 4.2.3 shall be omitted for all other members within a family except the parent of the family.

Where, upon request of the component manufacturer, Article 15(5) of this Regulation is applied, the EPMC in accordance with point 4.2.6 and the drag curve in accordance with point 4.2.3 shall be performed additionally for that specific EM or IEPC.

Table 2

Overview of test runs to be performed for electric machine systems or IEPCs

Test run	Reference to point	Required voltage level(s) to be performed (in accordance with 4.1.3)	Required to be run for parent	Required to be run for other members within a family
Maximum and minimum torque limits	4.2.2	Vmin,Test and Vmax,Test	yes	yes
Drag curve	4.2.3	Either Vmin,Test or Vmax,Test	yes	no
Maximum 30 minutes continuous torque	4.2.4	Vmin,Test and Vmax,Test	yes	yes
Overload characteristics	4.2.5	Vmin,Test and Vmax,Test	yes	yes
EPMC	4.2.6	Vmin,Test and Vmax,Test	yes	no

4.2.1   General provisions

The measurement shall be performed with all temperatures of the UUT during the test kept within the component manufacturer defined limit values.

All tests need to be performed with de-rating functionality depending on temperature limits of the electric machine system fully active. Where additional parameters of other systems located outside of the electric machine system’s boundaries do influence the de-rating behaviour in in-vehicle applications, these additional parameters shall not be taken into account for all test runs performed in accordance with this Annex.

For an electric machine system all torque and speed values indicated shall refer to the rotational shaft of the electric machine unless stated otherwise.

For an IEPC all torque and speed values indicated shall refer to the output side of the gearbox or, if a differential is also included, to the output side of the differential unless stated otherwise.

4.2.2   Test of maximum and minimum torque limits

The test measures the maximum and minimum torque characteristics of the UUT in order to verify the declared limitations of the system.

For IEPC with multispeed gearbox the test shall be performed in accordance with the following provisions:

• (a) the test shall be performed for the gear with the gear ratio closest to 1;

• (b) in case the gear ratios of two gears have the same distance to a gear ratio of 1, the test shall be performed for the gear with the higher of those two gears ratios;

• (c) additionally, the test may be performed also for all other forward gears of the IEPC so that a dedicated dataset for each forward gear of the IEPC is determined.

The test of maximum and minimum torque limits shall be performed for each applicable combination of voltage and gear (i.e. either voltage level or forward gear in case of an IEPC with multispeed gearbox) declared in accordance with point 4.2.2.1 by applying the provisions laid down in points 4.2.2.2, 4.2.2.3 and 4.2.2.4 separately to each of those applicable variants.

4.2.2.1   Declaration of values by the component manufacturer

The component manufacturer shall declare the values for the maximum and minimum torque of the UUT as a function of the rotational speed of the UUT between 0 rpm and the maximum operating speed of the UUT prior to the test.  That declaration shall be separately made for each forward gear of an IEPC with multispeed gearbox measured in accordance with point 4.2.2 and also for each of the two voltage levels Vmin,Test and Vmax,Test.

4.2.2.2   Verification of maximum torque limits

The UUT shall be conditioned (i.e. without operating the system) at an ambient temperature of 25 ± 10 °C for a minimum of two hours until the start of the test run. If this test is performed directly consecutive to any other test run performed in accordance with this Annex the conditioning for a minimum of two hours may be omitted or shortened as long as the UUT stays within the testcell with the ambient temperature in the testcell kept within 25 ± 10 °C.

Just before beginning the test, the UUT shall be run on the bench for three minutes delivering a power equal to 80 % of the maximum power at the speed recommended by the component manufacturer.

The output torque and rotational speed of the UUT shall be measured at at least 10 different rotational speeds to define correctly the maximum torque curve between lowest and the highest speed.

The lowest speed setpoint shall be specified by the component manufacturer at a speed equal or smaller than 2 % of the maximum operating speed of the UUT as declared by the component manufacturer in accordance with point 4.2.2.1. Where the test setup does not allow operating the system at such a low speed setpoint, the lowest speed setpoint shall be specified by the component manufacturer as the lowest speed which can be realised by the specific test setup.

The highest speed setpoint shall be defined by the maximum operating speed of the UUT as declared by the component manufacturer in accordance with point 4.2.2.1.

The remaining 8 or more different rotational speed setpoints shall be located between the lowest and highest speed setpoint and shall be specified by the component manufacturer. The interval between two adjacent speed setpoints shall not be larger than 15 % of the maximum operating speed of the UUT as declared by the component manufacturer.

All operating points shall be held for an operating time of at least 3 seconds. Output torque and rotational speed of the UUT shall be recorded as average value of the last second of the measurement. The whole test shall be completed within 5 minutes.

4.2.2.3   Verification of minimum torque limits

The UUT shall be conditioned (i.e. without operating the system) at an ambient temperature of 25 ±10 °C for a minimum of two hours until the start of the test run. If this test is performed directly consecutive to any other test run performed in accordance with this Annex the conditioning for a minimum of two hours may be omitted or shortened as long as the UUT stays within the testcell with the ambient temperature in the testcell kept within 25 ±10 °C.

Just before beginning the test, the UUT shall be run on the bench for three minutes delivering a power equal to 80 % of the maximum power at the speed recommended by the component manufacturer.

The output torque and rotational speed of the UUT shall be measured at the same rotational speeds as selected in point 4.2.2.2.

All operating points shall be held for an operating time of at least 3 seconds. Output torque and rotational speed of the UUT shall be recorded as average value of the last second of the measurement. The whole test shall be completed within 5 minutes.

4.2.2.4   Interpretation of results

The maximum torque of the UUT as declared by the component manufacturer in accordance with point 4.2.2.1 shall be accepted as final values if they are not higher than + 2 % for overall maximum torque and than +4 % at the other measurement points with a tolerance of ± 2 % for rotational speeds from the values measured in accordance with point 4.2.2.2.

Where the values for maximum torque declared by the component manufacturer exceed the limits defined above, the actual measured values shall be used as final values.

Where the values for maximum torque of the UUT as declared by the component manufacturer in accordance with point 4.2.2.1 are lower than the values measured in accordance with point 4.2.2.2, the values declared by the component manufacturer shall be used as final values.

The minimum torque of the UUT as declared by the component manufacturer in accordance with point 4.2.2.1 shall be accepted as final values if they are not lower than -2 % for overall minimum torque and than – 4% at the other measurement points with a tolerance of ±2 % for rotational speeds from the values measured in accordance with point 4.2.2.3.

Where the values for minimum torque declared by the component manufacturer exceed the limits defined above, the actual measured values shall be used as final values.

Where the values for minimum torque of the UUT as declared by the component manufacturer in accordance with point 4.2.2.1 are higher than the values measured in accordance with point 4.2.2.3, the values declared by the component manufacturer shall be used as final values.

4.2.3   Test of drag curve

The test measures the drag losses in the UUT, i.e. the mechanical and/or electrical power necessary to spin the system at a certain speed by external power sources.

The UUT shall be conditioned (i.e. without operating the system) at an ambient temperature of 25 ±10 °C for a minimum of two hours. If this test is performed directly consecutive to any other test run performed in accordance with this Annex the conditioning for a minimum of two hours may be omitted or shortened as long as the UUT stays within the testcell with the ambient temperature in the testcell kept within 25 ±10 °C.

Just before beginning of the actual test, the UUT may optionally be run on the bench for three minutes delivering a power equal to 80 % of the maximum power at the speed recommended by the component manufacturer.

The actual test shall be performed in accordance with one of the following options:

• — Option A: The output shaft of the UUT shall be connected to a load machine (i.e. dynamometer) and the load machine (i.e. dynamometer) shall be driving the UUT at the target rotational speed. Either the electric power supply to the inverter (or DC/DC converter if applicable) or the AC phase cables between the electric machine and inverter may be set inactive or disconnected.

• — Option B: The output shaft of the UUT shall not be connected to a load machine (i.e. dynamometer) and the UUT shall be operated at the target rotational speed by electric power supplied to the inverter (or DC/DC converter if applicable).

- — Option C: The output shaft of the UUT shall be connected to a load machine (i.e. dynamometer) and the UUT shall be operated at the target rotational speed either by the load machine (i.e. dynamometer) or the electric power supplied to the inverter (or DC/DC converter if applicable) or a combination of both

The test shall be performed at least at the same rotational speeds as selected in point 4.2.2.2, more operating points at other rotational speeds may be added. All operating points shall be held for an operating time of at least 10 seconds, during which the actual rotational speed of the UUT shall be within ± 2 % of the setpoint for rotational speed.

The following values shall be recorded as average value over the last 5 seconds of the measurement, depending on the chosen testing option:

• — For option B and C above: electric power to the inverter (or DC/DC converter if applicable)

• — For option A and C above: the torque of the load machine (i.e. dynamometer) applied to the output shaft(s) of the UUT

• — For all options: the rotational speed of the UUT

Where the UUT is an IEPC with multispeed gearbox, the test shall be performed for the gear with the gear ratio closest to 1. Where the gear ratios of two gears have the same distance to a gear ratio of 1, the test shall be performed only for the gear with the higher of the two gear ratios.

Additionally, the test may be performed also for all other forward gears of the IEPC so that a dedicated dataset for each forward gear of the IEPC is determined.

4.2.4   Test of maximum 30 minutes continuous torque

The test measures the maximum 30 minutes continuous torque which can be achieved by the UUT on average over a duration of 1 800 seconds.

For IEPC with multispeed gearbox the test shall be performed only for the gear with the gear ratio closest to 1. Where the gear ratios of two gears have the same distance to a gear ratio of 1, the test shall be performed only for the gear with the higher of the two gear ratios.

4.2.4.1   Declaration of values by the component manufacturer

The component manufacturer shall declare the values for the maximum 30 minutes continuous torque of the UUT as well as the corresponding rotational speed prior to the test. The rotational speed shall be in a range, in which the mechanical power is greater than 90 % of the overall maximum power determined from the maximum torque limit data recorded in accordance with point 4.2.2 for the respective voltage level. This declaration shall be separately made for each of the two voltage levels Vmin,Test and Vmax,Test.

4.2.4.2   Verification of maximum 30 minutes continuous torque

The UUT shall be conditioned (i.e. without operating the system) at an ambient temperature of 25 ±10 °C for a minimum of four hours. If this test is performed directly consecutive to any other test run performed in accordance with this Annex the conditioning for a minimum of four hours may be omitted or shortened as long as the UUT stays within the testcell with the ambient temperature in the testcell kept within 25 ±10 °C.

The UUT shall be run at the torque and speed setpoint which corresponds to the maximum 30 minutes continuous torque declared by the component manufacturer in accordance with point 4.2.4.1 for a total period of 1 800 seconds.

The output torque and rotational speed of the UUT as well as the electric power to or from the inverter (or DC/DC converter if applicable) shall be measured over this period of 1 800 seconds. The mechanical power value measured over time shall be in a range of ±5 % of the mechanical power value declared by the component manufacturer in accordance with paragraph 4.2.4.1, the rotational speed shall be within ±2 % of the value declared by the component manufacturer in accordance with point 4.2.4.1. The maximum 30 minutes continuous torque is the average of the output torque within the 1 800 -second measurement period. The corresponding rotational speed is the average of the rotational speed within the 1 800 -second measurement period.

4.2.4.3   Interpretation of results

The values declared by the component manufacturer in accordance with point 4.2.4.1 shall be accepted as final values if they do not differ by more than +4 % for torque with a tolerance of ±2 % for rotational speed from the average values determined in accordance with point 4.2.4.2.

Where the values declared by the component manufacturer exceed the limits defined above, the requirements referred to in points 4.2.4.1 to 4.2.4.3 shall be repeated with different values for the maximum 30 minutes continuous torque and/or the corresponding rotational speed.

Where the value for torque declared by the component manufacturer in accordance with point 4.2.4.1 is lower than the average value for torque determined in accordance with point 4.2.4.2 with a tolerance of ±2 % for rotational speed, the values declared by the component manufacturer shall be used as final values.

Additionally, the average of the actual measured electric power to or from the inverter (or DC/DC converter if applicable) over the 1 800 -second measurement period shall be calculated. Also the average 30 minutes continuous power shall be calculated from the final values of maximum 30 minutes continuous torque and the corresponding average rotational speed.

4.2.5   Test of overload characteristics

The test measures the duration of the capability of the UUT to provide the maximum output torque in order to derive the overload characteristics of the system.

For IEPC with multispeed gearbox the test shall be performed only for the gear with the gear ratio closest to 1. Where the gear ratios of two gears have the same distance to a gear ratio of 1, the test shall be performed only for the gear with the higher of the two gear ratios.

4.2.5.1   Declaration of values by the component manufacturer

The component manufacturer shall declare the value for the maximum output torque of the UUT at the specific rotational speed chosen for the test as well as the corresponding rotational speed prior to the test. The corresponding rotational speed shall be the same speed setpoint as used for the measurement performed in accordance with point 4.2.4.2 for the respective voltage level. The declared value for the maximum output torque of the UUT shall be equal or greater than the value of the maximum 30 minutes continuous torque determined in accordance with point 4.2.4.3 for the respective voltage level.

In addition the component manufacturer shall declare a duration t0_maxP for which the maximum output torque of the UUT can be constantly achieved starting from the conditions as set out in point 4.2.5.2. This declaration shall be separately made for each of the two voltage levels Vmin,Test and Vmax,Test.

4.2.5.2   Verification of maximum output torque

The UUT shall be conditioned (i.e. without operating the system) at an ambient temperature of 25 °C ± 10 °C for a minimum of two hours. If this test is performed directly consecutive to any other test run performed in accordance with this Annex the conditioning for a minimum of two hours may be omitted or shortened as long as the UUT stays within the testcell with the ambient temperature in the testcell kept within 25 ±10 °C.

Just before beginning the test, the UUT shall be run on the bench for 30 minutes delivering 50 % of the maximum 30 minutes continuous torque at the respective speed setpoint as determined in accordance with point 4.2.4.3.

Then the UUT shall be run at the torque and speed setpoint which corresponds to the maximum output torque declared by the component manufacturer in accordance with point 4.2.5.1.

The output torque and rotational speed of the UUT as well as the DC input voltage to the inverter (or DC/DC converter if applicable) and the electric power to or from the inverter (or DC/DC converter if applicable) shall be measured over a period of t0_maxP declared by the component manufacturer in accordance with point 4.2.5.1.

4.2.5.3   Interpretation of results

The recorded values for torque and speed over time measured in accordance with point 4.2.5.2 shall be accepted if they do not differ by more than ±2 % for torque and ±2 % for rotational speed from the values declared by the component manufacturer in accordance with point 4.2.5.1 over the whole period of t0_maxP.

Where the values declared by the component manufacturer are outside the tolerances defined in the first paragraph of this point, the procedures laid down in points 4.2.5.1, 4.2.5.2 and in this point shall be repeated with different values for the maximum output torque of the UUT and/or the duration t0_maxP.

The average of the actual measured values over the period of t0_maxP calculated for the different signals of rotational speed, torque and DC input voltage to the inverter (or DC/DC converter if applicable) shall be used as final values for characterisation of the overload point. Additionally, the average of the actual measured electric power to or from the inverter (or DC/DC converter if applicable) over the period of t0_maxP shall be calculated.

4.2.6   EPMC test

The EPMC test measures the electric power to or from the inverter (or DC/DC converter if applicable) for different operating points of the UUT.

4.2.6.1   Preconditioning

The UUT shall be conditioned (i.e. without operating the system) at an ambient temperature of 25 ±10 °C for a minimum of two hours. If this test is performed directly consecutive to any other test run performed in accordance with this Annex the conditioning for a minimum of two hours may be omitted or shortened as long as the UUT stays within the testcell with the ambient temperature in the testcell kept within 25 ±10 °C.

4.2.6.2   Operating points to be measured

For IEPC with multispeed gearbox the setpoints for rotational speed and torque required to be measured during the actual test run shall be determined for each single forward gear in accordance with points 4.2.6.2.1, 4.2.6.2.2 and 4.2.6.2.3.

4.2.6.2.1   Setpoints for rotational speed

The setpoints for either a standalone electric machine system or an IEPC with no shiftable gears shall be defined in accordance with the following provisions:

• (a) As setpoints for rotational speed of the UUT the same setpoints used for the measurement performed in accordance with point 4.2.2.2 for the respective voltage level shall be used.

• (b) The speed setpoint for the maximum 30 minutes continuous torque verification performed in accordance with point 4.2.4.2 for the respective voltage level shall be used in addition to the setpoints defined in subpoint (a) above.

• (c) Further speed setpoints may be defined in addition to the setpoints defined in subpoints (a) and (b) above.

In the case of an IEPC with multispeed gearbox where the torque limits were only determined for a single gear in accordance with points 4.2.2(a) and 4.2.2(b), a separate dataset of setpoints for rotational speed of the UUT shall be defined for each single forward gear based on the following provisions:

• (d) The rotational speed setpoints for the gear with the gear ratio closest to 1 (where the gear ratios of two gears have the same distance to a gear ratio of 1, the test shall be performed only for the gear with the higher of the two gear ratios) determined in accordance with subpoints (a) to (c), nk,gear_iCT1, shall be used as basis for the further step in subpoint (e).