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. )

| --- | --- | --- | --- | --- | --- | --- | --- | --- | | EngineStopStart | P271 | boolean | [-] | In accordance with point 8.1.1 Input only to be provided for pure ICE vehicles and HEV.   For OVC-HEV the input shall be set to ‘true’. | X | X | X | X | | EcoRollWithoutEngineStop | P272 | boolean | [-] | In accordance with point 8.1.2 Input only to be provided for pure ICE vehicles. | X | X | X | X | | EcoRollWithEngineStop | P273 | boolean | [-] | In accordance with point 8.1.3 Input only to be provided for pure ICE vehicles. | X | X | X | X | | PredictiveCruiseControl | P274 | string | [-] | In accordance with point 8.1.4, allowed values: ‘none’, ‘1,2’, ‘1,2,3’ | X | X | X | X | | APTEcoRollReleaseLockupClutch | P333 | boolean | [-] | Only relevant in the case of APT-S and APT-P transmissions in combination with any Eco-roll function. Set to ‘true’ if functionality (2) as defined in point 8.1.2 is the predominant Eco-roll mode. Input only to be provided for pure ICE vehicles. | X | X | X | X |

Table 7

General input parameters for HEV, PEV and FCHV

| Parameter name | Parameter ID | Type | Unit | Description/Reference | Heavy lorries | Medium lorries | Heavy buses (primary vehicle) | Heavy buses (complete or completed vehicle) |

| --- | --- | --- | --- | --- | --- | --- | --- | --- | | ArchitectureID | P400 | string | [-] | In accordance with point 10.1.3, the following values are allowed inputs: ‘E2’, ‘E3’, ‘E4’, ‘E-IEPC’, ‘P1’, ‘P2’, ‘P2.5’, ‘P3’, ‘P4’, ‘S2’, ‘S3’, ‘S4’, ‘S-IEPC’, ‘F2’, ‘F3’, ‘F4’, ‘F-IEPC’ | X | X | X | | | ArchitectureIDPwt2 | P552 | string | [-] | In the case of multiple mechanically independent powertrains in accordance with point 10.1.4, the architecture ID of the second powertrain shall be provided. In accordance with points 10.1.3 and 10.1.4, the following values are allowed inputs: ‘E2’, ‘E3’, ‘E4’, ‘E-IEPC’, ‘S2’, ‘S3’, ‘S4’, ‘S-IEPC’, ‘F2’, ‘F3’, ‘F4’, ‘F-IEPC’ | X | | X | | | OVC | P553 | boolean | [-] | Vehicle where the REESS can be charged from an external source. Shall be set to true for: — OVC-HEV — PEV — OVC-FCHV in case the charging device is also designed for normal operation of the vehicle and not just for service purposes | X | X | X | | | BatteryOnlyMode | P554 | boolean | [-] | To be declared for HV in accordance with point 2(50). For PEV this input shall always be set to ‘true’. | X | X | X | | | Dynamic Charging Technology | P555 | string | [-] | Allowed values: ‘None’, ‘Overhead pantograph’, ‘Overhead trolley’, ‘Ground rail’, ‘Wireless’ ‘Overhead pantograph’ is not applicable to medium lorries. ‘Overhead trolley’ is only applicable to heavy buses. | X | X | X | X |

Table 8

Input parameters per electric machine position

Separate entry for each individual powertrain in the case of multiple mechanically independent powertrains in accordance with point 10.1.4.

(Only applicable if the component is present in the vehicle or in the specific powertrain)

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

| --- | --- | --- | --- | --- | | PowertrainPosition | P403 | string | [-] | Position of the EM in the vehicle’s powertrain according to points 10.1.2 and 10.1.3. Allowed values: ‘1’, ‘2’, ‘2.5’, ‘3’, ‘4’, ‘GEN’. Only one EM position per powertrain allowed, except for architecture ‘S’. Architecture ‘S’ requires EM position ‘GEN’ and additionally one other EM position being ‘2’, ‘3’ or ‘4’. Position ‘1’ is not allowed for architectures ‘S’ and ‘E’ Position ‘GEN’ is only allowed for architecture ‘S’ | | Count | P404 | integer | [-] | Number of identical electric machines at the specified EM position. In the case of parameter ‘PowertrainPosition’ being ‘4’, the count shall be multiples of 2 (e.g. 2, 4, 6). | | | | | | | | Electric machine system input data in accordance with Appendix 15 of Annex Xb | Electric machine system input data in accordance with Appendix 15 of Annex Xb | Electric machine system input data in accordance with Appendix 15 of Annex Xb | Electric machine system input data in accordance with Appendix 15 of Annex Xb | | | ADC input data in accordance with Appendix 12 of Annex VI | ADC input data in accordance with Appendix 12 of Annex VI | ADC input data in accordance with Appendix 12 of Annex VI | ADC input data in accordance with Appendix 12 of Annex VI | Optional input in the case of additional single-step gear ratio (ADC) between EM shaft and connection point to vehicle’s powertrain according to point 10.1.2 In case of EMS connected via belt the provisions in accordance with point 6.1.3 of Annex VI shall apply. Not allowed where parameter ‘IHPCType’ is set to ‘IHPC Type 1’. | | | | | | | | P2.5GearRatios | P407 | double, 3 | [-] | Only applicable in the case that the parameter ‘PowertrainPosition’ is set to ‘P2.5’ Declared for each forward gear of the transmission. Declared value for gear ratio defined by either ‘nGBX_in / nEM’ in the case of EM without additional ADC or ‘nGBX_in / nADC’ in the case of EM with additional ADC. nGBX_in = rotational speed at transmission input shaft nEM = rotational speed at EM output shaft nADC = rotational speed at ADC output shaft |

Table 9

Torque limitations per electric machine position (optional)

Declaration of separate dataset for each voltage level measured under ‘CertificationNumberEM’. Declaration not allowed where parameter ‘IHPCType’ is set to ‘IHPC Type 1’.

Separate entry for each individual powertrain in the case of multiple mechanically independent powertrains in accordance with point 10.1.4.

Parameter name	Parameter ID	Type	Unit	Description/Reference
OutputShaftSpeed	P408	double, 2	[1/min]	Exact same entries for rotational speed to be declared as under ‘CertificationNumberEM’ for parameter number ‘P468’ of Appendix 15 of Annex Xb.
MaxTorque	P409	double, 2	[Nm]	Maximum torque of the EM (referring to the output shaft) as function of rotational speed points declared under parameter number ‘P469’ of Appendix 15 of Annex Xb. Each value of maximum torque declared shall either be lower than 0,9 times the original value at the respective rotational speed or match exactly the original value at the respective rotational speed. The values of maximum torque declared shall not be lower than zero. Where the parameter ‘Count’ (P404) is larger than one, the maximum torque shall be declared for a single EM (as present in the component test for the EM under ‘CertificationNumberEM’).
MinTorque	P410	double, 2	[Nm]	Minimum torque of the EM (referring to the output shaft) as function of rotational speed points declared under parameter number ‘P470’ of Appendix 15 of Annex Xb. Each value of minimum torque declared shall either be higher than 0.9 times the original value at the respective rotational speed or match exactly the original value at the respective rotational speed. The values of minimum torque declared shall not be higher than zero. Where the parameter ‘Count’ (P404) is larger than one, the minimum torque shall be declared for a single EM (as present in the component test for the EM under ‘CertificationNumberEM’).

Table 10

Input parameters per REESS

(Only applicable if the component is present in the vehicle)

Parameter name	Parameter ID	Type	Unit	Description/Reference
StringID	P411	integer	[-]	The arrangement of representative battery sub-systems in accordance with Annex Xb on vehicle level shall be declared by allocation of each battery sub-system to a specific string defined by this parameter. All specific strings are connected in parallel, all battery sub-system located in one specific parallel string are connected in series. Allowed values: ‘1’, ‘2’, ‘3’, …
REESS input data in accordance with Appendix 15 of Annex Xb	REESS input data in accordance with Appendix 15 of Annex Xb	REESS input data in accordance with Appendix 15 of Annex Xb	REESS input data in accordance with Appendix 15 of Annex Xb
DeteriorationPerformanceRatio	P557	double, 2	[%]	For PEV and OVC-HV either the minimum performance requirement (MPR) applicable to the vehicle in main lifetime according to Table 3 of Annex II of Regulation (EU) 2024/1257 of the European Parliament and of the Council [^E0026] or a declared performance requirement (DPR) higher than the MPR shall be declared as input, if in turn such DPR is declared by the manufacturer and assessed for the vehicle in main lifetime according to the provisions of Regulation (EU) 2024/1257 and its implementing legislation. For HV which are not OVC-HV no input shall be provided.
SOCmin	P413	double, 1	[%]	Only relevant in the case of REESS type ‘battery’. For PEV and for OVC-HV with a battery-only predominant mode in accordance with point 2(50) this input shall be declared as percentage of the rated capacity when zero (or other low limit defined by OEM) remaining battery charge is indicated to the driver or if normal vehicle operation [^E0027] in battery-only predominant mode is not possible due to low battery charge. For HV which are not OVC-HV and for OVC-HV without a battery-only predominant mode in accordance with point 2(50) this input is optional and the parameter is only effective in the simulation tool where the input is higher than generic value as documented in the user manual.
SOCmax	P414	double, 1	[%]	Only relevant in the case of REESS type ‘battery’. For PEV and for OVC-HV with a battery-only predominant mode in accordance with point 2(50) this input shall be declared as percentage of the rated capacity when the vehicle is indicated as fully charged to the driver. For HV which are not OVC-HV and for OVC-HV without a battery-only predominant mode in accordance with point 2(50) this input is optional and the parameter is only effective in the simulation tool where the input is lower than generic value as documented in the user manual.

[^E0026]: (¹)

Regulation (EU) 2024/1257 of the European Parliament and of the Council of 24 April 2024 on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7), amending Regulation (EU) 2018/858 of the European Parliament and of the Council and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009 of the European Parliament and of the Council, Commission Regulation (EU) No 582/2011, Commission Regulation (EU) 2017/1151, Commission Regulation (EU) 2017/2400 and Commission Implementing Regulation (EU) 2022/1362 (OJ L, 2024/1257, 8.5.2024, ELI: http://data.europa.eu/eli/reg/2024/1257/oj).

[^E0027]: (²)

‘normal vehicle operation’ shall exclude any significant limitation of operation (e.g. ‘limp home operation’ shall not be considered normal vehicle operation).

Table 11

Boosting limitations for parallel HEV (optional)

Only allowed where powertrain configuration in accordance with point 10.1.1 is ‘P’ or ‘IHPC Type 1’.

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

| --- | --- | --- | --- | --- | | RotationalSpeed | P415 | double, 2 | [1/min] | Referring to transmission input shaft speed | | BoostingTorque | P416 | double, 2 | [Nm] | In accordance with point 10.2 |

Table 11a

Input parameters per fuel cell system

(Only applicable if the component is present in the vehicle)

One or two different fuel cell systems, each may have up to 3 identical units installed.

Parameter name	Parameter ID	Type	Unit	Description/Reference
Count	P558	integer	[-]	Number of identical units, allowed values: ‘1’, ‘2’, ‘3’
MinPower	P559	integer	[W]	Optional input for declaration of applicable lower power limit of fuel cell system on vehicle integration level.
MaxPower	P560	integer	[W]	Optional input for declaration of applicable upper power limit of fuel cell system on vehicle integration level.
fuel cell system input data in accordance with Appendix 15 of Annex Xb	fuel cell system input data in accordance with Appendix 15 of Annex Xb	fuel cell system input data in accordance with Appendix 15 of Annex Xb	fuel cell system input data in accordance with Appendix 15 of Annex Xb

• 4.1The vehicle mass used as input for the simulation tool shall be the corrected actual mass of the vehicle.

• 4.2If not all the standard equipment is installed, the manufacturer shall add the mass of the following construction elements to the corrected actual mass of the vehicle:

• (a) Front underrun protection in accordance with Regulation (EU) 2019/2144 (**) of the European Parliament and of the Council

• (b) Rear underrun protection in accordance with Regulation (EU) 2019/2144

• (c) Lateral protection in accordance with Regulation (EU) 2019/2144

• (d) Fifth wheel in accordance with Regulation (EU) 2019/2144

• 4.3The mass of the construction elements referred to in point 4.2 shall be the following:

• For vehicles of groups 1s, 1, 2 and 3 as set out in Annex I, Table 1, and for vehicle groups 51 and 53 as set out in Annex I, Table 2.

• Front underride protection 45 kg

• Rear underride protection 40 kg

- Lateral protection 8,5 kg/m × wheel base [m] – 2,5 kg

• For vehicles of groups 4, 5, 9 to 12 and 16 as set out in Annex I, Table 1.

• Front under-ride protection 50 kg

• Rear under-ride protection 45 kg

- Lateral protection 14 kg/m × wheel base [m] – 17 kg

- Fifth wheel 210 kg

In the case of vehicles equipped with:

• (a) a hydraulically driven axles, the axle shall be treated as a non-drivable one and the manufacturer shall not take it into consideration for establishing an axle configuration of a vehicle;

- (b) a mechanically driven axles, the axle shall be treated as a drivable one and the manufacturer shall take it into consideration for establishing an axle configuration of a vehicle;

6.1.   Gear dependent engine torque limits

For the highest 50 % of the gears (e.g. for gears 7 to 12 of a 12-gear transmission) the vehicle manufacturer may declare a gear dependent maximum engine torque limit which is not higher than 95 % of the maximum engine torque.

6.2   Gear disabling

Either for the highest gear only or for both of the highest two gears (e.g. gear 5 and 6 for a 6-gear transmission) the vehicle manufacturer may declare a complete disabling of gears by providing 0 Nm as gear specific torque limit in the input to the simulation tool. Declaring such gear disabling only for the second highest gear is not allowed.

6.3   Verification requirements

Gear dependent engine torque limits in accordance with point 6.1 and gear disabling in accordance with point 6.2 are subject to verification in the verification testing procedure (VTP) as laid out in Annex Xa, point 6.1.1.1 c).

• 7.1.The engine idling speed has to be declared for each individual vehicle with an ICE. This declared vehicle engine idling shall be equal or higher than specified in the engine input data approval.

• 8.1The following types of advanced driver assistance systems, which are primarily aiming for reduction of fuel consumption and CO2 emissions, shall be declared in the input to the simulation tool:

- 8.1.1 Engine stop-start during vehicle stops: system which automatically shuts down and restarts the internal combustion engine during vehicle stops to reduce engine idling time. For automatic engine shut down the maximum time delay after the vehicle stop shall be not longer than 3 seconds.

- 8.1.2 Eco-roll without engine stop-start: system which automatically decouples the internal combustion engine from the drivetrain during specific downhill driving conditions with low negative gradients. The system shall be active at least at all cruise control set speeds above 60 km/h. Any system to be declared in the input information to the simulation tool shall cover either one or both of the following functionalities:

Functionality (1)’ The combustion engine is de-coupled from the drivetrain, and engine operates at idle speed. In the case of APT-transmissions, the torque converter lock-up clutch is closed. Functionality (2) Torque converter lock-up clutch open The torque converter lock-up clutch is open during Eco-roll mode. This allows the engine to operate in coast mode at lower engine speeds and reduces or even eliminates fuel injection. Functionality (2) is relevant only for APT-transmissions.

• 8.1.3 Eco-roll with engine stop-start: system which automatically decouples the internal combustion engine from the drivetrain during specific downhill driving conditions with low negative slopes. During these phases the internal combustion engine is shut down after a short time delay and keeps shut down during the main share of the eco-roll phase. The system shall be active at least at all cruise control set speeds of above 60 km/h.

• 8.1.4 Predictive cruise control (PCC): systems which optimise the usage of potential energy during a driving cycle based on an available preview of road gradient data and the use of a GPS system. A PCC system declared in the input to the simulation tool shall have a gradient preview distance longer than 1 000 meters and cover all following functionalities:
• (1) Crest coasting Approaching a crest the vehicle velocity is reduced before the point where the vehicle starts accelerating by gravity alone compared to the set speed of the cruise control so that the braking during the following downhill phase can be reduced.
• (2) Acceleration without engine power During downhill driving with a low vehicle velocity and a high negative slope the vehicle acceleration is performed without any engine power usage so that the downhill braking can be reduced.
• (3) Dip coasting During downhill driving when the vehicle is braking at the overspeed velocity, PCC increases the overspeed for a short period of time to end the downhill event with a higher vehicle velocity. Overspeed is a higher vehicle speed than the set speed of the cruise control system.

• A PCC system can be declared as input to the simulation tool if either the functionalities set out in points (1) and (2) or points (1), (2) and (3) are covered.

- 8.2The eleven combinations of the advanced driver assistance systems as set out in Table 12 are input parameters into the simulation tool. Combinations 2 to 11 shall not be declared for SMT transmissions. Combinations No 3, 6, 9 and 11 shall not be declared in the case of APT transmissions.

Table 12

Combinations of advanced driver assistance systems as input parameters into the simulation tool

Combination no	Engine stop-start during vehicle stops	Eco-roll without engine stop-start	Eco-roll with engine stop-start	Predictive cruise control
1	yes	no	no	no
2	no	yes	no	no
3	no	no	yes	no
4	no	no	no	yes
5	yes	yes	no	no
6	yes	no	yes	no
7	yes	no	no	yes
8	no	yes	no	yes
9	no	no	yes	yes
10	yes	yes	no	yes
11	yes	no	yes	yes

- 8.3Any advanced driver assistance system declared in the input into the simulation tool shall by default be set to fuel economy mode after each key-off/key-on cycle.

- 8.4If an advanced driver assistance system is declared in the input into the simulation tool, it shall be possible to verify the presence of such a system based on real world driving and the system definitions as set out in point 8.1. If a certain combination of systems is declared, also the interaction of functionalities (e.g. predictive cruise control plus eco-roll with engine stop-start) shall be demonstrated. In the verification procedure it shall be taken into consideration, that the systems need certain boundary conditions to be ‘active’ (e.g. engine at operation temperature for engine stop-start, certain vehicle speed ranges for PCC, certain ratios of road gradients with vehicle mass for eco-roll). The vehicle manufacturer needs to submit a functional description of boundary conditions when the systems are ‘inactive’ or their efficiency is reduced. The approval authority may request the technical justifications of these boundary conditions from the applicant for approval and assess them for compliance.

- 9.1.For vehicles of chassis configuration ‘van’ the cargo volume shall be calculated by the following equation:

Image omitted; see official source

• where the dimensions shall be determined in accordance with Table 13 and Figure 3.

Table 13

Definitions related to cargo volume for medium lorries of type van

| Formula symbol | Dimension | Definition |

| --- | --- | --- | | LC,floor | Cargo length at floor | — longitudinal distance from the most rearward point of the last seating row or the partition wall to the foremost point of the closed rear compartment projected to the zero Y-plane — measured at the height of the cargo floor surface | | LC | Cargo length | — longitudinal distance from the X-plane tangent to the most rearward point on the seatback including head restraints of the last seating row or the partition wall to the foremost X-plane tangent to the closed rear compartment i.e. the tailgate or rear doors or any other limiting surface — measured at the height of the most rearward point of the last seating row or the partition wall | | WC,max | Maximum cargo width | — maximum lateral distance of the cargo compartment — measured between the cargo floor and 70 mm above the floor — measurement excludes the transitional arc, local protrusions, depressions or pockets if present | | WC,wheelhouse | Cargo width at wheelhouse | — minimum lateral distance between the limiting interferences (pass-through) of the wheelhouses — measured between the cargo floor and 70 mm above the floor — measurement excludes the transitional arc, local protrusions, depressions or pockets if present | | HC,max | Maximum cargo height | — Maximum vertical distance from the cargo floor to the headlining or other limiting surface — Measured behind the last seating row or partition wall at the vehicle centreline | | HC,rearwheel | Cargo height at rear wheel | — vertical distance from the top of the cargo floor to the headlining or the limiting surface — measured at the rear wheel X coordinate at the vehicle centreline |

Figure 3

Definition of cargo volume for medium lorries

Image omitted; see official source

The following provisions shall apply only in the case of HEV, FCHV and PEV.

10.1   Definition of vehicle’s powertrain architecture

10.1.1   Definition of powertrain configuration

The configuration of the vehicle’s powertrain shall be determined in accordance with the following definitions:

In the case of a HEV:

• (a) ‘P’ in the case of a parallel HEV

• (b) ‘S’ in the case of a serial HEV

• (c) ‘S-IEPC’ in the case an IEPC component is present in the vehicle

• (d) ‘IHPC Type 1’ in the case the parameter ‘IHPCType’ of the electric machine component is set to ‘IHPC Type 1’

In the case of a PEV:

• (a) ‘E’ in the case an EM component is present in the vehicle

- (b) ‘E-IEPC’ in the case an IEPC component is present in the vehicle

In the case of a FCHV:

• (a) ‘F’ in the case an EM component is present in the vehicle

• (b) ‘F-IEPC’ in the case an IEPC component is present in the vehicle

10.1.2   Definition of positions of EMs in the vehicle’s powertrain

Where the configuration of the vehicle’s powertrain in accordance with point 10.1.1 is ‘P’, ‘S’, ‘F’ or ‘E’, the position of the EM installed in the vehicle’s powertrain shall be determined in accordance with the definitions set out in Table 14.

Table 14

Possible positions of EMs in the vehicle’s powertrain

Position index of EM	Powertrain configuration in accordance with point 10.1.1	Transmission type in accordance with Table 1 in Appendix 12 of Annex VI	Definition / Requirements [^E0028]	Further explanations
1	P	AMT, APT-S, APT-P	Connected to the powertrain upstream of the clutch (in the case of AMT) or upstream of the torque converter input shaft (in the case of APT-S or APT-P). The EM is connected to the crankshaft of the ICE directly or via a mechanical connection type (e.g. belt).	Distinction of P0: EMs which can as a matter of principle not contribute to the propulsion of the vehicle (i.e. alternators) are handled in the input to auxiliary systems (see Table 3 of this Annex for lorries, Table 3a of this Annex for buses and Annex IX). However, EMs at this position which can in principle contribute to the propulsion of the vehicle but for which the declared maximum torque in accordance with Table 9 of this Annex is set to zero shall be declared as ‘P1’.
2	E, S, F	AMT	The electric machine is connected to the powertrain downstream of the clutch and upstream of the transmission input shaft.
2	E, S	AMT, APT-N, APT-S, APT-P	The electric machine is connected to the powertrain upstream of the transmission input shaft (in the case of AMT or APT-N) or upstream of the torque converter input shaft (in the case of APT-S, APT-P).
2,5	P	AMT, APT-S, APT-P	The electric machine is connected to the powertrain downstream of the clutch (in the case of AMT) or downstream of the torque converter input shaft (in the case of APT-S or APT-P) and upstream of the transmission output shaft.	The EM is connected to a specific shaft inside the transmission (e.g. layshaft). A specific transmission ratio for each mechanical gear in the transmission according to Table 8 shall be provided.
3	P	AMT, APT-S, APT-P	The electric machine is connected to the powertrain downstream of the transmission output shaft and upstream of the axle.
3	E, S, F	n.a.	The electric machine is connected to the powertrain upstream of the axle.
4	P	AMT, APT-S, APT-P	The electric machine is connected to the powertrain downstream of the axle.
4	E, S, F	n.a.	The electric machine is connected to the wheel hub and the same arrangement is installed twice in symmetrical application (i.e. one on the left and one on the right side of the vehicle at the same wheel position in logitudinal direction).
GEN	S	n.a.	The electric machine is mechanically connected to an ICE but under no operational circumstances mechanically connected to the wheels of the vehicle.

[^E0028]: (¹)

The term EM as used here includes an additional ADC component, if present.

10.1.3   Definition of powertrain architecture ID

The input value for the powertrain architecture ID required in accordance with Table 7 shall be determined based on the powertrain configuration in accordance with point 10.1.1 and the position of the EM in the vehicle’s powertrain in accordance with point 10.1.2 (if applicable) from the valid combinations of inputs into the simulation tool listed in Table 15.

In the case of the powertrain configuration in accordance with point 10.1.1 being ‘IHPC Type 1’ the following provisions shall apply:

• (a) The powertrain architecture ID ‘P2’ shall be declared in accordance with Table 7 and the powertrain component data as indicated in Table 15 for ‘P2’ shall be the input to the simulation tool with separate component data for the EM and the transmission determined in accordance with point 4.4.3 of Annex Xb.

• (b) The component data for the EM in accordance with subpoint (a) shall be provided to the simulation tool with the parameter ‘PowertrainPosition’ in accordance with Table 8 set to ‘2’.

Table 15

Valid inputs of powertrain architecture into the simulation tool

Powertrain type	Powertrain configuration	Architecture ID for VECTO input	Powertrain component present in vehicle	Powertrain component present in vehicle	Powertrain component present in vehicle	Powertrain component present in vehicle	Powertrain component present in vehicle	Powertrain component present in vehicle	Powertrain component present in vehicle	Powertrain component present in vehicle	Comments
Powertrain type	Powertrain configuration	Architecture ID for VECTO input	ICE	EM position GEN	EM position 1	EM position 2	transmission	EM position 3	axle	EM position 4	Comments
PEV	E	E2	no	no	no	yes	yes	no	yes	no
PEV	E	E3	no	no	no	no	no	yes	yes	no
PEV	E	E4	no	no	no	no	no	no	no	yes
PEV	IEPC	E-IEPC	no	no	no	no	no	no	[^E0029]	no
HEV	P	P1	yes	no	yes	no	yes	no	yes	no
HEV	P	P2	yes	no	no	yes	yes	no	yes	no	[^E0030]
HEV	P	P2.5	yes	no	no	yes	yes	no	yes	no	[^E0031]
HEV	P	P3	yes	no	no	no	yes	yes	yes	no	[^E0032]
HEV	P	P4	yes	no	no	no	yes	no	yes	yes
HEV	S	S2	yes	yes	no	yes	yes	no	yes	no
HEV	S	S3	yes	yes	no	no	no	yes	yes	no
HEV	S	S4	yes	yes	no	no	no	no	no	yes
HEV	S	S-IEPC	yes	yes	no	no	no	no	[^E0029]	no
HEV	S
FCHV	F	F2	no	no	no	yes	yes	no	yes	no
FCHV	F	F3	no	no	no	no	no	yes	yes	no
FCHV	F	F4	no	no	no	no	no	no	no	yes
FCHV	F	F-IEPC	no	no	no	no	no	no	[^E0029]	no

‘Yes’ (i.e. axle component present) only in the case that both parameters ‘DifferentialIncluded’ and ‘DesignTypeWheelMotor’ are set to ‘false’

Not applicable for transmission types APT-S and APT-P

[^E0031]: (³)

Where the EM is connected to a specific shaft inside the transmission (e.g. layshaft) in accordance with the definition set out in Table 8

[^E0032]: (⁴)

Not applicable for front wheel driven vehicles

10.1.4.   Definition of architecture ID for second mechanically independent powertrain

In case the vehicle is equipped with two powertrains where each powertrain is propelling different wheel axles of the vehicle and where these different powertrains can under no circumstances be mechanically connected, the vehicle manufacturer shall declare a second powertrain ID defined in accordance with point 10.1.3. Additionally, the two powertrains shall share the same REESS and separate electrical to mechanical energy converters.

In this regard hydraulically driven axles shall, in accordance with point 5, second subparagraph, point (a) of this Annex, be treated as non-driven axles and shall thus not be counted as a mechanically independent powertrain.

Only powertrains of configuration S, S-IEPC, F, F-IEPC and E, in accordance with point 10.1.1, shall be allowed to be declared in case of presence of a second mechanically independent powertrain. Furthermore, only the combinations of architecture IDs for the first and second powertrain indicated with ‘yes’ in Table 15a may be declared.

Table 15a

Valid inputs of powertrain architecture into the simulation tool

Architecture ID ArchitectureIDPwt2	E2	E3	E4	E-IEPC	S2	S3	S4	S-IEPC	F2	F3	F4	F-IEPC
E2	yes	yes	yes	yes	no	no	no	no	no	no	no	no
E3	yes	yes	yes	yes	no	no	no	no	no	no	no	no
E4	yes	yes	yes	yes	no	no	no	no	no	no	no	no
E-IEPC	yes	yes	yes	yes	no	no	no	no	no	no	no	no
S2	no	no	no	no	yes	yes	yes	yes	no	no	no	no
S3	no	no	no	no	yes	yes	yes	yes	no	no	no	no
S4	no	no	no	no	yes	yes	yes	yes	no	no	no	no
S-IEPC	no	no	no	no	yes	yes	yes	yes	no	no	no	no
F2	no	no	no	no	no	no	no	no	yes	yes	yes	yes
F3	no	no	no	no	no	no	no	no	yes	yes	yes	yes
F4	no	no	no	no	no	no	no	no	yes	yes	yes	yes
F-IEPC	no	no	no	no	no	no	no	no	yes	yes	yes	yes

10.2   Definition of boosting limitation for parallel HEV

The vehicle manufacturer may declare limitations of the total propulsion torque of the whole powertrain referring to the transmission input shaft for a parallel HEV in order to restrict the boosting capabilities of the vehicle.

The declaration of such limitations is allowed only in the case that the powertrain configuration in accordance with point 10.1.1 is ‘P’ or ‘IHPC Type 1’.

The limitations are declared as additional torque allowed on top of the ICE full load curve dependent on the rotational speed of the transmission input shaft. Linear interpolation is performed in the simulation tool to determine the applicable additional torque between the declared values at two specific rotational speeds. In the rotational speed range from 0 to engine idling speed (in accordance with point 7.1) the full load torque available from the ICE equals only the ICE full load torque at engine idling speed due to the modelling of the clutch behaviour during vehicle starts.

Where such a limitation is declared, values for the additional torque shall be declared at least at a rotational speed of 0 and at the maximum rotational speed of the ICE full load curve. Any arbitrary number of values may be declared in between the range of zero and the maximum rotational speed of the ICE full load curve. Declared values lower than zero shall not be allowed for the additional torque.

The vehicle manufacturer may declare such limitations which match exactly the ICE full load curve by declaring values of 0 Nm for the additional torque.

10.3   Engine stop-start functionality for HEVs

Where the vehicle is equipped with an engine stop-start functionality in accordance with point 8.1.1 considering the boundary conditions in point 8.4, the input parameter P271 in accordance with Table 6 shall be set to true.

• 11.1.Results of the simulation tool may be transferred to other vehicles as provided for in Article 9(6), provided that all of the following conditions are met:

• (a) input data and input information is completely identical with exception of VIN (P238) and Date element (P239). In the case of simulations for primary heavy buses, additional input data and input information relevant for the interim vehicle and available already at the initial stage may differ, but special measures have to be taken in this case;

- (b) the version of the simulation tool is identical.

• 11.2.For the transfer of results the following result files shall be considered:

• (a) medium and heavy lorries: manufacturer’s records file and customer information file

- (b) primary heavy buses: manufacturer’s records file and vehicle information file

• (c) complete or completed heavy buses: manufacturer’s records file, customer information file and vehicle information file

• 11.3.To carry out the transfer of results the files as mentioned in 10.2. shall be modified by replacing the data elements as set out in the subpoints with updated information. Modifications are allowed only for data elements related to the current stage of completion.

11.3.1   Manufacturer’s records file

• (a) VIN (Annex IV, Part I, point 1.1.3)

• (b) Date when the output file was created (Annex IV, Part I, point 3.2)

11.3.2   Customer information file

• (a) VIN (Annex IV, Part II, point 1.1.1)

• (b) Date when the output file was created (Annex IV, Part II, point 3.2)

11.3.3   Vehicle information file

• 11.3.3.1.In the case of a primary heavy bus:

• (a) VIN (Annex IV, Part III, point 1.1)

• (b) Date when the output file was created (Annex IV, Part III, point 1.3.2)

• 11.3.3.2.Where a manufacturer of a primary heavy bus provides data going beyond the primary vehicle requirements and which differs between original vehicle and transferred vehicle, the related data elements in the vehicle information file shall be updated accordingly.

• 11.3.3.3.In the case of a complete or completed heavy bus:

• (a) VIN (Annex IV, Part III, point 2.1)

• (b) Date when the output file was created (Annex IV, Part III, point 2.2.2)

• 11.3.4 After the modifications as described above the signature elements as set out below shall be updated.

• 11.3.4.1.Lorries:

• (a) Manufacturer’s records file: Annex IV, Part I, points 3.6. and 3.7

• (b) Customer information file: Annex IV, Part II, points 3.3 and 3.4

• 11.3.4.2.Primary heavy buses:

• (a) Manufacturer’s records file: Annex IV, Part I, points 3.3 and 3.4

• (b) Vehicle information file: Annex IV, Part III, points 1.4.1 and 1.4.2

• 11.3.4.3.Primary heavy buses where additionally input data for the interim vehicle has been provided:

• (a) Manufacturer’s records file: Annex IV, Part I, points 3.3 and 3.4

- (b) Vehicle information file: Annex IV, Part III, points 1.4.1, 1.4.2 and 2.3.1

• 11.3.4.4.Complete or completed heavy buses

- (a) Manufacturer’s records file: Annex IV, Part I, points 3.6 and 3.7

• (b) Vehicle information file: Annex IV, Part III, point 2.3.1

• 11.4.Where CO2 emissions and fuel consumption cannot be determined for the original vehicle due to a malfunction of the simulation tool, the same measures shall apply to the vehicles with transferred results.

• 11.5.If the approach to transfer results to other vehicles as laid down in this paragraph is applied by a manufacturer, the related process shall be demonstrated to the approval authority as part of granting the process licence.

For fuel storage systems containing hydrogen the usable capacity shall be determined.

12.1.   Compressed gaseous hydrogen

The usable capacity shall be calculated based on the following equation:

Image omitted; see official source

where:

musable	usable capacity [kg]
VCHSS	volume of the compressed hydrogen storage technology [l]
pmin,rel	relative pressure corresponding to empty hydrogen tank condition [MPa]
ρ15°C, NWP	density of the compressed gaseous hydrogen at 15 °C and at nominal working pressure (NWP) as defined in point 2.17. of UN Regulation No 134 [g/l] This density value shall be determined from Table 16 by linear interpolation.
ρ15°C, pmin,rel	density of the compressed gaseous hydrogen at 15 °C and at pmin,rel [g/l] This density value shall be determined from Table 16 by linear interpolation.

Table 16

Density of compressed hydrogen at 15 °C [g/l]

Temperature (°C)	Pressure (MPa)	Pressure (MPa)	Pressure (MPa)	Pressure (MPa)	Pressure (MPa)	Pressure (MPa)	Pressure (MPa)	Pressure (MPa)	Pressure (MPa)	Pressure (MPa)	Pressure (MPa)	Pressure (MPa)	Pressure (MPa)
Temperature (°C)	0,5	1	2	3	4	5	6	7	8	9	10	35	70
15	0,5	0,9	1,7	2,6	3,4	4,2	4,9	5,7	6,5	7,3	8,0	24,0	40,2

12.2.   Liquid hydrogen

The usable capacity shall be calculated based on the following equation:

Image omitted; see official source

where:

• musable usable capacity [kg]

• VLHSS volume of the liquid hydrogen storage technology [l]

- ρfull ref density of the liquid hydrogen corresponding to full hydrogen tank condition [g/l], defined by the following operational conditions:

• (a) the vehicle is operated until the empty hydrogen tank condition is reached.

• (b) the refilling starts immediately afterwards.

• (c) with regard to the state of the hydrogen as provided by the hydrogen refuelling infrastructure, reference shall be made to international standards, if available.

• ρempty density of the liquid hydrogen corresponding to the empty hydrogen tank condition [g/l]

The calculation model of the densities shall be disclosed to the approval authority on request.

12.3.   Cryo-compressed hydrogen

The usable capacity shall be calculated based on the following equations:

Image omitted; see official source

Image omitted; see official source

where:

- musable usable capacity [kg]

- VCCHSS volume of the cryo-compressed hydrogen storage technology [l]

• ρfilling density of the hydrogen at the end of the refuelling process [g/l]

• fusable usable share determined from Table 17 by linear interpolation [-]

- pfilling absolute hydrogen pressure in the tank at the end of the refuelling process [bar]

The value for hydrogen pressure in the tank at the end of the refuelling process used in the calculations shall be documented in the information document for the cryo-compressed hydrogen tank system. Existing international standards on cryo-compressed refuelling infrastructure shall be taken into account when determining this value, if already available.

Table 17

Usable share of the hydrogen mass in a cryo-compressed hydrogen storage technology [-]

Absolute pressure corresponding to empty hydrogen tank condition [bar]	fusable [^E0033] [-]
5	0,97
8	0,95
10	0,93
15	0,88
20	0,85
30	0,75

The specified values for fusable assume that the tank has an internal heating system that is activated when the minimum pressure is reached. Where there is no such in-tank heating system, the manufacturer shall apply, upon approval from the approval authority, a lower value for fusable.

Appendix 1

Vehicle technologies for which the obligations laid down in Article 9(1), first subparagraph, do not apply, as provided in that subparagraph

Table 1

Vehicle technology category	Criteria for exemption	Input parameter value in accordance with Table 5 of this Annex
Fuel cell vehicle	Vehicles shall be exempted where at least one of the following criteria apply: — A fuel cell vehicle which is not a fuel cell hybrid vehicle in accordance with point 2 (13) of this Annex. — The vehicle is equipped with multiple EMs located within a single powertrain which are not placed at the same connection point in the drivetrain in accordance with point 10.1.2 of this Annex; — The vehicle is equipped with multiple EMs located within a single powertrain which are placed at the same connection point in the drivetrain in accordance with point 10.1.2 of this Annex but do not have identical specifications (i.e. the same component certificate). — The vehicle has a powertrain architecture other than F2 to F4 or F-IEPC in accordance with point 10.1.3 of this Annex.	‘FCV Article 9 exempted’
—————	—————	—————
Dual-fuel	Dual-fuel vehicles with an engine operated with natural gas or LPG being of types 1B, 2B and 3B as defined in Article 2(53), 2(55) and 2(56) of Regulation (EU) No 582/2011 or dual-fuel vehicles with an engine operated with hydrogen being of a type other than 1A as defined in Article 2(52) of Regulation (EU) No 582/2011.	‘Dual-fuel vehicle Article 9 exempted’
HEV	Vehicles shall be exempted where at least one of the following criteria apply: — The vehicle is equipped with multiple EMs located within a single powertrain which are not placed at the same connection point in the drivetrain in accordance with point 10.1.2 of this Annex. — The vehicle is equipped with multiple EMs located within a single powertrain which are placed at the same connection point in the drivetrain in accordance with point 10.1.2 of this Annex but do not have identical specifications (i.e. the same component certificate). — The vehicle has a powertrain architecture other than P1 to P4, S2 to S4, S-IEPC in accordance with point 10.1.3 of this Annex or other than IHPC Type 1.	‘HEV Article 9 exempted’
PEV	Vehicles shall be exempted where at least one of the following criteria apply: — The vehicle is equipped with multiple EMs located within a single powertrain which are not placed at the same connection point in the drivetrain in accordance with point 10.1.2 of this Annex. — The vehicle is equipped with multiple EMs located within a single powertrain which are placed at the same connection point in the drivetrain in accordance with point 10.1.2 of this Annex but do not have identical specifications (i.e. the same component certificate). — The vehicle has a powertrain architecture other than E2 to E4 or E-IEPC in accordance with point 10.1.3 of this Annex.	‘PEV Article 9 exempted’
Multiple permanently mechanically independent powertrains	The vehicle is equipped with more than one powertrain where each powertrain is propelling different wheel axle(s) of the vehicle and where different powertrains can under no circumstances be mechanically connected and where the specific system is not covered by the allowed combinations defined in point 10.1.4 of this Annex. In this regard hydraulically driven axles shall, in accordance with point 5(a) of this Annex, be treated as non-driven axles and shall thus not be counted as an independent powertrain.	‘Multiple powertrains Article 9 exempted’
—————	—————	—————
Non-electric hybrid vehicles	The vehicle is a HV but not a HEV in accordance with point 2 (26) and (27) of this Annex.	‘HV Article 9 exempted’
Other	Any other propulsion technology that is not listed in this table for which it is not possible to perform a simulation in accordance with Article 9 of this Regulation due to limitations of the simulation tool regarding this specific propulsion technology.	‘Other technology Article 9 exempted’

- (*)Commission Regulation (EU) No 1230/2012 of 12 December 2012 implementing Regulation (EC) No 661/2009 of the European Parliament and of the Council with regard to type-approval requirements for masses and dimensions of motor vehicles and their trailers and amending Directive 2007/46/EC of the European Parliament and of the Council (OJ L 353, 21.12.2012, p. 31).

• (**)Regulation (EU) 2019/2144 of the European Parliament and of the Council of 27 November 2019 on type-approval requirements for motor vehicles and their trailers, and systems, components and separate technical units intended for such vehicles, as regards their general safety and the protection of vehicle occupants and vulnerable road users, amending Regulation (EU) 2018/858 of the European Parliament and of the Council and repealing Regulations (EC) No 78/2009, (EC) No 79/2009 and (EC) No 661/2009 of the European Parliament and of the Council and Commission Regulations (EC) No 631/2009, (EU) No 406/2010, (EU) No 672/2010, (EU) No 1003/2010, (EU) No 1005/2010, (EU) No 1008/2010, (EU) No 1009/2010, (EU) No 19/2011, (EU) No 109/2011, (EU) No 458/2011, (EU) No 65/2012, (EU) No 130/2012, (EU) No 347/2012, (EU) No 351/2012, (EU) No 1230/2012 and (EU) 2015/166 (OJ L 325, 16.12.2019, p. 1).

ANNEX IV

MODEL OF THE OUTPUT FILES OF THE SIMULATION TOOL

This Annex describes the models of the manufacturer's records file (MRF), the customer information file (CIF) and the vehicle information file (VIF).

2. Definitions

• (1)‘actual charge depleting range’: The range that can be driven in charge depleting mode based on the usable amount of REESS energy, without any interim charging.

• (2)‘equivalent all electric range’: The part of the actual charge depleting range that can be attributed to the use of electric energy from the REESS, i.e. without any energy provided by the non-electric propulsion energy storage system.

• (3)‘zero CO2 emissions range’: The range that can be attributed to energy provided by propulsion energy storage systems considered with zero CO2 impact.

• (4)‘hydrogen range’: The range that can be driven based on the usable amount of hydrogen.

PART I

Vehicle CO2 emissions and fuel consumption – Manufacturer's records file

The manufacturer's records file shall be produced by the simulation tool and shall at least contain the following information, if applicable for the specific vehicle or manufacturing step:

• 1.Vehicle, component, separate technical unit and systems data

• 1.1.Vehicle data

• 1.1.1.Name and address of manufacturer (s) …

• 1.1.2.Vehicle model / Commercial Name …

• 1.1.3.Vehicle identification number (VIN) …

• 1.1.4.Vehicle category (N2, N3, M3) …

• 1.1.5.Axle configuration …

• 1.1.6.Technically Permissible Maximum Laden Mass (t) …

• 1.1.7.Vehicle group in accordance with Annex I …

• 1.1.7a.Vehicle (sub-)group for CO2 standards …

• 1.1.8.Corrected actual mass (kg) …

• 1.1.10.Zero emission heavy-duty vehicle (yes/no) …

• 1.1.11.Hybrid electric heavy-duty vehicle (yes/no) …

• 1.1.12.Dual-fuel vehicle (yes/no) …

• 1.1.13.Sleeper cab (yes/no) …

• 1.1.14.HEV architecture (e.g. P1, P2) …

• 1.1.15.PEV architecture (e.g. E2, E3) …

• 1.1.15a.FCHV architecture (e.g. F2, F3)…

• 1.1.16.Off-vehicle charging capability (yes/no) …

• 1.1.17.–

• 1.1.19.Vehicle technology exempted according to Article 9 …

• 1.1.20.Class of bus (e.g. I, I+II etc.) …

• 1.1.21.Number passengers upper deck …

• 1.1.22.Number passengers lower deck …

• 1.1.23.Code for bodywork (e.g. CA, CB) …

• 1.1.24.Low Entry (yes/no) …

• 1.1.25.Height integrated body (mm) …

• 1.1.26.Vehicle length (mm) …

• 1.1.27.Vehicle width (mm) …

• 1.1.28.Door drive technology (pneumatic, electric, mixed) …

• 1.1.29.Tank system in the case of natural gas or hydrogen (e.g. compressed, liquified)…

• 1.1.30.Sum net power (only for Article 9 exempted) (kW) …

• 1.1.31.Vehicle type approval number…

• 1.1.32.Simulation tool licence number…

• 1.2.Main engine specifications

• 1.2.1.Engine model …

• 1.2.2.Engine certification number …

• 1.2.3.Engine rated power (kW) …

• 1.2.4.Engine idling speed (1/min) …

• 1.2.5.Engine rated speed (1/min) …

• 1.2.6.Engine capacity (ltr) …

• 1.2.7.Fuel type (Diesel CI/CNG PI/LNG PI) …

• 1.2.8.Hash of the engine input data and input information …

• 1.2.9.Waste heat recovery system (yes/no) …

• 1.2.10.Waste heat recovery type(s) (mechanical/electrical) …

• 1.3.Main transmission specifications

• 1.3.1.Transmission model …

• 1.3.2.Transmission certification number …

• 1.3.3.Main option used for generation of loss maps (Option1/Option2/Option3/Standard values) …

• 1.3.4.Transmission type (SMT, AMT, APT-S, APT-P, APT-N) …

• 1.3.5.No. of gears …

• 1.3.6.Transmission ratio final gear …

• 1.3.7.Retarder type …

• 1.3.8.Power take off (yes/no) …

• 1.3.9.Hash of the transmission input data and input information …

• 1.4.Retarder specifications

• 1.4.1.Retarder model …

• 1.4.2.Retarder certification number …

• 1.4.3.Certification option used for generation of a loss map (standard values/measurement) …

• 1.4.4.Hash of the other torque transferring components input data and input information …

• 1.5.Torque converter specification

• 1.5.1.Torque converter model …

• 1.5.2.Torque converter certification number …

• 1.5.3.Certification option used for generation of a loss map (standard values/measurement) …

• 1.5.4.Hash of the torque converter input data and input information …

• 1.6.Angle drive specifications

• 1.6.1.Angle drive model …

• 1.6.2.Angle drive certification number …

• 1.6.3.Certification option used for generation of a loss map (standard values/measurement) …

• 1.6.4.Angle drive ratio …

• 1.6.5.Hash of the additional drivetrain components input data and input information …

• 1.7.Axle specifications

• 1.7.1.Axle model …

• 1.7.2.Axle certification number …

• 1.7.3.Certification option used for generation of a loss map (standard values/measurement) …

• 1.7.4.Axle type (e.g. single reduction axle) …

• 1.7.5.Axle ratio …

• 1.7.6.Hash of the axle input data and input information …

• 1.8.Aerodynamics

• 1.8.1.Model …

• 1.8.2.Certification option used for generation of CdxA (standard values/measurement) …

• 1.8.3.CdxA Certification number (if applicable) …

• 1.8.3a.CFD method licence number (if applicable)…

• 1.8.3b.Delta CdxA from CFD (if applicable)…

• 1.8.4.CdxA value …

• 1.8.5.Hash of the air drag input data and input information …

• 1.9.Main tyre specifications

• 1.9.1.Tyre dimension axle 1 …

• 1.9.2.Tyre certification number axle 1 …

• 1.9.3.Specific RRC of all tyres on axle 1 …

• 1.9.3a.Hash of the tyre input data and input information axle 1 …

• 1.9.4.Tyre dimension axle 2 …

• 1.9.5.Twin axle (yes/no) axle 2 …

• 1.9.6.Tyre certification number axle 2 …

• 1.9.7.Specific RRC of all tyres on axle 2 …

• 1.9.7a.Hash of the tyre input data and input information axle 2 …

• 1.9.8.Tyre dimension axle 3 …

• 1.9.9.Twin axle (yes/no) axle 3 …

• 1.9.10.Tyre certification number axle 3 …

• 1.9.11.Specific RRC of all tyres on axle 3 …

• 1.9.11a.Hash of the tyre input data and input information axle 3 …

• 1.9.12.Tyre dimension axle 4 …

• 1.9.13.Twin axle (yes/no) axle 4 …

• 1.9.14.Tyre certification number axle 4 …

• 1.9.15.Specific RRC of all tyres on axle 4 …

• 1.9.16.Hash of the tyre input data and input information axle 4 …

• 1.10.Auxiliary specifications

• 1.10.1.Engine cooling fan technology …

• 1.10.2.Steering pump technology …

• 1.10.3.Electric system

• 1.10.3.1.Alternator technology (conventional, smart, no alternator) …

• 1.10.3.2.Max alternator power (smart alternator) (kW) …

• 1.10.3.3.Electric storage capacity (smart alternator) (kWh) …

• 1.10.3.4.Day running lights LED (yes/no) …

• 1.10.3.5.Head lights LED (yes/no) …

• 1.10.3.6.Position lights LED (yes/no) …

• 1.10.3.7.Brake lights LED (yes/no) …

• 1.10.3.8.Interior lights LED (yes/no) …

• 1.10.4.Pneumatic system

• 1.10.4.1.Technology …

• 1.10.4.2.Compressor ratio …

• 1.10.4.3.Smart compression system …

• 1.10.4.4.Smart regeneration system …

• 1.10.4.5.Air suspension control …

• 1.10.4.6.Reagent dosing (exhaust after-treatment) …

• 1.10.5.HVAC system

• 1.10.5.1.System configuration number …

• 1.10.5.2.Heat pump type driver compartment cooling…

• 1.10.5.3.Heat pump type driver compartment heating…

• 1.10.5.4.Heat pump type passenger compartment cooling…

• 1.10.5.5.Heat pump type passenger compartment heating…

• 1.10.5.6.Auxiliary heater power (kW) …

• 1.10.5.7.Double glazing (yes/no)…

• 1.10.5.8.Adjustable coolant thermostat (yes/no) …

• 1.10.5.9.Adjustable auxiliary heater …

• 1.10.5.10.Engine waste gas heat exchanger (yes/no) …

• 1.10.5.11.Separate air distribution ducts (yes/no) …

• 1.10.5.12.Water electric heater

• 1.10.5.13.Air electric heater

• 1.10.5.14.Other heating technology

• 1.11.Engine torque limitations

• 1.11.1.Engine torque limit at gear 1 (% of max engine torque) …

• 1.11.2.Engine torque limit at gear 2 (% of max engine torque) …

• 1.11.3.Engine torque limit at gear 3 (% of max engine torque) …

• 1.11.4.Engine torque limit at gear … (% of max engine torque)

• 1.12.Advanced driver assistance systems (ADAS)

• 1.12.1.Engine stop-start during vehicle stops (yes/no) …

• 1.12.2.Eco-roll without engine stop-start (yes/no) …

• 1.12.3.Eco-roll with engine stop-start (yes/no) …

• 1.12.4.Predictive cruise control (yes/no) …

• 1.13.Electric machine system(s) specifications

• 1.13.1Model …

• 1.13.2.Certification number

• 1.13.3Type (PSM, ESM, IM, SRM) …

• 1.13.4.Position (GEN 1, 2, 3, 4) …

• 1.13.5.–

• 1.13.6.Count at position …

• 1.13.7.Rated power (kW) …

• 1.13.8.Maximum continuous power (kW) …

• 1.13.9.Certification option for generation of electric power consumption map …

• 1.13.10.Hash of the input data and input information …

• 1.13.11.ADC model …

• 1.13.12.ADC certification number …

• 1.13.13.Certification option used for generation of an ADC loss map (standard values/measurement) …

• 1.13.14.ADC ratio …

• 1.13.15.Hash of the additional driveline components’ input data and input information …

• 1.13.16.Boosting limitations…

• 1.14.Integrated electric powertrain system (IEPC) specifications

• 1.14.1Model …

• 1.14.2.Certification number …

• 1.14.3.Rated power (kW) …

• 1.14.4.Maximum continuous power (kW) …

• 1.14.5.Number of gears …

• 1.14.6.Lowest total transmission ratio (highest gear times axle ratio if applicable) …

• 1.14.7.Differential included (yes/no) …

• 1.14.7a.Design type wheel motors (yes/no)…

• 1.14.8.Certification option for generation of electric power consumption map …

• 1.14.9.Hash of the input data and input information …

• 1.15.Rechargeable Energy Storage Systems specifications - Battery

• 1.15.1Model …

• 1.15.2.Certification number …

• 1.15.3.Nominal voltage (V) …

• 1.15.4.Total storage capacity (kWh) …

• 1.15.5.Total usable capacity in simulation (kWh) …

• 1.15.6.Certification method (measured, standard values)…

• 1.15.7.Hash of the input data and input information …

• 1.15.8.StringID (-) …

• 1.16.Rechargeable Energy Storage Systems specifications – Capacitor

• 1.16.1.Model…

• 1.16.2.Certification number…

• 1.16.3.Capacitance (F)…

• 1.16.4.Minimum voltage (V)…

• 1.16.5.Maximum voltage (V)…

• 1.16.6.Hash of the input data and input information…

• 1.16.7.Certification method (measured, standard values)…

• 1.17.Fuel Cell System(s) specifications

• 1.17.1.Model…

• 1.17.2.Certification number…

• 1.17.3.Certification method (measured, standard values)…

• 1.17.4.Rated power (kW)…

• 1.17.5.Count…

• 2.Mission profile and loading dependent values

• 2.1.Simulation parameters (for each mission profile and loading combination, for OVC-HEVs separately for charge depleting mode, charge sustaining mode and weighted, for OVC-FCHV separately for charge depleting mode and charge sustaining mode)

• 2.1.1.Mission profile …

• 2.1.2.Load (as defined in the simulation tool) (kg) …

• 2.1.2a.Passenger count …

• 2.1.3.Total vehicle mass in simulation (kg) …

• 2.1.4.OVC mode (charge depleting, charge sustaining, weighted) …

• 2.1.5.Primary vehicle sub-group…

• 2.2.Vehicle driving performance and information for simulation quality check

• 2.2.1.Average speed (km/h) …

• 2.2.2.Minimum instantaneous speed (km/h) …

• 2.2.3.Maximum instantaneous speed (km/h) …

• 2.2.4.Maximum deceleration (m/s²) …

• 2.2.5.Maximum acceleration (m/s²) …

• 2.2.6.Full load percentage of driving time …

• 2.2.7.Total number of gear shifts …

• 2.2.8.Total driven distance (km) …

• 2.2.9.Average gearbox efficiency (%)…

• 2.2.10.Average axle efficiency (%)…

• 2.3.Fuel and energy consumption (per fuel type and electric energy) and CO2 results (total)

• 2.3.1.Fuel consumption (g/km) …

• 2.3.2.Fuel consumption (g/t-km) …

• 2.3.3.Fuel consumption (g/p-km) …

• 2.3.4.Fuel consumption (g/m³-km) …

• 2.3.5.Fuel consumption (l/100km) …

• 2.3.6.Fuel consumption (l/t-km) …

• 2.3.7.Fuel consumption (l/p-km) …

• 2.3.8.Fuel consumption (l/m³-km) …

• 2.3.9.Energy consumption (MJ/km, kWh/km) …

• 2.3.10.Energy consumption (MJ/t-km, kWh/t-km) …

• 2.3.11.Energy consumption (MJ/p-km, kWh/p-km) …

• 2.3.12.Energy consumption (MJ/m³-km, kWh/m³-km) …

• 2.3.13.CO2 (g/km) …

• 2.3.14.CO2 (g/t-km) …

• 2.3.15.CO2 (g/p-km) …

• 2.3.16.CO2 (g/m³-km) …

• 2.3.17.Fuel and energy consumption of auxiliary heater in case of zero emission vehicle (g/km, g/p-km, l/100km, l/p-km, MJ/km, MJ/p-km)…

• 2.3.18.CO2 of auxiliary heater in case of zero emission vehicle (g/km, g/p-km)…

• 2.3.19.Utility factor…

• 2.4.Electric and zero emission ranges (for beginning and end of life)

• 2.4.1.Actual charge depleting range (km) …

• 2.4.2.Equivalent all electric range (km) …

• 2.4.3.Zero CO2 emission range (km) …

• 2.4.4.Hydrogen range (km)…

• 3.Software information

• 3.1.Simulation tool version (X.X.X) …

- 3.2.Date and time of the simulation …

• 3.3.Cryptographic hash simulation tool input information and input data of the primary vehicle (if applicable) …

• 3.4.Cryptographic hash of the manufacturer’s record file of the primary vehicle (if applicable) …

• 3.5.Cryptographic hash of the vehicle information file as produced by the simulation tool (if applicable) …

• 3.6.Cryptographic hash of the simulation tool input information and input data …

• 3.7.Cryptographic hash of the manufacturer's records file …

PART II

Vehicle CO2 emissions and fuel consumption - Customer information file

The customer information file shall be produced by the simulation tool and shall at least contain the following information, if applicable for the specific vehicle or certification step:

• 1.Vehicle, component, separate technical unit and systems data

• 1.1.Vehicle data

• 1.1.1.Vehicle identification number (VIN)…

• 1.1.2.Vehicle category (N2, N3, M3)…

• 1.1.3.Axle configuration…

• 1.1.4.Technically Permissible Maximum Laden Mass (t)…

• 1.1.5.Vehicle group in accordance with Annex I…

• 1.1.5a.Vehicle (sub-)group for CO2 standards…

• 1.1.5b.Total propulsion power relevant for subgroup allocation…

• 1.1.6.Name and address(es) of manufacturer(s)…

• 1.1.7.Model…

• 1.1.8.Corrected actual mass (kg)…

• 1.1.10.Zero emission heavy-duty vehicle (yes/no)…

• 1.1.11Hybrid electric heavy-duty vehicle (yes/no)…

• 1.1.12Dual-fuel vehicle (yes/no)…

• 1.1.12a.Waste Heat recovery (yes/no)…

• 1.1.13.Sleeper cab (yes/no)…

• 1.1.14.HEV architecture (e.g. P1, P2)…

• 1.1.15.PEV architecture (e.g. E2, E3)…

• 1.1.15a.FCHV architecture (e.g. F2, F3)…

• 1.1.16.Off-vehicle charging capability (yes/no)…

• 1.1.17.–

• 1.1.19.Vehicle technology exempted from Article 9…

• 1.1.20.Class of bus (e.g. I, I+II etc.)…

• 1.1.21.Total number of registered passengers…

• 1.1.22.Vehicle type approval number…

• 1.2.Component, separate technical unit and systems data

• 1.2.1.Engine rated power (kW)…

• 1.2.2.Engine capacity (ltr)…

• 1.2.3.Fuel type (Diesel CI/CNG PI/LNG PI)…

• 1.2.4.Transmission values (measured/standard)…

• 1.2.5.Transmission type (SMT, AMT, APT, none)…

• 1.2.6.No. of gears…

• 1.2.7.Retarder (yes/no)…

• 1.2.8.Axle ratio…

• 1.2.9.Average rolling resistance coefficient (RRC) of all tyres of the motor vehicle:…

• 1.2.10a.Tyre dimension for each axle of the motor vehicle…

• 1.2.10b.Fuel efficiency class(es) of the tyres in accordance with Regulation (EU) 2020/740 for each axle of the motor vehicle…

• 1.2.10c.Tyre certification number for each axle of the motor vehicle…

• 1.2.11.Engine stop-start during vehicle stops (yes/no)…

• 1.2.12.Eco-roll without engine stop-start (yes/no)…

• 1.2.13.Eco-roll with engine stop-start (yes/no)…

• 1.2.14.Predictive cruise control (yes/no)…

• 1.2.15Electric machine system(s) total rated propulsion power (kW)…

• 1.2.16Electric machine system total maximum continuous propulsion power (kW)…

• 1.2.17REESS total storage capacity (kWh)…

• 1.2.18REESS useable storage capacity in simulation (kWh)…

• 1.2.19.Fuel cell system(s) total rated power (kW)…

• 1.3.Auxiliary configuration

• 1.3.1.Steering pump technology…

• 1.3.2.Electric system

• 1.3.2.1Alternator technology (conventional, smart, no alternator)…

• 1.3.2.2Max alternator power (smart alternator) (kW)…

• 1.3.2.3Electric storage capacity (smart alternator) (kWh)…

• 1.3.3.Pneumatic system

• 1.3.3.1Smart compression system…

• 1.3.3.2Smart regeneration system…

• 1.3.4.HVAC system

• 1.3.4.1System configuration…

• 1.3.4.2Auxiliary heater power (kW)…

• 1.3.4.3Double glazing (yes/no)…

• 2.CO2 emissions and fuel consumption of the vehicle (for each mission profile and loading combination, for OVC-HEVs separately for charge depleting mode, charge sustaining mode and weighted, for OVC-FCHV separately for charge depleting mode and charge sustaining mode)

• 2.1.Simulation parameters

• 2.1.1Mission profile…

• 2.1.2Payload (kg)…

• 2.1.3Passenger information

• 2.1.3.1Number of passengers in simulation… (-)

• 2.1.3.2Mass of passengers in simulation… (kg)

• 2.1.4Total vehicle mass in simulation (kg)…

• 2.1.5.OVC mode (charge depleting, charge sustaining, weighted)…

• 2.2.Average speed (km/h)…

• 2.3.Fuel and energy consumption results (per fuel type and electric energy)

• 2.3.1.Fuel consumption (g/km)…

• 2.3.2.Fuel consumption (g/t-km)…

• 2.3.3.Fuel consumption (g/p-km)…

• 2.3.4.Fuel consumption (g/m³-km)…

• 2.3.5.Fuel consumption (l/100km)…

• 2.3.6.Fuel consumption (l/t-km)…

• 2.3.7.Fuel consumption (l/p-km)…

• 2.3.8.Fuel consumption (l/m³-km)…

• 2.3.9.Energy consumption (MJ/km, kWh/km)…

• 2.3.10.Energy consumption (MJ/t-km, kWh/t-km)…

• 2.3.11.Energy consumption (MJ/p-km, kWh/p-km)…

• 2.3.12.Energy consumption (MJ/m³-km, kWh/m³-km)…

• 2.4.CO2 results (for each mission profile and loading combination)

• 2.4.1.CO2 (g/km)…

• 2.4.2.CO2 (g/t-km)…

• 2.4.3.CO2 (g/p-km)…

• 2.4.5.CO2 (g/m³-km)…

• 2.4.6.Fuel and energy consumption of auxiliary heater in case of zero emission vehicle (g/km, g/p-km, l/100km, l/p-km, MJ/km, MJ/p-km)…

• 2.4.7.CO2 of auxiliary heater in case of zero emission vehicle (g/km, g/p-km)…

• 2.4.8.Utility factor…

• 2.5.Electric Ranges (for begin and end of life)

• 2.5.1.Actual charge depleting range (km)…

• 2.5.2.Equivalent all electric range (km)…

• 2.5.3.Zero CO2 emission range (km)…

• 2.5.4.Hydrogen range (km)…

• 2.6.Weighted results

• 2.6.1.Specific CO2 emissions (g/t-km)…

• 2.6.2.Specific electric energy consumption (kWh/t-km)…

• 2.6.3.Average payload value (t)…

• 2.6.4.Specific CO2 emissions (g/p-km)…

• 2.6.5.Specific electric energy consumption (kWh/p-km)…

• 2.6.6.Average passenger count (p)…

• 2.6.7.Actual charge depleting range for beginning and end of life (km)…

• 2.6.8.Equivalent all electric range for beginning and end of life (km)…

• 2.6.9.Zero CO2 emission range for beginning and end of life (km)…

• 2.6.10.Hydrogen range (km)…

• 2.6.11.CO2 (g/km)…

• 2.6.12.CO2 (g/m³-km)…

• 2.6.13.Fuel consumption (g/km)…

• 2.6.14.Fuel consumption (g/t-km)…

• 2.6.15.Fuel consumption (g/p-km)…

• 2.6.16.Fuel consumption (g/m3-km)…

• 2.6.17.Fuel consumption (l/100km)…

• 2.6.18.Fuel consumption (l/t-km)…

• 2.6.19.Fuel consumption (l/p-km)…

• 2.6.20.Fuel consumption (l/m3-km)…

• 2.6.21.Energy consumption (MJ/km, kWh/km)…

• 2.6.22.Energy consumption (MJ/t-km)…

• 2.6.23.Energy consumption (MJ/p-km)…

• 2.6.24.Energy consumption (MJ/m3-km, kWh/m3-km)…

• 3.Software information

• 3.1.Simulation tool version…

- 3.2.Date and time of the simulation…

• 3.3.Cryptographic hash of the simulation tool input information and input data of the primary vehicle (if applicable)…

• 3.4.Cryptographic hash of the manufacturer’s records file of the primary vehicle (if applicable)…

• 3.5.Cryptographic hash of the vehicle simulation tool input information and input data…

• 3.6.Cryptographic hash of the manufacturer's records file…

• 3.7.Cryptographic hash of the customer information file…

PART III

Vehicle CO2 emissions and fuel consumption – Vehicle information file for heavy buses

The vehicle information file shall be produced in the case of heavy buses to transfer the relevant input data, input information and simulation results to subsequent certification steps following the method as described in point 2 of Annex I.

The vehicle information file shall at least contain the following content:

• 1.In the case of a primary vehicle:

• 1.1.Input data and input information as set out in Annex III for the primary vehicle except: engine fuel map; engine correction factors WHTC_Urban, WHTC_Rural, WHTC_Motorway, BFColdHot, CFRegPer; torque converter characteristics; loss maps for transmission, retarder, angle drive and axle; electric power consumption map(s) for electric motor systems and IEPC; electric loss parameters for REESS; fuel map for FCS

• 1.2.For each mission profile and loading condition:

• 1.2.1.Total vehicle mass in simulation (kg)…

• 1.2.2.Number of passengers in simulation (-)…

• 1.2.3.Energy consumption (MJ/km)…

• 1.3.Software information

• 1.3.1.Simulation tool version…

• 1.3.2.Date and time of the simulation…

• 1.4.Cryptographic hashes

• 1.4.1.Cryptographic hash of the manufacturers records file of the primary vehicle…

• 1.4.2.Cryptographic hash of the vehicle information file…

• 2.For each interim, complete or completed vehicle

- 2.1.Input data and input information as set out for the complete or completed vehicle in Annex III and which was provided by the particular manufacturer

- 2.2.Software information

- 2.2.1.Simulation tool version…

• 2.2.2.Date and time of the simulation…

- 2.3.Cryptographic hashes

• 2.3.1.Cryptographic hash of the vehicle information file…

ANNEX V

VERIFYING ENGINE DATA

The engine test procedure described in this Annex shall produce input data relating to engines for the simulation tool.

For the purposes of this Annex the definitions set out in UN Regulation No. 49 ([^E0034]) and, in addition to these, the following definitions shall apply:

• (1) ‘engine CO2-family’ means a manufacturer's grouping of engines, as defined in paragraph 1 of Appendix 3;

• (2) ‘CO2-parent engine’ means an engine selected from an engine CO2-family as specified in Appendix 3;