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. )

• 1.8.2. The engine speed n95h of all other engines than the CO2-parent engine within the same CO2-family, determined from the engine full load curve recorded in accordance with paragraph 4.3.1 by applying the definitions of characteristic engine speeds in accordance with paragraph 7.4.6. of Annex 4 to  UN Regulation No. 49, shall not deviate from the engine speed n95h of the CO2-parent engine by more than ± 3 percent.

• 1.8.3. The engine speed n57 of all other engines than the CO2-parent engine within the same CO2-family, determined from the engine full load curve recorded in accordance with paragraph 4.3.1 by applying the definitions in accordance with paragraph 4.3.5.2.1, shall not deviate from the engine speed n57 of the CO2-parent engine by more than ± 3 percent.

- 1.9. Minimum number of points in the fuel consumption map

• 1.9.1. All engines within the same CO2-family shall have a minimum number of 54 mapping points of the fuel consumption map located below their respective engine full load curve determined in accordance with paragraph 4.3.1.

• 1.10. Variation in GERWHTC

1.10.1.   For dual-fuel engines, the difference between the highest and the lowest GERWHTC

(i.e. the highest GERWHTC minus the lowest GERWHTC) within the same CO2-family shall not exceed 10 %.

- 1.11. Special provisions for diesel engines tested with a reference fuel type of B100

• 1.11.1. All engines within the same CO2-family shall be capable of running on pure B100 and shall be capable of running on the exact same range of biodiesel blends as indicated in point 3.2.2.2.1 of the Information Document drawn up in accordance with Appendix 2.

The CO2-parent engine of the engine CO2-family shall be selected in accordance with the following criteria:

• 2.1. Highest power rating of all engines within the engine CO2-family.

Appendix 4

Conformity of CO2 emissions and fuel consumption related properties

• 1.1 Conformity of CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificates set out in Appendix 1 to this Annex and on the basis of the description in the information document set out in Appendix 2 to this Annex.

• 1.2 If an engine certificate has had one or more extensions, the tests shall be carried out on the engines described in the information package relating to the relevant extension.

• 1.3 All engines subject to tests shall be taken from the series production meeting the selection criteria according to paragraph 3 of this Appendix.

- 1.4 The tests may be conducted with the applicable market fuels. However, at the manufacturer's request, the reference fuels specified in paragraph 3.2 may be used.

• 1.5 If tests for the purpose of conformity of CO2 emissions and fuel consumption related properties of gas engines (natural gas, LPG) are conducted with market fuels the engine manufacturer shall demonstrate to the approval authority the appropriate determination of the gas fuel composition for the determination of the NCV according to paragraph 4 of this Appendix by good engineering judgement.

- 2.1 0,05 percent of all engines produced in the past production year within the scope of this regulation shall represent the basis to derive the number of engine CO2-families and number of engines within those CO2-families to be tested annually for verifying conformity of the certified CO2 emissions and fuel consumption related properties. The resulting figure of 0,05 percent of relevant engines shall be rounded to the nearest whole number. This result shall be called nCOP,base.

• 2.2 Notwithstanding the provisions in point 2.1, a minimum number of 30 shall be used for nCOP,base.

• 2.3 The resulting figure for nCOP,base determined in accordance with points 2.1 and 2.2 of this Appendix shall be divided by 10 and the result rounded to the nearest whole number in order to determine the number of engine CO2-families to be tested annually, nCOP,fam, for verifying conformity of the certified CO2 emissions and fuel consumption related properties.

• 2.4 In the case that a manufacturer has less CO2-families than nCOP,fam determined in accordance with point 2.3, the number of CO2-families to be tested, nCOP,fam, shall be defined by the total number of CO2-families of the manufacturer.

From the number of engine CO2-families to be tested determined in accordance with paragraph 2 of this Appendix, the first two CO2-families shall be those with the highest production volumes.

The remaining number of engine CO2-families to be tested shall be randomly selected from all existing engine CO2-families and shall be agreed between the manufacturer and the approval authority.

The minimum number of engines to be tested for each engine CO2-family, nCOP,min, shall be determined by dividing nCOP,base by nCOP,fam, both values determined in accordance with point 2. The result for nCOP,min shall be rounded to the nearest integer. If the resulting value for nCOP,min is smaller than 4 it shall be set to 4, if it is greater than 19 it shall be set to 19.

For each of the engine CO2-families determined in accordance with paragraph 3 of this Appendix a minimum number of nCOP,min engines within that family shall be tested in order to reach a pass decision in accordance with paragraph 9 of this Appendix.

If an engine of the engine CO2 family selected according to point 3 is installed in a vehicle equipped with an on-board device for the monitoring and recording of fuel and/or energy consumption and mileage of motor vehicles, in accordance with the requirements referred to in point (b) of Article 5c of Regulation (EC) No 595/2009, the test engine shall be equipped with this on-board device.

The number of testruns to be performed within an engine CO2-family shall be randomly assigned to the different engines within that CO2-family and this assignment shall be agreed between the manufacturer and the approval authority.

Conformity of the certified CO2 emissions and fuel consumption related properties shall be verified by testing the engines in the WHSC test in accordance with paragraph 4.3.4.

All boundary conditions as specified in this Annex for the certification testing shall apply, except for the following:

• (1) The laboratory test conditions in accordance with paragraph 3.1.1 of this Annex. The conditions in accordance with paragraph 3.1.1 are recommended and shall not be mandatory. Deviations may occur under certain ambient conditions at the testing site and should be minimized by the use of good engineering judgment.

• (2) In case reference fuel of the type B7 (Diesel / CI) in accordance with paragraph 3.2 of this Annex is used, the determination of the NCV in accordance with paragraph 3.2 of this Annex shall not be required.

• (3) In case market fuel or reference fuel other than B7 (Diesel / CI) is used, the NCV of the fuel shall be determined in accordance with the applicable standards defined in Table 1 of this Annex. With exemption of gas engines the NCV measurement shall be performed by only one lab independent from the engine manufacturer instead of two as required in accordance with paragraph 3.2 of this Annex.  NCV for reference gas fuels (G25/GR, LPG fuel B) shall be calculated in accordance with the applicable standards in Table 1 of this Annex from the fuel analysis submitted by the reference gas fuel supplier. In case market fuel or reference fuel of the type hydrogen is used, the NCV shall be calculated in accordance with the applicable standards as set out in Table 1 of this Annex from the fuel analysis submitted by the fuel supplier.

• (4) The lubricating oil shall be the one filled during engine production and shall not be changed for the purpose of testing conformity of CO2 emissions and fuel consumption related properties.

• 5.1 The tests shall be carried out on newly manufactured engines taken from the series production which have a maximum run-in time of 15 hours before the testrun for the verification of conformity of the certified CO2 emissions and fuel consumption related properties in accordance with paragraph 4 of this Appendix is started.

• 5.2 At the request of the manufacturer, the tests may be carried out on engines which have been run-in up to a maximum of 125 hours. In this case, the running-in procedure shall be conducted by the manufacturer who shall not make any adjustments to those engines.

• 5.3 When the manufacturer requests to conduct a running-in procedure in accordance with point 5.2 of this Appendix it may be carried out on either of the following:

• (a) all the engines that are tested

- (b) newly produced engine, with the determination of an evolution coefficient as follows:

• A. The fuel consumption shall be measured over the WHSC test, performed in accordance with point 4 of this Appendix, once on the newly manufactured engine with a maximum run-in time of 15 hours in accordance with point 5.1 of this Appendix and in the second test before the maximum of 125 hours set in point 5.2 of this Appendix on the first engine tested.
• B. The specific fuel consumption over the WHSC, SFCWHSC, shall be determined in accordance with point 5.3.3 of this Annex from the values measured in point (A) of this point.
• C. The values for the specific fuel consumption of both tests shall be adjusted to a corrected value in accordance with points 7.2, 7.3 and 7.4 of this Appendix for the respective fuel used during each of the two tests.
• D. The evolution coefficient shall be calculated by dividing the corrected specific fuel consumption of the second test by the corrected specific fuel consumption of the first test. The evolution coefficient may have a value less than one.
• E. For dual-fuel engines operated with natural gas or LPG point D. above shall not apply. Instead, the evolution coefficient shall be calculated by dividing the specific CO2 emissions of the second test by the specific CO2 emissions of the first test. The two values for specific CO2 emissions shall be determined in accordance with the provisions stated in point 6.1 of this Appendix using the two values of SFCWHSC,corr determined in accordance with sub-subpoint C. above. The evolution coefficient may have a value less than one.
• F. For dual-fuel engines operated with hydrogen, point D. shall not apply. Instead, the evolution coefficient shall be calculated by dividing the specific energy consumption of the second test by the specific energy consumption of the first test. The two values for specific energy consumption shall be determined in accordance with the provisions set out in point 6.2 of this Appendix using the two values of SFCWHSC,corr determined in accordance with sub-subpoint C. The evolution coefficient may have a value less than one.

• 5.4. If the provisions laid down in point 5.3 (b) of this Appendix are applied, the subsequent engines selected for testing of conformity of CO2 emissions and fuel consumption related properties shall not be subjected to the running-in procedure, but their specific fuel consumption over the WHSC or specific CO2 emissions over the WHSC in the case of dual-fuel engines operated with natural gas or LPG or specific energy consumption in the case of dual-fuel engines operated with hydrogen determined on the newly manufactured engine with a maximum run-in time of 15 hours in accordance with point 5.1 of this Appendix shall be multiplied by the evolution coefficient.

- 5.5 In the case described in point 5.4 of this Appendix the values for the specific fuel consumption over the WHSC or specific CO2 emissions over the WHSC in the case of dual-fuel engines operated with natural gas or LPG or specific energy consumption in the case of dual-fuel engines operated with hydrogen to be taken shall be the following:

• (a) for the engine used for determination of the evolution coefficient in accordance with point 5.3 (b) of this Appendix, the value from the second test

- (b) for the other engines, the values determined on the newly manufactured engine with a maximum run-in time of 15 hours in accordance with point 5.1 of this Appendix multiplied by the evolution coefficient determined in accordance with point 5.3, subpoint (b), sub-subpoint (D), of this Appendix or point 5.3, subpoint (b), sub-subpoint (E), of this Appendix in the case of dual-fuel engines operated with natural gas or LPG or point 5.3 subpoint (b), sub-subpoint (F), of this Appendix in the case of dual-fuel engines operated with hydrogen.

- 5.6 Instead of using a running-in procedure in accordance with points 5.2 to 5.5 of this Appendix, a generic evolution coefficient of 0,99 may be used at the request of the manufacturer.  In this case the specific fuel consumption over the WHSC or specific CO2 emissions over the WHSC in the case of dual-fuel engines operated with natural gas or LPG or specific energy consumption in the case of dual-fuel engines operated with hydrogen determined on the newly manufactured engine with a maximum run-in time of 15 hours in accordance with point 5.1 of this Appendix shall be multiplied by the generic evolution coefficient of 0,99.

• 5.7 If the evolution coefficient in accordance with point 5.3 (b) of this Appendix is determined using the parent engine of an engine family according to paragraphs 5.2.3. and 5.2.4. of Annex 4 to Regulation  UN Regulation No. 49, it may be carried across to all members of any CO2-family belonging to the same engine family according to paragraph 5.2.3. of Annex 4 to Regulation  UN Regulation No. 49.

6. Target value for assessment of conformity of the certified CO2 emissions and fuel consumption related properties

The target value to assess the conformity of the certified CO2 emissions and fuel consumption related properties shall be the corrected specific fuel consumption over the WHSC, SFCWHSC,corr, in g/kWh determined in accordance with paragraph 5.3.3 and documented in the information document as part of the certificates set out in Appendix 2 to this Annex for the specific engine tested.

6.1   Special requirements for dual-fuel engines

For dual-fuel engines operated with natural gas or LPG, the target value to assess the conformity of the certified CO2 emissions and fuel consumption related properties shall be calculated from the two separate values for each fuel of the corrected specific fuel consumption over the WHSC, SFCWHSC,corr, in g/kWh determined in accordance with point 5.3.3 of this Annex. Each of the two separate values for each fuel shall be multiplied by the respective CO2 emission factor for each fuel in accordance with Table 1 of this Appendix. The sum of the two resulting values of specific CO2 emissions over the WHSC defines the applicable target value to assess the conformity of the certified CO2 emissions and fuel consumption related properties of dual-fuel engines operated with natural gas or LPG.

Table 1

CO2 emission factors of fuel types

Fuel type / engine type	Reference fuel type	CO2 emission factors [g CO2/g fuel]
Diesel / CI	B7	3,13
LPG / PI	LPG Fuel B	3,02
Natural Gas / PI or Natural Gas / CI	G25 or GR	2,73
Diesel / CI	B100	2,83

6.2.   Special requirements for dual-fuel engines operated with hydrogen

For dual-fuel engines operated with hydrogen, the target value to assess the conformity of the certified CO2 emissions and fuel consumption related properties shall be calculated from the two separate values for each fuel of the corrected specific fuel consumption over the WHSC, SFCWHSC,corr, in g/kWh determined in accordance with point 5.3.3 of this Annex. Each of the two separate values for each fuel shall be multiplied by the respective NCVstd, as set out in point 5.3.3.1, and then multiplied by a factor of 0,001. The sum of the two resulting values of specific energy consumption over the WHSC defines the applicable target value to assess the conformity of the certified CO2 emissions and fuel consumption related properties of dual-fuel engines operated with hydrogen.

• 7.1 The specific fuel consumption over the WHSC, SFCWHSC, shall be determined in accordance with paragraph 5.3.3 of this Annex from the testruns performed in accordance with paragraph 4 of this Appendix. At the request of the manufacturer the specific fuel consumption value determined shall be modified by applying the provisions defined in points 5.3 to 5.6 of this Appendix.

- 7.2 If market fuel was used during testing in accordance with point 1.4 of this Appendix, the specific fuel consumption over the WHSC, SFCWHSC, determined in point 7.1 of this Appendix shall be adjusted to a corrected value, SFCWHSC,corr, in accordance with paragraph 5.3.3.1 of this Annex.

• 7.3 If reference fuel was used during testing in accordance with point 1.4 of this Appendix the special provisions defined in point 5.3.3.2 of this Annex shall be applied to the value determined in point 7.1 of this Appendix to calculate the corrected value, SFCWHSC,corr.

• 7.3.a For dual-fuel engines the special provisions defined in point 5.3.3.3 of this Annex shall be applied in addition to points 7.2 and 7.3 to the value determined in point 7.1 of this Appendix to calculate the corrected value, SFCWHSC,corr.

• 7.4 The measured emission of gaseous pollutants over the WHSC performed in accordance with paragraph 4 shall be adjusted by application of the appropriate deterioration factors (DF's) for that engine as recorded in the Addendum to the EC type-approval certificate granted in accordance with Commission Regulation (EU) No 582/2011.

- 7.5 The actual value for assessment of conformity of the certified CO2 emissions and fuel consumption related properties is the corrected specific fuel consumption over the WHSC, SFCWHSC,corr, determined in accordance with points 7.2 and 7.3.

• 7.6. For dual-fuel engines operated with natural gas or LPG point 7.5 shall not apply. Instead, the actual value for assessment of conformity of the certified CO2 emissions and fuel consumption related properties shall be the sum of the two resulting values of specific CO2 emissions over the WHSC determined in accordance with the provisions set out in point 6.1 of this Appendix using the two values of SFCWHSC,corr determined in accordance with point 7.4 of this Appendix.

• 7.7. For dual-fuel engines operated with hydrogen point 7.5 shall not apply. Instead, the actual value for assessment of conformity of the certified CO2 emissions and fuel consumption related properties shall be the sum of the two resulting values of specific energy consumption over the WHSC determined in accordance with the provisions set out in point 6.2 using the two values of SFCWHSC,corr determined in accordance with point 7.4.

For diesel engines (B7 or B100), the limit values for the assessment of conformity of one single engine tested shall be the target value determined in accordance with point 6 plus 4 percent.

For engines operated with a single fuel other than diesel (B7 or B100) and for dual-fuel engines, the limit values for the assessment of conformity of one single engine tested shall be the target value determined in accordance with point 6 plus 5 percent.

• 8.1. For dual-fuel engines operated with hydrogen an additional limit value regarding the specific diesel consumption over the WHSC, SFCWHSC,corr, shall apply. The applicable additional limit value for the assessment of conformity of one single engine tested shall be the specific diesel consumption over the WHSC, SFCWHSC,corr, determined in accordance with point 6 plus a tolerance of 4g/kWh.

• 9.1 The emission test results over the WHSC determined in accordance with point 7.4 of this Appendix shall meet the following limit values for all gaseous pollutants except ammonia, otherwise the test shall be considered void for the assessment of conformity of the certified CO2 emissions and fuel consumption related properties:

• (a) applicable limit values defined in Annex I to Regulation (EC) No 595/2009

• (b) dual-fuel engines shall meet the applicable limits defined in point 5 of Annex XVIII to Regulation (EU) No 582/2011

- 9.2 A single test of one engine tested in accordance with paragraph 4 of this Appendix shall be considered as nonconforming if the actual value in accordance with paragraph 7 of this Appendix is higher than the limit values defined in accordance with paragraph 8 of this Appendix.

Notwithstanding the first paragraph, for dual-fuel engines operated with hydrogen a single test of one engine tested in accordance with point 4 of this Appendix shall also be considered as nonconforming if the actual value of the specific diesel consumption over the WHSC, SFCWHSC,corr, determined in accordance with point 7 is higher than the limit values defined in accordance with point 8.1.

- 9.3 For the current sample size of engines tested within one CO2-family in accordance with paragraph 4 of this Appendix the test statistic quantifying the cumulative number of nonconforming tests in accordance with point 9.2 of this Appendix at the n^th test shall be determined.

• (a) If the cumulative number of nonconforming tests at the n^th test determined in accordance with point 9.3 of this Appendix is less than or equal to the pass decision number for the sample size given in Table 4 of Appendix 3 to  UN Regulation No. 49, a pass decision is reached.

• (b) If the cumulative number of nonconforming tests at the n^th test determined in accordance with point 9.3 of this Appendix is greater than or equal to the fail decision number for the sample size given in Table 4 of Appendix 3 to  UN Regulation No. 49, a fail decision is reached.

• (c) Otherwise, an additional engine is tested in accordance with paragraph 4 of this Appendix and the calculation procedure in accordance with point 9.3 of this Appendix is applied to the sample increased by one more unit.

• 9.4 If neither a pass nor a fail decision is reached, the manufacturer may at any time decide to stop testing. In that case a fail decision is recorded.

Appendix 5

Determination of power consumption of engine components

The engine torque shall be measured at engine motoring with and without fan engaged with the following procedure:

• (i) Install the fan according to product instruction before the test starts.

• (ii) Warm up phase: The engine shall be warmed up according to the recommendation of the manufacturer and by practicing good engineering judgement (eg operating the engine for 20 minutes at mode 9, as defined in Table 1 of paragraph 7.2.2. of Annex 4 to  UN Regulation No. 49).

• (iii) Stabilization phase: After the warm-up or optional warm-up step (v) is completed the engine shall be operated with minimum operator demand (motoring) at engine speed npref for 130 ± 2 seconds with the fan disengaged (nfan_disengage < 0,75 * nengine * rfan). The first 60 ± 1 seconds of this period are considered as a stabilization period, during which the actual engine speed shall be held within ± 5 min^– 1 of npref.

• (iv) Measurement phase: During the following period of 60 ± 1 seconds the actual engine speed shall be held within ± 2 min^– 1 of npref and the coolant temperature within ± 5 °C while the torque for motoring the engine with the fan disengaged, the fan speed and the engine speed shall be recorded as an average value over this period of 60 ± 1 seconds. The remaining period of 10 ± 1 seconds shall be used for data post-processing and storage if necessary.

• (v) Optional warmup phase: Upon manufacturer's request and according to good engineering judgement step (ii) can be repeated (e.g. if the temperature has dropped more than 5 °C)

• (vi) Stabilization phase: After the optional warm-up is completed the engine shall be operated with minimum operator demand (motoring) at engine speed npref for 130 ± 2 seconds with the fan engaged (nfan_engage > 0,9 * nengine * rfan) The first 60 ± 1 seconds of this period are considered as a stabilization period, during which the actual engine speed shall be held within ± 5 min^– 1 of npref.

• (vii) Measurement phase: During the following period of 60 ± 1 seconds the actual engine speed shall be held within ± 2 min^– 1 of npref and the coolant temperature within ± 5 °C while the torque for motoring the engine with the fan engaged, the fan speed and the engine speed shall be recorded as an average value over this period of 60 ± 1 seconds. The remaining period of 10±1 seconds shall be used for data post-processing and storage if necessary.

• (viii) Steps (iii) to (vii) shall be repeated at engine speeds n95h and nhi instead of npref, with an optional warmup step (v) before each stabilization step if needed to maintain a stable coolant temperature (± 5 °C), according to good engineering judgement.

• (ix) If the standard deviation of all calculated Ci according to the equation below at the three speeds npref, n95h and nhi is equal or higher than 3 percent, the measurement shall be performed for all engine speeds defining the grid for the fuel mapping procedure (FCMC) according to paragraph 4.3.5.2.1.

The actual fan constant shall be calculated from the measurement data according to the following equation:

Image omitted; see official source

where:

• Ci fan constant at certain engine speed

• MDfan_disengage measured engine torque at motoring with fan disengaged (Nm)

• MDfan_engage measured engine torque at motoring with fan engaged (Nm)

• nfan_engage fan speed with fan engaged (min^– 1)

• nfan_disengage fan speed with fan disengaged min^– 1)

• rfan ratio of the speed of the engine-side of the fan clutch to the speed of the crankshaft

If the standard deviation of all calculated Ci at the three speeds npref, n95h and nhi is less than 3 %, an average value Cavg-fan determined over the three speeds npref, n95h and nhi shall be used for the fan constant.

If the standard deviation of all calculated Ci at the three speeds npref, n95h and nhi is equal or higher than 3 %, individual values determined for all engine speeds according to point (ix) shall be used for the fan constant Cind-fan,i. The value of the fan constant for the actual engine speed Cfan, shall be determined by linear interpolation between the individual values Cind-fan,i of the fan constant.

The engine torque for driving the fan shall be calculated according to the following equation:

Mfan = Cfan · nfan

² · 10^– 6

where:

• Mfan engine torque for driving fan (Nm)

• Cfan fan constant Cavg-fan or Cind-fan,i corresponding to nengine

The mechanical power consumed by the fan shall be calculated from the engine torque for driving the fan and the actual engine speed. Mechanical power and engine torque shall be taken into account in accordance with paragraph 3.1.2.

The electric power supplied externally to electric engine components shall be measured. This measured value shall be corrected to mechanical power by dividing it by a generic efficiency value of 0,65. This mechanical power and the corresponding engine torque shall be taken into account in accordance with paragraph 3.1.2.

Appendix 6

In the case of an engine being certified in accordance with this Annex, the engine shall bear:

• 1.1. The manufacturer's name or trade mark

• 1.2 The make and identifying type indication as recorded in the information referred to in point 0.1 and 0.2 of Appendix 2 to this Annex

• 1.3 The certification mark as a rectangle surrounding the lower-case letter ‘e’ followed by the distinguishing number of the Member State which has granted the certificate:

1 for Germany;

2 for France;

3 for Italy;

4 for the Netherlands;

5 for Sweden;

6 for Belgium;

7 for Hungary;

8 for the Czech Republic;

9 for Spain;

11 for the United Kingdom;

12 for Austria;

13 for Luxembourg;

17 for Finland;

18 for Denmark;

19 for Romania;

20 for Poland;

21 for Portugal;

23 for Greece;

24 for Ireland;

25 for Croatia;

26 for Slovenia;

27 for Slovakia;

29 for Estonia;

32 for Latvia;

34 for Bulgaria;

36 for Lithuania;

49 for Cyprus;

50 for Malta

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

For this Regulation, the sequence number shall be 02.

• 1.4.1 Example and dimensions of the certification mark (separate marking)

Image omitted; see official source

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

• 1.5. In the case that the certification in accordance with this Regulation is granted at the same time as the type approval for an engine as separate technical unit in accordance with Regulation (EU) No 582/2011, the marking requirements laid down in point 1.4 may follow, separated by ‘/’, the marking requirements laid down in Appendix 8 to Annex I to Regulation (EU) No 582/2011.

1.5.1.   Example of the certification mark (joined marking)

Image omitted; see official source

The above certification mark affixed to an engine shows that the type concerned has been certified in Poland (e20), pursuant to Regulation (EU) No 582/2011. The ‘D’ indicates Diesel followed by an ‘E’ for the emission step followed by five digits (00005) which are those allocated by the approval authority to the engine as the base approval number for Regulation (EU) No 582/2011. After the slash the first two figures are indicating the sequence number assigned to the latest technical amendment to this Regulation, followed by a letter ‘E’ for engine, followed by five digits allocated by the approval authority for the purpose of certification in accordance with this Regulation (‘base approval number’ to this Regulation).

- 1.6. On request of the applicant for certification and after prior agreement with the approval authority other type sizes than indicated in point 1.4.1 and 1.5.1 may be used. Those other type sizes shall remain clearly legible.

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

2 Numbering

• 2.1 Certification number for engines shall comprise the following:

eXYYYY/YYYYZZZZ/ZZZZE00000*00

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

Appendix 7

Input parameters for the simulation tool

Introduction

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

The XML is automatically generated by the engine pre-processing tool.

Definitions

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

• (2) ‘Type’:

Data type of the parameter

- string … sequence of characters in ISO8859-1 encoding

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

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

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

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

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

Set of input parameters

Table 1

Input parameters ‘Engine/General’

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

| --- | --- | --- | --- | --- | | Manufacturer | P200 | token | [-] | | | Model | P201 | token | [-] | | | CertificationNumber | P202 | token | [-] | | | Date | P203 | dateTime | [-] | Date and time when the component-hash is created | | AppVersion | P204 | token | [-] | Version number of engine pre-processing tool | | Displacement | P061 | int | [cm³] | | | IdlingSpeed | P063 | int | [1/min] | | | RatedSpeed | P249 | int | [1/min] | | | RatedPower | P250 | int | [W] | | | MaxEngineTorque | P259 | int | [Nm] | | | WHRTypeMechanicalOutputICE | P335 | boolean | [-] | | | WHRTypeMechanicalOutputDrivetrain | P336 | boolean | [-] | | | WHRTypeElectricalOutput | P337 | boolean | [-] | | | WHRElectricalCFUrban | P338 | double, 4 | [-] | Required if ‘WHRTypeElectricalOutput’ = true | | WHRElectricalCFRural | P339 | double, 4 | [-] | Required if ‘WHRTypeElectricalOutput’ = true | | WHRElectricalCFMotorway | P340 | double, 4 | [-] | Required if ‘WHRTypeElectricalOutput’ = true | | WHRElectricalBFColdHot | P341 | double, 4 | [-] | Required if ‘WHRTypeElectricalOutput’ = true | | WHRElectricalCFRegPer | P342 | double, 4 | [-] | Required if ‘WHRTypeElectricalOutput’ = true | | WHRMechanicalCFUrban | P343 | double, 4 | [-] | Required if ‘WHRTypeMechanicalOutputDrivetrain’ = true | | WHRMechanicalCFRural | P344 | double, 4 | [-] | Required if ‘WHRTypeMechanicalOutputDrivetrain’ = true | | WHRMechanicalCFMotorway | P345 | double, 4 | [-] | Required if ‘WHRTypeMechanicalOutputDrivetrain’ = true | | WHRMechanicalBFColdHot | P346 | double, 4 | [-] | Required if ‘WHRTypeMechanicalOutputDrivetrain’ = true | | WHRMechanicalCFRegPer | P347 | double, 4 | [-] | Required if ‘WHRTypeMechanicalOutputDrivetrain’ = true |

Table 1a

Input parameters ‘Engine’ per fuel type

Parameter name	Parameter ID	Type	Unit	Description/Reference
WHTCUrban	P109	double, 4	[-]
WHTCRural	P110	double, 4	[-]
WHTCMotorway	P111	double, 4	[-]
BFColdHot	P159	double, 4	[-]
CFRegPer	P192	double, 4	[-]
CFNCV	P260	double, 4	[-]
FuelType	P193	string	[-]	Allowed values: ‘Diesel CI’, ‘Ethanol CI’, ‘Petrol PI’, ‘Ethanol PI’, ‘LPG PI’, ‘NG PI’, ‘NG CI’, ‘H2 CI’, ‘H2 PI’, ‘Diesel B100 CI’;

Table 2

Input parameters ‘Engine/FullloadCurve’ for each grid point in the full load curve

Parameter name	Parameter ID	Type	Unit	Description/Reference
EngineSpeed	P068	double, 2	[1/min]
MaxTorque	P069	double, 2	[Nm]
DragTorque	P070	double, 2	[Nm]

Table 3

Input parameters ‘Engine/FuelMap’ for each grid point in the fuel map

(One map required per fuel type)

Parameter name	Parameter ID	Type	Unit	Description/Reference
EngineSpeed	P072	double, 2	[1/min]
Torque	P073	double, 2	[Nm]
FuelConsumption	P074	double, 2	[g/h]
WHRElectricPower	P348	int	[W]	Required if ‘WHRTypeElectricalOutput’ = true
WHRMechanicalPower	P349	int	[W]	Required if ‘WHRTypeMechanicalOutputDrivetrain’ = true

Appendix 8

Important evaluation steps and equations of the engine pre-processing tool

This Appendix describes the most important evaluation steps and underlying basic equations that are performed by the engine pre-processing tool. The following steps are performed during evaluation of the input data in the order listed:

• 1.1 Check of requirements for input data according to the definitions in paragraph 6.1 of this Annex

• 1.2 Check of requirements for recorded FCMC data according to the definitions in paragraph 4.3.5.2 and subpoint (1) of paragraph 4.3.5.5 of this Annex

• 1. Calculation of characteristic engine speeds from full load curves of parent engine and actual engine for certification according to the definitions in paragraph 4.3.5.2.1 of this Annex

• 1. Processing of fuel consumption (FC) map

• 3.1 FC values at nidle are copied to engine speed (nidle – 100 min^– 1) in the map

• 3.2 FC values at n95h are copied to engine speed (n95h + 500 min^– 1) in the map

• 3.3 Extrapolation of FC values at all engine speed setpoints to a torque value of (1.1 times Tmax_overall) by using least squares linear regression based on the 3 measured FC points with the highest torque values at each engine speed setpoint in the map.  Extrapolated FC values lower than the measured value at full load at the respective engine speed are set to the measured value at full load.

• 3.4 Adding of FC = 0 for interpolated motoring torque values at all engine speed setpoints in the map

• 3.5 Adding of FC = 0 for minimum of interpolated motoring torque values from subpoint (3.4) minus 100 Nm at all engine speed setpoints in the map

• 3.6 Adding of WHR power = 0 at all points referred to in points (3.4) and (3.5).

• 1. Simulation of FC and cycle work over WHTC and respective subparts for actual engine for certification

• 4.1. WHTC reference points are denormalized using the full load curve input in originally recorded resolution

• 4.2. FC is calculated for WHTC denormalized reference values for engine speed and torque from subpoint 4.1

• 4.3. FC is calculated with engine inertia set to 0

• 4.4. FC is calculated with standard PT1-function (as in main vehicle simulation) for engine torque response active

• 4.5. FC for all motoring points is set to 0

• 4.6. FC for all non-motoring engine operation points is calculated from FC map by Delaunay interpolation method (as in main vehicle simulation)

• 4.7. Cycle work and FC are calculated according to equations defined in paragraphs 5.1 and 5.2 of this Annex

• 4.8. Simulated specific FC values are calculated analogous to equations defined in paragraphs 5.3.1 and 5.3.2 of this Annex for measured values

• 1. Calculation of WHTC correction factors

• 5.1. Measured values from input to pre-processing tool and simulated values from point (4) are used in accordance with the equations in points (5.2) to (5.4)

• 5.2. CFUrban = SFCmeas,Urban/SFCsimu,Urban

• 5.3. CFRural = SFCmeas,Rural/SFCsimu,Rural

• 5.4. CFMW = SFCmeas,MW/SFCsimu,MW

• 5.5. In case that the calculated value for a correction factor is lower than 1, the respective correction factor is set to 1

• 5.6. In the case of dual-fuel engines, the calculated value for a correction factor for a specific fuel type may be lower than 1.

• 5.7. Notwithstanding point (5.6), if in the case of dual-fuel engines, the ratio of the measured total specific fuel energy values over the simulated total specific fuel energy values of both fuels is lower than 1, the specific fuel consumption values are adapted accordingly by the engine pre-processing tool so that the aforementioned ratio results in a value of 1.

• 1. Calculation of cold-hot emission balancing factor

• 6.1. This factor is calculated in accordance with the equation in point (6.2)

• 6.2. BFcold-hot = 1 + 0,1 × (SFCmeas,cold – SFCmeas,hot)/SFCmeas,hot

• 6.3. In case that the calculated value for this factor is lower than 1, the factor is set to 1

• 1. Correction of FC values in FC map to standard NCV

- 7.1. This correction is performed in accordance with the equation in point (7.2)

- 7.2. FCcorrected = FCmeasured,map × NCVmeas/NVCstd

- 7.3. FCmeasured,map shall be the FC value in the FC map input data processed in accordance with point (3)

• 7.4. NCVmeas and NVCstd shall be defined in accordance with paragraph 5.3.3.1 of this Annex

• 7.5. In the case that reference fuel of the type B7 (Diesel / CI) in accordance with paragraph 3.2 of this Annex was used during testing, the correction in accordance with points (7.1) to (7.4) is not performed.

- 8. Converting of engine full load and motoring torque values of the actual engine for certification to a logging frequency of the engine speed of 8 min^– 1

• 8.1. If the average logging frequency of the engine speed of the originally recorded full load curve is smaller than 6, the conversion is performed by arithmetical averaging over intervals of ± 4 min^– 1 of the given setpoint for the output data based on the full load curve input in originally recorded resolution. If the average logging frequency of the engine speed of the originally recorded full load curve is greater than or equal to 6, the conversion is performed by linear interpolation based on the full load curve input in originally recorded resolution.

ANNEX VI

VERIFYING TRANSMISSION, TORQUE CONVERTER, OTHER TORQUE TRANSFERRING COMPONENT AND ADDITIONAL DRIVELINE COMPONENT DATA

This annex describes the certification provisions regarding the torque losses of transmissions, torque converter (TC), other torque transferring components (OTTC) and additional driveline components (ADC) for heavy duty vehicles. In addition it defines calculation procedures for the standard torque losses.

Torque converter (TC), other torque transferring components (OTTC) and additional driveline components (ADC) can be tested in combination with a transmission or as a separate unit. In the case that those components are tested separately the provisions of section 4, 5 and 6 apply. Torque losses resulting from the drive mechanism between the transmission and those components can be neglected.

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

• (1) ‘Transfer case’ means a device that splits the engine power of a vehicle and directs it to the front and rear drive axles. It is mounted behind the transmission and both front and rear drive shafts connect to it. It comprises either a gearwheel set or a chain drive system in which the power is distributed from the transmission to the axles. The transfer case will typically have the ability to shift between standard drive mode (front or rear wheel drive), high range traction mode (front and rear wheel drive), low range traction mode and neutral;

• (2) ‘Gear ratio’ means the forward gear ratio of the speed of the input shaft (towards prime mover) to the speed of the output shaft (towards driven wheels) without slip (i = nin/nout);

• (3) ‘Ratio coverage’ means the ratio of the largest to the smallest forward gear ratios in a transmission: φtot = imax/imin;

• (4) ‘Compound transmission’ means a transmission, with a large number of forward gears and/or large ratio coverage, composed of sub-transmissions, which are combined to use most power-transferring parts in several forward gears;

• (5) ‘Main section’ means the sub-transmission that has the largest number of forward gears in a compound transmission;

• (6) ‘Range section’ means a sub-transmission normally in series connection with the main section in a compound transmission. A range section usually has two shiftable forward gears. The lower forward gears of the complete transmission are embodied using the low range gear. The higher gears are embodied using the high range gear;

• (7) ‘Splitter’ means a design that splits the main section gears in two (usually) variants, low- and high split gears, whose gear ratios are close compared to the ratio coverage of the transmission. A splitter can be a separate sub-transmission, an add-on device, integrated with the main section or a combination thereof;

• (8) ‘Tooth clutch’ means a clutch where torque is transferred mainly by normal forces between mating teeth. A tooth clutch can either be engaged or disengaged. It is operated in load-free conditions, only (e.g., at gear shifts in a manual transmission);

• (9) ‘Angle drive’ means a device that transmits rotational power between non-parallel shafts, often used with transversely oriented engine and longitudinal input to driven axle;

• (10) ‘Friction clutch’ means clutch for transfer of propulsive torque, where torque is sustainably transferred by friction forces. A friction clutch can transmit torque while slipping, it can thereby (but does not have to) be operated at start-offs and at powershifts (retained power transfer during a gear shift);

• (11) ‘Synchroniser’ means a type of tooth clutch where a friction device is used to equalise the speeds of the rotating parts to be engaged;

• (12) ‘Gear mesh efficiency’ means the ratio of output power to input power when transmitted in a forward gear mesh with relative motion;

• (13) ‘Crawler gear’ means a low forward gear (with speed reduction ratio that is larger than for the non-crawler gears) that is designed to be used infrequently, e.g., at low-speed manoeuvres or occasional up-hill start-offs;

• (14) ‘Power take-off (PTO)’ means a device on a transmission or an engine to which an auxiliary driven device, e.g., a hydraulic pump, can be connected;

• (15) ‘Power take-off drive mechanism’ means a device in a transmission that allows the installation of a power take-off (PTO);

• (16) ‘Lock-up clutch’ means a friction clutch in a hydrodynamic torque converter; it can connect the input and output sides, thereby eliminating the slip. In some cases permanent slip in fixed gears is intended, e.g. to prevent vibrations;

• (17) ‘Start-off clutch’ means a clutch that adapts speed between engine and driving wheels when the vehicle starts off. The start-off clutch is usually located between engine and transmission;

• (18) ‘Synchronised Manual Transmission (SMT)’ means a manually operated transmission with two or more selectable speed ratios that are obtained using synchronisers. Ratio changing is normally achieved during a temporary disconnection of the transmission from the engine using a clutch (usually the vehicle start-off clutch);

• (19) ‘Automated Manual Transmission or Automatic Mechanically-engaged Transmission (AMT)’ means an automatically shifting transmission with two or more selectable speed ratios that are obtained using tooth clutches (un-/synchronised). Ratio changing is achieved during a temporary disconnection of the transmission from the engine. The ratio shifts are performed by an electronically controlled system managing the timing of the shift, the operation of the clutch between engine and gearbox and the speed and torque of the engine. The system selects and engages the most suitable forward gear automatically, but can be overridden by the driver using a manual mode;

• (20) ‘Dual Clutch Transmission (DCT)’ means an automatically shifting transmission with two friction clutches and several selectable speed ratios that are obtained by the use of tooth clutches. The ratio shifts are performed by an electronically controlled system managing the timing of the shift, the operation of the clutches and the speed and torque of the engine. The system selects the most suitable gear automatically, but can be overridden by the driver using a manual mode. In some cases permanent slip in fixed gears is intended, e.g. to prevent vibrations;

• (21) ‘Retarder’ means an auxiliary braking device in a vehicle powertrain; aimed for permanent braking;

• (22) ‘Case S’ means an Automatic Powershifting Transmission (APT) with serial arrangement of a torque converter and the connected mechanical parts of the transmission;

• (23) ‘Case P’ means an APT with parallel arrangement of a torque converter and the connected mechanical parts of the transmission (e.g. in power split installations);

• (24) ‘Automatic Powershifting Transmission (APT)’ means an automatically shifting transmission with more than two friction clutches and several selectable speed ratios that are obtained mainly by the use of those friction clutches. The ratio shifts are performed by an electronically controlled system managing the timing of the shift, the operation of the clutches and the speed and torque of the engine. The system selects the most suitable gear automatically, but can be overridden by the driver using a manual mode. Shifts are normally performed without traction interruption (friction clutch to friction clutch);

• (25) ‘Oil conditioning system’ means an external system that conditions the oil of a transmission at testing. The system circulates oil to and from the transmission. The oil is thereby filtered and/or temperature conditioned;

• (26) ‘Smart lubrication system’ means a system that will affect the load independent losses (also called spin losses or drag losses) of the transmission depending on the input torque and/or power flow through the transmission. Examples are controlled hydraulic pressure pumps for brakes and clutches in an APT, controlled variable oil level in the transmission, controlled variable oil flow/pressure for lubrication and cooling in the transmission. Smart lubrication can also include control of the oil temperature of the transmission, but smart lubrication systems that are designed only for controlling the temperature are not considered here, since the transmission testing procedure has fixed testing temperatures;

- (27) ‘Transmission electric auxiliary’ means an electric auxiliary used for the function of the transmission during running steady state operation. A typical example is an electric cooling/lubrication pump (but not electric gear shift actuators and electronic control systems including electric solenoid valves, since they are low energy consumers, especially at steady state operation);

• (28) ‘Oil type viscosity grade’ means a viscosity grade as defined by SAE J306;

• (29) ‘Factory fill oil’ means the oil type viscosity grade that is used for the oil fill in the factory and which is intended to stay in the transmission, torque converter, other torque transferring component or in an additional driveline component for the first service interval;

• (30) ‘Gearscheme’ means the arrangement of shafts, gearwheels and clutches in a transmission;

• (31) ‘Powerflow’ means the transfer path of power from input to output in a transmission via shafts, gearwheels and clutches;

• (32) ‘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);

• (33) ‘Case N’ means an APT without a torque converter.

For testing the losses of a transmission the torque loss map for each individual transmission type shall be measured. Transmissions may be grouped into families with similar or equal CO2-relevant data following the provisions of Appendix 6 to this Annex.

For the determination of the transmission torque losses, the applicant for a certificate shall apply one of the following methods for each single forward gear (crawler gears excluded).

• (1) Option 1: Measurement of the torque independent losses, calculation of the torque dependent losses.

• (2) Option 2: Measurement of the torque independent losses, measurement of the torque loss at maximum torque and interpolation of the torque dependent losses based on a linear model

• (3) Option 3: Measurement of the total torque loss.

• 3.1 Option 1: Measurement of the torque independent losses, calculation of the torque dependent losses.

The torque loss Tl,in on the input shaft of the transmission shall be calculated by

T l,in(n in,T in,gear) = T l,in,min_loss + f T × T in + f loss_corr × T in + T l,in,min_el + f el_corr × T in + f loss tcc × T in

The correction factor for the torque dependent hydraulic torque losses shall be calculated by

Image omitted; see official source

The correction factor for the torque dependent electric torque losses shall be calculated by

Image omitted; see official source

The torque loss at the input shaft of the transmission caused by the power consumption of transmission electric auxiliary shall be calculated by

Image omitted; see official source

The correction factor for the losses in a slipping TC lock-up clutch as defined in point 2(16) or slipping input side clutch as defined in point 2(20) shall be calculated by:

Image omitted; see official source

where:

Tl,in	=	Torque loss related to input shaft [Nm]
---	---	---
Tl,in,min_loss	=	Torque independent loss at minimum hydraulic loss level (minimum main pressure, cooling/lubrication flows etc.), measured with free rotating output shaft from testing without load [Nm]
---	---	---
Tl,in,max_loss	=	Torque independent loss at maximum hydraulic loss level (maximum main pressure, cooling/lubrication flows etc.), measured with free rotating output shaft from testing without load [Nm]
---	---	---
floss_corr	=	Loss correction for hydraulic loss level depending on input torque [-]
---	---	---
nin	=	Speed at the transmission input shaft (downstream of torque converter, if applicable) [rpm]
---	---	---
fT	=	Torque loss coefficient = 1 – ηT
---	---	---
Tin	=	Torque at the input shaft [Nm]
---	---	---
ηT	=	Torque dependent efficiency (to be calculated); for a direct gear fT = 0,007 (ηT = 0,993) [-]
---	---	---
fel_corr	=	Loss correction for electric power loss level depending on input torque [-]
---	---	---
Tl,in, el	=	Additional torque loss on input shaft by electric consumers [Nm]
---	---	---
Tl,in,min_el	=	Additional torque loss on input shaft by electric consumers corresponding to minimum electric power [Nm]
---	---	---
Tl,in,max_el	=	Additional torque loss on input shaft by electric consumers corresponding to maximum electric power [Nm]
---	---	---
Pel	=	Electric power consumption of electric consumers in transmission measured during transmission loss testing [W]
---	---	---
Tmax,in	=	Maximum allowed input torque for any forward gear in the transmission [Nm]
---	---	---
floss_tcc	=	Loss correction factor for slipping torque converter (or input side) clutch
---	---	---
ntcc	=	Difference in speed between upstream and downstream side of slipping TC lock-up clutch as defined in point 2(16) or slipping input side clutch as defined in 2(20) [rpm] (speed downstream of the slipping clutch is the speed nin at the transmission input shaft)

• 3.1.1. The torque dependent losses of a transmission system shall be determined as described in the following:

In case of multiple parallel and nominally equal power flows, e.g., twin countershafts or several planet gearwheels in a planetary gear set, that can be treated as one power flow in this section.

• 3.1.1.1. For each indirect gear g of common transmissions with a non-split power flow and ordinary, non-planetary gear sets, the following steps shall be performed:

• 3.1.1.2. For each active gear mesh, the torque dependent efficiency shall be set to constant values of ηm:

external – external gear meshes	:	ηm = 0,986
---	---	---
external – internal gear meshes	:	ηm = 0,993
---	---	---
angle drive gear meshes	:	ηm = 0,97

(Angle drive losses may alternatively be determined by separate testing as described in paragraph 6. of this Annex)

• 3.1.1.3. The product of these torque dependent efficiencies in active gear meshes shall be multiplied with a torque dependent bearing efficiency ηb = 99,5 %.

• 3.1.1.4. The total torque dependent efficiency ηTg for the gear g shall be calculated by:

ηTg = ηb * ηm,1 * ηm,2 * […] * ηm,n

• 3.1.1.5. The torque dependent loss coefficient fTg for the gear g shall be calculated by:

fTg = 1 – ηTg

• 3.1.1.6. The torque dependent loss Tl,inTg on the input shaft for gear g shall be calculated by:

Tl,inTg = fTg * Tin

• 3.1.1.7. The torque dependent efficiency of the planetary range section in low range state for the special case of transmissions consisting of a countershaft-type main section in series with a planetary range section (with non-rotating ring gearwheel and the planet carrier connected to the output shaft) may, alternatively to the procedure described in 3.1.1.8., be calculated by:

Image omitted; see official source

where:

ηm,ring	=	Torque dependent efficiency of the ring-to-planet gear mesh = 99,3 % [-]
---	---	---
ηm,sun	=	Torque dependent efficiency of the planet-to-sun gear mesh = 98,6 % [-]
---	---	---
zsun	=	Number of teeth of the sun gearwheel of the range section [-]
---	---	---
zring	=	Number of teeth of the ring gearwheel of the range section [-]

The planetary range section shall be regarded as an additional gear mesh within the countershaft main section, and its torque dependent efficiency ηlowrange shall be included in the determination of the total torque dependent efficiencies ηTg for the low-range gears in the calculation in 3.1.1.4.

• 3.1.1.8. For all other transmission types with more complex split power flows and/or planetary gear sets (e.g. a conventional automatic planetary transmission), the following simplified method shall be used to determine the torque dependent efficiency. The method covers transmission systems composed of ordinary, non-planetary gear sets and/or planetary gear sets of ring-planet-sun type. Alternatively the torque dependent efficiency may be calculated based on VDI Regulation No. 2157. Both calculations shall use the same constant gear mesh efficiency values defined in 3.1.1.2.

In this case, for each indirect gear g, the following steps shall be performed:

• 3.1.1.9. Assuming 1 rad/s of input speed and 1 Nm of input torque, a table of speed (Ni) and torque (Ti) values for all gearwheels with a fix rotational axis (sun gearwheels, ring gearwheels and ordinary gearwheels) and planet carriers shall be created. Speed and torque values shall follow the right-hand rule, with engine rotation as the positive direction.

• 3.1.1.10. For each planetary gear set, the relative speeds sun-to-carrier and ring-to-carrier shall be calculated by:

Nsun–carrier = Nsun – Ncarrier

Nring–carrier = Nring – Ncarrier

where:

Nsun	=	Rotational speed of sun gearwheel [rad/s]
---	---	---
Nring	=	Rotational speed of ring gearwheel [rad/s]
---	---	---
Ncarrier	=	Rotational speed of carrier [rad/s]

• 3.1.1.11. The loss-producing powers in the gear meshes shall be computed in the following way:

For each ordinary, non-planetary gear set, the power P shall be calculated by:

P 1 = N 1 · T 1

P 2 = N 2 · T 2

where:

P	=	Power of gear mesh [W]
---	---	---
N	=	Rotational speed of gearwheel [rad/s]
---	---	---
T	=	Torque of gearwheel [Nm]

For each planetary gear set, the virtual power of sun Pv,sun and ring gearwheels Pv,ring shall be calculated by:

Pv,sun = Tsun · (Nsun – Ncarrier) = Tsun · Nsun/carrier

Pv,ring = Tring · (Nring – Ncarrier) = Tring · Nring/carrier

where:

Pv,sun	=	Virtual power of sun gearwheel [W]
---	---	---
Pv,ring	=	Virtual power of ring gearwheel [W]
---	---	---
Tsun	=	Torque of sun gearwheel [Nm]
---	---	---
Tcarrier	=	Torque of carrier [Nm]
---	---	---
Tring	=	Torque of ring gearwheel [Nm]

Negative virtual power results shall indicate power leaving the gear set, positive virtual power results shall indicate power going into the gear set.

The loss-adjusted powers Padj of the gear meshes shall be computed in the following way:

For each ordinary, non-planetary gear set, the negative power shall be multiplied by the appropriate torque dependent efficiency ηm:

Pi > 0 ⇒ Pi,adj = Pi

Pi < 0 ⇒ Pi,adj = Pi · ηmi

where:

Padj	=	Loss-adjusted powers of the gear meshes [W]
---	---	---
ηm	=	Torque dependent efficiency (appropriate to gear mesh; see 3.1.1.2.) [-]

For each planetary gear set, the negative virtual power shall be multiplied by the torque-dependent efficiencies of sun-to-planet ηmsun and ring-to-planet ηmring:

Pv,i ≥ 0 ⇒ Pi,adj = Pv,i

Pv,i < 0 ⇒ Pi,adj = Pi · ηmsun · ηmring

where:

ηmsun	=	Torque dependent efficiency of sun-to-planet [-]
---	---	---
ηmring	=	Torque dependent efficiency of ring-to-planet [-]

• 3.1.1.12. All loss-adjusted power values shall be added up to the torque dependent gear mesh power loss Pm,loss of the transmission system referring to the input power:

Pm,loss = ΣPi,adj

where:

i	=	All gearwheels with a fix rotational axis [-]
---	---	---
Pm,loss	=	Torque dependent gear mesh power loss of the transmission system [W]

• 3.1.1.13. The torque dependent loss coefficient for bearings,

fT,bear = 1 – ηbear = 1 – 0,995 = 0,005

and the torque dependent loss coefficient for the gear mesh

Image omitted; see official source

shall be added to receive the total torque dependent loss coefficient fT for the transmission system:

fT = fT,gearmesh + fT,bear

where:

fT	=	Total torque dependent loss coefficient for the transmission system [-]
---	---	---
fT,bear	=	Torque dependent loss coefficient for the bearings [-]
---	---	---
fT,gearmesh	=	Torque dependent loss coefficient for the gear meshes [-]
---	---	---
Pin	=	Fixed input power of the transmission; Pin = (1 Nm * 1 rad/s) [W]

• 3.1.1.14. The torque dependent losses on the input shaft for the specific gear shall be calculated by:

Tl,inT = fT * Tin

where:

Tl,inT	=	Torque dependent loss related to input shaft [Nm]
---	---	---
Tin	=	Torque at the input shaft [Nm]

• 3.1.2. The torque independent losses shall be measured in accordance with the procedure described in the following.

3.1.2.1.   General requirements

The transmission used for the measurements shall be in accordance with the drawing specifications for series production transmissions and shall be new.

Modifications to the transmission to meet the testing requirements of this Annex, e.g. for the inclusion of measurement sensors or adaption of an external oil conditioning system are permitted.

The tolerance limits in this paragraph refer to measurement values without sensor uncertainty.

Total tested time per transmission individual and gear shall not exceed 5 times the actual testing time per gear (allowing re-testing of transmission if needed due to measuring or rig error).

The same transmission individual may be used for a maximum of 10 different tests, e.g. for tests of transmission torque losses for variants with and without retarder (with different temperature requirements) or with different oils. If the same transmission individual is used for tests of different oils, the recommended factory fill oil shall be tested first.

It is not permitted to run a certain test multiple times to choose a test series with the lowest results.

Upon request of the approval authority the applicant for a certificate shall specify and prove the conformity with the requirements defined in this Annex.

3.1.2.2.   Differential measurements

To subtract influences caused by the test rig setup (e.g. bearings, clutches) from the measured torque losses, differential measurements are permitted to determine these parasitic torques.  The measurements shall be performed at the same speed points and same test rig bearing temperature(s) ± 3 K used for the testing. The torque sensor measurement uncertainty shall be below 0,3 Nm.

3.1.2.3.   Run-in

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

• 3.1.2.3.1. The procedure shall not exceed 30 hours per gear and 100 hours in total.

• 3.1.2.3.2. The application of the input torque shall be limited to 100 % of maximum input torque.

• 3.1.2.3.3. The maximum input speed shall be limited by the specified maximum speed for the transmission.

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

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

• 3.1.2.3.6. The requirements for the ambient temperature (3.1.2.5.1.), measurement accuracy (3.1.4.), test set-up (3.1.8.) and installation angle (3.1.3.2) shall not apply for the run-in procedure.

3.1.2.4.   Pre-conditioning

• 3.1.2.4.1. Pre-conditioning of the transmission and the test rig equipment to achieve correct and stable temperatures before the run-in and testing procedures is allowed.

• 3.1.2.4.2. The pre-conditioning shall be performed without applied torque to the non driven shaft.

• 3.1.2.4.3. The maximum input speed shall be limited by the specified maximum speed for the transmission.

• 3.1.2.4.4. The maximum combined time for the pre-conditioning shall not exceed 50 hours in total for one transmission. Since the complete testing of a transmission may be divided into multiple test sequences (e.g. each gear tested with a separate sequence), the pre-conditioning may be split into several sequences. Each of the single pre-conditioning sequences shall not exceed  100 minutes.

• 3.1.2.4.5. The pre-conditioning time shall not be accounted to the time span allocated for the run-in or test procedures.

3.1.2.5.   Test conditions

3.1.2.5.1.   Ambient temperature

The ambient temperature during the test shall be in a range of 25 °C ± 10 K.

The ambient temperature shall be measured 1 m laterally from the transmission.

The ambient temperature limit shall not apply for the run-in procedure.

3.1.2.5.2.   Oil temperature

Except for the oil, no external heating is allowed.

During measurement (except stabilization) the following temperature limits shall apply:

For SMT/AMT/DCT transmissions, the drain plug oil temperature shall not exceed 83 °C when measuring without retarder and 87 °C with retarder mounted to the transmission. If measurements of a transmission without retarder are to be combined with separate measurements of a retarder, the lower temperature limit shall apply to compensate for the retarder drive mechanism and step-up gear and for the clutch in case of a disengageable retarder.

For torque converter planetary transmissions and for transmissions having more than two friction clutches, the drain plug oil temperature shall not exceed 93 °C without retarder and 97 °C with retarder.

To apply the above defined increased temperature limits for testing with retarder, the retarder shall be integrated in the transmission or have an integrated cooling or oil system with the transmission.

During the run-in, the same oil temperature specifications as for regular testing shall apply.

Exceptional oil temperature peaks up to 110 °C are allowed for the following conditions:

• (1) during run-in procedure up to maximum of 10 % of the applied run-in time,

• (2) during stabilization time.

The oil temperature shall be measured at the drain plug or in the oil sump.

3.1.2.5.3.   Oil quality

New, recommended first fill oil for the European market shall be used in the test. The same oil fill may be used for run-in and torque measurement.

3.1.2.5.4.   Oil viscosity