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. )

Current text a fecha 2026-01-01

CHAPTER 1

GENERAL PROVISIONS

Article 1

Subject matter

This Regulation complements the legal framework for the type-approval of motor vehicles and engines with regard to emissions established by Regulation (EU) No 582/2011 by laying down the rules for issuing licences to operate a simulation tool with a view to determining CO2 emissions and fuel consumption of new vehicles to be sold, registered or put into service in the Union and for operating that simulation tool and declaring the CO2 emissions and fuel consumption values thus determined.

Article 2

Scope

In the case of heavy buses, this Regulation shall apply to primary vehicles, interim vehicles and to complete vehicles or completed vehicles.

Article 3

Definitions

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

(1) ‘CO2 emissions and fuel consumption related properties’ means specific properties derived for a component, separate technical unit and system which determine the impact of the part on the CO2 emissions and fuel consumption of a vehicle;

(2) ‘input data’ means information on the CO2 emissions and fuel consumption related properties of a component, separate technical unit or system which is used by the simulation tool for the purpose of determining CO2 emissions and fuel consumption of a vehicle;

(3) ‘input information’ means information relating to the characteristics of a vehicle which is used by the simulation tool for the purposes of determining their CO2 emissions and fuel consumption of the vehicle and which is not part of an input data;

(4) ‘manufacturer’ means the person or body who is responsible to the approval authority for all aspects of the certification process and for ensuring conformity of CO2 emissions and fuel consumption related properties of components, separate technical units and systems. It is not essential that the person or body be directly involved in all stages of the construction of the component, separate technical unit or system which is the subject of the certification.

(4a) ‘vehicle manufacturer’ means a body or person responsible for issuing the manufacturer's records file and the customer information file pursuant to Article 9;

(5) ‘authorised entity’ means a national authority authorised by a Member State to request relevant information from the manufacturers and vehicle manufacturers on the CO2 emissions and fuel consumption related properties of a specific component, specific separate technical unit or specific system and CO2 emissions and fuel consumption of new vehicles respectively.

(6) ‘transmission’ means a device consisting of at least of two shiftable gears, changing torque and speed with defined ratios;

(7) ‘torque converter’ means a hydrodynamic start-up component either as a separate component of the driveline or transmission with serial or parallel power flow that adapts speed between engine and wheel and provides torque multiplication;

(8) ‘other torque transferring component’ or ‘OTTC’ means a rotating component attached to the driveline which produces torque losses dependent on its own rotational speed;

(9) ‘additional driveline component’ or ‘ADC’ means a rotating component of the driveline which transfers or distributes power to other driveline components and produces torque losses dependant on its own rotational speed;

(10) ‘axle’ means a component comprising all rotating parts of the driveline which transfer the driving torque coming from the prop shaft to the wheels and changes the torque and speed with a fixed ratio and including the functions of a differential gear;

(11) ‘air drag’ means characteristic of a vehicle configuration regarding aerodynamic force acting on the vehicle in the direction of air flow and determined as a product of the drag coefficient and the cross sectional area for zero crosswind conditions;

(12) ‘auxiliaries’ means vehicle components including an engine fan, steering system, electric system, pneumatic system and Heating, Ventilation and Air Conditioning (HVAC) system whose CO2 emissions and fuel consumption properties have been defined in Annex IX;

(13) ‘component family’, ‘separate technical unit family’ or ‘system family’ means a manufacturer's grouping of components, separate technical units or systems, respectively, which through their design have similar CO2 emissions and fuel consumption related properties;

(14) ‘parent component’, ‘parent separate technical unit’ or ‘parent system’ means a component, separate technical unit or system, respectively, selected from a component, separate technical unit or system family, respectively, in such a way that its CO2 emissions and fuel consumption related properties will be the worst case for that component family, separate technical unit family or system family;

(15) ‘zero emission heavy-duty vehicle’ (Ze-HDV) means ‘zero emission heavy-duty vehicle’ as defined in Article 3, point (11), of Regulation (EU) 2019/1242 of the European Parliament and of the Council;

(16) ‘vocational vehicle’ means a heavy-duty vehicle not intended for the delivery of goods and for which one of the following digits is used to supplement the bodywork codes, as listed in Appendix 2 to Annex I to Regulation (EU) 2018/858: 09, 10, 15, 16, 18, 19, 20, 23, 24, 25, 26, 27, 28, 31; or a tractor with a maximum speed not exceeding 79 km/h;

(17) ‘rigid lorry’ means a ‘lorry’ as defined in Part C, point 4.1, of Annex I to Regulation (EU) 2018/858, except for the lorries designed or constructed for the towing of a semi-trailer;

(18) ‘tractor’ means a ‘tractor unit for semi-trailer’ as defined in Part C, point 4.3, of Annex I to Regulation (EU) 2018/858

(19) ‘sleeper cab’ means a type of cabin that has a compartment behind the driver's seat intended to be used for sleeping;

(20) ‘hybrid electric heavy-duty vehicle’ (He-HDV) means a hybrid heavy duty vehicle that, for the purpose of mechanical propulsion, draws energy from both of the following on-vehicle sources of stored energy or power: (i) a consumable fuel, and (ii) an electrical energy or power storage device;

(21) ‘dual-fuel vehicle’ is as defined in Article 2(48) of Regulation (EU) No 582/2011;

(22) ‘primary vehicle’ means a heavy bus in a virtual assembly condition determined for simulation purposes, for which the input data and input information as set out in Annex III is used;

(23) ‘manufacturer’s records file’ means a file produced by the simulation tool which contains manufacturer related information, a documentation of the input data and input information to the simulation tool and the results for CO2 emissions and fuel consumption;

(24) ‘customer information file’ means a file produced by the simulation tool which contains a defined set of vehicle related information and the results for CO2 emissions and fuel consumption as defined in Part II of Annex IV;

(25) ‘vehicle information file’ (VIF) means a file produced by the simulation tool for heavy buses to transfer the relevant input data, input information and simulation results to subsequent manufacturing stages following the method as described in point (2) of Annex I;

(26) ‘medium lorry’ means a vehicle of category N2, as defined in Article 4(1), point (b)(ii), of Regulation (EU) 2018/858, with a technically permissible maximum laden mass exceeding 5 000 kg and not exceeding 7 400 kg;

(27) ‘heavy lorry’ means a vehicle of category N2, as defined in Article 4(1), point (b)(ii), of Regulation (EU) 2018/858, with a technically permissible maximum laden mass exceeding 7 400 kg and a vehicle of category N3, as defined in Article 4(1), point (b)(iii), of that Regulation;

(28) ‘heavy bus’ means a vehicle of category M3, as defined in Article 4(1), point (a)(iii), of Regulation (EU) 2018/858, with a technically permissible maximum laden mass of more than 7 500 kg;

(29) ‘primary vehicle manufacturer’ means a manufacturer responsible for the primary vehicle;

(30) ‘interim vehicle’ means any further completion of a primary vehicle where a sub-set of input data and input information as defined for the complete or completed vehicle in accordance with Table 1 and Table 3a of Annex III is added and/or modified;

(31) ‘interim manufacturer’ means a manufacturer responsible for an interim vehicle;

(32) ‘incomplete vehicle’ means ‘incomplete vehicle’ as defined in Article 3, point (25), of Regulation (EU) 2018/858;

(33) ‘completed vehicle’ means ‘completed vehicle’ as defined in Article 3, point (26), of Regulation (EU) 2018/858;

(34) ‘complete vehicle’ means ‘complete vehicle’ as defined in Article 3, point (27), of Regulation (EU) 2018/858;

(35) ‘standard value’ is input data for the simulation tool for a component where certification of input data is applicable, but the component has not been tested to determine a specific value and which reflects the worst-case performance of a component;

(36) ‘generic value’ is data used in the simulation tool for components or vehicle parameters where no component testing or declaration of specific values is foreseen and which reflects performance of average component technology or typical vehicle specifications;

(37) ‘van’ means a ‘van’ as defined in Part C, point 4.2, of Annex I to Regulation (EU) 2018/858;

(38) ‘application case’ means the different scenarios to be followed in the case of a medium lorry, heavy lorry, heavy bus that is a primary vehicle, heavy bus that is an interim vehicle, heavy bus that is a complete vehicle or completed vehicle for which different manufacturer provisions and functions are applicable in the simulation tool;

(39) ‘base lorry’ means a medium lorry or heavy lorry equipped at least with: — a chassis, engine, transmission, axles and tyres, in the case of pure internal combustion engine vehicles; — a chassis, electric machine system and/or integrated electric powertrain component, battery system(s) and/or capacitor system(s) and tyres, in the case of pure electric vehicles; — a chassis, engine, electric machine system and/or integrated electric powertrain component and/or integrated hybrid electric vehicle powertrain component type 1, battery system(s) and/or capacitor system(s) and tyres, in the case of hybrid electric heavy-duty vehicles.

Article 4

Vehicle groups

For the purpose of this Regulation, motor vehicles shall be classified in vehicle groups in accordance with Annex I, Tables 1 to 6.

Articles 5 to 23 do not apply to heavy lorries of vehicle groups 6, 7, 8, 13, 14, 15, 17, 18 and 19 as set out in Table 1 of Annex I, and to medium lorries of vehicle groups 51, 52, 55 and 56, as set out in Table 2 of Annex I and to any vehicle with a driven front axle in the vehicle groups 11, 12 and 16 as set out in Table 1 of Annex I.

Article 5

Electronic tools

The Commission shall provide free of charge the following electronic tools in the form of downloadable and executable software:

(a) a simulation tool;

(b) pre-processing tools;

The Commission shall maintain the electronic tools and provide modifications and updates to those tools.

CHAPTER 2

LICENCE TO OPERATE THE SIMULATION TOOL FOR THE PURPOSES OF TYPE-APPROVAL WITH REGARD TO EMISSIONS

Article 6

Application for a licence to operate the simulation tool with a view to determining CO2 emissions and fuel consumption of new vehicles

The application for a licence shall be accompanied by an adequate description of the processes set up by the vehicle manufacturer with a view to the operation of the simulation tool with respect to the application case concerned, as set out in point (1) of Annex II.

It shall also be accompanied by the assessment report drafted by the approval authority after performing an assessment in accordance with point 2 of Annex II.

The application for a licence must concern the application case which includes the type of vehicle concerned by the application for EU type-approval.

Article 7

Administrative provisions for the granting of the licence

Article 8

Subsequent changes to the processes set up for the purposes of determining CO2 emissions and fuel consumption of vehicles

CHAPTER 3

OPERATION OF THE SIMULATION TOOL WITH A VIEW TO DETERMINING THE CO2 EMISSIONS AND FUEL CONSUMPTION FOR THE PURPOSES OF REGISTRATION, SALE AND ENTRY INTO SERVICE OF NEW VEHICLES

Article 9

Obligation to determine and declare CO2 emissions and fuel consumption of new vehicles

For vehicle technologies listed in Appendix 1 to Annex III to be sold, registered or put into service in the Union, the vehicle manufacturer or interim manufacturer shall determine only the input parameters specified for those vehicles in the models set out in Table 5 of Annex III, using the latest available version of the simulation tool referred to in Article 5(3).

A vehicle manufacturer may operate the simulation tool for the purposes of this Article only if in possession of a licence granted for the application case concerned in accordance with Article 7. An interim manufacturer operates the simulation tool under the licence of a vehicle manufacturer.

With the exception of the cases referred to in the second subparagraph of Article 21(3), and in Article 23(6), any subsequent changes to the manufacturer's records file shall be prohibited.

Vehicle manufacturers of heavy buses additionally shall record the results of the simulation in the vehicle information file. Interim manufacturers of heavy buses shall record the vehicle information file.

The primary vehicle manufacturer shall create cryptographic hashes of the manufacturer’s records file and of the vehicle information file.

The interim manufacturer shall create the cryptographic hash of the vehicle information file.

The vehicle manufacturer of complete vehicles or completed vehicles that are heavy buses, shall create cryptographic hashes of the manufacturer’s records file, of the customer information file and of the vehicle information file.

Each customer information file shall include an imprint of the cryptographic hash of the manufacturer's records file referred to in paragraph 3.

Vehicle manufacturers of heavy buses shall make the vehicle information file available to the manufacturer of a subsequent step in the chain.

Article 10

Modifications, updates and malfunction of the electronic tools

Where a malfunction of the simulation tool occurs at a step in the manufacturing chain of heavy buses prior to the complete or completed manufacturing steps, the obligation under Article 9(1) to operate the simulation tool at the subsequent manufacturing steps shall be postponed for a maximum of 14 calendar days after the date on which the manufacturer at the previous step made the vehicle information file available to the manufacturer of the complete or completed step.

Article 11

Accessibility of the simulation tool inputs and output information

CHAPTER 4

CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF COMPONENTS, SEPARATE TECHNICAL UNITS AND SYSTEMS

Article 12

Components, separate technical units and systems relevant for the purposes of determining CO2 emissions and fuel consumption

The simulation tool input data referred to in Article 5(3) shall include information relating to the CO2 emissions and fuel consumption related properties of the following components, separate technical units and systems:

(a) engines;

(b) transmissions;

(d) other torque transferring components;

(e) additional driveline components;

(f) axles;

(g) air drag;

(h) auxiliaries;

(i) tyres;

(j) electric powertrain components;

(k) wheel ends.

Article 13

Standard values and generic values

Article 14

Certified values

Article 15

Family concept regarding components, separate technical units and systems using certified values

Subject to paragraphs 3 to 6, the certified values determined for a parent component, parent separate technical unit or parent system shall be valid, without further testing, for all family members in accordance with the family definition as set out in:

— Appendix 6 to Annex VI as regards the family concept of transmissions, torque converters, other torque transferring component and additional driveline components;

— Appendix 4 to Annex VII as regards the family concept of axles;

— Appendix 5 to Annex VIII as regards the family concept for the purposes of determining air drag;

— Appendix 3 to Annex V as regards engines, the certified values for the members of an engine family created in accordance with the family definition shall be derived in accordance with points 4, 5 and 6 of Annex V;

— Appendix 13 to Annex Xb as regards the family concept of electric machine systems or integrated electric powertrain components, the certified values for the members of a family created in accordance with the family definition of electric machine systems, shall be derived in accordance with point 4 of Annex Xb;

— Annex VIIa as regards the family concept of wheel ends.

For tyres, a family shall consist of one tyre type only.

For electric machine systems or integrated electric powertrain components, the certified values for the members of a family of electric machine systems shall be derived in accordance with point 4 of Annex Xb.

If, in the framework of testing for the purposes of the second subparagraph of Article 16(3), the approval authority determines that the selected parent component, parent separate technical unit or parent system does not fully represent the component family, separate technical unit family or system family, an alternative reference component, separate technical units or system may be selected by the approval authority, tested and shall become a parent component, parent separate technical unit or parent system.

The CO2 emissions and fuel consumption related properties of that specific component, separate technical unit or system shall be determined in accordance with Article 14.

Article 16

Application for a certification of the CO2 emissions and fuel consumption related properties of components, separate technical units or systems

The application for certification shall take the form of an information document drawn up in accordance with the model set out in:

— Appendix 2 to Annex V as regards engines;

— Appendix 2 to Annex VI as regards transmissions;

— Appendix 3 to Annex VI as regards torque converters;

— Appendix 4 to Annex VI as regards other torque transferring component;

— Appendix 5 to Annex VI as regards additional driveline components;

— Appendix 2 to Annex VII as regards axles;

— Appendix 2 to Annex VIII as regards air drag;

— Appendix 2 to Annex X as regards tyres;

— Appendixes 2 to 6 to Annex Xb as regards electric powertrain components;

— Appendix 2 to Annex VIIa as regards wheel ends.

The application shall also be accompanied by the relevant test reports issued by an approval authority, test results, and by a statement of compliance issued by an approval authority pursuant to point 2 of Annex IV to Regulation (EU) 2018/858.

Article 17

Administrative provisions for the certification of CO2 emissions and fuel consumption related properties of components, separate technical units and systems

In the case referred to in paragraph 1, the approval authority shall issue a certificate on CO2 emissions and fuel consumption related properties using the model set out in:

— Appendix 1 to Annex V as regards engines;

— Appendix 1 to Annex VI as regards transmissions, torque converters, other torque transferring component and additional driveline components;

— Appendix 1 to Annex VII as regards axles;

— Appendix 1 to Annex VIII as regards air drag;

— Appendix 1 to Annex X as regards tyres;

— Appendix 1 to Annex Xb as regards electric powertrain components;

— Appendix 1 to Annex VIIa as regards wheel ends.

The approval authority shall grant a certification number in accordance with the numbering system set out in:

— Appendix 6 to Annex V as regards engines;

— Appendix 7 to Annex VI as regards transmissions, torque converters, other torque transferring component and additional driveline components;

— Appendix 5 to Annex VII as regards axles;

— Appendix 8 to Annex VIII as regards air drag;

— Appendix 1 to Annex X as regards tyres;

— Appendix 14 to Annex Xb as regards electric powertrain components.

The approval authority shall not assign the same number to another component, separate technical unit and system, or if applicable their respective families. The certification number shall be used as the identifier of the test report.

Article 18

Extension to include a new component, separate technical unit or system into a component family, separate technical unit family or system family

At the request of the manufacturer and upon approval of the approval authority, a new component, separate technical unit or system may be included as a member of a certified component family, separate technical unit family or system family if they meet the criteria for family definition set out in:

— Appendix 3 to Annex V as regards the family concept of engines, taking into account the requirements of Article 15(2);

— Appendix 6 to Annex VI as regards the family concept of transmissions, torque converters, other torque transferring component and additional driveline components;

— Appendix 4 to Annex VII as regards the family concept of axles;

— Appendix 5 to Annex VIII as regards the family concept for the purposes of determining air drag;

— Appendix 13 to Annex Xb as regards the family concept of electric machine systems or integrated electric powertrain components, taking into account the requirements of Article 15(2);

— Annex VIIa as regards the family concept of wheel ends.

In such cases, the approval authority shall issue a revised certificate denoted by an extension number.

The manufacturer shall modify the information document referred to in Article 16(2) and provide it to the approval authority.

Article 19

Subsequent changes relevant for the certification of CO2 emissions and fuel consumption related properties of components, separate technical units and systems

CHAPTER 5

CONFORMITY OF SIMULATION TOOL OPERATION, INPUT INFORMATION AND INPUT DATA

Article 20

Responsibilities of the vehicle manufacturer, the approval authority and the Commission with regard to the conformity of simulation tool operation

For medium lorries and heavy lorries, with the exception of He-HDV or PEV, the vehicle manufacturer shall, perform the verification testing procedure set out in Annex Xa on a minimum number of vehicles in accordance with that Annex, point 3. The vehicle manufacturer shall provide, until 31 December of each year and in accordance with point 8 of Annex Xa, a test report to the approval authority for each vehicle tested, shall keep the test reports for a duration of at least 10 years and shall make them available to the Commission and approval authorities of the other Member States upon request.

Where a vehicle fails the verification testing procedure set out in Annex Xa, the approval authority shall start an investigation to determine the cause of that failure, in accordance with Annex Xa. As soon as the approval authority determines the cause of the failure, it shall inform the approval authorities of the other Member States thereof.

If the cause of the failure is linked to the operation of the simulation tool, Article 21 shall apply. If the cause of the failure is linked to the certified CO2 emissions and fuel consumption related properties of components, separate technical units and systems, Article 23 shall apply.

If no irregularities could be found in the certification of components, separate technical units or systems and the operation of the simulation tool, the approval authority shall report the vehicle failure to the Commission. The Commission shall investigate whether the simulation tool or the verification testing procedure set out in Annex Xa has caused the vehicle to fail and whether an improvement of the simulation tool or the verification testing procedure is necessary.

Article 21

Remedial measures for the conformity of simulation tool operation

Where the vehicle manufacturer demonstrates that further time is necessary for the submission of the plan of remedial measures, an extension of up to 30 calendar days may be granted by the approval authority.

The approval authority may require the vehicle manufacturer to issue a new manufacturer’s records file, vehicle information file, customer information file and certificate of conformity on the basis of a new determination of CO2 emissions and fuel consumption reflecting the changes implemented in accordance with the approved plan of remedial measures.

The vehicle manufacturer shall take the necessary measures to ensure that the processes set up for the purpose of obtaining the licence to operate the simulation tool for all the application cases and vehicle groups covered by the licence granted pursuant to Article 7 continue to be adequate for that purpose.

For medium lorries and heavy lorries the vehicle manufacturer shall, perform the verification testing procedure set out in Annex Xa on a minimum number of vehicles in accordance with that Annex, point 3.

Article 22

Responsibilities of the manufacturer and approval authority with regards to conformity of CO2 emissions and fuel consumption related properties of components, separate technical units and systems

Those measures shall also include the following:

— the procedures laid down in Appendix 4 to Annex V as regards engines;

— the procedures laid down in point 7 of Annex VI as regards transmissions;

— the procedures laid down in point 5 and 6 of Annex VII as regards axles;

— the procedures laid down in Appendix 6 to Annex VIII as regards air drag;

— the procedures laid down in point 4 of Annex X as regards tyres;

— the procedures laid down in points 1 to 4 of Appendix 12 to Annex Xb as regards electric powertrain components;

— the procedures laid down in point 5 of Annex VIIa as regards wheel ends.

Where CO2 emissions and fuel consumption related properties of a member of a component family, separate technical unit family or system family have been certified in accordance with Article 15(5), the reference value for the verification of the CO2 emissions and fuel consumption related properties shall be the one certified for this family member.

Where a deviation from the certified values is identified as a result of the measures referred to in the first and second subparagraphs, the manufacturer shall immediately inform the approval authority thereof.

The manufacturer and the vehicle manufacturer shall provide the approval authority within 15 working days of the approval authority's request with all the relevant documents, samples and other materials in his possession and necessary to perform the verifications relating to a component, separate technical unit or system.

Article 23

Remedial measures for the conformity of CO2 emissions and fuel consumption related properties of components, separate technical units and systems

Where the manufacturer demonstrates that further time is necessary for the submission of the plan of remedial measures, an extension of up to 30 calendar days may be granted by the approval authority.

The approval authority may require the vehicle manufacturer to issue a new manufacturer’s records file, customer information file, vehicle information file and certificate of conformity on the basis of a new determination of CO2 emissions and fuel consumption reflecting the changes implemented in accordance with the approved plan of remedial measures.

The manufacturer shall store those records for 10 years.

CHAPTER 6

FINAL PROVISIONS

Article 24

Application of the requirements

Without prejudice to Article 10(3) of this Regulation, where the obligations referred to in Article 9 of this Regulation have not been complied with, Member States shall consider certificates of conformity for type approved vehicles to be no longer valid for the purposes of Article 48 of Regulation (EU) 2018/858, and, for type approved vehicles and individually approved vehicles, shall prohibit the registration, sale or entry into service of vehicles in groups 1s, 1, 2, 3, 4, 5, 9, 10, 11, 12, 16, 31 to 40, 53 and 54.

Article 25

Amendment to Directive 2007/46/EC

Annexes I, III, IV, IX and XV to Directive 2007/46/EC are amended in accordance with Annex XI to this Regulation.

Article 26

Amendment to Regulation (EU) No 582/2011

Regulation (EU) No 582/2011 is amended as follows:

(1) In Article 3(1), the following subparagraph is added: ‘In order to receive an EC type-approval of a vehicle with an approved engine system with regard to emissions and vehicle repair and maintenance information, or an EC type-approval of a vehicle with regard to emissions and vehicle repair and maintenance information, the manufacturer shall also demonstrate that the requirements laid down in Article 6 and Annex II to Commission Regulation (EU) 2017/2400 (^*1) are met with respect to the vehicle group concerned. However, that requirement shall not apply where the manufacturer indicates that new vehicles of the type to be approved will not be registered, sold or put into service in the Union on or after the dates laid down in points (a), (b) and (c) of paragraph 1 of Article 24 of Regulation (EU) 2017/2400 for the respective vehicle group.

(2) Article 8 is amended as follows: (a) in paragraph 1a, point (d) is replaced by the following: ‘(d)all other exceptions set out in points 3.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2.1, 4.1, 5.1, 7.1, 8.1 and 10.1 of Annex XIII to this Regulation, and point 1.1 of Appendix 6 to Annex XIII to this Regulation apply;’; (b) in paragraph 1a, the following point is added: ‘(e)the requirements laid down in Article 6 and Annex II to Regulation (EU) 2017/2400 are met with respect to the vehicle group concerned, except where the manufacturer indicates that new vehicles of the type to be approved will not be registered, sold or put into service in the Union on or after the dates laid down in points (a), (b) and (c) of paragraph 1 of Article 24 of that Regulation for the respective vehicle group.’;

(3) Article 10 is amended as follows: (a) in paragraph 1a, point (d) is replaced by the following: ‘(d)all other exceptions set out in points 3.1 of Annex VII to this Regulation, points 2.1 and 6.1 of Annex X to this Regulation, points 2.1, 4.1, 5.1, 7.1, 8.1 and 10.1.1 of Annex XIII to this Regulation, and point 1.1 of Appendix 6 to Annex XIII to this Regulation apply;’; (b) in paragraph 1a, the following point is added: ‘(e)the requirements laid down in Article 6 and Annex II to Regulation (EU) 2017/2400 are met with respect to the vehicle group concerned, except where the manufacturer indicates that new vehicles of the type to be approved will not be registered, sold or put into service in the Union on or after the dates laid down in points (a), (b) and (c) of paragraph 1 of Article 24 of that Regulation for the respective vehicle group.’.

Article 27

Entry into force

This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.

This Regulation shall be binding in its entirety and directly applicable in all Member States.

ANNEX I

1. Classification of the vehicles for the purpose of this Regulation

1.1Classification of vehicles of category N

Description of elements relevant to the classification in vehicle groups	Vehicle group	Allocation of mission profile and vehicle configuration
Axle configuration	Chassis configuration	Technically permissible maximum laden mass (tons)	Long haul	Long haul EMS (¹)	Regional delivery	Regional delivery EMS (¹)	Urban delivery	Municipal utility	Construction>/>
4 × 2	Rigid lorry (or tractor) (²)	> 7,4 –7,5	1s			R		R
Rigid lorry (or tractor) (²)	> 7,5 – 10	1			R		R
Rigid lorry (or tractor) (²)	> 10 – 12	2	R+T1		R		R
Rigid lorry (or tractor) (²)	> 12 – 16	3			R		R
Rigid lorry	> 16	4	R+T2		R		R	R	R
Tractor	> 16	5	T+ST	T+ST+T2	T+ST	T+ST+T2	T+ST		T+ST
4 ×4	Rigid lorry	> 7,5 – 16	(6)
Rigid lorry	> 16	(7)
Tractor	> 16	(8)
6 ×2	Rigid lorry	all weights	9	R+T2	R+D+ST	R	R+D+ST		R	R
Tractor	all weights	10	T+ST	T+ST+T2	T+ST	T+ST+T2			T+ST
6 ×4	Rigid lorry	all weights	11	R+T2	R+D+ST	R	R+D+ST		R	R
Tractor	all weights	12	T+ST	T+ST+T2	T+ST	T+ST+T2			T+ST
6 × 6	Rigid lorry	all weights	(13)
Tractor	all weights	(14)
8 × 2	Rigid lorry	all weights	(15)
8 × 4	Rigid lorry	all weights	16	R+T2	R+D+ST	R	R+D+ST			R
8 ×6 8 × 8	Rigid lorry	all weights	(17)
8 ×2 8 ×4 8 ×6 8 ×8	Tractor	all weights	(18)
5 axles, all configurations	Rigid lorry or tractor	all weights	(19)
(¹) EMS - European Modular System (²) In these vehicle classes tractors are treated as rigid lorries but with specific curb weight of tractor T = Tractor R = Rigid lorry & standard body T1, T2 = standard trailers ST = standard semitrailer D = standard dolly
Description of elements relevant to the classification in vehicle groups	Allocation of mission profile and vehicle configuration
---	---	---	---	---	---	---	---	---	---
Axle configuration	Chassis configuration	Vehicle group	Long haul	Long haul EMS (^*1)	Regional delivery	Regional delivery EMS (^*1)	Urban delivery	Municipal utility	Construction
FWD / 4 × 2F	Rigid Lorry (or tractor)	(51)
Van	(52)
RWD / 4 × 2	Rigid Lorry (or tractor)	53			R		R
Van	54			I		I
AWD / 4 × 4	Rigid Lorry (or tractor)	(55)
Van	(56)
(^*1) EMS - European Modular System R = Standard body I = Van with its integrated body FWD = Front wheel driven RWD = Single driven axle which is not the front axle AWD = More than a single driven axle

1.2.Classification of vehicles of category M

1.2.1.Heavy buses

1.2.2.Classification of primary vehicles

Description of elements relevant to the classification in vehicle groups	Vehicle group (¹)	Allocation of generic body	Vehicle sub-group	Allocation of mission profile
Number of axles	Artic-ulated	Low floor (LF) / High floor (HF) (²)	Number of decks (³)	Heavy Urban	Urban	Suburban	Interurban	Coach
2	no	P31/32	LF	SD	P31 SD	x	x	x	x
DD	P31 DD	x	x	x
HF	SD	P32 SD				x	x
DD	P32 DD				x	x
3	no	P33/34	LF	SD	P33 SD	x	x	x	x
DD	P33 DD	x	x	x
HF	SD	P34 SD				x	x
DD	P34 DD				x	x
yes	P35/36	LF	SD	P35 SD	x	x	x	x
DD	P35 DD	x	x	x
HF	SD	P36 SD				x	x
DD	P36 DD				x	x
4	no	P37/38	LF	SD	P37 SD	x	x	x	x
DD	P37 DD	x	x	x
HF	SD	P38 SD				x	x
DD	P38 DD				x	x
yes	P39/40	LF	SD	P39 SD	x	x	x	x
DD	P39 DD	x	x	x
HF	SD	P40 SD				x	x
DD	P40 DD				x	x
(¹) ‘P’ indicates the primary stage of the classification; the two numbers separated by the slash indicate the numbers for vehicle groups the vehicle can be allocated in the complete or completed stage. (²) ‘Low floor’ means vehicle codes ‘CE’, ‘CF’, ‘CG’, ‘CH’, as set out in point 3 of part C of Annex I to Regulation (EU) 2018/858. ‘High floor’ means vehicle codes ‘CA’, ‘CB’, ‘CC’, ‘CD’, as set out in point 3 of part C of Annex I to Regulation (EU) 2018/858. (³) ‘SD’ means single deck vehicle, ‘DD’ means double deck.

1.2.3.Classification of complete vehicles or completed vehicles

The classification of complete or completed vehicles that are heavy buses is based on the following six criteria:

(a) Number of axles;

(b) Vehicle code as set out in Annex I, part C, point 3, to Regulation (EU) 2018/858;

(d) Low entry vehicle (‘yes/no’ information derived from vehicle code and type of axle) to be determined according the decision flow shown in Figure 1;

(e) Number of passengers in lower deck from the Certificate of Conformity as set out in Annex VIII to Commission Implementing Regulation (EU) 2020/683 (³) or equivalent documents in the case of individual vehicle approval;

(f) Height of the integrated body to be determined in accordance with Annex VIII.

Figure 1

Decision flow to determine whether a vehicle is ‘low entry’ or not:

The corresponding classification to be used is given in Tables 4, 5 and 6.

Description of elements relevant to the classification in vehicle groups	Vehicle group	Allocation of mission profile
Number of Axles	Chassis configuration (explanation only)	Vehicle Code (^*1)	Class of vehicle (^*2)	Low Entry (Vehicle Code CE or CG only)	Passenger seats in lower deck (Vehicle Code CB or CD only)	Height of the integrated body in [mm] (Vehicles Class ‘II+III’ only)
I	I +II or A	II	II +III	III or B	Heavy Urban	Urban	Suburban	Interurban	Coach
2	rigid	LF	SD	CE	x	x	x			no	—	—	31a	x	x	x
x	x				yes	—	—	31b1	x	x	x
		x			yes	—	—	31b2	x	x	x	x
DD	CF	x	x	x			—	—	—	31c	x	x	x
open top	SD	CI	x	x	x	x	x	—	—	—	31d	x	x	x
DD	CJ	x	x	x	x	x	—	—	—	31e	x	x	x
HF	SD	CA			x			—	—	—	32a				x	x
			x		—	—	≤ 3 100	32b				x	x
			x		—	—	> 3 100	32c				x	x
				x	—	—	—	32d				x	x
DD	CB			x	x	x	—	≤ 6	—	32e				x	x
		x	x	x	—	> 6	—	32f				x	x
(¹) In accordance with Regulation (EU) 2018/858. (2) In accordance with paragraph 2 of UN Regulation No. 107.
Description of elements relevant to the classification in vehicle groups	Vehicle group	Allocation of mission profile
---	---	---	---	---	---	---	---	---	---	---	---	---	---	---	---	---	---	---
Number of Axles	Chassis configuration (explanation only)	Vehicle Code (^*1)	Class of vehicle (^*2)	Low Entry (Vehicle Code CE or CG only)	Passenger seats in lower deck (Vehicle Code CB or CD only)	Height of the integrated body in [mm] (Vehicles Class ‘II+III’ only)
I	I +II or A	II	II + III	III or B	Heavy Urban	Urban	Suburban	Interurban	Coach
3	rigid	LF	SD	CE	x	x	x			no	—	—	33a	x	x	x
x	x				yes	—	—	33b1	x	x	x
		x			yes	—	—	33b2	x	x	x	x
DD	CF	x	x	x			—	—	—	33c	x	x	x
open top	SD	CI	x	x	x	x	x	—	—	—	33d	x	x	x
DD	CJ	x	x	x	x	x	—	—	—	33e	x	x	x
HF	SD	CA			x			—	—	—	34a				x	x
			x		—	—	≤ 3 100	34b				x	x
			x		—	—	> 3 100	34c				x	x
				x	—	—	—	34d				x	x
DD	CB			x	x	x	—	≤ 6	—	34e				x	x
		x	x	x	—	> 6	—	34f				x	x
articu-lated	LF	SD	CG	x	x	x			no	—	—	35a	x	x	x
x	x				yes	—	—	35b1	x	x	x
		x			yes	—	—	35b2	x	x	x	x
DD	CH	x	x	x			—	—	—	35c	x	x	x
HF	SD	CC			x			—	—	—	36a				x	x
			x		—	—	≤ 3 100	36b				x	x
SD				x		—	—	> 3 100	36c				x	x
				x	—	—	—	36d				x	x
DD	CD			x	x	x	—	≤ 6	—	36e				x	x
		x	x	x	—	> 6	—	36f				x	x
(¹) In accordance with Regulation (EU) 2018/858. (2) In accordance with paragraph 2 of UN Regulation No. 107.
Description of elements relevant to the classification in vehicle groups	Vehicle group	Allocation of mission profile
---	---	---	---	---	---	---	---	---	---	---	---	---	---	---	---	---	---	---
Number of Axles	Chassis configuration (explanation only)	Vehicle Code (^*1)	Class of vehicle (^*2)	Low Entry (Vehicle Code CE or CG only)	Passenger seats in lower deck (Vehicle Code CB or CD only)	Height of the integrated body in [mm] (Vehicles Class ‘II+III’ only)
I	I +II or A	II	II +III	III or B	Heavy Urban	Urban	Suburban	Interurban	Coach
4	rigid	LF	SD	CE	x	x	x			no	—	—	37a	x	x	x
x	x				yes	—	—	37b1	x	x	x
		x			yes	—	—	37b2	x	x	x	x
DD	CF	x	x	x			—	—	—	37c	x	x	x
open top	SD	CI	x	x	x	x	x	—	—	—	37d	x	x	x
DD	CJ	x	x	x	x	x	—	—	—	37e	x	x	x
HF	SD	CA			x			—	—	—	38a				x	x
			x		—	—	≤ 3 100	38b				x	x
			x		—	—	> 3 100	38c				x	x
				x	—	—	—	38d				x	x
DD	CB			x	x	x	—	≤ 6	—	38e				x	x
		x	x	x	—	> 6	—	38f				x	x
articu-lated	LF	SD	CG	x	x	x			no	—	—	39a	x	x	x
x	x				yes	—	—	39b1	x	x	x
		x			yes	—	—	39b2	x	x	x	x
DD	CH	x	x	x			—	—	—	39c	x	x	x
HF	SD	CC			x			—	—	—	40a				x	x
			x		—	—	≤ 3 100	40b				x	x
SD				x		—	—	> 3 100	40c				x	x
				x	—	—	—	40d				x	x
DD	CD			x	x	x	—	≤ 6	—	40e				x	x
		x	x	x	—	> 6	—	40f				x	x
(¹) In accordance with Regulation (EU) 2018/858. (2) In accordance with paragraph 2 of UN Regulation No. 107.

2. Method to determine CO2 emissions and fuel consumption for heavy buses

2.1.For heavy buses the vehicle specifications of the complete vehicle or completed vehicle including properties of the final bodywork and auxiliary units shall be reflected in the results for CO2 emissions and fuel consumption. In the case of heavy buses built in steps, more than a single manufacturer may be involved in the process of generation of input data and input information and the operation of the simulation tool. For heavy buses the CO2 emissions and fuel consumption shall be based on the following two different simulations:

(a) for the primary vehicle;

(b) for the complete vehicle or completed vehicle.

2.2.If a heavy bus is approved by a manufacturer as a complete vehicle, the simulations shall be performed for both the primary vehicle and the complete vehicle.

2.3.For the primary vehicle the input to the simulation tool covers input data regarding the engine, transmission, tyres and input information for a subset of auxiliary units (⁴). The classification into vehicle groups is performed in accordance with Table 3 based on the number of axles and the information whether the vehicle is an articulated bus or not. In the simulations for the primary vehicle the simulation tool allocates a set of four different generic bodies (high floor and low floor, single deck and double deck bodywork) and simulates the 11 mission profiles as listed in Table 3 for each vehicle group for two different loading conditions. This leads to a set of 22 results for CO2 emissions and fuel consumption for a primary heavy bus. The simulation tool produces the vehicle information file for the initial step (VIF1), which contains all necessary data to be handed over to the subsequent manufacturing step. The VIF1 comprises all non-confidential input data, the results for energy consumption (⁵) in [MJ/km], information on the primary manufacturer and the relevant hashes (⁶).

If a heavy bus is approved as a complete vehicle, only the mission profiles for the primary vehicle group related to the group of the complete vehicle as set out in Table 7 may be simulated. If the complete vehicle group changes in a subsequent manufacturing step, the primary vehicle manufacturer shall make the VIF1 with the set of 22 results available to the manufacturer responsible for the subsequent manufacturing step.

Complete Vehicle Group	Primary Vehicle Group to be calculated
31a, 31b1, 31b2, 31d	P31 SD
31c, 31e	P31 DD
32a, 32b, 32c, 32d	P32 SD
32e, 32f	P32 DD
33a, 33b1, 33b2, 33d	P33 SD
33c, 33e	P33 DD
34a, 34b, 34c, 34d	P34 SD
34e, 34f	P34 DD
35a, 35b1, 35b2	P35 SD
35c	P35 DD
36a, 36b, 36c, 36d	P36 SD
36e, 36f	P36 DD
37a, 37b1, 37b2, 37d	P37 SD
37c, 37e	P37 DD
38a, 38b, 38c, 38d	P38 SD
38e, 38f	P38 DD
39a, 39b1, 39b2	P39 SD
39c	P39 DD
40a, 40b, 40c, 40d	P40 SD
40e, 40f	P40 DD

2.4.The manufacturer of the primary vehicle shall make the VIF1 available to the manufacturer responsible for the subsequent manufacturing step. Where a manufacturer of a primary vehicle provides data going beyond the primary vehicle requirements as set out in Annex III, this data does not influence the simulation results for the primary vehicle but is written into the VIF1 to be considered in later steps. For a primary vehicle the simulation tool furthermore produces a manufacturer’s records file.

2.5.In the case of an interim vehicle, the interim manufacturer is responsible for a sub-set of relevant input data and input information for the final bodywork (⁷). An interim manufacturer does not apply for certification of the completed vehicle. An interim manufacturer shall add or update information relevant for the completed vehicle and operate the simulation tool to produce an updated and hashed version of the vehicle information file (VIFi) (⁸). The VIFi shall be made available to the manufacturer responsible for the subsequent manufacturing step. For interim vehicles the VIFi also covers the task of documentation towards approval authorities. No simulations of CO2 emissions and/or fuel consumption are performed on interim vehicles.

2.6.If a manufacturer performs modifications to an interim, complete or completed vehicle, which would require updates to the input data or the input information allocated to the primary vehicle (e.g. a change of an axle or of tyres), the manufacturer performing the modification acts as a primary vehicle manufacturer with the corresponding responsibilities.

2.7.For a complete or completed vehicle the manufacturer shall complement and, if necessary, update the input data and input information for the final bodywork as transmitted in the VIFi from the previous manufacturing step and shall operate the simulation tool to calculate the CO2 emissions and fuel consumption. For the simulations at this stage, heavy buses are classified based on the six criteria set out in point 1.2.3 into the vehicle groups as listed in Tables 4, 5 and 6. To determine CO2 emissions and fuel consumption of complete vehicles or completed vehicles that are heavy buses the simulation tool performs the following calculation steps:

2.7.1. Step 1 - Selection of the primary vehicle sub-group which matches the bodywork of the complete or completed vehicle (e.g. ‘P34 DD’ for ‘34f’) and making available the corresponding results for energy consumption from the primary vehicle simulation.

2.7.2. Step 2 - Performing simulations to quantify the influence of the bodywork and auxiliaries of the complete vehicle or completed vehicle compared to the generic bodywork and auxiliaries, as considered in the simulations for the primary vehicle regarding energy consumption. In these simulations, generic data are used for the set of primary vehicle data, which are not part of the information transfer between different manufacturing steps as provided by the VIF (⁹).

2.7.3. Step 3 - Combining energy consumption results from the primary vehicle simulation as made available by step 1 with the results from step 2 provides the energy consumption results of the complete or completed vehicle. The details of this calculation step are documented in the user manual of the simulation tool.

2.7.4. Step 4 - Results for CO2 emissions and fuel consumption of the vehicle are calculated based on the results of step 3 and the generic fuel specifications as stored in the simulation tool. Steps 2, 3 and 4 are performed separately for each combination of mission profile as listed in the Tables 4, 5 and 6 for the vehicle groups in both low and representative loading condition.

2.7.5. For a complete vehicle or completed vehicle the simulation tool produces a manufacturer’s records file, a customer information file as well as a VIFi. The VIFi shall be made available to the subsequent manufacturer in the event the vehicle undergoes a further step to be completed. Figure 2 shows the data flow based on the example of a vehicle produced in five CO2 related manufacturing steps. Figure 2

Example of data flow in the case of a heavy bus manufactured in five steps

ANNEX II

REQUIREMENTS AND PROCEDURES RELATED TO THE OPERATION OF THE SIMULATION TOOL

The processes to be set up by the vehicle manufacturer with a view to the operation of the simulation tool

1.1.The manufacturer shall set up at least the following processes:

1.1.1 A data management system covering sourcing, storing, handling and retrieving of the input information and input data for the simulation tool as well as handling certificates on the CO2 emissions and fuel consumption related properties of a component families, separate technical unit families and system families. The data management system shall at least: (a) ensure application of correct input information and input data to specific vehicle configurations (b) ensure correct calculation and application of standard values; (c) verify by means of comparing cryptographic hashes that the input files of components, separate technical units, systems or if applicable their respective families, which are used for the simulation corresponds to the input data of the component, separate technical unit, system or if applicable their respective family for which the certification has been granted; (d) include a protected database for storing the input data relating to the component families, separate technical unit families or system families and the corresponding certificates of the CO2 emissions and fuel consumption related properties; (e) ensure correct management of the changes of specification and updates of components, separate technical units and systems; (f) enable tracing of the components, separate technical units and systems after the vehicle is produced.

1.1.2 A data management system covering retrieving of the input information and input data and calculations by means of the simulation tool and storing of the output data. The data management system shall at least: (a) ensure a correct application of cryptographic hashes; (b) include a protected database for storing the output data;

1.1.3 Process for consulting the dedicated electronic distribution platform referred to in Article 5(2) and Article 10(1) and (2), as well as downloading and installing the latest versions of the simulation tool.

1.1.4 Appropriate training of staff working with the simulation tool.

Assessment by the approval authority

2.1.The approval authority shall verify whether the processes set out in point 1 related to the operation of the simulation tool have been set up.

The approval authority shall also verify the following:

(a) the functioning of the processes set out in points 1.1.1, 1.1.2 and 1.1.3 and the application of the requirement set out in point 1.1.4;

(b) that the processes used during the demonstration are applied in the same manner in all the production facilities manufacturing vehicles belonging to the application case concerned;

(c) the completeness of the description of the data and process flows of operations related to the determination of the CO2 emissions and fuel consumption of the vehicles.

For the purpose of the second paragraph, point (a), the verification shall include determination of the CO2 emissions and fuel consumption of at least one vehicle from each production facility for which the licence has been applied for.

Appendix 1

MODEL OF AN INFORMATION DOCUMENT FOR THE PURPOSES OF OPERATING THE SIMULATION TOOL WITH A VIEW TO DETERMINING THE CO2 EMISSIONS AND FUEL CONSUMPTION OF NEW VEHICLES

SECTION I

1 Name and address of vehicle manufacturer:

2 Assembly plants for which the processes referred to in point 1 of Annex II of Regulation (EU) 2017/2400 have been set up with a view to the operation of the simulation tool:

3 Application case covered:

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

SECTION II

1.1 Data and process flow handling description (e.g. flow chart)

1.2 Description of quality management process

1.3 Additional quality management certificates (if any)

1.4 Description of simulation tool data sourcing, handling and storage

1.5 Additional documents (if any)

Date: …

3. Signature: …

Appendix 2

MODEL OF A LICENCE TO OPERATE THE SIMULATION TOOL WITH A VIEW TO DETERMINING CO2 EMISSIONS AND FUEL CONSUMPTION OF NEW VEHICLES

Maximum format: A4 (210 × 297 mm)

Communication concerning: — granting (¹) — extension (¹) — refusal (¹) — withdrawal (¹)	Administration stamp
(¹) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)

of the licence to operate simulation tool with regard to Regulation (EC) No 595/2009 as implemented by Regulation (EU) 2017/2400.

Licence number:

Reason for extension: …

0.1 Name and address of vehicle manufacturer:

0.2 Production facilities and/or assembly plants for which the processes referred to in point 1 of Annex II to Commission Regulation (EU) 2017/2400 (¹⁰) have been set up with a view to the operation of the simulation tool

0.3 Application case covered:

1.1 Assessment report performed by an approval authority

1.2. Data and process flow handling description (e.g. flow chart)

1.3. Description of quality management process

1.4. Additional quality management certificates (if any)

1.5. Description of simulation tool data sourcing, handling and storage

1.6 Additional documents (if any)

Approval authority responsible for carrying out the assessment

Date of the assessment report

Number of assessment report report

Remarks (if any): see Addendum

Place

Date

8. Signature

ANNEX III

INPUT INFORMATION RELATING TO THE CHARACTERISTIC OF THE VEHICLE

Introduction

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

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. ‘1 800 ’ double, X … fractional number with exactly X digits after the decimal sign (‘.’) and no leading zeros e.g. for ‘double, 2’: ‘2 345,67 ’; for ‘double, 4’: ‘45.6780’.

(3) ‘unit’ … physical unit of the parameter.

(4) ‘corrected actual mass of the vehicle’ means the mass as specified under the ‘actual mass of the vehicle’ in accordance with Commission Regulation (EU) No 1230/2012 (*) with an exception for the tank(s) which shall be filled to at least 50 % of its or their capacity/ies. The liquid containing systems are filled to 100 % of the capacity specified by the manufacturer, except the liquid containing systems for waste water that must remain empty. For medium rigid lorries, heavy rigid lorries and tractors the mass is determined without superstructure and corrected by the additional weight of the non-installed standard equipment as specified in point 4.3. The mass of a standard body, standard semi-trailer or standard trailer to simulate the complete vehicle or complete vehicle-(semi-)trailer combination are added automatically by the simulation tool. All parts that are mounted on and above the main frame are regarded as superstructure parts if they are installed only for facilitating a superstructure, independent of the necessary parts for in running order conditions. For heavy buses that are primary vehicles ‘corrected actual mass of the vehicle’ is not applicable as the generic mass value is allocated by the simulation tool.

(5) ‘height of the integrated body’ means the difference in ‘Z’-direction between the reference point ‘A’ of the highest point and lowest point ‘B’ of an integrated body (see Figure 1). For vehicles deviating from the standard case, the following cases are applicable (see Figure 2): Special case 1, two levels: Height of the integrated body is the average of h1 and h2, where — h1 is the difference between point A, but determined in the cross section of the vehicle at the rear end of first passenger door, and point B — h2 is the difference between point A and point B Special case 2, inclined: Height of the integrated body is the average of h1 and h2, where — h1 is the difference between point A, but determined in the cross section of the vehicle at the rear end of first passenger door, and point B — h2 is the difference between point A and point B Special case 3, open top with roof section: — Height of the integrated body determined in the remaining roof section Special case 4, open top without any roof section: — Height of the integrated body is the difference between the highest point of the vehicle within one meter in the longitudinal direction of the front screen or upper front screen, in the case of a double decker, and point B For all other cases not covered by standard or special cases 1 to 4, the height of the integrated body is the difference between the highest point of the vehicle and point B. This parameter is relevant only for heavy buses. Figure 1

Height of the integrated body – standard case

Figure 2

Height of the integrated body – special cases

(6) reference point ‘A’ means the highest point on the bodywork (Figure 1). Body and/or design panels, brackets for mounting e.g. HVAC systems, hatches and similar items shall not be considered.

(7) reference point ‘B’ means the lowest point on the lower outside edge of the bodywork (Figure 1). Brackets e.g. for axle mounting shall not be considered.

(8) ‘vehicle length’ means the vehicle dimension in accordance with Table I of Appendix 1 of Annex I to Regulation (EU) 1230/2012. Additionally, removable load carrier devices, non-removable coupling devices and any other non-removable exterior parts which do not affect the usable space for passengers shall not be taken into account. This parameter is relevant only for heavy buses.

(9) ‘vehicle width’ means the vehicle dimension in accordance with Table II of Appendix 1 of Annex I to Regulation (EU) 1230/2012. Deviating from these provisions and not to be considered are removable load carrier devices, non-removable coupling devices and any other non-removable exterior parts which do not affect the usable space for passengers.

(10) ‘entrance height in non-kneeled position’ means the floor level within the first door aperture above the ground, measured at the most forward door of the vehicle when the vehicle is in non-kneeled position.

(11) ‘fuel cell’ means an energy converter transforming chemical energy (input) into electrical energy (output) or vice versa.

(12) ‘fuel cell vehicle’ or ‘FCV’ means a vehicle equipped with a powertrain containing exclusively fuel cell(s) and electric machine(s) as propulsion energy converter(s).

(13) ‘fuel cell hybrid vehicle’ or ‘FCHV’ means a fuel cell vehicle equipped with a powertrain containing at least one fuel storage system and at least one rechargeable electric energy storage system as propulsion energy storage systems.

(14) ‘pure ICE vehicle’ means a vehicle where all of the propulsion energy converters are internal combustion engines.

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

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

(17) ‘propulsion energy storage system’ means an energy storage system of the powertrain which is not a peripheral device and whose output energy is used directly or indirectly for the purpose of vehicle propulsion.

(18) ‘category of propulsion energy storage system’ means a fuel storage system, a rechargeable electric energy storage system (REESS), or a rechargeable mechanical energy storage system.

(19) ‘downstream’ means a position in the vehicle’s powertrain that is closer to the wheels than the actual reference position.

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

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

(22) ‘propulsion energy converter’ means an energy converter of the powertrain which is not a peripheral device whose output energy is used directly or indirectly for the purpose of vehicle propulsion.

(23) ‘category of propulsion energy converter’ means an internal combustion engine, an electric machine, or a fuel cell.

(24) ‘form of energy’ means electrical energy, mechanical energy, or chemical energy (including fuels).

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

(26) ‘hybrid vehicle’ or ‘HV’ means a vehicle equipped with a powertrain containing at least two different categories of propulsion energy converters and at least two different categories of propulsion energy storage systems.

(27) ‘hybrid electric vehicle’ or ‘HEV’ means a hybrid vehicle where one of the propulsion energy converters is an electric machine and the other one is an internal combustion engine.

(28) ‘serial HEV’ means a HEV with a powertrain architecture where the ICE powers one or more electrical energy conversion paths with no mechanical connection between the ICE and the wheels of the vehicle.

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

(30) ‘off-vehicle charging hybrid electric vehicle’ or ‘OVC-HEV’ means a hybrid electric vehicle that can be charged from an external source.

(31) ‘parallel HEV’ means a HEV with a powertrain architecture where the ICE powers only a single mechanically connected path between the engine and the wheels of the vehicle.

(32) ‘peripheral devices’ means any energy consuming, converting, storing or supplying devices, where the energy is not directly or indirectly used for the purpose of vehicle propulsion but which are essential to the operation of the powertrain.

(33) ‘powertrain’ means the total combination in a vehicle of propulsion energy storage system(s), propulsion energy converter(s) and the drivetrain(s) providing the mechanical energy at the wheels for the purpose of vehicle propulsion, plus peripheral devices.

(34) ‘pure electric vehicle’ or ‘PEV’ means a motor vehicle pursuant to Regulation (EU) 2018/858, article 3(16), equipped with a powertrain containing exclusively electric machines as propulsion energy converters and exclusively rechargeable electric energy storage systems as propulsion energy storage systems and/or alternatively any other means for direct conductive or inductive supply of electric energy from the power network providing the propulsion energy to the motor vehicle.

(35) ‘upstream’ means a position in the vehicle’s powertrain that is further away from the wheels than the actual reference position.

(36) ‘IEPC’ means an integrated electric powertrain component in accordance with point 2(36) of Annex Xb.

(37) ‘IHPC Type 1’ means an integrated hybrid electric vehicle powertrain component Type 1 in accordance with point 2(38) of Annex Xb;

(38) ‘dynamic charging technology’ means a technology that enables the vehicle to be connected to an external electrical power supply while in motion, providing direct power to the vehicle’s propulsion and/or auxiliary systems and/or charging the batteries;

(39) ‘overhead pantograph’ means dynamic charging technology for connection and power supply with overhead contact line infrastructure on roads;

(40) ‘overhead trolley’ means dynamic charging technology with current collector poles for connection with overhead contact line infrastructure;

(41) ‘ground rail’ means dynamic charging technology that conductively transfers the electrical energy to the vehicle through rails embedded in or on top of the road surface;

(42) ‘wireless’ means dynamic charging technology that inductively transfers the electrical energy to the vehicle through devices embedded in or on top of the road surface providing magnetic fields;

(43) ‘compressed gaseous hydrogen’ means a hydrogen storage technology which stores hydrogen in gaseous form;

(44) ‘liquid hydrogen’ means a hydrogen storage technology which stores hydrogen in liquid form;

(45) ‘cryo-compressed hydrogen’ means a hydrogen storage technology which stores hydrogen at temperatures from close to liquefication up to ambient temperature and at a pressure of at least 200 bar. The hydrogen storage technology may be capable of operating at ambient temperature but its nominal capacity may only be reached close to the liquefaction temperature of hydrogen;

(46) ‘empty hydrogen tank condition’ means the condition of a hydrogen tank from which it is still possible to reach a full tank in a single refuelling event without venting and which meets any of the following conditions: (a) below which an indication to the driver ‘empty’ or ‘almost empty’ or similar appears; (b) below which a significantly limited performance is provided by the hydrogen energy conversion system;

(47) ‘off-vehicle charging hybrid vehicle’ or ‘OVC-HV’ means a hybrid vehicle that can be charged from an external source;

(48) ‘off-vehicle charging fuel cell hybrid vehicle’ or ‘OVC-FCHV’ means a fuel cell hybrid vehicle that can be charged from an external source;

(49) ‘driver-selectable mode’ means a distinct driver-selectable condition which could affect emissions, or fuel and/or energy consumption;

(50) ‘predominant mode’ means a single driver-selectable mode that is always selected when the vehicle is switched on, regardless of the driver-selectable mode in operation when the vehicle was previously shut down, which meets the following conditions: (a) it cannot be redefined to another mode; (b) it can only be switched to another driver-selectable mode by an intentional action of the driver after the vehicle is switched on;

(51) ‘battery-only predominant mode’ means a predominant mode where an OVC-HV is operating with the propulsion energy being provided exclusively by the REESS.

Set of input parameters

In Tables 1 to 17 the sets of input parameters to be provided regarding the characteristics of the vehicle are specified. Different sets are defined depending on the application case (medium lorries, heavy lorries and heavy buses).

For heavy buses a differentiation is made between input parameters to be provided for the simulations at the primary vehicle and for the simulations at the complete vehicle or completed vehicle. The following provisions shall apply:

— Primary vehicle manufacturers shall provide all parameters listed in the primary vehicle column.

— Primary vehicle manufacturers may furthermore provide additional input parameters related to the complete or completed vehicle, which can be determined already at this initial stage. In this case information on Manufacturer (P235), Manufacturer Address (P252), VIN (P238) and Date (P239) shall be provided both for the set of primary input parameters and for the set of additional input parameters.

— Interim manufacturers shall provide input parameters related to the complete or completed vehicle which can be determined at this stage and which are under their responsibility. If a parameter which was already provided by a previous manufacturing stage is updated, the entire status of the parameter must be specified (example: if a second heat pump is added to the vehicle, the technology of both systems shall be provided). Information on Manufacturer (P235), Manufacturer Address (P252), VIN (P238) and Date (P239) and shall be provided by interim manufacturers in all cases;

— Manufactures of the completed vehicle shall provide input parameters which can be determined at this stage and which are under their responsibility. For necessary updates of parameters already provided by previous manufacturing stages, the same provisions as for interim manufacturers shall apply. Information on Manufacturer (P235), Manufacturer Address (P252), VIN (P238), Date (P239) and Corrected Actual Mass (P038) shall be provided in all cases. In order to be able to carry out the necessary simulations, the consolidated data set from all manufacturing stages must contain the entire information listed in the column for the complete vehicle or completed vehicle;

— Manufacturers related to the complete stage shall provide all input parameters. Information on Manufacturer (P235), Manufacturer Address (P252), VIN (P238) and Date (P239) shall be provided both for the primary input parameters and for the complete vehicle input parameters;

— The parameter ‘VehicleDeclarationType’ (P293) shall be delivered by all manufacturing stages which provide any of the parameters as listed for the complete or completed vehicle.

Parameter name	Parameter ID	Type	Unit	Description/Reference	Heavy lorries	Medium lorries	Heavy buses (primary vehicle)	Heavy buses (complete or completed vehicle)
Manufacturer	P235	Token	[-]		X	X	X	X
Manufacturer Address	P252	Token	[-]		X	X	X	X
Model_CommercialName	P236	Token	[-]		X	X	X	X
VIN	P238	Token	[-]		X	X	X	X
Date	P239	Date Time	[-]	Date and time when input information and input data is created	X	X	X	X
Legislative Category	P251	String	[-]	Allowed values: ‘N2’, ‘N3’,‘M3’	X	X	X	X
ChassisConfiguration	P036	String	[-]	Allowed values: ‘Rigid Lorry’, ‘Tractor’, ‘Van’, ‘Bus’	X	X	X
AxleConfiguration	P037	String	[-]	Allowed values: ‘4 × 2’, ‘4 × 2F’, ‘6 × 2’, ‘6 × 4’, ‘8 × 2’, ‘8 × 4’where ‘4 × 2F’ refers to 4 × 2 vehicles with a driven front axle	X	X	X
Articulated	P281	boolean		In accordance with Article 3, point (37)			X
CorrectedActualMass	P038	Int	[kg]	In accordance with ‘Corrected actual mass of the vehicle’ as specified in point 2(4)	X	X		X
TechnicalPermissibleMaximumLadenMass	P041	int	[kg]	In accordance with Article 2, point (7) of Regulation (EU) No 1230/2012	X	X	X	X
IdlingSpeed	P198	int	[1/min]	In accordance with point 7.1 For PEV and FCHV no input is required	X	X	X
RetarderType	P052	string	[-]	Allowed values: ‘None’, ‘Losses included in Gearbox’, ‘Engine Retarder’, ‘Transmission Input Retarder’, ‘Transmission Output Retarder’, ‘Axlegear Input Retarder’ ‘Axlegear Input Retarder’ is applicable only for powertrain architectures ‘E3’, ‘S3’, ‘F3, ‘S-IEPC’, ‘F-IEPC’ and ‘E-IEPC’. Separate entry for each individual powertrain in the case of multiple mechanically independent powertrains in accordance with point 10.1.4.	X	X	X
RetarderRatio	P053	double, 3	[-]	Step-up ratio in accordance with table 2 of Annex VI Separate entry for each individual powertrain in the case of multiple mechanically independent powertrains in accordance with point 10.1.4.	X	X	X
AngledriveType	P180	string	[-]	Allowed values: ‘None’, ‘Losses included in Gearbox’, ‘Separate Angledrive’ Separate entry for each individual powertrain in the case of multiple mechanically independent powertrains in accordance with point 10.1.4.	X	X	X
PTOShafts GearWheels (¹)	P247	string	[-]	Allowed values: ‘none’, ‘only the drive shaft of the PTO’, ‘drive shaft and/or up to 2 gear wheels’, ‘drive shaft and/or more than 2 gear wheels’, ‘only one engaged gearwheel above oil level’ , ‘PTO which includes 1 or more additional gearmesh(es), without disconnect clutch’ Separate entry for each individual powertrain in the case of multiple mechanically independent powertrains in accordance with point 10.1.4. In case of IEPS and IHPC, no input shall be made.	X
PTOOther Elements (¹)	P248	string	[-]	Allowed values: ‘none’, ‘shift claw, synchroniser, sliding gearwheel’, ‘multi-disc clutch’, ‘multi-disc clutch, oil pump’ Separate entry for each individual powertrain in the case of multiple mechanically independent powertrains in accordance with point 10.1.4.	X
Engine input data in accordance with Appendix 7 of Annex V	Only applicable if the component is present in the vehicle	X	X	X
Transmission input data in accordance with Table 1 to Table 3 in Appendix 12 of Annex VI	Only applicable if the component is present in the vehicle. Separate entry for each individual powertrain in the case of multiple mechanically independent powertrains in accordance with point 10.1.4	X	X	X
Torque converter input data in accordance with Table 4 and Table 5 in Appendix 12 of Annex VI	Only applicable if the component is present in the vehicle. Separate entry for each individual powertrain in the case of multiple mechanically independent powertrains in accordance with point 10.1.4	X	X	X
Axle input data in accordance with Table 1 and Table 2 in Appendix 6 of Annex VII	Only applicable if the component is present in the vehicle. Separate entry for each individual powertrain in the case of multiple mechanically independent powertrains in accordance with point 10.1.4	X	X	X
Angle drive input data in accordance with Table 6 and Table 7 in Appendix 12 of Annex VI	Refers to certified ADC component installed in the angle drive position. Only applicable if the component is present in the vehicle. Separate entry for each individual powertrain in the case of multiple mechanically independent powertrains in accordance with point 10.1.4.	X	X	X
Retarder input data in accordance with Table 8 and Table 9 in Appendix 12 of Annex VI	Only applicable if the component is present in the vehicle and the retarder losses are not provided together with the input data for the transmission component. Separate entry for each individual powertrain in the case of multiple mechanically independent powertrains in accordance with point 10.1.4.	X	X	X
Air drag input data in accordance with Table 1 in Appendix 9 of Annex VIII	P268	token	[-]	Only applicable if certified input data is provided	X	X		X
AirdragModifiedMultistage	P334	boolean	[-]	Input required for all manufacturing stages subsequent to a first entry to the air drag component. If parameter is set to ‘true’ w/o providing a certified air drag component, the simulation tool applies standard values according to Annex VIII.				X
IEPC input data in accordance with Appendix 15 of Annex Xb	Only applicable if the component is present in the vehicle. Separate entry for each individual powertrain in the case of multiple mechanically independent powertrains in accordance with point 10.1.4	X	X	X
ZeroEmissionVehicle	P269	boolean	[-]	As defined in Article 3, point (15)	X	X	X
VocationalVehicle	P270	boolean	[-]	In accordance with Article 3, point (9) of Regulation (EU) 2019/1242	X
NgTankSystem	P275	string	[-]	Allowed values: ‘Compressed’, ‘Liquefied’ Only relevant for vehicles with engines of fuel type ‘NG PI’ and ‘NG CI’ (P193) Where both tank systems are present on a vehicle, the system which is able to contain the higher amount of fuel energy shall be declared as input to the simulation tool.	X	X		X
Sleepercab	P276	boolean	[-]		X
ClassBus	P282	string	[-]	Allowed values: ‘I’, ‘I+II’, ‘A’, ‘II’, ‘II+III’, ‘III’, ‘B’ in accordance with paragraph 2 of UN Regulation No. 107				X
NumberPassengersSeatsLowerDeck	P283	int	[-]	Number of passenger seats - excluding driver and crew seats. In the case of a double deck vehicle, this parameter shall be used to declare the passenger seats from the lower deck. In the case of a single deck vehicle, this parameter shall be used to declare the number of total passenger seats.				X
NumberPassengersStandingLowerDeck	P354	int	[-]	Number of registered standing passengers In the case of a double deck vehicle, this parameter shall be used to declare the registered standing passengers from the lower deck. In the case of a single deck vehicle, this parameter shall be used to declare the total number of registered standing passengers.				X
NumberPassengersSeatsUpperDeck	P284	int	[-]	Number of passenger seats - excluding driver and crew seats of the upper deck in a double deck vehicle. For single deck vehicles ‘0’ shall be provided as input.				X
NumberPassengersStandingUpperDeck	P355	int	[-]	Number of registered standing passengers of the upper deck in a double deck vehicle. For single deck vehicles ‘0’ shall be provided as input.				X
BodyworkCode	P285	int	[-]	Allowed values: ‘CA’, ‘CB’, ‘CC’, ‘CD’, ‘CE’, ‘CF’, ‘CG’, ‘CH’, ‘CI’, ‘CJ’ in accordance with point 3 of part C of Annex I to Regulation (EU) 2018/858. In the case of bus chassis with vehicle code CX, no input shall be delivered.				X
LowEntry	P286	boolean	[-]	‘low entry’ in accordance with point 1.2.3. of Annex I				X
HeightIntegratedBody	P287	int	[mm]	in accordance with point 2(5)				X
VehicleLength	P288	int	[mm]	in accordance with point 2(8)				X
VehicleWidth	P289	int	[mm]	in accordance with point 2(9)				X
EntranceHeight	P290	int	[mm]	in accordance with point 2(10)				X
DoorDriveTechnology	P291	string	[-]	Allowed values: ‘pneumatic’, ‘electric’, ‘mixed’				X
Cargo volume	P292	double, 3	[m³]	Only relevant to vehicles of chassis configuration ‘van’		X
VehicleDeclarationType	P293	string	[-]	Allowed values: ‘interim’, ‘final’				X
VehicleTypeApprovalNumber	P352	token	[-]	Whole vehicle type approval number In the case of individual vehicle approvals, the individual vehicle approval number	X	X		X

H2StorageUsableCapacity	P545	double, 1	[kg]	In accordance with point 12. Only relevant for vehicles with a fuel storage system containing hydrogen. For heavy buses, the input shall only be provided by the manufacturer responsible for the fuel storage system or if changes have been made to an existing fuel storage system.	X	X	X	X
HydrogenStorageTechnology	P546	string	[-]	Allowed values: ‘Compressed’, ‘Liquid’, ‘Cryo-compressed’ Only relevant for vehicles with a fuel storage system containing hydrogen. For heavy buses, the input shall only be provided by the manufacturer responsible for the fuel storage system or if changes have been made to an existing fuel storage system.	X	X	X	X
SimulationToolLicenceNumber	P547	token	[-]	Licence number related to the operation of the simulation tool in accordance with Article 7.	X	X	X	X

(¹) In the event multiple PTOs are mounted to the transmission, only the component with the highest losses according to point 3.6 of Annex IX, for its combination of criteria ‘PTOShaftsGearWheels’ and ‘PTOShaftsOtherElements’, shall be declared.
Parameter name	Parameter ID	Type	Unit	Description/Reference	Heavy lorries	Medium lorries	Heavy buses (primary vehicle)	Heavy buses (complete or completed vehicle)
---	---	---	---	---	---	---	---	---

AxleNumber	P548	integer	[-]	Position of the wheel axle on the vehicle, counting from the front to the rear starting with 1	X	X	X

Twin Tyres	P045	boolean	[-]		X	X	X
Axle Type	P154	String	[-]	Allowed values: ‘VehicleNonDriven’, ‘VehicleDriven’	X	X	X
Steered	P195	boolean		Only active steered axles shall be declared as ‘steered’	X	X	X

Tyre input data in accordance with Appendix 3 of Annex X		X	X	X

Wheel End Friction	P549	double, 1	[Nm]	Declared wheel end friction value Determined in accordance with point 3.6 in Annex VIIa. The wheel ends installed in the vehicle shall have the same or lower friction values. In the case of standard values no input shall be provided. Input only relevant for non-driven axles.	X		X
Certification number wheel end	P550	token	[-]	Certification number(s) of the certificate(s) for the declared wheel end friction referred to by the input on wheel end friction (P549) Input only relevant for axles where an input on wheel end friction is actually provided. Multiple entries possible.	X		X

Tables 3 and 3a provide the lists for input parameters regarding auxiliary units. The technical definitions for determining these parameters are given in Annex IX. The parameter ID is used to provide a clear reference between the parameters of Annexes III and IX.

Parameter name	Parameter ID	Type	Unit	Description/Reference
EngineCoolingFan/Technology	P181	string	[-]	Allowed values: ‘Crankshaft mounted - Electronically controlled visco clutch’, ‘Crankshaft mounted - Bimetallic controlled visco clutch’, ‘Crankshaft mounted - Discrete step clutch’, ‘Crankshaft mounted - On/off clutch’, ‘Belt driven or driven via transm. - Electronically controlled visco clutch’, ‘Belt driven or driven via transm. - Bimetallic controlled visco clutch’, ‘Belt driven or driven via transm. - Discrete step clutch’, ‘Belt driven or driven via transm. - On/off clutch’, ‘Hydraulic driven - Variable displacement pump’, ‘Hydraulic driven - Constant displacement pump’, ‘Electrically driven - Electronically controlled’
SteeringPump/Technology	P182	string	[-]	Allowed values: ‘Fixed displacement’, ‘Fixed displacement with elec. control’, ‘Dual displacement’, ‘Dual displacement with elec. control’, ‘Variable displacement mech. controlled’, ‘Variable displacement elec. controlled’, ‘Electric driven pump’, ‘Full electric steering gear’ For PEV, FCHV or HEV with a powertrain configuration ‘S’ or ‘S-IEPC’ in accordance with point 10.1.1 ‘Electric driven pump’ or ‘Full electric steering gear’ are the only allowed values. Separate entry for each active steered wheel axle required in combination with axle position counting from the front to the rear starting with 1.
ElectricSystem/Technology	P183	string	[-]	Allowed values: ‘Standard technology’, ‘Standard technology - LED headlights, all’;
PneumaticSystem/Technology	P184	string	[-]	Allowed values: ‘Small’, ‘Small + ESS’, ‘Small + visco clutch’, ‘Small + mech. clutch’, ‘Small + ESS + AMS’, ‘Small + visco clutch + AMS’, ‘Small + mech. clutch + AMS’, ‘Medium Supply 1-stage’, ‘Medium Supply 1-stage + ESS’, ‘Medium Supply 1-stage + visco clutch’, ‘Medium Supply 1-stage + mech. clutch’, ‘Medium Supply 1-stage + ESS + AMS’, ‘Medium Supply 1-stage + visco clutch + AMS’, ‘Medium Supply 1-stage + mech. clutch + AMS’, ‘Medium Supply 2-stage’, ‘Medium Supply 2-stage + ESS’, ‘Medium Supply 2-stage + visco clutch’, ‘Medium Supply 2-stage + mech. clutch’, ‘Medium Supply 2-stage + ESS + AMS’, ‘Medium Supply 2-stage + visco clutch + AMS’, ‘Medium Supply 2-stage + mech. clutch + AMS’, ‘Large Supply’, ‘Large Supply + ESS’, ‘Large Supply + visco clutch’, ‘Large Supply + mech. clutch’, ‘Large Supply + ESS + AMS’, ‘Large Supply + visco clutch + AMS’, ‘Large Supply + mech. clutch + AMS’, ‘Vacuum pump’, ‘Small + elec. driven’, ‘Small + ESS AMS + elec. driven’, ‘Medium Supply 1-stage + elec. driven’, ‘Medium Supply 1-stage + AMS + elec. driven’, ‘Medium Supply 2-stage + elec. driven’, ‘Medium Supply 2-stage + AMS + elec. driven’, ‘Large Supply + elec. driven’, ‘Large Supply + AMS + elec. driven’, ‘Vacuum pump + elec. driven’; For PEV or FCHV only ‘elec. driven’ technologies are allowed values.
HVAC/Technology	P185	string	[-]	Allowed values: ‘None’, ‘Default’
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
EngineCoolingFan/Technology	P181	string	[-]	Allowed values: ‘Crankshaft mounted - Electronically controlled visco clutch’, ‘Crankshaft mounted - Bimetallic controlled visco clutch’, ‘Crankshaft mounted - Discrete step clutch 2 stages’, ‘Crankshaft mounted - Discrete step clutch 3 stages’, ‘Crankshaft mounted - On/off clutch’, ‘Belt driven or driven via transm. - Electronically controlled visco clutch’, ‘Belt driven or driven via transm. - Bimetallic controlled visco clutch’, ‘Belt driven or driven via transm. - Discrete step clutch 2 stages’, ‘Belt driven or driven via transm. - Discrete step clutch 3 stages’, ‘Belt driven or driven via transm. - On/off clutch’, ‘Hydraulic driven - Variable displacement pump’, ‘Hydraulic driven - Constant displacement pump’, ‘Electrically driven - Electronically controlled’
SteeringPump/Technology	P182	string	[-]	Allowed values: ‘Fixed displacement’, ‘Fixed displacement with elec. control’, ‘Dual displacement’, ‘Dual displacement with elec. control’, ‘Variable displacement mech. controlled’, ‘Variable displacement elec. controlled’, ‘Electric driven pump’, ‘Full electric steering gear’ For PEV, FCHV or HEV with a powertrain configuration ‘S’ or ‘S-IEPC’ in accordance with point 10.1.1 only ‘Electric driven pump’ or ‘Full electric steering gear’ are allowed values Separate entry for each active steered wheel axle required in combination with axle position counting from the front to the rear starting with 1.
ElectricSystem/AlternatorTechnology	P294	string	[-]	Allowed values: ‘conventional’, ‘smart’, ‘no alternator’ Single entry per vehicle For pure ICE vehicles only ‘conventional’ or ‘smart’ are allowed values For HEV with a powertrain configuration ‘S’ or ‘S-IEPC’ in accordance with point 10.1.1 only ‘no alternator’ or ‘conventional’ are allowed values For PEV or FCHV no input is required.
ElectricSystem/SmartAlternatorRatedCurrent	P295	integer	[A]	Separate entry per smart alternator
ElectricSystem/SmartAlternatorRatedVoltage	P296	Integer	[V]	Allowed values: ‘12’, ‘24’, ‘48’ Separate entry per smart alternator
ElectricSystem/SmartAlternatorBatteryTechnology	P297	string	[-]	Allowed values: ‘lead-acid battery – conventional’, ‘lead-acid battery – AGM’, ‘lead-acid battery – gel’, ‘li-ion battery - high power’, ‘li-ion battery - high energy’ Separate entry per battery charged by smart alternator system
ElectricSystem/SmartAlternatorBatteryNominalVoltage	P298	Integer	[V]	Allowed values: ‘12’, ‘24’, ‘48’ Where batteries are configured in series (e.g. two 12 V units for a 24 V system), the actual nominal voltage of the single battery units (12 V in this example) shall be provided. Separate entry per battery charged by smart alternator system
ElectricSystem/SmartAlternatorBatteryRatedCapacity	P299	Integer	[Ah]	Separate entry per battery charged by smart alternator system
ElectricSystem/SmartAlternatorCapacitorTechnology	P300	string	[-]	Allowed values: ‘with DCDC converter’ Separate entry per capacitor charged by smart alternator system
ElectricSystem/SmartAlternatorCapacitorRatedCapacitance	P301	integer	[F]	Separate entry per capacitor charged by smart alternator system
ElectricSystem/SmartAlternatorCapacitorRatedVoltage	P302	Integer	[V]	Separate entry per capacitor charged by smart alternator system
ElectricSystem/SupplyFromHEVPossible	P303	boolean	[-]	Input only required for HEV in combination with alternator technology ‘conventional’ or ‘smart’.
ElectricSystem/InteriorlightsLED	P304	boolean	[-]
ElectricSystem/DayrunninglightsLED	P305	boolean	[-]
ElectricSystem/PositionlightsLED	P306	boolean	[-]
ElectricSystem/BrakelightsLED	P307	boolean	[-]
ElectricSystem/HeadlightsLED	P308	boolean	[-]
PneumaticSystem/SizeOfAirSupply	P309	string	[-]	Allowed values: ‘Small’, ‘Medium Supply 1-stage’, ‘Medium Supply 2-stage’, ‘Large Supply 1-stage’, ‘Large Supply 2-stage’, ‘not applicable’ For electrically driven compressor ‘not applicable’ shall be provided. For PEV or FCHV no input is required.
PneumaticSystem/CompressorDrive	P310	string	[-]	Allowed values: ‘mechanically’, ‘electrically’ For PEV or FCHV, only ‘electrically’ is an allowed value.
PneumaticSystem/Clutch	P311	string	[-]	Allowed values: ‘none’, ‘visco’, ‘mechanically’ For PEV or FCHV no input is required.
PneumaticSystem/SmartRegenerationSystem	P312	boolean	[-]
PneumaticSystem/SmartCompressionSystem	P313	boolean	[-]	For PEV, FCHV or HEV with a powertrain configuration ‘S’ or ‘S-IEPC’ in accordance with point 10.1.1 no input is required.
PneumaticSystem/Ratio Compressor ToEngine	P314	double, 3	[-]	For electrically driven compressor ‘0.000’ shall be provided. For PEV or FCHV no input is required.
PneumaticSystem/Air suspension control	P315	string	[-]	Allowed values: ‘mechanically’, ‘electronically’
PneumaticSystem/SCRReagentDosing	P316	boolean	[-]
HVAC/SystemConfiguration	P317	int	[-]	Allowed values: ‘0’ to ‘10’ In the case of an incomplete HVAC system, ‘0’ shall be provided. ‘0’ is not applicable for complete or completed vehicles.
HVAC/ HeatPumpTypeDriverCompartmentCooling	P318	string	[-]	Allowed values: ‘none’, ‘not applicable’, ‘R-744’, ‘non R-744 2-stage’, ‘non R-744 3-stage’, ‘non R-744 4-stage’, ‘non R-744 continuous’ ‘not applicable’ shall be declared for HVAC system configurations 6 and 10 due to supply from passenger heat pump
HVAC/ HeatPumpTypeDriverCompartmentHeating	P319	string	[-]	Allowed values: ‘none’, ‘not applicable’, ‘R-744’, ‘non R-744 2-stage’, ‘non R-744 3-stage’, ‘non R-744 4-stage’, ‘non R-744 continuous’ ‘not applicable’ shall be declared for HVAC system configurations 6 and 10 due to supply from passenger heat pump
HVAC/ HeatPumpTypePassengerCompartmentCooling	P320	string	[-]	Allowed values: ‘none’, ‘R-744’, ‘non R-744 2-stage’, ‘non R-744 3-stage’, non R-744 4-stage’, ‘non R-744 continuous’ In the case of multiple heat pumps with different technologies for cooling the passenger compartment, the dominant technology shall be declared (e.g. according to available power or preferred usage in operation).
HVAC/ HeatPumpTypePassengerCompartmentHeating	P321	string	[-]	Allowed values: ‘none’, ‘R-744’, ‘non R-744 2-stage’, ‘non R-744 3-stage’, non R-744 4-stage’, ‘non R-744 continuous’ In the case of multiple heat pumps with different technologies for heating the passenger compartment, the dominant technology shall be declared (e.g. according to available power or preferred usage in operation).
HVAC/AuxiliaryHeaterPower	P322	integer	[W]	Enter ‘0’ if no auxiliary heater is installed.
HVAC/Double glazing	P323	boolean	[-]
HVAC/AdjustableCoolantThermostat	P324	boolean	[-]
HVAC/AdjustableAuxiliaryHeater	P325	boolean	[-]
HVAC/EngineWasteGasHeatExchanger	P326	boolean	[-]	For PEV or FCHV no input is required.
HVAC/SeparateAirDistributionDucts	P327	boolean	[-]
HVAC/WaterElectricHeater	P328	boolean	[-]	Input to be provided only for HEV, FCHV and PEV
HVAC/AirElectricHeater	P329	boolean	[-]	Input to be provided only for HEV, FCHV and PEV
HVAC/OtherHeating Technology	P330	boolean	[-]	Input to be provided only for HEV, FCHV and PEV
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
Gear	P196	integer	[-]	Only gear numbers need to be specified where vehicle related torque limits according to point 6 are applicable.
MaxTorque	P197	integer	[Nm]	Maximum engine or transmission input torque for the specific gear defined in accordance with point 6.
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
Manufacturer	P235	token	[-]
ManufacturerAddress	P252	token	[-]
Model_CommercialName	P236	token	[-]
VIN	P238	token	[-]
Date	P239	date Time	[-]	Date and time when input information and input data is created
LegislativeCategory	P251	string	[-]	Allowed values: ‘N2’, ‘N3’, ‘M3’
ChassisConfiguration	P036	string	[-]	Allowed values: ‘Rigid Lorry’, ‘Tractor’, ‘Van’, ‘Bus’
AxleConfiguration	P037	string	[-]	Allowed values: ‘4 × 2’, ‘4 × 2F’, ‘6 × 2’, ‘6 × 4’, ‘8 × 2’, ‘8 × 4’ where ‘4 × 2F’ refers to 4 × 2 vehicles with a driven front axle
Articulated	P281	boolean		in accordance with the definition set out in Annex I to this Regulation.
CorrectedActualMass	P038	int	[kg]	In accordance with ‘Corrected actual mass of the vehicle’ as specified in section 2 point (4)
TechnicalPermissibleMaximumLadenMass	P041	int	[kg]	In accordance with Article 2, point (7), of Regulation (EU) No 1230/2012
ZeroEmissionVehicle	P269	boolean	[-]	As defined in Article 3, point (15)
Sleepercab	P276	boolean	[-]
ClassBus	P282	string	[-]	Allowed values: ‘I’, ‘I+II’, ‘A’, ‘II’, ‘II+III’, ‘III’, ‘B’ in accordance with paragraph 2 of UN Regulation No. 107
NumberPassengersSeatsLowerDeck	P283	int	[-]	Number of passenger seats - excluding driver and crew seats. In the case of a double deck vehicle, this parameter shall be used to declare the passenger seats from the lower deck. In the case of a single deck vehicle, this parameter shall be used to declare the number of total passenger seats.
NumberPassengersStandingLowerDeck	P354	int	[-]	Number of registered standing passengers In the case of a double deck vehicle, this parameter shall be used to declare the registered standing passengers from the lower deck. In the case of a single deck vehicle, this parameter shall be used to declare the total number of registered standing passengers.
NumberPassengersSeatsUpperDeck	P284	int	[-]	Number of passenger seats - excluding driver and crew seats of the upper deck in a double deck vehicle. For single deck vehicles ‘0’ shall be provided as input.
NumberPassengersStandingUpperDeck	P355	int	[-]	Number of registered standing passengers of the upper deck in a double deck vehicle. For single deck vehicles ‘0’ shall be provided as input.
BodyworkCode	P285	int	[-]	Allowed values: ‘CA’, ‘CB’, ‘CC’, ‘CD’, ‘CE’, ‘CF’, ‘CG’, ‘CH’, ‘CI’, ‘CJ’ in accordance with point 3 of part C of Annex I to Regulation (EU) 2018/858
LowEntry	P286	boolean	[-]	‘low entry’ in accordance with point 1.2.2.3 of Annex I
HeightIntegratedBody	P287	int	[mm]	in accordance with point 2(5)
SumNetPower	P331	int	[W]	Maximum possible sum of positive propulsion power of all energy converters, which are linked to the vehicle drivetrain or the wheels
Technology	P332	string	[-]	In accordance with Table 1 of Appendix 1. Allowed values: ‘FCV Article 9 exempted’, ‘Dual-fuel vehicle Article 9 exempted’, ‘HEV Article 9 exempted’, ‘PEV Article 9 exempted’, ‘In-motion charging Article 9 exempted’, ‘Multiple powertrains Article 9 exempted’, ‘H2 ICE Article 9 exempted’, ‘HV Article 9 exempted’, ‘Other technology Article 9 exempted’

SimulationToolLicenceNumber	P551	token	[-]	Licence number related to the operation of the simulation tool in accordance with Article 7.

Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
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’.
EcoRollWithoutEngineStop	P272	boolean	[-]	In accordance with point 8.1.2 Input only to be provided for pure ICE vehicles.
EcoRollWithEngineStop	P273	boolean	[-]	In accordance with point 8.1.3 Input only to be provided for pure ICE vehicles.
PredictiveCruiseControl	P274	string	[-]	In accordance with point 8.1.4, allowed values: ‘none’, ‘1,2’, ‘1,2,3’
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.
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
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’
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’
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
BatteryOnlyMode	P554	boolean	[-]	To be declared for HV in accordance with point 2(50). For PEV this input shall always be set to ‘true’.
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.
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
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

| 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’). | | 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 | | | | | | 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 (¹) 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 (²) 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. | | (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). (²) ‘normal vehicle operation’ shall exclude any significant limitation of operation (e.g. ‘limp home operation’ shall not be considered normal vehicle operation). | | | | | | 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 | | 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 | | | | |

Vehicle mass for medium rigid lorries and tractors, heavy rigid lorries and tractors

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

(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

5. Hydraulically and mechanically driven axles

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. Gear dependent torque limits and gear disabling

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.

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.

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).

Vehicle specific engine idling speed

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

Advanced driver assistance systems

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.

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. Cargo volume

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

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

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

10.

HEV, FCHV and PEV

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

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

(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

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.

Position index of EM	Powertrain configuration in accordance with point 10.1.1	Transmission type in accordance with Table 1 in Appendix 12 of Annex VI	Definition / Requirements (¹)	Further explanations
1	P	AMT, APT-S, APT-P	Connected to the powertrain upstream of the clutch (in the case of AMT) or upstream of the torque converter input shaft (in the case of APT-S or APT-P). The EM is connected to the crankshaft of the ICE directly or via a mechanical connection type (e.g. belt).	Distinction of P0: EMs which can as a matter of principle not contribute to the propulsion of the vehicle (i.e. alternators) are handled in the input to auxiliary systems (see Table 3 of this Annex for lorries, Table 3a of this Annex for buses and Annex IX). However, EMs at this position which can in principle contribute to the propulsion of the vehicle but for which the declared maximum torque in accordance with Table 9 of this Annex is set to zero shall be declared as ‘P1’.
2	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.
(¹) The term EM as used here includes an additional ADC component, if present.

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’.

Powertrain type	Powertrain configuration	Architecture ID for VECTO input	Powertrain component present in vehicle	Comments
ICE	EM position GEN	EM position 1	EM position 2	transmission	EM position 3	axle	EM position 4
PEV	E	E2	no	no	no	yes	yes	no	yes	no
E3	no	no	no	no	no	yes	yes	no
E4	no	no	no	no	no	no	no	yes
IEPC	E-IEPC	no	no	no	no	no	no	(¹)	no
HEV	P	P1	yes	no	yes	no	yes	no	yes	no
P2	yes	no	no	yes	yes	no	yes	no	(²)
P2.5	yes	no	no	yes	yes	no	yes	no	(³)
P3	yes	no	no	no	yes	yes	yes	no	(⁴)
P4	yes	no	no	no	yes	no	yes	yes
S	S2	yes	yes	no	yes	yes	no	yes	no
S3	yes	yes	no	no	no	yes	yes	no
S4	yes	yes	no	no	no	no	no	yes
S-IEPC	yes	yes	no	no	no	no	(¹)	no

FCHV	F	F2	no	no	no	yes	yes	no	yes	no
F3	no	no	no	no	no	yes	yes	no
F4	no	no	no	no	no	no	no	yes
F-IEPC	no	no	no	no	no	no	(¹)	no
(¹) ‘Yes’ (i.e. axle component present) only in the case that both parameters ‘DifferentialIncluded’ and ‘DesignTypeWheelMotor’ are set to ‘false’ (²) Not applicable for transmission types APT-S and APT-P (³) Where the EM is connected to a specific shaft inside the transmission (e.g. layshaft) in accordance with the definition set out in Table 8 (⁴) Not applicable for front wheel driven vehicles

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.

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

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.

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

11.

Transfer of results of the simulation tool to other vehicles

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

(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.

(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)

(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)

11.3.3.1.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: 11.3.4.2.Primary heavy buses: 11.3.4.3.Primary heavy buses where additionally input data for the interim vehicle has been provided: 11.3.4.4.Complete or completed heavy buses

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.

12.

Usable capacity of the hydrogen fuel storage system

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

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

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.
Temperature (°C)	Pressure (MPa)
---	---
0,5	1
15	0,5

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

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:

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.

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

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.

Absolute pressure corresponding to empty hydrogen tank condition [bar]	fusable (^*1) [-]
5	0,97
8	0,95
10	0,93
15	0,88
20	0,85
30	0,75
(^*1) 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

| 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

Introduction

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

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.

Model of the output files

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 …

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…

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

Introduction

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

Definitions

For the purposes of this Annex the definitions set out in UN Regulation No. 49 (¹¹) and, in addition to these, the following definitions shall apply:

(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;

(3) ‘NCV’ means net calorific value of a fuel as specified in paragraph 3.2;

(4) ‘specific mass emissions’ means the total mass emissions divided by the total engine work over a defined period expressed in g/kWh;

(5) ‘specific fuel consumption’ means the total fuel consumption divided by the total engine work over a defined period expressed in g/kWh;

(6) ‘FCMC’ means fuel consumption mapping cycle;

(7) ‘Full load’ means the delivered engine torque/power at a certain engine speed when the engine is operated at maximum operator demand;

(8) ‘Waste Heat Recovery system’ or ‘WHR system’ means all devices converting energy from the exhaust gas or from operating fluids in engine cooling systems into electrical or mechanical energy;

(9) ‘WHR system with no external output’ or ‘WHR_no_ext’ means a WHR system which generates mechanical energy and is mechanically connected to the engine crankshaft in order to feed its generated energy directly back to the engine crankshaft;

(10) ‘WHR system with external mechanical output’ or ‘WHR_mech’ means a WHR system which generates mechanical energy and feeds it to other elements in the vehicle’s drivetrain than the engine or to a rechargeable storage;

(11) ‘WHR system with external electrical output’ or ‘WHR_elec’ means a WHR system which generates electrical energy and feeds it to the vehicle’s electric circuit or to a rechargeable storage;

(12) ‘P_WHR_net’ means the net power generated by a WHR system in accordance with point 3.1.6;

(13) ‘E_WHR_net’ means the net energy generated by a WHR system over a certain amount of time determined by integrating P_WHR_net;

The definitions set out in paragraphs 3.1.5 and 3.1.6 of Annex 4 to UN Regulation No. 49 shall not apply.

General requirements

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

Engines shall be grouped into engine CO2-families defined in accordance with Appendix 3. Paragraph 4.1 explains which testruns shall be performed for the purpose of certification of one specific engine CO2-family.

All testruns performed for the purpose of certification of one specific engine CO2-family defined in accordance with Appendix 3 to this Annex shall be conducted on the same physical engine and without any changes to the setup of the engine dynamometer and the engine system, apart from the exceptions defined in paragraph 4.2 and Appendix 3.

The tests shall be conducted under ambient conditions meeting the following conditions over the whole testrun:

(1) The parameter ‘fa’ describing the laboratory test conditions, determined in accordance with paragraph 6.1 of Annex 4 to UN Regulation No. 49, shall be within the following limits: 0,96 ≤ fa ≤ 1,04.

(2) The absolute temperature (Ta) of the engine intake air expressed in Kelvin, determined in accordance with paragraph 6.1 of Annex 4 to UN Regulation No. 49 shall be within the following limits: 283 K ≤ Ta ≤ 303 K.

(3) The atmospheric pressure expressed in kPa, determined in accordance with paragraph 6.1 of Annex 4 to UN Regulation No. 49 shall be within the following limits: 90 kPa ≤ ps ≤ 102 kPa.

If tests are performed in test cells that are able to simulate barometric conditions other than those existing in the atmosphere at the specific test site, the applicable fa value shall be determined with the simulated values of atmospheric pressure by the conditioning system. The same reference value for the simulated atmospheric pressure shall be used for the intake air and exhaust path and all other relevant engine systems. The actual value of the simulated atmospheric pressure for the intake air and exhaust path and all other relevant engine systems shall be within the limits specified in subpoint (3).

In cases where the ambient pressure in the atmosphere at the specific test site exceeds the upper limit of 102 kPa, tests in accordance with this Annex may still be performed. In this case tests shall be performed with the specific ambient air pressure in the atmosphere.

In cases where the test cell has the ability to control temperature, pressure and/or humidity of engine intake air independent of the atmospheric conditions the same settings for those parameters shall be used for all testruns performed for the purpose of certification of one specific engine CO2-family defined in accordance with Appendix 3 to this Annex.

The test engine shall be installed in accordance with paragraphs 6.3 to 6.6 of Annex 4 to UN Regulation No. 49.

If auxiliaries/equipment necessary for operating the engine system are not installed as required in accordance with paragraph 6.3 of Annex 4 to UN Regulation No. 49, all measured engine torque values shall be corrected for the power required for driving these components for the purpose of this Annex in accordance with paragraph 6.3 of Annex 4 to UN Regulation No. 49.

Such corrections of engine torque and power values shall be performed if the sum of absolute values of additional or missing engine torque required for driving these engine components in a specific engine operation point exceeds the torque tolerances defined in accordance with paragraph 4.3.5.5 (1) subparagraph (b). Where such an engine component is operated in an intermittent manner, the engine torque values for driving the respective component shall be determined as average value over an appropriate period, reflecting the actual operating mode based on good engineering judgement and in agreement with the approval authority.

For the purpose of determining whether such a correction is required or not, as well as for deriving the actual values to perform the correction, the power consumption of the following engine components, resulting in the engine torque required for driving these engine components, shall be determined in accordance with Appendix 5 of this Annex:

(1) fan;

(2) electrically powered auxiliaries/equipment necessary for operating the engine system

If an engine of the engine CO2 family, defined in accordance with Appendix 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.

In the case of a closed crankcase, the manufacturer shall ensure that the engine's ventilation system does not permit the emission of any crankcase gases into the atmosphere. If the crankcase is of an open type, the emissions shall be measured and added to the tailpipe emissions, following the provisions set out in paragraph 6.10 of Annex 4 to UN Regulation No. 49.

During all testruns the charge air cooling system used on the test bed shall be operated under conditions which are representative for in-vehicle application at reference ambient conditions. The reference ambient conditions are defined as 293 K for air temperature and 101,3 kPa for pressure.

The laboratory charge air cooling for tests according to this Regulation should comply with the provisions specified in paragraph 6.2 of Annex 4 to UN Regulation No. 49.

(1) During all testruns the engine cooling system used on the test bed shall be operated under conditions which are representative for in-vehicle application at reference ambient conditions. The reference ambient conditions are defined as 293 K for air temperature and 101,3 kPa for pressure.

(2) The engine cooling system should be equipped with thermostats according to the manufacturer specification for vehicle installation. If either a non-operational thermostat is installed or no thermostat is used, subpoint (3) shall apply. The setting of the cooling system shall be performed in accordance with subpoint (4).

(3) If no thermostat is used or a non-operational thermostat is installed, the test bed system shall reflect the behavior of the thermostat under all test conditions. The setting of the cooling system shall be performed in accordance with subpoint (4).

(4) The engine coolant flow rate (or alternatively the pressure difference across the engine side of the heat exchanger) and the engine coolant temperature shall be set to a value representative for in-vehicle application at reference ambient conditions when the engine is operated at rated speed and full load with the engine thermostat in fully open position. This setting defines the coolant reference temperature. For all testruns performed for the purpose of certification of one specific engine within one engine CO2-family, the cooling system setting shall not be changed, neither on the engine side nor on the test bed side of the cooling system. The temperature of the test bed side cooling medium shall be kept reasonably constant by good engineering judgement. The cooling medium on the test bed side of the heat exchanger shall not exceed the nominal thermostat opening temperatur downstream of the heat exchanger.

(5) For all testruns performed for the purpose of certification of one specific engine within one engine CO2-family the engine coolant temperature shall be maintained between the nominal value of the thermostat opening temperature declared by the manufacturer and the coolant reference temperature in accordance with subpoint (4) as soon as the engine coolant has reached the declared thermostat opening temperature after engine cold start.

(6) For the WHTC coldstart test performed in accordance with paragraph 4.3.3, the specific initial conditions are specified in paragraphs 7.6.1 and 7.6.2 of Annex 4 to UN Regulation No. 49. If simulation of the thermostat behaviour in accordance with subpoint (3) is applied, there shall be no coolant flow across the heat exchanger as long as the engine coolant has not reached the declared nominal thermostat opening temperature after cold start.

The following requirements shall apply where a WHR system is present on the engine.

(a) The distance between the last after treatment system and the heat exchangers for evaporation of working fluids of WHR systems (boilers), measured in the direction downstream of the engine (LEW), shall be equal to or greater than the maximum distance (LmaxEW) specified by the manufacturer of the WHR system for in-use installation in vehicles.

(b) In the case of WHR systems with turbine(s) in the exhaust gas flow, the distance between the engine outlet and the entry into the turbine (LET) shall be equal or larger than the maximum distance (LmaxET) specified by the manufacturer of the WHR system for in-use installation in vehicles.

(c) For WHR systems operated in a cyclic process using a working fluid: (i) The total pipe length between evaporator and expander (LHE) shall be equal or longer than defined by the manufacturer as maximum distance for in-use installation in vehicles (LmaxHE); (ii) The total pipe length between expander and condenser (LEC) shall be equal or shorter than defined by the manufacturer as maximum distance for in-use installation in vehicles (LmaxEC); (iii) The total pipe length between condenser and evaporator (LCE) shall be equal or shorter than defined by the manufacturer as maximum distance for in-use installation in vehicles (LmaxCE); (iv) The pressure pcond of the working fluid before entering the condenser shall correspond to the in-use application in vehicles at reference ambient conditions but shall in any case not be lower than the ambient pressure in the test cell minus 5 kPa, unless the manufacturer demonstrates that a lower pressure can be maintained over vehicle lifetime in-use; (v) The cooling power on the test bed for cooling the WHR condenser shall be limited to a maximum value of Pcool = k × (tcond - 20 °C). Pcool shall be measured either on the working fluid side or on the test bed coolant side. Where tcond is defined as the condensation temperature (in °C) of the fluid at pcond. k = f0 + f1 × Vc. With: Vc is the engine displacement in litres (rounded to 2 places to the right of the decimal point) f0 = 0,6 kW/K f1 = 0,05 kW/(Kl); (vi) For cooling the WHR condenser on the test bed either liquid-cooling or air-cooling is allowed. In the case of an air-cooled condenser, the system shall be cooled with the same fan (if applicable) as installed on the vehicle and under the reference ambient conditions stated in subpoint 3.1.6.1. above. In the case of an air-cooled condenser, the limitation for cooling power stated in subpoint (v) above shall apply, where the actual cooling power shall be measured on the working fluid side of the heat condenser. Where the power for driving such a fan is provided from an external power source, the respective actual power consumed by the fan shall be considered as power delivered to the WHR system when determining the net power in accordance with subpoint (f) below. Figure 1a Definitions of minimum and maximum distances for WHR components for engine tests*

(d) Other WHR systems taking heat energy from the exhaust or cooling system shall be set up in accordance with the provisions in subpoint (c). The “evaporator” in subpoint (c) refers to the heat exchanger to transfer excess heat to the WHR device. The “expander” in subpoint (c) refers to the device converting the energy.

(e) All pipe diameters of WHR systems shall be equal or smaller than the diameters defined for in-use.

(f) For WHR_mech systems the net mechanical power shall be measured at the rotational engine speed expected at 60 km/h. If different transmission ratios are expected to be used, the rotational speed shall be calculated with the average over these transmission ratios. The mechanical or electrical power generated by a WHR system shall be measured with measurement equipment meeting the respective requirements set out in Table 2. (i) The net electric power is the sum of the electric power delivered by the WHR system to an external power sink or rechargeable storage, minus the electric power delivered to the WHR system from an external power source or rechargeable storage. The net electric power shall be measured as DC power, i.e. after the conversion from AC to DC. (ii) The net mechanical power is the sum of the mechanical power delivered by the WHR system to an external power sink or rechargeable storage (if applicable), minus the mechanical power delivered to the WHR system from an external power source or rechargeable storage. (iii) All transmission systems for electrical and mechanical power necessary for the vehicle in-use shall be set up for the measurement during the engine testing (e.g. cardan shafts or belt drives for mechanical connection, AC/DC converters and DC/DC voltage transformers). If a transmission system applied in the vehicle is not part of the test set up the net electrical or mechanical power measured shall be decreased accordingly by multiplication by a generic efficiency factor for each separate transmission system. The following generic efficiencies shall be applied for transmission systems not included in the set up: Table 1a

Generic efficiencies of transmission systems for WHR power Type of transmission Efficiency factor for WHR power Gear stage 0,96 Belt drive 0,92 Chain drive 0,94 DC/DC converter 0,95

The respective reference fuel for the engine systems under test shall be selected from the fuel types listed in Table 1 and shall be the same as the reference fuel used for the EC type-approval in accordance with Regulation (EU) No 582/2011. The fuel properties of the reference fuels listed in Table 1 shall be those specified in Annex IX to Commission Regulation (EU) No 582/2011 and for hydrogen in Annex 5 of UN Regulation No 49.

To ensure that the same fuel is used for all testruns performed for the purpose of certification of one specific engine CO2-family no refill of the tank or switch to another tank supplying the engine system shall occur. Exceptionally a refill or switch may be allowed if it can be ensured that the replacement fuel has exactly the same properties as the fuel used before (same production batch).

The NCV for the fuel used shall be determined by two separate measurements in accordance with the respective standards for each fuel type defined in Table 1. The two separate measurements shall be performed by two different labs independent from the manufacturer applying for certification. The lab performing the measurements shall comply with the requirements of ISO/IEC 17025. The approval authority shall ensure that the fuel sample used for determination of the NCV is taken from the batch of fuel used for all testruns.

If the two separate values for the NCV are deviating by more than 440 Joule per gram fuel, the values determined shall be void and the measurement campaign shall be repeated.

The mean value of the two separate NCV that are not deviating by more than 440 Joule per gram fuel shall be documented in MJ/kg rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

For gas and hydrogen fuels the standards for determining the NCV according to Table 1 contain the calculation of the calorific value based on the fuel composition. The gas or hydrogen fuel composition for determining the NCV shall be taken from the analysis of the reference fuel batch used for the certification tests. For the determination of the gas or hydrogen fuel composition used for determining the NCV only one single analysis by a lab independent from the manufacturer applying for certification shall be performed. For gas or hydrogen fuels the NCV shall be determined based on this single analysis instead of a mean value of two separate measurements.

For gas and hydrogen fuels, switches between fuel supply tanks of different production batches are allowed exceptionally. In that case, the NCV of each used fuel batch shall be calculated and the highest of those values shall be documented.

Fuel type / engine type	Reference fuel type	Standard used for determination of NCV
Diesel / CI	B7 or B100	at least ASTM D240 or DIN 59100-1 (ASTM D4809 is recommended)
Ethanol / CI	ED95	at least ASTM D240 or DIN 59100-1 (ASTM D4809 is recommended)
Petrol / PI	E10	at least ASTM D240 or DIN 59100-1 (ASTM D4809 is recommended)
Ethanol / PI	E85	at least ASTM D240 or DIN 59100-1 (ASTM D4809 is recommended)
LPG / PI	LPG Fuel B	ASTM 3588 or DIN 51612

Natural gas / PI or Natural Gas / CI	G25 or GR	ISO 6976 or ASTM 3588

Hydrogen / PI or Hydrogen / CI	Hydrogen	ISO 6976 or ASTM 3588

The basic provisions stated in point 3.2 shall be applied for each of the two selected fuels separately.

The lubricating oil for all test runs performed in accordance with this Annex shall be a commercially available oil with unrestricted manufacturer approval under normal in-service conditions as defined in paragraph 4.2 of Annex 8 to UN Regulation No. 49. Lubricants for which the usage is restricted to certain special operation conditions of the engine system or having an unusually short oil change interval shall not be used for the purpose of testruns in accordance with this Annex. The commercially available oil shall not be modified by any means and no additives shall be added.

All testruns performed for the purpose of certification of the CO2 emissions and fuel consumption related properties of one specific engine CO2-family shall be performed with the same type of lubricating oil.

All fuel flows consumed by the whole engine system shall be captured by the fuel flow measurement system. Additional fuel flows not directly supplied to the combustion process in the engine cylinders shall be included in the fuel flow signal for all testruns performed. Additional fuel injectors (e.g. cold start devices) not necessary for the operation of the engine system shall be disconnected from the fuel supply line during all testruns performed.

For dual-fuel engines the fuel flow in accordance with point 3.4 shall be measured for each of the two selected fuels separately.

The measurement equipment shall meet the requirements of paragraph 9 of Annex 4 to UN Regulation No. 49.

Notwithstanding the requirements defined in paragraph 9 of Annex 4 to UN Regulation No. 49, the measurement systems listed in Table 2 shall meet the limits defined in Table 2.

	Linearity
Measurement system	Intercept	xmin × (a1 – 1) + a0		Slope a1	Standard error of estimate SEE	Coefficient of determination r²
Engine speed	≤ 0,2 % max calibration (³)	0,999 - 1,001	≤ 0,1 % max calibration (³)	≥ 0,9985	0,2 % of reading or 0,1 % of max. calibration (³) of speed whichever is larger	≤ 1 s
Engine torque	≤ 0,5 % max calibration (³)	0,995 - 1,005	≤ 0,5 % max calibration (³)	≥ 0,995	0,6 % of reading or 0,3 % of max. calibration (³) of torque whichever is larger	≤ 1 s
Fuel mass flow for liquid fuels	≤ 0,5 % max calibration (³)	0,995 - 1,005	≤ 0,5 % max calibration (³)	≥ 0,995	0,6 % of reading or 0,3 % of max. calibration (³) of flow whichever is larger	≤ 2 s

Fuel mass flow for gaseous and hydrogen fuels	≤ 1 % max calibration⁽³⁾	0,99 – 1,01	≤ 1 % max calibration ⁽³⁾	≥ 0,995	1 % of reading or 0,5 % of max. calibration ⁽³⁾ of flow whichever is larger	≤ 2 s

Electrical Power	≤ 1 % max calibration (³)	0,98 - 1,02	≤ 2 % max calibration (³)	≥ 0,990	n.a.	≤ 1 s
Current	≤ 1 % max calibration (³)	0,98 - 1,02	≤ 2 % max calibration (³)	≥ 0,990	n.a.	≤ 1 s
Voltage	≤ 1 % max calibration (³)	0,98 - 1,02	≤ 2 % max calibration (³)	≥ 0,990	n.a.	≤ 1 s

Temperature relevant for WHR system	≤ 1,5 % max calibration ⁽³⁾	0,98 - 1,02	≤ 2 % max calibration ⁽³⁾	≥ 0,980	n.a.	≤ 10 s
Pressure relevant for WHR system	≤ 1,5 % max calibration⁽³⁾	0,98 - 1,02	≤ 2 % max calibration ⁽³⁾	≥ 0,980	n.a.	≤ 3 s
Electrical power relevant for WHR system	≤ 2 % max calibration ⁽³⁾	0,97 - 1,03	≤ 4 % max calibration ⁽³⁾	≥ 0,980	n.a.	≤ 1 s
Mechanical power relevant for WHR system	≤ 1 % max calibration ⁽³⁾	0,995 - 1,005	≤ 1,0 % max calibration ⁽³⁾	≥ 0,99	1,0 % of reading or 0,5 % of max. calibration ⁽³⁾ of power whichever is larger	≤ 1 s
(¹) ‘Accuracy’ means the deviation of the analyzer reading from a reference value which is traceable to a national or international standard. (²) ‘Rise time’ means the difference in time between the 10 percent and 90 percent response of the final analyzer reading (t90 – t10). (³) The ‘max calibration’ values shall be 1,1 times the maximum predicted value expected during all testruns for the respective measurement system.

In the case of dual-fuel engines, the ‘max calibration’ value applicable for the measurement system for fuel mass flow for both liquid and gaseous fuels shall be defined in accordance with the following provisions:

(1) The fuel type for which the fuel mass flow shall be determined by the measurement system subject to verification of the requirements defined in Table 2 shall be the primary fuel. The other fuel type shall be the secondary fuel.

(2) The maximum predicted value expected during all test runs for the secondary fuel shall be converted to the maximum predicted value expected during all test runs for the primary fuel by application of the following equation: mf mp,seco = mfmp,seco × NCVseco / NCVprim where: mf mp,seco = maximum predicted massflow value of the secondary fuel converted to the primary fuel mfmp,seco = maximum predicted massflow value of the secondary fuel NCVprim = NCV of the primary fuel determined in accordance with point 3,2 [MJ/kg] NCVseco = NCV of the secondary fuel determined in accordance with point 3,2 [MJ/kg]

(3) The maximum predicted overall value, mfmp,overall, expected during all test runs shall be determined by application of the following equation:

mfmp,overall = mfmp,prim + mf mp,seco where: mfmp,prim = maximum predicted massflow value of the primary fuel mf mp,seco = maximum predicted massflow value of the secondary fuel converted to the primary fuel

(4) The ‘max calibration’ values shall be 1.1 times the maximum predicted overall value, mfmp,overall, determined in accordance with subpoint (3) above. ‘xmin ’, used for calculation of the intercept value in Table 2, shall be 0,9 times the minimum predicted value expected during all test runs for the respective measurement system. The signal delivery rate of the measurement systems listed in Table 2, except for the fuel mass flow measurement system, shall be at least 5 Hz (≥ 10 Hz recommended). The signal delivery rate of the fuel mass flow measurement system shall be at least 2 Hz.

All measurement data shall be recorded with a sample rate of at least 5 Hz (≥ 10 Hz recommended).

A verification of the demanded requirements defined in Table 2 shall be performed for each measurement system. At least 10 reference values between xmin and the ‘max calibration’ value defined in accordance with paragraph 3.5 shall be introduced to the measurement system and the response of the measurement system shall be recorded as measured value.

For the linearity verification the measured values shall be compared to the reference values by using a least squares linear regression in accordance with paragraph A.3.2 of Appendix 3 to Annex 4 to UN Regulation No. 49.

Testing procedure

All measurement data shall be determined in accordance with Annex 4 to UN Regulation No. 49, unless stated otherwise in this Annex.

Table 3 gives an overview of all testruns to be performed for the purpose of certification of one specific engine CO2-family defined in accordance with Appendix 3.

The fuel consumption mapping cycle in accordance with paragraph 4.3.5 and the recording of the engine motoring curve in accordance with paragraph 4.3.2 shall be omitted for all other engines except the CO2-parent engine of the engine CO2-family.

In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the fuel consumption mapping cycle in accordance with paragraph 4.3.5 and the recording of the engine motoring curve in accordance with paragraph 4.3.2 shall be performed additionally for that specific engine.

Testrun	Reference to paragraph	Required to be run for CO2-parent engine	Required to be run for other engines within CO2-family
Engine full load curve	4.3.1	yes	yes
Engine motoring curve	4.3.2	yes	no
WHTC test	4.3.3	yes	yes
WHSC test	4.3.4	yes	yes
Fuel consumption mapping cycle	4.3.5	yes	no

Changing of the target value for the engine idle speed controller to a lower value in the electronic control unit of the engine shall be allowed for all testruns in which idle operation occurs, in order to prevent interference between the engine idle speed controller and the test bed speed controller.

Dual-fuel engines shall be operated in dual-fuel mode during all test runs performed in accordance with point 4.3. If a switch to service mode occurs during a test run, all recorded data during the respective test run shall be void.

The engine full load curve shall be recorded in accordance with paragraphs 7.4.1. to 7.4.5. of Annex 4 to UN Regulation No. 49.

The recording of the engine motoring curve in accordance with this paragraph shall be omitted for all other engines except the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3. In accordance with paragraph 6.1.3 the engine motoring curve recorded for the CO2-parent engine of the engine CO2-family shall also be applicable to all engines within the same engine CO2-family.

In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the recording of the engine motoring curve shall be performed additionally for that specific engine.

The engine motoring curve shall be recorded in accordance with option (b) in paragraph 7.4.7. of Annex 4 to UN Regulation No. 49. This test shall determine the negative torque required to motor the engine between maximum and minimum mapping speed with minimum operator demand.

The test shall be continued directly after the full load curve mapping according to paragraph 4.3.1. At the request of the manufacturer, the motoring curve may be recorded separately. In this case the engine oil temperature at the end of the full load curve testrun performed in accordance with paragraph 4.3.1 shall be recorded and the manufacturer shall prove to the satisfaction of the an approval authority, that the engine oil temperature at the starting point of the motoring curve meets the aforementioned temperature within ± 2 K.

At the start of the testrun for the engine motoring curve the engine shall be operated with minimum operator demand at maximum mapping speed defined in paragraph 7.4.3. of Annex 4 to UN Regulation No. 49. As soon as the motoring torque value has stabilized within ± 5 % of its mean value for at least 10 seconds, the data recording shall start and the engine speed shall be decreased at an average rate of 8 ± 1 min^– 1/s from maximum to minimum mapping speed, which are defined in paragraph 7.4.3. of Annex 4 to UN Regulation No. 49.

For WHR_mech and WHR_elec systems the data recording for the engine motoring curve shall not start before the reading of the value of mechanical or electrical power generated by the WHR system has stabilised within ± 10 % of its mean value for at least 10 seconds.

The WHTC test shall be performed in accordance with Annex 4 to UN Regulation No. 49. The weighted emission test results shall meet the applicable limits defined in Regulation (EC) No 595/2009.

Dual-fuel engines shall meet the applicable limits in accordance with Annex XVIII, point 5, to Regulation (EU) No 582/2011.

The engine full load curve recorded in accordance with paragraph 4.3.1 shall be used for the denormalisation of the reference cycle and all calculations of reference values performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN Regulation No. 49.

In addition to the provisions defined in Annex 4 to UN Regulation No 49, the actual fuel mass flow consumed by the engine in accordance with paragraph 3.4 and the data referred to in point 4.3.5.3(5)(a) in application to the WHTC test shall be recorded.

For WHR_mech systems the mechanical P_WHR_net and for WHR_elec systems the electrical P_WHR_net in accordance with point 3.1.6 shall be recorded.

The WHSC test shall be performed in accordance with Annex 4 to UN Regulation No. 49. The emission test results shall meet the applicable limits defined in Regulation (EC) No 595/2009.

Dual-fuel engines shall meet the applicable limits in accordance with Annex XVIII, point 5, to Regulation (EU) No 582/2011.

The engine full load curve recorded in accordance with point 4.3.1 shall be used for the denormalisation of the reference cycle and all calculations of reference values performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN Regulation No. 49.

For WHR_mech systems the mechanical P_WHR_net and for WHR_elec systems the electrical P_WHR_net in accordance with point 3.1.6 shall be recorded.

The fuel consumption mapping cycle (FCMC) in accordance with this paragraph shall be omitted for all other engines except the CO2-parent engine of the engine CO2-family. The fuel map data recorded for the CO2-parent engine of the engine CO2-family shall also be applicable to all engines within the same engine CO2-family.

In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the fuel consumption mapping cycle shall be performed additionally for that specific engine.

The engine fuel map shall be measured in a series of steady state engine operation points, as defined according to paragraph 4.3.5.2. The metrics of this map are the fuel consumption in g/h depending on engine speed in min^-1 and engine torque in Nm.

If an after-treatment regeneration event occurs during the FCMC for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis defined in accordance with paragraph 6.6 of Annex 4 to UN Regulation No. 49, all measurements at that engine speed mode shall be void. The regeneration event shall be completed and afterwards the procedure shall be continued as described in paragraph 4.3.5.1.1.

If an unexpected interruption, malfunction or error occurs during the FCMC, all measurements at that engine speed mode shall be void and one of the following options how to continue shall be chosen by the manufacturer:

(1) the procedure shall be continued as described in paragraph 4.3.5.1.1

(2) the whole FCMC shall be repeated in accordance with paragraphs 4.3.5.4 and 4.3.5.5

The engine shall be started and warmed up in accordance with paragraph 7.4.1. of Annex 4 to UN Regulation No. 49. After warm-up, the engine shall be preconditioned by operating the engine for 20 minutes at mode 9, as defined in Table 1 of paragraph 7.2.2. of Annex 4 to UN Regulation No. 49.

The engine full load curve recorded in accordance with paragraph 4.3.1 shall be used for the denormalization of the reference values of mode 9 performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN Regulation No. 49.

Directly after completion of preconditioning, the target values for engine speed and torque shall be changed linearly within 20 to 46 seconds to the highest target torque setpoint at the next higher target engine speed setpoint than the particular target engine speed setpoint where the interruption of the FCMC occurred. If the target setpoint is reached within less than 46 seconds, the remaining time up to 46 seconds shall be used for stabilization.

For stabilization the engine operation shall continue from that point in accordance with the test sequence specified in paragraph 4.3.5.5 without recording of measurement values.

When the highest target torque setpoint at the particular target engine speed setpoint where the interruption occurred is reached, the recording of measurement values shall be continued from that point on in accordance with the test sequence specified in paragraph 4.3.5.5.

The grid of target setpoints is fixed in a normalized way and consists of 10 target engine speed setpoints and 11 target torque setpoints. Conversion of the normalized setpoint definition to the actual target values of engine speed and torque setpoints for the individual engine under test shall be based on the engine full load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1.

The 10 target engine speed setpoints are defined by 4 base target engine speed setpoints and 6 additional target engine speed setpoints.

The engine speeds nidle, nlo, npref, n95h and nhi shall be determined from the engine full load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1 by applying the definitions of characteristic engine speeds in accordance with paragraph 7.4.6. of Annex 4 to UN Regulation No. 49.

The engine speed n57 shall be determined by the following equation:

n57 = 0,565 × (0,45 × nlo + 0,45 × npref + 0,1 × nhi – nidle) × 2,0327 + nidle

The 4 base target engine speed setpoints are defined as follows:

(1) Base engine speed 1: nidle

(2) Base engine speed 2: nA = n57 – 0,05 × (n95h – nidle)

(3) Base engine speed 3: nB = n57 + 0,08 × (n95h – nidle)

(4) Base engine speed 4: n95h

The potential distances between the speed setpoints shall be determined by the following equations:

(1) dnidleA_44 = (nA – nidle) / 4

(2) dnB95h_44 = (n95h – nB) / 4

(3) dnidleA_35 = (nA – nidle) / 3

(4) dnB95h_35 = (n95h – nB) / 5

(5) dnidleA_53 = (nA – nidle) / 5

(6) dnB95h_53 = (n95h – nB) / 3

The absolute values of potential deviations between the two sections shall be determined by the following equations:

(1) dn44 = ABS(dnidleA_44 – dnB95h_44)

(2) dn35 = ABS(dnidleA_35 – dnB95h_35)

(3) dn53 = ABS(dnidleA_53 – dnB95h_53)

The 6 additional target engine speed setpoints shall be determined in accordance with the following provisions:

(1) If dn44 is smaller than or equal to (dn35 + 5) and also smaller than or equal to (dn53 + 5), the 6 additional target engine speeds shall be determined by dividing each of the two ranges, one from nidle to nA and the other from nB to n95h, into 4 equidistant sections.

(2) If (dn35 + 5) is smaller than dn44 and also dn35 is smaller than dn53, the 6 additional target engine speeds shall be determined by dividing the range from nidle to nA into 3 equidistant sections and the range from nB to n95h, into 5 equidistant sections.

(3) If (dn53 + 5) is smaller than dn44 and also dn53 is smaller than dn35, the 6 additional target engine speeds shall be determined by dividing the range from nidle to nA into 5 equidistant sections and the range from nB to n95h, into 3 equidistant sections.

Figure 1 exemplarily illustrates the definition of the target engine speed setpoints according to subpoint (1) above.

Text of image

4 equidistant sections

Engine speed

Engine torque

n95h

nidle

Tmax_overall

The 11 target torque setpoints are defined by 2 base target torque setpoints and 9 additional target torque setpoints. The 2 base target torque setpoints are defined by zero engine torque and the maximum engine full load of the CO2-parent engine determined in accordance with paragraph 4.3.1. (overall maximum torque Tmax_overall). The 9 additional target torque setpoints are determined by dividing the range from zero torque to overall maximum torque, Tmax_overall, into 10 equidistant sections.

All target torque setpoints at a particular target engine speed setpoint that exceed the limit value defined by the full load torque value (determined from the engine full load curve recorded in accordance with point 4.3.1) at this particular target engine speed setpoint minus 5 % of Tmax_overall, shall be replaced by one single target torque setpoint at full load torque at this particular target engine speed setpoint. Each of these replacement setpoints shall be measured only once during the FCMC test sequence defined in accordance with paragraph 4.3.5.5. Figure 2 exemplarily illustrates the definition of the target torque setpoints.

Text of image

10 equidistant sections

Target torque points set to full load torque (within full load torque minus 5% of Tmax_overall)

Engine speed

Engine torque

Tmax_overall

The following measurement data shall be recorded:

(1) engine speed

(2) engine torque corrected in accordance with paragraph 3.1.2

(3) fuel mass flow consumed by the whole engine system in accordance with paragraph 3.4

(4) Gaseous pollutants according to the definitions in UN Regulation No. 49. Particulate pollutants, methane and ammonia emissions are not required to be monitored during the FCMC test run.

(5) If the test engine is equipped with an on-board device for the monitoring and recording of fuel and/or energy consumption and mileage of motor vehicles, according to point 3.1.2: (a) the information described in points 8.13.15.3 to 8.13.15.8 of Annex Xa; (b) for each point of the fuel mass flow recorded according to point (3) the OBFCM instantaneous value of the engine fuel rate referred to in point 5.13 of Annex Xa; (c) the time intervals between the different points of the fuel mass flow recorded according to point (3).

The measurement of gaseous pollutants shall be carried out in accordance with paragraphs 7.5.1, 7.5.2, 7.5.3, 7.5.5, 7.7.4, 7.8.1, 7.8.2, 7.8.4 and 7.8.5 of Annex 4 to UN Regulation No. 49.

For the purpose of paragraph 7.8.4 of Annex 4 to UN Regulation No. 49, the term ‘test cycle’ in the paragraph referred to shall be the complete sequence from preconditioning in accordance with paragraph 4.3.5.4 to ending of the test sequence in accordance with paragraph 4.3.5.5.

For WHR_mech systems the mechanical P_WHR_net and for WHR_elec systems the electrical P_WHR_net in accordance with point 3.1.6 shall be recorded.

The dilution system, if applicable, and the engine shall be started and warmed up in accordance with paragraph 7.4.1. of Annex 4 to UN Regulation No. 49.

After warm-up is completed, the engine and sampling system shall be preconditioned by operating the engine for 20 minutes at mode 9, as defined in Table 1 of paragraph 7.2.2. of Annex 4 to UN Regulation No. 49, while simultaneously operating the dilution system.

The engine full load curve of the CO2-parent engine of the engine CO2-family recorded in accordance with point 4.3.1 shall be used for the denormalisation of the reference values of mode 9 performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN Regulation No. 49.

Directly after completion of preconditioning, the target values for engine speed and torque shall be changed linearly within 20 to 46 seconds to match the first target setpoint of the test sequence according to paragraph 4.3.5.5. If the first target setpoint is reached within less than 46 seconds, the remaining time up to 46 seconds shall be used for stabilization.

The test sequence consists of steady state target setpoints with defined engine speed and torque at each target setpoint in accordance with paragraph 4.3.5.2 and defined ramps to move from one target setpoint to the next.

The highest target torque setpoint at each target engine speed shall be operated with maximum operator demand.

The first target setpoint is defined at the highest target engine speed setpoint and highest target torque setpoint.

The following steps shall be performed to cover all target setpoints:

(1) The engine shall be operated for 95 ± 3 seconds at each target setpoint. The first 55 ± 1 seconds at each target setpoint are considered as a stabilization period,. During the following period of 30±1 seconds the engine shall be controlled as follows: (a) The engine speed mean value shall be held at the target engine speed setpoint within ± 1 percent of the highest target engine speed. (b) Except for the points at full load, the engine torque mean value shall be held at the target torque setpoint within a tolerance of ± 20 Nm or ± 2 percent of the overall maximum torque, Tmax_overall, whichever is greater. The recorded values in accordance with paragraph 4.3.5.3 shall be stored as averaged value over the period of 30 ± 1 seconds. The remaining period of 10 ± 1 seconds may be used for data post-processing and storage if necessary. During this period the engine target setpoint shall be kept.

(2) After the measurement at one target setpoint is completed, the target value for engine speed shall be kept constant within ± 20 min^– 1 of the target engine speed setpoint and the target value for torque shall be decreased linearly within 20±1 seconds to match the next lower target torque setpoint. Then the measurement shall be performed according to subpoint (1).

(3) After the zero torque setpoint has been measured in subpoint (1), the target engine speed shall be decreased linearly to the next lower target engine speed setpoint while at the same time the operator demand shall be increased linearly to the maximum value within 20 to 46 seconds. If the next target setpoint is reached within less than 46 seconds, the remaining time up to 46 seconds shall be used for stabilisation. Then the measurement shall be performed by starting the stabilisation procedure in accordance with subpoint (1) and afterwards the target torque setpoints at constant target engine speed shall be adjusted in accordance with subpoint (2).

Figure 3 illustrates the three different steps to be performed at each measurement setpoint for the test according to subpoint (1) above.

Text of image

Transition period (ramp)

Post-processing period

55 ± 1 seconds

10 ± 1 s.

30 ± 1 seconds

Measurement period

(Data recording)

Stabilization period

Phase end

95 ± 3 seconds

Phase start

Figure 4 exemplarily illustrates the sequence of steady state measurement setpoints to be followed for the test.

Text of image

Finish

Start

Engine torque

Engine speed

Tmax_overall

Gaseous pollutants in accordance with paragraph 4.3.5.3 shall be monitored during the FCMC. The definitions of characteristic engine speeds in accordance with paragraph 7.4.6. of Annex 4 to UN Regulation No. 49 shall apply.

The control area for emission monitoring during the FCMC shall be determined in accordance with paragraphs 4.3.5.6.1.1 and 4.3.5.6.1.2.

(1) The engine speed range for the control area shall be defined based on the engine full load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1.

(2) The control area shall include all engine speeds greater than or equal to the 30^th percentile cumulative speed distribution, determined from all engine speeds including idle speed sorted in ascending order, over the hotstart WHTC test cycle performed in accordance with paragraph 4.3.3 (n30) for the engine full load curve referred to the subpoint (1).

(3) The control area shall include all engine speeds lower than or equal to nhi determined from the engine full load curve referred to in the subpoint (1)

(1) The lower boundary of the engine torque range for the control area shall be defined based on the engine full load curve of the engine with the lowest rating of all engines within the engine CO2-family and recorded in accordance with paragraph 4.3.1.

(2) The control area shall include all engine load points with a torque value greater than or equal to 30 percent of the maximum torque value determined from the engine full load curve referred to in subpoint (1).

(3) Notwithstanding the provisions of subpoint (2), speed and torque points below 30 percent of the maximum power value, determined from the engine full load curve referred to in subpoint (1), shall be excluded from the control area.

(4) Notwithstanding the provisions of subpoints (2) and (3), the upper boundary of the control area shall be based on the engine full load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1. The torque value for each engine speed determined from the engine full load curve of the CO2-parent engine shall be increased by 5 percent of the overall maximum torque, Tmax_overall, defined in accordance with paragraph 4.3.5.2.2. The modified increased engine full load curve of the CO2-parent engine shall be used as upper boundary of the control area.

Figure 5 exemplarily illustrates the definition of the engine speed, torque and power range for the control area.

Text of image

control area

n30

nhi

lower boundary (based on full load curve of lowest rating in CO2-family)

original full load curve of CO2-parent engine

upper boundary (defined by increased full load curve)

Engine speed

Engine torque

Tmax_overall

The control area defined in accordance with paragraph 4.3.5.6.1 shall be divided into a number of grid cells for emission monitoring during the FCMC.

The grid shall comprise of 9 cells for engines with a rated speed less than 3 000 min^– 1 and 12 cells for engines with a rated speed greater than or equal to 3 000 min^– 1. The grids shall be defined in accordance with the following provisions:

(1) The outer boundaries of the grids are aligned to the control area defined according to paragraph 4.3.5.6.1.

(2) 2 vertical lines spaced at equal distance between engine speeds n30 and nhi for 9 cell grids, or 3 vertical lines spaced at equal distance between engine speeds n30 and nhi for 12 cell grids.

(3) 2 lines spaced at equal distance of engine torque (i.e. 1/3) at each vertical line within the control area defined in accordance with point 4.3.5.6.1.

All engine speed values in min^-1 and all torque values in Newtonmeters defining the boundaries of the grid cells shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

Figure 6 exemplarily illustrates the definition of the grid cells for the control area in the case of 9 cell grid.

Text of image

lower boundary (based on full load curve of lowest rating in CO2-family)

original full load curve of CO2-parent engine

nhi

n30

Engine speed

upper boundary (defined by increased full load curve)

Engine torque

Tmax_overall

The specific mass emissions of the gaseous pollutants shall be determined as average value for each grid cell defined in accordance with paragraph 4.3.5.6.2. The average value for each grid cell shall be determined as arithmetical mean value of the specific mass emissions over all engine speed and torque points measured during the FCMC located within the same grid cell.

The specific mass emissions of the single engine speed and torque points measured during the FCMC shall be determined as averaged value over the 30±1 seconds measurement period defined in accordance with point 4.3.5.5., subpoint (1)

If an engine speed and torque point is located directly on a line that separates different grid cells from each other, this engine speed and load point shall be taken into account for the average values of all adjacent grid cells.

The calculation of the total mass emissions of each gaseous pollutant for each engine speed and torque point measured during the FCMC, mFCMC,i in grams, over the 30 ± 1 seconds measurement period in accordance with subpoint (1) of paragraph 4.3.5.5 shall be carried out in accordance with paragraph 8 of Annex 4 to UN Regulation No. 49.

The actual engine work for each engine speed and torque point measured during the FCMC, WFCMC,i in kWh, over the 30 ± 1 seconds measurement period in accordance with subpoint (1) of paragraph 4.3.5.5 shall be determined from the engine speed and torque values recorded in accordance with paragraph 4.3.5.3.

The specific mass emissions of gaseous pollutants eFCMC,i in g/kWh for each engine speed and torque point measured during the FCMC shall be determined by the following equation:

eFCMC,i = mFCMC,i / WFCMC,i

A linear regression analysis of the actual values of engine speed (nact), engine torque (Mact) and engine power (Pact) on the respective reference values (nref, Mref, Pref) shall be performed for the FCMC. The actual values for nact, Mact and Pact shall be the determined from the values recorded in accordance with paragraph 4.3.5.3.

The ramps to move from one target setpoint to the next shall be excluded from this regression analysis.

To minimize the biasing effect of the time lag between the actual and reference cycle values, the entire engine speed and torque actual signal sequence may be advanced or delayed in time with respect to the reference speed and torque sequence. If the actual signals are shifted, both speed and torque shall be shifted by the same amount in the same direction.

The method of least squares shall be used for the regression analysis in accordance with paragraphs A.3.1 and A.3.2 of Appendix 3 to Annex 4 to UN Regulation No. 49, with the best-fit equation having the form as defined in paragraph 7.8.7 of Annex 4 to UN Regulation No. 49. It is recommended that this analysis be performed at 1 Hz.

For the purposes of this regression analysis only, omissions of points are permitted where noted in Table 4 (Permitted point omissions from regression analysis) of Annex 4 to UN Regulation No. 49 before doing the regression calculation. Additionally, all engine torque and power values at points with maximum operator demand shall be omitted for the purposes of this regression analysis only. However, points omitted for the purposes of regression analysis shall not be omitted for any other calculations in accordance with this Annex. Point omission may be applied to the whole or to any part of the cycle.

For the data to be considered valid, the criteria of Table 3 (Regression line tolerances for the WHSC) of Annex 4 to UN Regulation No. 49 shall be met.

The data obtained from the FCMC tests is valid if the specific mass emissions of the regulated gaseous pollutants determined for each grid cell in accordance with point 4.3.5.6.3 meet the following limits for gaseous pollutants:

(a) Engines other than dual-fuel shall meet the applicable limit values in accordance with paragraph 5.2.2 of Annex 10 to UN Regulation 49.

(b) Dual-fuel engines shall meet the applicable limits defined in Annex XVIII to Regulation (EU) No 582/2011, where reference to a pollutant emission limit defined in Annex I to Regulation (EU) 595/2009 shall be replaced by reference to the limit of the same pollutant in accordance with paragraph 5.2.2 of Annex 10 to UN/ECE Regulation 49.

In the case that the number of engine speed and torque points within the same grid cell is less than 3, this point shall not apply for that specific grid cell.

Post-processing of measurement data

All calculations defined in this paragraph shall be performed specifically for each engine within one engine CO2-family.

Total engine work over a cycle or a defined period shall be determined from the recorded values of engine power determined in accordance with paragraph 3.1.2 of this Annex and paragraphs 6.3.5 and 7.4.8 of Annex 4 to UN Regulation No. 49.

The engine work over a complete testcycle or over each WHTC-sub-cycle shall be determined by integrating of recorded values of engine power in accordance with the following formula:

where:

Any recorded negative values for the fuel consumption shall be used directly and shall not be set equal to zero for the calculations of the integrated value.

The total fuel mass consumed by the engine over a complete testcycle or over each WHTC-sub-cycle shall be determined by integrating recorded values of fuel massflow in accordance with the following formula:

where:

The correction and balancing factors, which have to be provided as input for the simulation tool, are calculated by the engine pre-processing tool based on the measured specific fuel consumption figures of the engine determined in accordance with paragraphs 5.3.1 and 5.3.2.

The specific fuel consumption figures needed for the WHTC correction factor shall be calculated from the actual measured values for the hotstart WHTC recorded in accordance with paragraph 4.3.3 as follows:

where:

The 3 different sub-cycles of the WHTC – urban, rural and motorway – shall be defined as follows:

(1) urban: from cycle start to ≤ 900 seconds from cycle start

(2) rural: from > 900 seconds to ≤ 1 380 seconds from cycle start

(3) motorway (MW): from > 1 380 seconds from cycle start to cycle end

For dual-fuel engines the specific fuel consumption figures for WHTC correction factor in accordance with point 5.3.1 shall be calculated for each of the two fuels separately.

The specific fuel consumption figures needed for the cold-hot emission balancing factor shall be calculated from the actual measured values for both, the hotstart and coldstart WHTC test recorded in accordance with paragraph 4.3.3. The calculations shall be performed for both, the hotstart and coldstart WHTC separately as follows:

where:

For dual-fuel engines the specific fuel consumption figures for cold-hot emission balancing factor in accordance with point 5.3.2 shall be calculated for each of the two fuels separately.

The specific fuel consumption over the WHSC shall be calculated from the actual measured values for the WHSC recorded in accordance with point 4.3.4 as follows:

SFCWHSC = (Σ FCWHSC) / (WWHSC + Σ E_WHRWHSC)

where:

For engines with more than one WHR system installed E_WHRWHSC shall be calculated for each different WHR system separately. For engines without a WHR system installed E_WHRWHSC shall be set to zero.

E_WHRWHSC = Total integrated E_WHR_net over the WHSC [kWh]

determined in accordance with point 5.3

Σ E_WHRWHSC = Sum of individual E_WHRWHSC of all different WHR systems installed [kWh].

The calculated specific fuel consumption over the WHSC, SFCWHSC, determined in accordance with paragraph 5.3.3 shall be adjusted to a corrected value, SFCWHSC,corr, in order to account for the difference between the NCV of the fuel used during testing and the standard NCV for the respective engine fuel technology in accordance with the following equation:

where:

Fuel type / engine type	Reference fuel type	Standard NCV [MJ/kg]
Diesel / CI	B7	42,7
Ethanol / CI	ED95	25,7
Petrol / PI	E10	41,5
Ethanol / PI	E85	29,1
LPG / PI	LPG Fuel B	46,0

Natural gas / PI or Natural Gas / CI	G25 or GR	45,1

Hydrogen / PI or Hydrogen / CI	Hydrogen	120,0
Diesel / CI	B100	37,2

In the case that reference fuel of the type B7 (Diesel /CI) in accordance with paragraph 3.2 was used during testing, the standardization correction in accordance with paragraph 5.3.3.1 shall not be performed and the corrected value, SFCWHSC,corr, shall be set to the uncorrected value SFCWHSC.

For dual-fuel engines the corrected specific fuel consumption figures over the WHSC in accordance with point 5.3.3.1 shall be calculated for each of the two fuels separately from the respective specific fuel consumption figures over the WHSC determined for each of the two fuels separately in accordance with point 5.3.3.

Point 5.3.3.2 shall apply for Diesel fuel B7.

For engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis defined in accordance with paragraph 6.6.1 of Annex 4 to UN Regulation No. 49, fuel consumption shall be adjusted to account for regeneration events by a correction factor.

This correction factor, CFRegPer, shall be determined in accordance with paragraph 6.6.2 of Annex 4 to UN Regulation No. 49.

For engines equipped with exhaust after-treatment systems with continuous regeneration, defined in accordance with paragraph 6.6 of Annex 4 to UN Regulation No. 49, no correction factor shall be determined and the value of the factor CFRegPer shall be set to 1.

The engine full load curve recorded in accordance with paragraph 4.3.1 shall be used for the denormalization of the WHTC reference cycle and all calculations of reference values performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN Regulation No. 49.

In addition to the provisions defined in Annex 4 to UN Regulation No. 49 the actual fuel mass flow consumed by the engine in accordance with paragraph 3.4 shall be recorded for each WHTC hot start test performed in accordance with paragraph 6.6.2 of Annex 4 to UN Regulation No. 49.

The specific fuel consumption for each WHTC hot start test performed shall be calculated by the following equation:

SFCmeas, m = (Σ FCmeas, m) / (Wact, m)

where:

The specific fuel consumption values for the individual WHTC tests shall be weighted by the following equation:

where:

The correction factor, CFRegPer, shall be calculated by the following equation:

For dual-fuel engines the correction factor for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis in accordance with point 5.4 shall be calculated for each of the two fuels separately.

The values in subpoints 5.5.1, 5.5.2 and 5.5.3 shall only be calculated where a WHR_mech or WHR_elec system is present in the test setup. The respective values shall be calculated for mechanical and electrical net power separately.

This paragraph shall only apply to engines with WHR systems.

Any recorded negative values for the mechanical or electrical P_WHR_net shall be used directly and shall not be set equal to zero for the calculations of the integrated value.

The total integrated E_WHR_net over a complete testcycle or over each WHTC-sub-cycle shall be determined by integrating recorded values of mechanical or electrical P_WHR_net in accordance with the following formula:

where:

The correction and balancing factors, which have to be provided as input for the simulation tool, are calculated by the engine pre-processing tool based on the measured specific E_WHR_net figures determined in accordance with points 5.5.2.1 and 5.5.2.2.

The specific E_WHR_net figures needed for the WHTC correction factor shall be calculated from the actual measured values for the hotstart WHTC recorded in accordance with point 4.3.3 as follows:

S_E_WHRmeas, Urban = E_WHRmeas, WHTC-Urban / Wact, WHTC-Urban

S_E_WHRmeas, Rural = E_WHRmeas, WHTC- Rural / Wact, WHTC- Rural

S_E_WHRmeas, MW = E_WHRmeas, WHTC-MW / Wact, WHTC-MW

where:

The 3 different sub-cycles of the WHTC (urban, rural and motorway) as defined in point 5.3.1.

The specific E_WHR_net figures needed for the cold-hot emission balancing factor shall be calculated from the actual measured values for both the hotstart and coldstart WHTC test recorded in accordance with point 4.3.3. The calculations shall be performed for both the hotstart and coldstart WHTC separately as follows:

S_E_WHRmeas, hot = E_WHRmeas, hot / Wact, hot

S_E_WHRmeas, cold = E_WHRmeas, cold / Wact, cold

where:

This correction factor shall be set to 1.;

Application of engine pre-processing tool

The engine pre-processing tool shall be executed for each engine within one engine CO2-family using the input defined in paragraph 6.1.

The output data of the engine pre-processing tool shall be the final result of the engine test procedure and shall be documented.

The following input data shall be generated by the test procedures specified in this Annex and shall be the input to the engine pre-processing tool.

The input data shall be the engine full load curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.1.

In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the engine full load curve of that specific engine recorded in accordance with paragraph 4.3.1 shall be used as input data.

The input data shall be provided in the file format of ‘comma separated values’ with the separator character being the Unicode Character ‘COMMA’ (U+002C) (‘,’). The first line of the file shall be used as a header and not contain any recorded data. The recorded data shall start from the second line of the file.

The first column of the file shall be the engine speed in min^– 1 rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06. The second column shall be the torque in Nm rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

The input data shall be the engine full load curve of the engine recorded in accordance with paragraph 4.3.1.

The input data shall be the engine motoring curve of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex and recorded in accordance with paragraph 4.3.2.

In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the engine motoring curve of that specific engine recorded in accordance with paragraph 4.3.2 shall be used as input data.

The input data shall be the values determined for the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 of this Annex and recorded in accordance with point 4.3.5.

In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the values determined for that specific engine recorded in accordance with point 4.3.5 shall be used as input data.

The input data shall only consist of the average measurement values over the 30±1 seconds measurement period determined in accordance with subpoint (1) of point 4.3.5.5.

The input data shall be provided in the file format of “comma separated values” with the separator character being the Unicode Character ‘COMMA’ (U+002C) (‘,’). The first line of the file shall be used as a heading and not contain any recorded data. The recorded data shall start from the second line of the file.

The heading of each column in the first line of the file defines the expected content of the respective column.

The column for engine speed shall have the string ‘engine speed’ as heading in the first line of the file. The data values shall start from the second line of the file in min^–1 rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

The column for torque shall have the string “torque” as heading in the first line of the file. The data values shall start from the second line of the file in Nm rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

The column for fuel massflow shall have the string “massflow fuel 1” as heading in the first line of the file. The data values shall start from the second line of the file in g/h rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

The column for fuel massflow of the second fuel measured shall have the string ‘massflow fuel 2’ as heading in the first line of the file. The data values shall start from the second line of the file in g/h rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

Where the WHR system is of the type “WHR_mech” or “WHR_elec”, the input data shall be extended with the values for the mechanical P_WHR_net for WHR_mech systems or with the values for the electrical P_WHR_net for WHR_elec systems recorded in accordance with point 4.3.5.3.1.

The column for the mechanical P_WHR_net shall have the string “WHR mechanical power” and the column for the electrical P_WHR_net shall have the string “WHR electrical power” as heading in the first line of the file. The data values shall start from the second line of the file in W rounded to the nearest whole number in accordance with ASTM E 29-06.

The input data shall be the three values for specific fuel consumption over the different sub-cycles of the WHTC – urban, rural and motorway – in g/kWh determined in accordance with paragraph 5.3.1.

The values shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

The three values determined in accordance with point 6.1.5 corresponding to the respective fuel type used as input for the column ‘massflow fuel 1’ in accordance with point 6.1.4 shall be the input data under the tab ‘Fuel 1’ in the GUI.

The three values determined in accordance with point 6.1.5 corresponding to the respective fuel type used as input for the column ‘massflow fuel 2’ in accordance with point 6.1.4.1 shall be the input data under the tab ‘Fuel 2’ in the GUI.

The input data shall be the two values for specific fuel consumption over the hotstart and coldstart WHTC in g/kWh determined in accordance with paragraph 5.3.2.

The values shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

The values determined in accordance with point 6.1.6 corresponding to the respective fuel type used as input for the column ‘massflow fuel 1’ in accordance with point 6.1.4 shall be the input data under the tab ‘Fuel 1’ in the GUI.

The values determined in accordance with point 6.1.6 corresponding to the respective fuel type used as input for the column ‘massflow fuel 2’ in accordance with point 6.1.4.1 shall be the input data under the tab ‘Fuel 2’ in the GUI.

The input data shall be the correction factor CFRegPer determined in accordance with paragraph 5.4.

For engines equipped with exhaust after-treatment systems with continuous regeneration, defined in accordance with paragraph 6.6.1 of Annex 4 to UN/ECERegulation 49 Rev.06, this factor shall be set to 1 in accordance with paragraph5.4.

The value shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

The values determined in accordance with point 6.1.7 corresponding to the respective fuel type used as input for the column ‘massflow fuel 1’ in accordance with point 6.1.4 shall be the input data under the tab ‘Fuel 1’ in the GUI.

The values determined in accordance with point 6.1.7 corresponding to the respective fuel type used as input for the column ‘massflow fuel 2’ in accordance with point 6.1.4.1 shall be the input data under the tab ‘Fuel 2’ in the GUI.

The input data shall be the NCV of the test fuel in MJ/kg determined in accordance with paragraph 3.2.

The value shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06.

The value determined in accordance with point 6.1.8 corresponding to the respective fuel type used as input for the column ‘massflow fuel 1’ in accordance with point 6.1.4 shall be the input data under the tab ‘Fuel 1’ in the GUI.

The value determined in accordance with point 6.1.8 corresponding to the respective fuel type used as input for the column ‘massflow fuel 2’ in accordance with point 6.1.4.1 shall be the input data under the tab ‘Fuel 2’ in the GUI.

The input data shall be the type of the test fuel selected in accordance with paragraph 3.2.

In case of a diesel engine tested with a reference fuel type of B100 in accordance with point 3.2, ‘Diesel B100 CI’ shall be the input to the engine pre-processing tool

The type of the test fuel corresponding to the respective fuel type used as input for the column ‘massflow fuel 1’ in accordance with point 6.1.4 shall be the input data under the tab ‘Fuel 1’ in the GUI.

The type of the test fuel corresponding to the respective fuel type used as input for the column ‘massflow fuel 2’ in accordance with point 6.1.4.1 shall be the input data under the tab ‘Fuel 2’ in the GUI.

The input data shall be the engine idle speed, nidle, in min^– 1 of the CO2-parent engine of the engine CO2-family defined in accordance with Appendix 3 to this Annex as declared by the manufacturer in the application for certification in the information document drawn up in accordance with the model set out in Appendix 2.

In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this Regulation are applied, the engine idle speed of that specific engine shall be used as input data.

The value shall be rounded to the nearest whole number in accordance with ASTM E 29-06.

The input data shall be the engine idle speed, nidle, in min^– 1 of the engine as declared by the manufacturer in the application for certification in the information document drawn up in accordance with the model set out in Appendix 2 to this Annex.

The value shall be rounded to the nearest whole number in accordance with ASTM E 29-06.

The input data shall be the displacement in ccm of the engine as declared by the manufacturer at the application for certification in the information document drawn up in accordance with the model set out in Appendix 2 to this Annex.

The value shall be rounded to the nearest whole number in accordance with ASTM E 29-06.

The input data shall be the rated speed in min^– 1 of the engine as declared by the manufacturer at the application for certification in point 3.2.1.8. of the information document in accordance with Appendix 2 to this Annex.

The value shall be rounded to the nearest whole number in accordance with ASTM E 29-06.

The input data shall be the rated power in kW of the engine as declared by the manufacturer at the application for certification in point 3.2.1.8. of the information document in accordance with Appendix 2 to this Annex.

The value shall be rounded to the nearest whole number in accordance with ASTM E 29-06.

The input data shall be the name of the engine manufacturer as a sequence of characters in ISO8859-1 encoding.

The input data shall be the name of the engine model as a sequence of characters in ISO8859-1 encoding.

The input data shall be the certification number of the engine as a sequence of characters in ISO8859-1 encoding.

In the case of a dual-fuel engine, the checkbox “Dual-fuel” in the GUI shall be set to active.

In the case of an engine with a WHR_no_ext system, the checkbox “MechanicalOutputICE” in the GUI shall be set to active.

In the case of an engine with a WHR_mech system, the checkbox “MechanicalOutputDrivetrain” in the GUI shall be set to active.

In the case of an engine with a WHR_elec system, the checkbox “ElectricalOutput” in the GUI shall be set to active.

In the case of an engine with a WHR_mech system, the input data shall be the three values for specific E_WHR_net over the different sub-cycles of the WHTC – urban, rural and motorway – in kJ/kWh determined in accordance with point 5.5.2.1.

The values shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06 and shall be the input under the respective fields in the tab “WHR Mechanical” in the GUI.

In the case of an engine with a WHR_mech system, the input data shall be the two values for specific E_WHR_net over the hotstart and coldstart WHTC in kJ/kWh determined in accordance with point 5.5.2.2.

In the case of an engine with a WHR_ elec system, the input data shall be the three values for specific E_WHR_net over the different sub-cycles of the WHTC – urban, rural and motorway – in kJ/kWh determined in accordance with point 5.5.2.1.

The values shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06 and shall be the input under the respective fields in the tab “WHR Electrical” in the GUI.

In the case of an engine with a WHR_ elec system, the input data shall be the two values for specific E_WHR_net over the hotstart and coldstart WHTC in kJ/kWh determined in accordance with point 5.5.2.2.

The values shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06 and shall be the input under the respective fields in the tab “WHR Electrical” in the GUI.

The input data shall be the correction factor determined in accordance with point 5.5.3.

The value shall be rounded to 2 places to the right of the decimal point in accordance with ASTM E 29-06 and shall be the input under the respective field in the tab “WHR Electrical” for an engine with a WHR_ elec system and in the tab “WHR Mechanical” for an engine with a WHR_mech system in the GUI.

Appendix 1

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

Maximum format: A4 (210 × 297 mm)

Communication concerning: — granting (¹) — extension (¹) — refusal (¹) — withdrawal (¹)	Administration stamp

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

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

Certification number:

Hash:

Reason for extension:

0.1. Make (trade name of manufacturer):

0.2. Type:

0.5. Name and address of manufacturer:

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

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

Additional information (where applicable): see Addendum

Approval authority responsible for carrying out the tests:

Date of test report:

Number of test report:

Remarks (if any): see Addendum

6. Place:

7. Date:

8. Signature:

Attachments:

Information package. Test report.

Appendix 2

Engine Information Document

Notes regarding filling in the tables:

Letters A, B, C, D, E corresponding to engine CO2-family members shall be replaced by the actual engine CO2-family members' names.

In case when for a certain engine characteristic same value/description applies for all engine CO2-family members the cells corresponding to A-E shall be merged.

In case the engine CO2-family consists of more than 5 members, new columns may be added.

The ‘Appendix to information document’ shall be copied and filled in for each engine within an CO2-family separately.

Explanatory footnotes can be found at the very end of this Appendix.

		CO2-parent engine	Engine CO2-family members
A	B	C	D	E
0.	General
0.l.	Make (trade name of manufacturer)
0.2.	Type
0.2.1.	Commercial name(s) (if available)
0.5.	Name and address of manufacturer
0.8.	Name(s) and address (es) of assembly plant(s)
0.9.	Name and address of the manufacturer's representative (if any)

PART 1

Essential characteristics of the (parent) engine and the engine types within an engine family

		Parent engine or engine type	Engine CO2-family members
A	B	C	D	E
3.2.	Internal combustion engine
3.2.1.	Specific engine information
3.2.1.1.	Working principle: positive ignition/compression ignition (¹) Cycle four stroke/two stroke/ rotary (¹)

3.2.1.1.1.	Type of dual-fuel engine: Type 1A/Type 1B/Type 2A/Type 2B/Type 3B¹
3.2.1.1.2.	Gas Energy Ratio over the hot part of the WHTC: %

3.2.1.2.	Number and arrangement of cylinders
3.2.1.2.1.	Bore (³) mm
3.2.1.2.2.	Stroke (³) mm
3.2.1.2.3.	Firing order
3.2.1.3.	Engine capacity (⁴) cm³
3.2.1.4.	Volumetric compression ratio (⁵)
3.2.1.5.	Drawings of combustion chamber, piston crown and, in the case of positive ignition engines, piston rings
3.2.1.6.	Normal engine idling speed (⁵) min^– 1
3.2.1.6.1.	High engine idling speed (⁵) min^– 1

3.2.1.6.2.	Idle on Diesel: yes/no¹

3.2.1.7.	Carbon monoxide content by volume in the exhaust gas with the engine idling (⁵): % as stated by the manufacturer (positive ignition engines only)
3.2.1.8.	Maximum net power (⁶) … kW at … min^– 1 (manufacturer's declared value)
3.2.1.9.	Maximum permitted engine speed as prescribed by the manufacturer (min^– 1)
3.2.1.10.	Maximum net torque (⁶) … (Nm) at … (min^– 1) (manufacturer's declared value)

3.2.1.11.	Manufacturer references of the documentation package required by paragraphs 3.1, 3.2 and 3.3 of UN Regulation No. 49 enabling the Type Approval Authority to evaluate the emission control strategies and the systems on-board the engine to ensure the correct operation of NOx control measures

3.2.2.	Fuel

3.2.2.2.	Heavy duty vehicles Diesel/Petrol/LPG/NG/Ethanol (ED95)/Ethanol (E85)/ Hydrogen (T) /Hydrogen (TD) /Hydrogen (U) /Hydrogen (UD)/Diesel B100(¹)(¹¹)

3.2.2.2.1.	Fuels compatible with use by the engine declared by the manufacturer in accordance with paragraph 4.6.2 of UN Regulation No. 49 (as applicable)


3.2.4.	Fuel feed

3.2.4.2.	By fuel injection (only compression ignition or dual-fuel): Yes/No (¹)

3.2.4.2.1.	System description
3.2.4.2.2.	Working principle: direct injection/pre-chamber/swirl chamber (¹)
3.2.4.2.3.	Injection pump
3.2.4.2.3.1.	Make(s)
3.2.4.2.3.2.	Type(s)
3.2.4.2.3.3.	Maximum fuel delivery (¹) (⁵) … mm³ /stroke or cycle at an engine speed of … min^– 1 or, alternatively, a characteristic diagram (When boost control is supplied, state the characteristic fuel delivery and boost pressure versus engine speed)
3.2.4.2.3.4.	Static injection timing (⁵)
3.2.4.2.3.5.	Injection advance curve (⁵)
3.2.4.2.3.6.	Calibration procedure: test bench/engine (¹)
3.2.4.2.4.	Governor
3.2.4.2.4.1.	Type
3.2.4.2.4.2.	Cut-off point
3.2.4.2.4.2.1.	Speed at which cut-off starts under load (min^– 1)
3.2.4.2.4.2.2.	Maximum no-load speed (min^– 1)
3.2.4.2.4.2.3.	Idling speed (min^– 1)
3.2.4.2.5.	Injection piping
3.2.4.2.5.1.	Length (mm)
3.2.4.2.5.2.	Internal diameter (mm)
3.2.4.2.5.3.	Common rail, make and type
3.2.4.2.6.	Injector(s)
3.2.4.2.6.1.	Make(s)
3.2.4.2.6.2.	Type(s)
3.2.4.2.6.3.	Opening pressure (⁵):	kPa or characteristic diagram (⁵)
3.2.4.2.7.	Cold start system
3.2.4.2.7.1.	Make(s)
3.2.4.2.7.2.	Type(s)
3.2.4.2.7.3.	Description
3.2.4.2.8.	Auxiliary starting aid
3.2.4.2.8.1.	Make(s)
3.2.4.2.8.2.	Type(s)
3.2.4.2.8.3.	System description
3.2.4.2.9.	Electronic controlled injection: Yes/No (¹)
3.2.4.2.9.1.	Make(s)
3.2.4.2.9.2.	Type(s)
3.2.4.2.9.3.	Description of the system (in the case of systems other than continuous injection give equivalent details)
3.2.4.2.9.3.1.	Make and type of the control unit (ECU)
3.2.4.2.9.3.2.	Make and type of the fuel regulator
3.2.4.2.9.3.3.	Make and type of the air-flow sensor
3.2.4.2.9.3.4.	Make and type of fuel distributor
3.2.4.2.9.3.5.	Make and type of the throttle housing
3.2.4.2.9.3.6.	Make and type of water temperature sensor
3.2.4.2.9.3.7.	Make and type of air temperature sensor
3.2.4.2.9.3.8.	Make and type of air pressure sensor
3.2.4.2.9.3.9.	Software calibration number(s)
3.2.4.3.	By fuel injection (positive ignition only): Yes/No (¹)
3.2.4.3.1.	Working principle: intake manifold (single-/multi-point/direct injection (¹)/other specify)
3.2.4.3.2.	Make(s)
3.2.4.3.3.	Type(s)
3.2.4.3.4.	System description (In the case of systems other than continuous injection give equivalent details)
3.2.4.3.4.1.	Make and type of the control unit (ECU)
3.2.4.3.4.2.	Make and type of fuel regulator
3.2.4.3.4.3.	Make and type of air-flow sensor
3.2.4.3.4.4.	Make and type of fuel distributor
3.2.4.3.4.5.	Make and type of pressure regulator
3.2.4.3.4.6.	Make and type of micro switch
3.2.4.3.4.7.	Make and type of idling adjustment screw
3.2.4.3.4.8.	Make and type of throttle housing
3.2.4.3.4.9.	Make and type of water temperature sensor
3.2.4.3.4.10.	Make and type of air temperature sensor
3.2.4.3.4.11.	Make and type of air pressure sensor
3.2.4.3.4.12.	Software calibration number(s)
3.2.4.3.5.	Injectors: opening pressure (⁵) (kPa) or characteristic diagram (⁵)
3.2.4.3.5.1.	Make
3.2.4.3.5.2.	Type
3.2.4.3.6.	Injection timing
3.2.4.3.7.	Cold start system
3.2.4.3.7.1.	Operating principle(s)
3.2.4.3.7.2.	Operating limits/settings (¹) (⁵)
3.2.4.4.	Feed pump
3.2.4.4.1.	Pressure (⁵) (kPa) or characteristic diagram (⁵)
3.2.5.	Electrical system
3.2.5.1.	Rated voltage (V), positive/negative ground (¹)
3.2.5.2.	Generator
3.2.5.2.1.	Type
3.2.5.2.2.	Nominal output (VA)
3.2.6.	Ignition system (spark ignition engines only)
3.2.6.1.	Make(s)
3.2.6.2.	Type(s)
3.2.6.3.	Working principle
3.2.6.4.	Ignition advance curve or map (⁵)
3.2.6.5.	Static ignition timing (⁵) (degrees before TDC)
3.2.6.6.	Spark plugs
3.2.6.6.1.	Make
3.2.6.6.2.	Type
3.2.6.6.3.	Gap setting (mm)
3.2.6.7.	Ignition coil(s)
3.2.6.7.1.	Make
3.2.6.7.2.	Type
3.2.7.	Cooling system: liquid/air (¹)

3.2.7.2.	Liquid
3.2.7.2.1.	Nature of liquid
3.2.7.2.2.	Circulating pump(s): Yes/No (¹)
3.2.7.2.3.	Characteristics
3.2.7.2.3.1.	Make(s)
3.2.7.2.3.2.	Type(s)
3.2.7.2.4.	Drive ratio(s)
3.2.7.3.	Air
3.2.7.3.1.	Fan: Yes/No (¹)
3.2.7.3.2.	Characteristics
3.2.7.3.2.1.	Make(s)
3.2.7.3.2.2.	Type(s)
3.2.7.3.3.	Drive ratio(s)
3.2.8.	Intake system
3.2.8.1.	Pressure charger: Yes/No (¹)
3.2.8.1.1.	Make(s)
3.2.8.1.2.	Type(s)
3.2.8.1.3.	Description of the system (e.g. maximum charge pressure … kPa, wastegate, if applicable)
3.2.8.2.	Intercooler: Yes/No (¹)
3.2.8.2.1.	Type: air-air/air-water (¹)
3.2.8.3.	Intake depression at rated engine speed and at 100 % load (compression ignition engines only)
3.2.8.3.1.	Minimum allowable (kPa)
3.2.8.3.2.	Maximum allowable (kPa)
3.2.8.4.	Description and drawings of inlet pipes and their accessories (plenum chamber, heating device, additional air intakes, etc.)
3.2.8.4.1.	Intake manifold description (include drawings and/or photos)
3.2.9.	Exhaust system
3.2.9.1.	Description and/or drawings of the exhaust manifold
3.2.9.2.	Description and/or drawing of the exhaust system
3.2.9.2.1.	Description and/or drawing of the elements of the exhaust system that are part of the engine system
3.2.9.3.	Maximum allowable exhaust back pressure at rated engine speed and at 100 % load (compression ignition engines only)(kPa) (⁷)

3.2.9.7.	Exhaust system volume (dm³)
3.2.9.7.1.	Acceptable Exhaust system volume: (dm³)
3.2.10.	Minimum cross-sectional areas of inlet and outlet ports and port geometry
3.2.11.	Valve timing or equivalent data
3.2.11.1.	Maximum lift of valves, angles of opening and closing, or timing details of alternative distribution systems, in relation to dead centers. For variable timing system, minimum and maximum timing
3.2.11.2.	Reference and/or setting range (⁷)
3.2.12.	Measures taken against air pollution


3.2.12.1.1.	Device for recycling crankcase gases: Yes/No (¹) If yes, description and drawings If no, compliance with paragraph 6.10 of Annex 4 to UN Regulation No. 49 required

3.2.12.2.	Additional pollution control devices (if any, and if not covered by another heading)
3.2.12.2.1.	Catalytic converter: Yes/No (¹)
3.2.12.2.1.1.	Number of catalytic converters and elements (provide this information below for each separate unit)
3.2.12.2.1.2.	Dimensions, shape and volume of the catalytic converter(s)
3.2.12.2.1.3.	Type of catalytic action
3.2.12.2.1.4.	Total charge of precious metals
3.2.12.2.1.5.	Relative concentration
3.2.12.2.1.6.	Substrate (structure and material)
3.2.12.2.1.7.	Cell density
3.2.12.2.1.8.	Type of casing for the catalytic converter(s)
3.2.12.2.1.9.	Location of the catalytic converter(s) (place and reference distance in the exhaust line)
3.2.12.2.1.10.	Heat shield: Yes/No (¹)
3.2.12.2.1.11.	Regeneration systems/method of exhaust after treatment systems, description

3.2.12.2.1.11.5.	Normal operating temperature range (K)
3.2.12.2.1.11.6.	Consumable reagents: Yes/No (¹)
3.2.12.2.1.11.7.	Type and concentration of reagent needed for catalytic action
3.2.12.2.1.11.8.	Normal operational temperature range of reagent K
3.2.12.2.1.11.9.	International standard
3.2.12.2.1.11.10.	Frequency of reagent refill: continuous/maintenance (¹)
3.2.12.2.1.12.	Make of catalytic converter
3.2.12.2.1.13.	Identifying part number
3.2.12.2.2.	Oxygen sensor: Yes/No (¹)
3.2.12.2.2.1.	Make
3.2.12.2.2.2.	Location
3.2.12.2.2.3.	Control range
3.2.12.2.2.4.	Type
3.2.12.2.2.5.	Indentifying part number
3.2.12.2.3.	Air injection: Yes/No (¹)
3.2.12.2.3.1.	Type (pulse air, air pump, etc.)
3.2.12.2.4.	Exhaust gas recirculation (EGR): Yes/No (¹)
3.2.12.2.4.1.	Characteristics (make, type, flow, etc)
3.2.12.2.6.	Particulate trap (PT): Yes/No (¹)
3.2.12.2.6.1.	Dimensions, shape and capacity of the particulate trap
3.2.12.2.6.2.	Design of the particulate trap
3.2.12.2.6.3.	Location (reference distance in the exhaust line)
3.2.12.2.6.4.	Method or system of regeneration, description and/or drawing
3.2.12.2.6.5.	Make of particulate trap
3.2.12.2.6.6.	Indentifying part number
3.2.12.2.6.7.	Normal operating temperature (K) and pressure (kPa) ranges
3.2.12.2.6.8.	In the case of periodic regeneration

3.2.12.2.6.8.1.1.	Number of WHTC test cycles without regeneration (n)

3.2.12.2.6.8.2.1.	Number of WHTC test cycles with regeneration (nR)
3.2.12.2.6.9.	Other systems: Yes/No (¹)
3.2.12.2.6.9.1.	Description and operation

3.2.12.2.7.	If applicable, manufacturer’s reference to the documentation for installing the dual-fuel engine in a vehicle

3.2.17.	Specific information related to gas fuelled engines and dual-fuel engines for heavy-duty vehicles (in the case of systems laid out in a different manner, supply equivalent information)

3.2.17.1.	Fuel: LPG /NG-H/NG-L /NG-HL/ Hydrogen (T) /Hydrogen (TD) /Hydrogen (U) /Hydrogen (UD)(¹)(¹¹)

3.2.17.2.	Pressure regulator(s) or vaporiser/pressure regulator(s) (¹)
3.2.17.2.1.	Make(s)
3.2.17.2.2.	Type(s)
3.2.17.2.3.	Number of pressure reduction stages
3.2.17.2.4.	Pressure in final stage minimum (kPa) – maximum. (kPa)
3.2.17.2.5.	Number of main adjustment points
3.2.17.2.6.	Number of idle adjustment points
3.2.17.2.7.	Type approval number
3.2.17.3.	Fuelling system: mixing unit / gas injection / liquid injection / direct injection (¹)
3.2.17.3.1.	Mixture strength regulation
3.2.17.3.2.	System description and/or diagram and drawings
3.2.17.3.3.	Type approval number
3.2.17.4.	Mixing unit
3.2.17.4.1.	Number
3.2.17.4.2.	Make(s)
3.2.17.4.3.	Type(s)
3.2.17.4.4.	Location
3.2.17.4.5.	Adjustment possibilities
3.2.17.4.6.	Type approval number
3.2.17.5.	Inlet manifold injection
3.2.17.5.1.	Injection: single point/multipoint (¹)
3.2.17.5.2.	Injection: continuous/simultaneously timed/sequentially timed (¹)
3.2.17.5.3.	Injection equipment
3.2.17.5.3.1.	Make(s)
3.2.17.5.3.2.	Type(s)
3.2.17.5.3.3.	Adjustment possibilities
3.2.17.5.3.4.	Type approval number
3.2.17.5.4.	Supply pump (if applicable)
3.2.17.5.4.1.	Make(s)
3.2.17.5.4.2.	Type(s)
3.2.17.5.4.3.	Type approval number
3.2.17.5.5.	Injector(s)
3.2.17.5.5.1.	Make(s)
3.2.17.5.5.2.	Type(s)
3.2.17.5.5.3.	Type approval number
3.2.17.6.	Direct injection
3.2.17.6.1.	Injection pump/pressure regulator (¹)
3.2.17.6.1.1.	Make(s)
3.2.17.6.1.2.	Type(s)
3.2.17.6.1.3.	Injection timing
3.2.17.6.1.4.	Type approval number
3.2.17.6.2.	Injector(s)
3.2.17.6.2.1.	Make(s)
3.2.17.6.2.2.	Type(s)
3.2.17.6.2.3.	Opening pressure or characteristic diagram (¹)
3.2.17.6.2.4.	Type approval number
3.2.17.7.	Electronic control unit (ECU)
3.2.17.7.1.	Make(s)
3.2.17.7.2.	Type(s)
3.2.17.7.3.	Adjustment possibilities
3.2.17.7.4.	Software calibration number(s)
3.2.17.8.	NG fuel-specific equipment
3.2.17.8.1.	Variant 1 (only in the case of approvals of engines for several specific fuel compositions)
3.2.17.8.1.0.1.	Self-adaptive feature? Yes/No (¹)
—————

3.2.17.8.1.1.	methane (CH4) … basis (%mole) ethane (C2H6) … basis (%mole) propane (C3H8) … basis (%mole) butane (C4H10) … basis (%mole) C5/C5+: … basis (%mole) oxygen (O2) … basis (%mole) inert (N2, He etc) … basis (%mole)	min (%mole) min (%mole) min (%mole) min (%mole) min (%mole) min (%mole) min (%mole)	max (%mole) max (%mole) max (%mole) max (%mole) max (%mole) max (%mole) max (%mole)

3.5.5.	Specific fuel consumption, specific CO2 emissions and correction factors

3.5.5.1.	Specific fuel consumption over WHSC ‘SFCWHSC’ in accordance with paragraph 5.3.3 g/kWh (⁹)
3.5.5.2.	Corrected specific fuel consumption over WHSC ‘SFCWHSC, corr’ in accordance with paragraph 5.3.3.1: … g/kWh (⁹)

3.5.5.2.1.	For dual-fuel engines operated with natural gas or LPG: Specific CO2 emissions over the WHSC in accordance with point 6.1 of Appendix 4 g/kWh

3.5.5.2.2.	For dual-fuel engines operated with hydrogen: Specific energy consumption over the WHSC in accordance with point 6.2 of Appendix 4 MJ/kWh
3.5.5.2.3.	For dual-fuel engines operated with hydrogen: Specific diesel consumption over the WHSC, SFCWHSC,corr, determined in accordance with point 6 of Appendix 4 g/kWh

3.5.5.3.	Correction factor for WHTC urban part (from output of engine pre-processing tool) (⁹)
3.5.5.4.	Correction factor for WHTC rural part (from output of engine pre-processing tool) (⁹)
3.5.5.5.	Correction factor for WHTC motorway part (from output of engine pre-processing tool) (⁹)
3.5.5.6.	Cold-hot emission balancing factor (from output of engine pre-processing tool) (⁹)
3.5.5.7.	Correction factor for engines equipped with exhaust after-treatment systems that are regenerated on a periodic basis CFRegPer (from output of engine pre-processing tool) (⁹)
3.5.5.8.	Correction factor to standard NCV (from output of engine pre-processing tool) (⁹)
3.6.	Temperatures permitted by the manufacturer
3.6.1.	Cooling system
3.6.1.1.	Liquid cooling Maximum temperature at outlet (K)
3.6.1.2.	Air cooling
3.6.1.2.1.	Reference point
3.6.1.2.2.	Maximum temperature at reference point (K)
3.6.2.	Maximum outlet temperature of the inlet intercooler (K)
3.6.3.	Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold(s) or turbocharger(s) (K)
3.6.4.	Fuel temperature Minimum (K) – maximum (K) For diesel engines at injection pump inlet, for gas fuelled engines at pressure regulator final stage
3.6.5.	Lubricant temperature Minimum (K) – maximum (K)

3.8.	Lubrication system
3.8.1.	Description of the system
3.8.1.1.	Position of lubricant reservoir
3.8.1.2.	Feed system (by pump/injection into intake/mixing with fuel, etc.) (¹)
3.8.2.	Lubricating pump
3.8.2.1.	Make(s)
3.8.2.2.	Type(s)
3.8.3.	Mixture with fuel
3.8.3.1.	Percentage
3.8.4.	Oil cooler: Yes/No (¹)
3.8.4.1.	Drawing(s)
3.8.4.1.1.	Make(s)
3.8.4.1.2.	Type(s)

3.9	WHR System
3.9.1	Type of WHR system: WHR_no_ext, WHR_mech, WHR_elec
3.9.2	Operation principle
3.9.3	Description of the system
3.9.4	Evaporator type (¹⁰)
3.9.5	LEW in accordance with 3.1.6.2(a)
3.9.6	LmaxEW in accordance with 3.1.6.2(a)
3.9.7	Turbine type
3.9.8	LET in accordance with 3.1.6.2(b)
3.9.9	LmaxET in accordance with 3.1.6.2(b)
3.9.10	Expander type
3.9.11	LHE in accordance with 3.1.6.2(c)(i)
3.9.12	LmaxHE in accordance with 3.1.6.2(c)(i)
3.9.13	Condenser type
3.9.14	LEC in accordance with 3.1.6.2(c)(ii)
3.9.15	LmaxEC in accordance with 3.1.6.2(c)(ii)
3.9.16	LCE in accordance with 3.1.6.2(c)(iii)
3.9.17	LmaxCE in accordance with 3.1.6.2(c)(iii)
3.9.18	Rotational speed at which the net mechanical power was measured for WHR_mech systems in accordance with 3.1.6.2(f)

Notes:

(¹)Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable).

(³)This figure shall be rounded off to the nearest tenth of a millimetre.

(⁴)This value shall be calculated and rounded off to the nearest cm³.

(⁵)Specify the tolerance.

(⁶)Determined in accordance with the requirements of Regulation No. 85.

(⁷)Please fill in here the upper and lower values for each variant.

(⁸)To be documented in case of a single OBD engine family and if not already documented in the documentation package(s) referred to in line 3.2.12.2.7.0.4. of Part 1 of this Appendix.

(⁹)For dual-fuel engines indicate values for each fuel type and each operation mode separately.

(¹⁰)For other WHR systems this shall reflect the heat exchanger type in accordance with 3.1.6.2(d).

(¹¹)For hydrogen fuelled engines the letters T, TD, U and UD correspond to the following:

(a) T in case of a PI engine being approved and calibrated for gaseous hydrogen

(b) TD in case of a CI engine being approved and calibrated for gaseous hydrogen

(d) UD in case of a CI engine being approved and calibrated for liquefied hydrogen

Appendix to information document

Information on test conditions

Spark plugs

1.1. Make

1.2. Type

1.3. Spark-gap setting

Ignition coil

2.1. Make

2.2. Type

Lubricant used

3.1. Make

3.2. Type (state percentage of oil in mixture if lubricant and fuel mixed)

3.3. Specifications of lubricant

4. Test fuel used (¹²)

4.1. Fuel type (in accordance with paragraph 6.1.9 of Annex V to Commission Regulation (EU) 2017/2400)

4.2. Unique identification number (production batch number) of fuel used

4.3. Net calorific value (NCV) (in accordance with paragraph 6.1.8 of Annex V to Commission Regulation (EU) 2017/2400)

4.4. Reference fuel type (type of reference fuel used for testing in accordance with point 3.2 of Annex V to Commission Regulation (EU) 2017/2400)

5. Engine-driven equipment

5.1. The power absorbed by the auxiliaries/equipment needs only be determined, Note: Requirements for engine-driven equipment differ between emissions test and power test

5.2. Enumeration and identifying details

5.3.	Power absorbed at engine speeds specific for emissions test Table 1 Power absorbed at engine speeds specific for emissions test Equipment Idle Low speed High speed Preferred speed (²) n95h Pa Auxiliaries/equipment required according to Annex 4, Appendix 6 of UN Regulation No. 49 Pb Auxiliaries/equipment not required according to Annex 4, Appendix 6 of UN Regulation No. 49
Equipment
	Idle	Low speed	High speed	Preferred speed (²)	n95h
Pa Auxiliaries/equipment required according to Annex 4, Appendix 6 of UN Regulation No. 49
Pb Auxiliaries/equipment not required according to Annex 4, Appendix 6 of UN Regulation No. 49
5.4.	Fan constant determined in accordance with Appendix 5 to this Annex (if applicable)5.4.1. Cavg-fan (if applicable) 5.4.2. Cind-fan (if applicable) Table 2 Value of fan constant Cind-fan for different engine speeds Value Engine speed Engine speed Engine speed Engine speed Engine speed Engine speed Engine speed Engine speed Engine speed Engine speed 1 2 3 4 5 6 7 8 9 10 engine speed [min^– 1] fan constant Cind-fan,i
---	---	---	---	---	---
5.4.1.	Cavg-fan (if applicable)
5.4.2.	Cind-fan (if applicable) Table 2 Value of fan constant Cind-fan for different engine speeds Value Engine speed Engine speed Engine speed Engine speed Engine speed Engine speed Engine speed Engine speed Engine speed Engine speed 1 2 3 4 5 6 7 8 9 10 engine speed [min^– 1] fan constant Cind-fan,i
Value	Engine speed	Engine speed	Engine speed	Engine speed	Engine speed
1	2	3	4	5	6
engine speed [min^– 1]
fan constant Cind-fan,i

Engine performance (declared by manufacturer)

Low speed (nlo) … min^– 1

High speed (nhi) … min^– 1

Idle speed … min^– 1

Preferred speed … min^– 1

n95h … min^– 1

Idle speed … min^– 1

Speed at maximum power … min^– 1

Maximum power … kW

Speed at maximum torque … min^– 1

Maximum torque … Nm

Appendix 3

Engine CO2-Family

Parameters defining the engine CO2-family

The engine CO2-family, as determined by the manufacturer, shall comply with the membership criteria defined in accordance with paragraph 5.2.3 of Annex 4 to UN Regulation No. 49. An engine CO2-family may consist of only one engine.

In the case of a dual-fuel engine, the engine CO2-family shall also comply with the additional requirements of paragraph 3.1.1 of Annex 15 to UN Regulation No. 49.

In addition to those membership criteria, the engine CO2-family, as determined by the manufacturer, shall comply with the membership criteria listed in points 1.1 to 1.10.

In addition to the parameters listed in points 1.1 to 1.10, the manufacturer may introduce additional criteria allowing the definition of families of more restricted size. These parameters are not necessarily parameters that have an influence on the level of fuel consumption.

1.1.1. Displacement per cylinder

1.1.2. Number of cylinders

1.1.3. Bore and stroke data

1.1.4. Combustion chamber geometry and compression ratio

1.1.5. Valve diameters and port geometry

1.1.6. Fuel injectors (design and position)

1.1.7. Cylinder head design

1.1.8. Piston and piston ring design

1.2.1. Pressure charging equipment type (waste gate, VTG, 2-stage, other) and thermodynamic characteristics

1.2.2. Charge air cooling concept

1.2.3. Valve timing concept (fixed, partly flexible, flexible)

1.2.4. EGR concept (uncooled/cooled, high/low pressure, EGR-control)

1.3. Injection system

1.4. Auxiliary/equipment propulsion concept (mechanically, electrically, other)

1.10. 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.

2. Choice of the CO2-parent engine

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

General provisions

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. Number of engines and engine CO2-families to be tested

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.

Selection of engine CO2-families to be tested

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.

Testrun to be performed

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.

Run-in of newly manufactured engines

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:

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:

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.

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.

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

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.

Actual value for assessment of conformity of the certified CO2 emissions and fuel consumption related properties

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.

7.4 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.

7.6. 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.

Limit for conformity of one single test

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. Assessment of conformity of the certified CO2 emissions and fuel consumption related properties

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:

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.

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

Fan

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:

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.

Electric components/equipment

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

Markings

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:

1.5. 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) 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
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

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

Set of input parameters

| 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 | | 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’; |

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

| --- | --- | --- | --- | --- | | EngineSpeed | P068 | double, 2 | [1/min] | | | MaxTorque | P069 | double, 2 | [Nm] | | | DragTorque | P070 | double, 2 | [Nm] | | | 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. Reading of input files and automatic check of input data

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

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

ANNEX VI

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

Introduction

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.

Definitions

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.

Testing procedure for transmissions

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.

Testing procedure for torque converter (TC)

The torque converter characteristics to be determined for the simulation tool input consist of T pum1000 (the reference torque at 1 000 rpm input speed) and μ (the torque ratio of the torque converter). Both are depending on the speed ratio v (= output (turbine) speed / input (pump) speed for the torque converter) of the torque converter.

For determination of the characteristics of the TC, the applicant for a certificate shall apply the following method, irrespective of the chosen option for the assessment of the transmission torque losses.

To take the two possible arrangements of the TC and the mechanical transmission parts into account, the following differentiation between case S and P shall apply:

For case S arrangements the TC characteristics may be evaluated either separate from the mechanical transmission or in combination with the mechanical transmission. For case P arrangements the evaluation of TC characteristic is possible only in combination with the mechanical transmission. However, in this case and for the hydromechanical gears subject to measurement the whole arrangement, torque converter and mechanical transmission, is considered as a TC with similar characteristic curves as a sole torque converter. In the case of measurements together with a mechanical transmission, the speed ratio v and all corresponding values for step widths as well as limits shall be adjusted by taking the mechanical transmission ratio into account.

For the determination of the torque converter characteristics two measurement options may be applied:

(i) Option A: measurement at constant input speed;

(ii) Option B: measurement at constant input torque in accordance with SAE J643.

The manufacturer may choose option A or B for case S and case P arrangements.

For the input to the simulation tool, the torque ratio μ and reference torque Tpum of the torque converter shall be measured for a range of v ≤ 0,95 (= vehicle propulsion mode).

In the case of use of standard values, the data on torque converter characteristics provided to the simulation tool shall only cover the range of v ≤ 0,95 (or the adjusted speed ratio). The simulation tool automatically adds the generic values for overrun conditions.

v	μ	Tpum 1000
1,000	1,0000	0,00
1,100	0,9999	– 40,34
1,222	0,9998	– 80,34
1,375	0,9997	– 136,11
1,571	0,9996	– 216,52
1,833	0,9995	– 335,19
2,200	0,9994	– 528,77
2,500	0,9993	– 721,00
3,000	0,9992	– 1 122,00
3,500	0,9991	– 1 648,00
4,000	0,9990	– 2 326,00
4,500	0,9989	– 3 182,00
5,000	0,9988	– 4 242,00

The torque converter used for the measurements shall be in accordance with the drawing specifications for series production torque converters.

Modifications to the TC to meet the testing requirements of this Annex, e.g. for the inclusion of measurement sensors are permitted.

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

The input oil temperature to the TC shall meet the following requirements:

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

In case the TC characteristics are measured separately form the transmission, the oil temperature shall be measured prior to entering the converter test drum/bench.

The input TC oil flow rate and output oil pressure of the TC shall be kept within the specified operational limits for the torque converter, depending on the related transmission type and the tested maximum input speed.

As specified for transmission testing in 3.1.2.5.3 and 3.1.2.5.4.

The torque converter shall be installed on a testbed with a torque sensor, speed sensor and an electric machine installed at the input and output shaft of the TC.

The torque sensor measurement uncertainty shall be below 1 % of the measured torque value.

The use of torque sensors with higher measurement uncertainties is allowed if the part of the uncertainty exceeding 1 % of the measured torque can be calculated and is added to the measured torque loss as described in 4.1.7.

The uncertainty of the speed sensors shall not exceed ± 1 rpm.

The uncertainty of the temperature sensors for the measurement of the ambient temperature shall not exceed ± 1,5 K.

The uncertainty of the temperature sensors for the measurement of the oil temperature shall not exceed ± 1,5 K.

As specified in 3.1.6.1.

4.1.7.2.1. The input speed npum of the TC shall be fixed to a constant speed within the range of: 1 000 rpm ≤ npum ≤ 2 000 rpm

4.1.7.2.2. The speed ratio v shall be adjusted by increasing the output speed ntur from 0 rpm up to the set value of npum.

4.1.7.2.3. The step width shall be 0,1 for the speed ratio range of 0 to 0,6 and 0,05 for the range of 0,6 to 0,95.

4.1.7.2.4. The upper limit of the speed ratio may be limited to a value below 0,95 by the manufacturer. In this case at least seven evenly distributed points between v = 0 and a value of v < 0,95 have to be covered by the measurement.

4.1.7.2.5. For each point a minimum of 3-second stabilisation time within the temperature limits defined in point 4.1.2. is required. If needed, the stabilization time may be extended by the manufacturer to maximum 60 seconds. The oil temperature shall be recorded during the stabilization.

4.1.7.2.6. For each point the signals specified in 4.1.8. shall be recorded for the test point for a minimum of 3 seconds but for no longer than 15 seconds.

4.1.7.2.7. The measurement sequence (4.1.7.2.1. to 4.1.7.2.6.) shall be performed two times in total.

At least the following signals shall be recorded during the measurement:

(1) Input (pump) torque Tc,pum [Nm]

(2) Output (turbine) torque Tc,tur [Nm]

(3) Input rotational (pump) speed npum [rpm]

(4) Output rotational (turbine) speed ntur [rpm]

(5) TC input oil temperature KTCin [°C]

The sampling and recording rate shall be 100 Hz or higher.

A low pass filter shall be applied to avoid measurement errors.

4.1.9.1. The arithmetic mean values of torque and speed for the 03-15 seconds measurement shall be calculated for each of the two measurements.

4.1.9.2. The measured torques and speeds from the two sets shall be averaged (arithmetic mean values).

4.1.9.3. The deviation between the averaged torque of the two measurement sets shall be below ± 5 % of the average or ± 1 Nm (whichever value is larger). The arithmetic average of the two averaged torque values shall be taken. If the deviation is higher, the following value shall be taken for point 4.1.10. and 4.1.11. or the test shall be repeated for the TC.

4.1.9.4. The measured and averaged speed and torque at the input shaft shall be below ± 5 rpm and ± 5 Nm of the speed and torque set point for each measured operating point for the complete speed ratio series.

The part of the calculated measurement uncertainty UT,pum/tur exceeding 1 % of the measured torque Tc,pum/tur shall be used to correct the characteristic value of the TC as defined below.

ΔUT,pum/tur = MAX (0, (UT,pum/tur – 0,01 * Tc,pum/tur))

The uncertainty UT,pum/tur of the torque measurement shall be calculated based on the following parameter:

(i) Calibration error (incl. sensitivity tolerance, linearity, hysteresis and repeatability)

The uncertainty UT,pum/tur of the torque measurement is based on the uncertainties of the sensors at 95 % confidence level.

where:

For each measurement point, the following calculations shall be applied to the measurement data:

where:

As specified in 4.1.1.

As specified in 4.1.2.

As specified in 4.1.3.

As specified in 4.1.4.

As specified in 4.1.5.

As specified in 4.1.6.

As specified in 3.1.6.1.

4.2.7.2.1. The input torque Tpum shall be set to a positive level at npum = 1 000 rpm with the output shaft of the TC held non-rotating (output speed ntur = 0 rpm).

4.2.7.2.2. The speed ratio v shall be adjusted by increasing the output speed ntur from 0 rpm up to a value of ntur covering the usable range of v with at least seven evenly distributed speed points.

4.2.7.2.3. The step width shall be 0.1 for the speed ratio range of 0 to 0,6 and 0,05 for the range of 0,6 to 0,95.

4.2.7.2.4. The upper limit of the speed ratio may be limited to a value below 0,95 by the manufacturer.

4.2.7.2.5. For each point a minimum of 5-second stabilisation time within the temperature limits defined in point 4.2.2. is required. If needed, the stabilization time may be extended by the manufacturer to maximum 60 seconds. The oil temperature shall be recorded during the stabilization.

4.2.7.2.6. For each point the values specified in 4.2.8. shall be recorded for the test point for a minimum of 5 seconds but for no longer than 15 seconds.

4.2.7.2.7. The measurement sequence (4.2.7.2.1. to 4.2.7.2.6.) shall be performed two times in total.

As specified in 4.1.8.

As specified in 4.1.9.

As specified in 4.1.11.

Testing procedure for other torque transferring components (OTTC)

The scope of this section includes engine retarders, transmission retarders, driveline retarders, and components that are treated in the simulation tool as a retarder. These components include vehicle starting devices like a single wet transmission input clutch or hydro-dynamic clutch.

The retarder drag torque loss is a function of the retarder rotor speed. Since the retarder can be integrated in different parts of the vehicle driveline, the retarder rotor speed depends on the drive part (= speed reference) and step-up ratio between drive part and retarder rotor as shown in Table 2.

Configuration	Speed reference	Retarder rotor speed calculation
A. Engine Retarder	Engine Speed	nretarder = nengine * istep-up
B. Transmission Input Retarder	Transmission Input Shaft Speed	nretarder = ntransm.input * istep-up = ntransm.output * itransm * istep-up

C. Transmission Output Retarder or Axlegear Input Retarder	Transmission Output Shaft Speed or Axlegear Input Shaft Speed	nretarder = ntransm.output × istep-up

where:

Retarder configurations that are integrated in the engine and cannot be separated from the engine shall be tested in combination with the engine. This section does not cover these non-separable engine integrated retarders.

Retarders that can be disconnected from the driveline or the engine by any kind of clutch are considered to have zero rotor speed in disconnected condition and therefore have no power losses.

The retarder drag losses shall be measured with one of the following two methods:

(1) Measurement on the retarder as a stand-alone unit

(2) Measurement in combination with the transmission

In case the losses are measured on the retarder as stand-alone unit, the results are affected by the torque losses in the bearings of the test setup. It is permitted to measure these bearing losses and subtract them from the retarder drag loss measurements.

The manufacturer shall guarantee that the retarder used for the measurements is in accordance with the drawing specifications for series production retarders.

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

Based on the family described in Appendix 6 to this Annex, measured drag losses for transmissions with retarder can be used for the same (equivalent) transmission without retarder.

The use of the same transmission unit for measuring the torque losses of variants with and without retarder is permitted.

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

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

5.1.2.1 If the manufacturer applies a run-in procedure to the retarder, the run-in time for the retarder shall not exceed 100 hours at zero retarder apply torque. Optionally a share of a maximum of 6 hours with retarder apply torque may be included.

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 retarder.

For magnetic retarders the minimum ambient pressure shall be 899 hPa according to International Standard Atmosphere (ISA) ISO 2533.

For hydrodynamic retarders:

Except for the fluid, no external heating is allowed.

In case of testing as stand-alone unit, the retarder fluid temperature (oil or water) shall not exceed 87 °C.

In case of testing in combination with transmission, the oil temperature limits for transmission testing shall apply.

New, recommended first fill oil for the European market shall be used in the test.

For water retarders the water quality shall meet the specifications set out by the manufacturer for the retarder. The water pressure shall be set to a fixed value close to vehicle condition (1 ± 0,2 bar relative pressure at retarder input hose).

If several oils are recommended for first fill, they are considered to be equal if the oils have a kinematic viscosity within 50 % of each other at the same temperature (within the specified tolerance band for KV100).

The oil/water level shall meet the nominal specifications for the retarder.

The electric machine, the torque sensor, and speed sensor shall be mounted at the input side of the retarder or transmission.

The installation of the retarder (and transmission) shall be done with an inclination angle as for installation in the vehicle according to the homologation drawing ± 1° or at 0° ± 1°.

As specified for transmission testing in 3.1.4.

As specified for transmission testing in 3.1.6.1.

The torque loss measurement sequence for the retarder testing shall follow the provisions for the transmission testing defined in 3.1.6.3.2. to 3.1.6.3.5.

When the retarder is tested as stand-alone unit, torque loss measurements shall be conducted using the following speed points:

200, 400, 600, 900, 1 200 , 1 600 , 2 000 , 2 500 , 3 000 , 3 500 , 4 000 , 4 500 , 5 000 , continued up to the maximum retarder rotor speed.

5.1.6.2.2.1. In case the retarder is tested in combination with a transmission, the selected transmission gear shall allow the retarder to operate at its maximum rotor speed.

5.1.6.2.2.3. Measurement points may be added for transmission input speeds below 600 rpm if requested by the manufacturer.

5.1.6.2.2.4. The manufacturer may separate the retarder losses from the total transmission losses by testing in the order as described below:

As specified for transmission testing in 3.1.5.

All recorded data shall be checked and processed as defined for transmission testing in 3.1.7.

5.2.1 Retarder torque losses for speeds below the lowest measurement speed shall be set equal to the measured torque loss at this lowest measurement speed.

5.2.2 In case the retarder losses were separated out from the total losses by calculating the difference in data sets of testing with and without a retarder (see 5.1.6.2.2.4.), the actual retarder rotor speeds depend on the retarder location, and/or selected gear ratio and retarder step-up ratio and thereby may differ from the measured transmission input shaft speeds. The actual retarder rotor speeds relative to the measured drag loss data shall be calculated as described in 5.1. Table 2.

5.2.3 The torque loss map data shall be formatted and saved as specified in Appendix 12 to this Annex.

Testing procedure for additional drivetrain components (ADC) / drivetrain component with a single speed ratio (e.g. angle drive)

6.1.Methods for establishing losses of a drivetrain component with a single speed ratio

The losses of a drivetrain component with a single speed ratio shall be determined using one of the following cases:

6.1.1.Case A: Measurement on a separate drivetrain component with a single speed ratio

For the torque loss measurement of a drivetrain component with a single speed ratio, the three options as defined for the determination of the transmission losses shall apply:

The measurement, the validation and the uncertainty calculation of the losses of a drivetrain component with a single speed ratio shall follow the procedure described for the related transmission test option in point 3 diverging in the following requirements:

Measurements shall be performed at 200 rpm and 400 rpm (at the input shaft of the drivetrain component with a single speed ratio) and for the following speed points: 600, 900, 1 200 , 1 600 , 2 000 , 2 500 , 3 000 , 4 000 rpm and multiples of 10 of these values up to the maximum speed in accordance with specifications of the drivetrain component with a single speed ratio, or the last speed point before the defined maximum speed. It is permitted to measure additional intermediate speed points.

6.1.1.1Applicable speed range:

6.1.2.Case B: Individual measurement of a drivetrain component with a single speed ratio connected to a transmission

Where the drivetrain component with a single speed ratio is tested in combination with a transmission, the testing shall follow one of the defined options for transmission testing:

6.1.2.1The manufacturer may separate the losses of a drivetrain component with a single speed ratio from the total transmission losses by testing in the order as described below:

(1) The torque loss for the complete transmission including drivetrain component with a single speed ratio shall be measured as defined for the applicable transmission testing option = Tl,in,withad

(2) The drivetrain component with a single speed ratio and related parts shall be replaced with parts required for the equivalent transmission variant without drivetrain component with a single speed ratio. The measurement of point (1) shall be repeated. = Tl,in,withoutad

(3) The torque loss for the drivetrain component system with a single speed ratio shall be determined by calculating the differences between the two test data sets = Tl,in,adsys = max(0, Tl,in,withad – Tl,in,withoutad)

6.1.3.Case C: Belt (or similar technology) that is used for connection of an electric machine system to the main powertrain of the vehicle (as defined in the description of the optional ADC input data in Table 8 of Annex III of this Regulation).

In this case the input data required in accordance with Table 7 of Appendix 12 shall be determined in accordance with the provisions defined in Appendix 11, whereby the value of fT shall be 0,08 and the maximum available torque of the electric machine system shall be used for Tmax,in.

6.2.Complement of input files for the simulation tool

6.2.1.Torque losses for speeds below the above defined minimum speed and additionally at input speed point of 0 rpm shall be set equal to the torque loss at the minimum speed.

6.2.2.In the cases the highest tested input speed of the drivetrain component with a single speed ratio was the last speed point below the defined maximum permissible speed of the drivetrain component with a single speed ratio, an extrapolation of the torque loss shall be applied up to the maximum speed with linear regression based on the two last measured speed points.

6.2.3.To calculate the torque loss data for the input shaft of the transmission the drivetrain component with a single speed ratio is to be combined with, linear interpolation and extrapolation shall be used.

Conformity of the certified CO2 emissions and fuel consumption related properties

7.1. Every transmission, torque converter (TC), other torque transferring components (OTTC) and additional driveline components (ADC) shall be so manufactured as to conform to the approved type with regard to the description as given in the certificate and its annexes. The conformity of the certified CO2 emissions and fuel consumption related properties procedures shall comply to the conformity of production arrangements laid down in Article 31 of Regulation (EU) 2018/858.

7.2 Torque converter (TC), other torque transferring components (OTTC) and additional driveline components (ADC) shall be excluded from the production conformity testing provisions of section 8 to this annex.

7.3 Conformity of the certified 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.

7.4 Conformity of the certified CO2 emissions and fuel consumption related properties shall be assessed in accordance with the specific conditions laid down in this paragraph.

7.5 The manufacturer shall test annually at least the number of transmissions indicated in Table 3 based on the total annual production number of the transmissions produced by the manufacturer. For the purpose of establishing the production numbers, only transmissions which fall under the requirements of this Regulation shall be considered.

7.6 Each transmission which is tested by the manufacturer shall be representative for a specific family. Only one transmission per family shall be tested.

7.7 For the total annual production volumes between 1 001 and 10 000 transmissions, the choice of the family for which the tests shall be performed shall be agreed between the manufacturer and the approval authority.

7.8	For the total annual production volumes above 10 000 transmissions, the transmission family with the highest production volume shall always be tested. The manufacturer shall justify (ex. by showing sales numbers) to the approval authority the number of tests which has been performed and the choice of the families. The remaining families for which the tests are to be performed shall be agreed between the manufacturer and the approval authority. Table 3 Sample size conformity testing Total annual production of transmissions Number of tests 0 – 1 000 0 > 1 000 -10 000 1 > 10 000 -30 000 2 > 30 000 3 > 100 000 4
Total annual production of transmissions	Number of tests
0 – 1 000	0
> 1 000 -10 000	1
> 10 000 -30 000	2
> 30 000	3
> 100 000	4

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

7.10 Notwithstanding point 7.6, if the result of a test performed in accordance with point 8 is higher than the one specified in point 8.1.3., three additional transmissions from the same family shall be tested. If at least one of them fails, provisions of Article 23 shall apply.

8. Production conformity testing

For conformity of the certified CO2 emissions and fuel consumption related properties testing the following method shall apply upon prior agreement between an approval authority and the applicant for a certificate:

8.1.3 The conformity of the certified CO2 emissions and fuel consumption related properties test is passed when the following condition applies: The efficiency of the tested transmission during conformity of the certified CO2 emissions and fuel consumption related properties test ηA,CoP shall not be lower than X % of the type approved transmission efficiency ηA,TA. ηA,TA – ηA,CoP ≤ X X shall be replaced by 1,5 % for SMT/AMT/DCT transmissions and 3 % for APT transmissions or transmission with more than 2 friction shift clutches. The efficiency of the approved transmission ηA,TA shall be calculated by the arithmetic mean value of the efficiency of 18 operating points during certification based on the formulas in 8.1.2.3 and 8.1.2.4, defined by the requirements in 8.1.2.2.2.

Appendix 1

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

Maximum format: A4 (210 × 297 mm)

Communication concerning: — granting (¹) — extension (¹) — refusal (¹) — withdrawal (¹)	Administration stamp

of a certificate with regard to Regulation (EC) No 595/2009 as implemented by Regulation (EU) 2017/2400.

Regulation (EC) No XXXXX and Regulation (EU) 2017/2400 as last amended by ….

certification number:

Hash:

Reason for extension:

0.1 Make (trade name of manufacturer):

0.2 Type:

0.4 Name and address of manufacturer:

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

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

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

1.1.1 In case of transmission: specify for both output torque ranges 0-10 kNm and > 10 kNm separately for each transmission gear

Approval authority responsible for carrying out the tests:

Date of test report

Number of test report

Remarks (if any): see Addendum

Place

7. Date

8. Signature

Attachments:

Information document

Test report

Appendix 2

Transmission information document

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

pursuant to …

Transmission type/family (if applicable):

…

GENERAL

0.1. Name and address of manufacturer

0.2. Make (trade name of manufacturer):

0.3. Transmission type:

0.4. Transmission family:

0.5. Transmission type as separate technical unit/Transmission family as separate technical unit

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

0.7. Means of identification of model, if marked on the transmission:

0.8. In the case of components and separate technical units, location and method of affixing of the EC approval mark:

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

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

PART 1

ESSENTIAL CHARACTERISTICS OF THE (PARENT) TRANSMISSION AND THE TRANSMISSION TYPES WITHIN A TRANSMISSION FAMILY

	Parent transmission	Family members

or transmission type

	#1	#2	#3

1.1 Gear ratio. Gearscheme and powerflow

1.2 Center distance for countershaft transmissions

1.3 Type of bearings at corresponding positions (if fitted)

1.4 Type of shift elements (tooth clutches, including synchronisers or friction clutches) at corresponding positions (where fitted)

1.5 Single gear width for Option 1 or Single gear width ± 1 mm for Option 2 or Option 3

1.6 Total number of forward gears

1.7 Number of tooth shift clutches

1.8 Number of synchronizers

1.9 Number of friction clutch plates (except for single dry clutch with 1 or 2 plates)

1.10 Outer diameter of friction clutch plates (except for single dry clutch with 1 or 2 plates)

1.11 Surface roughness of the teeth (incl. drawings)

1.12 Number of dynamic shaft seals

1.13 Oil flow for lubrication and cooling per transmission input shaft revolution

1.14 Oil viscosity at 100 °C (± 10 %)

1.15 System pressure for hydraulically controlled gearboxes

1.16 Specified oil level in reference to central axis and in accordance with the drawing specification (based on average value between lower and upper tolerance) in static or running condition. The oil level is considered as equal if all rotating transmission parts (except for the oil pump and the drive thereof) are located above the specified oil level

1.17 Specified oil level (± 1 mm)

1.18 Gear ratios [-] and maximum input torque [Nm], maximum input power (kW) and maximum input speed [rpm] for the highest rated version per family member (where the same family member is sold with different commercial names)

1.19	TC lock-up clutch slip in fixed gears (yes/no) If yes, declaration of permanent slip in TC lock-up clutch or input side clutch in separate maps for each gear depending of measured input speed/torque points, see example of data for gear 1 below: TC-slip [rpm] Gear 1 Input Torque Reference (Nm) Input Speed Reference (rpm) 600 900 1 200 1 600 2 000 2 500 0 20 50 60 60 60 60 200 30 40 10 10 10 10 400 30 40 20 20 20 20 600 30 40 20 20 20 20 900 30 40 20 20 20 20 1 200 30 40 20 20 20 20
Input Torque Reference (Nm)	Input Speed Reference (rpm)
600	900	1 200	1 600	2 000	2 500
0	20	50	60	60	60	60
200	30	40	10	10	10	10
400	30	40	20	20	20	20
600	30	40	20	20	20	20
900	30	40	20	20	20	20
1 200	30	40	20	20	20	20

LIST OF ATTACHMENTS

| No.: | Description: | Date of issue: |

| --- | --- | --- | | 1 | Information on Transmission test conditions | … | | 2 | … | |

Attachment 1 to Transmission information document

Information on test conditions (if applicable)

1.1 Measurement with retarder	yes/no
1.2 Measurement with angle drive	yes/no
1.3 Maximum tested input speed [rpm]
1.4 Maximum tested input torque [Nm]

Appendix 3

Hydrodynamic torque converter (TC) information document

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

pursuant to …

TC type/family (if applicable):

…

GENERAL

0.1 Name and address of manufacturer

0.2 Make (trade name of manufacturer):

0.3 TC type:

0.4 TC family:

0.5 TC type as separate technical unit / TC family as separate technical unit

0.6 Commercial name(s) (if available):

0.7 Means of identification of model, if marked on the TC:

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

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

0.10 Name and address of the manufacturer's representative:

PART 1

ESSENTIAL CHARACTERISTICS OF THE (PARENT) TC AND THE TC TYPES WITHIN A TC FAMILY

| | Parent TC or | Family members | | | |

---	---	---	---
TC type	#1	#2	#3

LIST OF ATTACHMENTS

No.:	Description:	Date of issue:
1	Information on Torque Converter test conditions	…
2	…

Attachment 1 to Torque Converter information document

Information on test conditions (if applicable)

Method of measurement

1.1 TC with mechanical transmission yes/no

1.2 TC as separate unit yes/no

Appendix 4

Other torque transferring components (OTTC) information document

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

pursuant to …

OTTC type/family (if applicable):

…

GENERAL

0.1 Name and address of manufacturer

0.2 Make (trade name of manufacturer):

0.3 OTTC type:

0.4 OTTC family:

0.5 OTTC type as separate technical unit/OTTC family as separate technical unit

0.6 Commercial name(s) (if available):

0.7 Means of identification of model, if marked on the OTTC:

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

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

0.10 Name and address of the manufacturer's representative:

PART 1

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

| | Parent OTTC | Family member | | |

---	---	---	---	---
	#1	#2	#3

LIST OF ATTACHMENTS

| No.: | Description: | Date of issue: |

| --- | --- | --- | | 1 | Information on OTTC test conditions | … | | 2 | … | |

Attachment 1 to OTTC information document

Information on test conditions (if applicable)

Method of measurement

Maximum test speed of OTTC main torque absorber e.g. retarder rotor [rpm]

Appendix 5

Additional driveline components (ADC) information document

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

pursuant to …

ADC type/family (if applicable):

…

GENERAL

0.1 Name and address of manufacturer

0.2 Make (trade name of manufacturer):

0.3 ADC type:

0.4 ADC family:

0.5 ADC type as separate technical unit/ADC family as separate technical unit

0.6 Commercial name(s) (if available):

0.7 Means of identification of model, if marked on the ADC:

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

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

0.10 Name and address of the manufacturer's representative:

PART 1

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

Parent-ADC	Family member

#1	#2	#3

1.1 Gear ratio and gearscheme

1.2 Angle between input/output shaft

1.3 Type of bearings at corresponding positions

1.4 Number of teeth per gearwheel

1.5 Single gear width

1.6 Number of dynamic shaft seals

1.7 Oil viscosity (± 10 %)

1.8 Surface roughness of the teeth

1.9 Specified oil level in reference to central axis and in accordance with the drawing specification (based on average value between lower and upper tolerance) in static or running condition. The oil level is considered as equal if all rotating transmission parts (except for the oil pump and the drive thereof) are located above the specified oil level

1.10 Oil level within (± 1mm).

LIST OF ATTACHMENTS

No.:	Description:	Date of issue:
1	Information on ADC test conditions	…
2	…

Attachment 1 to ADC information document

Information on test conditions (if applicable)

1. Method of measurement

with transmission	yes/no
drive mechanism	yes/no
direct	yes/no

Maximum test speed at ADC input [rpm]

Appendix 6

Family Concept

General

A transmission, torque converter, other torque transferring components or additional driveline components family is characterized by design and performance parameters. These shall be common to all members within the family. The manufacturer may decide which transmission, torque converter, other torque transferring components or additional driveline components belong to a family, as long as the membership criteria listed in this Appendix are respected. The related family shall be approved by the Approval Authority. The manufacturer shall provide to the Approval Authority the appropriate information relating to the members of the family.

In some cases there may be interaction between parameters. This shall be taken into consideration to ensure that only transmissions, torque converter, other torque transferring components or additional driveline components with similar characteristics are included within the same family. These cases shall be identified by the manufacturer and notified to the Approval Authority. It shall then be taken into account as a criterion for creating a new transmission, torque converter, other torque transferring components or additional driveline components family.

In case of devices or features, which are not listed in paragraph 9. and which have a strong influence on the level of performance, this equipment shall be identified by the manufacturer on the basis of good engineering practice, and shall be notified to the Approval Authority. It shall then be taken into account as a criterion for creating a new transmission, torque converter, other torque transferring components or additional driveline components family.

1.2 The family concept defines criteria and parameters enabling the manufacturer to group transmission, torque converter, other torque transferring components or additional driveline components into families and types with similar or equal CO2-relevant data.

The Approval Authority may conclude that the highest torque loss of the transmission, torque converter, other torque transferring components or additional driveline components family can best be characterized by additional testing. In this case, the manufacturer shall submit the appropriate information to determine the transmission, torque converter, other torque transferring components or additional driveline components within the family likely to have the highest torque loss level.

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

The parent transmission shall be selected using the following criteria listed below.

Appendix 7

Markings and numbering

Markings

In the case of a component being certified in accordance with this Annex, the component 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 0.2 and 0.3 of Appendices 2 - 5 to this Annex

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

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 IV to Regulation (EU) 2020/683, preceded by the two figures indicating the sequence number assigned to the latest technical amendment to this Regulation and by an alphabetical character indicating the part for which the certificate has been granted. For this Regulation, the sequence number shall be 02. For this Regulation, the alphabetical character shall be the one laid down in Table 1. Table 1 G Transmission C Torque Converter (TC) O Other torque transferring component (OTTC) D Additional driveline component (ADC)

G	Transmission

C	Torque Converter (TC)
O	Other torque transferring component (OTTC)
D	Additional driveline component (ADC)

1.5 The above certification mark affixed to a transmission, torque converter (TC), other torque transferring component (OTTC) or additional drivetrain component (ADC) shows that the type concerned has been certified in Poland (e20), pursuant to this Regulation. The first two digits (02) are indicating the sequence number assigned to the latest technical amendment to this Regulation. The following digit indicates that the certification was granted for a transmission (G). The last five digits (00005) are those allocated by the approval authority to the transmission, as the base approval number.

1.6 On request of the applicant for certificate and after prior agreement with the approval authority other type sizes than indicated in 1.5 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 transmission, torque converter (TC), other torque transferring components (OTTC) or additional driveline components (ADC) and must be clearly legible and indelible. The manufacturer shall ensure that the markings, labels, plates or sticker cannot be removed without destroying or defacing them.

1.8 In the case separate certifications are granted by the same approval authority for a transmission, a torque converter, other torque transferring components or additional driveline components and those parts are installed in combination, the indication of one certification mark referred to in point 1.3 is sufficient. This certification mark shall be followed by the applicable markings specified in point 1.4 for the respective transmission, torque converter, other torque transferring component or additional driveline component separated by ‘/’.

1.9. The certification mark shall be visible when the transmission, torque converter, other torque transferring component or additional driveline component is installed on the vehicle and shall be affixed to a part necessary for normal operation and not normally requiring replacement during component life.

1.10 In the case that torque converter or other torque transferring components are constructed in such a way that they are not accessible and / or visible after being assembled with a transmission the certification mark of the torque converter or other torque transferring component shall be placed on the transmission. In the case described in first paragraph, if a torque converter or other torque transferring component have not been certified, ‘–’ instead of the certification number shall be indicated on the transmission next to the alphabetical character specified in point 1.4.

Numbering

| 2.1 | Certification number for transmissions, torque converter, other torque transferring component and additional drivetrain component shall comprise the following: eXYYYY/YYYYZZZZ/ZZZZX00000*00 section 1 section 2 section 3 Additional letter to section 3 section 4 section 5 Indication of country issuing the certificate HDV CO2 determination Regulation ‘2017/2400’ Latest amending Regulation (ZZZZ/ZZZZ) See Table 1 of this Appendix Base certification number 00000 Extension 00 | | | | |

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

Appendix 8

Standard torque loss values - Transmission

Calculated fallback values based on the maximum rated torque of the transmission:

For transmissions with integrated differential, the integrated differential shall be treated as an angle drive. Thereby, the expressions for Tadd0, Tadd1000 and fTadd above shall be used for calculating Tl,in.

Appendix 9

Generic model – torque converter

Generic torque converter model based on standard technology:

For the determination of the torque converter characteristics a generic torque converter model depending on specific engine characteristics may be applied.

The generic TC model is based on the following characteristic engine data:

Thereby the generic TC characteristics are valid only for a combination of the TC with an engine sharing the same specific characteristic engine data.

Description of the four-point model for the torque capacity of the TC:

Generic torque capacity and generic torque ratio:

Figure 1

Generic torque capacity

Text of image

Overrun point

Coupling point

Intermediate point

Stall point

Figure 2

Generic torque ratio

Text of image

Coupling point

Overrun point

Stall point

where:

The model requires the following definitions for the calculation of the generic torque capacity:

— Stall point at 70 % nominal engine speed.

— Engine torque in stall point at 80 % maximum engine torque.

— Engine/Pump reference torque in stall point:

— Intermediate speed ratio vm = 0,6 * vs

— Engine/pump reference torque in intermediate point at 80 % of reference torque in stall point:

— Coupling point at 90 % overrun conditions: vc = 0,90 * vs

— Engine/pump reference torque in clutch point at 50 % of reference torque in stall point:

— Reference torque at overrun conditions = vs:

The model requires the following definitions for the calculation of the generic torque ratio:

— Torque ratio at stall point v0=0:

— Linear interpolation between stall point and coupling point

— Torque ratio at coupling point vc = 0,9 * vs:

— Torque ratio at overrun conditions = vs:

Linear interpolation between the calculated specific points shall be used.

Appendix 10

Calculated standard torque loss values for other torque transferring components:

For primary hydrodynamic retarders (oil or water) with included vehicle launch functionality, the retarder drag torque shall be calculated by

For other hydrodynamic retarders (oil or water), the retarder drag torque shall be calculated by

For magnetic retarders (permanent or electro-magnetic), the retarder drag torque shall be calculated by:

where:

Appendix 11

Standard torque loss values – geared angle drive or drivetrain component with a single speed ratio

Consistent with the standard torque loss values for the combination of a transmission with a geared angle drive in Appendix 8, the standard torque losses of a geared angle drive or drivetrain component with a single speed ratio without transmission shall be calculated from:

where:

The standard torque losses obtained by the calculations above may be added to the torque losses of a transmission obtained by Options 1-3 in order to obtain the torque losses for the combination of the specific transmission with an angle drive.

Appendix 12

Input parameters for the simulation tool

Introduction

This Appendix describes the list of parameters to be provided by the transmission, torque converter (TC), other torque transferring components (OTTC) and additional driveline components (ADC) manufacturer as input to the simulation tool. The applicable XML schema as well as example data are available at the dedicated electronic distribution platform.

Definitions

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

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

Set of input parameters

Parameter name	Parameter ID	Type	Unit	Description/Reference
Manufacturer	P205	token	[-]
Model	P206	token	[-]
CertificationNumber	P207	token	[-]
Date	P208	dateTime	[-]	Date and time when the component-hash is created
AppVersion	P209	token	[-]
TransmissionType	P076	string	[-]	Allowed values (¹): ‘SMT’, ‘AMT’, ‘APT-S’, ‘APT-P’, ‘APT-N’, ‘IHPC Type 1’
MainCertificationMethod	P254	string	[-]	Allowed values: ‘Option 1’, ‘Option 2’, ‘Option 3’, ‘Standard values’

DifferentialIncluded	P353	boolean	[-]	This input parameter is only required for front wheel driven vehicles.
AxlegearRatio	P150	double, 3	[-]	Optional, only required in the event ‘DifferentialIncluded’ is true.
(¹) DCT shall be declared as transmission type AMT.
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
GearNumber	P199	integer	[-]
Ratio	P078	double, 3	[-]	In the case of transmission with included differential, transmission gear ratio shall only be indicated without considering axle gear ratio
MaxTorque	P157	integer	[Nm]	optional
MaxSpeed	P194	integer	[1/min]	optional
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
InputSpeed	P096	double, 2	[1/min]
InputTorque	P097	double, 2	[Nm]
TorqueLoss	P098	double, 2	[Nm]
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
Manufacturer	P210	token	[-]
Model	P211	token	[-]

CertificationNumber	P212	token	[-]

Date	P213	dateTime	[-]	Date and time when the component-hash is created
AppVersion	P214	string	[-]
CertificationMethod	P257	string	[-]	Allowed values: ‘Measured’, ‘Standard values’

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

| --- | --- | --- | --- | --- | | SpeedRatio | P099 | double, 4 | [-] | | | TorqueRatio | P100 | double, 4 | [-] | | | InputTorqueRef | P101 | double, 2 | [Nm] | |

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

| --- | --- | --- | --- | --- | | Manufacturer | P220 | token | [-] | | | Model | P221 | token | [-] | | | | | | | | | CertificationNumber | P222 | token | [-] | | | | | | | | | Date | P223 | dateTime | [-] | Date and time when the component-hash is created | | AppVersion | P224 | string | [-] | | | Ratio | P176 | double, 3 | [-] | | | CertificationMethod | P258 | string | [-] | Allowed values: ‘Option 1’, ‘Option 2’, ‘Option 3’, ‘Standard values’ |

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

| --- | --- | --- | --- | --- | | InputSpeed | P173 | double, 2 | [1/min] | | | InputTorque | P174 | double, 2 | [Nm] | | | TorqueLoss | P175 | double, 2 | [Nm] | | | Parameter name | Parameter ID | Type | Unit | Description/Reference | | --- | --- | --- | --- | --- | | Manufacturer | P225 | token | [-] | | | Model | P226 | token | [-] | | | | | | | | | CertificationNumber | P227 | token | [-] | | | | | | | | | Date | P228 | dateTime | [-] | Date and time when the component-hash is created | | AppVersion | P229 | string | [-] | | | CertificationMethod | P255 | string | [-] | Allowed values: ‘Measured’, ‘Standard values’ |

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

| --- | --- | --- | --- | --- | | RetarderSpeed | P057 | double, 2 | [1/min] | | | TorqueLoss | P058 | double, 2 | [Nm] | |

ANNEX VII

VERIFYING AXLE DATA

Introduction

This Annex describes the certification provisions regarding the torque losses of propulsion axles for heavy duty vehicles. Alternatively to the certification of axles the calculation procedure for the standard torque loss as defined in Appendix 3 to this Annex can be applied for the purpose of the determination of vehicle specific CO2 emissions.

Definitions

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

(1) ‘Single reduction axle (SR)’ means a driven axle with only one gear reduction, typically a bevel gear set with or without hypoid offset.

(2) ‘Single portal axle (SP)’ means an axle, that has typically a vertical offset between the rotating axis of the crown gear and the rotating axis of the wheel due to the demand of a higher ground clearance or a lowered floor to allow a low floor concept for inner city buses. Typically, the first reduction is a bevel gear set, the second one a spur gear set (or helical gear set) with vertical offset close to the wheels.

(3) ‘Hub reduction axle (HR)’ means a driven axle with two gear reductions. The first is typically a bevel gear set with or without hypoid offset. The other is a planetary gear set, what is typically placed in the area of the wheel hubs.

(4) ‘Single reduction tandem axle (SRT)’ means a driven axle that is basically similar to a single driven axle, but has also the purpose to transfer torque from the input flange over an output flange to a further axle. The torque can be transferred with a spur gear set close at the input flange to generate a vertical offset for the output flange. Another possibility is to use a second pinion at the bevel gear set, what takes off torque at the crown wheel.

(5) ‘Hub reduction tandem axle (HRT)’ means a hub reduction axle, what has the possibility to transfer torque to the rear as described under single reduction tandem axle (SRT).

(6) ‘Axle housing’ means the housing parts that are needed for structural capability as well as for carrying the driveline parts, bearings and sealings of the axle.

(7) ‘Pinion’ means a part of a bevel gear set which usually consists of two gears. The pinion is the driving gear which is connected with the input flange. In case of a SRT / HRT, a second pinion can be installed to take off torque from the crown wheel.

(8) ‘Crown wheel’ means a part of a bevel gear set which usually consists of two gears. The crown wheel is the driven gear and is connected with the differential cage.

(9) ‘Hub reduction’ means the planetary gear set that is installed commonly outside the planetary bearing at hub reduction axles. The gear set consists of three different gears. The sun, the planetary gears and the ring gear. The sun is in the centre, the planetary gears are rotating around the sun and are mounted to the planetary carrier that is fixed to the hub. Typically, the number of planetary gears is between three and five. The ring gear is not rotating and fixed to the axle beam.

(10) ‘Planetary gear wheels’ means the gears that rotate around the sun within the ring gear of a planetary gear set. They are assembled with bearings on a planetary carrier, what is joined to a hub.

(11) ‘Oil type viscosity grade’ means a viscosity grade as defined by SAE J306.

(12) ‘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 axle for the first service interval.

(13) ‘Axle line’ means a group of axles that share the same basic axle-function as defined in the family concept.

(14) ‘Axle family’ means a manufacturer's grouping of axles which through their design, as defined in Appendix 4 of this Annex, have similar design characteristics and CO2 and fuel consumption properties.

(15) ‘Drag torque’ means the required torque to overcome the inner friction of an axle when the wheel ends are rotating freely with 0 Nm output torque.

(16) ‘Mirror inverted axle casing’ means the axle casing is mirrored regarding to the vertical plane.

(17) ‘Axle input’ means the side of the axle on which the torque is delivered to the axle.

(18) ‘Axle output’ means the side(s) of the axle where the torque is delivered to the wheels.

General requirements

The axle gears and all bearings shall be new for the verification of axle losses, while wheel end bearings may already be run in and may be used for multiple measurements.

On request of the applicant different gear ratios can be tested in one axle housing using the same wheel ends.

Different axle ratios of hub reduction axles and single portal axles (HR, HRT, SP) may be measured by exchanging the hub reduction only. The provisions as specified in Appendix 4 to this Annex shall apply.

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

For testing the losses of an axle the torque loss map for each ratio of an individual axle shall be measured, however axles can be grouped in axle families following the provisions of Appendix 4 to this Annex.

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

3.1.1 Only factory fill oil shall be used for the run-in procedure. The oil used for the run-in shall not be used for the testing described in paragraph 4.

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

3.1.3 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.

3.1.4 The requirements for the oil temperature (4.3.1), measurement accuracy (4.4.7) and test set-up (4.2) do not apply for the run-in procedure.

Testing procedure for axles

The temperature in the test cell shall be maintained to 25 °C ± 10 °C. The ambient temperature shall be measured within a distance of 1 m to the axle housing. Forced heating of the axle may only be applied by an external oil conditioning system as described in 4.1.5.

The oil temperature shall be measured at the centre of the oil sump or at any other suitable point in accordance with good engineering practice. In case of external oil conditioning, alternatively the oil temperature can be measured in the outlet line from the axle housing to the conditioning system within 5 cm downstream the outlet. In both cases the oil temperature shall not exceed 70 °C.

Only recommended factory fill oils as specified by the axle manufacturer shall be used for the measurement. In the case of testing different gear ratio variants with one axle housing, new oil shall be filled in for each single measurement of the whole axle system.

If different oils with multiple viscosity grades are specified for the factory fill, the manufacturer shall choose the oil with the highest viscosity grade for performing the measurements on the parent axle.

If more than one oil within the same viscosity grade is specified within one axle family as factory fill oil, the applicant may choose one oil of these for the measurement related to certification.

The oil level or filling volume shall be set to the maximum level as defined in the manufacturer's maintenance specifications.

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

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

For the purpose of the torque loss measurement different test set-ups are permitted as described in paragraph 4.2.3 and 4.2.4.

In case of a tandem axle, each axle shall be measured separately. The first axle with longitudinal differential shall be locked. The output shaft of drive-through axles shall be installed freely rotatable.

4.2.2.1 For a test setup with two electric machines, the torque meters shall be installed on the input flange and on one wheel end while the other one is locked.

4.2.2.2 For a test setup with three electric machines, the torque meters shall be installed on the input flange and on each wheel end.

4.2.2.3 Half shafts of different lengths are permitted in a two machine set-up in order to lock the differential and to ensure that both wheel ends are turning.

A test set-up considered ‘Type A’ consists of a dynamometer on the axle input side and at least one dynamometer on the axle output side(s). Torque measuring devices shall be installed on the axle input- and output- side(s). For type A setups with only one dynamometer on the output side, the freely rotating end of the axle shall be rotatably locked to the other end on the output side (e.g. by an activated differential lock or by means of any other mechanical differential lock implemented only for the measurement).

To avoid parasitic losses, the torque measuring devices shall be positioned as close as possible to the axle input- and output- side(s) being supported by appropriate bearings.

Additionally mechanical isolation of the torque sensors from parasitic loads of the shafts, for example by installation of additional bearings and a flexible coupling or lightweight cardan shaft between the sensors and one of these bearings can be applied. Figure 1 shows an example for a test setup of Type A in a two dynamometer lay-out.

For Type A test set-up configurations the manufacturer shall provide an analysis of the parasitic loads. Based on this analysis the approval authority shall decide about the maximum influence of parasitic loads. However the value ipara cannot be lower than 10 %.

Text of image

E: Electric machine (with opt. transmission)

T: Torque sensor

F: Flexible coupling/lightweight cardan shaft

B: Bearing

A: Axle

OUTPUT

INPUT

Example of Test setup A

Any other test set-up configuration is called test set-up Type B. The maximum influence of parasitic loads ipara for those configurations shall be set to 100 %.

Lower values for ipara may be used in agreement with the approval authority.

To determine the torque loss map for an axle, the basic torque loss map data shall be measured and calculated as specified in paragraph 4.4. The torque loss results shall be complemented in accordance with 4.4.8 and formatted in accordance with Appendix 6 for the further processing by the simulation tool.

The torque measurement uncertainty shall be calculated and included as described in paragraph 4.4.7.

The sample rate of the torque sensors shall be in accordance with 4.3.2.1.

The uncertainty of the rotational speed sensors for the measurement of input and output speed shall not exceed ± 2 rpm.

The uncertainty of the temperature sensors for the measurement of the ambient temperature shall not exceed ± 1 °C.

The uncertainty of the temperature sensors for the measurement of the oil temperature shall not exceed ± 0,5 °C.

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

(i) Input and output torques [Nm]

(ii) Input and/or output rotational speeds [rpm]

(iii) Ambient temperature [°C]

(iv) Oil temperature [°C]

(v) Temperature at the torque sensor [°C] (optional)

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

4.3.2.2 The recording rate of the data used to determine the arithmetic mean values of each grid point shall be 10 Hz or higher. The raw data do not need to be reported. Signal filtering may be applied in agreement with the approval authority. Any aliasing effect shall be avoided.

The extent of the torque loss map to be measured is limited to:

— either an output torque of 10 kNm for heavy lorries and heavy buses or 2 kNm for medium lorries;

— or an input torque of 5 kNm for heavy lorries and heavy buses or 1 kNm for medium lorries;

— or the maximum engine power tolerated by the manufacturer for a specific axle or in the case of multiple driven axles in accordance with the nominal power distribution.

4.3.3.1 The manufacturer may extend the measurement up to 20 kNm output torque by means of linear extrapolation of torque losses or by performing measurements up to 20 kNm output torque with steps of 2 000 Nm. For this additional torque range another torque sensor at the output side with a maximum torque of 20 kNm (2-machine layout) or two 10 kNm sensors (3-machine layout) shall be used. If the radius of the smallest tire is reduced (e.g. product development) after completing the measurement of an axle or when the physic boundaries of the test stand are reached (e.g. by product development changes), the missing points may be extrapolated by the manufacturer out of the existing map. The extrapolated points shall not exceed more than 10 % of all points in the map and the penalty for these points is 5 % torque loss to be added on the extrapolated points.

4.3.3.2 Output torque steps to be measured for heavy lorries and heavy buses: 250 Nm < Tout < 1 000 Nm : 250 Nm steps 1 000 Nm ≤ Tout ≤ 2 000 Nm : 500 Nm steps 2 000 Nm ≤ Tout ≤ 10 000 Nm : 1 000 Nm steps Tout > 10 000 Nm : 2 000 Nm steps Output torque steps to be measured for medium lorries: 50 Nm < Tout < 200 Nm : 50 Nm steps 200 Nm ≤ Tout ≤ 400 Nm : 100 Nm steps 400 Nm ≤ Tout ≤ 2 000 Nm : 200 Nm steps Tout > 2 000 Nm : 400 Nm steps

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

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

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

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

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

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

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

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

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

Conformity of the certified CO2 emissions and fuel consumption related properties

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

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

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

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

5.5.	The number of families of single reduction (SR) axles and other axles for which the tests shall be conducted is shown in Table 1. Table 1 Sample size for conformity testing Production number Number of test for SR axles Number of tests for other axles than SR axles 0 – 40 000 2 1 40 001 – 50 000 2 2 50 001 – 60 000 3 2 60 001 – 70 000 4 2 70 001 – 80 000 5 2 80 001 and more 5 3
Production number	Number of test for SR axles	Number of tests for other axles than SR axles
0 – 40 000	2	1
40 001 – 50 000	2	2
50 001 – 60 000	3	2
60 001 – 70 000	4	2
70 001 – 80 000	5	2
80 001 and more	5	3

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

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

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

6. Production conformity testing

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

6.4.	Conformity of the certified CO2 emissions and fuel consumption related properties test assessment6.4.1 A conformity of the certified CO2 emissions and fuel consumption related properties test is passed when one of the following conditions apply: (a) If a torque loss measurement in accordance with points 6.1(a) or (b) is conducted, the average efficiency of the tested axle during conformity of the certified CO2 emissions and fuel consumption related properties procedure shall not be lower than 1,5 % for SR axles and 2,0 % for all other axles lines below the corresponding average efficiency of the type approved axle. (b) If a measurement of drag torque in accordance with point 6.1(c) is conducted, the drag torque of the tested axle during conformity of the certified CO2 emissions and fuel consumption related properties procedure shall be lower than the corresponding drag torque of the type approved axle or within the tolerance indicated in Table 2. Table 2 Axleline Tolerances for axles measured in CoP after run-in Comparison to Td0 Tolerances for axles measured in CoP without run in Comparison to Td0 for i tolerance Td0_input [Nm] for i tolerance Td0_input [Nm] for i tolerance Td0_input Nm] for i tolerance Td0_input [Nm] SR ≤ 3 10 > 3 9 > 3 16 > 3 15 SRT ≤ 3 11 > 3 10 > 3 18 > 3 16 SP ≤ 6 11 > 6 10 > 6 18 > 6 16 HR ≤ 7 15 > 7 12 > 7 25 > 7 20 HRT ≤ 7 16 > 7 13 > 7 27 > 7 21 i = gear ratio
6.4.1	A conformity of the certified CO2 emissions and fuel consumption related properties test is passed when one of the following conditions apply: (a) If a torque loss measurement in accordance with points 6.1(a) or (b) is conducted, the average efficiency of the tested axle during conformity of the certified CO2 emissions and fuel consumption related properties procedure shall not be lower than 1,5 % for SR axles and 2,0 % for all other axles lines below the corresponding average efficiency of the type approved axle. (b) If a measurement of drag torque in accordance with point 6.1(c) is conducted, the drag torque of the tested axle during conformity of the certified CO2 emissions and fuel consumption related properties procedure shall be lower than the corresponding drag torque of the type approved axle or within the tolerance indicated in Table 2. Table 2 Axleline Tolerances for axles measured in CoP after run-in Comparison to Td0 Tolerances for axles measured in CoP without run in Comparison to Td0 for i tolerance Td0_input [Nm] for i tolerance Td0_input [Nm] for i tolerance Td0_input Nm] for i tolerance Td0_input [Nm] SR ≤ 3 10 > 3 9 > 3 16 > 3 15 SRT ≤ 3 11 > 3 10 > 3 18 > 3 16 SP ≤ 6 11 > 6 10 > 6 18 > 6 16 HR ≤ 7 15 > 7 12 > 7 25 > 7 20 HRT ≤ 7 16 > 7 13 > 7 27 > 7 21 i = gear ratio
Axleline	Tolerances for axles measured in CoP after run-in Comparison to Td0	Tolerances for axles measured in CoP without run in Comparison to Td0
for i	tolerance Td0_input [Nm]	for i	tolerance Td0_input [Nm]	for i	tolerance Td0_input Nm]	for i	tolerance Td0_input [Nm]
SR	≤ 3	10	> 3	9	> 3	16	> 3	15
SRT	≤ 3	11	> 3	10	> 3	18	> 3	16
SP	≤ 6	11	> 6	10	> 6	18	> 6	16
HR	≤ 7	15	> 7	12	> 7	25	> 7	20
HRT	≤ 7	16	> 7	13	> 7	27	> 7	21
i = gear ratio

Appendix 1

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

Maximum format: A4 (210 × 297 mm)

Communication concerning: — granting (¹) — extension (¹) — refusal (¹) — withdrawal (¹)	Administration stamp
(¹) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)

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

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

Certification number:

Hash:

Reason for extension:

0.1 Make (trade name of manufacturer):

0.2 Type:

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

0.3.1 Location of the marking:

0.4 Name and address of manufacturer:

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

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

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

Additional information (where applicable): see Addendum

Approval authority responsible for carrying out the tests:

Date of test report

Number of test report

Remarks (if any): see Addendum

Place

7. Date

8. Signature

Attachments:

Information document

Test report

Appendix 2

Axle information document

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

pursuant to …

Axle type/family (if applicable):

…

GENERAL

0.1 Name and address of manufacturer

0.2 Make (trade name of manufacturer):

0.3 Axle type:

0.4 Axle family (if applicable):

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

0.6 Commercial name(s) (if available):

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

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

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

0.10 Name and address of the manufacturer's representative:

PART 1

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

	Parent axle	Family member

or axle type	#1	#2	#3

1.1	Axle line (SR, HR, SP, SRT, HRT)	…		…
---	---	---	---	---
1.2	Axle gear ratio		…

1.3	Axle housing (drawing)

1.4	Gear specifications	…		…
1.4.1	Crown wheel diameter; [mm]		…
1.4.2	Vertical offset pinion/crown wheel; [mm]	…

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

1.4.4 For portal axles only: Angle between pinion axle and crown wheel axle; [°]

1.4.5 Teeth number of pinion

1.4.6 Teeth number of crown gear

1.4.7 Horizontal offset of pinion; [mm]

1.4.8 Horizontal offset of crown wheel; [mm]

1.5 Oil volume(s); [cm³]

1.6 Oil level(s); [mm]

1.7 Oil specification

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

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

1.11 Number of planetary / spur gears for differential carrier

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

1.13 Gear ratio of hub reduction

LIST OF ATTACHMENTS

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

Appendix 3

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

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

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

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

Td0 = T0 + T1 × igear

using the values from Table 1.

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

where:

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

where:

Appendix 4

Family Concept

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

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

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

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

3.1 Axle category

—————

Appendix 5

Markings and numbering

Markings

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

1.1. The manufacturer's name or trade mark

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

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

1 for Germany; 2 for France; 3 for Italy; 4 for the Netherlands; 5 for Sweden; 6 for Belgium; 7 for Hungary; 8 for the Czech Republic; 9 for Spain; 11 for the United Kingdom; 12 for Austria; 13 for Luxembourg; 17 for Finland; 18 for Denmark; 19 for Romania; 20 for Poland; 21 for Portugal; 23 for Greece; 24 for Ireland; 25 for Croatia; 26 for Slovenia; 27 for Slovakia; 29 for Estonia; 32 for Latvia; 34 for Bulgaria; 36 for Lithuania; 49 for Cyprus; 50 for Malta

1.4 The certification mark shall also include in the vicinity of the rectangle the ‘base certification number’ as specified for Section 4 of the type- approval number set out in Annex IV to Regulation (EU) 2020/683, preceded by the two figures indicating the sequence number assigned to the latest technical amendment to this Regulation and by a character ‘ L ’ indicating that the certificate has been granted for an axle. For this Regulation, the sequence number shall be 02. 1.4.1 Example and dimensions of the certification mark The above certification mark affixed to an axle shows that the type concerned has been approved in Poland (e20), pursuant to this Regulation. The first two digits (02) are indicating the sequence number assigned to the latest technical amendment to this Regulation. The following letter indicates that the certificate was granted for an axle (L). The last five digits (00005) are those allocated by the type-approval authority to the axle as the base certification number.

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

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

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

Numbering:

| 2.1 | Certification number for axles shall comprise the following: eXYYYY/YYYYZZZZ/ZZZZL00000*00 section 1 section 2 section 3 Additional letter to section 3 section 4 section 5 Indication of country issuing the certificate HDV CO2 determination Regulation ‘2017/2400’ Latest amending Regulation (ZZZZ/ZZZZ) L = Axle Base certification number 00000 Extension 00 | | | | |

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

Appendix 6

Input parameters for the simulation tool

Introduction

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

Definitions

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

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

Set of input parameters

Parameter name	Param ID	Type	Unit	Description/Reference
Manufacturer	P215	token	[-]
Model	P216	token	[-]

CertificationNumber	P217	token	[-]

Date	P218	dateTime	[-]	Date and time when the component-hash is created
AppVersion	P219	token	[-]
LineType	P253	string	[-]	Allowed values: ‘Single reduction axle’, ‘Single portal axle’, ‘Hub reduction axle’, ‘Single reduction tandem axle’, ‘Hub reduction tandem axle’
Ratio	P150	double, 3	[-]
CertificationMethod	P256	string	[-]	Allowed values: ‘Measured’, ‘Standard values’
Parameter name	Param ID	Type	Unit	Description/Reference
---	---	---	---	---
InputSpeed	P151	double, 2	[1/min]
InputTorque	P152	double, 2	[Nm]
TorqueLoss	P153	double, 2	[Nm]

ANNEX VIIA

Certification procedure for testing wheel ends

Introduction and definitions

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

General requirements

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

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

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

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

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

— rolling elements’ quantity;

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

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

— pitch diameter within ±1mm;

— number of rows;

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

— the lubricant type: oil or grease;

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Testing procedure for wheel ends

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

(a) Input rotational speed [rpm]

(b) Wheel end friction torque [Nm]

(d) Bearing temperature [°C]

(e) Ambient temperature [°C]

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

(a) Friction torque: 300 Hz

(b) Rotational speed: 100 Hz

(d) Load: 10 Hz

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

The raw data shall not be reported.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The testing sequence is shown schematically in Figure 3.

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

The testing sequence is shown schematically in Figure 4.

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

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

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

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

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

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

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

For each grid point:

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

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

— No systematic deviation from the set values is allowed.

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

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

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

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

Where:

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

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

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

— Ulimit is 0,2 Nm.

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

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

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

Conformity of the certified CO2 emissions and fuel related properties

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

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

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

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

Production number	Number of wheel end families to be tested
0 – 100 000	2
100 001 – 150 000	3
150 001 – 250 000	4
250 001 and more	5

5. Production conformity testing

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

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

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

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

Standard friction torque loss

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

Appendix 1

Maximum format: A4 (210 × 297 mm)

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

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

Certification number:

Hash:

Reason for extension:

¹ Delete where not applicable

Make (trade name of manufacturer):

Type:

Name and address of manufacturer:

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

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

Additional information (where applicable): see Addendum

Approval authority responsible for carrying out the tests:

Date of test report

Number of test report

Remarks (if any): see Addendum

Place

7. Date

Signature

Attachments:

Information document

Test report

Appendix 2

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

pursuant to …

Wheel end type and family (if applicable): …

Name and address of manufacturer:

Make (trade name of manufacturer):

Wheel end type:

Axle type:

Wheel end family (if applicable):

6. Commercial name(s) (if available):

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

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

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

| No | Description | Date of issue |

| --- | --- | --- | | 1 | Seal performance | … | | 2 | Lubrication performance | … | | 3 | Preload or clearance range | … | | 4 | List of part numbers for wheel end components | … |

ANNEX VIII

VERIFYING AIR DRAG DATA

Introduction

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

Definitions

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Determination of air drag

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

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

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

3.0.4. Vehicles which are not member of a family shall use the standard values for Cd·Adeclared as described in Appendix 7. In this case no input data on air drag shall be provided. The allocation of standard values shall be done automatically by the simulation tool.

3.1.1. The geometry of test track shall be either a:

3.1.2. On the test track measurement section(s) of a length of 250 m with a tolerance of ± 3 m shall be defined.

3.1.3. A measurement area shall consist of at least one measurement section and a stabilisation section. The first measurement section of a measurement area shall be preceded by a stabilisation section to stabilise the speed and torque. The stabilisation section shall have a length of minimum 25 m. The test track layout shall enable that the vehicle enters the stabilisation section already with the intended maximum vehicle speed during the test. Latitude and longitude of start and end point of each measurement section shall be determined with an accuracy of better or equal 0,15 m 95 % Circular Error Probable (DGPS accuracy).

3.1.4. The measurement section and the stabilization section have to be a straight line.

3.1.5. The average longitudinal slope of each measurement and the stabilisation section shall not exceed ± 1 per cent. Slope variations on the measurement section shall not lead to velocity and torque variations above the thresholds specified in 3.10.1.1 items vii. and viii. of this Annex.

3.1.6. The test track shall consist of asphalt or concrete. The measurement sections shall have one surface. Different measurement sections are allowed to have different surfaces.

3.1.7. There shall be a standstill area on the test track where the vehicle can be stopped to perform the zeroing and the drift check of the torque measurement system.

3.1.8. There shall be no obstacles within 5 m distance to both sides of the vehicle. Safety barriers up to a height of 1 m with more than 2,5 m distance to the vehicle are permitted. Any bridges or similar constructions over the measurement sections are not allowed. The test track shall have enough vertical clearance to allow the anemometer installation on the vehicle as specified in 3.4.7 of this Annex.

3.1.9. The manufacturer shall define whether the altitude correction shall be applied in the test evaluation. In case an altitude correction is applied, for each measurement section the altitude profile shall be made available. The data shall meet the following requirements:

3.2.1. The ambient conditions shall be measured with the equipment specified in 3.4.

3.2.2. The ambient temperature shall be in the range of 5 °C to 25 °C. This criterion is checked by the air drag pre-processing tool based on the signal for ambient temperature measured on the vehicle. This criterion only applies to the datasets recorded in the low speed - high speed – low speed sequence and not to the misalignment test and the warm-up phases.

3.2.3. The ground temperature shall not exceed 40 °C. This criterion is checked by the air drag pre-processing tool based on the signal for ground temperature measured on the vehicle by an IR Sensor. This criterion only applies to the datasets recorded in the low speed - high speed – low speed sequence and not to the misalignment test and the warm-up phases.

3.2.4. The road surface shall be dry during the low speed – high speed - low speed sequence to provide comparable rolling resistance coefficients.

3.2.5. The wind conditions shall be within the following range:

The validity of wind conditions is checked by the air drag pre-processing based on the signals recorded at the vehicle after application of the boundary layer correction. Measurement data collected under conditions exceeding the above named limits are automatically excluded from the calculation.

| 3.4. | Measurement equipmentThe calibration laboratory shall comply with the requirements of either IATF 16949, ISO 9000 series or ISO/IEC 17025. All laboratory reference measurement equipment, used for calibration and/or verification, shall be traceable to national (international) standards. 3.4.1. Torque 3.4.1.1. The direct torque at all driven axles shall be measured with one of the following measurement systems: a. Hub torque meter b. Rim torque meter c. Half shaft torque meter 3.4.1.2. The following system requirements shall be met by a single torque meter by calibration: (i) Non linearity: < ± 6 Nm for heavy lorries and heavy buses < ± 5 Nm for medium lorries; (ii) Repeatability: < ± 6 Nm for heavy lorries and heavy buses < ± 5 Nm for medium lorries; (iii) Crosstalk: < ± 10 Nm for heavy lorries and heavy buses < ± 8 Nm for medium lorries (only applicable for rim torque meters); (iv) Measurement rate: ≥ 20 Hz where: ‘Non linearity’ means the maximum deviation between ideal and actual output signal characteristics in relation to the measurand in a specific measuring range. ‘Repeatability’ means closeness of the agreement between the results of successive measurements of the same measurand carried out under the same conditions of measurement. ‘Crosstalk’ means signal at the main output of a sensor (My), produced by a measurand (Fz) acting on the sensor, which is different from the measurand assigned to this output. Coordinate system assignment is defined in accordance with ISO 4130. The recorded torque data shall be corrected for the instrument error determined by the supplier. 3.4.2. Vehicle speed The vehicle speed is determined by the air drag pre-processing tool based on the CAN-bus front axle signal which is calibrated based on either: Option (a) : a reference speed calculated by a delta-time from two fixed opto-electronic barriers (see 3.4.4 of this Annex) and the known length(s) of the measurement section(s) or Option (b) : a delta-time determined speed signal from the position signal of a DGPS and the known length(s) of the measurement section(s), derived by the DGPS coordinates For the vehicle speed calibration the data recorded during the high speed test are used. 3.4.3. Reference signal for calculation of rotational speed of the wheels at the driven axle One out of three options shall be selected: Option 1: Engine speed based The CAN engine speed signal together with the transmission ratios (gears for low speed test and high speed test, axle ratio) shall be made available. For the CAN engine speed signal it shall be demonstrated that the signal provided to the air drag pre-processing tool is identical to the signal to be used for in-service testing as set out in Annex I to Regulation (EU) 582/2011. For vehicles with torque converter which are not able to drive the low speed test with closed lockup clutch in option 1, additionally the cardan shaft speed signal and the axle ratio or the average wheel speed signal for the driven axle shall be provided to the air drag pre-processing tool. It shall be demonstrated that the engine speed calculated from this additional signal is within 1 % range compared to the CAN engine speed. This shall be demonstrated for the average value over a measurement section driven at the lowest possible vehicle speed in the torque converter locked mode and at the applicable vehicle speed for the high speed test. Option 2: Wheel speed based The average of the CAN signals for the rotational speed of left and right wheel at the driven axle shall be made available. Alternatively external sensors may be used. Any method shall fulfill the requirements set out in Table 2 of Annex Xa. Following option 2 the input parameters for gear ratios and axle ratio shall be set to 1, independent of the powertrain configuration. Option 3: Electric motor speed based In the case of hybrid and fully electric vehicles, the CAN electric motor speed signal together with the transmission ratios (gears for low speed test and high speed test and if applicable axle ratio) shall be made available. It shall be demonstrated that the wheel speed of the driven axle in the low and high speed test is defined solely by these powertrain configuration specifications. 3.4.4. Opto-electronic barriers The signal of the barriers shall be made available to the air drag pre-processing tool for triggering begin and end of the measurement section and the calibration of the vehicle speed signal. The measurement rate of the trigger signal shall be greater or equal to 100 Hz. Alternatively a DGPS system can be used. 3.4.5. (D)GPS system Option a) for position measurement only: GPS Required accuracy: i. Position: < 3 m 95 % Circular Error Probable ii. Update rate: ≥ 4 Hz Option b) for vehicle speed calibration and position measurement: Differential GPS system (DGPS) Required accuracy: i. Position: 0,15 m 95 % Circular Error Probable ii. Update rate: ≥ 100 Hz 3.4.6. Stationary weather station Ambient pressure and humidity of the ambient air are determined from a stationary weather station. This meteorological instrumentation shall be positioned in a distance less than 2 000 m to one of the measurement areas, and shall be positioned at an altitude exceeding or equal that of the measurement areas. Required accuracy: i. Temperature: ± 1 °C ii. Humidity: ± 5 % RH iii. Pressure: ± 1 mbar iv. Update rate: ≤ 6 minutes 3.4.7. Mobile anemometer A mobile anemometer shall be used to measure air flow conditions, i.e. air flow velocity and yaw angle (β) between total air flow and vehicle longitudinal axis. 3.4.7.1. Accuracy requirements The anemometer shall be calibrated in facility according to ISO 16622. The accuracy requirements according to Table 1 have to be fulfilled: Table 1 Anemometer accuracy requirements Air speed range [m/s] Accuracy air speed [m/s] Accuracy yaw angle in yaw angle range of 180 ± 7 degrees [degrees] 20 ± 1 ± 0,7 ± 1,0 27 ± 1 ± 0,9 ± 1,0 35 ± 1 ± 1,2 ± 1,0 3.4.7.2. Installation position The mobile anemometer shall be installed on the vehicle in the prescribed position: (i) X position: Medium and heavy rigid lorries and tractors: front face ± 0,3 m of the semi-trailer or box-body; Heavy buses: Between the end of the front quarter of the vehicle and the rear end of the vehicle. Medium van lorries: between B-Pillar up to the rear end of the vehicle. (ii) Y position: plane of symmetry within a tolerance ± 0,1 m; (iii) Z position: The installation height above the vehicle shall be one third of the total vehicle height measured from the ground within a tolerance of 0,0 m to + 0,2 m For vehicles with a total vehicle height above 4 m, on request of the manufacturer the installation height above the vehicle can be limited to 1,3 m, with a tolerance of 0,0 m to + 0,2 m. The instrumentation shall be done as accurate as possible using geometrical or optical aids. Any remaining misalignment is subject to the misalignment calibration to be performed in accordance with 3.6 of this Annex. 3.4.7.3. The update rate of the anemometer shall be 4 Hz or higher. 3.4.8. Temperature transducer for ambient temperature on vehicle The ambient air temperature shall be measured on the pole of the mobile anemometer. The installation height shall be maximum 600 mm below the mobile anemometer. The sensor shall be shielded to the sun. Required accuracy: ± 1 °C Update rate: ≥ 1 Hz 3.4.9. Proving ground temperature The temperature of the proving ground shall be recorded on vehicle by means of a contactless IR sensor by wideband (8 to 14 μm). For tarmac and concrete an emissivity factor of 0,90 shall be used. The IR sensor shall be calibrated in accordance with ASTM E2847 or VDI/VDE 3511. Required accuracy at calibration: Temperature: ± 2,5 °C Update rate: ≥ 1 Hz | |

| --- | --- | --- | | 3.4.1.1. | The direct torque at all driven axles shall be measured with one of the following measurement systems: a. Hub torque meter b. Rim torque meter c. Half shaft torque meter | | | 3.4.1.2. | The following system requirements shall be met by a single torque meter by calibration: (i) Non linearity: < ± 6 Nm for heavy lorries and heavy buses < ± 5 Nm for medium lorries; (ii) Repeatability: < ± 6 Nm for heavy lorries and heavy buses < ± 5 Nm for medium lorries; (iii) Crosstalk: < ± 10 Nm for heavy lorries and heavy buses < ± 8 Nm for medium lorries (only applicable for rim torque meters); (iv) Measurement rate: ≥ 20 Hz where: ‘Non linearity’ means the maximum deviation between ideal and actual output signal characteristics in relation to the measurand in a specific measuring range. ‘Repeatability’ means closeness of the agreement between the results of successive measurements of the same measurand carried out under the same conditions of measurement. ‘Crosstalk’ means signal at the main output of a sensor (My), produced by a measurand (Fz) acting on the sensor, which is different from the measurand assigned to this output. Coordinate system assignment is defined in accordance with ISO 4130. The recorded torque data shall be corrected for the instrument error determined by the supplier. | | | (i) | Non linearity: < ± 6 Nm for heavy lorries and heavy buses < ± 5 Nm for medium lorries; | | | (ii) | Repeatability: < ± 6 Nm for heavy lorries and heavy buses < ± 5 Nm for medium lorries; | | | (iii) | Crosstalk: < ± 10 Nm for heavy lorries and heavy buses < ± 8 Nm for medium lorries (only applicable for rim torque meters); | | | (iv) | Measurement rate: ≥ 20 Hz | | | Option (a) | : | a reference speed calculated by a delta-time from two fixed opto-electronic barriers (see 3.4.4 of this Annex) and the known length(s) of the measurement section(s) or | | Option (b) | : | a delta-time determined speed signal from the position signal of a DGPS and the known length(s) of the measurement section(s), derived by the DGPS coordinates | | i. | Position: < 3 m 95 % Circular Error Probable | | | ii. | Update rate: ≥ 4 Hz | | | i. | Position: 0,15 m 95 % Circular Error Probable | | | ii. | Update rate: ≥ 100 Hz | | | i. | Temperature: ± 1 °C | | | ii. | Humidity: ± 5 % RH | | | iii. | Pressure: ± 1 mbar | | | iv. | Update rate: ≤ 6 minutes | | | Air speed range [m/s] | Accuracy air speed [m/s] | Accuracy yaw angle in yaw angle range of 180 ± 7 degrees [degrees] | | 20 ± 1 | ± 0,7 | ± 1,0 | | 27 ± 1 | ± 0,9 | ± 1,0 | | 35 ± 1 | ± 1,2 | ± 1,0 | | 3.4.7.3. | The update rate of the anemometer shall be 4 Hz or higher. | |

3.7. In addition to the recording of the modal measurement data, the testing shall be documented in a template which contains at least the following data:

3.9.	Input data for air drag pre-processing tool The following tables show the requirements for the measurement data recording and the preparatory data processing for the input into the air drag pre-processing tool: Table 2 for the vehicle data file Table 3 for the ambient conditions file Table 4 for the measurement section configuration file Table 5 for the measurement data file Table 6 for the altitude profile files (optional input data) A detailed description of the requested data formats, the input files and the evaluation principles can be found in the technical documentation of the air drag pre-processing tool. The data processing shall be applied as specified in section 3.8 of this Annex. Table 1 Input data for the air drag pre-processing tool – vehicle data file Input data Unit Remarks Vehicle group code [-] 1 – 19 for heavy lorries in accordance with Table 1 of Annex I 31a – 40f for heavy buses in accordance with Tables 4 to 6 of Annex I 51 – 56 for medium lorries in accordance with Table 2 of Annex I Vehicle configuration with trailer [-] if the vehicle was measured without trailer (input ‘No’) or with trailer i.e. as a tractor semitrailer combination (input ‘Yes’) Vehicle test mass [kg] actual mass during measurements Technically permissible maximum laden mass [kg] heavy lorries: technically permissible maximum laden mass of the rigid lorry or tractor (w/o trailer or semitrailer) all other vehicle classes: no entry Axle ratio [-] axle transmission ratio (¹) (²) Gear ratio high speed [-] transmission ratio of gear engaged during high speed test (¹) (⁴) Gear ratio low speed [-] transmission ratio of gear engaged during low speed test (¹) (⁴) Anemometer height [m] height above ground of the measurement point of installed anemometer Vehicle height [m] Medium and heavy rigid lorries and tractors: maximum vehicle height in accordance with 3.5.3.1 item vii. all other vehicle classes: no entry Fixed transmission ratio in low speed test [-] ‘yes’ / ‘no’ (for vehicles which cannot drive with locked torque converter in the low speed test) Vehicle maximum speed [km/h] maximum speed the vehicle can be practically operated at the test track () Torque meter drift left wheel [Nm] Average torque meter readings in accordance with point 3.5.3.9. Torque meter drift right wheel [Nm] Time stamp zeroing of torque meters [s] since day start (of first day) Time stamp drift check torque meters (¹) specification of transmission ratios with at least 3 digits after decimal separator (²) if either the cardan speed signal or the average wheel speed signal is provided to the air drag pre-processing tool (see point 3.4.3; option 1 for vehicles with torque converters or option 2) the input parameter on axle ratio shall be set to ‘1 000 ’ (³) input only required if value is lower than 88 km/h (⁴) if the average wheel speed is provided to the air drag pre-processing tool (see point 3.4.3 option 2) the input parameters on gear ratios shall be set to ‘1 000 ’ Table 3 Input data for the air drag pre-processing tool – ambient conditions file Signal Column identifier in input file Unit Measurement rate Remarks Time [s] since day start (first day) — — Ambient temperature [°C] At least 1 averaged value per 6 minutes Stationary weather station Ambient pressure [mbar] Stationary weather station Relative air humidity [%] Stationary weather station Table 4 Input data for air drag pre-processing tool – measurement section configuration file Input data Unit Remarks Trigger signal used [-] 1 = trigger signal used; 0 = no trigger signal used Measurement section ID [-] user defined ID number Driving direction ID [-] user defined ID number Heading [°] heading of the measurement section Length of the measurement section [m] — Latitude start point of section decimal degrees or decimal minutes standard GPS, unit decimal degrees: minimum 5 digits after decimal separator Longitude start point of section standard GPS, unit decimal minutes: minimum 3 digits after decimal separator Latitude end point of section DGPS, unit decimal degrees: minimum 7 digits after decimal separator Longitude end point of section DGPS, unit decimal minutes: minimum 5 digits after decimal separator Path and/or filename of altitude file [-] only required for the constant speed tests (not the misalignment test) and if the altitude correction is enabled. Table 5 Input data for the air drag pre-processing tool – measurement data file Signal Column identifier in input file Unit Measurement rate Remarks Time [s] since day start (of first day) 100 Hz rate fixed to 100 Hz; time signal used for correlation with weather data and for check of frequency (D)GPS latitude decimal degrees or decimal minutes GPS: ≥ 4 Hz DGPS: ≥ 100 Hz standard GPS, unit decimal degrees: minimum 5 digits after decimal separator (D)GPS longitude standard GPS, unit decimal minutes: minimum 3 digits after decimal separator DGPS, unit decimal degrees: minimum 7 digits after decimal separator DGPS, unit decimal minutes: minimum 5 digits after decimal separator (D)GPS heading [°] ≥ 4Hz DGPS velocity [km/h] ≥ 20 Hz Vehicle velocity [km/h] ≥ 20 Hz raw CAN bus front axle signal Air speed [m/s] ≥ 4 Hz raw data (instrument reading) Inflow angle (beta) [°] ≥ 4 Hz raw data (instrument reading); ‘180°’ refers to air flow from front Engine speed, cardan speed, average wheel speed or electric motor speed ,, or [rpm] ≥ 20 Hz See provisions in point 3.4.3 Torque meter (left wheel) [Nm] ≥ 20 Hz — Torque meter (right wheel) [Nm] ≥ 20 Hz Ambient temperature on vehicle [°C] ≥ 1 Hz Trigger signal [-] 100 Hz optional signal; required if measurement sections are identified by opto electronic barriers (option ‘trigger_used=1’) Proving ground temperature [°C] ≥ 1 Hz Validity [-] — optional signal (1=valid; 0=invalid); Service brake [-] ≥ 4 Hz ‘Service brake demand pressure’ in accordance with ISO 11992-2:2014 (0=passive, 1=active) Table 6 Input data for the air drag pre-processing tool – altitude profile file Input data Unit Remarks Latitude decimal degrees or decimal minutes unit decimal degrees: minimum 7 digits after decimal separator Longitude unit decimal minutes: minimum 5 digits after decimal separator Altitude [m] minimum 2 digits after decimal separator
Input data	Unit	Remarks
Vehicle group code	[-]	1 – 19 for heavy lorries in accordance with Table 1 of Annex I 31a – 40f for heavy buses in accordance with Tables 4 to 6 of Annex I 51 – 56 for medium lorries in accordance with Table 2 of Annex I
Vehicle configuration with trailer	[-]	if the vehicle was measured without trailer (input ‘No’) or with trailer i.e. as a tractor semitrailer combination (input ‘Yes’)
Vehicle test mass	[kg]	actual mass during measurements
Technically permissible maximum laden mass	[kg]	heavy lorries: technically permissible maximum laden mass of the rigid lorry or tractor (w/o trailer or semitrailer) all other vehicle classes: no entry
Axle ratio	[-]	axle transmission ratio (¹) (²)
Gear ratio high speed	[-]	transmission ratio of gear engaged during high speed test (¹) (⁴)
Gear ratio low speed	[-]	transmission ratio of gear engaged during low speed test (¹) (⁴)
Anemometer height	[m]	height above ground of the measurement point of installed anemometer
Vehicle height	[m]	Medium and heavy rigid lorries and tractors: maximum vehicle height in accordance with 3.5.3.1 item vii. all other vehicle classes: no entry
Fixed transmission ratio in low speed test	[-]	‘yes’ / ‘no’ (for vehicles which cannot drive with locked torque converter in the low speed test)
Vehicle maximum speed	[km/h]	maximum speed the vehicle can be practically operated at the test track ()
Torque meter drift left wheel	[Nm]	Average torque meter readings in accordance with point 3.5.3.9.
Torque meter drift right wheel	[Nm]
Time stamp zeroing of torque meters	[s] since day start (of first day)
Time stamp drift check torque meters
(¹) specification of transmission ratios with at least 3 digits after decimal separator (²) if either the cardan speed signal or the average wheel speed signal is provided to the air drag pre-processing tool (see point 3.4.3; option 1 for vehicles with torque converters or option 2) the input parameter on axle ratio shall be set to ‘1 000 ’ (³) input only required if value is lower than 88 km/h (⁴) if the average wheel speed is provided to the air drag pre-processing tool (see point 3.4.3 option 2) the input parameters on gear ratios shall be set to ‘1 000 ’
Signal	Column identifier in input file	Unit	Measurement rate	Remarks
Time		[s] since day start (first day)	—	—
Ambient temperature		[°C]	At least 1 averaged value per 6 minutes	Stationary weather station
Ambient pressure		[mbar]	Stationary weather station
Relative air humidity		[%]	Stationary weather station
Input data	Unit	Remarks
Trigger signal used	[-]	1 = trigger signal used; 0 = no trigger signal used
Measurement section ID	[-]	user defined ID number
Driving direction ID	[-]	user defined ID number
Heading	[°]	heading of the measurement section
Length of the measurement section	[m]	—
Latitude start point of section	decimal degrees or decimal minutes	standard GPS, unit decimal degrees: minimum 5 digits after decimal separator
Longitude start point of section	standard GPS, unit decimal minutes: minimum 3 digits after decimal separator
Latitude end point of section	DGPS, unit decimal degrees: minimum 7 digits after decimal separator
Longitude end point of section	DGPS, unit decimal minutes: minimum 5 digits after decimal separator
Path and/or filename of altitude file	[-]	only required for the constant speed tests (not the misalignment test) and if the altitude correction is enabled.
Signal	Column identifier in input file	Unit	Measurement rate	Remarks
Time		[s] since day start (of first day)	100 Hz	rate fixed to 100 Hz; time signal used for correlation with weather data and for check of frequency
(D)GPS latitude		decimal degrees or decimal minutes	GPS: ≥ 4 Hz DGPS: ≥ 100 Hz	standard GPS, unit decimal degrees: minimum 5 digits after decimal separator
(D)GPS longitude		standard GPS, unit decimal minutes: minimum 3 digits after decimal separator DGPS, unit decimal degrees: minimum 7 digits after decimal separator DGPS, unit decimal minutes: minimum 5 digits after decimal separator
(D)GPS heading		[°]	≥ 4Hz
DGPS velocity		[km/h]	≥ 20 Hz
Vehicle velocity		[km/h]	≥ 20 Hz	raw CAN bus front axle signal
Air speed		[m/s]	≥ 4 Hz	raw data (instrument reading)
Inflow angle (beta)		[°]	≥ 4 Hz	raw data (instrument reading); ‘180°’ refers to air flow from front

Engine speed, cardan speed, average wheel speed or electric motor speed	,, or	[rpm]	≥ 20 Hz	See provisions in point 3.4.3

Torque meter (left wheel)		[Nm]	≥ 20 Hz	—
Torque meter (right wheel)		[Nm]	≥ 20 Hz
Ambient temperature on vehicle		[°C]	≥ 1 Hz
Trigger signal		[-]	100 Hz	optional signal; required if measurement sections are identified by opto electronic barriers (option ‘trigger_used=1’)
Proving ground temperature		[°C]	≥ 1 Hz
Validity		[-]	—	optional signal (1=valid; 0=invalid);

Service brake		[-]	≥ 4 Hz	‘Service brake demand pressure’ in accordance with ISO 11992-2:2014 (0=passive, 1=active)

Input data	Unit	Remarks
Latitude	decimal degrees or decimal minutes	unit decimal degrees: minimum 7 digits after decimal separator
Longitude	unit decimal minutes: minimum 5 digits after decimal separator
Altitude	[m]	minimum 2 digits after decimal separator

Appendix 1

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

Maximum format: A4 (210 × 297 mm)

Communication concerning: — granting (¹) — extension (¹) — refusal (¹) — withdrawal (¹)	Administration stamp

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

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

Certification number:

Hash:

Reason for extension:

0.1. Make (trade name of manufacturer):

0.2. Vehicle body and air drag type/family (if applicable):

0.5. Name and address of manufacturer:

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

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

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

Additional information (where applicable): see Addendum

Approval authority responsible for carrying out the tests:

Date of test report:

Number of test report:

Remarks (if any): see Addendum

Place:

7. Date:

8. Signature:

Attachments:

— Test reports from constant speed tests.

— For air drag types generated using a CFD method: — Images of the vehicle focusing on the areas that are different with respect to the vehicle tested by constant speed test; — Raw data of the evolution curve of CD·Acr (0) CFD versus iteration (for steady-state methods) or versus time (for transient methods), in *.csv format.

Appendix 2

Air drag information document

| Description sheet No: | Issue: from: Amendment: |

| --- | --- |

pursuant to …

Air Drag type or family (if applicable):

General remark: For simulation tool input data an electronic file format needs to be defined which can be used for data import to the simulation tool. The simulation tool input data may differ from the data requested in the information document and vice versa (to be defined). A data file is especially necessary wherever large data such as efficiency maps need to be handled (no manual transfer/input necessary).

…

0.0. GENERAL

0.1.Name and address of manufacturer

0.2.Make (trade name of manufacturer)

0.3.Air drag type (family if applicable)

0.4.Commercial name(s) (if available)

0.5.Means of identification of type, if marked on the vehicle

0.6.In the case of components and separate technical units, location and method of affixing of the certification mark

0.7.Name(s) and address(es) of assembly plant(s)

0.8.Name and address of the manufacturer's representative

PART 1

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

	Parent air drag	Family members

or air drag type	#1	#2	#3

1.1.0.VEHICLE

1.1.1.HDV group according to HDV CO2 scheme

1.2.0.Vehicle model / Commercial Name

1.2.1.Axle configuration

1.2.2Technically permissible maximum laden mass

1.2.3.Cabin or model line

1.2.4.Cabin width (max. value in Y direction, for vehicles with a cabin)

1.2.5.Cabin length (max. value in X direction, for vehicles with a cabin)

1.2.6.Roof height (for vehicles with a cabin)

1.2.7.Wheel base

1.2.8.Height cabin over frame (for vehicles with a frame)

1.2.9.Frame height (for vehicles with a frame)

1.2.10.Aerodynamic accessories or add-ons (e.g. roof spoiler, side extender, side skirts, corner vanes)

1.2.11.Tyre dimensions front axle

1.2.12.Tyre dimensions driven axles(s)

1.2.13.Vehicle width in accordance with item (8) of point 2 of Annex III (for vehicles without a cabin)

1.2.14.Vehicle length in accordance with item (7) of point 2 of Annex III (for vehicles without a cabin)

1.2.15.Height of the integrated body in accordance with item (5) of point 2 of Annex III (for vehicles without a cabin)

1.3. Body specifications (according to standard body definition)

1.4. (Semi-) Trailer specifications (according to (semi-) trailer specification by standard body)

1.5. Parameter defining the family in accordance with the description of the applicant (parent criteria and deviated family criteria)

LIST OF ATTACHMENTS

No:	Description:	Date of issue:
1.	Information on test conditions	…
2.	…

1.1.Test track on which tests have been conducted

1.2.Total vehicle mass during measurement [kg]

1.3.Maximum vehicle height during measurement [m]

1.4.Average ambient conditions during first low speed test [°C]

1.5.Average vehicle speed during high speed tests [km/h]

1.6.Product of drag coefficient (Cd) by cross sectional area (Acr) for zero crosswind conditions CdAcr(0) [m²]

1.7.Product of drag coefficient (Cd) by cross sectional area (Acr) for average crosswind conditions during constant speed test CdAcr(β) [m²]

1.8.Average yaw angle during constant speed test β [°]

1.9.Declared air drag value Cd·Adeclared [m²]

1.10.Version number of air drag pre-processing tool

1.1. CFD method licence number

1.2. Incremental difference ΔCd·Acr (0) CFD as obtained by CFD

Appendix 3

Vehicle height requirements for rigid lorries and tractors

1.Medium rigid lorries, heavy rigid lorries and tractors measured in the constant speed test in accordance with point 3 of this Annex have to meet the vehicle height requirements as shown in Table 2.

2.The vehicle height has to be determined as described in 3.5.3.1, item (vii).

3.Any kind of rigid lorries and tractors of vehicle groups not shown in Table 2 are not subject to constant speed testing.

Vehicle group	minimum vehicle height [m]	maximum vehicle height [m]
51, 53, 55	3,20	3,50
1s, 1	3,40	3,60
2	3,50	3,75
3	3,70	3,90
4	3,85	4,00
5	3,90	4,00
9	similar values as for rigid lorries with same technically permissible maximum laden mass (group 1, 2, 3 or 4)
10	3,90	4,00

Appendix 4

Standard body and semitrailer configurations for rigid lorries and tractors

Medium rigid lorries and heavy rigid lorries which are subject to determination of air drag have to fulfil the requirements on standard bodies as described in this Appendix. Tractors have to fulfil the requirements for standard semitrailers as described in this Appendix.

2.The applicable standard body or semitrailer shall be determined from Table 8.

Vehicle groups	Standard body or trailer
51, 53, 55	B-II
1s, 1	B1
2	B2
3	B3
4	B4
5	ST1
9	depending on technically permissible maximum laden mass: 7,5 – 10 t: B1 > 10 – 12 t: B2 > 12 – 16 t: B3 > 16 t: B5
10	ST1

3.The standard bodies B-II, B1, B2, B3, B4 and B5 shall be constructed as a hard shell body in dry-out box design. They shall be equipped with two rear doors and without any side doors. The standard bodies shall not be equipped with tail lifts, front spoilers or side fairings for reduction of aerodynamic drag. The specifications of the standard bodies are given in:

Mass indications as given in Table 9a to Table 15 are not subject to inspection for air drag testing.

4.The type and chassis requirements for the standard semitrailer ST1 are listed in Table 14. The specifications are given in Table 15.

5.All dimensions and masses without tolerances mentioned explicitly shall be in line with Regulation (EC) No 1230/2012, Annex 1, Appendix 2 (i.e. in the range of ± 3 % of the target value).

Specification	Unit	External dimension (tolerance)	Remarks
Length	[mm]	6 200
Width	[mm]	2 550 (– 10)
Height	[mm]	2 680 (± 10)	box: external height: 2 560 longitudinal beam: 120
Corner radius side & roof with front panel	[mm]	50 - 80
Corner radius side with roof panel	[mm]	50 - 80
Remaining corners	[mm]	broken with radius ≤ 10
Mass	[kg]	1 600	Mass is used as a generic value in the simulation tool and does not need to be verified for air drag testing
Specification	Unit	External dimension (tolerance)	Remarks
---	---	---	---
Length	[mm]	4 500 (± 10)
Width	[mm]	2 300 (± 10)
Height	[mm]	2 500 (± 10)	box: external height: 2 380 longitudinal beam: 120
Corner radius side & roof with front panel	[mm]	30 - 80
Corner radius side with roof panel	[mm]	30 - 80
Remaining corners	[mm]	broken with radius ≤ 10
Mass	[kg]	800	Mass is used as a generic value in the simulation tool and does not need to be verified for air drag testing
Specification	Unit	External dimension (tolerance)	Remarks
---	---	---	---
Length	[mm]	7 400
Width	[mm]	2 550 (– 10)
Height	[mm]	2 760 (± 10)	box: external height: 2 640 longitudinal beam: 120
Corner radius side & roof with front panel	[mm]	50 - 80
Corner radius side with roof panel	[mm]	50 - 80
Remaining corners	[mm]	broken with radius ≤ 10
Mass	[kg]	1 900	Mass is used as a generic value in the simulation tool and does not need to be verified for air drag testing

| Specification | Unit | External dimension (tolerance) | Remarks |

| --- | --- | --- | --- | | Length | [mm] | 7 450 | | | Width | [mm] | 2 550 (– 10) | legal limit (96/53/EC), internal ≥ 2 480 | | Height | [mm] | 2 880 (± 10) | box: external height: 2 760 longitudinal beam: 120 | | Corner radius side & roof with front panel | [mm] | 50 - 80 | | | Corner radius side with roof panel | [mm] | 50 - 80 | | | Remaining corners | [mm] | broken with radius ≤ 10 | | | Mass | [kg] | 2 000 | Mass is used as a generic value in the simulation tool and does not need to be verified for air drag testing |

| Specification | Unit | External dimension (tolerance) | Remarks |

| --- | --- | --- | --- | | Length | [mm] | 7 450 | | | Width | [mm] | 2 550 (– 10) | | | Height | [mm] | 2 980 (± 10) | box: external height: 2 860 longitudinal beam: 120 | | Corner radius side & roof with front panel | [mm] | 50 - 80 | | | Corner radius side with roof panel | [mm] | 50 - 80 | | | Remaining corners | [mm] | broken with radius ≤ 10 | | | Mass | [kg] | 2 100 | Mass is used as a generic value in the simulation tool and does not need to be verified for air drag testing |

| Specification | Unit | External dimension (tolerance) | Remarks |

| --- | --- | --- | --- | | Length | [mm] | 7 820 | internal ≥ 7 650 | | Width | [mm] | 2 550 (– 10) | legal limit (96/53/EC), internal ≥ 2 460 | | Height | [mm] | 2 980 (± 10) | box: external height: 2 860 longitudinal beam: 120 | | Corner radius side & roof with front panel | [mm] | 50 - 80 | | | Corner radius side with roof panel | [mm] | 50 - 80 | | | Remaining corners | [mm] | broken with radius ≤ 10 | | | Mass | [kg] | 2 200 | Mass is used as a generic value in the simulation tool and does not need to be verified for air drag testing | | Type of trailer | 3-axle semi-trailer w/o steering axle(s) | | --- | --- | | Chassis configuration | — End to end ladder frame — Frame w/o underfloor cover — 2 stripes at each side as underride protection — Rear underride protection (UPS) — Rear lamp holder plate — w/o pallet box — Two spare wheels after the 3rd axle — One toolbox at the end of the body before UPS (left or right side) — Mud flaps before and behind axle assembly — Air suspension — Disc brakes — Tyre size: 385/65 R 22,5 — 2 back doors — w/o side door(s) — w/o tail lift — w/o front spoiler — w/o side fairings for aero |

| Specification | Unit | External dimension (tolerance) | Remarks |

| --- | --- | --- | --- | | Total length | [mm] | 13 685 | | | Total width (Body width) | [mm] | 2 550 (– 10) | | | Body height | [mm] | 2 850 (± 10) | max. full height: 4 000 (96/53/EC) | | Full height, unloaded | [mm] | 4 000 (– 10) | height over the complete length specification for semi-trailer, not relevant for checking of vehicle height during constant speed test | | Trailer coupling height, unloaded | [mm] | 1 150 | specification for semitrailer, not subject to inspection during constant speed test | | Wheelbase | [mm] | 7 700 | | | Axle distance | [mm] | 1 310 | 3-axle assembly, 24t (96/53/EC) | | Front overhang | [mm] | 1 685 | radius: 2 040 (legal limit, 96/53/EC) | | Front wall | | | flat wall with attachments for compressed air and electricity | | Corner front/side panel | [mm] | broken with a strip and edge radii ≤ 5 | secant of a circle with the kingpin as centre and a radius of 2 040 (legal limit, 96/53/EC) | | Remaining corners | [mm] | broken with radius ≤ 10 | | | Toolbox dimension vehicle x-axis | [mm] | 655 | Tolerance: ± 10 % of target value | | Toolbox dimension vehicle y-axis | [mm] | 445 | Tolerance: ± 5 % of target value | | Toolbox dimension vehicle z-axis | [mm] | 495 | Tolerance: ± 5 % of target value | | Side underride protection length | [mm] | 3 045 | 2 stripes at each side, acc. ECE- R 73, Amendment 01 (2010), +/– 100 depending on wheelbase | | Stripe profile | [mm²] | 100 × 30 | ECE- R 73, Amendment 01 (2010) | | Technical gross vehicle weight | [kg] | 39 000 | legal GVWR: 24 000 (96/53/EC) | | Vehicle curb weight | [kg] | 7 500 | has not be verified during air drag testing | | Allowable axle load | [kg] | 24 000 | legal limit (96/53/EC) | | Technical axle load | [kg] | 27 000 | 3 × 9 000 |

Appendix 5

Air drag family

1. General

An air drag family is characterized by design and performance parameters. These shall be common to all vehicles within the family. The manufacturer may decide which vehicles belong to an air drag family as long as the membership criteria listed in point 4 for medium lorries, heavy lorries and point 6 for heavy buses are respected. The air drag family shall be approved by the approval authority. The air drag family shall be approved by the approval authority. The manufacturer shall provide to the approval authority the appropriate information relating to the air drag of the members of the air drag family.

Special cases

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

In addition to the parameters listed in point 4 of this Appendix for medium and heavy lorries and point 6.1 of this Appendix for heavy buses, the manufacturer may introduce additional criteria allowing the definition of families of more restricted size.

4. Parameter defining the air drag family for medium and heavy lorries

4.1. Medium and heavy lorries are allowed to be grouped within a family if they belong to the same vehicle group according to Table 1 or Table 2 of Annex I and the following criteria are fulfilled: The fulfillment of the family concept requirements shall be demonstrated by CAD (computer-aided design) data. Figure 1 Family definition Text of image Length free Height fixed Width fixed Hood area with restrictions Body in white fixed Roof contour free different chassis configurations · Roof height · Cab geometry up to B-pillar · Cab over frame defines cab family

4.2. An air drag family consist of testable members and vehicle configurations which can not be tested in accordance with this regulation.

4.3. Testable members of a family are vehicle configurations, which fulfil the installation requirements as defined in 3.3 in the main part of this Annex.

4.4. For vehicles equipped with dynamic charging technologies as referred to in Annex III, the following provisions shall apply:

Choice of the air drag parent vehicle for medium and heavy lorries

5.1. The parent vehicle of each family shall be selected according to the following criteria:

5.2. For medium rigid lorries, heavy rigid lorries and tractors the vehicle chassis shall fit to the dimensions of the standard body or semi-trailer as defined in Appendix 4 of this Annex.

5.4. The applicant for a certificate shall be able to demonstrate that the selection of the parent vehicle meets the provisions as stated in point 5.3. based on scientific methods e.g. computational fluid dynamics (CFD), wind tunnel results or good engineering practice. This provision applies for all vehicle variants which can be tested by the constant speed procedure as described in point 3 of this Annex. Other vehicle configurations (e.g. vehicle heights not in accordance with the provisions in Appendix 4, wheel bases not compatible with the standard body dimensions of Appendix 5) shall get the same air drag value as the testable parent within the family without any further demonstration. As tires are considered as part of the measurement equipment, their influence shall be excluded in proving the worst case scenario.

5.5.	For heavy lorries the declared value Cd·Adeclared can be used for creation of families in other vehicle groups if the family criteria in accordance with point 5 of this Appendix are met based on the provisions given in Table 16. Table 16 Provisions for transfer of air drag values of heavy lorries to other vehicle groups Vehicle group Transfer formula Remarks 1, 1s Vehicle group 2 – 0,2 m² Only allowed if value for related family in group 2 was measured 2 Vehicle group 3 – 0,2 m² Only allowed if value for related family in group 3 was measured 3 Vehicle group 4 – 0,2 m² 4 No transfer allowed 5 No transfer allowed 9 Vehicle group 1,2,3,4 + 0,1 m² Applicable group for transfer has to match with TPMLM (technically permissible maximum laden mass). In the case of a TPMLM of > 16 tons: — group 4 shall be the basis for the transfer for group 9 — group 5 shall be the basis for the transfer for group 10 Transfer of already transferred values allowed. 10 Vehicle group 1,2,3,5 + 0,1 m² 11 Vehicle group 9 Transfer of already transferred values allowed 12 Vehicle group 10 Transfer of already transferred values allowed 16 Vehicle group 9 + 0,3 m² Transfer to already transferred values allowed
Vehicle group	Transfer formula	Remarks
1, 1s	Vehicle group 2 – 0,2 m²	Only allowed if value for related family in group 2 was measured
2	Vehicle group 3 – 0,2 m²	Only allowed if value for related family in group 3 was measured
3	Vehicle group 4 – 0,2 m²
4	No transfer allowed
5	No transfer allowed
9	Vehicle group 1,2,3,4 + 0,1 m²	Applicable group for transfer has to match with TPMLM (technically permissible maximum laden mass). In the case of a TPMLM of > 16 tons: — group 4 shall be the basis for the transfer for group 9 — group 5 shall be the basis for the transfer for group 10 Transfer of already transferred values allowed.
10	Vehicle group 1,2,3,5 + 0,1 m²
11	Vehicle group 9	Transfer of already transferred values allowed
12	Vehicle group 10	Transfer of already transferred values allowed
16	Vehicle group 9 + 0,3 m²	Transfer to already transferred values allowed
5.6.	For medium lorries the declared value Cd·Adeclared may be transferred for creation of families in other vehicle groups if the family criteria in accordance with point 5 of this Appendix are met and the provisions in Table 16a are fulfilled. The transfer shall be done by taking over the Cd·Adeclared value unchanged from the origin group. Table 16a Provisions for transfer of air drag values of medium lorries to other vehicle groups Vehicle group Transfer allowed from vehicle group(s) 51 53 52 54 53 51 54 52
---	---
Vehicle group	Transfer allowed from vehicle group(s)
51	53
52	54
53	51
54	52
7.	Choice of the air drag parent vehicle for heavy buses The parent vehicle of each family shall be selected in accordance with the following criteria: 7.1. All members of the family shall have an equal or lower air drag value than the value Cd·Adeclared for the parent vehicle. 7.2 The applicant for a certificate shall be able to demonstrate that the selection of the parent vehicle meets the provisions as stated in 7.1. based on scientific methods e.g. computational fluid dynamics, wind tunnel results or good engineering practice. This demonstration shall cover the influence of roof mounted systems. As tires are considered as part of the measurement equipment, their influence shall be excluded in proving the worst case scenario. 7.3. The declared value Cd·Adeclared can be used for creation of families in other sub-groups if the family criteria in accordance with point 1 of this Appendix are met, based on transfer functions or provisions in accordance with Table 16b. Multiple combinations of copy and transfer functions are allowed. For vehicles of sub-groups labelled with “no” in the second column of Table 16b generic values for air drag are allocated automatically by the simulation tool. Table 16b Provisions for transfer of air drag values between the vehicle groups Vehicle parameter sub-group Air drag measurement allowed Transfer allowed from vehicle group(s) and transfer formula for Cd·Adeclared Transfer allowed from vehicle group(s) by taking over Cd·Adeclared unchanged from the origin group 31a no not applicable not applicable 31b1 no not applicable not applicable 31b2 only for interurban cycle not applicable 32a, 32b, 32c, 32d, 33b2, 34a, 34b, 34c, 34d 31c no not applicable not applicable 31d no not applicable not applicable 31e no not applicable not applicable 32a yes not applicable 31b2, 32b, 32c, 32d, 34a, 34b, 34c, 34d 32b yes not applicable 31b2, 32a, 32c, 32d, 34a, 34b, 34c, 34d 32c yes not applicable 31b2, 32a, 32b, 32d, 34a, 34b, 34c, 34d 32d yes not applicable 31b2, 32a, 32b, 32c, 34a, 34b, 34c, 34d 32e yes not applicable 32f, 34e, 34f 32f yes not applicable 32e, 34e, 34f 33a no not applicable not applicable 33b1 no not applicable not applicable 33b2 only for interurban cycle vehicle group 31b2 + 0,1 m² 34a, 34b, 34c, 34d, 35b2, 36a, 36b, 36c, 36d 33c no not applicable not applicable 33d no not applicable not applicable 33e no not applicable not applicable 34a yes vehicle group 32a + 0,1 m² 33b2, 34b, 34c, 34d, 35b2, 36a, 36b, 36c, 36d 34b yes vehicle group 32b + 0,1 m² 33b2, 34a, 34c, 34d, 35b2, 36a, 36b, 36c, 36d 34c yes vehicle group 32c + 0,1 m² 33b2, 34a, 34b, 34d, 35b2, 36a, 36b, 36c, 36d 34d yes vehicle group 32d + 0,1 m² 33b2, 34a, 34b, 34c, 35b2, 36a, 36b, 36c, 36d 34e yes vehicle group 32e + 0,1 m² 34f, 36e, 36f 34f yes vehicle group 32f + 0,1 m² 34e, 36e, 36f 35a no not applicable not applicable 35b1 no not applicable not applicable 35b2 only for interurban cycle vehicle group 33b2 + 0,1 m² 36a, 36b, 36c, 36d, 37b2, 38a, 38b, 38c, 38d 35c no not applicable not applicable 36a yes vehicle group 34a + 0,1 m² 35b2, 36b, 36c, 36d, 37b2, 38a, 38b, 38c, 38d 36b yes vehicle group 34b + 0,1 m² 35b2, 36a, 36c, 36d, 37b2, 38a, 38b, 38c, 38d 36c yes vehicle group 34c + 0,1 m² 35b2, 36a, 36b, 36d, 37b2, 38a, 38b, 38c, 38d 36d yes vehicle group 34d + 0,1 m² 35b2, 36a, 36b, 36c, 37b2, 38a, 38b, 38c, 38d 36e yes vehicle group 34e + 0,1 m² 36f, 38e, 38f 36f yes vehicle group 34f + 0,1 m² 36e, 38e, 38f 37a no not applicable not applicable 37b1 no not applicable not applicable - 37b2 only for interurban cycle vehicle group 33b2 + 0,1 m² 38a, 38b, 38c, 38d, 39b2, 40a, 40b, 40c, 40d 37c no not applicable not applicable 37d no not applicable not applicable 37e no not applicable not applicable 38a yes vehicle group 34a + 0,1 m² 37b2, 38b, 38c, 38d, 39b2, 40a, 40b, 40c, 40d 38b yes vehicle group 34b + 0,1 m² 37b2, 38a, 38c, 38d, 39b2, 40a, 40b, 40c, 40d 38c yes vehicle group 34c + 0,1 m² 37b2, 38a, 38b, 38d, 39b2, 40a, 40b, 40c, 40d 38d yes vehicle group 34d + 0,1 m² 37b2, 38a, 38b, 38c, 39b2, 40a, 40b, 40c, 40d 38e yes vehicle group 34e + 0,1 m² 38f, 40e, 40f 38f yes vehicle group 34f + 0,1 m² 38e, 40e, 40f 39a no not applicable not applicable 39b1 no not applicable not applicable 39b2 only for interurban cycle vehicle group 35b2 + 0,1 m² 40a, 40b, 40c, 40d 39c no not applicable not applicable 40a yes vehicle group 36a + 0,1 m² 39b2, 40b, 40c, 40d 40b yes vehicle group 36b + 0,1 m² 39b2, 40a, 40c, 40d 40c yes vehicle group 36c + 0,1 m² 39b2, 40a, 40b, 40d 40d yes vehicle group 36d + 0,1 m² 39b2, 40a, 40b, 40c 40e yes vehicle group 36e + 0,1 m² 40f 40f yes vehicle group 36f + 0,1 m² 40e
---	---	---
7.1.	All members of the family shall have an equal or lower air drag value than the value Cd·Adeclared for the parent vehicle.
7.2	The applicant for a certificate shall be able to demonstrate that the selection of the parent vehicle meets the provisions as stated in 7.1. based on scientific methods e.g. computational fluid dynamics, wind tunnel results or good engineering practice. This demonstration shall cover the influence of roof mounted systems. As tires are considered as part of the measurement equipment, their influence shall be excluded in proving the worst case scenario.
7.3.	The declared value Cd·Adeclared can be used for creation of families in other sub-groups if the family criteria in accordance with point 1 of this Appendix are met, based on transfer functions or provisions in accordance with Table 16b. Multiple combinations of copy and transfer functions are allowed. For vehicles of sub-groups labelled with “no” in the second column of Table 16b generic values for air drag are allocated automatically by the simulation tool. Table 16b Provisions for transfer of air drag values between the vehicle groups Vehicle parameter sub-group Air drag measurement allowed Transfer allowed from vehicle group(s) and transfer formula for Cd·Adeclared Transfer allowed from vehicle group(s) by taking over Cd·Adeclared unchanged from the origin group 31a no not applicable not applicable 31b1 no not applicable not applicable 31b2 only for interurban cycle not applicable 32a, 32b, 32c, 32d, 33b2, 34a, 34b, 34c, 34d 31c no not applicable not applicable 31d no not applicable not applicable 31e no not applicable not applicable 32a yes not applicable 31b2, 32b, 32c, 32d, 34a, 34b, 34c, 34d 32b yes not applicable 31b2, 32a, 32c, 32d, 34a, 34b, 34c, 34d 32c yes not applicable 31b2, 32a, 32b, 32d, 34a, 34b, 34c, 34d 32d yes not applicable 31b2, 32a, 32b, 32c, 34a, 34b, 34c, 34d 32e yes not applicable 32f, 34e, 34f 32f yes not applicable 32e, 34e, 34f 33a no not applicable not applicable 33b1 no not applicable not applicable 33b2 only for interurban cycle vehicle group 31b2 + 0,1 m² 34a, 34b, 34c, 34d, 35b2, 36a, 36b, 36c, 36d 33c no not applicable not applicable 33d no not applicable not applicable 33e no not applicable not applicable 34a yes vehicle group 32a + 0,1 m² 33b2, 34b, 34c, 34d, 35b2, 36a, 36b, 36c, 36d 34b yes vehicle group 32b + 0,1 m² 33b2, 34a, 34c, 34d, 35b2, 36a, 36b, 36c, 36d 34c yes vehicle group 32c + 0,1 m² 33b2, 34a, 34b, 34d, 35b2, 36a, 36b, 36c, 36d 34d yes vehicle group 32d + 0,1 m² 33b2, 34a, 34b, 34c, 35b2, 36a, 36b, 36c, 36d 34e yes vehicle group 32e + 0,1 m² 34f, 36e, 36f 34f yes vehicle group 32f + 0,1 m² 34e, 36e, 36f 35a no not applicable not applicable 35b1 no not applicable not applicable 35b2 only for interurban cycle vehicle group 33b2 + 0,1 m² 36a, 36b, 36c, 36d, 37b2, 38a, 38b, 38c, 38d 35c no not applicable not applicable 36a yes vehicle group 34a + 0,1 m² 35b2, 36b, 36c, 36d, 37b2, 38a, 38b, 38c, 38d 36b yes vehicle group 34b + 0,1 m² 35b2, 36a, 36c, 36d, 37b2, 38a, 38b, 38c, 38d 36c yes vehicle group 34c + 0,1 m² 35b2, 36a, 36b, 36d, 37b2, 38a, 38b, 38c, 38d 36d yes vehicle group 34d + 0,1 m² 35b2, 36a, 36b, 36c, 37b2, 38a, 38b, 38c, 38d 36e yes vehicle group 34e + 0,1 m² 36f, 38e, 38f 36f yes vehicle group 34f + 0,1 m² 36e, 38e, 38f 37a no not applicable not applicable 37b1 no not applicable not applicable - 37b2 only for interurban cycle vehicle group 33b2 + 0,1 m² 38a, 38b, 38c, 38d, 39b2, 40a, 40b, 40c, 40d 37c no not applicable not applicable 37d no not applicable not applicable 37e no not applicable not applicable 38a yes vehicle group 34a + 0,1 m² 37b2, 38b, 38c, 38d, 39b2, 40a, 40b, 40c, 40d 38b yes vehicle group 34b + 0,1 m² 37b2, 38a, 38c, 38d, 39b2, 40a, 40b, 40c, 40d 38c yes vehicle group 34c + 0,1 m² 37b2, 38a, 38b, 38d, 39b2, 40a, 40b, 40c, 40d 38d yes vehicle group 34d + 0,1 m² 37b2, 38a, 38b, 38c, 39b2, 40a, 40b, 40c, 40d 38e yes vehicle group 34e + 0,1 m² 38f, 40e, 40f 38f yes vehicle group 34f + 0,1 m² 38e, 40e, 40f 39a no not applicable not applicable 39b1 no not applicable not applicable 39b2 only for interurban cycle vehicle group 35b2 + 0,1 m² 40a, 40b, 40c, 40d 39c no not applicable not applicable 40a yes vehicle group 36a + 0,1 m² 39b2, 40b, 40c, 40d 40b yes vehicle group 36b + 0,1 m² 39b2, 40a, 40c, 40d 40c yes vehicle group 36c + 0,1 m² 39b2, 40a, 40b, 40d 40d yes vehicle group 36d + 0,1 m² 39b2, 40a, 40b, 40c 40e yes vehicle group 36e + 0,1 m² 40f 40f yes vehicle group 36f + 0,1 m² 40e
Vehicle parameter sub-group	Air drag measurement allowed	Transfer allowed from vehicle group(s) and transfer formula for Cd·Adeclared
31a	no	not applicable
31b1	no	not applicable
31b2	only for interurban cycle	not applicable
31c	no	not applicable
31d	no	not applicable
31e	no	not applicable
32a	yes	not applicable
32b	yes	not applicable
32c	yes	not applicable
32d	yes	not applicable
32e	yes	not applicable
32f	yes	not applicable
33a	no	not applicable
33b1	no	not applicable
33b2	only for interurban cycle	vehicle group 31b2 + 0,1 m²
33c	no	not applicable
33d	no	not applicable
33e	no	not applicable
34a	yes	vehicle group 32a + 0,1 m²
34b	yes	vehicle group 32b + 0,1 m²
34c	yes	vehicle group 32c + 0,1 m²
34d	yes	vehicle group 32d + 0,1 m²
34e	yes	vehicle group 32e + 0,1 m²
34f	yes	vehicle group 32f + 0,1 m²
35a	no	not applicable
35b1	no	not applicable
35b2	only for interurban cycle	vehicle group 33b2 + 0,1 m²
35c	no	not applicable
36a	yes	vehicle group 34a + 0,1 m²
36b	yes	vehicle group 34b + 0,1 m²
36c	yes	vehicle group 34c + 0,1 m²
36d	yes	vehicle group 34d + 0,1 m²
36e	yes	vehicle group 34e + 0,1 m²
36f	yes	vehicle group 34f + 0,1 m²
37a	no	not applicable
37b1	no	not applicable
37b2	only for interurban cycle	vehicle group 33b2 + 0,1 m²
37c	no	not applicable
37d	no	not applicable
37e	no	not applicable
38a	yes	vehicle group 34a + 0,1 m²
38b	yes	vehicle group 34b + 0,1 m²
38c	yes	vehicle group 34c + 0,1 m²
38d	yes	vehicle group 34d + 0,1 m²
38e	yes	vehicle group 34e + 0,1 m²
38f	yes	vehicle group 34f + 0,1 m²
39a	no	not applicable
39b1	no	not applicable
39b2	only for interurban cycle	vehicle group 35b2 + 0,1 m²
39c	no	not applicable
40a	yes	vehicle group 36a + 0,1 m²
40b	yes	vehicle group 36b + 0,1 m²
40c	yes	vehicle group 36c + 0,1 m²
40d	yes	vehicle group 36d + 0,1 m²
40e	yes	vehicle group 36e + 0,1 m²
40f	yes	vehicle group 36f + 0,1 m²

Appendix 6

Conformity of the certified CO2 emissions and fuel consumption related properties

1.The conformity of the certified CO2 emissions and fuel consumption related properties shall be verified by constant speed tests as laid down in section 3 of the main part of this Annex. For conformity of the certified CO2 emissions and fuel consumption related properties the following additional provisions apply:

i. The ambient temperature of the constant speed test shall be within a range of ± 5 °C to the value from the certification measurement. This criterion is verified based on the average temperature from the first low speed tests as calculated by the air drag pre-processing tool.

All conformity of the certified CO2 emissions and fuel consumption related properties tests shall be supervised by the approval authority.

2.A vehicle fails the conformity of the certified CO2 emissions and fuel consumption related properties test if the measured Cd Acr (0) value is higher than the Cd · Adeclared value declared for the parent vehicle plus 7,5 % tolerance margin. If a first test fails, up to two additional tests at different days with the same vehicle may be performed. Where the measured Cd Acr (0) value of all performed tests is higher than the Cd·Adeclared value declared for the parent vehicle plus 7,5 % tolerance margin, Article 23 of this Regulation shall apply.

For calculation of Cd Acr (0) value the air drag pre-processing tool version of the parent air drag in accordance with Attachment 1 of Appendix 2 to this Annex shall be used.

Notwithstanding the second paragraph, where the measured Cd Acr (0) value of all tests performed in accordance with point 3.1 is higher than the Cd·Adeclared value declared for the parent vehicle plus 7,5 % tolerance margin, the approval authority shall investigate whether the approved CFD method has been applied correctly for other air drag families with air drag characteristics determined in accordance with point 3.0.2. In case it was not applied correctly, Article 23 of this Regulation shall apply to all air drag types set out on the basis of the approved CFD method, or to the air drag types concerned if the approved CFD method has not been applied correctly only for some of them.

3.The number of vehicles to be tested for conformity with the certified CO2 emissions and fuel consumption related properties per year of production shall be determined based on Table 17. The table shall be applied separately to medium lorries, heavy lorries and heavy buses.

Number of CoP tested vehicles	Schedule	Number of CoP relevant vehicles produced the year before
0	—	≤ 25
1	every 3^rd year (^*1)	25 < X ≤ 500
1	every 2^nd year	500 < X ≤ 5 000
1	every year	5 000 < X ≤ 15 000
2	every year	≤ 25 000
3	every year	≤ 50 000
4	every year	≤ 75 000
5	every year	≤ 100 000
6	every year	100 001 and more
(^*1) The CoP test shall be performed within the first two years

For the purpose of establishing the production numbers, only air drag data which fall under the requirements of this Regulation and which did not get standard air drag values according to Appendix 7 of this Annex shall be considered.

3.1 Notwithstanding point 3, if the vehicle manufacturer has been using an approved CFD method for the purpose of determining air drag characteristics in accordance with point 3.0.2. of this Annex, additional vehicles shall also be tested for conformity with the certified CO2 emissions and fuel consumption related properties in accordance with Table 17a. Table 17a Number of vehicles to be tested for conformity with the certified CO2 emissions and fuel consumption related properties per year of production for the usage of the CFD method Number of CoP tested vehicles Schedule Number of vehicles produced for which air drag characteristics have been certified with the use of the approved CFD method 1 every 3^rd year ≤ 1 000 1 every 2^nd year 1 000 < X ≤ 5 000 1 every year 5 000 < X ≤ 15 000 2 every year 15 000 < X ≤ 25 000 3 every year 25 000 < X ≤ 50 000 4 every year 50 001 and more

4.For the selection of vehicles for conformity of the certified CO2 emissions and fuel consumption related properties testing the following provisions apply:

4.1. Only vehicles from the production line shall be tested.

4.2. Only vehicles which fulfil the provisions for constant speed testing as laid down in section 3.3 of the main part of this Annex shall be selected.

4.3. Tires are considered part of the measurement equipment and can be selected by the manufacturer.

4.4. Vehicles in families where the air drag value has been determined via transfer from other vehicles according to Appendix 5 point 5 are not subject to conformity of the certified CO2 emissions and fuel consumption related properties testing.

4.5. Vehicles which use standard values for air drag according to Appendix 8 are not subject to conformity of the certified CO2 emissions and fuel consumption related properties testing.

4.6. For the tests referred to in point 3, the first vehicle to be tested for conformity with the certified CO2 emissions and fuel consumption related properties shall be selected from the air drag type or air drag family representing the highest production numbers in the corresponding year. Any additional vehicles shall be selected from all air drag families and shall be agreed between the manufacturer and the approval authority based on the air drag families and vehicle groups already tested. If only one test per year or less has to be executed, the vehicle shall always be selected from all air drag families and shall be agreed between the manufacturer and the approval authority.

4.7. For the tests referred to in point 3.1, only vehicles for which air drag characteristics have been determined with an approved CFD method shall be selected.

5.After a vehicle was selected for conformity of the certified CO2 emissions and fuel consumption related properties the manufacturer has to verify the conformity of the certified CO2 emissions and fuel consumption related properties within a time period of 12 month. The manufacturer may request the approval authority for an extension of that period for up to 6 months if he can prove that the verification was not possible within the required period due to weather conditions.

Appendix 7

Standard values

This Appendix describes standard values for the declared air drag value Cd·Adeclared. Where standard values are applied, no input data on air drag shall be provided to the simulation tool. In this case, the standard values are allocated automatically by the simulation tool.

1.Standard values for heavy lorries are defined in accordance with Table 18.

Vehicle group	Standard value Cd·Adeclared [m²]
1, 1s	7,1
2	7,2
3	7,4
4	8,4
5	8,7
9	8,5
10	8,8
11	8,5
12	8,8
16	9,0

2.—

3.—

4.Standard values for heavy buses are defined in accordance with Table 21. For vehicle groups for which no measurement of aerodynamic drag is allowed (in accordance with point 7.3. in Appendix 5 of this Annex), standard values are not relevant.

Vehicle parameter sub-group	Standard value Cd·Adeclared [m²]
31a	not relevant
31b1	not relevant
31b2	4,9
31c	not relevant
31d	not relevant
31e	not relevant
32a	4,6
32b	4,6
32c	4,6
32d	4,6
32e	5,2
32f	5,2
33a	not relevant
33b1	not relevant
33b2	5,0
33c	not relevant
33d	not relevant
33e	not relevant
34a	4,7
34b	4,7
34c	4,7
34d	4,7
34e	5,3
34f	5,3
35a	not relevant
35b1	not relevant
35b2	5,1
35c	not relevant
36a	4,8
36b	4,8
36c	4,8
36d	4,8
36e	5,4
36f	5,4
37a	not relevant
37b1	not relevant
37b2	5,1
37c	not relevant
37d	not relevant
37e	not relevant
38a	4,8
38b	4,8
38c	4,8
38d	4,8
38e	5,4
38f	5,4
39a	not relevant
39b1	not relevant
39b2	5,2
39c	not relevant
40a	4,9
40b	4,9
40c	4,9
40d	4,9
40e	5,5
40f	5,5

5.Standard values for medium lorries are defined in accordance with Table 22.

Vehicle group	Standard value Cd·Adeclared [m²]
53	5,8
54	2,5

Appendix 8

Markings

In the case of a vehicle being certified in accordance with this Annex, the cabin or the bodywork shall bear:

1.1. The manufacturer's name or trade mark

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

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

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

For this Regulation the sequence number shall be 02. 1.4.1 Example and dimensions of the certification mark The above certification mark affixed to a cabin shows that the type concerned has been certified in Poland (e20), pursuant to this Regulation. The first two digits (02) are indicating the sequence number assigned to the latest technical amendment to this Regulation. The following letter indicates that the certificate was granted for air drag (P). The last five digits (00005) are those allocated by the approval authority for the air drag as the base certification number.

1.5 The certification mark shall be affixed to the cabin in such a way as to be indelible and clearly legible. It shall be visible when the cabin is installed on the vehicle and shall be affixed to a part necessary for normal cabin operation and not normally requiring replacement during cabin life. The markings, labels, plates or stickers must be durable for the useful life of the cabin 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 air drag shall comprise the following: eXYYYY/YYYYZZZZ/ZZZZP00000*00 section 1 section 2 section 3 Additional letter to section 3 section 4 section 5 Indication of country issuing the certificate HDV CO2 determination Regulation ‘2017/2400’ Latest amending Regulation (ZZZZ/ZZZZ) P = Air drag Base certification number 00000 Extension 00
section 1	section 2	section 3	Additional letter to section 3	section 4	section 5
Indication of country issuing the certificate	HDV CO2 determination Regulation ‘2017/2400’	Latest amending Regulation (ZZZZ/ZZZZ)	P = Air drag	Base certification number 00000	Extension 00

Appendix 9

Input parameters for the simulation tool

Introduction

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

The XML is automatically generated by the air drag 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

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

Set of input parameters

Parameter name	Parameter ID	Type	Unit	Description/Reference
Manufacturer	P240	token
Model	P241	token
CertificationNumber	P242	token		Identifier of the component as used in the certification process
Date	P243	date		Date and time when the component hash is created
AppVersion	P244	token		Number identifying the version of the air drag pre-processing tool
CdxA_0	P245	double, 2	[m²]	Final result of the air drag pre-processing tool.

DeltaCdxA_CFD	P561	double, 2	[m²]	Incremental difference ΔCd·Acr, (0) CFD obtained by means of CFD as determined based on point 3.0.2 Only relevant if CFD option is applied
Licence number CFD method	P562	token	[-]	Only relevant if CFD option is applied
DeltaCdxA_declared	P563	double, 2	[m²]	Difference between Cd·Adeclared in accordance with point 3.0.3 and ΔCd·Acr(0) in accordance with point 3.0.1 or point 3.0.2, as the case may be.

DeltaTransferredCdxA	P564	double, 2	[m²]	Delta CdxAfrom transfer to related families in other vehicle groups in accordance with Table 16 of Appendix 5 for heavy lorries, Table 16a of Appendix 5 for medium lorries and Table 16b of Appendix 5 for heavy buses. In case no transfer rule was applied CdxA_0 shall be provided. In the case of transfers by copying CdxA values from other vehicle groups, ‘0’ shall be provided. If no transfer rule has been applied, leave empty.
—————

In case standard values in accordance with Appendix 7 shall be used in the simulation tool, no input data for air drag component shall be provided. The standard values are allocated automatically in accordance with the vehicle group scheme.

Appendix 10

Approval of the CFD method

1. For the determination of air drag characteristics using a CFD method as described in point 3.0.2, the validity of the CFD method shall be approved as described below.

(a) The application of the CFD method shall be in accordance with Appendix 1 of Annex VIII to Regulation (EU) 2018/858. (b) The specific validation using physical tests shall be carried out based on two different vehicles ‘A’ and ‘B’, of which B is the vehicle configuration with the lower air drag. A and B shall fulfil the following conditions: (i) For medium and heavy lorries, meet the criteria set out in point 4.1 of Appendix 5. The special cases as set out in point 2 of Appendix 5 shall also be taken into account. (ii) The difference in air drag between the two vehicles shall meet the following criterion: where: Cd·Acr (0) CST,avg,A Average value of the air drag values of vehicle A measured in a series of constant speed tests according to the provisions in point 1(d). Cd·Acr (0) CST,avg,B Average value of the air drag values of vehicle B measured in a series of constant speed tests according to the provisions in point 1(d). (c) The manufacturer shall perform the following steps to determine the difference in air drag between A and B using CFD. (i) The following conditions shall be met in CFD simulations: (1) the vehicle geometries used in the CFD simulations shall correspond to the vehicle setup prescribed in point 3.3 for the constant speed test; (2) The air speed in the simulation shall be 90 km/h for lorries and 100 km/h for buses. (3) Only 0° yaw angle shall be considered. (4) All wheels (tyres and rims) shall be modelled as rotating elements (either rotating boundary conditions or real rotating components) with the corresponding rotational speed. (5) The ground of the simulation domain shall be modelled with a tangential velocity opposite to the vehicle advancing direction. (6) The simulation domain shall be discretised with a minimum of 60 million volume elements, including the corresponding mesh refinements at wake regions and other key aerodynamic areas. (7) In the case of using steady-state CFD methods, the simulation shall run for a minimum of 2 000 iterations. (8) In the case of using transient CFD methods, the simulations shall run for a minimum of 10 seconds of simulation time. (ii) The incremental difference ΔCd·Acr (0) CFD between vehicles A and B using the CFD method shall be calculated as: ΔCd·Acr (0) CFD = Cd·Acr (0) CFD, A - Cd·Acr (0) CFD, B where Cd·Acr (0) CFD corresponds to the average of: — the last, at least, 400 iterations in the case of steady-state methods — the last, at least, 5 seconds of simulation time in the case of transient methods. (iii) The ΔCd·Acr (0) CFD value shall be submitted to the approval authority before starting the constant speed tests as set out in point (d). (d) For both vehicle A and B a reference value for the air drag characteristics, respectively Cd·Acr (0) CST,avg,A and Cd·Acr (0) CST,avg,B shall be determined on the basis of a series of constant speed tests. For this purpose, the following points shall be considered: (i) The reference value for Cd·Acr (0) CST,avg shall be calculated as the arithmetic mean of the Cd·Acr (0) CST values from all available constant speed tests performed with a given vehicle. Only valid results in accordance with point 3.10. shall be taken into consideration. It is not permitted to exclude available and valid constant speed test results for the vehicle configuration under consideration from the evaluation unless this can be justified to the approval authority. (ii) The 95 % confidence interval (CI95) of the mean of test data, Cd·Acr (0) CST,avg, shall fall within the range Cd·Acr (0) CST,avg ± 2,5 % ,which is determined by the following expression: Where: s is the standard deviation of the sample for Cd·Acr (0) CST, defined as follows: is the mean average value of the sample for Cd·Acr (0) CST, defined as follows n is the number of constant speed tests for the considered vehicle configuration xi is the air drag value Cd·Acr (0) CST obtained from a single constant speed test t is the score for the 95 % confidence interval of the double-sided t-distribution, as set out in Table 1 Table 1

t 3 4,303 4 3,182 5 2,776 6 2,571 7 2,447 8 2,365 9 2,306 10 2,262 11 2,228 (iii) A minimum of three valid constant speed tests shall be performed for each vehicle configuration and taken into account in the calculation. (iv) If the criterion set out in point (ii) of this subparagraph is not met, additional constant speed tests shall be performed. (v) If the criterion set out in point (ii) of this subparagraph is not reached after performing eleven valid constant speed tests, all the tests shall be considered void for this vehicle configuration and may not be used for the purpose of this Appendix. (vi) The reference value for the difference in air drag between the two vehicles ΔCd·Acr (0) CST shall be calculated as follows: ΔCd·Acr (0) CST = Cd·Acr (0) CST,avg,A - Cd·Acr (0) CST,avg,B (e) The compliance of the CFD method shall be demonstrated by fulfilling the following criterion: Where

2. The application for approval of the CFD method shall be accompanied by the following information for each vehicle A and B:

(a) CFD software used including version number information (b) Values for CD·Acr (0) CFD in m² (c) The SHA256 hash of the CFD simulation file, including geometry data, mesh and physics settings, domain discretisation, boundary conditions and flow field results. If this information is split into several files by the software used, then these files shall be stored under a single compressed file (e.g. .zip or equivalent) and the SHA256 hash shall correspond to this single compressed file. All simulation set up parameters such as the mesh or the technical parameters necessary to reproduce the simulation, along with the associated version of the CFD tool, shall be kept by the manufacturer for 10 years and the manufacturer shall reproduce the simulation at the request of the approval authority. (d) Raw data of the evolution curve of CD·Acr (0) CFD versus iteration (for steady-state methods) or versus time (for transient methods), in .csv format. (e) Post-processing images of the CFD simulations according to the principles as illustrated by Figures 3 to 6 in Annex V of Implementing Regulation (EU) 2022/1362 (f) Values for CD·Acr (0) CST and CD·Acr (0) CST,avg (g) Air drag information document as set out in Appendix 2 to this Annex accompanied by test reports for each valid constant speed test

The approval of the CFD method shall be carried out separately for application on lorries and on buses.

4. If the compliance of the CFD method is demonstrated in accordance with points 1 and 2, the approval authority shall issue a licence in the form of the document as set out in Appendix 11.

The approval of the CFD method shall be renewed in any of the following cases:

(a) a change is made to the CFD method that could potentially affect the validity of the results (b) After 5 years of approval of the CFD method (c) At the request of the approval authority If the approval of the CFD method is not renewed, the approval of the CFD method shall be considered withdrawn, and the CFD method shall no longer be used for the purpose of this Annex. Within the first 5 years of initial approval, any renewal of the approval of the CFD method may use the original set of data from constant speed testing. After that, a new set of test data performed on different vehicles, if such vehicles exist, shall be provided for the renewal of the approval of the CFD method.

Appendix 11

MODEL OF A LICENCE TO APPLY A CFD METHOD FOR AIR DRAG DETERMINATION

Maximum format: A4 (210 × 297 mm)

LICENCE TO APPLY A CFD METHOD FOR AIR DRAG DETERMINATION

Communication concerning: — granting (¹) — refusal (¹) — withdrawal (¹)	Administration stamp
(¹) delete if not applicable

of the licence to apply a CFD method with regard to air drag determination in accordance with Annex VIII to Regulation (EU) 2017/2400.

CFD method licence number (following the numbering system set out in point 2 of Appendix 8, with the exception of the additional letter to section 3 ‘P’ replaced by ‘CFD’):

Reason for refusal / withdrawal:

SECTION I

0.1. Name and address of the manufacturer:

0.2. Vehicles covered by licence (lorries, buses):

0.3. CFD software used including version number information

0.4. SHA256 hashes in accordance with point 2. item (c) of this Appendix

SECTION II

Approval authority responsible for the assessment

Date of the assessment report

Number of the assessment report

Remarks (if any)

Place

Date

Signature

Attachments (for each vehicle configuration A and B)

1. Raw data of the evolution curve of CD·Acr (0) CFD

2. Post-processing images of the CFD simulations

Air drag information document

Test reports for each valid constant speed test

ANNEX IX

VERIFYING LORRY AND BUS AUXILIARY DATA

Introduction

This Annex describes the provisions regarding declaration of technologies and other relevant input information on auxiliary systems for heavy duty vehicles for the purpose of the determination of vehicle specific CO2 emissions.

The power consumption of the following auxiliary types shall be considered within the simulation tool by using technology specific average generic models for power consumption:

(a) Engine cooling fan

(b) Steering system

(c) Electric system

(d) Pneumatic system

(e) Heating, ventilation and air conditioning (HVAC) system

(f) Transmission Power Take Off (PTO)

The generic values are integrated in the simulation tool and automatically used based on the relevant input information in accordance with the provisions in this Annex. The related input data formats for the simulation tool are described in Annex III. For a clear reference, the three-digit parameter IDs used in Annex III are also listed in this Annex.’;

Definitions

For the purposes of this Annex the following definitions shall apply. The related auxiliary type is stated in brackets.

(1) ‘crankshaft mounted’ fan means a fan installation where the fan is driven in the prolongation of the crankshaft, often by a flange (engine cooling fan);

(2) ‘belt or transmission driven’ fan means a fan that is installed in a position where additional belt, tension system or transmission is needed (engine cooling fan);

(3) ‘hydraulic driven’ fan means a fan propelled by hydraulic oil, often installed away from the engine. A hydraulic system with oil system, pump and valves are influencing losses and efficiencies in the system (engine cooling fan);

(4) ‘electrically driven’ fan means a fan propelled by an electric motor. The efficiency for complete energy conversion, included in/out from battery, is considered (engine cooling fan);

(5) ‘electronically controlled visco clutch’ means a clutch in which a number of sensor inputs together with SW logic are used to electronically actuate the fluid flow in the visco clutch (engine cooling fan);

(6) ‘bimetallic controlled visco clutch’ means a clutch in which a bimetallic connection is used to convert a temperature change into mechanical displacement. The mechanical displacement is then working as an actuator for the visco clutch (engine cooling fan);

(7) ‘discrete step clutch’ means a mechanical device where the grade of actuation can be made in distinct steps only (not continuous variable) (engine cooling fan);

(8) ‘on/off clutch’ means a mechanical clutch which is either fully engaged or fully disengaged (engine cooling fan);

(9) ‘variable displacement pump’ means a device that converts mechanical energy to hydraulic fluid energy. The amount of fluid pumped per revolution of the pump can be varied while the pump is running (engine cooling fan);

(10) ‘constant displacement pump’ means a device that converts mechanical energy to hydraulic fluid energy. The amount of fluid pumped per revolution of the pump cannot be varied while the pump is running (engine cooling fan);

(11) ‘electric motor control’ means the use of an electric motor to propel the fan. The electrical machine converts electrical energy into mechanical energy. Power and speed are controlled by conventional technology for electric motors (engine cooling fan);

(12) ‘fixed displacement pump (default technology)’ means a pump having an internal limitation of the flow rate (steering system);

(13) ‘fixed displacement pump with electronic control’ means a pump using an electronic control of the flow rate (steering system);

(14) ‘dual displacement pump’ means a pump with two chambers (with the same or different displacement) mechanical internal limitation of flow rate (steering system);

(14a) ‘dual displacement pump with electronic control’ means a pump with two chambers (with the same or different displacement) which can be combined or where under specific conditions only one of these is used. The flow rate is electronically controlled by a valve (steering system);

(15) ‘variable displacement pump mech. controlled’ means a pump where the displacement is mechanically controlled internally (internal pressure scales) (steering system);

(16) ‘variable displacement pump elec. controlled’ means a pump where the displacement is electronically controlled (steering system);

(17) ‘electric driven pump’ means a steering system driven by an electric motor with continuously recirculating hydraulic fluid (steering system);

(17a) ‘full electric steering gear’ means a steering system driven by an electric motor without continuously recirculating hydraulic fluid (steering system);

(18) -

(19) ‘air compressor with energy saving system’ or ‘ESS’ means a compressor reducing the power consumption during blow off, e.g. by closing intake side, ESS is controlled by system air pressure (pneumatic system);

(20) ‘compressor clutch (visco)’ means a disengageable compressor where the clutch is controlled by the system air pressure (no smart strategy), minor losses during disengaged state caused by visco clutch (pneumatic system);

(21) ‘compressor clutch (mechanically)’ means a disengageable compressor where the clutch is controlled by the system air pressure (no smart strategy) (pneumatic system);

(22) ‘air management system with optimal regeneration’ or ‘AMS’ means an electronic air processing unit that combines an electronically controlled air dryer for optimised air regeneration and an air delivery preferred during overrun conditions (requires a clutch or ESS) (pneumatic system).

(23) ‘light emitting diode’ or ‘LED’ means semiconductor devices that emit visible light when an electrical current passes through them (electric system);

(24) -

(25) ‘power take-off’ or ‘PTO’ means a device on a transmission or an engine to which an optional power consuming device (‘consumer’), e.g., a hydraulic pump, can be connected; a power take-off is usually optional (PTO);

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

(26a) ‘engaged gearwheel’ means a gearwheel which is engaged with running shafts of either the engine or transmission while the PTO clutch (if applicable) is open (PTO);

(27) ‘tooth clutch’ means a (manoeuvrable) 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) (PTO);

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

(29) ‘multi-disc clutch’ means a clutch where several friction linings are arranged in parallel whereby all friction pairs get the same pressing force. Multi-disc clutches are compact and can be engaged and disengaged under load. They may be designed as dry or wet clutches (PTO);

(30) ‘sliding wheel’ means a gearwheel used as shift element where the shifting is realised by moving the gearwheel on its shaft into or out of the gear mesh of the mating gear (PTO);

(31) ‘discrete step clutch (off + 2 stages)’ means a mechanical device where the grade of actuation can be made in two distinct steps plus off only (not continuous variable) (engine cooling fan);

(32) ‘discrete step clutch (off + 3 stages)’ means a mechanical device where the grade of actuation can be made in three distinct steps plus off only (not continuous variable) (engine cooling fan);

(33) ‘ratio compressor to engine’ means the forward gear ratio of the air compressor to the speed of the engine without slip (pneumatic system);

(34) ‘air suspension control mechanically’ means an air supension system in which the air suspension control valves are operated mechanically without electronics and software (pneumatic system);

(35) ‘air suspension control electronically’ means an air supension system in which a number of sensor inputs together with software logic are used to electronically actuate the air suspension control valves (pneumatic system);

(36) ‘pneumatic SCR reagent dosing’ means that compressed air is used for dosing reagent into the exhaust system (pneumatic system);

(37) ‘door drive technology pneumatic’ means that the passenger doors of the vehicle are operated with compressed air (pneumatic system);

(38) ‘door drive technology electric’ means that the passenger doors of the vehicle are operated with an electric motor or with an electrohydraulic system (pneumatic system);

(39) ‘door drive technology mixed’ means that both ‘door drive technology pneumatic’ and ‘door drive technology electric’ are installed in the vehicle (pneumatic system);

(40) ‘smart regeneration system’ means a pneumatic system in which the regeneration air demand is optimised with respect to the quantity of dried air that is produced (pneumatic system);

(41) ‘smart compression system’ means a pneumatic system in which the air delivery is electronically controlled with preferred air delivery during overrun conditions (pneumatic system);

(42) ‘interior lights’ means the lights within the passenger compartment that are installed to fulfil the requirements of paragraph 7.8. (artificial interior lighting) in Annex 3 to UN Regulation No. 107 (^*2) (electric system);

(43) ‘day running lights’ means the ‘daytime running lamp’ in accordance with paragraph 2.7.25 of UN Regulation No. 48 (^*3) (electric system);

(44) ‘position lights’ means the ‘side marker lamp’ in accordance with paragraph 2.7.24 of UN Regulation No. 48 (electric system);

(45) ‘brake lights’ means the ‘stop lamp’ in accordance with paragraph 2.7.12 of UN Regulation No. 48 (electric system);

(46) ‘headlights’ means the ‘passing-beam (dipped-beam) headlamp’ in accordance with paragraph 2.7.10 of UN Regulation No. 48, and the ‘driving-beam (main-beam) headlamp’ in accordance with paragraph 2.7.9 of UN Regulation No. 48 (electric system);

(47) ‘alternator’ means an electric machine to charge the battery and to supply electric power to the electrical auxiliary system when the vehicle’s internal combustion engine is running. An alternator can not contribute to propulsion of the vehicle (electric system);

(48) ‘smart alternator system’ means a system of one ore more alternators in combination with one or more dedicated REESS which is electronically controlled with preferred generation of electic energy during overrun conditions (electric system);

(49) ‘heating, ventilation and air conditioning system’ or HVAC system means a system that can actively heat and/or actively cool down and exchange or replace air to provide improved air qualityfor the passenger and/or the driver compartment (HVAC system);

(50) ‘HVAC system configuration’ means a combination of HVAC system components in accordance with Table 13 of this Annex (HVAC system);

(51) ‘thermal comfort system for passenger compartment’ means a system that uses fans to circulate air within the vehicle or blows fresh air into the vehicle and the air volume flow can at least be actively cooled or heated. The air is distributed from the roof of the vehicle and in the case of double deckers, in both floors. In the case of open top double deckers, in the lower deck (HVAC system);

(52) ‘number of heat pumps for passenger compartment’ means the number of heat pumps that are installed in the vehicle to heat up and/or cool down cabin air or fresh air supplied to the passenger compartment. If a heat pump is used for the passenger and for the driver compartment it is counted for the passenger compartment only (HVAC system). If different heat pumps for heating and cooling are installed, the number of heat pumps shall be defined by the lower number of both separate cases – i.e. the number of heat pumps for cooling and the number of heat pumps for heating shall be considered separately (e.g. in the case of 2 heat pumps for cooling and 1 heat pump for heating: only 1 heat pump shall be considered);

(53) ‘air conditioning system for driver compartment’ means that a system is installed in the vehicle that can cool down the cabin air or fresh air supplied to the driver or driver compartment (HVAC system);

(54) ‘air conditioning system for passenger compartment’ means that a system is installed in the vehicle that can cool down the cabin air or fresh air supplied to the passenger compartment (HVAC system);

(55) ‘independent heat pump for driver compartment’ means that a heat pump is installed in the vehicle that is only used for the driver compartment (HVAC system);

(56) ‘heat pump 2-stage’ means a heat pump where the grade of actuation can be made in two steps only but not continuous variable (HVAC system);

(57) ‘heat pump 3-stage’ means a heat pump where the grade of actuation can be made in three steps only but not continuous variable (HVAC system);

(58) ‘heat pump 4-stage’ means a heat pump where the grade of actuation can be made in four steps only but not continuous variable (HVAC system);

(59) ‘heat pump continuous’ means a heat pump where the grade of actuation is continuously variable or where the air conditioning compressor is driven by an electric motor with continuously variable speed (HVAC system);

(60) ‘auxiliary heater power’ as stated on the label defined in paragraph 4 of Annex 7 to UN Regulation No. 122 (^*4) (HVAC system);

(61) ‘double glazing’ means windows of the passenger compartment that consist of two glass window panes that are separated by gas filled space or by vacuum. In the case of several types of windows within the passenger compartment, the predominant window type with regards to surface area has to be selected. For the assessment of the predominant window type the windscreen, the rear window, the driver side-window(s), windows within doors, windows above and in front of the front axle (see Figure 1 for examples) as well as tiltable windows, shall not be considered (HVAC system); Figure 1 Windows not to be considered for predominant window type

(62) ‘heat pump’ means a system that uses a refrigerant in a circular process to transfer thermal energy from the environment to the passenger compartment and/or the driver compartment and/or transfers thermal energy in the opposite direction (cooling and/or heating functionality) with a coefficient of performance larger than 1 (HVAC system);

(63) ‘R-744 heat pump’ means a continuous (i.e. electrically driven) heat pump which uses R-744 refrigerant as working medium (HVAC system);

(64) ‘non R-744 heat pump’ means a heat pump which uses another working medium than R-744 refrigerant. For the possible grade of actuation (2-stage, 3-stage, 4-stage, continuous), the definitions (56) to (59) shall apply (HVAC system);

(65) ‘adjustable coolant thermostat’ means a coolant thermostat which characteristics are influenced by at least one additional input besides the coolant temperature, e.g. active electric heating of the thermostat (HVAC system);

(66) ‘adjustable auxiliary heater’ means a fuel-operated heater with at least 2 levels of heating capacity besides ‘off’ that can be controlled depending on the required heating system capacity in the bus (HVAC system);

(67) ‘engine waste gas heat exchanger’ means a heat exchanger that uses the thermal energy of engine waste gas to heat the cooling circuit (HVAC system);

(68) ‘separate air distribution ducts’ means one or multiple air channels connected to a thermal comfort system to distribute conditioned air evenly to the passenger compartment. Air channels may include loud speakers or HVAC water supply and electric harness. Reservoirs for compressed airs shall not be installed within this/these channel/s. By this model parameter the simulation tool considers reduced heat transfer losses to the ambient or components within the channel. For HVAC configurations 8, 9 and 10 in vehicle groups 31, 33, 35, 37 and 39, this input shall be set to ‘true’ as those configurations benefit from reduced losses as cooled air is directly blown into vehicle interior even without any air channel. For all HVAC configurations in vehicle groups 32, 34, 36, 38 and 40 this parameter shall be set to ‘true’ as this is state-of-the-art (HVAC system);

(69) ‘electrically driven compressor’ means a compressor driven by an electric motor (pneumatic system);

(70) ‘water electric heater’ means a device using electric energy to heat up the coolant of the vehicle with a coefficient of performance lower than 1 and that is actively used for the heating functionality during vehicle operation on road (HVAC system);

(71) ‘air electric heater’ means a device using electric energy to heat up the air of the passenger and/or driver compartment with a coefficient of performance lower than 1 (HVAC system);

(72) ‘other heating technology’ means any fully electric technology used for heating up the passenger and/or driver compartment not covered by the technologies in definitons (62), (70) or (71) (HVAC system);

(73) ‘lead-acid battery – conventional’ means a lead-acid battery where none of the definitions (74) or (75) applies (electric system);

(74) ‘lead-acid battery –AGM’ (Absorbed Glass Mat) means lead-acid batteries where glass fibre mats soaked in electrolyte are used as separators between the negative and positive plates (electric system);

(75) ‘lead-acid battery – gel’ means lead-acid batteries where a silica gelling agent is mixed into the electrolyte (electric system);

(76) ‘Li-ion battery - high power’ means a Li-ion battery where the numerical ratio between rated maximum current in [A] and the rated capacity in [Ah] is equal to or larger than 10 (electric system);

(77) ‘Li-ion battery - high energy’ means a Li-ion battery where the numerical ratio between rated maximum current in [A] and the rated capacity in [Ah] is less than 10 (electric system);

(78) ‘capacitor with DC/DC converter’ means an (ultra) capacitor electrical energy storage unit combined with a DC/DC unit that adapts the voltage level and controls the current to and from the electric consumer board net (electric system);

(79) ‘articulated bus’ means a heavy bus that is an incomplete vehicle, complete vehicle or completed vehicle consisting of at least two rigid sections connected to each other by an articulated section. Connection and disconnection of the sections are to be possible only in a workshop. For the complete or completed heavy buses of this type of vehicle, the articulated section shall permit the free movement of travellers between the rigid sections.

Description of auxiliary relevant input information into the simulation tool

The information on engine cooling fan technology shall be provided based on the applicable combinations of fan drive and fan control technology as described in Table 4 below.

If a new technology within a fan drive cluster (e.g. crankshaft mounted) cannot be found in the list, the technology allocated to ‘default for fan drive cluster’ shall be provided.

If a new technology cannot be found in any fan drive cluster the technology allocated to ‘default overall’ shall be provided.

Fan drive cluster	Fan control	Medium and heavy lorries	Heavy buses
Crankshaft mounted	Electronically controlled visco clutch	X	X
Bimetallic controlled visco clutch	X (DC)	X
Discrete step clutch	X
Discrete step clutch (off + 2 stages)		X
Discrete step clutch (off + 3 stages)		X
On/off cluch	X	X (DC, DO)
Belt driven or driven via transmission	Electronic controlled visco clutch	X	X
Bimetallic controlled visco clutch	X (DC)	X
Discrete step clutch	X
Discrete step clutch (off + 2 stages)		X
Discrete step clutch (off + 3 stages)		X
On/off cluch	X	X (DC)
Hydraulically driven	Variable displacement pump	X	X
Constant displacement pump	X (DC, DO)	X (DC)
Electrically driven	Electric motor control	X (DC)	X (DC)
X: applicable, DC: default for fan drive cluster, DO: default overall

The technology of the steering system shall be provided in accordance with Table 5 per each active steered axle on the vehicle.

If a new technology within a steering technology cluster (e.g. mechanically driven) cannot be found in the list, the technology allocated to ‘default for steering technology cluster’ shall be provided. If a new technology cannot be found in any steering technology cluster the technology allocated to ‘default overall’ shall be provided.

Steering technology cluster	Technology	Medium and heavy lorries	Heavy buses
Mechanically driven	Fixed displacement	X (DC, DO)	X (DC, DO)
Fixed displacement, electronical control	X	X
Dual displacement pump	X	X
Dual displacement pump with electronic control	X	X
Variable displacement, mechanical control	X	X
Variable displacement, electronical control	X	X
Electric	Electric driven pump	X (DC)	X (DC)
Full electric steering gear	X	X
X: applicable, DC: default for steering technology cluster, DO: default overall

The technology of the electric system shall be provided in accordance with

Table 6.

If the technology used in the vehicle is not listed, ‘standard technology’ shall be provided to the simulation tool.

Technology
Standard technology
Standard technology - LED headlights

The technology of the electric system shall be provided in accordance with Table 7.

Electric system cluster	Parameter	Parameter (ID)	Input to the simulation tool	Explanations
Alternator	Alternator technology	P294	conventional / smart / no alternator	‘smart’ shall be declared for systems fulfilling the definitions as given in point 2(48); ‘no alternator’ is applicable for HEVs which do not have an alternator in the electric auxiliary system. For PEV or FCHV no input is required.
Smart alternator – maximum rated current	P295	value in [A]	Maximum rated current at nominal speed in accordance with manufacturer’s labelling or data sheet, or measured in accordance with standard ISO 8854:2012 Input per smart alternator
Smart alternator – rated voltage	P296	value in [V]	Allowed values: ‘12’, ‘24’, ‘48’ Input per smart alternator
Batteries for smart alternator systems	Technology	P297	lead-acid battery – conventional / lead-acid battery – AGM / lead-acid battery – gel / li-ion battery - high power / li-ion battery - high energy	Input per battery charged by smart alternator system If a battery technology cannot be found in the list, the technology ‘Lead-acid battery – Conventional’ shall be provided as input.
Nominal voltage	P298	value in [V]	Allowed values: ‘12’, ‘24’, ‘48’ Input per battery charged by smart alternator system Where batteries are configured in series (e.g. two 12V units for a 24V system), the actual nominal voltage of the single battery units (12V in this example) shall be provided.
Rated capacity	P299	value in [Ah]	Capacity in Ah in accordance with manufacturer’s labelling or data sheet Input per battery charged by smart alternator system
Capacitors for smart alternator systems	Technology	P300	with DC/DC converter	Input per battery charged by smart alternator system
Rated capacitance	P301	value in [F]	Capacitance in Farad (F) in accordance with manufacturer’s labelling or data sheet Input per capacitor charged by smart alternator system
Rated voltage	P302	value in [V]	Rated operating voltage in accordance with manufacturer’s labelling or data sheet Input per capacitor charged by smart alternator system
Auxiliary electric energy supply	Supply of electric auxiliaries from HEV REESS possible	P303	true / false	To be set to ‘true’ if the vehicle is equipped with a controlled power link that enables transfer of electric energy from a HEV propulsion energy storage system to the electric consumer board net. Input only required for HEV.
Interior lights	Interior lights LED	P304	true / false	Parameters shall only be set to true if all lights of the category are in line with the definitions set out in points 2(42) to 2(46).
Exterior lights	Day running lights LED	P305	true / false
Position lights LED	P306	true / false
Brake lights LED	P307	true / false
Headlights LED	P308	true / false

For pneumatic systems working with over pressure the size of air supply shall be provided in accordance with Table 8.

Size of air supply	Medium and heavy lorries (part of P184)	Heavy buses (P309)
Small displacement ≤ 250 cm³; 1 cylinder / 2 cylinder	X	X
Medium 250 cm³ < displacement ≤ 500 cm³; 1 cylinder / 2 cylinder 1-stage	X	X
Medium 250cm³ < displacement ≤ 500 cm³; 1 cylinder / 2 cylinder 2-stage	X	X
Large displacement > 500 cm³; 1 cylinder / 2 cylinder 1-stage / 2-stage	X, DO
Large displacement > 500 cm³; 1-stage		X, DO
Large displacement > 500 cm³; 2-stage		X

In the case of a two-stage compressor, the displacement of the first stage shall be used to describe the size of the air compressor system. In the case of non-piston compressors, the ‘default overall’ (DO) technology shall be declared.

In the case of heavy buses with electrically driven compressors, ‘not applicable’ shall be provided as input for size of air supply as this parameter is not considered by the simulation tool.

Fuel saving technologies shall be provided in accordance with the combinations as listed in Table 9 for medium and heavy lorries in Table 10 for heavy buses.

Combination No	Compressor drive	Compressor clutch	Air compressor with Energy Saving System (ESS)	Air Management System with optimal regeneration (AMS)
1	mechanically	no	no	no
2	mechanically	no	yes	no
3	mechanically	visco	no	no
4	mechanically	mechanically	no	no
5	mechanically	no	yes	yes
6	mechanically	visco	no	yes
7	mechanically	mechanically	no	yes
8	electrically	no	no	no
9	electrically	no	no	yes
Combination No	Compressor drive (P310)	Compressor clutch (P311)	Smart regeneration system (P312)	Smart compression system (P313)
---	---	---	---	---
1	mechanically	none	no	no
2	mechanically	none	yes	no
3	mechanically	none	no	yes
4	mechanically	none	yes	yes
5	mechanically	visco	no	no
6	mechanically	visco	yes	no
7	mechanically	visco	no	yes
8	mechanically	visco	yes	yes
9	mechanically	mechanically	no	no
10	mechanically	mechanically	yes	no
11	mechanically	mechanically	no	yes
12	mechanically	mechanically	yes	yes
13	electrically	None	no	no
14	electrically	none	yes	no

For heavy buses the information on further characteristics of the pneumatic system shall be provided in accordance with Table 11.

Parameter	Parameter ID	Input to the simulation tool	Explanations
Ratio compressor to engine	P314	value in [-]	Ratio = compressor speed / engine speed. Only applicable in the case of mechanically driven compressor
Entrance height in non-kneeled position	P290	value in [mm]	In accordance with the definitions as set out in point 2(10 ) of Annex III. Documentation of this value shall be given by vehicle setup drawings used during parametrisation of the air suspension control of the vehicle. Value shall represent the state as delivered to the customer as normal ride height. This parameter is only relevant for heavy buses.
Air suspension control	P315	mechanically / electronically
Pneumatic SCR reagent dosing	P316	true / false	See point 2(36)
Door drive technology	P291	pneumatic / mixed / electric

For vehicles with pneumatic systems working with vacuum (relative negative pressure) either ‘Vacuum pump’ or ‘Vacuum pump + elec. driven’ shall be provided as input to the simulation tool (P184). This technology is not applicable for heavy buses.

The technology of the HVAC system shall be provided in accordance with Table 12.

Technology
None (no air conditioning system for driver compartment)
Default

The HVAC system configuration shall be provided in accordance with the definitions set out in Table 13. A graphical representation of the different configurations is given in Figure 2.

HVAC system configuration	Thermal comfort system for passenger compartment	Number of heat pumps for passenger compartment in accordance with (52) of point 2	Driver compartment supplied by heat pump(s) for passenger compartment	Independent heat pump(s) for driver compartment
Rigid	Articu-lated
1	No	0	0	No	No
2	No	0	0	No	Yes
3	Yes	0	0	No	No
4	Yes	0	0	No	Yes
5	Yes	1	1 or 2	No	No
6	Yes	1	1 or 2	Yes	No
7	Yes	1	1 or 2	No	Yes
8	Yes	> 1	> 2	No	No
9	Yes	> 1	> 2	No	Yes
10	Yes	> 1	> 2	Yes	No

The HVAC system parameters shall be declared in accordance with Table 14.

| Parameter | Parameter ID | Input to the simulation tool | Explanations |

| --- | --- | --- | --- | | Heat pump type for cooling driver compartment | P318 | none / not applicable / R-744 / non R-744 2-stage / non R-744 3-stage / non R-744 4-stage / non R-744 continuous | ‘not applicable’ shall be declared for HVAC system configurations 6 and 10 due to supply from passenger heat pump For PEV and FCHV only continuous (i.e. electrically driven) heat pump types are allowed inputs (i.e. ‘R-744’ or ‘non R-744 continuous’). | | Heat pump type for heating driver compartment | P319 | none / not applicable / R-744 / non R-744 2-stage / non R-744 3-stage / non R-744 4-stage / non R-744 continuous | ‘not applicable’ shall be declared for HVAC system configurations 6 and 10 due to supply from passenger heat pump For PEV and FCHV only continuous (i.e. electrically driven) heat pump types are allowed inputs (i.e. ‘R-744’ or ‘non R-744 continuous’). | | Heat pump type for cooling passenger compartment | P320 | none / R-744 / non R-744 2-stage / non R-744 3-stage / non R-744 4-stage / non R-744 continuous | In the case of multiple heat pumps with different technologies for cooling the passenger compartment, the dominant technology shall be declared (e.g. in accordance with available power or preferred usage in operation). For PEV and FCHV only continuous (i.e. electrically driven) heat pump types are allowed inputs (i.e. ‘R-744’ or ‘non R-744 continuous’). | | Heat pump type for heating passenger compartment | P321 | none / R-744 / non R-744 2-stage / non R-744 3-stage / non R-744 4-stage / non R-744 continuous | In the case of multiple heat pumps with different technologies for heating the passenger compartment, the dominant technology shall be declared (e.g. in accordance with available power or preferred usage in operation). For PEV and FCHV only continuous (i.e. electrically driven) heat pump types are allowed inputs (i.e. ‘R-744’ or ‘non R-744 continuous’). | | Auxiliary heater power | P322 | value in [W] | Rated output as specified for the device; Enter ‘0’ if no auxiliary heater is installed. | | Double glazing | P323 | true / false | | | Adjustable coolant thermostat | P324 | true / false | | | Adjustable auxiliary heater | P325 | true / false | | | Engine waste gas heat exchanger | P326 | true / false | | | Separate air distribution ducts | P327 | true / false | | | Water electric heater | P328 | true / false | Input to be provided only for HEV, FCHV and PEV. | | Air electric heater | P329 | true / false | Input to be provided only for HEV, FCHV and PEV. | | Other heating technology | P330 | true / false | Input to be provided only for HEV, FCHV and PEV. |

For heavy lorries with PTO and/or PTO drive mechanism installed on the transmission, the power consumption shall be considered by determined generic values. Those represent these power losses in usual drive mode when the consumer connected to a PTO, e.g. a hydraulic pump, is switched off/disengaged. Application related power consumptions at engaged consumer are added by the simulation tool and are not described in the following.

Design variants regarding power losses (in comparison to a transmission without PTO and / or PTO drive mechanism)	Power loss
Additional drag loss relevant parts
Shafts / gear wheels (P247)	Other elements (P248)	[W]
only one engaged gearwheel positioned above the specified oil level (no additional gearmesh)	—	0
only the drive shaft of the PTO	tooth clutch (incl. synchroniser) or sliding gearwheel	50
only the drive shaft of the PTO	multi-disc clutch	350
only the drive shaft of the PTO	multi-disc clutch with dedicated pump for PTO clutch	3 000
drive shaft and/or up to 2 engaged gearwheels	tooth clutch (incl. synchroniser) or sliding gearwheel	150
drive shaft and/or up to 2 engaged gearwheels	multi-disc clutch	400
drive shaft and/or up to 2 engaged gearwheels	multi-disc clutch with dedicated pump for PTO clutch	3 050
drive shaft and/or more than 2 engaged gearwheels	tooth clutch (incl. synchroniser) or sliding gearwheel	200
drive shaft and/or more than 2 engaged gearwheels	multi-disc clutch	450
drive shaft and/or more than 2 engaged gearwheels	multi-disc clutch with dedicated pump for PTO clutch	3 100
PTO which includes 1 or more additional gearmesh(es), without disconnect clutch	—	1 500

In the case of multiple PTOs mounted to the transmission, only the component with the highest losses in accordance with Table 15, for its combination of criteria ‘PTOShaftsGearWheels’ and ‘PTOShaftsOtherElements’, shall be declared. For medium lorries and heavy buses, no declaration of transmission PTOs is foreseen.

ANNEX X

CERTIFICATION PROCEDURE FOR PNEUMATIC TYRES

Introduction

This Annex describes the certification provisions for tyre with regard to its rolling resistance coefficient. For the calculation of the vehicle rolling resistance to be used as the simulation tool input, the applicable tyre rolling resistance coefficient Cr for each tyre supplied to the original equipment manufacturers and the related tyre test load FZTYRE shall be declared by the applicant for pneumatic tyre approval.

Definitions

For the purposes of this Annex, in addition to the definitions contained in UN Regulation No. 54 (¹⁷) and in UN Regulation No. 117 (¹⁸), the following definitions shall apply:

(1) ‘Rolling resistance coefficient Cr’ means a ratio of the rolling resistance to the load on the tyre

(2) ‘The load on the tyre FZTYRE’ means a load applied to the tyre during the rolling resistance test.

(3) ‘Type of tyre’ means a range of tyres which do not differ in such characteristics as: (a) Manufacturer's name; (b) Brand name or trade mark ; (c) Tyre class (in accordance with UN Regulation No. 117); (d) Tyre-size designation; (e) Tyre structure (diagonal (bias-ply), radial); (f) Category of use (normal tyre, snow tyre, special use tyre) as defined in UN Regulation No.117; (g) Speed category (categories); (h) Load-capacity index (indices); (i) Trade description/commercial name; (j) Declared tyre rolling resistance coefficient

(4) ‘FuelEfficiencyClass’ is a parameter corresponding to the fuel efficiency class of the tyre as defined in Regulation (EU) 2020/740 (¹⁹) Annex I, part A. For tyres which are not in the scope of Regulation (EU) 2020/740, the fuel efficiency class of the tyre is not applicable and parameter FuelEfficiencyClass shall be recorded in Appendix 3 as ‘N/A’.

General requirements

3.1. The tyre manufacturer plant shall be certified to IATF 16949.

3.2. The tyre rolling resistance coefficient shall be measured and aligned in accordance with Regulation (EU) 2020/740 Annex I, part A, expressed in N/kN and rounded to the first decimal place, in accordance with ISO 80000-1 Appendix B, section B.3, rule B (example 1).

The standard rolling resistance coefficient value for C2 and C3 tyres shall be the one corresponding to snow tyres for use in severe snow conditions as set out in UN Regulation No. 117 paragraph 6.3.2. For tyres not in the scope of Regulation (EC) No 661/2009 (²⁰) or Regulation (EU) 2019/2144 (²¹), the standard value shall be 13,0 N/kN and the FuelEfficiencyClass shall be stated as ‘N/A’. The standard FzISO value shall be the one obtained as a percentage of the vertical force related to tyre load index at nominal tyre pressure (and single tyre application). For C2 and C3 tyres this percentage shall be 85 %, for other tyres the percentage shall be 80 %.

3.3. The tyre manufacturer shall test either in a laboratory of technical services as defined in Article 68 of Regulation (EU) 2018/858 the test referred to in point 3.2, or in its own facilities in the case that:

4. Conformity of the certified CO2 emissions and fuel consumption related properties

4.1. Any tyre certified under this Regulation shall be in conformity to the declared rolling resistance value as per paragraph 3.2 of this Annex.

4.2. In order to verify conformity of the certified CO2 emissions and fuel consumption related properties, production samples shall be taken randomly from series production and tested in accordance with the provisions set out in paragraph 3.2. The tests have to be performed on new test tyres in the sense of the definition set out in paragraph 2 of UN Regulation No. 117.

Appendix 1

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

Maximum format: A4 (210 × 297 mm)

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

Communication concerning: — granting (¹) — extension (¹) — refusal (¹) — withdrawal (¹)	Administration stamp
(¹) ‘delete as appropriate’

of a certificate on CO2 emission and fuel consumption related properties of a tyre family in accordance with Commission Regulation (EU) 2017/2400, as amended by Commission Regulation (EU) 2019/318

Certification number: …

Hash: …

Reason for extension: …

1.Manufacturer's name and address: …

2.If applicable, name and address of manufacturer's representative: …

3.Brand name/trade mark: …

4.Tyre type description: …

(a) Manufacturer's name …

(b) Brand name or trade mark

(d) Tyre-size designation …

(e) Tyre structure (diagonal (bias-ply); radial) …

(f) Category of use (normal tyre, snow tyre, special use tyre) …

(g) Speed category (categories) …

(h) Load-capacity index (indices) …

(i) Trade description/commercial name …

(j) Declared tyre rolling resistance coefficient …

5.Tyre identification code(s) and technology(ies) used to provide identification code(s), if applicable:

Technology:	Code:
…	…

6.Technical Service and, where appropriate, test laboratory approved for purposes of approval or of verification of conformity tests: …

7.Declared values:

7.1. declared rolling resistance level of the tyre (in N/kN rounded to the first decimal place, in accordance with ISO 80000-1 Appendix B, section B.3, rule B (example 1)) Cr, … [N/kN]

7.2. tyre test load in accordance with Regulation (EU) 2020/740, Annex I, part A FZTYRE…[N]

7.3. Alignment equation: …

8.Any remarks: …

9.Place: …

10.Date: …

11.Signature: …

12.Annexed to this communication are: …

Appendix 2

Tyre rolling resistance coefficient information document

SECTION I

0.1 Name and address of manufacturer;

0.2 Brand name(s)/trademark(s);

0.3 Name and address of applicant:

0.4 Trade description(s)/commercial name(s);

0.5 Tyre class (in accordance with UN Regulation No. 117);

0.6 Tyre-size designation;

0.7 Tyre structure (diagonal (bias-ply); radial);

0.8 Category of use (normal tyre, snow tyre, special use tyre);

0.9 Speed category (categories);

0.10 Load-capacity index (indices);

0.11 -

0.12 Declared rolling resistance coefficient;

0.13 Tool(s) to provide additional rolling resistance coefficient identification code (if any);

0.15 Load FZTYRE: … [N]

0.16 Tyre Type Approval Marking (in accordance with UN Regulation No. 117), if applicable;

0.17 Tyre Type Approval Marking (in accordance with UN Regulation No. 54 or 30 (²²)

SECTION II

Approval Authority or Technical Service [or Accredited Lab]:

Test report No.:

Comments (if any):

Date of test report:

5. Test machine identification and drum diameter/surface:

6. Test tyre details:

7. Test data:

Rolling resistance coefficient:

9. Date of test:

Appendix 3

Input parameters for the simulation tool

Introduction

Definitions

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

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

Set of input parameters

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

| --- | --- | --- | --- | --- | | Manufacturer | P230 | token | | | | Model | P231 | token | | Trade name of manufacturer | | | | | | | | CertificationNumber | P232 | token | | | | | | | | | | Date | P233 | date | | Date and time when the component hash is created. | | AppVersion | P234 | token | | Version number identifying the evaluation tool | | RRCDeclared | P046 | double, 4 | [N/N] | | | FzISO | P047 | integer | [N] | | | | | | | | | Tyre Size Designation | P108 | string | [-] | Allowed values (non-exhaustive): ‘9.00 R20’, ‘9 R22.5’, ‘9.5 R17.5’, ‘10 R17.5’, ‘10 R22.5’, ‘10.00 R20’, ‘11 R22.5’, ‘11.00 R20’, ‘11.00 R22.5’, ‘12 R22.5’, ‘12.00 R20’, ‘12.00 R24’, ‘12.5 R20’, ‘13 R22.5’, ‘14.00 R20’, ‘14.5 R20’, ‘16.00 R20’, ‘205/75 R17.5’, ‘215/75 R17.5’, ‘225/70 R17.5’, ‘225/75 R17.5’, ‘235/75 R17.5’, ‘245/70 R17.5’, ‘245/70 R19.5’, ‘255/70 R22.5’, ‘265/70 R17.5’, ‘265/70 R19.5’, ‘275/70 R22.5’, ‘275/80 R22.5’, ‘285/60 R22.5’, ‘285/70 R19.5’, ‘295/55 R22.5’, ‘295/60 R22.5’, ‘295/80 R22.5’, ‘305/60 R22.5’, ‘305/70 R19.5’, ‘305/70 R22.5’, ‘305/75 R24.5’, ‘315/45 R22.5’, ‘315/60 R22.5’, ‘315/70 R22.5’, ‘315/80 R22.5’, ‘325/95 R24’, ‘335/80 R20’, ‘355/50 R22.5’, ‘365/70 R22.5’, ‘365/80 R20’, ‘365/85 R20’, ‘375/45 R22.5’, ‘375/50 R22.5’, ‘375/90 R22.5’, ‘385/55 R22.5’, ‘385/65 R22.5’, ‘395/85 R20’, ‘425/65 R22.5’, ‘495/45 R22.5’, ‘525/65 R20.5’ | | | | | | | | TyreClass | P370 | string | [-] | ‘C2’, ‘C3’ or ‘N/A’ | | FuelEfficiencyClass | P371 | string | | ‘A’, ‘B’, ‘C’, ‘D’, ‘E’ or ‘N/A’ | | | | | | |

Appendix 4

Numbering

Numbering:

1.1	Certification number for tyres shall comprise the following: eXYYYY/YYYYZZZZ/ZZZZT00000*00 section 1 section 2 section 3 Additional letter to section 3 section 4 section 5 Indication of country issuing the certificate HDV CO2 determination Regulation ‘2017/2400’ Latest amending Regulation (ZZZZ/ZZZZ) T = Tyre Base certification number 00000 Extension 00
section 1	section 2	section 3	Additional letter to section 3	section 4	section 5
Indication of country issuing the certificate	HDV CO2 determination Regulation ‘2017/2400’	Latest amending Regulation (ZZZZ/ZZZZ)	T = Tyre	Base certification number 00000	Extension 00

ANNEX Xa

CONFORMITY OF SIMULATION TOOL OPERATION AND OF CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF COMPONENTS, SEPARATE TECHNICAL UNITS AND SYSTEMS: VERIFICATION TESTING PROCEDURE

1. Introduction

This Annex sets out the requirements for the verification testing procedure, which is the test procedure for verifying the CO2 emissions of new heavy-duty vehicles.

The verification testing procedure consists of an on-road test to verify the CO2 emissions of new vehicles after production. It shall be carried out by the vehicle manufacturer and supervised by the approval authority that granted the licence to operate the simulation tool. In case of heavy buses the verification testing procedure shall be performed by the manufacturer of the primary vehicle.

During the verification testing procedure the torque and speed at the driven wheels, the engine speed, the fuel consumption, the pollutant emissions and the other relevant parameters listed in point 6.1.6 shall be measured. The measured data shall be used as input to the simulation tool, which uses the vehicle-related input data and the input information from the determination of the CO2 emissions and fuel consumption of the vehicle. For the verification testing procedure simulation, the instantaneously measured wheel torque and the rotational speed of the wheels as well as the engine speed shall be used as input. To pass the verification testing procedure the CO2 emissions calculated from the measured fuel consumption shall be within the tolerances set out in point 7 compared to the CO2 emissions from the verification testing procedure simulation. Figure 1 gives a schematic picture of the verification testing procedure method. The evaluation steps as performed by the simulation tool in the verification testing procedure simulation are described in Appendix 1 of this Annex.

As part of the verification testing procedure, the correctness of the vehicle input data set from the certification of CO2 emissions and fuel consumption related properties of the components, separate technical units and systems shall also be reviewed to check the data and the data handling process. The correctness of the input data relating to components, separate technical units and systems relevant for air drag and for rolling resistance of the vehicle shall be verified in accordance with point 6.1.1.

Definitions

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

(1) ‘verification test relevant data set’ means a set of input data for components, separate technical units and systems and input information used for CO2 determination of a verification testing procedure relevant vehicle;

(2) ‘verification testing procedure relevant vehicle’ means a new vehicle for which a value of CO2 emissions and fuel consumption was determined and declared in accordance with Article 9;

(3) ‘corrected actual mass of the vehicle’ means the ‘corrected actual mass of the vehicle’ as defined in Annex III, point 2(4);

(4) ‘actual mass of the vehicle for VTP’ is the actual mass of the vehicle as defined in Article 2(6) of Regulation (EU) 2021/535, but with a full tank and plus the additional measurement equipment as set out in point 5, plus the actual mass of the trailer or semitrailer in accordance with 6.1.4.1;

(5) ‘actual mass of the vehicle for VTP with payload’ means the actual mass of the vehicle for VTP with the payload applied in the verification testing procedure as set out in 6.1.4.2;

(6) ‘wheel power’ means the total power at the driven wheels of a vehicle to overcome all driving resistances at the wheel, computed in the simulation tool from the measured torque and rotational speed of the driven wheels;

(7) ‘controller area network signal’ or ‘CAN signal’ means a signal from the connection with the vehicle electronic control unit as referred to in point 2.1.5 of Appendix 1 to Annex II to Regulation (EU) No 582/2011;

(8) ‘urban driving’ means the total distance driven during the fuel consumption measurement at speeds not exceeding 50 km/h;

(9) ‘rural driving’ means the total distance driven during the fuel consumption measurement at speeds exceeding 50 km/h, but not exceeding 70 km/h;

(10) ‘motorway driving’ means the total distance driven in the fuel consumption measurement at speeds above 70 km/h;

(11) ‘crosstalk’ means the signal at the main output of a sensor (My), produced by a measurand (Fz) acting on the sensor, which is different from the measurand assigned to this output; the coordinate system assignment is defined in accordance with ISO 4130.

Vehicle selection

The number of new vehicles to be tested per year of production ensures that the relevant variations of components, separate technical units or systems used are covered by the verification testing procedure. The vehicle selection for the verification test shall be based on the following requirements:

(a) The vehicles for the verification test shall be selected out of the vehicles from the production line for which a value of CO2 emissions and fuel consumption has been determined and declared in accordance with Article 9. The components, separate technical units or systems mounted in or on the vehicle shall be out of series production and shall correspond to those mounted at production date of the vehicle.

(b) The vehicle selection shall be made by the approval authority that granted the licence to operate the simulation tool based on proposals from the vehicle manufacturer. In case of heavy buses, the selection shall be made by the approval authority that granted the licence to operate the simulation tool to the primary vehicle manufacturer.

(c) Only vehicles with one driven axle shall be selected for the verification test. Hybrid electric, pure electric and fuel cell hybrid vehicles shall not be selected for the verification test.

(d) It is recommended to include in each verification test relevant data sets of the components of interest and with the highest sales numbers per manufacturer. The components, separate technical units or systems may be verified all in one vehicle or in different vehicles. Apart from the criterion of highest sales numbers, the approval authority mentioned in (b) shall decide whether other vehicles with relevant data sets engine, axle and transmission shall be included in the verification test.

(e) Vehicles which do not use standard values for CO2 certification of their components, separate technical units or systems instead of measured values for the transmission and for the axle losses shall be preferably tested. In case no vehicles comply with the requirements set out in points (a) to (c), only the verification of the input information and input data and data handling shall be performed in accordance with point 6.1.1.

(f) The minimum number of different vehicles with different combinations of verification test relevant data sets to be tested by verification test per year shall be based on the sales numbers of the vehicle manufacturer as set out in Table 1. Table 1 Determination of the minimum number of vehicles to be tested by the vehicle manufacturer

Number of vehicles to be tested Schedule Verification testing procedure relevant vehicles produced / year (²) 0 — ≤ 25 1 every 3 years (1) 26 – 250 1 every 2 years 251 – 5 000 1 every year 5 001 – 25 000 2 every year 25 001 – 50 000 3 every year 50 001 – 75 000 4 every year 75 001 – 100 000 5 every year more than 100 000 (¹) The VTP shall be performed within the first two years. (2) The total of all heavy lorries, medium lorries and primary buses produced by a manufacturer falling within the scope of this regulation is to be considered and medium lorries, heavy lorries and heavy buses need to be covered by the VTP over a six-year time span.

(g) The vehicle manufacturer shall finalize the verification test within a period of 10 months after the date of selection of the vehicle for the verification test.

Vehicle conditions

Each vehicle for the verification test shall be in the condition resembling its intended placing on the market. No changes in hardware such as lubricants or in the software such as auxiliary controllers are allowed. The tyres may be replaced by measurement tyres of a diameter that shall not exceed ± 10 % of the diameter of the original tyre.

The provisions as set out in points 3.3 to 3.6 of Annex II to Regulation (EU) 582/2011 shall apply.

Run in of the vehicle is not mandatory. If the total mileage of the test vehicle is less than 15 000 km, an evolution coefficient for the test result is applied by the simulation tool as defined in Appendix 1. The total mileage of the test vehicle shall be the odometer reading at start of the fuel consumption measurement. The maximum mileage at start of the warm-up shall be 20 000 km.

All lubricants shall be the same as the lubricants used when placing the vehicle on the market.

For the fuel consumption measurement as described in point 6.1.5 the fuel used shall be the one available on the market. In any case of dispute the fuel shall be the appropriate reference fuel specified in Annex IX to Regulation (EU) No 582/2011.

The fuel tank shall be full at start of the vehicle warm up. Refuelling of the vehicle between start of warm up and end of fuel consumption measurement is not allowed.

The net calorific value (NCV) of the fuel used in the verification test shall be determined in accordance with point 3.2 of Annex V. The fuel batch shall be taken from the tank after vehicle warm-up. In the case of dual-fuel engines, this procedure shall be applied to both fuels.

Measurement equipment

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

The direct torque at all driven axles shall be measured with one of the following measurement systems fulfilling the requirements listed in Table 2:

(a) hub torque meter;

(b) rim torque meter;

The drift shall be measured during the verification test by zeroing the torque measurement system in accordance with point 6.1.5.4 after the vehicle warm up in accordance with point 6.1.5.3. by lifting the axle and measuring the torque at lifted axle directly after the verification test again in accordance with point 6.1.5.6.

For a valid test result a maximum drift (sum of absolute values of both wheels) of the torque measurement system over the verification testing procedure of 1,5 % of the calibrated range of a single torque meter shall be proven.

The recorded vehicle speed shall be based on the CAN signal.

For vehicles with SMT and AMT transmissions the engaged gear is calculated by the simulation tool based on measured engine speed, the vehicle speed and the tyre dimensions and transmission ratios of the vehicle in accordance with Appendix 1. The engine speed is taken by the simulation tool from the input data as defined in point 5.4.

For vehicles with APT transmissions the engaged gear as well as the status of the torque converter (active or not active) shall be provided from CAN signals.

The rotational speed of the engine shall be recorded from the CAN, OBD or alternative measurement systems that fulfil the requirements set out in Table 2.

The rotational speed of the left and right wheel of the driven axle shall be recorded from the CAN or alternative measurement systems that fulfil the requirements set out in Table 2.

For non-electrically driven engine cooling fans the rotational speed of the fan shall be recorded. For this purpose either the CAN signal or alternatively an external sensor fulfilling the requirements set out in Table 2 shall be used.

For electrically driven engine cooling fans the current and voltage shall be recorded for the direct current input at the terminal of the electric motor or the inverter. From these two signals, the electrical power at the terminal shall be calculated by multiplication and shall be available as a time-resolved signal as input to the simulation tool. In the case of multiple electrically driven engine cooling fans, the sum of electrical power at the terminals shall be made available.

For heavy buses the status of the compressor of the pneumatic system shall be recorded. Phases where pressurised air is delivered to the reservoir shall be labelled in the measurement data according to the provisions as given in Table 4 of this Annex. The compressor status shall be monitored either via recording of the system pressure or via available CAN signals.

The fuel consumed shall be measured on-board with a measurement device based on one of the following measurement methods:

— Measurement of fuel mass. The fuel measuring device shall fulfil the accuracy requirements set out in Table 2 for the fuel mass measurement system.

— Measurement of fuel volume together with correction for the thermal expansion of the fuel. The fuel volume measurement device and fuel temperature measurement device shall fulfil the accuracy requirements set out in Table 2 for the fuel volume measurement system. Measured values of fuel volume flow shall be converted to fuel mass flow in accordance with the following equations:

mfuel,i = Vfuel,i·ρi

where:

For dual-fuel vehicles the fuel flow shall be measured for each of the two fuels separately.

The following masses of the vehicle shall be measured with equipment fulfilling the requirements set out in Table 2:

(a) actual mass of the vehicle for VTP;

(b) actual mass of the vehicle for VTP with payload.

The input data as set out in point 6.1.6. Table 4 shall be provided from the measurements. All data shall be recorded at least in 2 Hz frequency or at recommended frequency from the equipment maker, whichever is the higher value.

The input data for the simulation tool may be composed from different recorders. The torque and rotational speed at the wheels shall be recorded in one data-logging system. If different data-logging systems are used for the other signals, one common signal, such as vehicle speed, shall be recorded to ensure correct time alignment of the signals. The time alignment of the signals shall result in the highest correlation coefficient of the common signal recorded with the different data loggers.

The accuracy requirements set out in Table 2 shall be met by all measurement equipment used. Any equipment not listed in Table 2 shall fulfil the accuracy requirements set out in Table 2 of Annex V.

Measurement system	Accuracy	Rise time (¹)
Balance for vehicle weight	50 kg or < 0,5 % of max. calibration whichever is smaller	—
Rotational speed wheels	< 0,5 % of reading at 80 km/h	≤ 1 s
Fuel mass flow for liquid fuels (²)	< 1,0 % of reading or < 0,2 % of max. calibration whichever is larger	—
Fuel mass flow for gaseous fuels (²)	< 1,0 % of reading or < 0,5 % of max. calibration whichever is larger	—
Fuel volume measurement system (²)	< 1,0 % of reading or < 0,5 % of max. calibration whichever is larger	—
Temperature of the fuel	± 1 °C	≤ 2 s
Sensor for measuring the rotational speed cooling fan	< 0,4 % of reading or < 0,2 % of max. calibration of speed whichever is larger	≤ 1 s
Voltage	< 2 % of reading or < 1 % of max. calibration of speed whichever is larger	≤ 1 s
Current	< 2 % of reading or < 1 % of max. calibration of speed whichever is larger	≤ 1 s
Engine speed	As set out in Annex V. In the case of vehicles with engine stop-start, it shall be verified that the engine speed is also recorded correctly for speeds below idle.

Wheel torque	For 10 kNm calibration (over the entire calibration range): i. Non linearity (³): < ± 40 Nm for heavy lorries and heavy buses < ± 30 Nm for medium lorries ii. Repeatability (⁴): < ± 20 Nm for heavy lorries and heavy buses < ± 15 Nm for medium lorries iii. Crosstalk: < ± 20 Nm for heavy lorries and heavy buses < ± 15 Nm for medium lorries (only applicable for rim torque meters) iv. Measurement rate: ≥ 20 Hz	< 0,1 s

(¹) Rise time means the difference in time between the 10 % and 90 % response of the final analyser reading (t90 – t10). (²) The accuracy shall be met for the integral fuel flow over 100 minutes. (³) Non linearity means the maximum deviation between ideal and actual output signal characteristics in relation to the measured value in a specific measuring range. (⁴) Repeatability means closeness of the agreement between the results of successive measurements of the same measured value carried out under the same conditions of measurement.

The maximum calibration values shall be the maximum expected values during all test runs for the respective measurement system, multiplied by an arbitrary factor larger than 1 and less or equal than 2. For the torque measurement system the maximum calibration may be limited to 10 kNm.

In the case of dual-fuel engines, the maximum calibration value for the measurement system for fuel mass flow or fuel volume shall be determined following the requirements laid down in point 3.5 of Annex V. For fuel volume the maximum calibration value shall be determined by dividing the maximum calibration values for fuel mass flow by the density value ρ0 defined in accordance with point 5.7.

Accuracy given shall be met by the sum of all single accuracies in the case more than one scale is used.

The engine torque shall be recorded during the verification testing procedure for the purpose of evaluating pollutant emissions. The signal shall fulfil the provisions as specified for the engine torque signal in Table 1 of point 2.2 of Appendix 1 to Annex II to Regulation (EU) 582/2011.

For measurement of pollutant emissions the instrumentation and procedures as set out in Appendices 1 to 4 of Annex II to Regulation (EU) 582/2011 shall be used. The data evaluation shall provide instantaneous emission mass flows as set out in Table 4 of point 6.1.6. as input to the simulation tool.

Based on these input signals the simulation tool automatically calculates the brake specific pollutant emissions measured in the verification test (BSEM) as set out in Part B of Appendix 1 of this Annex. These results are then automatically written into the output of the simulation tool according to point 8.13.14. The additional requirements set out in Regulation (EU) 582/2011 on data evaluation (e.g. work based windows, moving average windows), test start and trip shall not apply.

In the verification test procedure, pass/fail criteria regarding pollutant emissions shall not apply.

If the vehicle is 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 mileage shall be recorded from the device.

If the vehicle is equipped with an on-board mass-monitoring device for determining and recording the payloads or total weight of vehicles, in accordance with the requirements referred to in point (b) of Article 5c of Regulation (EC) No 595/2009, the instantaneous value of the vehicle total mass shall be recorded from the device.

Test procedure

The vehicle shall be taken from the series production and selected as set out in point 3.

The manufacturer's records file and the customer information file for the vehicle selected shall be used as basis for verifying the input data. The vehicle identification number of the vehicle selected shall be the same as the vehicle identification number in the manufacturer's records file and the customer information file.

Upon request by the approval authority that granted the licence to operate the simulation tool, the vehicle manufacturer shall provide, within 15 working days, the manufacturer's records file, the input information and input data necessary to run the simulation tool as well as the certificate of CO2 emissions and fuel consumption related properties for all relevant components, separate technical units or systems.

In case of heavy buses the primary vehicle manufacturer shall make available the input information and input data as well as the manufacturer’s records file and the completed vehicle manufacturer shall make available the vehicle information file and the customer information file.

The following checks shall be performed for the components, separate technical units and systems mounted on the vehicle:

(a) Simulation tool data integrity: the integrity of the cryptographic hash of the manufacturer’s records file in accordance with Article 9(3) re-calculated during the verification testing procedure with the hashing tool shall be verified by comparison with the cryptographic hash in the certificate of conformity;

(b) Vehicle data: the vehicle identification number, axle configuration, selected auxiliaries and power take off technology, disabled gears in accordance with point 6.2 of Annex III and requirements on active aero devices as set out in point 3.3.1.5 of Annex VIII shall match the selected vehicle;

(c) Engine torque limitations declared in the input to the simulation tool shall be subject to a verification in the VTP if they are declared for any of the highest 50 % of the gears (e.g. for any of the gears 7 to 12 of a 12-gear transmission) and if one of the following cases applies: (i) Torque limit declared on the vehicle level in accordance with point 6.1 of Annex III (ii) Torque limit declared in the input to the transmission component in accordance with parameter P157 in Table 2 of Appendix 12 of Annex VI and if the declared value does not exceed 90 % of the engine maximum torque For any of the torque limits subject to a verification it shall be demonstrated that the 99 % percentile of the engine torque recorded during the fuel consumption measurement in the relevant gear does not exceed the declared torque limit by more than 5 %. For this purpose the verification test shall cover phases of full throttle in the respective gears. The verification shall be performed based on recorded engine torque as set out in 5.10. The engine torque limitation verification may also be performed as a separate test only, consisting of dedicated full-load accelerations and with no other obligations on test evaluation.

(d) Component, separate technical unit or system data: the certification number and the model type imprinted on the certificate of CO2 emissions and fuel consumption related properties shall match the component, separate technical unit or system installed in the selected vehicle;

(e) The hash of the simulation tool input data and the input information shall match the hash imprinted on the certificate of CO2 emissions and fuel consumption related properties for the following components, separate technical units or systems: (i) engines; (ii) transmissions; (iii) torque converters; (iv) other torque transferring components; (v) additional drivetrain components; (vi) axles; (vii) air drag; (viii) tyres.

If requested by the approval authority that granted the licence to operate the simulation tool, the determination of masses by the manufacturer shall be verified in accordance with point 2 of Section G of Part 2 of Annex VIII of Regulation (EU) 2021/535. Where that verification fails, the corrected actual mass as defined in point 2(4) of Annex III to this Regulation shall be determined. In the case of heavy buses, the mass of the completed vehicle shall be verified.

In the case of discrepancies in the certification number or the cryptographic hash of one or more files regarding the components, separate technical units or systems listed in subpoints (1) to (8) of point 6.1.1.1 (e) the correct input data file fulfilling the checks in accordance with points 6.1.1.1 and 6.1.1.2 shall replace the incorrect data for all further actions. The same applies to any other incorrect information identified in subpoints (b) and (c) of point 6.1.1.1.

If the verification of results in the manufacturer's records file and the customer information file fails or no complete input data set with correct certificates of CO2 emissions and fuel consumption related properties is available for the components, separate technical units or systems listed in subpoints (1) to (8) of point 6.1.1.1 (e) the verification test shall end and the vehicle fails the verification testing procedure.

A run in phase up to maximum 15 000 km odometer reading may take place. In the case of damage of any of the components, separate technical units or systems listed in point 6.1.1.1, the component, separate technical units or systems may be replaced by an equivalent component, separate technical units or systems with the same certification number. The replacement shall be documented in the test report.

All relevant components, separate technical units or systems shall be checked before the measurements to exclude unusual conditions, such as incorrect oil fill levels, plugged air filters or on-board diagnostic warnings.

All measurement systems shall be calibrated in accordance with the provisions of the equipment maker. If no provisions exist, the recommendations from the equipment maker shall be followed for calibration.

After the run in phase, the vehicle shall be equipped with the measurement systems set out in point 5.

Tractors of the vehicle groups defined in Table 1 and 2 of Annex I shall be tested with any type of semitrailer, providing the payload defined below can be applied.

Rigid lorries of the vehicle groups defined in Table 1 and 2 of Annex I shall be tested with trailer, if a trailer connection is mounted. Any body type or other device to carry the payload set out in point 6.1.4.2 can be applied. The bodies of rigid lorries may differ from the standard bodies set out in Appendix 4, point 2, of Annex VIII.

Vans of the vehicle groups defined in Table 2 of Annex I shall be tested with the final bodies of the complete or completed vehicle.

Heavy buses of the vehicle groups defined in Table 4, 5 and 6 of Annex I shall be tested with the final bodies of the complete or completed vehicle.

For heavy lorries of groups 4 and higher numbers the vehicle payload shall be set at minimum to a mass leading to a total test weight of 90 % of the maximum authorised weight in accordance with 96/53/EC (*) for the specific vehicle or vehicle combination.

For heavy lorries of groups 1s, 1, 2 and 3, medium lorries and for heavy buses the payload shall be in the range of 55 % to 75 % of the maximum authorised weight in accordance with 96/53/EC for the specific vehicle or vehicle combination.

The tyre inflation pressure shall be set to the recommendation of the manufacturer with a maximum deviation of less than 10 %. The tyres of the semitrailer may differ from the standard tyres set out in Table 2 of Part B of Annex II to Regulation (EC) No 661/2009 for the CO2 certification of tyres.

All settings influencing the auxiliary energy demand shall be set to minimum reasonable energy consumption where applicable. The air conditioning shall be switched off and venting of the cabin or the driver compartment shall be set lower than medium mass flow. Additional energy consumers not necessary to run the vehicle shall be switched off. External devices to provide energy on board, such as external batteries, are allowed only for running the extra measurement equipment for the verification testing procedure listed in Table 2, but shall not provide energy to vehicle equipment that will be present when placing the vehicle on the market. In case of heavy busses, door opening and kneeling at stops shall not be considered in the verification test.

A particle filter regeneration shall, if applicable, be initiated before the verification test. Regulation (EU) 582/2011, Annex II, point 4.6.10 shall apply.

The route selected for the verification test shall fulfil the requirements set out in Table 3. The routes may include both public and private tracks.

No other pre-conditioning is allowed than the pre-condition in accordance with point 6.1.5.3.

Before the fuel consumption measurement starts, the vehicle shall be driven for warm up as set out in Table 3. The warm up phase shall not be considered in the evaluation of the verification test.

Before warm up is started, the PEMS analysers shall be checked and calibrated in accordance with the procedures as set out in Appendix 1 of Annex II to Regulation (EU) 582/2011.

The zeroing of the torque meters shall be performed as follows:

— Bring the vehicle to a standstill;

— Lift the instrumented wheels off the ground, in such a way that the wheels are able to rotate freely and no external torque is applied to the torque sensor;

— Perform the zeroing of the amplifier reading of the torque meters. Zeroing shall be finished within less than 20 minutes.

The fuel consumption measurement shall start directly after the zeroing of the wheel-torque measurement equipment at vehicle stand still. The vehicle shall be driven during the measurement in a driving style avoiding unnecessary braking of the vehicle, gas pedal pumping and aggressive cornering. The setting for the advanced driver assistance systems which is activated automatically at key-on shall be used, and gear shifts shall be performed by the automated system (in the case of AMT or APT transmissions) and the cruise control shall be used (if applicable). The duration of the fuel consumption measurement shall be within the tolerances set out in Table 3. The fuel consumption measurement shall end also at vehicle stand still directly before the measurement of the drift of the torque measurement equipment.

The recording of signals relevant for the evaluation of pollutant emissions shall start latest once the fuel consumption measurement has started and end together with the fuel consumption measurement.

As input to the simulation tool the entire test sequence, starting with the last 0,5 s time step of the standstill phase after the zeroing of torque meters and ending with the first 0,5 s time step of the final standstill phase, shall be provided.

If the vehicle is equipped with fuel-powered auxiliary heaters, only the fuel consumption of the internal combustion engine shall be measured.

Where applicable, the recording of the vehicle total mass and engine fuel rate signals as determined by the OBFCM device shall start latest once the fuel consumption measurement has started and end together with the fuel consumption measurement. The lifetime values of the mileage and total fuel consumption, as determined by the OBFCM device, shall be recorded at the start of the fuel consumption measurement and at the end of the OBFCM fuel consumption measurement.

Directly after the fuel consumption measurement, the drift of the torque measurement equipment shall be recorded by measuring the torque at the same vehicle conditions as during the zeroing process. If the fuel consumption measurement does end before the stop for the drift measurement, the vehicle shall be stopped for the drift measurement within 5 minutes. The drift of each torque meter shall be calculated from the average of a minimum sequence of 10 seconds.

Directly thereafter, the verification of the emission measurements shall be performed in accordance with the procedures as set out in point 2.7 of Appendix 1 to Annex II to Regulation (EU) 582/2011.

The boundary conditions to be met for a valid verification test are set in Tables 3 to 3d.

If the vehicle passes the verification test in accordance with point 7.3, the test shall be set valid even if the following conditions are not met:

— undercut of minimum values for parameter No 1, 2, 6 and 9;

— exceedance of maximum values for parameter No 3, 4, 5, 7, 8, 10 and 12;

— exceedance of maximum values for parameter No 7, if the total testing time which is not in standstill exceeds 80 minutes.

No.	Parameter	Min.	Max.
1	Warm up [minutes]	60
2	Average velocity at warm up [km/h]	70 (¹)	100
3	Fuel consumption measurement duration [minutes]	80	120
8	Average ambient temperature	5°C	30 C
9	Road condition dry	100 %
10	Road condition snow or ice		0 %
11	Sea level of the route [m]		800
12	Duration of continuous idling at stand still [minutes]		3
(¹) Where the maximum vehicle speed is less than 80 km/h, the average velocity in the warm-up shall exceed maximum vehicle speed minus 10 km/h.
No.	Parameter	Min.	Max.
---	---	---	---
4	Distance based share urban driving	2 %	8 %
5	Distance based share rural driving	7 %	13 %
6	Distance based share motorway driving	79 %	—
7	Time share of idling at stand still		5 %
No.	Parameter	Min.	Max.
---	---	---	---
4	Distance based share urban driving	10 %	50 %
5	Distance based share rural driving	15 %	25 %
6	Distance based share motorway driving	25 %	—
7	Time share of idling at stand still		10 %
No	Parameter	Min.	Max.
---	---	---	---
4	Distance based share urban driving	12 %	40 %
5	Distance based share rural driving	10 %	30 %
6	Distance based share motorway driving	30 %	-
7	Time share of idling at stand still	-	10 %
No	Parameter	Min.	Max.
---	---	---	---
4	Distance based share urban driving	75 %	90 %
5	Distance based share rural driving	10 %	25 %
6	Distance based share motorway driving	-	0 %
7	Time share of idling at stand still	-	10 %

The data recorded during the verification testing procedure shall be reported to the approval authority that granted the licence to operate the simulation tool as follows:

The data recorded shall be reported in a constant 2 Hz signals as set out in Table 4. The data recorded at higher frequencies than 2 Hz shall be converted into 2 Hz by averaging the time intervals around the 2 Hz nodes. In the case of e.g. 10 Hz sampling, the first 2 Hz node is defined by the average from second 0,1 to 0,5, the second node is defined by the average from second 0,6 to 1,0. The time stamp for each node shall be the last time stamp per node, i.e. 0,5, 1,0, 1,5 etc.

Quantity	Unit	Comment
time node	[s]
vehicle speed	[km/h]
engine speed	[rpm]
engine cooling fan speed	[rpm]	In the case of non-electrically driven engine cooling fans
engine cooling fan electrical power	[W]	In the case of electrically driven engine cooling fans
torque left wheel	[Nm]
torque right wheel	[Nm]
wheel speed left	[rpm]
wheel speed right	[rpm]
gear	[-]	mandatory for APT transmissions
Torque converter active	[-]	0 = not active (locked); 1 = active (unlocked); mandatory for AT transmissions, not relevant for other transmission types
fuel flow	[g/h]	Fuel mass flow in accordance with point 5.7 (¹). In the heading ‘X’ shall be the fuel type in accordance with Table 2 of Appendix 7 of Annex V to this Regulation, e.g. ‘’. For dual-fuel engines a separate column for each fuel shall be provided.

Compressor pneumatic system status	[-]	1 = active (compressor delivering to pneumatic system), 0 = not active this input data is only relevant for heavy buses

Engine torque	[Nm]	Engine torque in accordance with point 5.10.
CH4 mass flow	[g/s]	Only if this component needs to be measured in accordance with point 1 of Appendix 1 of Annex II to Regulation (EU) 582/2011
CO mass flow	[g/s]
NMHC mass flow	[g/s]	Only if this component needs to be measured in accordance with point 1 of Appendix 1 of Annex II to Regulation (EU) 582/2011
NOx mass flow	[g/s]
THC mass flow	[g/s]	Only if this component needs to be measured in accordance with point 1 of Appendix 1 of Annex II to Regulation (EU) 582/2011
PM number flow	[#/s]
CO2 mass flow	[g/s]

OBFCM mileage	[km]	Mileage in accordance with point 5.12 (if applicable)
OBFCM engine mass fuel rate	[g/s]	Engine mass fuel rate in accordance with point 5.13 (if applicable)
OBFCM engine volume fuel rate	[l/s]	Engine volume fuel rate in accordance with point 5.13 (if applicable)
OBFCM vehicle total mass	[kg]	Vehicle total mass in accordance with point 5.14 (if applicable)

(¹) The correction of fuel flow to standard NCV is performed automatically by the simulation tool based on the input of net calorific value (NCV) of the fuel used in the verification test in accordance with Table 4a.

Additionally the data as set out in Table 4a shall be reported. This data shall be entered directly into the graphical user interface of the simulation tool when evaluating the verification test procedure.

Quantity	Unit	Comment
NCV measured	[MJ/kg]	Net calorific value (NCV) of the fuel used in the verification test determined in accordance with point 3.2 of Annex V. This input shall be provided for all fuel types, i.e. also for Diesel CI engines (¹). In the case of dual-fuel engines, values for both fuels shall be provided.
Run-in distance	[km]	In accordance with point 6.1.2. Based on this input the simulation tool corrects the measured fuel consumption in accordance with Appendix 1.
Diameter fan	[mm]	Diameter of the engine cooling fan. This input is not relevant for electrically driven engine cooling fans.
Torque meter drift left wheel	[Nm]	Average torque meter readings in accordance with point 6.1.5.6.
Torque meter drift right wheel	[Nm]
(¹) In the VTP test, the vehicle may be operated with market Diesel fuel. Contrary to the situation for reference Diesel fuel (B7), the variation of the NCV for market fuel is assessed to be greater than the measuring accuracy when determining the NCV.

For heavy buses, the correspondence of the tested vehicle with the following parameters shall be verified:

i. Technical Permissible Maximum Laden Mass

ii. Vehicle code

iii. Class of vehicle

iv. Low entry (if applicable)

v. Number of passenger seats

vi. Height of the integrated body

Test evaluation

The following inputs to the simulation tool shall be made available: Input data and input information;

(a) In case of medium and heavy lorries (i) Manufacturer's records file; (ii) Customer information file; (iii) Processed measurement data in accordance with Table 4; (iv) Further information in accordance with Table 4a.

(b) In case of heavy buses (v) Input data and input information as defined for the primary heavy bus; (vi) Manufacturers records file for the primary heavy bus; (vii) Vehicle information file for the primary vehicle; (viii) Customer information file for the completed vehicle; (ix) Vehicle information file for the completed vehicle; (x) Processed measurement data according to Table 4; (xi) Further information according to Table 4a.

The simulation tool shall re-simulate the CO2 emissions and fuel consumption based on the input information and input data defined in 7.1. and verify the corresponding results in the manufacturer's records file and the customer information file as provided by the manufacturer.

For heavy buses the vehicle information file and the customer information file of the completed vehicle shall also be verified.

In the case of any deviations, the remedial measures referred to in Article 23 shall apply.

The test evaluation shall compare CO2 emissions during the measurement with simulated CO2 emissions. For this comparison the ratio of measured and simulated brake specific CO2 emissions for the total verification test relevant trip (CVTP) shall be calculated by the simulation tool in accordance with the following equation:

Where:

The vehicle shall pass the verification test if the CVTP ratio determined in accordance with 7.2.2. is equal or smaller than the tolerance set out in Table 5.

For a comparison with the declared CO2 emissions of the vehicle in accordance with Article 9, the verified CO2 emissions of the vehicle shall be determined as follows:

CO2verified = CVTP × CO2declared

where:

CO2verified	=	verified CO2 emissions of the vehicle in [g/t-km] for medium and heavy lorries and in [g/pkm] for heavy buses
CO2declared	=	declared CO2 emissions of the vehicle in [g/t-km] for medium and heavy lorries and in [g/pkm] for heavy buses

If a first vehicle does not meet the pass criterion for the verification testing procedure as set out in Table 5, up to two additional tests shall be performed on the same vehicle or two more similar vehicles may be tested on request of the vehicle manufacturer. For the evaluation of the pass criterion set out in Table 5, the arithmetic average of the CVTP ratios obtained from all the tests performed shall be used. If the pass criterion is not reached, the vehicle fails the verification testing procedure.

Pass criterion for the verification testing procedure	CVTP ratio ≤ 1,075

Where CVTP is lower than 0,925, the results need to be reported to the Commission for further analysis to determine the cause.

8 Reporting procedures

The test report shall be established by the vehicle manufacturer for each vehicle tested and shall include at least the following results of the verification test:

8.1.General

8.1.1.Name and address of the vehicle manufacturer (²³)

8.1.2.Address(es) of assembly plant(s)

8.1.3.The name, address, telephone and fax numbers and e-mail address of the vehicle manufacturer’s representative

8.1.4.Type and commercial description

8.1.5.Selection criteria for vehicle and CO2 relevant components (text)

8.1.6.Vehicle owner

8.1.7.Odometer reading at test start of the fuel consumption measurement (km)

8.2.Vehicle information

8.2.1.Vehicle model / Commercial Name

8.2.2.Vehicle identification number (VIN)

8.2.2.1.Where the test has been performed following a situation in which the first vehicle test ends in failing the tolerances referred to in point 7.3, the vehicle identification number (VIN) of the vehicle tested first

8.2.3.Vehicle category (N2, N3, M3)

8.2.4.Axle configuration

8.2.5.Technically permissible maximum laden mass (t)

8.2.6.Vehicle group

8.2.7.Corrected actual mass of the vehicle (kg)

8.2.8.Cryptographic hash of the manufacturer's records file

8.2.9.Vehicle combination's gross combined weight in the verification test (kg)

8.2.10.Mass in running order

8.3.Main engine specifications

8.3.1.Engine model

8.3.2.Engine certification number

8.3.3.Engine rated power (kW)

8.3.4.Engine capacity (l)

8.3.5.Engine reference fuel type (diesel/LPG/CNG…)

8.3.6.Hash of the fuel map file/document

8.4.Main transmission specifications

8.4.1.Transmission model

8.4.2.Transmission certification number

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

8.4.4.Transmission type

8.4.5.Number of gears

8.4.6.Transmission ratio final gear

8.4.7.Retarder type

8.4.8.Power take off (yes/no)

8.4.9.Hash of the efficiency map file/document

8.5.Main retarder specifications

8.5.1.Retarder model

8.5.2.Retarder certification number

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

8.5.4.Hash of the retarder efficiency map file/document

8.6.Torque converter specification

8.6.1.Torque converter model

8.6.2.Torque converter certification number

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

8.6.4.Hash of the efficiency map file/document

8.7.Angle drive specifications

8.7.1.Angle drive model

8.7.2.Axle certification number

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

8.7.4.Angle drive ratio

8.7.5.Hash of the efficiency map file/document

8.8.Axle specifications

8.8.1.Axle model

8.8.2.Axle certification number

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

8.8.4.Axle type (e.g. standard single driven axle)

8.8.5.Axle ratio

8.8.6.Hash of the efficiency map file/document

8.9.Aerodynamics

8.9.1.Model

8.9.2.Certification option used for generation of CdxA (standard values /measurement)

8.9.3.CdxA Certification number (if applicable)

8.9.4.CdxA value

8.9.5.Hash of the efficiency map file/document

8.10.Main tyre specifications

8.10.1.Tyre certification number on all axles

8.10.2.Specific rolling resistance coefficient of all tyres on all axles

8.11.Main auxiliary specifications

8.11.1.Engine cooling fan technology

8.11.1.1Engine cooling fan diameter

8.11.2.Steering pump technology

8.11.3.Electric system technology

8.11.4.Pneumatic system technology

8.12.Test conditions

8.12.1.Actual mass of the vehicle for VTP (kg)

8.12.2.Actual mass of the vehicle for VTP with payload (kg)

8.12.3.Warm up time (minutes)

8.12.4.Average velocity at warm up (km/h)

8.12.5.Fuel consumption measurement duration (minutes)

8.12.6.Distance based share urban driving (%)

8.12.7.Distance based share rural driving (%)

8.12.8.Distance based share motorway driving (%)

8.12.9.Time share of idling at stand still (%)

8.12.10.Average ambient temperature (°C)

8.12.11.Road condition (dry, wet, snow, ice, others please specify)

8.12.12.Maximum sea level of the route (m)

8.12.13.Maximum duration of continuous idling at stand still (minutes)

8.13.Results of the verification test

8.13.1.Average fan power calculated for the verification test by the simulation tool (kW)

8.13.2.Positive wheel work over the verification test calculated by the simulation tool (kWh)

8.13.3.Positive wheel work over the verification test measured (kWh)

8.13.4.NCV of the fuel(s) used in the verification test (MJ/kg)

8.13.5.Fuel consumption value(s) in the verification test measured (g/kWh)

8.13.5.1CO2 emission value(s) in the verification test measured (g/kWh)

8.13.6.Fuel consumption value(s) in the verification test measured, corrected (g/kWh)

8.13.6.1CO2 emission value(s) in the verification test measured, corrected (g/kWh)

8.13.7.Fuel consumption value(s) in the verification test simulated (g/kWh)

8.13.7.1CO2 emission value(s) in the verification test simulated (g/kWh)

8.13.8.Fuel consumption in the verification test simulated (g/kWh)

8.13.8.1CO2 emission in the verification test simulated (g/kWh)

8.13.9.Mission profile (long haul / long haul (EMS) / regional / regional (EMS) / urban / municipal / construction)

8.13.10.Verified CO2 emissions of the vehicle (g/tkm)

8.13.11.Declared CO2 emissions of the vehicle (g/tkm)

8.13.12.Ratio of fuel consumption measured and simulated in the verification testing procedure (CVPT) in (-)

8.13.13.Passed the verification test (yes/no)

8.13.14.Pollutant emissions in the verification test

8.13.14.1.CO (mg/kWh)

8.13.14.2.THC (**) (mg/kWh)

8.13.14.3.NMHC (***) (mg/kWh)

8.13.14.4.CH4 (***) (mg/kWh)

8.13.14.5.NOx (mg/kWh)

8.13.14.6.PM number (#/kWh)

8.13.14.7.Positive engine work (kWh)

8.13.14.8.CO2 (g/kWh)

8.13.15OBFCM values in the verification test (if applicable)

8.13.15.1OBFCM mileage reading at test start of the fuel consumption measurement from the signal referred to in point 5.12 (km)

8.13.15.2OBFCM mileage reading at test end of the fuel consumption measurement from the signal referred to in point 5.12 (km)

8.13.15.3OBFCM total mass fuel consumed from the lifetime signal referred to in point 5.13 at the beginning of the fuel consumption measurement (kg)

8.13.15.4OBFCM total mass fuel consumed from the lifetime signal referred to in point 5.13 at the end of the fuel consumption measurement (kg)

8.13.15.5OBFCM total volume fuel consumed from the lifetime signal referred to in point 5.13 at the beginning of the fuel consumption measurement (l)

8.13.15.6OBFCM total volume fuel consumed from the lifetime signal referred to in point 5.13 at the end of the fuel consumption measurement (l)

8.13.15.7OBFCM accumulated engine mass fuel rate values from the instantaneous signal referred to in point 5.13 (kg)

8.13.15.8OBFCM accumulated engine volume fuel rate values from the instantaneous signal referred to in point 5.13 (l)

8.13.15.9OBFCM average total mass from the signal referred to in point 5.14 (kg)

8.13.15.10odometer reading at test end of the fuel consumption measurement (km)

8.13.15.11total mass fuel consumption value in the verification test measured (kg)

8.13.15.12total volume fuel consumption value in the verification test measured (l)

8.14.Software and user information

8.14.1.Simulation tool version (X.X.X)

8.14.2.Date and time of the simulation

8.15.Input to the simulation tool as set out in point 7.1.

8.16.Simulation output data

8.16.1.The aggregated simulation results

The comma separated values file of the same name as the job file and with an extension ‘.vsum’ comprising the aggregated results of the simulated verification test that is generated by the simulation tool in its graphical user interface (GUI) version (‘sum exec data file’).

8.16.2.The time resolved simulation results

The comma separated values file with the name comprising the VIN and the measurement data file name and with an extension ‘.vmod’ comprising the time resolved results of the simulated verification test that is generated by the simulation tool in its graphical user interface (GUI) version (‘mod data file’).

Appendix 1

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

PART A: Determination of the CVTP factor

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

Calculation of wheel power

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

Determination of the measured brake specific fuel consumption (FCm-c)

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

Determination of the brake specific fuel consumption simulated by the simulation tool (BSFCsim)

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

PART B: Determination of the brake specific pollutant emissions

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

where:

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

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

where:

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

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

(***)For positive ignition engines.

ANNEX Xb

CERTIFICATION OF ELECTRIC POWERTRAIN COMPONENTS

Introduction

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

Definitions and abbreviations

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

(28) ‘propulsion energy converter’ means an energy converter of the powertrain which is not a peripheral device whose output energy is used directly or indirectly for the purpose of vehicle propulsion.

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

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

(31) ‘propulsion energy storage system’ means an energy storage system of the powertrain which is not a peripheral device and whose output energy is used directly or indirectly for the purpose of vehicle propulsion.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

(46) ‘powertrain’ means the total combination in a vehicle of propulsion energy storage system(s), propulsion energy converter(s) and the drivetrain(s) providing the mechanical energy at the wheels for the purpose of vehicle propulsion, plus peripheral devices.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

AC alternating current

DC direct current

DCIR direct current internal resistance

EMS electric machine system

OCV open circuit voltage

SC standard cycle

General requirements

The measurement equipment shall meet the following accuracy requirements:

| Measurement system | Accuracy (¹) |

| --- | --- | | Rotational speed | 0,5 % of the analyser reading or 0,1 % of max. calibration (²) of rotational speed whichever is larger | | Torque | 0,6 % of the analyser reading or 0,3 % of max. calibration (²) or 0,5 Nm of torque whichever is larger | | | | | Fuel mass flow (³) | 1,0 % of the analyzer reading or 0,5 % of max. calibration(²) whichever is larger | | Air/oxidant mass flow(¹) | 1,0 % of the analyzer reading or 0,5 % of max. calibration(²) whichever is larger | | Cooling liquid mass flow | 2,5 % of the analyzer reading or 0,1 % of max. calibration(²) whichever is larger | | Cooling liquid volume flow | 2,5 % of the analyzer reading or 0,1 % of max. calibration(²) whichever is larger | | Cooling liquid pressure | 0,5 % of the analyzer reading or 0,1 % of max. calibration(²) whichever is larger | | Fuel, ambient, air pressure | 1 kPa | | | | | Current | 0,5 % of the analyser reading or 0,25 % of max. calibration (²) or 0,5 A of current whichever is larger | | Voltage | 0,5 % of the analyser reading or 0,25 % of max. calibration (²) of voltage whichever is larger | | Temperature | 1,5 K | | | | | Dew point temperature | ±2,5 K of the analyzer reading or 1,0 % of max. calibration (²) whichever is larger | | | | | (¹) ‘Accuracy’ means the absolute value of deviation of the analyser reading from a reference value which is traceable to a national or international standard. (²) The ‘maximum calibration’ value shall be the maximum predicted value for the respective measurement system expected during a specific test run performed in accordance with this Annex multiplied by a factor of 1.1. (³) If volume flow is metered, the accuracy shall be transferred as accuracy of mass flow measurement. | |

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

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

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

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

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

Testing of electric machine systems, IEPCs and IHPCs Type 1

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

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

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

PINV_in = VINV_in × IINV_in

where:

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

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

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

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

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

where

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

TUUT is the torque of the UUT [Nm]

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

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

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

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

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

— For configuration ‘T’, the output torque measuring device(s) can either be installed on both output shafts or only on one of the output shafts. (a) Where the output torque measuring devices are installed on both output shafts, the following provisions shall apply: — The torque values of both output shafts shall be summed up virtually in the test bench data processing or the data post-processing. — The speed values of both output shafts shall be averaged virtually in the test bench data processing or post-processing. — In this case the input parameter ‘NrOfDesignTypeWheelMotorMeasured’ shall be set to 2. (b) Where an output torque measuring device is installed only on one of the output shafts, the following provisions shall apply: — Torque and speed are measured at the output side of the gearbox. — In this case the input parameter ‘NrOfDesignTypeWheelMotorMeasured’ shall be set to 1.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

— maximum available cooling power on the testbench

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

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

— coolant volume flow or mass flow

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

— For all options: the rotational speed of the UUT

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

(e) These rotational speed setpoints shall be converted to the respective setpoints for all other gears by the following equation: nk,gear = nk,gear_iCT1 × igear_iCT1 / igear where: nk,gear = rotational speed setpoint k for a specific gear (where k = 1, 2, 3, …, maximum number of rotational speed setpoints) (where gear = 1, …, highest gear number) nk,gear_iCT1 = rotational speed setpoint k for the gear with the gear ratio closest to 1 in accordance with subpoint (d) (where k = 1, 2, 3, …, maximum number of rotational speed setpoints) igear = gear ratio of a specific gear [-] (where gear = 1, …, highest gear number) igear_iCT1 = gear ratio of the gear with the gear ratio closest to 1 in accordance with subpoint (d) [-]

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

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

(g) The speed setpoint for the maximum 30 minutes continuous torque verification performed in accordance with point 4.2.4.2 for the respective voltage level shall be used in addition to the setpoints defined in subpoint (f) of this point. That rotational speed setpoint shall be converted to the respective setpoint for a specific forward gear by the equation defined in subpoint (e) of this point.

(h) Further speed setpoints may be defined in addition to the setpoints defined in subpoints (f) and (g).

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

(a) At least 10 setpoints for torque of the UUT shall be defined for the measurement, located both on the positive (i.e. driving) and negative (i.e. braking) torque side. The lowest and highest torque setpoint shall be defined based on the minimum and maximum torque limits determined in accordance with point 4.2.2.4 for the respective voltage level, where the lowest torque setpoint shall be the overall minimum torque, Tmin_overall, and the highest torque setpoint shall be the overall maximum torque, Tmax_overall, determined from these values.

(b) The remaining 8 or more different torque setpoints shall be located between the lowest and highest torque setpoint. The interval between two adjacent torque setpoints shall not be larger than 22.5 % of the overall maximum torque of the UUT determined in accordance with point 4.2.2.4 for the respective voltage level.

(c) The limit value for positive torque at a particular rotational speed shall be the maximum torque limit at this particular rotational speed setpoint determined in accordance with point 4.2.2.4 for the respective voltage level, minus 5 % of Tmax_overall. All torque setpoints at a particular rotational speed setpoint that are located higher than the limit value for positive torque at this particular rotational speed shall be replaced by one single target torque setpoint located at the maximum torque limit at this particular rotational speed setpoint.

(d) The limit value for negative torque at a particular rotational speed shall be the minimum torque limit at this particular rotational speed setpoint determined in accordance with point 4.2.2.4 for the respective voltage level, minus 5 % of Tmin_overall. All torque setpoints at a particular rotational speed setpoint that are located lower than the limit value for negative torque at this particular rotational speed shall be replaced by one single target torque setpoint located at the minimum torque limit at this particular rotational speed setpoint.

(e) Minimum and maximum torque limitations for a particular rotational speed setpoint shall be determined based on the data generated in accordance with point 4.2.2.4 for the respective voltage level, by using linear interpolation.

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

(f) The torque setpoints for the gear with the gear ratio closest to 1 (where the gear ratios of two gears have the same distance to a gear ratio of 1, the test shall be performed only for the gear with the higher of the two gear ratios) determined in accordance with subpoints (a) to (e), Tj,gear_iCT1, shall be used as basis for the further step in subpoints (g) and (h).

(g) These torque setpoints shall be converted to the respective setpoints for all other gears by the following equation: Tj,gear = Tj,gear_iCT1 / igear_iCT1 × igear where: Tj,gear = torque setpoint j for a specific gear (where j = 1, 2, 3, …, maximum number of torque setpoints) (where gear = 1, …, highest gear number) Tj,gear_iCT1 = torque setpoint j for the gear with the gear ratio closest to 1 in accordance with subpoint (f) (where j = 1, 2, 3, …, maximum number of torque setpoints) igear = gear ratio of a specific gear [-] (where gear = 1, …, highest gear number) igear_iCT1 = gear ratio of the gear with the gear ratio closest to 1 in accordance with subpoint (f) [-]

(h) All torque setpoints Tj,gear that have an absolute value higher than 10 kNm shall not be required to be measured during the actual test run performed in accordance with point 4.2.6.4.

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

(i) At least 10 setpoints for torque of the UUT shall be defined for the measurement for each single forward gear, located both on the positive (i.e. driving) and negative (i.e. braking) torque side by applying the provisions defined in subpoints (a) to (e) of this point for the specific gear.

(j) All resulting torque setpoints that have an absolute value higher than 10 kNm shall not be required to be measured during the actual test run for the specific gear performed in accordance with point 4.2.6.4.

For each setpoint for rotational speed defined in accordance with point 4.2.6.2.1 the following requirements shall apply:

(a) In case the number of original torque setpoints defined in accordance with point 4.2.6.2.2 located on the positive (i.e. driving) side with an absolute torque value lower than or equal to 10 kNm is 1, two additional torque setpoints shall be added in accordance with the following provisions: (i) If the original torque setpoint is located higher than 6,66 kNm, two new additional torque setpoints shall be defined located equidistant between the original torque setpoint and 0 kNm. (ii) If the original torque setpoint is located lower than 6,66 kNm: — a new additional torque setpoint at 9,8 kNm shall be defined. — if the original torque setpoint is located lower than 3,33 kNm, a new additional torque setpoint located equidistant between the original torque setpoint and 9,8 kNm shall be defined. — if the original torque setpoint is located higher than or equal to 3,33 kNm, a new additional torque setpoint located equidistant between the original torque setpoint and 0 kNm shall be defined.

(b) In case the number of original torque setpoints defined in accordance with point 4.2.6.2.2 located on the positive (i.e. driving) side with an absolute torque value lower than or equal to 10 kNmis 2, the following provisions shall apply: (i) If no original torque setpoint located higher than 6,66 kNm exists, a new additional torque setpoint at 9,8 kNm shall be defined. (ii) If an original torque setpoint located higher than 6,66 kNm exists and also an original torque setpoint located lower than 3,33 kNm exists, a new additional torque setpoint shall be defined located equidistant between the lowest and highest positive (i.e. driving) original torque setpoints. (iii) If an original torque setpoint located higher than 6,66 kNm exists and also an original torque setpoint located higher than or equal to 3,33 kNm exists, a new additional torque setpoint shall be defined located equidistant between the lowest positive (i.e. driving) original torque setpoint and 0 kNm.

(c) In case the number of original torque setpoints defined in accordance with point 4.2.6.2.2 located on the negative (i.e. braking) side with an absolute torque value lower than or equal to 10 kNm is 1, two additional torque setpoints shall be added in accordance with the following provisions: (i) If the original torque setpoint located lower than 6,66 kNm, two new additional torque setpoints shall be defined located equidistant between the original torque setpoint and 0 kNm. (ii) If the original torque setpoint is located lower than 6,66 kNm: — a new additional torque setpoint at 9,8 kNm shall be defined. — if the original torque setpoint is located higher than 3,33 kNm , a new additional torque setpoint shall be defined located equidistant between the original torque setpoint and 9,8 kNm. — if the original torque setpoint is located lower than or equal to 3,33 kNm exists, a new additional torque setpoint shall be defined located equidistant between the original torque setpoint and 0 kNm.

(d) In case the number of original torque setpoints defined in accordance with point 4.2.6.2.2 located on the negative (i.e. braking) side with an absolute torque value lower than or equal to 10 kNmis 2, the following provisions shall apply: (i) If no original torque setpoint located lower than 6,66 kNm exists, a new additional torque setpoint at 9,8 kNm shall be defined. (ii) If an original torque setpoint located lower than 6,66 kNm exists and also an original torque setpoint located higher than 3,33 kNm exists, a new additional torque setpoint shall be defined located equidistant between the highest and lowest negative (i.e. braking) original torque setpoints. (iii) If an original torque setpoint located lower than 6,66 kNm exists and also an original torque setpoint located lower than or equal to 3,33 kNm exists, a new additional torque setpoint shall be defined located equidistant between the highest negative (i.e. braking) original torque setpoint and 0 kNm.

Under the operating points specified in accordance with point 4.2.6.2 the electric power to or from the inverter (or DC/DC converter if applicable) and the output torque and speed of the UUT shall be measured.

The test sequence consists of steady state setpoints with defined rotational speed and torque at each setpoint in accordance with point 4.2.6.2.

In case an unforeseen interruption occurs, the test sequence may be continued under the following provisions:

— The UUT stays within the testcell, with the ambient temperature in the testcell kept within 25 ±10 °C;

— Before continuing the test the UUT shall be run on the bench for warm-up according to the recommendations of the component manufacturer.

— After the warm-up the test sequence shall be continued at the next lower rotational speed setpoint to the rotational speed setpoint where the interruption occurred.

— At the next lower rotational speed setpoint the test sequence described by subpoint (a) to (m) further below shall be followed, but only for preconditioning purposes without recording any measurement data.

— Recording of measurement data shall be done, starting from the first operating point at the rotational speed setpoint where the interruption occurred.

In the case of an IEPC, the following provisions shall apply:

— The test sequence shall be performed for each single gear sequentially starting from the gear with the highest gear ratio to be continued with the gears in descending order of gear ratio.

— All setpoints within a dataset for a specific gear determined in accordance with point 4.2.6.2 shall be completed before the measurement is continued in a different gear.

— It is allowed to interrupt the test after completion of measurement for each specific gear.

— The use of different torque meters is allowed.

Just before beginning the test at the first setpoint, the UUT shall be run on the bench for warm-up in accordance with the recommendations of the component manufacturer. The first rotational speed setpoint for the actual measured gear for starting the EPMC test is defined at the lowest rotational speed setpoint.

The remaining setpoints for the actual measured gear shall be applied in the following order:

(a) The first operating point at a particular rotational speed setpoint is defined at the highest torque at this specific speed.

(b) The next operating point shall be set at the same speed and the lowest positive (i.e. driving) torque setpoint.

(c) The next operating point shall be set at the same speed and the second highest positive (i.e. driving) torque setpoint.

(d) The next operating point shall be set at the same speed and the second lowest positive (i.e. driving) torque setpoint.

(e) This order of switching from the remaining highest to the remaining lowest torque setpoint shall be continued until all positive (i.e. driving) torque setpoints at a particular rotational speed setpoint are measured.

(f) Before continuing with step (g) the UUT may be cooled down in accordance with the component manufacturer’s recommendations by running at a particular setpoint defined by the component manufacturer.

(g) Then measurement of the negative (i.e. braking) torque setpoints at the same rotational speed setpoint shall be performed starting at the lowest torque at this specific speed.

(h) The next operating point shall be set at the same speed and the highest negative (i.e. braking) torque setpoint.

(i) The next operating point shall be set at the same speed and the second lowest negative (i.e. braking) torque setpoint.

(j) The next operating point shall be set at the same speed and the second highest negative (i.e. braking) torque setpoint.

(k) This order of switching from the remaining lowest to the remaining highest torque setpoint shall be continued until all negative (i.e. braking) torque setpoints at a particular rotational speed setpoint are measured.

(l) Before continuing with step (m) the UUT may be cooled down in accordance with the component manufacturer’s recommendations by running at a particular setpoint defined by the component manufacturer.

(m) The test shall continue at the next higher rotational speed setpoint by repeating steps (a) to (m) of the defined test sequence above until all rotational speed setpoints for the actual measured gear were completed.

All operating points shall be held for an operating time of at least 5 seconds. During that operating time the rotational speed of the UUT shall be held at the rotational speed setpoint within a tolerance of ±1 % or 20 rpm whatever is larger. Additionally, during that operating time, except for the highest and lowest torque setpoint at each rotational speed setpoint, the average torque shall be held at the torque setpoint within a tolerance of ±1 % of the value of the torque setpoint or ±5 Nm (±2 % of the value of the torque setpoint or ±20 Nm in case of the UUT being an IEPC with either a gearbox and/or a differential included) whatever is larger.

The electric power to or from the inverter (or DC/DC converter if applicable), the output torque and rotational speed of the UUT shall be recorded as average value over the last two seconds of the operating time.

All post-processing steps defined in points 4.3.2 to 4.3.6 shall be performed for the datasets measured for the two different voltage levels in accordance with point 4.1.3 separately.

The data for maximum and minimum torque limits determined in accordance with point 4.2.2.4 shall be extended by means of linear extrapolation (using the two closest points) to zero rotational speed and to the maximum operating speed of the UUT as declared by the component manufacturer in the event that the recorded measurement data does not cover these ranges.

In the case of an IEPC with multispeed gearbox where the torque limits were determined for each forward gear in accordance with point 4.2.2(c), the manipulation step shall be done separately for each forward gear.

The data for the drag curve determined in accordance with point 4.2.3 shall be modified in accordance with the following provisions considering that drag torque shall have a negative sign in accordance with the sign conventions laid down in point 4.1.9:

(1) Where the electric power supply to the inverter (or DC/DC converter if applicable) was set inactive or disconnected, the respective values for electric power to the inverter (or DC/DC converter if applicable) shall be set to 0.

(2) Where the output shaft of the UUT was not connected to the load machine (i.e. dynamometer), the respective torque values shall be set to 0.

(3) The data modified in accordance with points (1) and (2) above shall be extended by means of linear extrapolation to the maximum operating speed of the UUT as declared by the component manufacturer where the recorded measurement data does not cover these ranges.

(4) The values of electric power to the inverter (or DC/DC converter if applicable) modified in accordance with points (1) to (3) above shall be seen as virtual mechanical loss power. These values of virtual mechanical loss power shall be converted to virtual drag torque with the respective rotational speed of the output shaft of the UUT. These values of virtual drag torque shall have a negative sign in accordance with the sign conventions defined in point 4.1.9.

(5) At each setpoint of rotational speed of the output shaft of the UUT in the data modified in accordance with points (1) to (3) above, the value of virtual drag torque determined in accordance with point (4) above shall be added to the actual torque of the load machine (i.e. dynamometer) to define the total drag torque of the UUT as function of rotational speed.

(6) The values of the total drag torque of the UUT at the lowest rotational speed setpoint, determined from the data modified in accordance with point (5) above, shall be copied to a new entry at 0 rpm rotational speed and added to the data modified in accordance with point (5) above.

The data for the EPMC determined in accordance with point 4.2.6.4 shall be extended in accordance with the following provisions for each forward gear measured and also for each of the two voltage levels Vmin,Test and Vmax,Test separately:

(1) The values of all data pairs for output torque and eletric inverter power determined at the lowest rotational speed setpoint shall be copied to a new entry at zero rotational speed.

(2) The values of all data pairs for output torque and eletric inverter power determined at the highest rotational speed setpoint shall be copied to a new entry at the highest rotational speed setpoint times 1.05.

(3) If at a specific rotational speed setpoint, including the newly introduced data in accordance with points 1 and 2 of this point, a torque setpoint determined in accordance with point 4.2.6.2.2 (a) to (g) and (i) was omitted for the actual measurement in accordance with point 4.2.6.2.2 (h) or point 4.2.6.2.2(j), a new data point representing the omitted point shall be calculated based on the following provisions: (a) Rotational speed: using the value of the omitted setpoint for the rotational speed. (b) Torque: using the value of the omitted setpoint for torque. (c) Inverter power: calculating a new value by means of linear extrapolation according to the subsequent provisions in this subpoint. The parameters of the least squares linear regression line (i.e. slope and y-intercept) for a specific omitted point shall be determined based on the three actually measured points (i.e. data pairs of torque and inverter power) located closest to the torque value from subpoint (b) for the corresponding rotational speed setpoint. The extrapolated value for the inverter power shall be determined by taking the inverter power of the actually measured point located closest to the torque value from subpoint (b) as a starting point and applying only the slope of the specific least squares linear regression line. (d) For positive torque values, extrapolated values of inverter power resulting in values lower than the measured one at the actually measured torque point located closest to the torque value from subpoint (b) shall be set to the inverter power actually measured at the torque point located closest to the torque value from subpoint (b). (e) For negative torque values, extrapolated values of inverter power resulting in values higher than the measured one at the actually measured torque point located closest to the torque value from subpoint (b) shall be set to the inverter power actually measured at the torque point located closest to the torque value from subpoint (b). (f) Notwithstanding the provisions in subpoints (d) and (e), extrapolated values of inverter power resulting in an efficiency of the total IEPC (i.e. determined based on electrical inverter power and mechanical power at component output shaft) higher than resulting from the two efficiencies set out in point (i) or (ii), as applicable, shall be replaced by a new value of inverter power that reflects exactly the efficiency: (i) either the resulting efficiency for this specific operating point when the provisions for determining standard values in accordance with Appendix 9 are applied (ii) or the efficiency of the actually measured torque point located closest to the torque value from subpoint (b) decreased by 2 percentage points (e.g. 90,5 %-2 %=88,5 %).

(4) At each rotational speed setpoint (including the newly introduced data in points 1 to 3 above) a new data point shall be calculated based on the data at the highest torque setpoint in accordance with the following rules: (a) Rotational speed: using the same value for the rotational speed (b) Torque: using the value for torque multiplied by a factor of 1,05 (c) Inverter power: calculating a new value in such a way that the efficiency defined as the ratio of mechanical power to inverter power stays constant

(5) At each rotational speed setpoint (including the newly introduced data in points 1 to 3 above) a new data point shall be calculated based on the data at the lowest torque setpoint in accordance with the following rules: (a) Rotational speed: using the same value for the rotational speed (b) Torque: using the value for torque multiplied by a factor of 1.05 (c) Inverter power: calculating a new value in such a way that the efficiency defined as the ratio of inverter power to mechanical power stays constant

From the data for the overload characteristics determined in accordance with point 4.2.5.3 an efficiency figure shall be determined by dividing the average mechanical output power over the period of t0_maxP by the average electric power to or from the inverter (or DC/DC converter if applicable) over the period of t0_maxP.

From the data determined in accordance with point 4.2.4.3 an efficiency figure shall be determined by dividing the average 30 minutes continuous power by the average electric power to or from the inverter (or DC/DC converter if applicable).

From the measurement data for the maximum 30 minutes continuous torque determined in accordance with point 4.2.4.2 the following average values shall be determined from the time-resolved values over the 1 800 -second measurement period for each cooling circuit with connection to an external heat exchanger separately:

— cooling power

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

The cooling power shall be determined based on the specific heat capacity of the coolant, the coolant massflow and the temperature difference over the test bed heat exchanger on the side of the UUT.

IHPCs Type 1 are virtually split into two separate components for handling in the simulation tool, i.e. an electric machine system and a transmission. Therefore, two separate component data sets shall be determined by following the provisions described in this point.

For component testing of IHPCs Type 1, points 4.1 to 4.2 of this Annex shall apply.

For an IHPC Type 1 the torque and speed shall be measured at the output shaft of the system (i.e. the output side of the gearbox towards the wheels of the vehicle).

The definition of families in accordance with Appendix 13 shall not be allowed for IHPCs Type 1. Therefore, omission of test runs is not allowed and all test runs described in point 4.2 shall be performed for one specific IHPC Type 1. Notwithstanding these provisions, the test of the drag curve in accordance with point 4.2.3 shall be omitted for IHPCs Type 1.

Generating input data for IHPCs Type 1 based on standard values shall not be allowed.

This subpoint describes the details for determining the characteristics of the complete IHPC Type 1 including the losses of the gearbox part within the system.

The following test runs shall be performed in accordance with the provisions defined for IEPC with multispeed gearbox in the respective points. For all of these test runs, the input shaft for feeding propulsion torque into the system shall be either disconnected and rotating freely or shall be fixed without rotating.

Test run	Reference to point
Maximum and minimum torque limits	4.2.2
Maximum 30 minutes continuous torque	4.2.4
Overload characteristics	4.2.5
EPMC	4.2.6

Due to the applicability of the provisions defined for IEPC with multispeed gearbox to IHPCs Type 1, the EPMC shall be measured for each single forward gear in accordance with point 4.2.6.2.

This subpoint describes the details for determining the losses of the gearbox part within the system.

Therefore, the system shall be tested in accordance with the provisions in point 3.3 of Annex VI. Notwithstanding these provisions, the following provisions shall be applied:

— The input shaft for feeding propulsion torque into the system shall be connected to and driven by a dynamometer in accordance with the provisions in point 3.3 of Annex VI.

— The power supply from the electric DC powersource to the inverter(s) (or DC/DC converter(s) if applicable) shall be disconnected. In order to allow this disconnection without any parts of the system being damaged, the system may be modified in a way that dummy magnets or dummy rotors are used in the electric machine(s) part for the measurement.

— The torque range as defined in point 3.3.6.3 of Annex VI shall be extended to cover also negative torque values in such a way that the same torque setpoints from the positive side are measured also with a negative algebraic sign.

For post-processing of measurement data of IHPCs Type 1, all provisions as laid down in point 4.3 shall apply unless stated otherwise.

All measurement data determined in accordance with point 4.4.1.1 shall be handled in accordance with the provisions as laid down in points 4.3.1 to 4.3.6. The provisions of point 4.3.3 shall be omitted since measurement of the drag curve in accordance with point 4.2.3 is not performed for IHPCs Type 1. Where there are specific provisions defined for IEPC with multispeed gearbox in the respective points, such specific provisions shall be applied.

All measurement data determined in accordance with point 4.4.1.2 shall be handled in accordance with the provisions as laid down in point 3.4 of Annex VI. Notwithstanding these provisions, the following provisions shall be applied:

— The provisions as laid down in points 3.4.2 to 3.4.5 of Annex VI shall be applied analogously also for negative torque values.

— The provisions as laid down in point 3.4.6 of Annex VI shall not be applied.

In order to determine the component data of the virtual electric machine system the following steps shall be applied. The following post-processing steps shall be omitted for the two efficiency figures determined in accordance with points 4.3.5 and 4.3.6 since these efficiency figures only serve for assessment of conformity of the certified CO2 emissions and fuel consumption related properties.

(a) All speed and torque values of the measurement data handled in accordance with point 4.4.2.1 shall be converted from the output shaft to the input shaft of the IHPC Type 1 in accordance with the following equations. Where the same test run was performed for several gears, the conversion shall be performed for each gear separately. where: nEM,virt = rotational speed of the virtual electric machine system referring to the input shaft of the IHPC Type 1 [1/min] noutput = measured rotational speed at the output shaft of the IHPC Type 1 [1/min] igbx = ratio of rotational speed at the input shaft over the rotational speed at the output shaft of the IHPC Type 1 for a specific gear engaged during the measurement [-] TEM,virt = torque of the virtual electric machine system referring to the input shaft of the IHPC Type 1 [Nm] Toutput = measured torque at the output shaft of the IHPC Type 1 [Nm] Tloss,gbx = torque loss depending on rotational speed and torque at the input shaft of the IHPC Type 1 [Nm]. It shall be calculated by means of two-dimensional linear interpolation from the loss maps of the gearbox determined in accordance with point 4.4.2.2 for the respective gear. gear = specific gear engaged during the measurement [-]

(b) The electric power maps determined for each forward gear in accordance with point 4.4.2.1 and converted to the input shaft in accordance with subpoint (a) of point 4.4.2.3 shall be used as basis for the following calculations. All values of electric inverter power of these electric power maps shall be converted to the respective maps for the virtual electric machine system by deducting the losses of the gearbox part in accordance with the following equation:

where: Pel,virt electric inverter power of the virtual electric machine system [W] nEM,virt rotational speed of the virtual electric machine system referring to the input shaft of the IHPC Type 1 determined in accordance with subpoint (a) of point 4.4.2.3 [1/min] TEM,virt torque of the virtual electric machine system referring to the input shaft of the IHPC Type 1 determined in accordance with subpoint (a) of point 4.4.2.3 [Nm] Pel,meas measured electric inverter power [W] Tloss,gbx torque loss depending on rotational speed and torque at the input shaft of the IHPC Type 1 [Nm]. It shall be calculated by means of two-dimensional linear interpolation from the loss maps of the gearbox determined in accordance with point 4.4.2.2 for the respective gear. gear specific gear engaged during the measurement [-]

(c) The drag torque values of the virtual electric machine system shall be specified at the same rotational speed setpoints, nEM,virt, referring to the input shaft of the IHPC Type 1 as used for the definition of the maximum and minimum torque curve of the virtual electric machine system. Each single value of drag torque in Nm indicated at the different rotational speed setpoints shall be set to zero.

(d) The rotational inertia of the virtual electric machine system shall be calculated by converting the inertia value(s) of the actual electric machine(s) determined in accordance with point 8 of Appendix 8 of this Annex to the corresponding value of rotational inertia referring to the input shaft of the IHPC Type 1.

Since IHPCs Type 1 are virtually split into two separate components for handling in the simulation tool, separate component input data shall be determined for an electric machine system and a transmission. The certification number indicated in the input data shall be the same for both components, electric machine system and transmission.

The input data for the virtual electric machine system shall be generated in accordance with the definitions for the electric machine system in Appendix 15 based on the final data resulting from following the provisions in point 4.4.2.3.

The input data for the virtual transmission shall be generated in accordance with the definitions for the transmission in Table 1 to Table 3 of Appendix 12 of Annex VI based on the final data resulting from following the provisions in point 4.4.2.2. The value of the parameter ‘TransmissionType’ in Table 1 shall be set to ‘IHPC Type 1’.

Testing of battery systems or representative battery subsystems

The battery UUT thermal conditioning device and the corresponding thermal conditioning loop at the test bench equipment shall be operational to satisfy the battery UUT thermal conditioning performances, according to the vehicle application and shall enable the test bench equipment to perform the requested test procedure within the battery UUT operational limits

Battery UUT components may be distributed in different devices within the vehicle.

The battery UUT shall be controlled by the BCU, the test bench equipment shall follow the operational limits provided by the BCU via bus communication. The battery UUT thermal conditioning device and the corresponding thermal conditioning loop at the test bench equipment shall be operational in accordance with the controls by the BCU, unless otherwise specified in the given test procedure. The BCU shall enable the test bench equipment to perform the requested test procedure within the battery UUT operational limits. If necessary, the BCU program shall be adapted by the component manufacturer for the requested test procedure but within the operational and safety limits of the battery UUT.

Thermal equilibration is reached if during a period of 1 hour the deviations between cell temperature as specified by the component manufacturer and temperature of all cell temperature measuring points are lower than ±7 K.

Measured values of current shall have a positive sign for discharging and a negative sign for charging.

The ambient temperature shall be measured within a distance of 1 m to the battery UUT at a point indicated by the component manufacturer.

Battery testing temperature, i.e. the target operating temperature of the battery UUT, shall be specified by the component manufacturer. The temperature of all cell temperature measuring points shall be within the limits specified by the component manufacturer during all test runs performed.

For battery UUT with liquid conditioning (i.e. heating or cooling), the temperature of the conditioning fluid shall be recorded at the battery UUT inlet and must be maintained within ±2 K of a value specified by the component manufacturer.

For air cooled battery UUT, the temperature of the battery UUT at a point indicated by the component manufacturer shall be kept within +0/-20 K of the maximum value specified by the component manufacturer.

For all test runs performed the available cooling and/or heating power on the testbench shall be limited to a value declared by the component manufacturer. This value shall be recorded together with the test data.

The available cooling and/or heating power on the testbench shall be determined based on the following procedures and recorded together with the actual component test data:

(1) For liquid conditioning from the massflow of the conditioning fluid and the temperature difference over the heat exchanger on the side of the battery UUT.

(2) For electric conditioning from the voltage and current. The component manufacturer may modify the electric connection of this conditioning unit for the certification of the battery UUT to enable a measurement of the battery UUT characteristics without considering the electric power required for conditioning (e.g. if the conditioning is directly implemented and connected within the battery UUT). Notwithstanding these provisions, the required electric cooling and/or heating power externally provided to the battery UUT by a conditioning unit shall be recorded.

(3) For other types of conditioning based on good engineering judgement and discussion with the type approval authority.

The battery UUT shall be conditioned by performing maximum five cycles of full discharging followed by full charging in order to ensure stabilisation of the system’s performance before the actual testing starts.

Consecutive cycles of full discharging followed by full charging shall be performed at the component manufacturer defined operational set temperature until the ‘preconditioned’ status is reached. The criterion for a ‘preconditioned’ battery UUT is that the discharged capacity during two consecutive discharges does not change by a value greater than 3 % of the rated capacity or that five repetitions were performed.

The voltage of the battery UUT shall not fall below the minimum voltage recommended by the component manufacturer at the end of the discharge (the minimum voltage is the lowest voltage under discharge without irreversible damage done to the battery UUT). The termination criteria for the full discharging and the full charging cycles shall be defined by the component manufacturer.

Discharging shall be performed at a current of 2C, charging shall be performed in accordance with the recommendations of the component manufacturer.

Discharging shall be performed at a current of 1/3C, charging shall be performed in accordance with the recommendations of the component manufacturer.

The purpose of a standard cycle (SC) is to ensure the same initial condition for each dedicated test of a battery UUT, as well as the charged energy for COP purposes in accordance with Appendix 12. It shall be performed at the component manufacturer defined operational set temperature.

The SC for HPBS shall consist of the following events in consecutive order: a standard discharge, a rest period, a standard charge and a second rest period.

The standard discharge procedure shall be performed at a current of 1C down to the minimum SOC in accordance with the specifications of the component manufacturer.

The rest period shall start directly after the end of discharge and shall last for 30 minutes.

The standard charge procedure shall be performed in accordance with the specifications of the component manufacturer regarding criteria for end of charge as well as applicable time limits for the overall charging procedure.

The second rest period shall start directly after the end of charge and shall last for 30 minutes.

The SC for HEBS shall consist of the following events in consecutive order: a standard discharge, a rest period, a standard charge and a second rest period.

The standard discharge procedure shall be performed at a current of 1/3C down to the minimum SOC in accordance with the specifications of the component manufacturer.

The rest period shall start directly after the end of discharge and shall last for 30 minutes.

The second rest period shall start directly after the end of charge and shall last for 30 minutes.

Before any test runs in accordance with this point are performed the battery UUT shall be subjected to the provisions in accordance with point 5.2.

This test measures the rated capacity of the battery UUT in Ah at constant current discharge rates.

The following signals shall be recorded during preconditioning, standard cycles performed and the actual test run:

— Charge/Discharge current at the terminals of the battery UUT

— Voltage across the terminals of the battery UUT

— Temperatures of all measuring points of the battery UUT

— Ambient temperature in the testbench

— Heating or cooling power for battery UUT

After the battery UUT was fully charged in accordance with the specifications of the component manufacturer and thermal equilibration in accordance with point 5.1.1 was reached, a standard cycle in accordance with point 5.3 shall be performed.

The actual test run shall start within a period of 3 hours after the end of the standard cycle, otherwise the standard cycle shall be repeated.

The actual test run shall be performed at RT and consist of a constant current discharge at the following discharge rates:

— For HPBS to the component manufacturer’s rated 1 C capacity in Ah

— For HEBS to the component manufacturer’s rated 1/3C capacity in Ah

All discharge tests shall be terminated at the minimum conditions in accordance with the specifications of the component manufacturer.

The capacity in Ah obtained from the integrated battery current over time during the actual test run in accordance with point 5.4.1.2 shall be used as value for the rated capacity.

The following data shall be reported:

— Rated capacity determined in accordance with point 5.4.1.3

— Average values over the actual test run of all signals recorded in accordance with point 5.4.1.1

For the purpose of conformity of production testing, also the following values shall be calculated:

— The total charged energy, Echa, from 20 to 80 % SOC during the standard cycle performed prior to the actual test run.

— The total discharged energy, Edis, from 80 to 20 % SOC during the actual test run.

All SOC values used shall be calculated based on the actual measured rated capacity determined in accordance with point 5.4.1.3.

The round trip efficiency ηBAT shall be calculated by dividing the total discharged energy, Edis, by the total charged energy, Echa and reported in the information document in accordance with Appendix 5.

This test determines the ohmic resistance for discharge and charge conditions as well as the OCV of the battery UUT as a function of SOC. In addition, the maximum current for discharging and charging as declared by the component manufacturer shall be verified.

All SOC values used shall be calculated based on the actual measured rated capacity determined in accordance with point 5.4.1.3.

Only where the battery UUT reaches the discharge voltage limit during discharge, shall the current be reduced such that the battery UUT terminal voltage is maintained at the discharge voltage limit throughout the whole discharge pulse.

Only where the battery UUT reaches during charging the charge voltage limit, shall the current be reduced such that the battery UUT terminal voltage is maintained at the charge voltage limit throughout the whole regenerative charge pulse.

If the test equipment cannot provide the current value with the requested accuracy of ±1 % of the target value within 100 ms after a change in the current profile, the respective recorded data shall be discarded and no related values for open circuit voltage and internal resistance shall be calculated from this data.

If the operational limits provided by the BCU via bus communication demand the current to be reduced in order to stay within the operational limits of the battery UUT the test bench equipment shall reduce the respective target current in accordance with the demands of the BCU.

The following signals shall be recorded during preconditioning and the actual test run:

— Discharge current at the terminals of the battery UUT

— Voltage across the terminals of the battery UUT

— Temperatures of all measuring points of the battery UUT

— Ambient temperature in the testbench

— Heating or cooling power for battery UUT

Within a period of 1 to 3 hours after the end of the standard cycle, the actual test run shall be started. Otherwise, the procedure in the preceding paragraph shall be repeated.

For HPBS, the test shall be performed at five different SOC levels: 80, 65, 50, 35 and 20 %.

For HEBS, the test shall be performed at five different SOC levels: 90, 70, 50, 35 and 20 %.

At the last step at 20 % SOC the component manufacturer may reduce the maximum discharge current of the battery UUT in order for the SOC to stay above the minimum SOC, in accordance with the specifications of the component manufacturer and avoid a deep discharge.

Before the beginning of the actual test runs at each SOC level, the battery UUT shall be preconditioned in accordance with point 5.4.2.3.1.

In order to reach the required SOC levels for testing from the initial condition of the battery UUT, it shall be discharged at a constant current rate of 1C for HPBS and of 1/3C for HEBS followed by a rest period of 30 minutes before the next measurement starts.

The component manufacturer shall prior to the test declare the maximum charge and discharge current at each different SOC level that can be applied throughout the length of the respective time increment of the current pulse defined in accordance with Table 3 for HPBS and Table 4 for HEBS.

The actual test run shall be performed at RT and shall consist of the current profile in accordance with Table 3 for HPBS and in accordance with Table 4 for HEBS.

Time increment [s]	Time cumulative [s]	Target current
0	0	0
20	20	Idischg_max/3³
40	60	0
20	80	Ichg_max/3³
40	120	0
20	140	Idischg_max/3²
40	180	0
20	200	Ichg_max/3²
40	240	0
20	260	Idischg_max/3
40	300	0
20	320	Ichg_max/3
40	360	0
20	380	Idischg_max
40	420	0
20	440	Ichg_max
40	480	0
Time increment [s]	Time cumulative [s]	Target current
---	---	---
0	0	0
120	120	Idischg_max/3³
40	160	0
120	280	Ichg_max/3³
40	320	0
120	440	Idischg_max/3²
40	480	0
120	600	Ichg_max/3²
40	640	0
120	760	Idischg_max/3
40	800	0
120	920	Ichg_max/3
40	960	0
120	1080	Idischg_max
40	1120	0
120	1240	Ichg_max
40	1280	0

Where

Idischg_max is the absolute value of the maximum discharge current specified by the component manufacturer at the specific SOC level that can be applied throughout the length of the respective time increment of the current pulse

Ichg_max is the absolute value of the maximum charge current specified by the component manufacturer at the specific SOC level that can be applied throughout the length of the respective time increment of the current pulse

The voltage at time zero of the test run before the first change in target current occurs, i.e. V0, shall be measured as average value over 100 ms.

For HPBS the following voltages and currents shall be measured:

(1) For each different discharging and charging current pulse level specified in Table 3, the voltage under zero current as average value over the last second before the change in target current occurs, i.e. Vdstart for discharging and Vcstart for charging, shall be measured.

(2) For each different discharging current pulse level specified in Table 3, the voltage at 2, 10 and 20 seconds after the change in target current occurs (Vd2, Vd10, Vd20) and the corresponding current (Id2, Id10, and Id20) shall be measured as average value over 100ms.

(3) For each different charging current pulse level specified in Table 3, the voltage at 2, 10 and 20 seconds after the change in target current occurs (Vc2, Vc10, Vc20) and the corresponding current (Ic2, Ic10, and Ic20) shall be measured as average value over 100 ms.

Table 5 gives an overview of voltage and current values to be measured over time after the change in target current occurs for HPBS.

Time after the change in target current occurs [s]	Discharging (D) or charging (C)	Voltage	Current
2	D	Vd2	Id2
10	D	Vd10	Id10
20	D	Vd20	Id20
2	C	Vc2	Ic2
10	C	Vc10	Ic10
20	C	Vc20	Ic20

For HEBS the following voltages and currents shall be measured:

(1) For each different discharging and charging current pulse level specified in table 4 the voltage under zero current as average value over the last second before the change in target current occurs, i.e. Vdstart for discharging and Vcstart for charging, shall be measured.

(2) For each different discharging current pulse level specified in table 4, the voltage at 2, 10 20 and 120 seconds after the change in target current occurs (Vd2, Vd10, Vd20 and Vd120) and the corresponding current (Id2, Id10, Id20 and Id120) shall be measured as average value over 100ms.

(3) For each different charging current pulse level specified in table 4, the voltage at 2, 10, 20 and 120 seconds after the change in target current occurs (Vc2, Vc10, Vc20 and Vc120) and the corresponding current (Ic2, Ic10, Ic20 and Ic120) shall be measured as average value over 100 ms.

Table 6 gives an overview of voltage and current values to be measured over the time after the change in target current occurs for HEBS.

Time after the change in target current occurs [s]	Discharging (D) or charging (C)	Voltage	Current
2	D	Vd2	Id2
10	D	Vd10	Id10
20	D	Vd20	Id20
120	D	Vd120	Id120
2	C	Vc2	Ic2
10	C	Vc10	Ic10
20	C	Vc20	Ic20
120	C	Vc120	Ic120

The following calculations shall be performed separately for each level of SOC measured in accordance with point 5.4.2.3.

(1) For each different discharging current pulse level specified in Table 3, the values for internal resistance shall be calculated from the values of voltage and current measured in accordance with point 5.4.2.3 in accordance with the following equations: — RId2 = (Vdstart – Vd2) / Id2 — RId10 = (Vdstart – Vd10) / Id10 — RId20 = (Vdstart – Vd20) / Id20

(2) The internal resistances for discharging RId2_avg, RId10_avg, RId20_avg shall be calculated as average over all different current pulse levels specified in Table 3 from the individual values calculated under point 1.

(3) For each different charging current pulse level specified in Table 3, the values for internal resistance shall be calculated from the values of voltage and current measured in accordance with point 5.4.2.3 in accordance with the following equations: — RIc2 = (Vcstart – Vc2) / Ic2 — RIc10 = (Vcstart – Vc10) / Ic10 — RIc20 = (Vcstart – Vc20) / Ic20

(4) The internal resistances for charging RIc2_avg, RIc10_avg, RIc20_avg shall be calculated as average over all different current pulse levels specified in Table 3 from the individual values calculated under point 3.

(5) The overall internal resistances RI2, RI10 and RI20 shall be calculated as average over the respective values for discharging and charging calculated under points 2 and 4.

(6) The open circuit voltage shall be the value of V0 measured in accordance with point 5.4.2.3 for the respective SOC level.

(7) The limits for maximum discharging current shall be calculated as average value over 20 seconds at the target current Idischg_max for each level of SOC measured in accordance with point 5.4.2.3.

(8) The limits for maximum charging current shall be calculated as average value over 20 seconds at the target current Ichg_max for each level of SOC measured in accordance with point 5.4.2.3. Absolute values of the results shall be reported as final values.

(1) For each different discharging current pulse level specified in Table 4, the values for internal resistance shall be calculated from the values of voltage and current measured in accordance with point 5.4.2.3 in accordance with the following equations: — RId2 = (Vdstart – Vd2) / Id2 — RId10 = (Vdstart – Vd10) / Id10 — RId20 = (Vdstart – Vd20) / Id20 — RId120 = (Vdstart – Vd120) / Id120

(2) The internal resistances for discharging RId2_avg, RId10_avg, RId20_avg and RId120_avg shall be calculated as average over all different current pulse levels specified in Table 4 from the individual values calculated under point 1.

(3) For each different charging current pulse level specified in Table 4, the values for internal resistance shall be calculated from the values of voltage and current measured in accordance with point 5.4.2.3 in accordance with the following equations: — RIc2 = (Vcstart – Vc2) / Ic2 — RIc10 = (Vcstart – Vc10) / Ic10 — RIc20 = (Vcstart – Vc20) / Ic20 — RIc120 = (Vcstart – Vc120) / Ic120

(4) The internal resistances for charging RIc2_avg, RIc10_avg, RIc20_avg and RIc120_avg shall be calculated as average over all different current pulse levels specified in Table 4 from the individual values calculated under point 3.

(5) The overall internal resistances RI2, RI10, RI20 and RI120 shall be calculated as average over the respective values for discharging and charging calculated under points 2 and 4.

(6) The open circuit voltage shall be the value of V0 measured in accordance with point 5.4.2.3 for the respective SOC level.

(7) The limits for maximum discharging current shall be calculated as average value over 120 seconds at the target current Idischg_max for each level of SOC measured in accordance with point 5.4.2.3.

(8) The limits for maximum charging current shall be calculated as average value over 120 seconds at the target current Ichg_max for each level of SOC measured in accordance with point 5.4.2.3. Absolute values of the results shall be reported as final values.

The values of OCV dependent on SOC shall be defined based on the values determined for the different SOC levels in accordance with point 6 of point 5.4.2.4.1 for HPBS and 5.4.2.4.2 for HEBS.

The different values of internal resistances dependent on SOC shall be defined based on the values determined for the different SOC levels in accordance with point 5.4.2.4.1(5) for HPBS and 5.4.2.4.2 for HEBS.

The limits for maximum discharging current and maximum charging current shall be defined based on the values as declared by the component manufacturer prior to the test. If a specific value for the maximum discharging current or maximum charging current determined in accordance with point 5.4.2.4.1(7) and (8) for HPBS and 5.4.2.4.2 for HEBS deviates by more than ±2 % from the value declared by the component manufacturer prior to the test, the respective value determined in accordance with points 5.4.2.4.1(7) and (8) for HPBS and 5.4.2.4.2 for HEBS shall be reported.

Testing of capacitor systems or representative capacitor subsystems

Capacitor system components of the capacitor UUT may also be distributed in different devices within the vehicle.

The characteristics for a capacitor are hardly dependent on its state of charge or current, respectively. Therefore, only a single test run is prescribed for the calculation of the model input parameters.

Measured values of current shall have a positive sign for discharging and a negative sign for charging.

The ambient temperature shall be measured within a distance of 1 m to the capacitor UUT at a point indicated by the component manufacturer of the capacitor UUT.

Capacitor testing temperature, i.e. the target operating temperature of the capacitor UUT, shall be specified by the component manufacturer. The temperature of all capacitor cell temperature measuring points shall be within the limits specified by the component manufacturer during all test runs performed.

For capacitor UUT with liquid conditioning (i.e. heating or cooling), the temperature of the conditioning fluid shall be recorded at the capacitor UUT inlet and must be maintained within ±2 K of a value specified by the component manufacturer.

For air cooled capacitor UUT, the temperature at a point indicated by the component manufacturer shall be kept within +0/–20 K of the maximum value specified by the component manufacturer.

The available cooling and/or heating power on the testbench shall be determined based on the following procedures and recorded together with the actual component test data:

(1) For liquid conditioning from the massflow of the conditioning fluid and the temperature difference over the heat exchanger on the side of the capacitor UUT.

(2) For electric conditioning from the voltage and current. The component manufacturer may modify the electric connection of this conditioning unit for the certification of the capacitor UUT to enable a measurement of the capacitor UUT characteristics without considering the electric power required for conditioning (e.g. if the conditioning is directly implemented and connected within the capacitor UUT). Notwithstanding these provisions, the required electric cooling and/or heating power externally provided to the capacitor UUT by a conditioning unit shall be recorded.

(3) For other types of conditioning based on good engineering judgement and discussion with the type approval authority.

(a) The capacitor UUT shall be placed in a temperature controlled test cell. The ambient temperature shall be conditioned at 25 ±10 °C;

(b) The voltage shall be measured at the terminals of the capacitor UUT.

(c) The thermal conditioning system of the capacitor UUT and the corresponding thermal conditioning loop at the test bench equipment shall be fully operational in accordance with the respective controls.

(d) The control unit shall enable the test bench equipment to perform the requested test procedure within the capacitor UUT operational limits. If necessary, the control unit program shall be adapted by the capacitor UUT component manufacturer for the requested test procedure.

(a) After fully charging and then fully discharging the capacitor UUT to its lowest operating voltage in accordance with the charging method specified by the component manufacturer, it shall be soaked for at least 2 hours, but no more than 6 hours.

(b) The capacitor UUT temperature at the start of the test shall be 25 ± 2 °C. However, 45 ± 2 °C may be selected by reporting to the type approval or certification authority that this temperature level is more representative for the conditions of the typical application.

(c) After the soak time, a complete charge and discharge cycle in accordance with Figure 2 with a constant current Itest shall be performed. Itest shall be the maximum allowed continuous current for the capacitor UUT as specified by the component manufacturer.

(d) After a waiting period of at least 30 seconds (t0 to t1), the capacitor UUT shall be charged with a constant current Itest until the maximum operating voltage V max is reached. Then, the charging shall be stopped and the capacitor UUT shall be soaked for 30 seconds (t2 to t3) so that the voltage can settle to its final value V b before the discharging is started. After that the capacitor UUT shall be discharged with a constant current Itest until the lowest operating voltage V min is reached. Afterwards (from t4 onwards) there shall be another waiting period of at least 30 seconds for the voltage to settle to its final value Vc.

(e) The current and voltage over time, respectively Imeas and Vmeas, shall be recorded at a sampling frequency of at least 10 Hz.

(f) The following characteristic values shall be determined from the measurement (illustrated in Figure 2): V a is the no-load voltage right before start of the charge pulse V b is the no-load voltage right before start of the discharge pulse V c is the no-load voltage after the end of the discharge pulse ΔV(t 1), ΔV(t 3) are the voltage changes directly after applying the constant charging or discharging current I test at the time of t 1 and t 3, respectively. These voltage changes shall be determined by applying a linear approximation to the voltage characteristics as defined in detail A of Figure 2 by usage of the least squares method. Data sampling for the straight line approximation shall start once the change in the gradient calculated from two adjacent data points is smaller than 0.5 % when running in the direction of increasing time signal.

The measurement data obtained in accordance with point 6.3 shall be used to calculate the internal resistance (R) and capacitance (C) values in accordance with the following equations:

(a) The capacitance for charging and discharging shall be calculated as follows: For charging: For discharging:

(b) The maximum current for charging and discharging shall be calculated as follows: For charging: For discharging:

(d) For the model, only a single capacitance and resistance are needed and these shall be calculated as follows: Capacitance C: Resistance R:

(e) The maximum voltage shall be defined as the recorded value of Vb and the minimum voltage shall be defined as the recorded value of Vc as defined in accordance with subpoint (f) of point 6.3.

Testing of FCS

7.1.1Fuel quality

The reference fuel as laid down in Table 8 shall be used for the test run performed in accordance with point 7.3.

Characteristics	Units	Limits	Test Method
Minimum	Maximum
Hydrogen fuel index	% mole fraction	99,97		(¹)
Total non-hydrogen gases	μmol/mol		300
Lists of non-hydrogen gases and the specification of each contaminant (⁶)
Water (H2O)	μmol/mol		5	(⁵)
Total hydrocarbons (²) except methane (C1 equivalent)	μmol/mol		2	(⁵)
Methane (CH4)	μmol/mol		100	(⁵)
Oxygen (O2)	μmol/mol		5	(⁵)
Helium (He)	μmol/mol		300	(⁵)
Total Nitrogen (N2) and Argon (Ar) (²)	μmol/mol		300	(⁵)
Carbon dioxide (CO2)	μmol/mol		2	(⁵)
Carbon monoxide (CO) (³)	μmol/mol		0,2	(⁵)
Total sulfur compounds (⁴) (H2S basis)	μmol/mol		0,004	(⁵)
Formaldehyde (HCHO)	μmol/mol		0,2	(⁵)
Formic acid (HCOOH)	μmol/mol		0,2	(⁵)
Ammonia (NH3)	μmol/mol		0,1	(⁵)
Total halogenated compounds (⁵) (Halogenate ion basis)	μmol/mol		0,05	(⁵)
(¹) The hydrogen fuel index is determined by subtracting the “total non-hydrogen gases” in this table, expressed in mole per cent, from 100 mole per cent. (²) Total hydrocarbons except methane include oxygenated organic species. (³) The sum of measured CO, HCHO and HCOOH shall not exceed 0,2 μmol/mol (⁴) As a minimum, total sulfur compounds include H2S, COS, CS2 and mercaptans, which are typically found in natural gas. (⁵) Test method shall be documented. Test methods defined in ISO21087 are preferable. (⁶) The analysis of specific contaminants depending on the production process shall be exempted. A vehicle manufacturer shall provide the responsible authority reasons for exempting specific contaminants.

7.2.1System boundary of the unit under test

The FCS unit under test (‘UUT’) may comprise different BoPCs, the allowed configurations are set out in Table 9. The terminology of the different components is based on the SAE norm J2615. All configurations of FCS have two things in common:

(a) they are tested and certified without outer cooling sub-system as a standalone power supply unit without external electric components of the vehicle connected;

(b) all of them comprise the APS.

Passive components that may affect the fuel consumption of the FCS shall either be part of the FCS UUT or be fitted inside the test setup to ensure a comparable vehicle-like operation situation.

The FCS UUT shall be set up on the test bed in accordance with the requirements set out in Table 9 and points 7.2.2 and 7.2.3. The type of FCS shall be determined dependent on the actual configuration of the FCS UUT on the test bed and one of the type identifiers ‘A’, ‘B’, ‘C’ or ‘D’ shall be assigned in accordance with the requirements set out in Table 9.

7.2.2Fuel Cell Systems without Power Conditioning Sub-system

If PCS is not included, the correction methods laid down in point 7.5 shall be applied to account for the impact of the power loss due to the PCS efficiency.

7.2.3Fuel Cell Systems excluding power consuming balance of plant components

The correction methods laid down in point 7.5 shall be applied to account for the power consuming components that are mandatory for the operation of the FCS and are not included in the UUT. All excluded power consuming components shall be listed and their power uptake documented in the information document set out in Appendix 7.

Sub-System	Component	Part of FCS		Fitted for certification test
Type_A	Type_B	Type_C	Type_D		Type_A	Type_B	Type_C	Type_D
APS (Air Processing Sub-system)	Inlet particle filter	No		Yes, or test cell equipment (²)
Inlet manifold	No		Yes, or test cell equipment (²)
Intake air charging equipment (e.g. el. turbocharger or compressor)	Yes		Yes
Air flow meter (³)	Yes		Yes
Air inlet duct work	No		Yes, or test cell equipment (²)
Inlet silencer (³)	No		Yes, or test cell equipment (²)
Charge air cooler (³)	Yes		Yes
Humidification (³)	Yes		Yes
TMS	All coolant pump(s)	Yes	No, or partly		Yes	Yes, else test cell equipment (¹) (²) (⁵) ⁾
Radiator	No		Test cell equipment (²)
Ion-Exchanger (³) (⁶)	Yes		Yes, or test cell equipment (²) (³)
Fan	No		No
WTS	Water seperator (³)	Yes		Yes
Drain Valve (³) (⁶)	Yes		Yes
Exhaust manifold	No		Yes, or test cell equipment (²)
Connecting pipes	No		Yes, or test cell equipment (²)
Silencer (³)	No		Yes, or test cell equipment (²)
Tail pipe	No		Yes, or test cell equipment (²)
Exhaust H2-Sensor	No		Yes, or test cell equipment (²)
FPS	Fuel Supply System (FSS)	No		Yes, or test cell equipment (²)
Pressure regulator / Injector	Yes		Yes
Fuel heat exchanger (³)	Yes		Yes
Active Recirculation device (Compressor/Pump) (³)	Yes		Yes
Passive Recirculation Devise (Injector/Ejector) (³)	Yes		Yes
Filters (³)	Yes		Yes
FCSS	(^*1)	Yes		Yes
PDS	Electrical components (e.g. cables, switches, relays) (^*1)	Yes		Yes (⁴)
PCS	Voltage regulator (DC/DC) and/or converter (DC/AC)	Yes	No	Yes	No		Yes	Test cell equip-ment (¹) (²)	Yes	Test cell equip-ment (¹) (²)
fuel cell control sub-system	Processing/control unit	Yes		Yes
Software of specified version	Yes		Yes (⁴)
(^*1) no further break-down (¹) not part of the certified energy balance, missing BoPC shall be accounted for using the methods laid down in point 7.5 (²) according to manufacturer specification which shall ensure real world like operation (³) if applicable/mounted on FCS respectively vehicle (⁴) only adaptions are allowed to enable standalone operation (⁵) integration of items is optional (⁶) may be part of either TMS or WTS

7.2.4Description of specific BoPCs

The TMS and the cooling sub-system may consist of multiple coolant circuits. All those circuits may be divided into an inner and outer part.

7.2.4.1Inner part of the cooling circuit

Inner part of the cooling circuit consists of all parts of the cooling circuit that are integrated into the FCS and are part of the TMS of the UUT.

7.2.4.2Outer part of the cooling circuit

All parts of the cooling sub-system that are not part of the UUT are referred to as the outer cooling sub-system, including the heat exchangers that are integrated into the vehicle chassis and might vary dependent on the vehicle type or other parts that are not part of the UUT.

7.3.1Purpose

The purpose of the certification test procedure is to validate performance and capabilities declared by the manufacturer of the FCS, and to measure the fuel consumption / hydrogen mass flow under certain well-defined operating conditions. The aim is to generate reproducible data, suitable as input data for the simulation tool to enable the fuel consumption prediction of the certified vehicle component FCS.

7.3.2Operation parameters and operating points

The parameters set out in Table 10 shall apply for the purposes of the certification test.

Name / Description	Mandatory: Y/N	Unit
SCOP	Y	kW
relative transition slope for set-point ramp-up (RTS-UP) The manufacturer may specify a value for RTS-UP. If no value is specified the default value in accordance with point 7.3.4.6 shall be used.	N	s-1
relative transition slope for set-point ramp-down (RTS-DOWN) The manufacturer may specify a value for RTS-DOWN. If no value is specified the default value in accordance with point 7.3.4.6 shall be used.	N	s-1
operating points: #01 .. #nop OP01, lower electrical power-output of FCS at OP #01, OPnop upper operating point. One row in the table per point. To indicate if OPxx is tested during ramp-up or ramp-down, an additional suffix in form of one character shall be added in the information documents, which shall be letter ‘a’ for ascending operating points, and letter ‘d’ for descending operating points.	Y	kW
FCS Type A/C (PCS part of UUT): Lower voltage level of PCS output UPCS, out, lower at which the FCS can be operated at OPnop without current limitation. FCS Type B/D (PCS not part of UUT): UPCS, lower is a DC/DC-requirement specification provided by the manufacturer. The test cell DC/DC shall meet this requirement.	Y	V
FCS Type A/C (PCS part of UUT): Upper voltage level of PCS output UPCS, out, upper at which the FCS can be operated at OPnop. FCS Type B/D (PCS not part of UUT): UPCS, upper is a DC/DC-requirement specification provided by the manufacturer. The test cell DC/DC shall meet this requirement.	Y	V

7.3.3Methodology

The certification test procedure aims to record static data on a stabilized FCS at a certain number of different operating points. Each operating point shall be specified by its set-point for the electrical FCS power output.

During the certification, the FCS shall be operated in its standard operation conditions, as documented by the manufacturer in accordance with Appendix 7.

The voltage level at the interface between the PCS and the external electric components shall be determined by the lower and upper voltage level as specified in Table 10 to:

UPCS, out = 0,5 * (UPCS, out, upper + UPCS, out, lower)

In case the PCS is not included in the UUT, UPCS, upper and UPCS, lower shall be derived from the requirement specifications for the DC/DC converter as provided by the manufacturer.

The manufacturer shall declare in accordance with Appendix 7 realistic boundary conditions for normal operation of the FCS for in-vehicle usage.

7.3.4Test procedure description

The entire test procedure shall be performed without interruption and the entire test shall be recorded.

The manufacturer shall specify the operating point (OP) with the lowest (OP01) and highest (OPnop) electrical FCS power output to be measured as certification test range. That range shall cover the whole span for real world operation in vehicle application.

7.3.4.1Definition of operating points

The FCS shall be tested on a defined number of OPs, nop, which shall be equal or greater than 12.

The OP with the lowest (OP01) and highest (OPnop) electrical FCS power output shall be measured mandatorily.

The remaining number of OP shall be distributed within the certification test range. The distribution of OPs does not need to be equidistant but shall enable a good interpolation of the fuel consumption over the whole certification test range. In regions of elevated non-linear relationship between FCS power output and fuel consumption a smaller step size between set-points is allowed.

The naming convention of the operation set-points shall be defined as:

The maximum step size between two adjacent OPs, Step-sizemax, shall be defined in accordance with the following equation:

Step-sizemax < 0,20 * (P@OPnop – P@OP01)

7.3.4.2Conditioning phase

Prior to the actual test the system shall be operated at least 60 minutes at a SCOP. That set-point (electrical FCS power output target value) shall lie between 40 % and 60 % of the upper operating point for certification, OPnop, and shall be defined by the manufacturer.

7.3.4.3Sequence of operating points

The series shall start from OP01 and shall be continued in ascending order up to OPnop and then back again to the lowest OP in descending order. The entire duration is dependent on the stabilization time at the individual OPs.

Figure 3 depicts the whole test sequence in a schematic manner.

7.3.4.4Steps to be performed at each operating point

In order to determine the fuel consumption at each OP in a reproducible manner, a sufficient stabilization time at each OP shall be defined by the manufacturer to achieve adequate stability of the system. The stabilization time shall be defined as individual value for each OP to be measured and shall be between tstab,min = 300 - 1 s and tstab,max = 1 800 + 1 s. Both stabilization times for the same OP in the ascending and descending part shall be within a tolerance of 2 seconds. The stabilization time for a measured OP shall start immediately after the ramp from the previous setpoint is completed. The analysis time is required to gain average values avoiding measurement noises and other instationary effects. Therefore, the analysis time shall be set to tanlys = 180 ± 1 s and shall start after the stabilization time. The measured values within that time span shall fulfil the stability criteria set out in point 7.3.4.5 unless the maximum stabilization time of tstab,max = 1 800 + 1 s is applied. After the analysis time, the standby time used for a proper separation from the next load point shall follow and the duration shall be defined as tstb = 10 ± 1 s.

Figure 4 depicts the steps to be performed at each OP.

7.3.4.5Stability Criteria

(a) absolute value of the relative slope of the estimate (ARS), which represents the slope;

(b) relative error of estimate (REE), which represents the degree of fluctuations of the monitored item.

The values for the stability criteria shall be calculated in accordance with point 7.3.6.3. The OP shall be considered as stable if both indicators are below a specific threshold value within the defined analysis time frame. The threshold values for both stabilization indicators ARS and REE shall be calculated in accordance with the threshold values set out in Table 11. For the calculation of the REE, the normalized set power at any OP compared to the highest OP shall be defined as:

Indicator:	Threshold Value:
ARS	7,0E-5 sE-1
REE

In case the proof of stability at any OP fails, the test shall be repeated with an enlarged or the maximum stabilization time in accordance with point 7.3.4.4.

7.3.4.6Transition slope between two operating points

The transition from one set-point to the next shall be executed with a moderate slope. Suitable slopes for up- and down-ramping of the set-point shall be specified by the manufacturer. The objective shall be to set a slope that facilitates a quick stabilization on the subsequent operating point. No restrictions shall apply to the value of the transition slope or to the shape of that slope. In case no transition slope is specified by the manufacturer, the RTS shall be set to +0,002 ±0,0004 s^-1 during ramp-up and 0,002 ±0,0004 s^-1during ramp-down.

where:

7.3.4.7Calculation of measured fuel consumption and power output

The electric power output and the corresponding hydrogen consumption rate of the UUT at each individual OP shall be calculated as the arithmetic mean over the analysis time tanlys defined in accordance with point 7.3.4.4. The calculation of the arithmetic means shall be done as follows:

and

where:

This power output is metered UUT-type dependent after the PDS (sensor position: P_el, PDS, as depicted in Figure 5) or PCS (sensor position: P_el, PCS as set out in point 7.4, figure 5)

Subsequently, one resulting arithmetic mean for both values P FCS, avg and

for each individual OP below OPnop shall be calculated as the arithmetic mean of the averaged values from the ascending and descending part in accordance with the following equations:

and

where:

For the OPnop (upper OP), this averaging step is not applicable since for this OP only one single measurement exists.

7.3.4.8Correction of the FCS power output to reference conditions

The measured FCS power output PFCS shall be corrected in accordance with the following equation:

with:

where:

7.3.4.8.1Gradient of efficiency kload

The value of normalized power shall be determined by dividing the value of PFCS,avg of a specific OP by the value of PFCS,avg for OPnop, both derived in accordance with point 7.3.4.7.

Based on the value of normalized power of a specific OP, the value of kload shall be determined from the corresponding data in Table 12 by means of linear interpolation between the two adjacent data points. In case the value of normalized power is lower than 0,1, the value of kload defined at 0,1 normalized power shall be used.

Normalized power [-]	kload
0,1	0,3730
0,2	0,1485
0,5	0,0745
0,8	0,0855
1,0	0,1115

7.3.5Test Conditions

The ambient conditions in the test cell shall fulfil the minimum and maximum criteria set out in Table 13.

	min value	max value
Ambient pressure	90,0 kPa	102,0 kPa
Ambient temperature	288,0 K	298,0 K
Oxidant (air) inlet pressure	90,0 kPa	102,0 kPa
Oxidant (air) inlet temperature	288,0 K	303,0 K
Relative Humidity, Oxidant (air) supply	45,0 %	80,0 %

7.3.6Statistics

7.3.6.1Mean value and standard deviation

The arithmetic mean value shall be calculated as follows:

The standard deviation shall be calculated as follows:

7.3.6.2Regression analysis

The slope of the regression shall be calculated as follows:

The y intercept of the regression shall be calculated as follows:

The standard error of estimate shall be calculated as follows:

7.3.6.3Stability criteria

The ARS shall be calculated as follows:

The REE value shall be calculated as follows:

The relevant data for test reproducibility shall be documented in the information document set out in Appendix 7. The position of different sensors used for testing shall be defined in accordance with the schematic sketch of a representative FCS set out in figure 5.

(a) PCS not being part of the FCS installed for the certification test;

(b) power consuming balance of plant components not installed for the certification test at all or not installed within the UUT or being externally powered by the test bed infrastructure during the certification test.

7.5.1Recording of additional values

For each coolant pump not installed for the certification test at all or not installed within the UUT the following values shall be recorded separately:

(V C,TMS,in) volume flow of the coolant upstream of the TMS;

pC,TMS,in pressure of the coolant upstream of the TMS;

pC,TMS,out pressure of the coolant downstream of the TMS.

For each power consuming balance of plant component being externally powered by the test bed infrastructure during the certification test the electrical power uptake, Pel,AUX, shall be recorded separately.

In accordance with point 3.2.2 the volume flow and the electrical power uptake shall have a positive algebraic sign.

All recorded values shall be averaged for each individual operating point of the FCS measured in accordance with the method set out in point 7.3.4.7 by applying the same specific averaging period tanlys in accordance with point 7.3.4.4.

7.5.2Equations for corrections performed

All following equations shall be evaluated for each individual operating point of the FCS measured in accordance with the method set out in point 7.3.4.7.

In case the PCS not being part of the FCS installed for the certification test, the measured electrical power output at the location PDS in accordance with the schematic sketch of a representative FCS set out in figure 5 shall be corrected for the losses of a generic PCS in accordance with the following equation:

P*el,PCS =

×etaDC/DC

where:

P*el,PCS electrical power output at the location PCS in accordance with Figure 5 at reference conditions in kW

P FCS,PDS* electrical power output of fuel cell system at the location PDS in accordance with the schematic sketch of a representative FCS set out in figure 5 at reference conditions determined in accordance with point 7.3.4.8 in kW

etaDC/DC generic efficiency factor of DC/DC converter shall be 0.975

For each coolant pump not installed for the certification test at all or not installed within the UUT the electrical power uptake shall be calculated in accordance with the following equation:

Pel,Cool = (pC,TMS,in - pC,TMS,out) ×

C,TMS,in / etaWP,hyd / etaWP,EM

where:

Pel,Cool electrical power uptake of the coolant pump in kW

pC,TMS,in pressure of the coolant upstream of the TMS in kPa

pC,TMS,out pressure of the coolant downstream of the TMS in kPa

C,TMS,in volumetric coolant flow upstream of the TMS in m3/s

etaWP,hyd generic hydraulic efficiency factor of pump shall be 0,8

etaWP,EM generic efficiency factor of electric pump drive shall be 0,8.

The final effective electrical power output of FCS used as input to the simulation tool taking all components consuming additional electric power into account shall be calculated in accordance with the following equation:

Pel,FCS,net = Pel,PCS +

where:

P*el,FCS,net effective electrical power output of FCS (used as input to the simulation tool) at reference conditions in kW

P*el,PCS electrical power output at the location PCS in accordance with Figure 5 at reference conditions in kW

Pel,AUX electrical power uptake of balance of plant component not installed for the certification test at all or not installed within the UUT or being externally powered by the test bed infrastructure during the certification test in kW where the following differentiation shall be applied:

Pel,AUX,i all components connected to the FCS either at the location PDS in accordance with Figure 5 or via a separate DC/DC converter; where i = 1, 2, 3, … maximum number n of such components to be considered

Pel,AUX,j all components connected to the FCS either at the location PCS in accordance with Figure 5 or without a separate DC/DC converter; where j = 1, 2, 3, … maximum number o of such components to be considered

Pel,Cool electrical power uptake of the coolant pump in kW

where the following differentiation shall be applied:

Pel,Cool,k all coolant pumps connected to the FCS either at the location PDS in accordance with Figure 5 or via a separate DC/DC converter; where k = 1, 2, 3, … maximum number p of such components to be considered

Pel,Cool,l all coolant pumps connected to the FCS either at the location PCS in accordance with Figure 5 or without a separate DC/DC converter; where l = 1, 2, 3, … maximum number q of such components to be considered

etaDC/DC generic efficiency factor of DC/DC converter shall be 0,975.

7.5.3Input to the simulation tool

The values of effective electrical power output P^* el,FCS,net determined in accordance with point 7.5.2 multiplied by -1 and absolute values of the fuel flow determined in accordance with point 7.3.4.7 shall be used as input to the simulation tool.

Appendix 1

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

Maximum format: A4 (210 × 297 mm)

CERTIFICATE ON CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF AN ELECTRIC MACHINE SYSTEM / IEPC / IHPC Type 1 / BATTERY SYSTEM/ CAPACITOR SYSTEM

Administration stamp

Communication concerning:

— granting ⁽¹⁾

— extension⁽¹⁾

— refusal⁽¹⁾

— withdrawal⁽¹⁾

of a certificate on CO2 emission and fuel consumption related properties of an electric machine system / IEPC / IHPC Type 1 / battery system / capacitor system in accordance with Commission Regulation (EU) 2017/2400.

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

Certification number:

Hash:

Reason for extension:

0.1.Make (trade name of manufacturer):

0.2.Type:

0.3.Means of identification of type

0.3.1.Location of the certification marking:

0.3.2.Method of affixing certification marking:

0.5.Name and address of manufacturer:

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

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

1.Additional information (where applicable): see Addendum

2.Approval authority responsible for carrying out the tests:

3.Date of test report:

4.Number of test report:

5.Remarks (if any): see Addendum

6.Place:

7.Date:

8.Signature:

Attachments:

Information package. Test report.

Appendix 2

Information Document for an electric machine system

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

pursuant to …

Electric machine system type / family (if applicable):

…

0.GENERAL

0.1.Name and address of manufacturer

0.2.Make (trade name of manufacturer):

0.3.Electric machine system type:

0.4.Electric machine system family:

0.5.Electric machine system type as separate technical unit / Electric machine system family as separate technical unit

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

0.7.Means of identification of model, if marked on the Electric machine system:

0.8.In the case of components and separate technical units, location and method of affixing of the EC approval mark:

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

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

PART 1

ESSENTIAL CHARACTERISTICS OF THE (PARENT) ELECTRIC MACHINE SYSTEM AND THE ELECTRIC MACHINE SYSTEM TYPES WITHIN AN ELECTRIC MACHINE SYSTEM FAMILY

| | |Parent EMS | |Family members | | | | | --- | --- | --- | --- | --- | --- | | | |or EMS type | | | | | | | | | | | #1 | | #2 | | #3 | | |

1.General

1.1.Test voltage(s): V

1.2.Basic motor rotational speed: 1/min

1.3.Motor output shaft maximum speed: 1/min

1.4.(or by default) reducer/gearbox outlet shaft speed: 1/min

1.5.Maximum power speed: 1/min

1.6.Maximum power: kW

1.7.Maximum torque speed: 1/min

1.8.Maximum torque: Nm

1.9.Maximum 30 minutes power: kW

2.Electric machine

2.1.Working principle

2.1.1.Direct current (DC)/alternating current (AC):

2.1.2.Number of phases:

2.1.3.Excitation / separate / series / compound:

2.1.4.Synchron / asynchron:

2.1.5.Rotor coiled / with permanent magnets / with housing:

2.1.6.Number of poles of the motor:

2.2.Rotational inertia: kgm²

3.Power controller

3.1.Make:

3.2.Type:

3.3.Working principle:

3.4.Control principle: vectorial / open loop / closed / other (t.b.s.):

3.5.Maximum effective current supplied to the motor: A

3.6.For maximum duration of: s

3.7.DC voltage range used (from / to): V

3.8.DC/DC converter is part of the electric machine system in accordance with paragraph 4.1 of this Annex (yes/no):

4.Cooling system

4.1.Motor (liquid / air / other t.b.s.):

4.2.Controller (liquid / air / other t.b.s.):

4.3.Description of the system:

4.4.Principle drawing(s):

4.5.Temperature boundary limits (min/max): K

4.6.At reference position:

4.7.Flow rates (min/max): ltr/min

5.Documented values from component testing

5.1.Efficiency figures for CoP (²⁴):

5.2.Cooling system (declaration for each cooling circuit):

5.2.1.maximum coolant mass flow or volume flow or maximum inlet pressure:

5.2.2.maximum coolant temperatures:

5.2.3.maximum available cooling power:

5.2.4.Recorded average values for each test run

5.2.4.1.coolant volume flow or mass flow:

5.2.4.2.coolant temperature at the inlet of the cooling circuit:

5.2.4.3.coolant temperature at the inlet and outlet of the test bed heat exchanger on the side of the EMS:

LIST OF ATTACHMENTS

| No.: | Description: | Date of issue: |

| --- | --- | --- | | 1 | Information on EMS test conditions … | | | 2 | … | | | | Information on test conditions (if applicable) | | --- | --- | | 1.1 | … |

Appendix 3

Information Document for an IEPC

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

pursuant to …

IEPC type / family (if applicable):

…

0.GENERAL

0.1.Name and address of manufacturer

0.2.Make (trade name of manufacturer):

0.3.IEPC type:

0.4.IEPC family:

0.5.IEPC type as separate technical unit / IEPC family as separate technical unit

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

0.7.Means of identification of model, if marked on the IEPC:

0.8.In the case of components and separate technical units, location and method of affixing of the EC approval mark:

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

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

PART 1

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

| | |Parent IEPC | |Family members | | | | | --- | --- | --- | --- | --- | --- | | | |or IEPC type | | | | | | | | | | | #1 | | #2 | | #3 | | |

1.General

1.1.Test voltage(s): V

1.2.Basic motor rotational speed: 1/min

1.3.Motor output shaft maximum speed: 1/min

1.4.(or by default) reducer/gearbox outlet shaft speed: 1/min

1.5.Maximum power speed: 1/min

1.6.Maximum power: kW

1.7.Maximum torque speed: 1/min

1.8.Maximum torque: Nm

1.9.Maximum 30 minutes power: kW

1.10.Number of electric machines:

2.Electric machine (for each electric machine):

2.1.Electric machine ID:

2.2.Working principle

2.2.1.Direct current (DC)/alternating current (AC):

2.2.2.Number of phases:

2.2.3.Excitation / separate / series / compound:

2.2.4.Synchron / asynchron:

2.2.5.Rotor coiled / with permanent magnets / with housing:

2.2.6.Number of poles of the motor:

2.3.Rotational inertia: kgm²

3.Power controller (for each power controller):

3.1.Corresponding electric machine ID:

3.2.Make:

3.3.Type:

3.4.Working principle:

3.5.Control principle: vectorial / open loop / closed / other (t.b.s.):

3.6.Maximum effective current supplied to the motor: A

3.7.For maximum duration of: s

3.8.DC voltage range used (from / to): V

3.9.DC/DC converter is part of the electric machine system in accordance with paragraph 4.1 of this Annex (yes/no):

4.Cooling system

4.1.Motor (liquid / air / other t.b.s.):

4.2.Controller (liquid / air / other t.b.s.):

4.3.Description of the system:

4.4.Principle drawing(s):

4.5.Temperature boundary limits (min/max): K

4.6.At reference position:

4.7.Flow rates (min/max): g/min or ltr/min

5.Gearbox

5.1.Gear ratio, gearscheme and powerflow:

5.2.Center distance for countershaft transmissions:

5.3.Type of bearings at corresponding positions (if fitted):

5.4.Type of shift elements (tooth clutches, including synchronisers or friction clutches) at corresponding positions (where fitted):

5.5.Total number of forward gears:

5.6.Number of tooth shift clutches:

5.7.Number of synchronisers:

5.8.Number of friction clutch plates (except for single dry clutch with 1 or 2 plates):

5.9.Outer diameter of friction clutch plates (except for single dry clutch with 1 or 2 plates):

5.10.Surface roughness of the teeth (incl. drawings):

5.11.Number of dynamic shaft seals:

5.12.Oil flow for lubrication and cooling per transmission input shaft revolution

5.13.Oil viscosity at 100 C (± 10 %):

5.14.System pressure for hydraulically controlled gearboxes:

5.15.Specified oil level in reference to central axis and in accordance with the drawing specification (based on average value between lower and upper tolerance) in static or running condition. The oil level is considered as equal if all rotating transmission parts (except for the oil pump and the drive thereof) are located above the specified oil level:

5.16.Specified oil level (± 1mm):

5.17.Gear ratios [-] and maximum input torque [Nm], maximum input power (kW) and maximum input speed [rpm] (for each forward gear):

6.Differential

6.1.Gear ratio:

6.2.Principle technical specifications:

6.3.Principle drawings:

6.4.Oil volume:

6.5.Oil level:

6.6.Oil specification:

6.7.Bearing type (type, quantity, inner diameter, outer diameter, width and drawing):

6.8.Seal type (main diameter, lip quantity):

6.9.Wheel ends (drawing):

6.9.1.Bearing type (type, quantity, inner diameter, outer diameter, width and drawing):

6.9.2.Seal type (main diameter, lip quantity):

6.9.3.Grease type:

6.10.Number of planetary / spur gears for differential:

6.11.Smallest width of planetary/ spur gears for differential:

7.Documented values from component testing

7.1.Efficiency figures for CoP (*):

7.2.Cooling system (declaration for each cooling circuit):

7.2.1.maximum coolant mass flow or volume flow or maximum inlet pressure:

7.2.2.maximum coolant temperatures:

7.2.3.maximum available cooling power:

7.2.4.Recorded average values for each test run

7.2.4.1.coolant volume flow or mass flow:

7.2.4.2.coolant temperature at the inlet of the cooling circuit:

7.2.4.3.coolant temperature at the inlet and outlet of the test bed heat exchanger on the side of the IEPC:

LIST OF ATTACHMENTS

No.:	Description:	Date of issue:
1	Information on IEPC test conditions …
2	…

8.Information on test conditions (if applicable)

8.1.Maximum tested input speed [rpm]

8.2.Maximum tested input torque [Nm]

Appendix 4

Information Document for an IHPC Type 1

For IHPCs Type 1 the information document shall consist of the applicable parts of the information document for electric machine systems in accordance with Appendix 2 of this Annex and of the information document for transmissions in accordance with Appendix 2 of Annex VI.

Appendix 5

Information Document for a battery system or a representative battery subsystem type

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

pursuant to …

Battery system or representative battery subsystem type:

…

0.GENERAL

0.1.Name and address of manufacturer

0.2.Make (trade name of manufacturer):

0.3.Battery system type:

0.4.-

0.5.Battery system type as separate technical unit

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

0.7.Means of identification of model, if marked on the Battery system:

0.8.In the case of components and separate technical units, location and method of affixing of the EC approval mark:

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

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

PART 1

ESSENTIAL CHARACTERISTICS OF THE BATTERY SYSTEM OR THE REPRESENTATIVE BATTERY SUBSYSTEM TYPE

1.General

1.1.Complete system or representative subsystem:

1.2.HPBS / HEBS:

1.3.Principle technical specifications:

1.4.Cell chemistry:

1.5.Number of cells in series:

1.6.Number of cells in parallel:

1.7.Representative junction box with fuses and breakers included in tested system (yes/no):

1.8.Representative serial connectors included in the tested system (yes/no):

2.Conditioning system

2.1.Liquid / air / other t.b.s.:

2.2.Description of the system:

2.3.Principle drawing(s):

2.4.Temperature boundary limits (min/max): K

2.5.At reference position:

2.6.Flow rates (min/max): ltr/min

3.Documented values from component testing

3.1.Round trip efficiency for CoP (**):

3.2.Maximum discharge current for CoP:

3.3.Maximum charge current for CoP:

3.4.Testing temperature (target operating temperature declared):

3.5.Conditioning system (indicate for each test run performed)

3.5.1.Cooling or heating required:

3.5.2.Maximum available cooling or heating power:

LIST OF ATTACHMENTS

No.:	Description:	Date of issue:
1	Information on Battery system test conditions …
2	…
	Information on test conditions (if applicable)
---	---
1.1	…

Appendix 6

Information Document for a capacitor system or a representative capacitor subsystem type

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

pursuant to …

Capacitor system or representative capacitor subsystem type:

…

0.GENERAL

0.1.Name and address of manufacturer

0.2.Make (trade name of manufacturer):

0.3.Capacitor system type:

0.4.Capacitor system family:

0.5.Capacitor system type as separate technical unit / Capacitor system family as separate technical unit

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

0.7.Means of identification of model, if marked on the Capacitor system:

0.8.In the case of components and separate technical units, location and method of affixing of the EC approval mark:

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

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

PART 1

ESSENTIAL CHARACTERISTICS OF THE CAPACITOR SYSTEM OR THE REPRESENTATIVE CAPACITOR SUBSYSTEM TYPE

1.General

1.1.Complete system or representative subsystem:

1.2.Principle technical specifications:

1.3.Cell technology and specification:

1.4.Number of cells in series:

1.5.Number of cells in parallel:

1.6.Representative junction box with fuses and breakers included in tested system (yes/no):

1.7.Representative serial connectors included in the tested system (yes/no):

2.Conditioning system

2.1.Liquid / air / other t.b.s.:

2.2.Description of the system:

2.3.Principle drawing(s):

2.4.Temperature boundary limits (min/max): K

2.5.At reference position:

2.6.Flow rates (min/max): ltr/min

3.Documented values from component testing

3.1.Testing temperature (target operating temperature declared):

3.2.Conditioning system (indicate for each test run performed)

3.2.1.Cooling or heating required:

3.2.2.Maximum available cooling or heating power:

LIST OF ATTACHMENTS

No.:	Description:	Date of issue:
1	Information on Capacitor system test conditions …
2	…
	Information on test conditions (if applicable)
---	---
1.1	…

Appendix 7

Communication concerning: — granting (¹) — extension (¹) — refusal (¹) — withdrawal (¹)	Administration stamp
(¹) delete if not applicable

of a certificate on CO2 emission and fuel consumption related properties of an electric machine system IEPC / IHPC Type 1 / battery system / capacitor system in accordance / FCS / with Commission Regulation (EU) 2017/2400.

Commission Regulation (EU) 2017/2400 as applicable on [date]

Certification number:

Hash:

Reason for extension:

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

| --- | --- |

pursuant to …

FCS type / family (if applicable):

PART 1

ESSENTIAL CHARACTERISTICS OF THE (PARENT) FCS AND THE FCS TYPES WITHIN A FCS FAMILY

	Parent FCS	Family members
	or FCS type
		#1	#2	#3	…
1. General: 1.1. Upper power of FCS (specified upper electric power in real world operation): … kW 1.2. Weight of FCS (including all parts of UUT): … kg 1.3. Gross outer dimension of FCS (length, width and height): … mm 1.4. Uout range at the UUT interface, either PDS, out or PCS, out (min/max): … V 1.5. Iout range at the UUT interface, either PDS, out or PCS, out (min/max): … A 1.6. Output voltage range of PCS (min/max) (¹): … V 1.7. Type of FCS regarding test setup (2) (A, B, C, D): … 2. APS: 2.1. Air Compressor 2.1.1. Make(s), type(s) … 2.1.2. Power uptake in certification test range (min/max) … kW 2.2. Air humidification device (¹) 2.2.1. Make(s), type(s): … 2.2.2. Humidity exchange membrane, make(s), type(s): … 3. TMS: 3.1. Cooling media of inner cooling liquid 3.1.1. Make(s), type(s) … 3.1.2. Specific heat capacity @345 K: … J/(kg·K) 3.1.3. Density @345 K: … kg/l 4. WTS: 4.1. Deionization unit 4.1.1. Make(s), type(s) … 4.1.2. Ion-conductivity cooling media (nominal/max) … mS/cm 5. FPS: 5.1. Fuel injector or combination of injector/ejector: 5.1.1. Make(s), type(s): … 5.1.2. Number of injectors: … 5.2. Anode recirculation blower (1)… 5.2.1. Make(s), type(s) (¹): … 6. FCSS: 6.1. FC Stack(s): 6.1.1. Make(s), type(s): … 6.1.2. Number of stacks: … 6.1.3. Cell number of ejach stack: … 6.1.4. Cell surface area of each stack: … cm² 6.1.5. Setpoint of the reference current of the stack: … A 6.1.6. Reference condition (3), temperature : … K 6.1.7. Reference condition (³), pressure p A, FCSS, in: … kPa 6.1.8. Reference condition (3), anode stoichiometry ν fuel… 6.1.9. Reference condition (³), cathode stoichiometry ν Air… 6.1.10. Stack voltage at reference condition of each stack: … V 6.1.11. Make(s), Type(s) of membrane electrode assemblies (MEA): … 7. Power Distribution Sub-System (PDS): 7.1. Power plug at the interface to FCSS (1) 7.1.1. Make(s), type(s): … 8. Power Conditioning Sub-System (PCS): 8.1. DC/DC (^*1) 8.1.1. Make(s), type(s): … 8.1.2. Voltage range inlet / primary side (min/max): … V 8.1.3. Voltage range inlet / secondary side (min/max): … V 9. Fuel Cell Control Sub-System: 9.1. Firmware, Version & Build Number: … 9.2. Control Unit Hardware, Make & Type: …
(¹) if applicable (2) In accordance with point 7.2.1 and Table 9 of this Annex (^*3) declared by the manufacturer of the FCSS

LIST OF ATTACHMENTS

No:	Description:	Date of issue:
1	Information on FCS test conditions …	DD-MMM-YYYY
2	Information on operation boundary conditions …	DD-MMM-YYYY
3	Information on FCS certification test results …	DD-MMM-YYYY

Information on FCS test conditions:

	value and unit
Ambient pressure (absolute)	XYZ.0	kPa
Ambient temperature	XYZ.0	K
Oxidant (Air) inlet temperature	XYZ.0	K
Oxidant (Air) inlet pressure (absolute)	XYZ.0	kPa
Relative Humidity, oxidant / air supply	XY.0	%
Cooling media of inner circuit: Make: __, Type: _____
Density of cooling media of inner circuit @345 K	XY.0	kg/l
Specific heat capacity of cooling media in the inner cooling circuit @345 K	XYZ.0	J/(kg·K)
SCOP:	XYZ.0	kW
Operating point #01 (OP01):	XYZ.0	kW
Operating point #02 (OP02):	XYZ.0	kW
Operating point #xx (OPxx, OP between OP02 and OPnop):	XYZ.0	kW
Operating point #nop (OPnop , highest operating point):	XYZ.0	kW
FCS Type A/C (PCS part of UUT): Lower voltage level of PCS output UPCS,out,lower at which the FCS can be operated at OPnop without current limitation. FCS Type B/D (PCS not part of UUT): UPCS, lower is a DC/DC-requirement specification	XYZ.0	V
FCS Type A/C (PCS part of UUT): Upper voltage level of PCS output UPCS,out,upper at which the FCS can be operated at OPnop. FCS Type B/D (PCS not part of UUT): UPCS, upper is a DC/DC-requirement specification	XYZ.0	V
Optional, operation condition related parameters:
relative transition slope for set-point ramp-up (RTS-UP) (it is an approximate value for orientation, the manufacturer may specify a range around this number)	XYZ.0	s^-1
relative transition slope for set-point ramp-down (RTS-DOWN) (it is an approximate value for orientation, the manufacturer may specify a range around this number)	XYZ.0	s^-1

Boundary conditions for FCS operation in vehicles as declared by the manufacturer:

This table is adopted / completed by the manufacturer according to their operation specification for FCS operation inside a vehicle. The specifications in the following table are mandatory:

OP#	parameter	lower	upper
01	Ambient Temperature	XYZ.0	K	XYZ.0	K
…	XYZ.0	K	XYZ.0	K
nop	XYZ.0	K	XYZ.0	K

01	Ambient Pressure	XYZ.0	Pa	XYZ.0	Pa
…	XYZ.0	Pa	XYZ.0	Pa
nop	XYZ.0	Pa	XYZ.0	Pa

01	Ambient Humidity	XYZ.0	%	XYZ.0	%
…	XYZ.0	%	XYZ.0	%
nop	XYZ.0	%	XYZ.0	%

01	Cooling Liquid Temperature FCSS Inlet Label according to Figure 5: T_C,in with the additional suffix FCSS	XYZ.0	K	XYZ.0	K
…	XYZ.0	K	XYZ.0	K
nop	XYZ.0	K	XYZ.0	K

01	Cooling Liquid Temperature FCSS Outlet	XYZ.0	K	XYZ.0	K
…	XYZ.0	K	XYZ.0	K
nop	XYZ.0	K	XYZ.0	K

01	Further boundary conditions for operation inside a vehicle	XYZ.0	Unit	XYZ.0	Unit
…	XYZ.0	Unit	XYZ.0	Unit
nop	XYZ.0	Unit	XYZ.0	Unit

OPXXa: ascending OPXXd: descending	01: Duration / s	02: ARS / s^-1	03: REE / -	04: SP el. power demand for FCS at the interface PDS/PCS^(*) / kW	05: SP DC current of FCS at the interface PDS/PCS^(*)/ A
---	---	---	---	---	---
SCOP
OP01a
OP02a
OP03a
OP..
*OPnop ⁽)
OPnop-1d
OPnop-2d
OPnop-3d
OP..d
OP01d
OPXXa: ascending OPXXd: descending	11: Volume flow of fuel ⁽)** / l/min	12: Fuel pressure at FCS inlet / kPa	13: Fuel pressure at FCSS inlet *^()** / kPa	14: Fuel temperature at FCSS inlet *^()** / K	15: Mass flow of air / g/h
---	---	---	---	---	---
SCOP
OP01a
OP02a
OP03a
OP..
*OPnop ⁽)
OPnop-1d
OPnop-2d
OPnop-3d
OP..d
OP01d

| OPXXa: ascending OPXXd: descending | 21: Volume flow of cooling media at TMS inlet ⁽)** / l/h | 22: Temperature of cooling media at TMS inlet / K | 23: Temperature of cooling media at TMS outlet / K | 24: Electric power provided to the FCS from the test cell at PDS / kW | 25: Electric power provided to the FCS from the test cell at PCS / kW |

| --- | --- | --- | --- | --- | --- | | SCOP | | | | | | | OP01a | | | | | | | OP02a | | | | | | | OP03a | | | | | | | OP.. | | | | | | | OPnop* ⁽) | | | | | | | OPnop-1d | | | | | | | OPnop-2d | | | | | | | OPnop-3d | | | | | | | OP..d | | | | | | | OP01d | | | | | | | ⁽⁾ if applicable / accessible ^(**) if mass flow of media needs to be calculated based on volume flow and density ⁽) nop: number of different operating points, OPnop is the upper OP during certification as specified in point 7.3.4.1 | | | | | |

The positions of sensors are specified in a schematic manner in figure 5. All values - except for the duration, ARS and REE - are arithmetic mean values at each OP determined over the analysis time, tanlys, defined in accordance with point 7.3.4.4 (i.e. before the averaging step of ascending and descending). For the SCOP the averaging time frame shall be defined by the same time frame length as for the analysis time and shall be located just before the transition to the subsequent OP01a.

The minimum precision requirements of sensors are indicated by a type classification in the respective column in Table 2. The following types are distinguished where type I has the highest precision and type III the lowest:

Type I:	accuracy according to Table 1 of this Annex;
Type II:	accuracy of integrated and accessible sensors (i.e. all FCS integrated automotive sensors are of type II);
Type III:	not applicable or precision not specified: precision according to best practice / common sense.

If the same value is measured by more than one sensor only the numbers determined by the sensor with the higher precision shall be documented. If in the comment column the phrases ‘if applicable’ / ‘if accessible’ are set out, no additional sensors need to be installed.

#	Description	Unit	Type	Comment
01	Duration	s	III	time period in between transition periods of the power/current setpoint
02	ARS	s^-1	III	refer to point 7.3.4.5 of this Annex: Absolute value of the Relative Slope
03	REE	-	III	refer to point 7.3.4.5 of this Annex: Relative error of estimate
04	SP el. power demand for FCS at the UUT interface	kW	III	setpoint, if applicable (variant dependent: either PDS,out or PCS,out) (in case Pel is a SP)
05	SP DC current of FCS at the UUT interface	A	III	setpoint, if applicable (variant dependent: either PDS,out or PCS,out) (in case IFCS is a SP)
06	PV el. power output of the FCS at the UUT interface	kW	I	process value, (variant dependent: either PDS,out or PCS,out) label in Figure 5: P_el, PDS or P_el,PCS if not metered directly, but calculated on the basis of U and I values, the U and I sensors shall comply with sensors type I
07	PV DC current at the UUT interface	A	I	process value (variant dependent: either PDS,out or PCS,out)
08	reserved
09	PV voltage at the UUT interface	V	I	process value (variant dependent: either PDS,out or PCS,out)
10	Mass flow of fuel	g/h	I/III	either measured (I) or calculated (III) via density and volume flow, label in Figure 5: _F, FPS
11	Volume flow of fuel	l/min	I	if mass flow of media needs to be calculated based on volume flow and density otherwise it can be omitted, label in Figure 5: _F, FPS
12	Fuel pressure at FCS inlet	kPa	I	at interface test cell / UUT
13	Fuel pressure at FCSS inlet	kPa	II	if accessible
14	Fuel temperature at FCSS inlet	K	II	if accessible, else fuel temperature at the FCS inlet
15	Mass flow of air	g/h	I	either measured or calculated via density and volume flow (label in Figure 5: _A, APS)
16	Volume flow of air	l/min	I	if mass flow of media needs to be calculated based on volume flow and density otherwise it can be omitted(label in Figure 5: _A, APS)
17	Air pressure at APS inlet	kPa	I	label in Figure 5: p_A, APS
18	Air temperature at APS inlet	K	I	label in Figure 5: T_A, APS
19	Air relative humidity at APS inlet	%	II	relative humidity at FCS inlet / FCS/APS interface; label in Figure 5: RH_A
20	Mass flow of cooling media at TMS	g/h	II	if not metered, it is calculated via volume flow and density, label in Figure 5: _C, TMS
21	Volume flow of cooling media at TMS	l/h	II	if mass flow of media needs to be calculated based on volume flow and density otherwise it can be omitted label in Figure 5: _C, TMS
22	Temperature of cooling media at TMS inlet	K	II	label in Figure 5: T_C, in_TMS
23	Temperature of cooling media at TMS outlet	K	II	label in Figure 5: T_C, out_TMS
24	Electric power provided to the FCS from the test cell at PDS	kW	I	the sum of all electric power supplied from the test cell connected to the FCS either at the location PDS in accordance with Figure 5 or via a separate DC/DC converter
25	Electric power provided to the FCS from the test cell at PCS	kW	I	the sum of all electric power supplied from the test cell connected to the FCS either at the location PCS in accordance with Figure 5 or without a separate DC/DC converter
	…			…
	…			If other values are necessary in order to ensure a reproducibility of the test, those values shall be added as well including if the cooling is in multiple circuits, in which case each cooling flow shall be documented separately.

Appendix 8

Standard values for electric machine system

The following steps shall be performed to generate the input data for the electric machine system based on standard values:

— Step 1: UN Regulation No. 85 shall be applied for this Appendix unless stated otherwise.

— Step 2: The maximum torque values as a function of the rotational speed shall be determined from the data generated in accordance with paragraph 5.3.1.4 of UN Regulation No. 85. The data shall be extended in accordance with point 4.3.2 of this Annex.

— Step 3: The minimum torque values as a function of the rotational speed shall be determined by multiplying the torque values from Step 2 above by minus one.

— Step 4: The maximum 30 minutes continuous torque and the corresponding rotational speed shall be determined from the data generated in accordance with paragraph 5.3.2.3 of UN Regulation No. 85 as average values over the 30 minutes period. In case no value for the maximum 30 minutes continuous torque in accordance with Regulation No. 85 can be determined or the value determined is 0 Nm, the applicable input data shall be set to 0 Nm and the corresponding rotational speed shall be set to the rated speed determined from the data generated in accordance with Step 2 above.

— Step 5: The overload characteristics shall be determined from the data generated in accordance with step 2. The overload torque and the corresponding rotational speed shall be calculated as average values over the speed range where the power is equal or greater than 90 % of the maximum power. In case the resulting overload torque is lower than continuous torque, the overload torque shall be set to the 30 minutes continuous torque resulting from step 4. The overload duration t0_maxP shall be defined by the whole duration of the test run performed in accordance with step 2 multiplied by a factor of 0,25.

— Step 6: The electric power consumption map shall be determined in accordance with the following provisions: (a) A normalised power loss map shall be calculated as a function of normalised speed and torque values in accordance with the following equation:

where: Ploss,norm = normalised loss power [–] Tnorm,i = normalised torque for all gridpoints defined in accordance with subpoint (b)(ii) below [–] ωnorm,j = normalised speed for all gridpoints defined in accordance with subpoint (b)(i) below [–] k = loss coefficient [–] m = index regarding torque dependent losses running from 0 to 3 [–] n = index regarding speed dependent losses running from 0 to 3 [–] (b) The normalised speed and torque values to be used for the equation in subpoint (a) above defining the grid points of the normalised loss map shall be: (i) normalised speed: 0,02, 0,20, 0,40, 0,60, 0,80, 1,00, 1,20, 1,40, 1,60, 1,80, 2,00, 2,20, 2,40, 2,60, 2,80, 3,00, 3,20, 3,40, 3,60, 3,80, 4,00 Where the highest rotational speed determined from the data generated in accordance with Step 2 above is located higher than a normalised speed value of 4,00, additional values of normalised speed with an increment of 0,2 shall be added to the existing list in order to cover the required speed range. (ii) normalised torque: – 1,00, – 0,95, – 0,90, – 0,85, – 0,80, – 0,75, – 0,70, – 0,65, – 0,60, – 0,55, – 0,50, – 0,45, – 0,40, – 0,35, – 0,30, – 0,25, – 0,20, – 0,15, – 0,10, – 0,05, – 0,01, 0,01, 0,05, 0,10, 0,15, 0,20, 0,25, 0,30, 0,35, 0,40, 0,45, 0,50, 0,55, 0,60, 0,65, 0,70, 0,75, 0,80, 0,85, 0,90, 0,95, 1,00 (c) The loss coefficient k to be used for the equation in subpoint (a) above shall be defined depending on the indices m and n in accordance with the following tables: (i) In the case of an electric machine of the type PSM:

n 0 1 2 3 m 3 0 0 0 0 2 0,018 0,001 0,03 0 1 0,0067 0 0 0 0 0 0,005 0,0025 0,003 (ii) In the case of an electric machine of all other types except PSM:

n 0 1 2 3 m 3 0 0 0 0 2 0,1 0,03 0,03 0 1 0,01 0 0,001 0 0 0,003 0 0,001 0,001 (d) From the normalised power loss map determined in accordance with subpoints (a) to (c) above, the efficiency shall be calculated in accordance with the following provisions: (i) The grid points for the normalised speed shall be: 0,02, 0,20, 0,40, 0,60, 0,80, 1,00, 1,20, 1,40, 1,60, 1,80, 2,00, 2,20, 2,40, 2,60, 2,80, 3,00, 3,20, 3,40, 3,60, 3,80, 4,00 Where the highest rotational speed determined from the data generated in accordance with Step 2 above is located higher than a normalised speed value of 4,00, additional values of normalised speed with an increment of 0,2 shall be added to the existing list in order to cover the required speed range. (ii) The grid points for the normalised torque shall be: – 1,00, – 0,95, – 0,90, – 0,85, – 0,80, – 0,75, – 0,70, – 0,65, – 0,60, – 0,55, – 0,50, – 0,45, – 0,40, – 0,35, – 0,30, – 0,25, – 0,20, – 0,15, – 0,10, – 0,05, – 0,01, 0,01, 0,05, 0,10, 0,15, 0,20, 0,25, 0,30, 0,35, 0,40, 0,45, 0,50, 0,55, 0,60, 0,65, 0,70, 0,75, 0,80, 0,85, 0,90, 0,95, 1,00 (iii) For each gridpoint defined in accordance with subpoints (d)(i) and (d)(ii) above the efficiency η shall be calculated in accordance with the following equations: — Where the actual value of the grid point for the normalised torque is smaller than zero:

Where the resulting value for η is smaller than zero, it shall be set to zero. — Where the actual value of the grid point for the normalised torque is larger than zero:

where: η = efficiency [–] Tnorm,i = normalised torque for all gridpoints defined in accordance with subpoint (d)(ii) above [–] ωnorm,j = normalised speed for all gridpoints defined in accordance with subpoint (d)(i) above [–] Ploss,norm = normalised loss power determined in accordance with subpoints (a) to (c) above [–] (e) From the efficiency map determined in accordance with subpoint (d) above, the actual power loss map of the electric machine system shall be calculated in accordance with the following provisions: (i) For each gridpoint of normalised speed defined in accordance with subpoint (d)(i) above the actual speed values nj shall be calculated in accordance with the following equation: nj = ωnorm,j × nrated where: nj = actual speed [1/min] ωnorm,j = normalised speed for all gridpoints defined in accordance with subpoint (d)(i) above [–] nrated = rated speed of the electric machine system determined from the data generated in accordance with Step 2 above [1/min] (ii) For each gridpoint of normalised torque defined in accordance with subpoint (d)(ii) above the actual torque values Ti shall be calculated in accordance with the following equation: Ti = Tnorm,i × Tmax where: Ti = actual torque [Nm] Tnorm,i = normalised torque for all gridpoints defined in accordance with subpoint (d)(ii) above [–] Tmax = overall maximum torque of the electric machine system determined from the data generated in accordance with Step 2 above [Nm] (iii) For each gridpoint defined in accordance with subpoints (e)(i) and (e)(ii) above the actual power loss shall be calculated in accordance with the following equation:

where: Ploss = actual loss power [W] Ti = actual torque [Nm] nj = actual speed [1/min] η = efficiency dependent on normalised speed and torque determined in accordance with subpoint (d) above [–] Tmax = overall maximum torque of the electric machine system determined from the data generated in accordance with Step 2 above [Nm] nrated = rated speed of the electric machine system determined from the data generated in accordance with Step 2 above [1/min] (iv) For each gridpoint defined in accordance with subpoints (e)(i) and (e)(ii) above the actual electric inverter power shall be calculated in accordance with the following equation:

where: Pel = actual electric inverter power [W] Ploss = actual loss power [W] Ti = actual torque [Nm] nj = actual speed [1/min] (f) The data of the actual electric power map determined in accordance with subpoint (e) above shall be extended in accordance with subpoints (1), (2), (4) and (5) of point 4.3.4 of this Annex.

— Step 7: The drag curve shall be calculated based on the actual power loss map determined in accordance with subpoint (e) above in accordance with the following provisions: (a) From the power loss values for the two gridpoints defined by the normalised torque , and values of 1,00 and 4,00 for normalised speed , the drag torque depending on actual speed and torque shall be calculated in accordance with the following equation: where: Tdrag = actual drag torque [Nm] Ti = actual torque [Nm] Tmax = overall maximum torque of the electric machine system determined from the data generated in accordance with Step 2 above [Nm] nj = actual speed [1/min] nrated = rated speed of the electric machine system determined from the data generated in accordance with Step 2 above [1/min] Ploss = actual loss power [W] (b) From the two values of drag torque determined in accordance with subpoint (a) above, a third value of drag torque at zero rotational speed shall be calculated by means of linear extrapolation. (c) From the two values of drag torque determined in accordance with subpoint (a) above, a fourth value of drag torque at the maximum normalised speed value defined in accordance with subpoint (b)(i) of Step 6 above shall be calculated by means of linear extrapolation.

— Step 8: The rotational inertia shall be determined by one of the following options: (a) Option 1: Based on the actual rotational inertia defined by the geometric form and the density of the respective materials of the rotor of the electric machine. Data and methods from a CAD software tool may be used to derive the actual rotational inertia of the rotor of the electric machine. The detailed method for determining the rotational inertia shall be agreed with the type approval authority. (b) Option 2: Based on the outer dimensions of the rotor of the electric machine. A hollow cylinder shall be defined to fit the dimensions of the rotor of the electric machine in a way that: (i) The outer diameter of the cylinder matches the point of the rotor with the largest distance from the rotational axis of the rotor assessed along a straight line orthogonal to the rotational axis of the rotor. (ii) The inner diameter of the cylinder matches the point of the rotor with the smallest distance from the rotational axis of the rotor assessed along a straight line orthogonal to the rotational axis of the rotor. (iii) The length of the cylinder matches the distance between the two points located furthest from each other assessed along a straight line parallel to the rotational axis of the rotor. For the hollow cylinder defined in accordance with subpoints (i) to (iii) above the rotational inertia shall be calculated with a material density of 7 850 kg/m³.

Appendix 9

Standard values for IEPC

In order to allow using the provisions defined in this Appendix to generate input data for IEPC based fully or partially on standard values, the following conditions shall be fulfilled.

Where more than one electric machine system is part of the IEPC, all electric machines shall have the exact same specifications. Where more than one electric machine system is part of the IEPC, all electric machines shall be connected to the torque path of the IEPC at the same reference position (i.e. either upstream of gearbox or downstream of gearbox) where all electric machines shall be run at the same rotational speed at this reference position and their individual torque (power) shall be added by any kind of summation gearbox.

(1)One of the following options shall be used to generate the input data for IEPC, based fully or partially on standard values:

— Option 1: only standard values for all components part of the IEPC (a) The standard values for the electric machine system as part of the IEPC shall be determined in accordance with Appendix 8. Where multiple electric machines are part of the IEPC, the standard values in accordance with Appendix 8 shall be determined for a single electric machine and all figures for torque and power (mechanical and electrical) shall be multiplied by the total number of electric machines being part of the IEPC. The resulting values from this multiplication shall be used for all further steps in this Appendix. The value for rotational inertia determined in accordance with Step 8 of Appendix 8 of this Annex shall be multiplied by the total number of electric machines being part of the IEPC. (b) Where a gearbox is included in the IEPC, the standard values for the IEPC shall be determined for each forward gear separately for the electric power consumption map, and only for the gear with the gear ratio closest to 1 for all other input data in accordance with the following procedure: (i) The standard values for losses in the gearbox shall be determined in accordance with point (2) of this Appendix. (ii) For step number (i) above the rotational speed and torque points defined at the shaft of the electric machine system determined in accordance with subpoint (a) above shall be used as rotational speed and torque values at the input shaft of the gearbox. (iii) In order to generate the required input data for IEPC in accordance with Appendix 15 referring to the output shaft of the gearbox, all torque values referring to the output shaft of the electric machine determined in accordance with subpoint (a) above shall be converted to the output shaft of the gearbox by the following equation: Ti,GBX = (Ti,EM – Ti,l,in (nj,EM, Ti,EM, gear)) × igear where: Ti,GBX = torque at output shaft of gearbox Ti,EM = torque at output shaft of electric machine system Ti,l,in = torque loss for each shiftable forward gear related to the input shaft of the gearbox parts of the IEPC determined in accordance with point (b)(i) above nj,EM = Speed at the output shaft of electric machine system at which Ti,EM was measured [rpm] igear = gear ratio of a specific gear [-] (where gear = 1, …, highest gear number) (iv) In order to generate the required input data for IEPC in accordance with Appendix 15 referring to the output shaft of the gearbox, all speed values referring to the output shaft of the electric machine determined in accordance with subpoint (a) above shall be converted to the output shaft of the gearbox by the following equation: nj,GBX = nj,EM / igear where: nj,EM = Speed at the output shaft of electric machine [rpm] igear = gear ratio of a specific gear [-] (where gear = 1, …, highest gear number) (c) Where a differential is included in the IEPC, the standard values for the differential shall be determined for each forward gear separately for the electric power consumption map and only for the for the gear with the gear ratio closest to 1 for all other input data in accordance with the following steps: (i) The standard values for losses in the differential shall be determined in accordance with point (3) of this Appendix. (ii) The torque points defined at the output shaft of the gearbox being part of the IEPC determined in accordance with subpoint (b) above shall be used as torque values at the input of the differential. Where no gearbox is included in the IEPC, the torque points defined at the output shaft of the electric machine system determined in accordance with subpoint (a) above shall be used as torque values at the input of the differential for step number (i) above. (iii) In order to generate the required input data for IEPC in accordance with Appendix 15 referring to the output of the differential, all torque values referring to the output shaft of either the gearbox (where a gearbox is included in the IEPC) determined in accordance with step number (iii) of subpoint (b) above or the electric machine system (in the case that no gearbox is included in the IEPC) determined in accordance with subpoint (a) above shall be converted to the output of the differential by the following equation: Ti,diff,out = (Ti,diff,in – Ti,diff,l,in (Ti,diff,in)) × idiff where: Ti,diff,out = torque at output of differential Ti,diff,in = torque at input of differential Ti,diff,l,in = torque loss related to the input of the differential dependent on the input torque determined in accordance with point (c)(i) above idiff = differential gear ratio [-] (iv) In order to generate the required input data for IEPC in accordance with Appendix 15 referring to the output of the differential, all speed values referring to the output shaft of either the gearbox (where a gearbox is included in the IEPC) determined in accordance with step number (iv) of subpoint (b) above or the electric machine system (where no gearbox is included in the IEPC) determined in accordance with subpoint (a) above shall be converted to the output of the differential by the following equation: nj,diff,out = nj,diff,in / idiff where: nj,diff,in = speed at input of differential [rpm] idiff = differential gear ratio [-]

— Option 2: measurement of electric machine system as part of the IEPC and standard values for other components of IEPC (a) The measured component data for the electric machine system as part of the IEPC shall be determined in accordance with point 4 of this Annex. In the case of multiple electric machines being part of the IEPC, the component data shall be determined for a single electric machine and all figures for torque and power (mechanical and electrical) shall be multiplied by the total number of electric machines being part of the IEPC. The resulting values from this multiplication shall be used for all further steps in this Appendix. The value for rotational inertia determined in accordance with point 8 of Appendix 8 of this Annex shall be multiplied by the total number of electric machines being part of the IEPC. (b) Where a gearbox is included in the IEPC, the standard values for the IEPC shall be determined for each forward gear separately for the electric power consumption map and only for the gear with the gear ratio closest to 1 for all other input data in accordance with the provisions of Option 1(b) above. In this context all references in Option 1(b) to subpoint (a) shall be understood as references to subpoint (a) of Option 2. (c) Where a differential is included in the IEPC, the standard values for the differential shall be determined for each forward gear separately for the electric power consumption map and only for the gear with the gear ratio closest to 1 for all other input data in accordance with Option 1(c) above. In this context all references in Option 1(c) to subpoint (b) shall be understood as references to subpoint (b) of Option 2.

(2)IEPC internal component gearbox

The torque loss Tgbx,l,in for each shiftable forward gear related to the input shaft of the gearbox parts of the IEPC shall be calculated in accordance with the following provisions:

(a) Tgbx,l,in (nin, Tin, gear) = Td0 + Td1000 ×nin / 1000 rpm + fT,gear ×|Tin| where: Tgbx,l,in = Torque loss related to the input shaft [Nm] Tdx = Drag torque at x rpm [Nm] nin = Speed at the input shaft [rpm] fT,gear = Gear dependent torque loss coefficient [-]; determined acc. to subpoints (b)-(f) below Tin = Torque at the input shaft [Nm] gear = 1, …, highest gear number [-]

(b) The values of the equation shall be determined for all transmission gears located downstream of the EM output shaft.

(c) Where a differential is included in the IEPC, the values of the equation shall be determined for all transmission gears located downstream of the EM output shaft and upstream of, but excluding the gear mesh with the differential input gear. The gear mesh with the differential input gear can be an external-external gear mesh (either spur or bevel) or a single planetary gearset.

(d) In the case of wheel hub motors, the values of the equation shall be determined for all transmission gears located downstream of the EM output shaft and upstream of the wheel hub.

(e) The value for fT shall be determined in accordance with paragraph 3.1.1 of Annex VI.

(f) The value for fT shall be 0,007 for a direct gear.

(g) The values for Td0 and Td1000 shall be 0,0075 × Tmax,in for gearboxes with more than 2 friction shift clutches.

(h) The values for Td0 and Td1000 shall be 0,0025 × Tmax,in for all other gearboxes.

(i) Tmax,in shall be the overall maximum value of all individual maximum allowed input torque for each forward gear of the gearbox in [Nm].

(3)IEPC internal component differential

The torque loss Tdiff,l,in related to the input of the differential parts of the IEPC shall be calculated in accordance with the following provisions:

(a) Tdiff,l,in (Tin) = ηdiff ×Tdiff,d0 / idiff + (1 - ηdiff) ×|Tin| where: Tdiff,l,in = Torque loss related to the input of the differential [Nm] Tdiff,d0 = Drag torque [Nm] determined acc. to subpoints (e)-(f) below ηdiff = Torque dependent efficiency [-]; determined acc. to subpoints (b)-(d) below Tin = Torque at the input of the differential [Nm] idiff = differential gear ratio [-]

(b) The values of the equation shall be determined for all gear meshes of the differential including the gear mesh with the differential input gear.

(c) The value for ηdiff shall be determined in accordance with paragraph 3.1.1 of Annex VI, where in the respective equations ηm shall be set to 0,98 in the case of a bevel gear mesh.

(d) The losses in the differential internal gears are shall be ignored for the calculations performed in accordance with subpoints (b)-(c) above.

(e) In the case of a differential that includes a bevel gear mesh at the differential crown gear, the value for Tdiff,d0 shall be determined based on the following equation: Tdiff,d0 = 25 Nm + 15 Nm × idiff

(f) In the case of a differential that includes a spur gear mesh or single planetary gearset at the differential input gear, the value for Tdiff,d0 shall be determined based on the following equation: Tdiff,d0 = 25 Nm + 5 Nm × idiff

Appendix 10

Standard values for REESS

(1)Battery system or representative battery subsystem

The following steps shall be performed to generate the input data for the battery system or representative battery subsystem based on standard values:

(a) The battery type shall be determined based on the numerical ratio between maximum current in A (as indicated in accordance with point 1.4.4 of Annex 6 – Appendix 2 of UN Regulation No. 100 (***) and capacity in Ah (as indicated in accordance with point 1.4.3 of Annex 6 – Appendix 2 of UN Regulation No. 100). The battery type shall be ‘high-energy battery system (HEBS)’ where this ratio is lower than 10 and shall be ‘high-power battery system (HPBS)’ where this ratio is equal to or higher than 10.

(b) The rated capacity shall be the value in Ah based on the capacity of single cells indicated on the datasheet from the cell manufacturer considering the arrangement of the single cells in parallel and series configuration. The resulting value for total capacity shall be multiplied by a factor of 0,9.

(c) The OCV as a function of SOC shall be determined based on the nominal voltage in V, Vnom, as indicated in accordance with paragraph 1.4.1 of Annex 6 – Appendix 2 of UN Regulation No. 100. The values of OCV for different levels of SOC shall be calculated in accordance with the following table: SOC [%] OCV [V] 0 0,88 × Vnom 10 0,94 × Vnom 50 1,00 × Vnom 90 1,06 × Vnom 100 1,12 × Vnom

(d) The DCIR shall be determined in accordance with the following provisions: (i) For HPBS in accordance with subpoint (a) the different values of DCIR shall be calculated by dividing the specific resistance of in [mOhm × Ah] as set out in the following table by the rated capacity in Ah as defined in accordance with subpoint (b) and multiplying the resulting value by the number of cells connected in series as indicated in accordance with Appendix 2, point 1.3.2, of Annex 6 to UN Regulation No 100: DCIR Specific resistance in [mOhm × Ah] DCIR RI2 40 DCIR RI10 45 DCIR RI20 50 (ii) For HEBS in accordance with subpoint (a) the different values of DCIR shall be calculated by dividing the specific resistance in [mOhm × Ah] in the following table by the rated capacity in Ah as defined in accordance with subpoint (b) and multiplying the resulting value by the number of cells connected in series as indicated in accordance with Appendix 2, point 1.3.2, of Annex 6 to UN Regulation No 100: DCIR Specific resistance in [mOhm × Ah] DCIR RI2 210 DCIR RI10 240 DCIR RI20 270 DCIR RI120 390

(e) The values for maximum charging and maximum discharging current shall be determined in accordance with the following provisions: (i) For HPBS in accordance with subpoint (a) the values for maximum charging and maximum discharging current dependent on the SOC level shall be set to the respective current in A corresponding to the C-rates (nC) set out in the following table: SOC [%] C-rate (nC) for maximum charging current C-rate (nC) for maximum discharging current 0 9,0 0,0 30 9,0 50,0 80 9,0 50,0 100 0,0 50,0 (ii) For HEBS in accordance with subpoint (a) the values for maximum charging and maximum discharging current dependent on the SOC level shall be set to the respective current in A corresponding to the C-rates (nC) set out in the following table: SOC [%] C-rate (nC) for maximum charging current C-rate (nC) for maximum discharging current 0 0,9 0,0 30 0,9 5,0 80 0,9 5,0 100 0,0 5,0 Absolute values for both, maximum charging and maximum discharging current, shall be used as final values.

(2)Capacitor system or representative capacitor subsystem

The following steps shall be performed to generate the input data for the capacitor system or representative capacitor subsystem based on standard values:

(a) The capacitance shall be the rated capacitance as indicated in the datasheet of the capacitor system or representative capacitor subsystem. The actual capacitance of the capacitor system or representative capacitor subsystem may be determined by scaling up the rated capacitance of a single capacitor cell in accordance with the arrangement (i.e. series and/or parallel) of the single cells in the capacitor system or representative capacitor subsystem.

(b) The maximum voltage, Vmax,Cap, shall be the rated voltage as indicated in the datasheet of the capacitor system or representative capacitor subsystem. The actual maximum voltage of the capacitor system or representative capacitor subsystem may be determined by scaling up the rated voltage of a single capacitor cell in accordance with the arrangement (i.e. series and/or parallel) of the single cells in the capacitor system or representative capacitor subsystem.

(c) The minimum voltage, Vmin,Cap, shall be the value of Vmax,Cap determined in accordance with subpoint (b) above multiplied by 0,45.

(d) The internal resistance shall be determined in accordance with the following equation: where: RI,Cap = Internal resistance [Ohm] RI,ref = Reference for internal resistance with a numeric value of 0,00375 [Ohm] Vmax,Cap = Maximum voltage as defined in accordance with subpoint (b) above [V] Vmin,Cap = Minimum voltage as defined in accordance with subpoint (c) above [V] Vref = Reference for maximum voltage with a numeric value of 2,7 [V] Cref = Reference for capacitance with a numeric value of 3 000 [F] CCap = Capacitance as defined in accordance with subpoint (a) above [F] nser = number of cells connected in series as defined in accordance with subpoint (a) above [-]

(e) The values for both, maximum charging and maximum discharging current, shall be calculated by multiplying the value of the capacitance in F as defined in accordance with subpoint (a) above by a factor of 5,0 [A/F]. Absolute values for both, maximum charging and maximum discharging current, shall be used as final values.

Appendix 11

The following steps shall be performed to generate the input data for the FCS based on standard values:

(a) The input data for the FCS required in accordance with Appendix 15 shall be determined based on the maximum electrical power output of the FCS in accordance with Appendix 1, point 4.6., of Annex 6 to UN Regulation No 100.

(b) In case that more than one FCS are installed in the vehicle, the parameter in accordance with subpoint (a) shall be declared for each individual FCS separately and also the determination of input data shall be done for each individual FCS separately in accordance with the corresponding required input defined in Table 11a of Annex III to this Regulation).

(c) The values of fuel mass flow as a function of electrical power output shall be calculated based on the generic efficiency values in accordance with the following table: Normalized power [-] Efficiency [%] 0,01 3,67 0,05 18,33 0,10 36,67 0,125 45,83 0,15 55,00 0,20 54,12 0,25 53,24 0,30 52,35 0,35 51,47 0,40 50,59 0,45 49,71 0,50 48,82 0,55 47,94 0,60 47,06 0,65 46,18 0,70 45,29 0,75 44,41 0,80 43,53 0,85 42,65 0,90 41,76 0,95 40,88 1,000 40,00

(d) The values of fuel mass flow and the corresponding electrical power output shall be determined in accordance with the following equation: where: ṁ fuel = fuel mass flow [g/h] Prated,el = maximum electrical power output of the FCS as defined in accordance with subpoint (a) above [kW] Pnorm,i = normalized electrical power output of the FCS for all values i as defined in accordance with subpoint (c) above [-] etai = efficiency of the FCS for all values i as defined in accordance with subpoint (c) above corresponding to Pnorm,i [%] NCVstd,H2 = standard net calorific value of hydrogen in accordance with point 5.3.3.1 [MJ/kg] where: PFCS,el,i = electrical power output of the FCS [kW] Prated,el = maximum electrical power output of the FCS as defined in accordance with subpoint (a) above [kW] Pnorm,i = normalized electrical power output of the FCS for all values i as defined in accordance with subpoint (c) above [-]

Appendix 12

Conformity of the certified CO2 emissions and fuel consumption related properties

Electric machine systems or IEPCs

1.1Every electric machine system or IEPC shall be so manufactured as to conform to the approved type with regard to the description as given in the certificate and its annexes. The conformity of the certified CO2 emissions and fuel consumption related properties procedures shall comply with those set out in Article 31 of Regulation (EU) 2018/858.

1.2Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificates and information packages annexed thereto as set out in Appendices 2 and 3 of this Annex.

1.3Conformity of the certified CO2 emissions and fuel consumption related properties shall be assessed in accordance with the specific conditions laid down in this paragraph.

1.4The component manufacturer shall test annually at least the number of units indicated in Table 1 based on the total annual production number of electric machine systems or IEPCs produced by the component manufacturer. For the purpose of establishing the annual production numbers, only electric machine systems or IEPCs which fall under the requirements of this Regulation and for which no standard values were used shall be considered.

1.5For total annual production volumes up to 4,000, the choice of the family for which the tests shall be performed shall be agreed between the component manufacturer and the approval authority.

1.6For total annual production volumes above 4,000, the family with the highest production volume shall always be tested. The component manufacturer shall justify to the approval authority the number of tests which has been performed and the choice of the family. The remaining families for which the tests are to be performed shall be agreed between the manufacturer and the approval authority.

Total annual production of either electric machine systems or IEPCs	Annual number of tests	Alternatively
0 – 1 000	n.a.	1 test every 3 years (^*1)
1 001 – 2 000	n.a.	1 test every 2 years (^*1)
2 001 – 4 000	1	n.a.
4 001 – 10 000	2	n.a.
10 001 – 20 000	3	n.a.
20 001 – 30 000	4	n.a.
30 001 – 40 000	5	n.a.
40 001 – 50 000	6	n.a.
> 50 000	7	n.a.
(^*1) The CoP test shall be performed in the first year

1.7.For the purpose of the conformity of the certified CO2 emissions and fuel consumption related properties testing the approval authority shall identify together with the component manufacturer the electric machine system or IEPC type(s) to be tested. The approval authority shall ensure that the selected electric machine system or IEPC type(s) is manufactured to the same standards as for serial production.

1.8If the result of a test performed in accordance with point 1.9 is higher than the one specified in point 1.9.4, 3 additional units from the same family shall be tested. If any of them fails, Article 23 shall apply.

1.9Production conformity testing of electric machine system or IEPC

1.9.1Boundaries conditions

All boundary conditions as specified in this Annex for the certification testing shall apply unless stated otherwise in this paragraph.

The cooling power shall be within the limits as specified in this Annex for the certification testing.

The measurement shall only be performed for one of the voltage levels indicated in paragraph 4.1.3 of this Annex. The voltage level for testing shall be chosen by the component manufacturer.

The measurement equipment specifications defined in accordance with paragraph 3.1 of this Annex do not need to be fulfilled for CoP testing.

1.9.2Test run

Two different setpoints shall be measured. After the measurement at the first setpoint is completed, the system may be cooled down in accordance with the component manufacturer’s recommendations by running at a particular setpoint defined by the component manufacturer.

For setpoint 1 the test of overload characteristics shall be performed in accordance with paragraph 4.2.5 of this Annex.

For setpoint 2 the test of maximum 30 minutes continuous torque shall be performed in accordance with paragraph 4.2.4 of this Annex.

1.9.3Post-processing of results

All values of mechanical and electrical power determined in accordance with paragraphs 4.2.5.3 and 4.2.4.3 shall be corrected for uncertainty deviation of CoP measurement equipment in accordance with the following provisions:

(a) The difference in measurement equipment uncertainty in % between component type approval and CoP testing in accordance with this Appendix shall be calculated for the measurement systems used for rotational speed, torque, current and voltage.

(b) The difference in uncertainty in % referred to in subpoint (a) above shall be calculated for both, the analyser reading and the maximum calibration value defined in accordance with paragraph 3.1 of this Annex.

(c) The total difference in uncertainty for electrical power shall be calculated based on the following equation: where: ΔuU,max calib difference in uncertainty for maximum calibration value for voltage measurement [%] ΔuU,value difference in uncertainty for analyser reading for voltage measurement [%] ΔuI,max calib difference in uncertainty for maximum calibration value for current measurement [%] ΔuI,value difference in uncertainty for analyser reading for current measurement [%]

(d) The total difference in uncertainty for mechanical power shall be calculated based on the following equation: where: ΔuT,max calib difference in uncertainty for maximum calibration value for torque measurement [%] ΔuT,value difference in uncertainty for analyser reading for torque measurement [%] Δun,max calib difference in uncertainty for maximum calibration value for rotational speed measurement [%] Δun,value difference in uncertainty for analyser reading for rotational speed measurement [%]

(e) All measured values of mechanical power shall be corrected based on the following equation: P mech = Pmech,meas (1 – ΔuP,mech,CoP)* where: Pmech,meas measured value of mechanical power ΔuP,mech,CoP total difference in uncertainty for mechanical power in accordance with subpoint (d) above

(f) All measured values of electrical power shall be corrected based on the following equation: P el = Pel,meas (1 + ΔuP,el,CoP)* where: Pel,meas measured value of electrical power ΔuP,el,CoP total difference in uncertainty for electrical power in accordance with subpoint (c) above

1.9.4Evaluation of results

From the values for each of the two different setpoints determined in accordance with paragraphs 1.9.2 and 1.9.3, the efficiency figures shall be determined dividing the corrected mechanical power P^*

mech by the corrected electrical power P^* el.

The total efficiency during conformity of the certified CO2 emissions and fuel consumption related properties testing ηA,CoP shall be calculated by the arithmetic mean value of the two efficiency figures.

The conformity of the certified CO2 emissions and fuel consumption related properties test is passed when the difference between ηA,CoP and ηA,TA is lower than 3 % of the type approved efficiency ηA,TA. In the case of an IEPC with either a gearbox or a differential included, the limit for passing the CoP test is raised to 4 % instead of 3. In the case of an IEPC with both a gearbox and a differential included, the limit for passing the CoP test is raised to 5 % instead of 3.

The type approved efficiency ηA,TA shall be calculated by the arithmetic mean value of the two efficiency figures determined in accordance with paragraphs 4.3.5 and 4.3.6 and documented in the information document during component certification.

IHPCs Type 1

2.1Every IHPC shall be so manufactured as to conform to the approved type with regard to the description as given in the certificate and its annexes. The conformity of the certified CO2 emissions and fuel consumption related properties procedures shall comply with those set out in Article 31 of Regulation (EU) 2018/858.

2.2Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificates and information packages annexed thereto as set out in Appendix 4 of this Annex.

2.3Conformity of the certified CO2 emissions and fuel consumption related properties shall be assessed in accordance with the specific conditions laid down in paragraph 1 of this Appendix where the provisions defined for IEPC in the respective paragraphs shall be applied unless stated otherwise.

2.4Notwithstanding the provisions in paragraph 2.3 of this Appendix, the following provisions shall be applied:

(a) Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked only for individual types of IHPC Type 1 instead of families since definition of families is not allowed for IHPCs Type 1 in accordance with paragraph 4.4 of this Annex.

(b) The allocation of the number of tests to be performed to a individual type shall be agreed between the manufacturer and the approval authority.

(d) The type approved efficiency ηA,TA shall be calculated by the arithmetic mean value of the two efficiency figures determined in accordance with paragraphs 4.3.5 and 4.3.6 and recorded in the information document during component certification. For these two efficiency figures the post-processing steps described in paragraph 4.4.2.3 of this Annex shall not be performed.

Battery systems or representative battery subsystems

3.1Every battery system or representative battery subsystem shall be so manufactured as to conform to the approved type with regard to the description as given in the certificate and its annexes. The conformity of the certified CO2 emissions and fuel consumption related properties procedures shall comply with those set out in Article 31 of Regulation (EU) 2018/858.

3.2Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificates and information packages annexed thereto as set out in Appendix 5 of this Annex.

3.3Conformity of the certified CO2 emissions and fuel consumption related properties shall be assessed in accordance with the specific conditions laid down in this paragraph.

3.4The component manufacturer shall test annually at least the number of units indicated in Table 2 based on the total annual production number of battery systems or representative battery subsystems produced by the component manufacturer. For the purpose of establishing the annual production numbers, only battery systems or representative battery subsystems which fall under the requirements of this Regulation and for which no standard values were used shall be considered.

Total annual production of battery systems or representative battery subsystems	Annual number of tests	Alternatively
0 – 3 000	n.a.	1 test every 3 years (^*1)
3 001 – 6 000	n.a.	1 test every 2 years (^*1)
6 001 – 12 000	1	n.a.
12 001 – 30 000	2	n.a.
30 001 – 60 000	3	n.a.
60 001 – 90 000	4	n.a.
90 001 – 120 000	5	n.a.
120 001 – 150 000	6	n.a.
> 150 000	7	n.a.
(^*1) The CoP test shall be performed in the first year

3.5.For the purpose of the conformity of the certified CO2 emissions and fuel consumption related properties testing the approval authority shall identify together with the component manufacturer the type(s) of battery system or representative battery subsystem to be tested. The approval authority shall ensure that the selected type(s) of battery system or representative battery subsystem is manufactured to the same standards as for serial production.

3.6If the result of a test performed in accordance with point 3.7 is higher than the one specified in point 3.7.4., 3 additional units from the same type shall be tested. If any of them fails, Article 23 shall apply.

3.7Production conformity testing of battery system or representative battery subsystem

3.7.1Boundaries conditions

All boundary conditions as specified in this Annex for the certification testing shall apply.

3.7.2Test run

Two different tests shall be performed.

For test 1 the test procedure for rated capacity shall be performed in accordance with paragraph 5.4.1 of this Annex.

For test 2 the following procedure shall be performed:

(a) Test 2 shall be performed after test 1.

(b) After the battery UUT was fully charged in accordance with the specifications of the component manufacturer and thermal equilibration in accordance with paragraph 5.1.1 was reached, a standard cycle in accordance with paragraph 5.3 shall be performed.

(c) Within a period of 1 to 3 hours after the end of the standard cycle, the actual test run shall be started. Otherwise, the procedure in the preceding subpoint (b) shall be repeated.

(d) In order to reach the required SOC levels for testing as defined in subpoints (e) and (f) from the initial condition of the battery UUT, it shall be discharged at a constant current rate of 3C for HPBS and of 1C for HEBS.

(e) For HPBS the actual test run shall consist of a 20-second discharge at 80 % SOC with the maximum discharge current Idischg_max as documented during component type approval and of a 20-second charge at 20 % SOC with the maximum charge current Ichg_max as documented during component type approval.

(f) For HEBS the actual test run shall consist of a 120-second discharge at 90 % SOC with the maximum discharge current Idischg_max as documented during component type approval and of a 120-second charge at 20 % SOC with the maximum charge current Ichg_max as documented during component type approval.

(g) During the actual test run described in subpoints (e) and (f) above, the discharging and charging currents shall be recorded over the respective durations specified.

3.7.3Post-processing of results

For HPBS the discharging current at 80 % SOC and the charging current at 20 % SOC shall be averaged over the measurement period of 20 seconds.

For HEBS the discharging current at 90 % SOC and the charging current at 20 % SOC shall be averaged over the measurement period of 120 seconds.

Absolute numbers shall be used for both average values, discharging and charging current.

3.7.4Evaluation of results

The conformity of the certified CO2 emissions and fuel consumption related properties test is passed when all of the following criteria are fulfilled:

(a) CCoP ≥ 0,95 CTA where: CCoP Rated capacity determined in accordance with paragraph 3.7.2 [Ah] CTA Rated capacity determined during component type approval [Ah]

(b) (ηBAT,CoP – ηBAT,TA) ≤ 3% where: ηBAT,CoP Round trip efficiency determined in accordance with paragraph 3.7.2 [-] ηBAT,TA Round trip efficiency determined during component type approval [-]

(c) Idischg_max,CoP ≥ Idischg_max,TA where: Idischg_max,CoP Maximum discharge current determined in accordance with paragraph 3.7.2 (at 80 % SOC for HPBS and at 90 % SOC for HEBS) [A] Idischg_max,TA Maximum discharge current determined during component type approval (at 80 % SOC for HPBS and at 90 % SOC for HEBS) [A]

(d) Ichg_max,CoP ≥ Ichg_max,TA where: Ichg_max,CoP Maximum charge current determined in accordance with paragraph 3.7.2 (at 20 % SOC) [A] Ichg_max,TA Maximum charge current determined during component type approval (at 20 % SOC) [A]

Capacitor systems

4.1Every capacitor systems shall be so manufactured as to conform to the approved type with regard to the description as given in the certificate and its annexes. The conformity of the certified CO2 emissions and fuel consumption related properties procedures shall comply with those set out in Article 31 of Regulation (EU) 2018/858.

4.2Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificates and information packages annexed thereto as set out in Appendix 6 of this Annex.

4.3Conformity of the certified CO2 emissions and fuel consumption related properties shall be assessed in accordance with the specific conditions laid down in this paragraph.

4.4The component manufacturer shall test annually at least the number of units indicated in Table 3 based on the total annual production number of capacitor systems produced by the component manufacturer. For the purpose of establishing the annual production numbers, only capacitor systems which fall under the requirements of this Regulation and for which no standard values were used shall be considered.

Total annual production of capacitor systems	Annual number of tests	Alternatively
0 – 3 000	n.a.	1 test every 3 years (^*1)
3 001 – 6 000	n.a.	1 test every 2 years (^*1)
6 001 – 12 000	1	n.a.
12 001 – 30 000	2	n.a.
30 001 – 60 000	3	n.a.
60 001 – 90 000	4	n.a.
90 001 – 120 000	5	n.a.
120 001 – 150 000	6	n.a.
> 150 000	7	n.a.
(^*1) The CoP test shall be performed in the first year

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

4.6If the result of a test performed in accordance with point 4.7 is higher than the one specified in point 4.7.4., 3 additional units from the same type shall be tested. If any of them fails, Article 23 shall apply.

4.7Production conformity testing of capacitor systems

4.7.1Boundaries conditions

All boundary conditions as specified in this Annex for the certification testing shall apply.

4.7.2Test run

The test procedure shall be performed in accordance with paragraph 6.3 of this Annex.

4.7.3Post-processing of results

The post-processing of results shall be performed in accordance with paragraph 6.4 of this Annex.

4.7.4Evaluation of results

The conformity of the certified CO2 emissions and fuel consumption related properties test is passed when all of the following criteria are fulfilled:

(a) (CCoP / CTA) – 1 < ± 3 % where: CCoP Capacitance determined in accordance with paragraph 4.7.2 [F] CTA Capacitance determined during component type approval [F]

(b) (RCoP / RTA) – 1 < ± 3 % where: RCoP Internal resistance determined in accordance with paragraph 4.7.2 [Ohm] RTA Internal resistance determined during component type approval [Ohm]

Fuel cell systems

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

5.2Conformity of the certified CO2 emissions and fuel consumption related properties shall be checked on the basis of the description in the certificates and information packages annexed thereto as set out in Appendix 7.

5.3Conformity of the certified CO2 emissions and fuel consumption related properties shall be assessed in accordance with the specific conditions laid down in point 5.

5.4The component manufacturer shall test annually the number of units indicated in Table 4 based on the total annual production number of fuel cell systems produced by the component manufacturer. For the purpose of establishing the annual production numbers, only fuel cell systems which fall under the requirements of this Regulation and for which no standard values were used shall be considered.

Number of relevant fuel cell systems produced the year before (^*2)	Annual number of tests
0 – 3 000	1 test every 3 years (^*1)
3 001 – 6 000	1 test every 2 years (^*1)
6 001 – 12 000	1
12 001 – 30 000	2
30 001 – 60 000	3
60 001 – 90 000	4
90 001 – 120 000	5
120 001 – 150 000	6
> 150 000	7
(¹) The CoP test shall be performed in the first year. (2) Only fuel cell systems which fall under the requirements of this Regulation and which did not get standard values according to Appendix 11 shall be considered.

5.5The approval authority shall identify together with the component manufacturer the type(s) of fuel cell systems to be tested for the conformity of the certified CO2 emissions and fuel consumption related properties. The approval authority shall ensure that the selected type(s) of fuel cell systems is manufactured to the same standards as for serial production.

5.6If the result of a test performed in accordance with point 5.7 does not fulfill the pass criteria set out in point 5.7.4., three additional units from the same type shall be tested. If any of them fails, Article 23 shall apply.

5.7Conformity of production of testing of fuel cell systems

5.7.1Boundaries conditions

All boundary conditions laid down in this Annex for the certification testing shall apply unless stated otherwise in this paragraph.

The measurement equipment specifications defined in accordance with point 3.1 do not need to be fulfilled for CoP testing.

The CoP testing may be conducted with regular market fuel. However, at the manufacturer's request, the reference fuel set out in point 7.1.1 may be used.

5.7.2Testrun

The test procedure shall be performed in accordance with point 7.3.4 following all principles set out therein but with a reduced number of OPs to be measured. The manufacturer may as an alternative option select to measure the complete set of OP from the original component certification following the exact same provisions and boundary conditions as applied during the original component certification and documented in the information document set out in Appendix 7.

The target OPs to be measured shall be defined by the normalized set power, P@OPxxnorm, calculated in accordance with the following equation:

where:

The target OPs to be measured for CoP testing shall be selected out of the target OPs from the original component certification defined in accordance with point 7.3.4.1 and recorded in the information document set out in Appendix 7 during component certification. The target OPs to be selected shall be defined by the normalized set power values in accordance with the following points (a) to (e):

(a) OP next lower or equal to 0,15 In case there is no OP lower or equal to 0.15 existing, the lowest OP out of the target OPs from the original component certification shall be used.

(b) OP next higher to 0,15 In case this OP is already selected for CoP under point (a), the next highest OP out of the target OPs from the original component certification shall be used.

(c) OP closest to 0,4 In case the next lower and next higher OP are exactly equidistant to 0.4, the next lower OP shall be used for CoP testing. In case this OP is already selected for CoP under point (b), the next highest OP out of the target OPs from the original component certification shall be used.

(d) OP next lower to 0,7 In case this OP is selected for CoP under point (c), the next highest OP out of the target OPs from the original component certification shall be used.

(e) OP equal to 1,0 In case this OP is already selected for CoP under point (d), it shall be measured only once. With the target OPs to be measured for CoP testing, the provisions of point 7.3.4 including all its subpoints shall apply in order to determine the values of P FCS, avg and

. In that context, target OPs to be measured with the normalized set power of 1 shall be considered as OPnop and only measured once whereas all other target OPs shall be measured twice (i.e. in the ascending and descending path).

5.7.3Post-processing of results

All values of of P

FCS, avg determined in accordance with point 5.7.2 shall be processed in accordance with point 7.5 of this Annex to derive the values of final effective electrical power output P*el,FCS,net.

Subsequently, the resulting values of P*el,FCS,net and

determined in accordance with point 5.7.2 shall be corrected for uncertainty deviation of CoP measurement equipment in accordance with points (a) to (f):

(a) The difference in measurement equipment uncertainty in percent between component type approval and CoP testing in accordance with this Appendix shall be calculated for the measurement systems used for current, voltage and fuel mass flow.

(b) The difference in uncertainty in percent referred to in subpoint (a) shall be calculated for both, the analyzer reading and the maximum calibration value defined in accordance with point 3.1 of this Annex.

(c) The total difference in uncertainty for electrical power shall be calculated in accordance with the following equation: where: ΔuU,max calib difference in uncertainty for maximum calibration value for voltage measurement [%] ΔuU,value difference in uncertainty for analyzer reading for voltage measurement [%] ΔuI,max calib difference in uncertainty for maximum calibration value for current measurement [%] ΔuI,value difference in uncertainty for analyzer reading for current measurement [%]

(d) The total difference in uncertainty for fuel mass flow shall be calculated in accordance with the following equation: where: difference in uncertainty for maximum calibration value for fuel mass flow measurement [%] difference in uncertainty for analyzer reading for fuel mass flow measurement [%]

(e) All values of Pel,FCS,net determined in accordance with point 7.5 of this Annex shall be corrected in accordance with the following equation: Pel,CoP = P*el,FCS,net (1 - ΔuP,el,CoP) where: ΔuP,el,CoP total difference in uncertainty for electrical power in accordance with subpoint (c)

(f) mF,CoP =

(1 +

) where: total difference in uncertainty for fuel mass flow in accordance with subpoint (d)

5.7.4Evaluation of results

For each target OP for CoP testing, the specific fuel consumption, SFCCoP, shall be calculated from the corresponding values of Pel,CoP and mF,CoP determined in accordance with point 5.7.3 by dividing mF,CoP by Pel,CoP.

The type approved specific fuel consumption, SFCTA, shall be calculated from the data of the original component certification for P*el,FCS,net determined in accordance with point 7.5 of this Annex and

determined in accordance with point 7.3.4.7 of this Annex for all target OPs from the original component certification corresponding to the ones applied for CoP. The values of SFCTA shall be calculated by dividing of

by the corresponding value of P*el,FCS,net for each target OP.

Subsequently, the absolute relative deviation, ARD, for each target OP for CoP testing shall be calculated in accordance with the following equation:

The conformity of the certified CO2 emissions and fuel consumption related properties test is passed when the average of the ARD determined out of the individual ARD values of each target OP for CoP testing is smaller than 0,08.

Appendix 13

Family concept

Electric machine systems and IEPCs

A family of electric machine systems or IEPCs is characterised by design and performance parameters. These shall be common to all members within the family. The component manufacturer may decide which electric machine systems or IEPCs belong to a family, as long as the membership criteria listed in this Appendix are respected. The related family shall be approved by the Approval Authority. The component manufacturer shall provide to the Approval Authority the appropriate information relating to the members of the family.

In some cases there may be interaction between parameters. This shall be taken into consideration to ensure that electric machine systems or IEPCs with similar characteristics are included within the same family. These cases shall be identified by the component manufacturer and notified to the Approval Authority. It shall then be taken into account as a criterion for creating a new family of electric machine systems or IEPCs.

In the case of devices or features, which are not listed in paragraph 1.4 and which have a strong influence on the level of performance and/or the electric power consumption, the respective devices or features shall be identified by the component manufacturer on the basis of good engineering practice, and shall be notified to the Approval Authority. It shall then be taken into account as a criterion for creating a new family of electric machine systems or IEPCs.

The family concept defines criteria and parameters enabling the component manufacturer to group electric machine systems or IEPCs into families with similar or equal data relevant for CO2-emissions or energy consumption.

The Approval Authority may conclude that the performance parameters and the electric power consumption of the family of electric machine systems or IEPCs can best be characterised by additional testing. In this case, the component manufacturer shall submit the appropriate information to determine the electric machine system or IEPC within the family likely to best represent the family. The Approval Authority may based on this information also conclude that it is required for the component manufacturer to create a new family of electric machine systems or IEPCs consisting of less members in order to be more representative.

If members within a family incorporate other features which may be considered to affect the performance parameters and/or the electric power consumption, these features shall also be identified and taken into account in the selection of the parent.

In addition to the parameters listed below, the component manufacturer may introduce additional criteria allowing the definition of families of more restricted size. These parameters are not necessarily parameters that have an influence on the level of performance and/or the electric power consumption.

1.5.1.The following criteria shall in principal be the same to all members within a family of electric machine systems or IEPCs:

(a) Electric Machine: Rotor, Stator, Windings in dimensions, design, material, etc.

(b) Inverter: Power Modules, Conductive bars in dimensions, design, material, etc.

(d) Internal fans: layout and dimension

(e) Inverter Software: Basic calibration which consists of temperature models (electric machine and inverter), derating limits, torque path (transfer of command torque to phase current), flux calibration, current control, voltage modulation, sensor specific calibration (only allowed if sensor is changed)

(f) Gear related parameters (only for IEPCs): in accordance with definitions set out in Annex VI.

Changes to the components as mentioned at (a) through (f) are only acceptable as long as sound engineering rationale can be provided to prove that the respective change does not negatively affect the performance parameters and/or the electric power consumption.

1.5.2.The following criteria shall be common to all members within a family of electric machine systems or IEPCs. The application of a specific range to the parameters listed below is permitted after approval of the Approval Authority:

(a) Output shaft interface: any changes allowed;

(b) End shields: For the internal design it must be checked if passive cooling elements or air flow at the inner side of the end shields are affected by changes. For the external design screws, suspension points, flange design have no influence on performance if no passive cooling elements are removed or changed;

(d) Shaft: Changes allowed as long as active or passive cooling is not affected;

(e) High voltage connection: Changes regarding position or type of the high voltage connection allowed;

(f) Housing: Changes of the housing or number, type and position of screws or mounting points allowed as long as no passive cooling elements are removed or changed;

(g) Sensor: Changes allowed, if certified performance is not changed;

(h) Inverter housing: Changes of the housing or number, type and position of screws or mounting points allowed as long as no passive cooling elements are removed or changed or the inner layout of the electric active parts is not changed;

(i) Inverter high voltage connection: Changes regarding position or type of the high voltage connection allowed as long as the layout or position of the active parts or cooling elements (active/passive) is not changed;

(j) Inverter software: All software changes which do not change the basic calibration of the electric machine (definition see above) are allowed. Notwithstanding the previous provisions, limitations of output power are allowed for members within a family of electric machine systems or IEPCs;

(k) Inverter sensor: Changes allowed, if certified performance is not changed;

(l) Oil viscosity: for all oils that are specified for the factory fill, the kinematic viscosity at the same temperature shall be less or equal to 110 % of the kinematic viscosity of the oil used for component certification as documented in the respective information document (within the specified tolerance band for KV100);

(m) Maximum torque curve The torque values at each rotational speed of the maximum torque curve of the parent determined in accordance with paragraph 4.2.2.4 of this Annex shall be equal or higher than for all other members within the same family at the same rotational speed over the whole rotational speed range. Torque values of other members within the same family within a tolerance of +40 Nm or +4 %, whatever is larger, above the maximum torque of the parent at a specific rotational speed are considered as equal;

(n) Minimum torque curve The torque values at each rotational speed of the minimum torque curve of the parent determined in accordance with paragraph 4.2.2.4 of this Annex shall be equal or lower than for all other members within the same family at the same rotational speed over the whole rotational speed range. Torque values of other members within the same family within a tolerance of -40 Nm or -4 %, whatever is larger, below the minimum torque of the parent at a specific rotational speed are considered as equal;

(o) Minimum number of points in the EPMC map: All members within the same family shall have a minimum coverage of 60 % of the points (rounded up to the next whole number) of the EPMC map (i.e. where the EPMC map of the parent is applied to other members) located within the boundaries of their respective maximum and minimum torque curves determined in accordance with paragraph 4.2.2.4 of this Annex.

The parent of one family of electric machine systems or IEPCs shall be member with the highest overall maximum torque determined in accordance with paragraph 4.2.2 of this Annex.

Fuel Cell Systems

A family of fuel cell systems (FCS) is characterized by design and performance parameters. Those shall be common to all members within the family. The component or vehicle manufacturer may decide which FCS belong to a family, if the membership criteria listed in this Appendix are fulfilled. The related family shall be approved by the approval authority. The manufacturer shall provide to the approval authority the appropriate information relating to the members of the family.

In some cases, there may be interaction between parameters. That shall be taken into consideration to ensure that FCS with similar characteristics are included within the same family. Those cases shall be identified by the manufacturer and notified to the approval authority. It shall then be considered as a criterion for creating a new family of FCS.

In case of devices or features, which are not listed in point 2.5 of this Appendix and which have a strong influence on the level of performance and/or the electric power generation, the respective devices or features shall be identified by the manufacturer based on good engineering practice, and shall be notified to the approval authority. It shall then be considered as a criterion for creating a new family of FCS.

The family concept defines criteria and parameters enabling the manufacturer to group FCS into families with similar or equal data relevant for fuel / hydrogen consumption.

The approval authority may conclude that the performance parameters and the fuel / hydrogen consumption of the family of FCS is best characterized by additional testing. In this case, the manufacturer shall submit the appropriate information to determine the FCS within the family likely to best represent the family. The approval authority may, based on that information, also conclude that the manufacturer is required to create a new family of FCS consisting of less members in order to be more representative.

If members within a family incorporate other features which may be considered to affect the performance parameters and/or the fuel / hydrogen consumption, those features shall also be identified and considered in the selection of the parent.

In addition to the parameters listed below, the manufacturer may introduce additional criteria allowing the definition of families of more restricted size. Those parameters are not necessarily parameters that have an influence on the level of performance and/or fuel / hydrogen consumption.

(a) All family members are of the same type of FCS defined in accordance with Table 9 of this Annex.

(b) Fuel Cell Stack with a tolerance of ±5 % for weight & size and with a tolerance of ±2 % for the number of cells and cell surface area.

(d) Air compressor with a tolerance of ±5 %: efficiency.

(e) Humidifier (if applicable): similar layout and dimension.

(f) Pumps (if applicable): similar layout and dimension.

(g) Heat exchangers: similar layout and dimension.

(h) Electrical plugs: any changes allowed.

(i) Piping: any changes allowed.

(j) Media actuators: any changes allowed.

(k) Housing: any changes allowed.

(l) Sensors: Changes allowed, if the precision of the ‘parent’ sensor used in certification process is still met.

(m) Minimum number of OP in the declared operating range: All FCS within the same family of FCS shall have a minimum number of 8 operating points, as defined in accordance with point 7.3.4.1, located within their individual declared operating range specified by the manufacturer in accordance with point 7.3.4 of this Annex.

Upon approval from the approval authority, changes to the components set out in points (a) to (l) may occur if sound engineering rationale is provided to prove that the respective change does not negatively affect the performance parameters or the fuel consumption.

The parent of one family of FCS shall be member with the highest overall effective electric power output.

Appendix 14

Markings and numbering

Markings

In the case of an electric powertrain component being type approved in accordance with this Annex, the component shall bear:

1.1.The manufacturer’s name or trade mark

1.2.The make and identifying type indication as recorded in the information referred to in paragraph 0.2 and 0.3 of Appendixes 2 to 6 of this Annex

1.3.The certification mark (if applicable) 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; | 19 for Romania; |

| --- | --- | | 2 for France; | 20 for Poland; | | 3 for Italy; | 21 for Portugal; | | 4 for the Netherlands; | 23 for Greece; | | 5 for Sweden; | 24 for Ireland; | | 6 for Belgium; | 25 for Croatia; | | 7 for Hungary; | 26 for Slovenia; | | 8 for Czechia; | 27 for Slovakia; | | 9 for Spain; | 29 for Estonia; | | 12 for Austria; | 32 for Latvia; | | 13 for Luxembourg; | 34 for Bulgaria; | | 17 for Finland; | 36 for Lithuania; | | 18 for Denmark; | 49 for Cyprus; | | | 50 for Malta |

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

For this Regulation, the sequence number shall be 02.

For this Regulation, the alphabetical character shall be the one laid down in Table 1.

M	electric machine system (EMS)
I	integrated electric powertrain component (IEPC)
H	integrated HEV powertrain component (IHPC) Type 1
B	battery system

F	fuel cell system (FCS)

A	capacitor system

1.4.1.Example and dimensions of the certification mark

The above certification mark affixed to an electric powertrain component shows that the type concerned has been approved in Austria (e12), pursuant to this Regulation. The first two digits (02) are indicating the sequence number assigned to the latest technical amendment to this Regulation. The following letter indicates that the certificate was granted for an electric machine system (M). The last five digits (00005) are those allocated by the type-approval authority to the electric machine system as the base certification number.

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

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

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

Numbering:

2.1.Certification number for an electric powertrain component shall comprise the following:

eXYYYY/YYYYZZZZ/ZZZZX00000*00

| section 1 | section 2 | section 3 | Additional letter to section 3 | section 4 | section 5 |

| --- | --- | --- | --- | --- | --- | | Indication of country issuing the certificate | HDV CO2 determination Regulation ‘2017/2400’ | Latest amending Regulation (ZZZZ/ZZZZ) | See Table 1 of this appendix | Base certification number 00000 | Extension 00 |

Appendix 15

Input parameters for the simulation tool

Introduction

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 for Electric machine system

Parameter name	Parameter ID	Type	Unit	Description/Reference
Manufacturer	P450	token	[-]
Model	P451	token	[-]
CertificationNumber	P452	token	[-]
Date	P453	dateTime	[-]	Date and time when the component-hash is created
AppVersion	P454	token	[-]	Manufacturer specific input regarding the tools used for evaluation and handling of measured component data
ElectricMachineType	P455	string	[-]	Determined in accordance with point 21 of paragraph 2 of this Annex. Allowed values: ‘ASM’, ‘ESM’, ‘PSM’, ‘RM’
CertificationMethod	P456	string	[-]	Allowed values: ‘Measured’, ‘Standard values’
R85RatedPower	P457	integer	[W]	Determined in accordance with paragraph 1.9 of Annex 2 to UN Regulation No. 85 Rev. 1
RotationalInertia	P458	double, 2	[kgm²]	Determined in accordance with point 8 of Appendix 8 of this Annex.
DcDcConverterIncluded	P465	boolean	[-]	Set to ‘true’ where a DC/DC converter is part of the electric machine system, in accordance with point 4.1 of this Annex. Where the parameter ‘CertificationMethod’ is ‘Standard values’, the parameter shall always be set to ‘true’
IHPCType	P466	string	[-]	Allowed values: ‘None’, ‘IHPC Type 1’
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
VoltageLevel	P467	integer	[V]	Where the parameter ‘CertificationMethod’ is ‘Standard values’, no input needs to be provided.
ContinuousTorque	P459	double, 2	[Nm]
TestSpeedContinuousTorque	P460	double, 2	[1/min]
OverloadTorque	P461	double, 2	[Nm]
TestSpeedOverloadTorque	P462	double, 2	[1/min]
OverloadDuration	P463	double, 2	[s]
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
OutputShaftSpeed	P468	double, 2	[1/min]
MaxTorque	P469	double, 2	[Nm]
MinTorque	P470	double, 2	[Nm]

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

| --- | --- | --- | --- | --- | | OutputShaftSpeed | P471 | double, 2 | [1/min] | | | DragTorque | P472 | double, 2 | [Nm] | | | Parameter name | Parameter ID | Type | Unit | Description/Reference | | --- | --- | --- | --- | --- | | OutputShaftSpeed | P473 | double, 2 | [1/min] | | | Torque | P474 | double, 2 | [Nm] | | | ElectricPower | P475 | double, 2 | [W] | |

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

| --- | --- | --- | --- | --- | | CoolantTempInlet | P476 | integer | [°C] | Determined in accordance with paragraphs 4.1.5.1 and 4.3.6 of this Annex. The input shall be specified as an average value over both voltage levels. | | CoolingPower | P477 | integer | [W] | Determined in accordance with paragraphs 4.1.5.1 and 4.3.6 of this Annex. The input shall be specified as an average value over both voltage levels. |

Set of input parameters for IEPC

Parameter name	Parameter ID	Type	Unit	Description/Reference
Manufacturer	P478	token	[-]
Model	P479	token	[-]
CertificationNumber	P480	token	[-]
Date	P481	dateTime	[-]	Date and time when the component-hash is created
AppVersion	P482	token	[-]	Manufacturer specific input regarding the tools used for evaluation and handling of measured component data
ElectricMachineType	P483	string	[-]	Determined in accordance with point 21 of paragraph 2 of this Annex. Allowed values: ‘ASM’, ‘ESM’, ‘PSM’, ‘RM’
CertificationMethod	P484	string	[-]	Allowed values: ‘Measured for complete component’, ‘Measured for EM and standard values for other components’, ‘Standard values for all components’
R85RatedPower	P485	integer	[W]	Determined in accordance with paragraph 1.9 of Annex 2 to UN Regulation No. 85
RotationalInertia	P486	double, 2	[kgm²]	Determined in accordance with point 8 of Appendix 8 of this Annex.
DifferentialIncluded	P493	boolean	[-]	Set to ‘true’ in the case a differential is part of the IEPC
DesignTypeWheelMotor	P494	boolean	[-]	Set to ‘true’ in the case of an IEPC design type wheel motor
NrOf DesignTypeWheelMotorMeasured	P495	integer	[-]	Input only relevant in the case of an IEPC design type wheel motor, in accordance with paragraph 4.1.1.2 of this Annex. Allowed values: ‘1’, ‘2’

DisengagementClutch	P565	boolean	[-]	In case the IEPC is equipped with a functionality that actively, under certain operating conditions, allows for mechanically disconnecting all EMs inside the component from the rest of the vehicle’s powertrain towards the wheels, this input shall be set to true. The exact location of the disconnection may also be located further downstream of the EMs output shafts and include some of the gearing parts of the IEPC being disengaged.

Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
GearNumber	P496	integer	[-]
Ratio	P497	double, 3	[-]	Ratio of electric machine rotor speed over IEPC output shaft speed
MaxOutputShaftTorque	P498	integer	[Nm]	Optional. In case of an IEPC design type wheel motor the declared value for the maximum torque at the output shaft of the component shall correspond to the configuration measured in accordance with point 4.1.1.2 of this Annex (i.e. the value declared if two such components were measured shall be twice as high as if only one single component was measured).
MaxOutputShaftSpeed	P499	integer	[1/min]	optional
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
VoltageLevel	P500	integer	[V]	Where the parameter ‘CertificationMethod’ is ‘Standard values for all components’, no input needs to be provided.
ContinuousTorque	P487	double, 2	[Nm]
TestSpeedContinuousTorque	P488	double, 2	[1/min]
OverloadTorque	P489	double, 2	[Nm]
TestSpeedOverloadTorque	P490	double, 2	[1/min]
OverloadDuration	P491	double, 2	[s]
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
OutputShaftSpeed	P501	double, 2	[1/min]
MaxTorque	P502	double, 2	[Nm]
MinTorque	P503	double, 2	[Nm]

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

| --- | --- | --- | --- | --- | | OutputShaftSpeed | P504 | double, 2 | [1/min] | | | DragTorque | P505 | double, 2 | [Nm] | |

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

| --- | --- | --- | --- | --- | | OutputShaftSpeed | P506 | double, 2 | [1/min] | | | Torque | P507 | double, 2 | [Nm] | | | ElectricPower | P508 | double, 2 | [W] | | | Parameter name | Parameter ID | Type | Unit | Description/Reference | | --- | --- | --- | --- | --- | | CoolantTempInlet | P509 | integer | [°C] | Determined in accordance with points 4.1.5.1 and 4.3.6 of this Annex. The input shall be specified as an average value over both voltage levels. | | CoolingPower | P510 | integer | [W] | Determined in accordance with points 4.1.5.1 and 4.3.6 of this Annex. The input shall be specified as an average value over both voltage levels. |

Set of input parameters for Battery system

Parameter name	Parameter ID	Type	Unit	Description/Reference
Manufacturer	P511	token	[-]
Model	P512	token	[-]
CertificationNumber	P513	token	[-]
Date	P514	dateTime	[-]	Date and time when the component-hash is created
AppVersion	P515	token	[-]	Manufacturer specific input regarding the tools used for evaluation and handling of measured component data
CertificationMethod	P517	string	[-]	Allowed values: ‘Measured’, ‘Standard values’
BatteryType	P518	string	[-]	Allowed values: ‘HPBS’, ‘HEBS’
RatedCapacity	P519	double, 2	[Ah]	Where the parameter ‘CertificationMethod’ is ‘Standard values’, those values shall be determined in accordance with Appendix 10, point (1)(b)
ConnectorsSubsystemsIncluded	P520	boolean	[-]	Only relevant if representative battery sub-system is tested: Set to ‘true’ if representative cable harness for connecting battery sub-systems was included in testing. Always set to ‘true’ if complete battery system was tested.
JunctionboxIncluded	P516	boolean	[-]	Only relevant if representative battery sub-system is tested: Set to ‘true’ if representative junction box with shut-off device and fuses was included in testing. Always set to ‘true’ if complete battery system was tested.
TestingTemperature	P521	integer	[°C]	Determined in accordance with paragraph 5.1.4 of this Annex. Where the parameter ‘CertificationMethod’ is ‘Standard values’, no input needs to be provided.
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
SOC	P522	integer	[%]
OCV	P523	double, 2	[V]
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
SOC	P524	integer	[%]	Where the parameter ‘CertificationMethod’ is ‘Standard values’, the same DCIR values shall be provided for two different SOC values of 0 % and 100 %.
DCIR RI2	P525	double, 2	[mOhm]	Where the parameter ‘CertificationMethod’ is ‘Standard values’, the DCIR value determined in accordance with subpoint (1)(d) of Appendix 10 shall be provided.
DCIR RI10	P526	double, 2	[mOhm]	Where the parameter ‘CertificationMethod’ is ‘Standard values’, the DCIR value determined in accordance with subpoint (1)(d) of Appendix 10 shall be provided.
DCIR RI20	P527	double, 2	[mOhm]	Where the parameter ‘CertificationMethod’ is ‘Standard values’, the DCIR value determined in accordance with subpoint (1)(d) of Appendix 10 shall be provided.
DCIR RI120	P528	double, 2	[mOhm]	Optional, only required for batteries of type HEBS. In the event the parameter ‘CertificationMethod’ is ‘Standard values’, the DCIR value determined in accordance with subpoint (1)(d) of Appendix 10 shall be provided.
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
SOC	P529	integer	[%]	—
MaxChargingCurrent	P530	double, 2	[A]	Where the parameter ‘CertificationMethod’ is ‘Standard values’, those values shall be determined in accordance with Appendix 10, subpoint (1)(e), and all values shall have a positive pre-sign.
MaxDischargingCurrent	P531	double, 2	[A]	Where the parameter ‘CertificationMethod’ is ‘Standard values’, those values shall be determined in accordance with Appendix 10, subpoint (1)(e), and all values shall have a positive pre-sign.

Set of input parameters for Capacitor system

Parameter name	Parameter ID	Type	Unit	Description/Reference
Manufacturer	P532	token	[-]
Model	P533	token	[-]
CertificationNumber	P534	token	[-]
Date	P535	dateTime	[-]	Date and time when the component-hash is created
AppVersion	P536	token	[-]	Manufacturer specific input regarding the tools used for evaluation and handling of measured component data
CertificationMethod	P538	string	[-]	Allowed values: ‘Measured’, ‘Standard values’.
Capacitance	P539	double, 2	[F]
InternalResistance	P540	double, 2	[Ohm] [mOhm]
MinVoltage	P541	double, 2	[V]
MaxVoltage	P542	double, 2	[V]
MaxChargingCurrent	P543	double, 2	[A]
MaxDischargingCurrent	P544	double, 2	[A]
TestingTemperature	P537	integer	[°C]	Determined in accordance with paragraph 6.1.3 of this Annex. Where the parameter ‘CertificationMethod’ is ‘Standard values’, no input needs to be provided.

Set of input parameters for fuel cell system

Parameter name	Parameter ID	Type	Unit	Description/Reference
Manufacturer	P566	token	-
Model	P567	token	-
CertificationNumber	P568	token	-
Date	P569	dateTime	-	Date and time when the component-hash is created
AppVersion	P570	token	-	Manufacturer specific input regarding the tools used for evaluation and handling of measured component data
CertificationMethod	P571	string	-	Allowed values: ‘Measured’, ‘Standard values’
FCSRatedPower	P572	integer	kW	Defined in accordance with Appendix 1, point 4.6., of Annex 6 to UN Regulation No 100
Parameter name	Parameter ID	Type	Unit	Description/Reference
---	---	---	---	---
OutputPower	P573	double, 2	kW	Electric power provided by the FCS determined in accordance with point 7.5.3
FuelConsumption	P574	double, 2	g/h	Fuel mass flow determined in accordance with point 7.5.3.

(*)determined in accordance with points 4.3.5 and 4.3.6 of this Annex

(**)determined in accordance with points 5.4.1.4 of this Annex

(***)UN Regulation No. 100 of the Economic Commission for Europe of the United Nations (UNECE) — Uniform provisions concerning the approval of vehicles with regard to specific requirements for the electric powertrain (OJ L449, 15.12.2021 p. 1).

ANNEX XI

AMENDMENTS TO DIRECTIVE 2007/46/EC

(1)In Annex I the following point 3.5.7 is inserted:

‘3.5.7 CO2 emissions and fuel consumption certification (for heavy-duty vehicles, as specified in Article 6 of Commission Regulation (EU) 2017/2400)

3.5.7.1 Simulation tool license number:’

(2)In Annex III, in Part I, A (Categories M and N), the following points 3.5.7. and 3.5.7.1. are inserted:

‘3.5.7 CO2 emissions and fuel consumption certification (for heavy-duty vehicles, as specified in Article 6 of Commission Regulation (EU) 2017/2400)

3.5.7.1 Simulation tool licence number:’

(3)In Annex IV, Part I, is amended as follows:

(a) the row 41A is replaced by the following: ‘41A Emissions (Euro VI) heavy duty vehicles/access to information Regulation (EC) No 595/2009 Regulation (EU) No 582/2011 X (⁹) X (⁹) X X (⁹) X (⁹) X’

(b) the following row 41B is inserted: ‘41B CO2 simulation tool licence (heavy-duty vehicles) Regulation (EC) 595/2009 Regulation (EU) 2017/2400

X (¹⁶) X’

(c) the following explanatory note 16 is added: ‘(¹⁶)For vehicles with a technically permissible maximum laden mass from 7 500 kg’

(4)Annex IX is amended as follows:

(a) in Part I, Model B, SIDE 2, VEHICLE CATEGORY N2, the following point 49 is inserted: ‘49.Cryptographic hash of the manufacturer's record file …’

(b) in Part I, Model B, SIDE 2, VEHICLE CATEGORY N3, the following point 49 is inserted: ‘49.Cryptographic hash of the manufacturer's record file …’

(5)in Annex XV, in point 2, the following row is inserted:

‘46B	Rolling resistance determination	Regulation (EU) 2017/2400, Annex X’

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

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

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