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. )

• 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

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.

Table 17

Number of vehicles to be tested for conformity with the certified CO2 emissions and fuel consumption related properties per year of production

(to be applied separately for 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 3rd year [^E0049]	25 < X ≤ 500
1	every 2nd 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

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.

Table 18

Standard values for Cd·Adeclared for heavy lorries

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.

Table 21

Standard values for Cd·Adeclared for heavy buses

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.

Table 22

Standard values for Cd·Adeclared for medium lorries

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 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 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 Image omitted; see official source 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

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

• (2) ‘Type’:

Data type of the parameter

- string … sequence of characters in ISO8859-1 encoding

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

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

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

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

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

Set of input parameters

Table 1

Input parameters ‘AirDrag’

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: Image omitted; see official source where: Image omitted; see official source 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: Image omitted; see official source Image omitted; see official source Where: s is the standard deviation of the sample for Cd·Acr (0) CST, defined as follows: Image omitted; see official source Image omitted; see official source is the mean average value of the sample for Cd·Acr (0) CST, defined as follows Image omitted; see official source 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

tests

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: Image omitted; see official source Where Image omitted; see official source

- 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

• 1. The approval of the CFD method shall be carried out separately for application on lorries and on buses.

• 1. 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.

• 1. 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 [^E0050] — refusal [^E0050] — withdrawal [^E0050]	Administration stamp

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

• 1. Approval authority responsible for the assessment

• 1. Date of the assessment report

• 1. Number of the assessment report

• 1. Remarks (if any)

• 1. Place

- 6. Date

- 7. Signature

Attachments (for each vehicle configuration A and B)

• 1. Raw data of the evolution curve of CD·Acr (0) CFD

• 1. Post-processing images of the CFD simulations

• 1. Air drag information document

Test reports for each valid constant speed test

ANNEX IX

VERIFYING LORRY AND BUS AUXILIARY DATA

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.’;

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 ([^E0051]) (electric system);

• (43) ‘day running lights’ means the ‘daytime running lamp’ in accordance with paragraph 2.7.25 of UN Regulation No. 48 ([^E0052]) (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 ([^E0053]) (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 Image omitted; see official source

• (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.

3.1.   Engine cooling fan

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.

Table 4

Engine cooling fan technologies (P181)

| Fan drive cluster | Fan control | Medium and heavy lorries | Heavy buses |

| --- | --- | --- | --- | | Crankshaft mounted | Electronically controlled visco clutch | X | X | | Crankshaft mounted | Bimetallic controlled visco clutch | X (DC) | X | | Crankshaft mounted | Discrete step clutch | X | | | Crankshaft mounted | Discrete step clutch (off + 2 stages) | | X | | Crankshaft mounted | Discrete step clutch (off + 3 stages) | | X | | Crankshaft mounted | On/off cluch | X | X (DC, DO) | | Belt driven or driven via transmission | Electronic controlled visco clutch | X | X | | Belt driven or driven via transmission | Bimetallic controlled visco clutch | X (DC) | X | | Belt driven or driven via transmission | Discrete step clutch | X | | | Belt driven or driven via transmission | Discrete step clutch (off + 2 stages) | | X | | Belt driven or driven via transmission | Discrete step clutch (off + 3 stages) | | X | | Belt driven or driven via transmission | On/off cluch | X | X (DC) | | Hydraulically driven | Variable displacement pump | X | X | | Hydraulically driven | 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 | X: applicable, DC: default for fan drive cluster, DO: default overall | X: applicable, DC: default for fan drive cluster, DO: default overall | X: applicable, DC: default for fan drive cluster, DO: default overall |

3.2.   Steering system

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.

Table 5

Steering system technologies (P182)

| Steering technology cluster | Technology | Medium and heavy lorries | Heavy buses |

| --- | --- | --- | --- | | Mechanically driven | Fixed displacement | X (DC, DO) | X (DC, DO) | | Mechanically driven | Fixed displacement, electronical control | X | X | | Mechanically driven | Dual displacement pump | X | X | | Mechanically driven | Dual displacement pump with electronic control | X | X | | Mechanically driven | Variable displacement, mechanical control | X | X | | Mechanically driven | Variable displacement, electronical control | X | X | | Electric | Electric driven pump | X (DC) | X (DC) | | Electric | Full electric steering gear | X | X | | X: applicable, DC: default for steering technology cluster, DO: default overall | X: applicable, DC: default for steering technology cluster, DO: default overall | X: applicable, DC: default for steering technology cluster, DO: default overall | X: applicable, DC: default for steering technology cluster, DO: default overall |

3.3.   Electric System

3.3.1.   Medium lorries and heavy lorries

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.

Table 6

Electric system technologies for medium lorries and heavy lorries (P183)

| |

| --- | | Technology | | Standard technology | | Standard technology - LED headlights |

3.3.2.   Heavy buses

The technology of the electric system shall be provided in accordance with Table 7.

Table 7

Electric system technologies for heavy buses

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.
Alternator	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
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.
Batteries for smart alternator systems	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.
Batteries for smart alternator systems	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
Capacitors for smart alternator systems	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
Capacitors for smart alternator systems	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	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	Position lights LED	P306	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	Brake lights LED	P307	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	Headlights LED	P308	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).

3.4.   Pneumatic system

3.4.1.   Pneumatic systems working with over pressure

3.4.1.1.   Size of air supply

For pneumatic systems working with over pressure the size of air supply shall be provided in accordance with Table 8.

Table 8

Pneumatic systems with over pressure – size of air supply

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.

3.4.1.2.   Fuel saving technologies

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.

Table 9

Pneumatic systems with over pressure – fuel saving technologies for heavy lorries, medium lorries (part of P184)

| 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 |

Table 10

Pneumatic systems with over pressure – fuel saving technologies for heavy buses

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

3.4.1.3.   Further characteristics of the pneumatic system for heavy buses

For heavy buses the information on further characteristics of the pneumatic system shall be provided in accordance with Table 11.

Table 11

Further characteristics of the pneumatic system for heavy buses

| 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 | |

3.4.2.   Pneumatic systems working with vacuum

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.

3.5.   HVAC system

3.5.1.   HVAC system for medium lorries and heavy lorries

The technology of the HVAC system shall be provided in accordance with Table 12.

Table 12

HVAC system technologies for medium lorries and heavy lorries (P185)

Technology
None (no air conditioning system for driver compartment)
Default

3.5.2.   HVAC system for heavy buses

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.

Table 13

HVAC system configuration for heavy buses (P317)

HVAC system configuration	Thermal comfort system for passenger compartment	Number of heat pumps for passenger compartment in accordance with (52) of point 2	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
HVAC system configuration	Thermal comfort system for passenger compartment	Rigid	Articu-lated	Driver compartment supplied by heat pump(s) for passenger compartment	Independent heat pump(s) for driver compartment
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

Figure 2

HVAC system configuration for heavy buses (Rigid and Articulated)

Image omitted; see official source

The HVAC system parameters shall be declared in accordance with Table 14.

Table 14

HVAC system parameters (heavy buses)

| 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. |

3.6   Transmission Power Take-Off (PTO)

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.

Table 15

Mechanical power demand of PTOs with switched off consumers for heavy lorries

Design variants regarding power losses (in comparison to a transmission without PTO and / or PTO drive mechanism)	Design variants regarding power losses (in comparison to a transmission without PTO and / or PTO drive mechanism)	Power loss
Additional drag loss relevant parts	Additional drag loss relevant parts	Power loss
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

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.

For the purposes of this Annex, in addition to the definitions contained in UN Regulation No. 54 ([^E0054]) and in UN Regulation No. 117 ([^E0055]), the following definitions shall apply: