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. )

- (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.

• 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

• 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.

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   Conformity testing of transmissions

• 8.1.1 The transmission efficiency shall be determined following the simplified procedure described in this paragraph.

• 8.1.2.1 All boundary conditions as specified in this Annex for the certification testing shall apply.

If other boundary conditions for oil type, oil temperature and inclination angle are used, the manufacturer shall clearly show the influence of these conditions and those used for certification regarding efficiency.

• 8.1.2.2 For the measurement the same testing option shall be used as for the certification testing, limited to the operating points specified in this paragraph.

• 8.1.2.2.1. In the case Option 1 was used for certification testing, the torque independent losses for the two speeds defined in point 3 of 8.1.2.2.2. shall be measured and used for the calculation of the torque losses at the three torque points defined in point 2 in 8.1.2.2.2.

In the case Option 2 was used for certification testing, the torque independent losses for the two speeds defined in point 3 of 8.1.2.2.2. shall be measured. The torque dependent losses at maximum torque shall be measured at the same two speeds. The torque losses at the three torque points defined in point 2 in 8.1.2.2.2. shall be interpolated as described by the certification procedure.

In the case Option 3 was used for certification testing, the torque losses for the 18 operating points defined in 8.1.2.2.2. shall be measured.

• 8.1.2.2.2. The efficiency of the transmission shall be determined for 18 operating points defined by the following requirements:

• (1) Gears to use: The 3 highest gears of the transmission shall be used for testing.

• (2) Torque range: In the case Option 1 or 2 was used for certification testing, the following 3 torque points shall be used: 0,6 × max(Tin,rep(inputspeed, gear)), 0,8 × max(Tin,rep(inputspeed, gear)) and max(Tin,rep(inputspeed, gear)) where max(Tin,rep(inputspeed, gear)) is the largest input torque value reported for certification for the combination of input speed and gear in question. In the case Option 3 was used for certification testing, the 3 highest torque points that were measured at the certification testing for the combination of input speed and gear in question shall be used.

• (3) Speed range: The two transmission input speeds of 1 200 rpm and 1 600 rpm shall be tested.

• 8.1.2.3 For each of the 18 operating points, the efficiency of the transmission shall be calculated with:

Image omitted; see official source

where:

ηi	=	Efficiency of each operation point 1 to 18
---	---	---
Tin,set	=	Input torque set point value [Nm]
---	---	---
Tloss,rep	=	Reported torque loss (after uncertainty correction) [Nm]

- 8.1.2.4 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 efficiency of all 18 operating points.

Image omitted; see official source

- 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)

CERTIFICATE ON CO2 EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF A TRANSMISSON / TORQUE CONVERTER / OTHER TORQUE TRANSFERRING COMPONENT/ ADDITIONAL DRIVELINE COMPONENT

([^E0041]) FAMILY

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:

SECTION I

• 0.1 Make (trade name of manufacturer):

- 0.2 Type:

• 0.3 Means of identification of type, if marked on the component

• 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 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)

SECTION II

1. Additional information (where applicable): see Addendum

1.1.   Option used for the determination of the torque losses

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

• 1. Approval authority responsible for carrying out the tests:

• 1. Date of test report

• 1. Number of test report

- 5. Remarks (if any): see Addendum

- 6. Place

• 1. Date

• 1. Signature

Attachments:

• 1. Information document

- 2. Test report

Appendix 2

Transmission information document

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

pursuant to …

Transmission type/family (if applicable):

…

• 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	Family members	Family members
	or transmission type
		#1	#2	#3

1.0   SPECIFIC TRANSMISSION/TRANSMISSION FAMILY INFORMATION

• 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 gear

2 gear

3 gear

4 gear

5 gear

6 gear

7 gear

8 gear

9 gear

10 gear

11 gear

12 gear

n gear

- 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) | Input Speed Reference (rpm) | Input Speed Reference (rpm) | Input Speed Reference (rpm) | Input Speed Reference (rpm) | Input Speed Reference (rpm) |

| --- | --- | --- | --- | --- | --- | --- | | Input Torque Reference (Nm) | 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):

…

• 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	Family members	Family members
	TC type	#1	#2	#3

1.0   SPECIFIC TORQUE CONVERTER/TORQUE CONVERTER FAMILY INFORMATION

• 1.1 For hydrodynamic torque converter without mechanical transmission (serial arrangement).

• 1.1.1 Outer torus diameter

• 1.1.2 Inner torus diameter

• 1.1.3 Arrangement of pump (P), turbine (T) and stator (S) in flow direction

• 1.1.4 Torus width

• 1.1.5 Oil type according to test specification

• 1.1.6 Blade design

• 1.2 For hydrodynamic torque converter with mechanical transmission (parallel arrangement).

• 1.2.1 Outer torus diameter

• 1.2.2 Inner torus diameter

• 1.2.3 Arrangement of pump (P), turbine (T) and stator (S) in flow direction

• 1.2.4 Torus width

- 1.2.5 Oil type according to test specification

• 1.2.6 Blade design

- 1.2.7 Gear scheme and power flow in torque converter mode

- 1.2.8 Type of bearings at corresponding positions (if fitted)

- 1.2.9 Type of cooling/lubrication pump (referring to parts list)

• 1.2.10 Type of shift elements (tooth clutches (including synchronisers) OR friction clutches) at corresponding positions where fitted

• 1.2.11 Oil level according to drawing in reference to central axis

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)

• 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):

…

• 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	Family member	Family member
		#1	#2	#3

1.0   SPECIFIC OTTC INFORMATION

• 1.1 For hydrodynamic torque transferring components (OTTC) / retarder

• 1.1.1 Outer torus diameter

• 1.1.2 Torus width

• 1.1.3 Blade design

• 1.1.4 Operating fluid

• 1.1.5 Outer torus diameter - inner torus diameter (OD-ID)

• 1.1.6 Number of blades

• 1.1.7 Operating fluid viscosity

• 1.2 For magnetic torque transferring components (OTTC) / Retarder

• 1.2.1 Drum design (electro magnetic retarder or permanent magnetic retarder)

• 1.2.2 Outer rotor diameter

• 1.2.3 Cooling blade design

• 1.2.4 Blade design

• 1.2.5 Operating fluid

• 1.2.6 Outer rotor diameter - inner rotor diameter (OD-ID)

• 1.2.7 Number of rotors

• 1.2.8 Number of cooling blades/blades

• 1.2.9 Operating fluid viscosity

• 1.2.10 Number of arms

- 1.3 For torque transferring components (OTTC)/hydrodynamic clutch

• 1.3.1 Outer torus diameter

- 1.3.2 Torus width

- 1.3.3 Blade design.

- 1.3.4 Operating fluid viscosity

• 1.3.5 Outer torus diameter - inner torus diameter (OD-ID)

• 1.3.6 Number of blades

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)

with transmission

yes/no

with engine

yes/no

drive mechanism

yes/no

direct

yes/no

- 2. 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):

…

• 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	Family member	Family member
		#1	#2	#3

1.0   SPECIFIC ADC/ANGLE DRIVE INFORMATION

• 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

• 1. Maximum test speed at ADC input [rpm]

Appendix 6

Family Concept

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.

1.1   Special cases

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.

• 1. 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.

• 1. Parameters defining the transmission family

• 3.1 The following criteria shall be the same to all members within a transmission family.

• (a) Gear ratio, gearscheme and powerflow (for forward gears only, crawler gears excluded);

• (b) Center distance for countershaft transmissions;

• (c) Type of bearings at corresponding positions (if fitted);

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

• 3.2 The following criteria shall be common to all members within a transmission family. The application of a specific range to the parameters listed below is permitted after approval of the Approval Authority

• (a) Single gear width ± 1 mm;

• (b) Total number of forward gears;

• (c) Number of tooth shift clutches;

• (d) Number of synchronizers;

• (e) Number of friction clutch plates (except for single dry clutch with 1 or 2 plates);

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

• (g) Surface roughness of the teeth;

• (h) Number of dynamic shaft seals;

• (i) Oil flow for lubrication and cooling per input shaft revolution;

• (j) Oil viscosity (± 10 %);

• (k) System pressure for hydraulically controlled gearboxes;

• (l) 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;

• (m) Specified oil level (± 1mm).

• 1. Choice of the parent transmission

The parent transmission shall be selected using the following criteria listed below.

• (a) Highest single gear width for Option 1 or highest Single gear width ± 1 mm for Option 2 or Option 3;

• (b) Highest total number of gears;

• (c) Highest number of tooth shift clutches;

• (d) Highest number of synchronizers;

• (e) Highest number of friction clutch plates (except for single dry clutch with 1 or 2 plates);

• (f) Highest value of the outer diameter of friction clutch plates (except for single dry clutch with 1 or 2 plates);

• (g) Highest value for the surface roughness of the teeth;

• (h) Highest number of dynamic shaft seals;

• (i) Highest oil flow for lubrication and cooling per input shaft revolution;

• (j) Highest oil viscosity;

• (k) Highest system pressure for hydraulically controlled gearboxes;

• (l) Highest 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;

• (m) Highest specified oil level (± 1 mm).

• 1. Parameters defining the torque converter family

• 5.1 The following criteria shall be the same to all members within a torque converter (TC) family.

• 5.1.1 For hydrodynamic torque converter without mechanical transmission (serial arrangement).

• (a) Outer torus diameter;

• (b) Inner torus diameter;

• (c) Arrangement of pump (P), turbine (T) and stator (S) in flow direction;

• (d) Torus width;

• (e) Oil type according to test specification;

• (f) Blade design;

• 5.1.2 For hydrodynamic torque converter with mechanical transmission (parallel arrangement).

• (a) Outer torus diameter;

• (b) Inner torus diameter;

• (c) Arrangement of pump (P), turbine (T) and stator (S) in flow direction;

• (d) Torus width;

• (e) Oil type according to test specification;

• (f) Blade design

• (g) Gear scheme and power flow in torque converter mode

• (h) Type of bearings at corresponding positions (if fitted)

• (i) Type of cooling/lubrication pump (referring to parts list)

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

• 5.1.3 The following criteria shall be common to all members within a hydrodynamic torque converter with mechanical transmission (parallel arrangement) family. The application of a specific range to the parameters listed below is permitted after approval of the Approval Authority

• (a) Oil level according to drawing in reference to central axis.

• 1. Choice of the parent torque converter

• 6.1 For hydrodynamic torque converter without mechanical (serial arrangement) transmission.

As long as all criteria listed in 5.1.1 are identical every member of the torque converter without mechanical transmission family can be selected as parent.

• 6.2 For hydrodynamic torque converter with mechanical transmission.

The parent hydrodynamic torque converter with mechanical transmission (parallel arrangement) shall be selected using the following criteria listed below.

• (a) Highest oil level according to drawing in reference to central axis.

• 1. Parameters defining the other torque transferring components (OTTC) family

• 7.1 The following criteria shall be the same to all members within a hydrodynamic torque transferring components / retarder family.

• (a) Outer torus diameter;

• (b) Torus width;

• (c) Blade design;

• (d) Operating fluid.

• 7.2 The following criteria shall be the same to all members within a magnetic torque transferring components/retarder family.

• (a) Drum design (electro magnetic retarder or permanent magnetic retarder);

• (b) Outer rotor diameter;

• (c) Cooling blade design;

• (d) Blade design.

• 7.3 The following criteria shall be the same to all members within a torque transferring components / hydrodynamic clutch family.

• (a) Outer torus diameter;

• (b) Torus width;

• (c) Blade design.

• 7.4 The following criteria shall be common to all members within a hydrodynamic torque transferring components/retarder family. The application of a specific range to the parameters listed below is permitted after approval of the Approval Authority.

• (a) Outer torus diameter - inner torus diameter (OD-ID);

• (b) Number of blades;

• (c) Operating fluid viscosity (± 50 %).

• 7.5 The following criteria shall be common to all members within a magnetic torque transferring components / retarder family. The application of a specific range to the parameters listed below is permitted after approval of the Approval Authority.

• (a) Outer rotor diameter - inner rotor diameter (OD-ID);

• (b) Number of rotors;

• (c) Number of cooling blades / blades;

• (d) Number of arms.

• 7.6 The following criteria shall be common to all members within a torque transferring components / hydrodynamic clutch family. The application of a specific range to the parameters listed below is permitted after approval of the Approval Authority.

• (a) Operating fluid viscosity (± 10 %);

• (b) Outer torus diameter - inner torus diameter (OD-ID);

• (c) Number of blades.

• 1. Choice of the parent torque transferring component

• 8.1 The parent hydrodynamic torque transferring component/retarder shall be selected using the following criteria listed below.

• (a) Highest value: outer torus diameter – inner torus diameter (OD-ID);

• (b) Highest number of blades;

• (c) Highest operating fluid viscosity.

• 8.2 The parent magnetic torque transferring component / retarder shall be selected using the following criteria listed below.

• (a) Highest outer rotor diameter – highest inner rotor diameter (OD-ID);

• (b) Highest number of rotors;

• (c) Highest number of cooling blades/blades;

• (d) Highest number of arms.

• 8.3 The parent torque transferring component/hydrodynamic clutch shall be selected using the following criteria listed below.

• (a) Highest operating fluid viscosity (± 10 %);

• (b) Highest outer torus diameter – highest inner torus diameter (OD-ID);

• (c) Highest number of blades.

• 1. Parameters defining the additional driveline components family

• 9.1 The following criteria shall be the same to all members within an additional driveline components/angle drive family family.

• (a) Gear ratio and gearscheme;

• (b) Angle between input/output shaft;

• (c) Type of bearings at corresponding positions

• 9.2 The following criteria shall be common to all members within an additional driveline components/angle family. The application of a specific range to the parameters listed below is permitted after approval of the Approval Authority.

• (a) Single gear width;

• (b) Number of dynamic shaft seals;

• (c) Oil viscosity (± 10 %);

• (d) Surface roughness of the teeth;

• (e) 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.

- 10. Choice of the parent additional driveline component

- 10.1 The parent additional driveline component / angle drive shall be selected using the following criteria listed below.

- (a) Highest single gear width;

• (a) Highest number of dynamic shaft seals;

• (c) Highest oil viscosity (± 10 %);

• (d) Highest surface roughness of the teeth;

• (e) Highest 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.

Appendix 7

Markings and numbering

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 for Germany;

2 for France;

3 for Italy;

4 for the Netherlands;

5 for Sweden;

6 for Belgium;

7 for Hungary;

8 for the Czech Republic;

9 for Spain;

11 for the United Kingdom;

12 for Austria;

13 for Luxembourg;

17 for Finland;

18 for Denmark;

19 for Romania;

20 for Poland;

21 for Portugal;

23 for Greece;

24 for Ireland;

25 for Croatia;

26 for Slovenia;

27 for Slovakia;

29 for Estonia;

32 for Latvia;

34 for Bulgaria;

36 for Lithuania;

49 for Cyprus;

50 for Malta

• 1.4 The certification mark shall also include in the vicinity of the rectangle the ‘base approval number’ as specified for Section 4 of the type-approval number set out in Annex 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)

• 1.5 Example of the certification markImage omitted; see official source

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.

• 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

Appendix 8

Standard torque loss values - Transmission

Calculated fallback values based on the maximum rated torque of the transmission:

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

Image omitted; see official source

where:

Tl,in	=	Torque loss related to the input shaft [Nm]
---	---	---
Tdx	=	Drag torque at x rpm [Nm]
---	---	---
Taddx	=	Additional angle drive gear drag torque at x rpm [Nm] (if applicable)
---	---	---
nin	=	Speed at the input shaft [rpm]
---	---	---
fT	=	1-η
---	---	---
η	=	efficiency
---	---	---
fT	=	0,01 for direct gear, 0,04 for indirect gears
---	---	---
fT_add	=	0,04 for angle drive gear (if applicable)
---	---	---
Tin	=	Torque at the input shaft [Nm]

For transmissions with tooth shift clutches (Synchronised Manual Transmissions (SMT), Automated Manual Transmissions or Automatic Mechanically engaged Transmissions (AMT) and Dual Clutch Transmissions (DCT)) the drag torque Tdx is calculated by

Image omitted; see official source

where:

Tmax,in	=	Maximum allowed input torque in any forward gear of transmission [Nm]
---	---	---
	=	max(Tmax,in,gear)
---	---	---
Tmax,in,gear	=	Maximum allowed input torque in gear, where gear = 1, 2, 3,… top gear). For transmissions with hydrodynamic torque converter this input torque shall be the torque at transmission input before torque converter.

For transmissions with friction shift clutches (> 2 friction clutches) the drag torque Tdx is calculated by

Image omitted; see official source

Here, ‘friction clutch’ is used in the context of a clutch or brake that operates with friction, and is required for sustained torque transfer in at least one gear.

For transmissions including an angle drive (e.g. bevel gear), the additional angle drive drag torque Taddx shall be included in the calculation of Tdx:

Image omitted; see official source

(only if applicable)

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:

nrated	=	Maximum engine speed at maximum power (determined from the engine full-load curve as calculated by the engine pre-processing tool) [rpm]
---	---	---
Tmax	=	Maximum engine torque (determined from the engine full-load curve as calculated by the engine pre-processing tool) [Nm]

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

Image omitted; see official source

Text of image

Overrun point

Coupling point

Intermediate point

Stall point

Figure 2

Generic torque ratio

Image omitted; see official source

Text of image

Coupling point

Overrun point

Stall point

where:

TP1000	=	Pump reference torque; Image omitted; see official source [Nm]
---	---	---
v	=	Speed ratio; Image omitted; see official source [-]
---	---	---
μ	=	Torque ratio; Image omitted; see official source [-]
---	---	---
vs	=	Speed ratio at overrun point; Image omitted; see official source [-]For TC with rotating housing (Trilock-Type) vs typically is 1. For other TC concepts, especially power split concepts, vs may have values different from 1.
---	---	---
vc	=	Speed ratio at coupling point; Image omitted; see official source [-]
---	---	---
v0	=	Stall point; v 0 = 0 [rpm]
---	---	---
vm	=	Intermediate speed ratio; Image omitted; see official source [-]

The model requires the following definitions for the calculation of the generic torque capacity:

Stall point:

• — Stall point at 70 % nominal engine speed.

• — Engine torque in stall point at 80 % maximum engine torque.

• — Engine/Pump reference torque in stall point: Image omitted; see official source

Intermediate point:

• — Intermediate speed ratio vm = 0,6 * vs

• — Engine/pump reference torque in intermediate point at 80 % of reference torque in stall point: Image omitted; see official source

Coupling 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: Image omitted; see official source

Overrun point:

• — Reference torque at overrun conditions = vs: Image omitted; see official source

The model requires the following definitions for the calculation of the generic torque ratio:

Stall point:

• — Torque ratio at stall point v0=0:

μ(v0) = 1,8/vs

Intermediate point:

• — Linear interpolation between stall point and coupling point

Coupling point:

• — Torque ratio at coupling point vc = 0,9 * vs: Image omitted; see official source

Overrun point:

• — Torque ratio at overrun conditions = vs: Image omitted; see official source

Efficiency:

n = μ * v

Linear interpolation between the calculated specific points shall be used.

Appendix 10

Standard torque loss values – other torque transferring components

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

Image omitted; see official source

For other hydrodynamic retarders (oil or water), the retarder drag torque shall be calculated by

Image omitted; see official source

For magnetic retarders (permanent or electro-magnetic), the retarder drag torque shall be calculated by:

Image omitted; see official source

where:

Tretarder	=	Retarder drag loss [Nm]
---	---	---
nretarder	=	Retarder rotor speed [rpm] (see point 5.1 of this Annex)
---	---	---
istep-up	=	Step-up ratio = retarder rotor speed / drive component speed (see point 5.1 of this Annex)

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:

Image omitted; see official source

where:

Tl,in	=	Torque loss related to the input shaft of transmission [Nm]
---	---	---
Taddx	=	Additional angle drive gear drag torque at x rpm [Nm] (if applicable)
---	---	---
nin	=	Speed at the input shaft of transmission [rpm]

| | | |

| --- | --- | --- | | fT | = | 1-η; η = efficiency fT_add = 0,04 for angle drive gear |

| | | |

| --- | --- | --- | | Tin | = | Torque at the input shaft of transmission [Nm] |

| | | |

| --- | --- | --- | | Tmax,in | = | Maximum allowed input torque in any forward gear of transmission [Nm] | | | | | | --- | --- | --- | | | = | max(Tmax,in,gear) |

| | | |

| --- | --- | --- | | Tmax,in,gear | = | Maximum allowed input torque in gear, where gear = 1, 2, 3,… top gear) |

Image omitted; see official source

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

• (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 ‘Transmission/General’

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 [^E0042]: ‘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.

[^E0042]: (¹)

DCT shall be declared as transmission type AMT.

Table 2

Input parameters ‘Transmission/Gears’ per gear

| 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 |

Table 3

Input parameters ‘Transmission/LossMap’ per gear and for each grid point in the loss map

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

| --- | --- | --- | --- | --- | | InputSpeed | P096 | double, 2 | [1/min] | | | InputTorque | P097 | double, 2 | [Nm] | | | TorqueLoss | P098 | double, 2 | [Nm] | |

Table 4

Input parameters ‘TorqueConverter/General’

| 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’ |

Table 5

Input parameters ‘TorqueConverter/Characteristics’ for each grid point in the characteristic curve

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

| --- | --- | --- | --- | --- | | SpeedRatio | P099 | double, 4 | [-] | | | TorqueRatio | P100 | double, 4 | [-] | | | InputTorqueRef | P101 | double, 2 | [Nm] | |

Table 6

Input parameters ‘ADC/General’ (only required if component applicable)

| 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’ |

Table 7

Input parameters ‘ADC/LossMap’ for each grid point in the loss map (only required if component applicable)

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

| --- | --- | --- | --- | --- | | InputSpeed | P173 | double, 2 | [1/min] | | | InputTorque | P174 | double, 2 | [Nm] | | | TorqueLoss | P175 | double, 2 | [Nm] | |

Table 8

Input parameters ‘Retarder/General’ (only required if component applicable)

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’

Table 9

Input parameters ‘Retarder/LossMap’ for each grid point in the characteristic curve (only required if component applicable)

Parameter name	Parameter ID	Type	Unit	Description/Reference
RetarderSpeed	P057	double, 2	[1/min]
TorqueLoss	P058	double, 2	[Nm]

ANNEX VII

VERIFYING AXLE DATA

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.

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.

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.

3.1   Run-in

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.

4.1   Test conditions

4.1.1   Ambient temperature

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.

4.1.2   Oil temperature

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.

4.1.3   Oil quality

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.

4.1.4   Oil viscosity

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.

4.1.5   Oil level and conditioning

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.

4.2   Test set-up

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.

4.2.1   Axle installation

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   Installation of torque meters

• 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.

4.2.3   Test set-up ‘Type A’

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 %.

Figure 1

Example of Test set-up ‘Type A’

Image omitted; see official source

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

4.2.4   Test set-up ‘Type B’

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.

4.3   Test procedure

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.

4.3.1   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/or verification, shall be traceable to national (international) standards.

4.3.1.1   Torque measurement

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.

4.3.1.2   Rotational speed

The uncertainty of the rotational speed sensors for the measurement of input and output speed shall not exceed ± 2 rpm.

4.3.1.3   Temperatures

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.

4.3.2   Measurement signals and data recording

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:

Torque: 1 kHz

Rotational speed: 200 Hz

Temperatures: 10 Hz

• 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.

4.3.3   Torque range:

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.