EN   EN 
 
 
 EUROPEAN  
COMMISSION   
Brussels, XXX   
[…](2021) XXX  draft  
ANNEXES 1 to 12  
 
ANNEXES  
to the  
Commission Implementing Regulation EU 2021/ ...  
amending Regulation (EU) 2017/2400 as regards the determination of the CO2 emissions 
and fuel consumption of medium and heavy lorries and heavy buses and the 
introduction of electric vehicles and other new technologies   
       
          
   
EN 1  EN ANNEX  I 
 
(1) The following list of annexes is placed before Annex I:  
‘LIST OF ANNEXES  
 
ANNEX I  Classification of vehicles in vehicle groups and method to determine CO 2 
emissions and fuel consumption for heavy buses  
ANNEX II  Requirements and procedures related to the operation of the simulation tool  
Appendix 1  Model of an information document for the purposes of operating the simulation 
tool with a  view to determining the CO 2 emissions and fuel consumption of new 
vehicles  
Appendix 2  Model of a licence to operate the simulation tool with a view to determining CO 2 
emissions and fuel consumption of new vehicles  
ANNEX III  Input information relating to the characteristic of the vehicle  
Appendix 1  Vehicle technologies not simulated by the simulation tool  
ANNEX IV  Model of the output files of the simulation tool  
ANNEX V  Verifying engine data  
Appendix 1  Model of a certificate of a component, separate techni cal unit or system  
Appendix 2  Engine Information Document  
Appendix 3  Engine CO 2-Family  
Appendix 4  Conformity of CO 2 emissions and fuel consumption related properties  
Appendix 5  Determination of power consumption of engine components  
Appendix 6  Markings  
Appendix 7  Input parameters for the simulation tool  
Appendix 8  Important evaluation steps and equations of the engine pre -processing tool  
Annex VI  Verifying transmission, torque converter, other torque transferring 
component and additional drivetrain  componen t data  
Appendix 1  Model of a certificate of a component, separate technical unit or system  
Appendix 2  Transmission information document  
Appendix 3  Hydrodynamic torque converter (TC) information document  
Appendix 4  Other torque transferring components (OTTC ) information document  
Appendix 5  Additional drivetrain  components (ADC) information document  
Appendix 6  Family Concept  
Appendix 7  Markings and numbering   
EN 2  EN Appendix 8  Standard torque loss values - Transmission  
Appendix 9  Generic model – torque converter  
Appe ndix 10  Standard torque loss values – other torque transferring components  
Appendix 11  Standard torque loss values – geared angle drive or drivetrain  component with a 
single speed ratio  
Appendix 12  Input parameters for the simulation tool  
Annex VII  Verifying axle data  
Appendix 1  Model of a certificate of a component, separate technical unit or system  
Appendix 2  Axle information document  
Appendix 3  Calculation of the standard torque loss  
Appendix 4  Family Concept  
Appendix 5  Markings and numbering  
Appe ndix 6  Input parameters for the simulation tool  
Annex VIII  Verifying air drag data  
Appendix 1  Model of a certificate of a component, separate technical unit or system  
Appendix 2  Air drag information document  
Appendix 3  Vehicle height requirements for rigid  lorries and tractors  
Appendix 4  Standard body and semitrailer configurations for rigid lorries and tractors  
Appendix 5  Air drag family  
Appendix 6  Conformity of the certified CO 2 emissions and fuel consumption related properties  
Appendix 7  Standard values  
Appendix 8  Markings  
Appendix 9  Input parameters for the vehicle energy consumption calculation tool  
Annex IX  Verifying lorry and bus auxiliary data  
Annex X  Certification procedure for pneumatic tyres  
Appendix 1  Model of a certificate of a component, separate technical unit or system  
Appendix 2  Tyre rolling resistance coefficient information document  
Appendix 3  Input parameters for the simulation tool  
Appendix 4  Numbering  
Annex Xa  Conformity of simulation tool operation and of CO 2 emissions and fuel 
consumption related properties of components, separate technical units and 
systems: verification testing procedure   
EN 3  EN Appendix 1  Main evaluation steps and equations as performed by the simulation tool in a 
verification testing procedure simulation  
Annex Xb  Certification of electric powertrain components  
Appendix 1  Model of a certificate of a component, separate technical unit or system  
Appendix 2  Information Document for an electric machine system  
Appendix 3  Information Document for an IEPC  
Appendix 4  Inform ation Document for an IHPC Type 1  
Appendix 5  Information Document for a battery system  
Appendix 6  Information Document for a capacitor system  
Appendix 7  (reserved ) 
Appendix 8  Standard values for electric machine system  
Appendix 9  Standard values for IEPC  
Appendix 10  Standard values for REESS  
Appendix 11  (reserved ) 
Appendix 12  Conformity of the certified CO 2 emissions and fuel consumption related properties  
Appendix 13  Family concept  
Appendix 14  Markings and numbering  
Appendix  15 Input parameters for the sim ulation tool  
Annex XI  Amendments to Directive 2007/46/EC  
’. 
 
‘ANNEX I  
CLASSIFICATION OF VEHICLES IN VEHICLE GROUPS AND METHOD TO 
DETERMINE CO2 EMISSIONS AND FUEL CONSUMPTION FOR HEAVY BUSES  
 
1. Classification of the vehicles for the purpose of this Regulation  
1.1 Classification of vehicles of category N  
 
 
 
 
Table 1   
EN 4  EN Vehicle groups for heavy lorries  
Description of elements relevant to the 
classification in vehicle groups  
Vehicle  group  Allocation of mission profile and vehicle configuration  Axle configuration  
Chassis configuration  
Technically permissible 
maximum laden mass (tons)  
Long haul  
Long haul EMS(*)  
Regional delivery  
Regional delivery EMS(*)  
Urban delivery  
Municipal utility  
Construction  
4x2 Rigid lorry 
(or 
tractor)(**)  > 7,4 –
7,5 1s   R  R   
Rigid lorry 
(or 
tractor)(**)  > 7,5 – 
10 1   R  R   
Rigid lorry 
(or 
tractor)(**)  > 10 – 12 2 R+T1   R  R   
Rigid lorry 
(or 
tractor)(**)  > 12 – 16 3   R  R   
Rigid lorry  > 16 4 R+T2   R  R R  
Tractor  > 16 5 T+ST  T+ST+T2  T+ST  T+ST+T2  T+ST    
Rigid lorry  > 16 4v 
(***)       R R 
Tractor  > 16 5v 
(***)        T+ST  
4x4 Rigid lorry  > 7,5 – 
16 (6)  
Rigid lorry  > 16 (7)  
Tractor  > 16 (8)  
6x2 Rigid lorry  all 
weights  9 R+T2  R+D+ST  R R+D+ST   R  
Tractor  all 
weights  10 T+ST  T+ST+T2  T+ST  T+ST+T2     
Rigid lorry  all 
weights  9v 
(***)       R R 
Tractor  all 
weights  10v 
(***)        T+ST  
6x4 Rigid lorry  all 
weights  11 R+T2  R+D+ST  R R+D+ST   R R 
Tractor  all 
weights  12 T+ST  T+ST+T2  T+ST  T+ST+T2    T+ST   
EN 5  EN 6x6 Rigid lorry  all 
weights  (13)  
Tractor  all 
weights  (14)  
8x2 Rigid lorry  all 
weights  (15)  
8x4 Rigid lorry  all 
weights  16       R 
8x6 8x8  Rigid lorry  all 
weights  (17)  
8x2 8x4 8x6 
8x8 Tractor  all 
weights  (18)  
5 axles, all 
configurations  Rigid lorry or 
tractor  all 
weights  (19)  
     
(*)     EMS - European Modular System  
(**)   In these vehicle classes tractors are treated as rigid lorries but with specific curb weight of tractor  
(***) Sub-group "v" of vehicle groups 4, 5, 9 and 10: these mission profiles are exclusively applicable to voc ational vehicles  
T = Tractor  
R = Rigid lorry & standard   
body  
T1, T2  = Standard trailers  
ST = Standard semitrailer  
D = Standard dolly  
 
Table 2  
Vehicle groups for medium l orries  
Description of elements relevant to the classification in 
vehicle groups  Allocation of mission profile and vehicle configuration   Axle configuration  
Chassis configuration  
Vehicle group  
Long haul  
Long haul EMS(*)  
Regional delivery  
Regional delivery EMS(*)  
Urban delivery  
Municipal utility  
Construction   
FWD  / 
4x2F  Rigid Lorry (or tractor)  (51)         
Van (52)          
EN 6  EN RWD  / 
4x2 Rigid Lorry (or tractor)  53   R  R    
Van 54   I  I    
AWD  / 
4x4 Rigid Lorry (or tractor)  (55)         
Van (56)         
   
(*) EMS - European Modular System  
R = Standard body  
I = Van with its integrated body  
FWD  = Front wheel driven  
RWD  = Single driven axle which is not the front axle  
AWD  = More than a single driven axle  
 
1.2.  Classification of vehicles of category M  
1.2.1.   Heavy buses  
1.2.2.  Classification of primary vehicles  
 
 
 
Table 3  
Vehicle groups for primary vehicles  
Description of 
elements relevant to 
the classification in 
vehicle groups  
Vehicle 
group(1) Allocation of generic 
body  
Vehicle 
sub-
group  Allocation of mission profile  
Number 
of axles  Artic -
ulated  Low 
floor 
(LF) / 
High 
floor 
(HF) (2) Number 
of decks 
(3) 
Heavy Urban  
Urban  
Suburban  
Interurban  
Coach  
2 no P31/32  LF SD P31 SD  x x x x   
DD P31 DD  x x x     
HF SD P32 SD        x x 
DD P32 DD        x x 
3 no P33/34  LF SD P33 SD  x x x x    
EN 7  EN DD P33 DD  x x x     
HF SD P34 SD        x x 
DD P34 DD        x x 
yes P35/36  LF SD P35 SD  x x x x   
DD P35 DD  x x x     
HF SD P36 SD        x x 
DD P36 DD        x x 
4 no P37/38  LF SD P37 SD  x x x x   
DD P37 DD  x x x     
HF SD P38 SD        x x 
DD P38 DD        x x 
yes P39/40  LF SD P39 SD  x x x x   
DD P39 DD  x x x     
HF SD P40 SD        x x 
DD P40 DD        x x 
 
 (1) “P” indicates the primary stage of the classification; the two numbers separated by the slash indicate the numbers 
for vehicle groups the vehicle can be allocated in the complete or completed stage.  
(2) “Low floor” means vehicle codes “CE”, “CF”, “CG”, “CH”, as set out in point 3 of part C of Annex I to 
Regulation (EU) 2018/858.  
“High floor” means vehicle codes “CA”, “CB”, “CC”, “CD”, as set out in point 3 of part C of Annex I to 
Regulation (EU) 2018/858 . 
(3) “SD” means single deck vehicle, “DD” means double deck.  
 
1.2.3.  Classification of complete vehicles or completed vehicles  
The classification of complete or completed vehicles that are heavy buses is based on the 
following six criteria:  
(a) Number of ax les;  
(b) Vehicle code as set out in Annex I, part C, point 3, to Regulation (EU) 2018/858;  
(c) Class of vehicle in accordance with paragraph 2 of UN Regulation No 107*; 
(d) Low entry vehicle (‘yes/no’  information derived from vehicle code and type of axle) to 
be deter mined according the decision flow shown in Figure 1;  
(e) Number of passengers in lower deck from the Certificate of Conformity as set out in 
Annex VIII to Commission Impleme nting Regulation (EU) 2020/683** or equivalent 
documents in case of individual vehicle approval ; 
(f) Height of the integrated body to be determined in accord ance with Annex VIII .  
 
  
EN 8  EN Figure 1 
Decision flow to determine whether a vehicle is ‘low entry’ or not : 
 
 
  
 
 
The corresponding classification to be used is given in Tables 4, 5 and 6.  
 
Table 4  
Vehicle groups for complete vehicles and completed vehicles that are heavy buses  
with 2 axles  
Description of elements relevant to the classification in vehicle groups  
Vehicle group  
Allocation of  
mission profile  Number of Axles  
Chassis configuration  
(explanation only)  
Vehicle Code (*)  
Class of vehicle  
(**) 
Low Entry  
(Vehicle Code CE or CG only)  
Passenger seats in lower deck  
(Vehicle Code CB or CD only)  
Height of the integrated body in [mm]  
(Vehicles Class "II+III" only)  
I I+II 
or 
A II II+III  III 
or 
B 
Heavy Urban  
Urban  
Suburban  
Interurban  
Coach  
 
EN 9  EN 2 rigid  LF SD CE x x x     no - - 31a x x x   
x x      yes - - 31b1  x x x   
  x     yes - - 31b2  x x x x  
DD CF x x x     - - - 31c x x x   
open 
top SD CI x x x x x - - - 31d x x x   
DD CJ x x x x x - - - 31e x x x   
HF SD CA     x     - - - 32a    x x 
      x   - - ≤ 
3100  32b    x x 
      x   - - > 
3100  32c    x x 
        x - - - 32d    x x 
DD CB     x x x - ≤ 6 - 32e    x x 
    x x x - >6 - 32f    x x 
(*) In accordance with Regulation (EU) 2018/858.  
(**) In accordance with paragraph 2 of UN Regulation No. 107.  
 
 
Table 5  
Vehicle groups for complete vehicles and completed vehicles that are heavy buses  
with 3 axles  
Description of elements relevant to the classification in vehicle groups  
Vehicle group  
Allocation of  
mission profile  Number of Axles  
Chassis configuration  
(explanation only)  
Vehicle Code (*)  
Class of vehicle  
(**) 
Low Entry  
(Vehicle Code CE or CG only)  
Passenger seats in lower deck  
(Vehicle Code CB or CD only)  
Height of the integrated body in [mm]  
(Vehicles Class "II+III" only)  
I I+II 
or 
A II II+III  III 
or 
B 
Heavy Urban  
Urban  
Suburban  
Interurban  
Coach  
3 rigid  LF SD CE x x x     no - - 33a x x x   
x x      yes - - 33b1  x x x   
  x     yes - - 33b2  x x x x  
DD CF x x x     - - - 33c x x x   
open 
top SD CI x x x x x - - - 33d x x x   
DD CJ x x x x x - - - 33e x x x   
HF SD CA     x     - - - 34a    x x 
      x   - - ≤3100  34b    x x 
      x   - - >3100  34c    x x 
        x - - - 34d    x x 
DD CB     x x x - ≤ 6 - 34e    x x  
EN 10  EN     x x x - >6 - 34f    x x 
articu -
lated  LF SD CG x x x     no - - 35a x x x   
x x      yes - - 35b1  x x x   
  x     yes - - 35b2  x x x x  
DD CH x x x     - - - 35c x x x   
HF SD 
CC     x     - - - 36a    x x 
      x   - - ≤3100  36b    x x 
SD       x   - - >3100  36c    x x 
        x - - - 36d    x x 
DD CD     x x x - ≤ 6 - 36e    x x 
    x x x - >6 - 36f    x x 
(*) In accordance with Regulation (EU) 2018/858.  
(**) In accordance with paragraph 2 of UN Regulation No. 107.  
 
 
 
Table 6  
Vehicle groups for complete vehicles and completed vehicles that are heavy buses  
with 4 axles  
Description of elements relevant to the classification in vehicle groups  
Vehicle group  
Allocation of  
mission profile  Number of Axles  
Chassis configuration  
(explanation only)  
Vehicle Code (*)  
Class of vehicle  
(**) 
Low Entry  
(Vehicle Code CE or CG only)  
Passenger seats in lower deck  
(Vehicle Code CB or CD only)  
Height of the integrated body in [mm]  
(Vehicles Class "II+III" only)  
I I+II 
or 
A II II+III  III 
or 
B 
Heavy Urban  
Urban  
Suburban  
Interurban  
Coach  
4 rigid  LF SD CE x x x     no - - 37a x x x   
x x      yes - - 37b1  x x x   
  x     yes - - 37b2  x x x x  
DD CF x x x     - - - 37c x x x   
open 
top SD CI x x x x x - - - 37d x x x   
DD CJ x x x x x - - - 37e x x x   
HF SD CA     x     - - - 38a    x x 
      x   - - ≤3100  38b    x x 
      x   - - >3100  38c    x x 
        x - - - 38d    x x 
DD CB     x x x - ≤ 6 - 38e    x x  
EN 11  EN     x x x - >6 - 38f    x x 
articu -
lated  LF SD CG x x x     no - - 39a x x x   
x x      yes - - 39b1  x x x   
  x     yes - - 39b2  x x x x  
DD CH x x x     - - - 39c x x x   
HF SD 
CC     x     - - - 40a    x x 
      x   - - ≤3100  40b    x x 
SD       x   - - >3100  40c    x x 
        x - - - 40d    x x 
DD CD     x x x - ≤ 6 - 40e    x x 
    x x x - >6 - 40f    x x 
(*) In accordance with Regulation (EU) 2018/858.  
(**) In accordance with paragraph 2 of UN Regulation No. 107.  
 
 
 
2.  Method to determine CO 2 emissions and fuel consumption for heavy buses  
2.1. For heavy buses the vehicle specifications of the complete vehicle or completed vehicle 
including properties of the final bodywork and auxiliary units shall be reflected in the 
results for CO 2 emissions and fuel consumption. In the case of  heavy buses built in steps, 
more than a single manufacturer may be involved in the process of generation of input 
data and input information and the operation of the simulation tool. For heavy buses the 
CO 2 emissions an d fuel consumption shall be based on the following two different 
simulations:  
(a) for the primary vehicle;  
(b) for the complete vehicle or completed vehicle . 
2.2. If a heavy bus is approved by a manufacturer as a complete vehicle, the simulations shall 
be performe d for both the primary vehicle and the complete vehicle.  
2.3. For the primary vehicle  the input to the simulation tool covers input data regarding the 
engine, transmission, tyres and input information for a subset of auxiliary units***. The 
classification  into vehicle groups is performed in accordance with  Table 3 based on the 
number of axles and the information whether the vehicle is an articulated  bus or not. In 
the simulations for the primary vehicle the simulation tool allocates a set of four different  
generic bodies (high floor and low floor, single deck and double deck bodywork) and 
simulates the 11 mission profiles as listed in Table  3 for each vehicle group for two 
different loading conditions. This leads to a set of 22 results for CO 2 emissions and  fuel 
consumption for a primary heavy bus. The simulation tool produces the vehicle 
information fi le for the initial step (VIF 1), which contains all necessary data to be handed 
over to the subsequent manufacturing step. The VIF 1 comprises all non -confident ial input 
data, the results for energy consumption**** in [MJ/km] , information on the primary 
manufacturer and the relevant hashes*****.   
EN 12  EN 2.4. The manufacturer of the primary vehicle shall make the VIF 1 available to the 
manufacturer responsible for the subsequent manufacturing  step. In case a manufacturer 
of a primary vehicle provides data going beyond the primary vehicle requirements as set 
out in Annex III, this data does not influence the simulation r esults for the primary vehicle 
but is written into the VIF 1 to be considered in later steps. For a primary vehicle the 
simulation tool furthermore produces a manufacturer’s records file.  
2.5. In the case of an interim vehicle,  the interim manufacturer is r esponsible for a sub -set of 
relevant input data and input information for the final bodywork******. An interim 
manufacturer  does not apply for certification of the completed vehicle. An interim 
manufacturer shall add or update information relevant for the completed vehicle and 
operate the simulation tool to produce an updated and hashed version of  the vehicle 
information file (VIF i)*******. The VIF i shall be made available  to the manufacturer 
responsible for the subsequent manufacturing step. For interim ve hicles the VIF i also 
covers the task of documentation towards approval authorities. No simulations of CO 2 
emissions and/or  fuel consumption are performed on interim vehicles.  
2.6. If a manufacturer performs modifications to an interim , complete  or complet ed vehicle , 
which would require updates to the input data or the input information allocated to the 
primary vehicle (e.g. a change of an axle or of tyres), the manufacturer performing the 
modification acts as a primary vehicle manufacturer with the corresp onding 
responsibilities.  
2.7. For a complete or completed vehicle the manufacturer shall complement and, if necessary, 
update the input data and input information for the final bodywork as transmitted in the 
VIF i from the previous manufacturing step and sh all operate the simulation tool to 
calculate the CO 2 emissions and fuel consumption. For the simulations at this stage, heavy 
buses are classified based on the six criteria set out in point 1.2.3.  into the vehicle groups 
as listed in Table s 4, 5 and 6. To determine CO 2 emissions and fuel consumption of 
complete vehicles or completed vehicles that are heavy buses the simulation tool performs 
the following calculation steps:  
2.7.1.  Step 1 - Selection of the primary vehicle sub -group which matches the bodywor k of the 
complete or completed vehicle (e.g. “P34 DD” for “34f”) and making available the 
corresponding results for energy consumption from the primary vehicle simulation.  
2.7.2.  Step 2 - Performing simulations to quantify the influence of the bodywork and auxiliaries 
of the complete vehicle or completed vehicle compared to the generic bodywork and 
auxiliaries, as considered in the simulations for the primary vehicle regarding energy 
consumption. In these simulations, generic data are used for the set of  primary vehicle 
data, which are not part of the information transfer between different manufacturing steps 
as provided by the VIF********. 
 2.7.3.  Step 3 - Combining energy consumption results from the primary vehicle simulation as 
made available by step 1 with the results from step 2 provides the energy consumption 
results of the complete or completed vehicle. The details of this calculation step are 
documented in the user manual of the simulation tool.   
EN 13  EN 2.7.4.  Step 4 - Results for CO 2 emissions and fuel c onsumption of the vehicle are calculated 
based on the results of step 3 and the generic fuel specifications as stored in the simulation 
tool. Steps 2, 3 and 4 are performed separately for each combination of mission profile as 
listed in the Tables 4 , 5 and  6 for the vehicle groups in both low and representative 
loading condition.  
2.7.5.  For a complete vehicle or completed vehicle the simulation tool produces a 
manufacturer’s records file, a customer information file as well as a VIF i. The VIF i shall 
be made  available  to the subsequent manufacturer in case the vehicle undergoes a further 
step to be completed.  
Figure 2 shows the data flow based on the example of a vehicle produced in five CO 2 
related manufacturing steps.  
 
 
Figure 2 
Example of data flow in case of a heavy bus manufactured in five steps  
 
 
___________________  
* UN Regulation No 107 of the Economic Commission for Europe of the United Nations (UNECE) — 
Uniform provisions concerning the approval of category M2 or M3 vehicles  with regard to their general 
construction (OJ L 52, 23.2.2018, p. 1).  
** Commission Implementing Regulation (EU) 2020/683 of 15 April 2020 implementing Regulation (EU) 
2018/858 of the European Parliament and of the Council with regards to the administrati ve requirements for 
the approval and market surveillance of motor vehicles and their trailers, and of systems, components and 
separate technical units intended for such vehicles (OJ L 163, 26.5.2020, p. 1).  
*** Input information and input data as defined i n Annex III for primary vehicles.  
**** The results for CO 2 emissions and fuel consumption do not need to be submitted via the VIF, as this 
information can be calculated from results for energy consumption and the known fuel type.  
 
EN 14  EN ***** The content of the VIF is specified in detail in Annex IV, Part III. 
****** Subset for input information and input data as defined in Annex III for complete and completed 
vehicles.  
******* ‘i’ represents the number of manufacturing steps involved in the process so far.  
******** See Annex IV, PART III, point 1.1 . 
 
’. 
 
   
EN 15  EN ANNEX II 
Annex II is amended as follows:  
(1) in point 2.1. , paragraph  (b) is replaced by the following:  
‘that the processes used during the demonstration are applied in the same manner in all the 
producti on facilities manufacturing vehicles belonging to the application case concerned’;  
(2) in point 2.1. , the last paragraph is replaced by the following:  
‘For the purpose of point (a) of the second paragraph, the verification shall include determination 
of the CO 2 emissions and fuel consumption of at least one vehicle from each production facility 
for which the licence has been applied for.’;  
(3) in Appendix 1 , point 1 of SECTION I , the text is replaced by the following:  
‘Name and address of vehicle manufacturer:’;  
(4) in Appendix 1, point 3  of SECTION I , the text is replaced by the following:  
‘Application case covered:’;  
(5) in Appendix 2, point 0.1  of SECTION I , the text is replaced by the following:  
‘Name and address of vehicle manufacturer:’;  
(6) in Appendix 2, point 0.2 of SE CTION I, the text is replaced by the following:  
‘Production facilities and/or a ssembly plants for which the processes referred to in point 1 of 
Annex II of Commission Regulation (EU) 2017/2400 have been set up with a view to the 
operation of the simulation  tool’; 
(7) in Appendix 2, point 0. 3 of SECTION I , the text is replaced by the following:  
‘Application case covered:’.  
 
   
EN 16  EN ANNEX III  
 
 ‘ANNEX III  
INPUT INFORMATION RELATING TO THE CHARACTERISTIC OF THE 
VEHICLE  
1. Introduction  
This Annex describes the list of parameters to be provided by the vehicle manufacturer 
as input to the simulation tool. The applicable XML schema as well as example data are 
available at the dedicated electronic distribution platform.  
2. Definitions  
(1) “Parameter ID”: Unique identifier as us ed 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:SS Z with italic letters denoting fixed 
characters  e.g. “2002 -05-30T09:30:10 Z” 
integer ……  value with an integral data type, no leading zeros, e.g. “1800”  
double, X ....  fractiona l 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  
(4) “corrected actual mass of the vehicle” mean s the mass as specified under th e 
'actual mass of the vehicle' in accordance with Commission Regulation (E U) No 
1230/2012* with an exception for the tank(s) which shall be filled to at least 50% 
of its or their capacity/ies. The liquid containing systems are filled to 100 % of the 
capaci ty specified by the manufacturer , except the liquid containing systems for 
waste water that must remain empty . 
For medium rigid lorries, heavy rigid lorries and tractors the mass is determined  
without superstructure and corrected by the additional weight o f the non -installed 
standard equipment as specified in point 4.3. The mass of a standard body, 
standard semi -trailer or standard trailer to simulate the complete vehicle or 
complete vehicle -(semi -)trailer combination are added automatically by the 
simulati on tool. All parts that are mounted on and above the main frame are 
regarded as superstructure parts if they are only installed for facilitating a 
superstructure, independent of the necessary parts for in running order conditions.   
EN 17  EN For heavy buses that are primary vehicles “corrected actual mass of the vehicle” is 
not applicable as the generic mass value is allocated by the simulation tool.  
(5) “Height of the integrated body” means the difference in “Z” -direction between the 
reference point “A” of the highest point and lowest point “B” of an integrated 
body (see Error! Reference source not found. ). For vehicles deviating from the 
standard case, the following cases are applicable (see Figure 2):  
Special case 1, two levels: Height of the integrated body is the average of h1 and 
h2, where  
– h1 is the difference between point A, but determined in the cross section of 
the vehicle at the rear end of first passenger door, and point B  
– h2 is the difference between point A and point B  
Special case 2, inclined: Height of the integrated body is the average of h1 and h2, 
where  
– h1 is the di fference between point A, but determined in the cross section of 
the vehicle at the rear end of first passenger door, and point B  
– h2 is the difference between point A and point B  
Special case 3, open top with roof section:  
– Height of the integrated body de termined in the remaining roof section  
Special case 4, open top without any roof section:  
– Height of the integrated body is the difference between the highest point of 
the vehicle within one metre  in the longitudinal direction of the front screen 
or upper front screen, in case of a double decker, and point B  
For all other cases not covered by standard or special cases 1 to 4 the height of the 
integrated body is the difference between the highest point of the vehicle and point 
B. This parameter is only relev ant for heavy buses.  
 
Figure 1  
Height of the integrated body – standard case  
  
EN 18  EN  
 
Figure 2:  
Height of the integrated body – special cases  
 
 
(6) Reference point “A” means the highest point on the bodywork (Figure 1). 
Body and/or design panels, brackets for mounting e.g. HVAC systems, 
hatches and similar items shall not be considered.  
 
EN 19  EN (7) Reference point “B” means the lowest point on the lower outside edge of the 
bodywork (Figure 1). Brackets e.g. for axle mounting shall not be 
considered.  
(8) “Vehicle length” means the vehicle dimension in accord ance with  Table I of 
Appendix 1 of Annex I to Regulation (EU) 1230/2012. Additionally, 
removable load carrier d evices, non -removable  coupling devices and any 
other non -removable exterior parts which do not affect the usable space for 
passengers shall not be taken into account . This parameter is only relevant 
for heavy buses.  
(9) “Vehicle width” means the vehicle dimen sion in accord ance with  Table II of 
Appendix 1 of Annex I to Regulation (EU) 1230/2012. Deviating from these 
provisions and not to be considered are removable load carrier devices , non-
removable coupling devices  and an y other non -removable exterior parts 
which do not affect the usable space for passengers.  
(10) “Entrance height in non -kneeled position” means the floor level within  the 
first door aperture above the ground , measured at the most forward door of 
the vehicle when the vehicle is in non -kneeled position.  
(11) "Fuel cell" means an energy converter transforming chemical energy (input) 
into electrical energy (output) or vice versa.  
(12) "Fuel cell vehicle" (FCV) means a vehi cle equipped with a powertrain 
containing exclusively fuel cell(s) and electric machine(s) as propulsion 
energy converter(s).  
(13) "Fuel cell hybrid vehicle" (FCHV) means a fuel cell vehicle equipped with a 
powertrain containing at least one fuel storage system  and at least one 
rechargeable electric energy storage system as propulsion energy storage 
systems.  
(14) "Pure ICE vehicle" means a vehicle where all of the propulsion energy 
converters are internal combustion engines.  
(15) "Electric machine" (EM) means an energy co nverter transforming between 
electrical and mechanical energy.  
(16) "Energy storage system" means a system which stores energy and releases it 
in the same form as was input.  
(17) "Propulsion energy storage system" means an energy storage system of the 
powertrain whi ch is not a peripheral device and whose output energy is used 
directly or indirectly for the purpose of vehicle propulsion.  
(18) "Category of propulsion energy storage system" means a fuel storage 
system, or a rechargeable electric energy storage system (REESS) , or a 
rechargeable mechanical energy storage system.  
(19) "Downstream" means a position in the vehicle’s powertrain that is closer to 
the wheels than the actual reference position.   
EN 20  EN (20) "Drivetrain" means the connected elements of the powertrain for 
transmission of  the mechanical energy between the propulsion energy 
converter(s) and the wheels.  
(21) "Energy converter" means a system where the form of energy output is 
different from the form of energy input.  
(22) "Propulsion energy converter" means an energy converter of the p owertrain 
which is not a peripheral device whose output energy is used directly or 
indirectly for the purpose of vehicle propulsion.  
(23) "Category of propulsion energy converter" means an internal combustion 
engine, or an electric machine, or a fuel cell.  
(24) "Form of energy" means electrical energy, or mechanical energy, or  
chemical energy (including fuels).  
(25) "Fuel storage system" means a propulsion energy storage system that stores 
chemical energy as liquid or gaseous fuel.  
(26) "Hybrid vehicle" (HV) means a vehicle e quipped with a powertrain 
containing at least two different categories of propulsion energy converters 
and at least two different categories of propulsion energy storage systems.  
(27) "Hybrid electric vehicle" (HEV) means a hybrid vehicle where one of the 
propu lsion energy converters is an electric machine and the other one is an 
internal combustion engine.  
(28) “Serial HEV” means a HEV with a powertrain architecture where the ICE 
powers one or more electrical energy conversion paths with no mechanical 
connection between the ICE and the wheels of the vehicle.  
(29) "Internal Combustion Engine (ICE)" means an energy converter with 
intermittent or continuous oxidation of combustible fuel transforming 
between chemical and mechanical energy.  
(30) "Off-vehicle charging hybrid elec tric vehicle" (OVC -HEV) means a hybrid 
electric vehicle that can be charged from an external source.  
(31) “Parallel HEV” means a HEV with a powertrain architecture where the ICE 
powers only a single mechanically connected path between the engine and 
the wheels of the vehicle.  
(32) "Peripheral devices" means any energy consuming, converting, storing or 
supplying devices, where the energy is not directly or indirectly used for the 
purpose of vehicle propulsion but which are essential to the operation of the 
powertrain.  
(33) "Powertrain" means the total combination in a vehicle of propulsion energy 
storage system(s), propulsion energy converter(s) and the drivetrain(s) 
providing the mechanical energy at the wheels for the purpose of vehicle 
propulsion, plus peripheral devices .  
EN 21  EN (34) ‘Pure Electric Vehicle’ (PEV) means a motor vehicle pursuant to Regulation 
(EU)  2018/858, article 3(16), equipped with a powertrain containing 
exclusively electric machines as propulsion energy converters and 
exclusively rechargeable electric energy stor age systems as propulsion 
energy storage systems and/or alternatively any other means for direct 
conductive or inductive supply of electric energy from the power network 
providing the propulsion energy to the motor vehicle.  
(35) "Upstream" means a position in the vehicle’s powertrain that is further away 
from the wheels than the actual reference position.  
(36) “IEPC” means an integrated electric powertrain component in accordance 
with point 2(36) of Annex Xb.  
(37) “IHPC Type 1” means an integrated hybrid electric vehicle  powertrain 
component Type 1 in accordance with point 2(38) of Annex Xb.  
 
 
3. Set of input parameters  
In Table s 1 to 11 the sets of input parameters  to be provided regarding the characteristics 
of the vehicle are specified. Different sets are defined depen ding on the application case 
(medium lorries, heavy lorries and heavy buses).  
For heavy buses a differentiation is made between input parameters to be provided for 
the simulations at the primary vehicle and for the simulations at the complete  vehicle  or 
completed vehicle. The following provisions apply:  
– Primary vehicle manufacturers shall provide all parameters listed in the 
primary vehicle column.  
– Primary vehicle manufacturers may furthermore provide additional input 
parameters related to the complete or  completed vehicle, which can be 
determined already at this initial stage. In this case information on 
Manufacturer (P235), Manufacturer Address (P236), VIN (P238) and Date 
(P239) shall be provided both for the set of primary input parameters and for 
the set of additional input parameters.  
– Interim manufacturers shall provide input parameters related to the complete 
or completed vehicle which can be determined at this stage and which are 
under their responsibility. If a parameter which was already provided by a 
previous manufacturing stage  is updated , the entire status of the parameter 
must be specified (example: if a second heat pump is added to the vehicle, 
the technology of both systems shall be provided). Information on 
Manufacturer (P235), Manufacturer Address (P236), VIN (P238) and Date 
(P239) and shall be provided by interim manufacturers in all cases;  
– Manufactures of the completed vehicle shall provide input parameters which 
can be determined at this stage and which are under their responsibility. Fo r 
necessary updates of parameters already provided by previous  
EN 22  EN manufacturing stages the same provisions as for interim manufacturers 
apply. Information on Manufacturer (P235), Manufacturer Address (P236) 
VIN (P238), Date (P239) and Corrected Actual Mass (P 038) shall be 
provided in all cases. In order to be able to carry out the necessary 
simulations, the consolidated data set from all manufacturing  stages must 
contain the entire information listed in the column for the complete vehicle 
or completed vehicle;  
– Manufacturers related to the complete stage shall provide all input 
parameters. Information on Manufacturer (P235), Manufacturer Address 
(P236) VIN (P238) and Date (P239) shall be provided both for the primary 
input parameters and for the complete vehicle  input parameters;  
– The parameter “VehicleDeclarationType” (P293) shall be delivered by all 
manufacturing stages which provide any of the parameters as listed for the 
complete or completed vehicle.  
 
Table 1  
Input parameters “Vehicle/General”  
Parameter name  Parameter 
ID Type  Unit Description/Reference  
Heavy lorries  
Medium lorries  
Heavy buses (primary vehicle)  
Heavy buses   
(complete or completed vehicle)  
Manufacturer  P235  Token  [-]   X X X X 
Manufacturer 
Address  P252  Token  [-]   X X X X 
Model  P236  Token  [-]   X X X X 
VIN P238  Token  [-]   X X X X 
Date  P239  dateTime  [-] Date and time when input 
information and input data is 
created  X X X X 
Legislative  
Category  P251  String  [-] Allowed values: "N2", 
"N3",“M3”  X X X X 
ChassisConfigurat
ion P036  String  [-] Allowed values:  "Rigid 
Lorry",  "Tractor", “Van”, “Bus”  X X X   
EN 23  EN Parameter name  Parameter 
ID Type  Unit Description/Reference  
Heavy lorries  
Medium lorries  
Heavy buses (primary vehicle)  
Heavy buses   
(complete or completed vehicle)  
AxleConfiguratio
n P037  String  [-] Allowed values:  "4x2", 
“4x2F”,  "6x2",  "6x4",  “8x2”, 
"8x4"  
where “4x2F” refers to 4x2 
vehicles with a driven front axle  X X X  
Articulated  P281  boolean   In accordance with Article 3, 
point (37)    X  
CorrectedActual
Mass  P038  Int [kg] In accordance with “Corrected 
actual mass of the vehicle” as 
specified in point 2(4)  X X  X 
TechnicalPermissi
bleMaximum 
LadenMass  P041  int [kg] In accordance with Article 2 , 
point (7) of Regulation (EU) No 
1230/2012   X X X X 
IdlingSpeed  P198  int [1/min]  In accordance with point 7.1  
For PEV no input is required . X X X  
RetarderType  P052  string  [-] Allowed 
values:  "None",  "Losses 
included in Gearbox",  "Engine 
Retarder",  "Transmission Input 
Retarder",  "Transmission Output 
Retarder", “Axlegear Input 
Retarder”  
“Axlegear Input Retarder” is 
only applicable for powertrain 
architectures “E3” , “S3” , “S-
IEPC” and “E -IEPC”  X X X  
RetarderRatio  P053  double, 3  [-] Step-up ratio in accordance with 
table 2 of Annex VI  X X X  
AngledriveType  P180  string  [-] Allowed 
values:  "None",  "Losses 
included in Gearbox",  "Separate 
Angledrive"  X X X   
EN 24  EN Parameter name  Parameter 
ID Type  Unit Description/Reference  
Heavy lorries  
Medium lorries  
Heavy buses (primary vehicle)  
Heavy buses   
(complete or completed vehicle)  
PTOShafts 
GearWheels1 P247  string  [-] Allowed values:  "none",  "only 
the drive shaft of the 
PTO",  "drive shaft and/or up to 
2 gear wheels",  "drive shaft 
and/or more than 2 gear 
wheels", “only one engaged 
gearwheel above oil level” , 
“PTO which includes 1 or more 
additional gearmesh(es), without 
disconnect clutch”  X    
PTOOther 
Elements(1) P248 string  [-] Allowed values:  "none",  "shift 
claw, synchronizer, sliding 
gearwheel",  "multi -disc 
clutch",  "multi -disc clutch, oil 
pump"  X    
CertificationNum
berEngine  P261  token  [-] Only applicable if the 
component is present in the 
vehicle   X X X  
CertificationNum
berGearbox  P262  token  [-] Only applicable if the 
component is present in the 
vehicle  and certified input data 
is provided  X X X  
CertificationNum
berTorqueconvert
er P263  token  [-] Only applicable if the 
component is present in the 
vehicle  and certified input data 
is provided  X X X  
CertificationNum
berAxlegear  P264  token  [-] Only applicable if the 
component is present in the 
vehicle  and certified input data 
is provided  X X X  
CertificationNum
berAngledrive  P265  token  [-] Refers to certified ADC 
component installed in the angle X X X  
                                                 
1 In case of multiple PTOs mounted to the transmission, only the component with the highest losses 
according to point 3.6 of Annex IX, for its combination of criteria “PTOShaftsGearWheels” and 
“PTOShafts OtherElements”, shall be declared.   
EN 25  EN Parameter name  Parameter 
ID Type  Unit Description/Reference  
Heavy lorries  
Medium lorries  
Heavy buses (primary vehicle)  
Heavy buses   
(complete or completed vehicle)  
drive position.  
Only applicable if the 
component is present in the 
vehicle  and certified input data 
is provided  
CertificationNum
berRetarder  P266  token  [-] Only applicable if the 
component is present in the 
vehicle  and certified input data 
is provided  X X X  
Certification 
NumberAirdrag  P268  token  [-] Only applicable if certified input 
data is provided  X X  X 
AirdragModified
Multistage  P334  boolean  [-] Input required for all 
manufacturing stages 
subsequent to a first entry to the 
air drag component.  
If parameter is set to ‘true’ w/o 
providing an certified air drag 
component, the simulation tool 
applies standard values 
according to Annex VIII.     X 
Certification 
NumberIEPC  P351  token  [-] Only applicable if the 
component is present in the 
vehicle  and certified input data 
is provided  X X X  
ZeroEmissionVeh
icle P269  boolean  [-] As defined in Article 3 , point 
(15) X X X  
VocationalVehicl
e P270  boolean  [-] In accordance with Article 3 , 
point (9) of Regulation (EU) 
2019/1242  X    
NgTankSystem  P275  string  [-] Allowed values: “Compressed”, 
“Liquefied"  
Only relevant for vehicles with 
engines of fuel type “NG PI” 
and “NG CI” (P193)  X X  X  
EN 26  EN Parameter name  Parameter 
ID Type  Unit Description/Reference  
Heavy lorries  
Medium lorries  
Heavy buses (primary vehicle)  
Heavy buses   
(complete or completed vehicle)  
In case both tank systems are 
present on a vehicle, the system 
which is able to contain the 
higher amount of fuel energy 
shall be declared as input to the 
simulation tool.  
Sleepercab  P276  boolean  [-]  X    
ClassBus  P282  string  [-] Allowed values: “I”, “I+II”, 
“A”, “II”, “II+III”, “III”, “B” in 
accordance with point 2 of UN 
Regulation No 107 Rev.06     X 
NumberPassenger
sSeatsLowerDeck  P283  int [-] Number of passenger seats - 
excluding driver and crew seats.  
In case of a double deck vehicle 
this parameter shall be used to 
declare the passenger seats from 
the lower deck. In case of a 
single deck vehicle this 
parameter shall be used to 
declare the number of total 
passenger seats.     X 
NumberPassenger
sStandingLowerD
eck P354  int [-] Number of registered standing 
passengers  
In case of a double deck vehicle 
this parameter shall be used to 
declare the registered standing 
passengers from the lower deck. 
In case of a single deck vehicle 
this p arameter shall be used to 
declare the total number of 
registered standing passengers.     X 
NumberPassenger
sSeatsUpperDeck  P284  int [-] Number of passenger seats - 
excluding driver and crew seats 
of the upper deck in a double 
deck vehicle.     X  
EN 27  EN Parameter name  Parameter 
ID Type  Unit Description/Reference  
Heavy lorries  
Medium lorries  
Heavy buses (primary vehicle)  
Heavy buses   
(complete or completed vehicle)  
For single deck  vehicles “0” 
shall be provided as input.  
NumberPassenger
sStandingUpperD
eck P355  int [-] Number of registered standing 
passengers of the upper deck in 
a double deck vehicle.  
For single deck vehicles “0” 
shall be provided as input.     X 
BodyworkCode  P285  int [-] Allowed values: “CA”, “CB”, 
“CC”, “CD”, “CE”, “CF”, 
“CG”, “CH”, “CI”, “CJ” in 
accordance with point 3 of part 
C of Annex I to Regulation (EU) 
2018/585.  
In case of bus chassis with 
vehicle code CX no input shall 
be delievered.     X 
LowEntry  P286  boolean  [-] “low entry” in accordance with 
point 1.2.2.3 of Annex I     X 
HeightIntegratedB
ody P287  int [mm]  in accordance with point 2(5)     X 
VehicleLength  P288  int [mm]  in accordance with point 2(8)     X 
VehicleWidth  P289  int [mm]  in accordance with point 2(9)     X 
EntranceHeight  P290  int [mm]  in accordance with point 2(10)     X 
DoorDriveTechno
logy P291  string  [-] Allowed values: “pneumatic”, 
“electric”, “mixed”     X 
Cargo volume  P292  double, 3  [m³] Only relevant to vehicles of 
chassis configuration “van”   X   
VehicleDeclaratio
nType  P293  string  [-] Allowed values: “interim”, 
“final”     X 
VehicleTypeAppr
ovalNumber  P352  token  [-] Whole vehicle type approval 
number  
In case of individual vehicle X X  X  
EN 28  EN Parameter name  Parameter 
ID Type  Unit Description/Reference  
Heavy lorries  
Medium lorries  
Heavy buses (primary vehicle)  
Heavy buses   
(complete or completed vehicle)  
approvals the individual vehicle 
approval number  
 
 
Table 2  
Input parameters “Vehicle/AxleConfiguration” per wheel axle  
Parameter name  Parameter ID  Type  Unit Description/Reference  
Heavy lorries  
Medium lorries  
Heavy buses (primary vehicle)  
Heavy buses (complete or 
completed vehicle)  
Twin Tyres  P045  boolean  [-]   X X X  
Axle Type  P154  string  [-] Allowed values: 
"VehicleNonDriven", 
"VehicleDriven"  X X X  
Steered  P195  boolean    Only active steered axles 
shall be declared as 
“steered”  X X X  
Certification 
NumberTyre  P267  token  [-]  X X X  
 
Tables 3 and 3a provide the lists for input parameters regarding auxiliary units. The technical 
definitions for determining these parameters are given in Annex IX. The parameter ID is used to 
provide a clear reference between the parameters of Annex es III and IX.  
  
EN 29  EN Table 3  
Input parameters “Vehicle/Auxiliaries” for medium lorries and heavy lorries  
Parameter name  Parameter ID  Type  Unit  Description/Reference  
EngineCoolingFa
n/Technology  P181  string  [-] Allowed values: "Crankshaft mounted - 
Electronically  controlled visco clutch", 
"Crankshaft mounted - Bimetallic controlled visco 
clutch", "Crankshaft mounted - Discrete step 
clutch", "Crankshaft mounted - On/off clutch", 
"Belt driven or driven via transm. - Electronically 
controlled visco clutch", "Belt dri ven or driven via 
transm. - Bimetallic controlled visco clutch", "Belt 
driven or driven via transm. - Discrete step 
clutch", "Belt driven or driven via transm. - On/off 
clutch", "Hydraulic driven - Variable displacement 
pump", "Hydraulic driven - Constant displacement 
pump", "Electrically driven - Electronically 
controlled"  
SteeringPump/Tec
hnology  P182  string  [-] Allowed values: "Fixed displacement", "Fixed 
displacement with elec. control", "Dual 
displacement", "Dual displacement with elec. 
control" "Variable displacement mech. 
controlled", "Variable displacement elec. 
controlled", "Electric driven pump", “Full electric 
steering gear”  
For PEV or HEV with a powertrain 
configuration “ S” or “ S-IEPC ” in accordance 
with point  10.1.1  only "Electric driven pump" 
or “Full electric steering gear”  are allowed 
values.  
Separate entry for each active steered wheel 
axle required .  
ElectricSystem/Te
chnology  P183  string  [-] Allowed values: "Standard technology", "Standard 
technology - LED headlights, all";   
EN 30  EN PneumaticSystem/
Technology  P184  string  [-] Allowed values: "Small", "Small + ESS", "Small 
+ visco clutch ", "Small + mech. clutch", "Small + 
ESS + AMS", "Small + visco clutch + AMS", 
"Small + mech. clutch + AMS", "Medium Supply 
1-stage", "Medium Supply 1 -stage + ESS", 
"Medium Supply 1 -stage + visco clutch ", 
"Medium Supply 1 -stage + mech. clutch", 
"Medium Supply 1 -stage + ESS + AMS", 
"Medium Supply 1 -stage + visco clutch  + AMS", 
"Medium Supply 1 -stage + mech. clutch + AMS", 
"Medium Supply 2 -stage", "Medium Supply 2 -
stage + ESS", "Medium Supply 2 -stage + visco 
clutch ", "Medium Supply 2 -stage + mech. 
clutch", "Medium Supply 2 -stage + ESS + AMS", 
"Medium Supply 2 -stage + vi sco clutch + AMS", 
"Medium Supply 2 -stage + mech. clutch + AMS", 
"Large Supply", "Large Supply + ESS", "Large 
Supply + visco clutch ", "Large Supply + mech. 
clutch", "Large Supply + ESS + AMS", "Large 
Supply + visco clutch + AMS", "Large Supply + 
mech. clu tch + AMS", “Vacuum pump”, "Small + 
elec. driven", "Small + ESS + elec. driven ", 
"Medium Supply 1 -stage + elec. driven", 
"Medium Supply 1 -stage + AMS + elec. driven ", 
"Medium Supply 2 -stage + elec. driven", 
"Medium Supply 2 -stage + AMS + elec. driven", 
"Large Supply + elec. driven", "Large Supply + 
AMS + elec. driven", “Vacuum pump + elec. 
driven”;  
For PEV only " elec. driven " technologies are 
allowed values.  
HVAC/Technolog
y P185  string  [-] Allowed values: "None", "Default"  
 
Table 3a  
Input parameters “Vehicle/Auxiliaries” for heavy buses  
Parameter 
name  Parameter 
ID Type  Unit  Description/Reference  
Heavy buses 
(primary vehicle)  
Heavy buses 
(complete or 
completed vehicle)  
EngineCooling
Fan/Technolog
y P181  string  [-] Allowed values: “Crankshaft mounted - 
Electronically controlled visco clutch”, 
“Crankshaft mounted - Bimetallic controlled 
visco clutch”, “Crankshaft mounted - Discrete 
step clutch 2 stages”, “Crankshaft mounted - 
Discrete step clutch 3 stages”, „Crankshaf t 
mounted - On/off clutch“, „Belt driven or X   
EN 31  EN Parameter 
name  Parameter 
ID Type  Unit  Description/Reference  
Heavy buses 
(primary vehicle)  
Heavy buses 
(complete or 
completed vehicle)  
driven via transm. - Electronically controlled 
visco clutch“, „Belt driven or driven via 
transm. - Bimetallic controlled visco clutch“, 
„Belt driven or driven via transm. - Discrete 
step clutch 2 stages“,„Belt dr iven or driven via 
transm. - Discrete step clutch 3 stages“, „Belt 
driven or driven via transm. - On/off clutch“, 
„Hydraulic driven - Variable displacement 
pump“, „Hydraulic driven - Constant 
displacement pump“, „Electrically driven - 
Electronically contro lled”  
SteeringPump/
Technology  P182  string  [-] Allowed values: “Fixed displacement”, “Fixed 
displacement with elec. control”, “Dual 
displacement”, „Dual displacement with elec. 
control”, „Variable displacement mech. 
controlled”, „Variable displacement elec. 
controlled”, „Electric driven pump”, „Full 
electric steering gear”  
For PEV or HEV with a powertrain 
configuration “ S” or “ S-IEPC ” in 
accordance with point  10.1.1  only "Electric 
driven pump" or  “Full electric steering 
gear”  are allowed values  
Separate  entry for each active steered wheel 
axle required .  X  
ElectricSystem
/AlternatorTec
hnology  P294  string  [-] Allowed values: “conventional”, “smart”, “no 
alternator”  
Single entry per vehicle  
For pure ICE vehicles only “conventional ”  
or “smart ” are allowed values  
For HEV with a powertrain configuration 
“S” or “ S-IEPC ” in accordance with point  
10.1.1  only “no alternator”  or 
“conventional ” are allowed values  X  
ElectricSystem
/Smart Alternat
orRatedCurren
t P295  integer  [A] Separate entry per smart alternator  X  
ElectricSystem
/Smart Alternat
orRatedVoltag
e P296  Integer  [V] Allowed values: “12”, “24”, “48”  
Separate entry per smart alternator  X   
EN 32  EN Parameter 
name  Parameter 
ID Type  Unit  Description/Reference  
Heavy buses 
(primary vehicle)  
Heavy buses 
(complete or 
completed vehicle)  
ElectricSystem
/Smart Alternat
orBatteryTech
nology  P297  string  [-] Allowed values: “lead -acid battery – 
conventional”, “lead -acid battery –AGM”, 
“lead -acid battery – gel”, “li -ion battery - high 
power”, “li -ion battery - high energy”  
Separate entry per battery charged by smart 
alternator system  X  
ElectricSystem
/Smart Alternat
orBatteryNomi
nalVoltage  P298  Integer  [V] Allowed values: “12”, “24”, “48”  
In case batteries are configured in series (e.g. 
two 12V units for a 24 V system), the actual 
nominal voltage of the single battery units (12 
V in this example) shall be provided.  
Separate entry per battery char ged by smart 
alternator system  
 X  
ElectricSystem
/Smart Alternat
orBatteryRated
Capacity  P299  Integer  [Ah]  Separate entry per battery charged by smart 
alternator system  X  
ElectricSystem
/Smart Alternat
orCapacitorTe
chnology  P300  string  [-] Allowed values: “with DCDC converter”  
Separate entry per capacitor charged by smart 
alternator system  X  
ElectricSystem
/Smart Alternat
orCapacitorRat
edCapacitance  P301  integer  [F] Separate entry per capacitor charged by smart 
alternator system  X  
ElectricSystem
/Smart Alternat
orCapacitorRat
edVoltage  P302  Integer  [V] Separate entry per capacitor charged by smart 
alternator system  X  
ElectricSystem
/SupplyFromH
EVPossible  P303  boolean  [-]  X  
ElectricSystem
/InteriorlightsL
ED P304  boolean  [-]   X  
EN 33  EN Parameter 
name  Parameter 
ID Type  Unit  Description/Reference  
Heavy buses 
(primary vehicle)  
Heavy buses 
(complete or 
completed vehicle)  
ElectricSystem
/Dayrunninglig
htsLED  P305  boolean  [-]   X 
ElectricSystem
/Positionlights
LED  P306  boolean  [-]   X 
ElectricSystem
/BrakelightsLE
D P307  boolean  [-]   X 
ElectricSystem
/HeadlightsLE
D P308  boolean  [-]   X 
PneumaticSyst
em/SizeOfAir
Supply  P309  string  [-] Allowed values: “Small”, "Medium Supply 1 -
stage", "Medium Supply 2 -stage", "Large 
Supply 1 -stage", "Large Supply 2 -stage", “not 
applicable”  
For compressor drive electrically  “not 
applicable” shall be provided.  
For PEV no input is required.  X  
PneumaticSyst
em/Compresso
rDrive  P310  string  [-] Allowed values: “mechanically”, “electrically”  
For PEV only “electrically ” is an allowed 
value.  X  
PneumaticSyst
em/Clutch  P311  string  [-] Allowed values: ”none”, “visco”, 
“mechanically”  
For PEV no input is required.  X  
PneumaticSyst
em/SmartRege
nerationSyste
m P312  boolean  [-]  X  
PneumaticSyst
em/SmartCom
pressionSyste
m P313  boolean  [-] For PEV or HEV with a powertrain 
configuration “ S” or “ S-IEPC ” in 
accordance with point  10.1.1  no input is 
required.  X  
PneumaticSyst
em/Ratio 
Compressor P314  double, 3  [-] For compressor drive electrically  ‘0.000’ shall 
be provided.  
For PEV no input is required.  X   
EN 34  EN Parameter 
name  Parameter 
ID Type  Unit  Description/Reference  
Heavy buses 
(primary vehicle)  
Heavy buses 
(complete or 
completed vehicle)  
ToEngine  
PneumaticSyst
em/Air 
suspension 
control  P315  string  [-] Allowed values: “mechanically”, 
“electronically”  X  
PneumaticSyst
em/SCRReage
ntDosing  P316  boolean  [-]  X  
HVAC/System
Configuration  P317  int [-] Allowed values: ‘0’ to ‘10’  
In case of an incomplete HVAC system ‘0’ 
shall be provided. ‘0’ is not applicable for 
complete or completed vehicles.   X 
HVAC/  
HeatPumpTyp
eDriverCompa
rtment Cooling  P318  string  [-] Allowed values: “none”, “not applicable”, “R -
744”, “non R -744 2 -stage”, “non R -744 3 -
stage”, “non R -744 4 -stage”, “non R -744 
continuous”  
“not applicable” shall be declared for HVAC 
system configurations 6 and 10 due to supply 
from passenger heat pump   X 
HVAC/  
HeatPumpTyp
eDriverCompa
rtment Heating  P319  string  [-] Allowed values: “none”, “not applicable”, “R -
744”, “non R -744 2 -stage”, “non R -744 3 -
stage”, “non R -744 4 -stage”, “non R-744 
continuous”  
“not applicable” shall be declared for HVAC 
system configurations 6 and 10 due to supply 
from passenger heat pump  
  X 
HVAC/  
HeatPumpTyp
ePassengerCo
mpartment Coo
ling P320  string  [-] Allowed values: “none”, “R -744”, “non R -744 
2-stage”, “non R -744 3 -stage”, non R -744 4 -
stage”, “non R -744 continuous”  
In case of multiple heat pumps with different 
technologies for cooling the passenger 
compartment, the dominant technology shall 
be declared (e.g. according to available power 
or preferred usage in operation).   X 
HVAC/  
HeatPumpTyp
ePassengerCo
mpartment Hea
ting P321  string  [-] Allowed values: “none”, “R -744”, “non R -744 
2-stage”, “non R -744 3 -stage”, non R -744 4 -
stage”, “non R -744 continuous”  
In case of multiple heat pumps with different 
technologies for heating the passenger  X  
EN 35  EN Parameter 
name  Parameter 
ID Type  Unit  Description/Reference  
Heavy buses 
(primary vehicle)  
Heavy buses 
(complete or 
completed vehicle)  
compartment, the dominant technology shall 
be declared (e.g. according to available power 
or preferred usage in operation).  
HVAC/ Auxilia
ryHeaterPower  P322  integer  [W] Enter ‘0’ if no auxiliary heater is installed.   X 
HVAC/ Double 
glazing  P323  boolean  [-]   X 
HVAC/ Adjust
ableCoolantTh
ermostat  P324  boolean  [-]  X  
HVAC/ Adjust
ableAuxiliary
Heater  P325  boolean  [-]   X 
HVAC/ Engine
WasteGasHeat
Exchanger  P326  boolean  [-] For PEV no input is required.  X  
HVAC/ Separat
eAirDistributio
nDucts  P327  boolean  [-]   X 
HVAC/ Water
ElectricHeater  P328  boolean  [-] Input to be provided only for HEV and PEV   X 
HVAC/ AirEle
ctricHeater  P329  boolean  [-] Input to be provided only for HEV and PEV   X 
HVAC/ OtherH
eating 
Technology  P330  boolean  [-] Input to be provided only for HEV and PEV   X 
 
Table 4  
Input parameters “Vehicle/EngineTorqueLimits” per gear (optional)  
Parameter name  Parameter 
ID Type  Unit Description/Reference  
Heavy lorries  
Medium lorries  
Heavy buses (primary 
vehicle)  
Heavy buses (complete or 
completed vehcile)   
EN 36  EN Gear  P196  integer  [-]  only gear numbers need to be 
specified where vehicle related 
engine torque limits according to 
point 6 are applicable  X X X  
MaxTorque  P197  integer  [Nm]     X X X  
 
 
Table 5  
Input parameters for vehicles exempted according to Article 9  
Parameter name  Parame
ter ID  Type  Unit  Description/Referen
ce 
Heavy lorries  
Medium lorries  
Heavy buses (primary 
vehicle)  
Heavy buses (complete 
and completed vehicle)  
Manufacturer  P235  token  [-]  X X X X 
ManufacturerAddress  P252  token  [-]  X X X X 
Model  P236  token  [-]  X X X X 
VIN P238  token  [-]  X X X X 
Date  P239  dateTi
me [-] Date and time when 
input information and 
input data is created  X X X X 
Legislative Category  P251  string  [-] Allowed values: 
"N2", "N3", “M3”  X X X X 
ChassisConfiguration  P036  string  [-] Allowed 
values:  "Rigid 
Lorry",  "Tractor", 
“Van”, “Bus”  X X X  
AxleConfiguration  P037  string  [-] Allowed 
values:  "4x2", 
“4x2F”,  "6x2",  "6x4",
 “8x2”, "8x4"  
where “4x2F” refers 
to 4x2 vehicles with a 
driven front axle  X X X 
 
Articulated  P281  boolea
n  in accordance with 
the definition in 
Annex I to this 
Regulation.    X  
CorrectedActualMass  P038  int [kg] In accordance with 
“Corrected actual X X  X  
EN 37  EN Parameter name  Parame
ter ID  Type  Unit  Description/Referen
ce 
Heavy lorries  
Medium lorries  
Heavy buses (primary 
vehicle)  
Heavy buses (complete 
and completed vehicle)  
mass of the vehicle” 
as specified in section 
2 point (4)  
TechnicalPermissibleMaximumLadenMass  P041  int [kg] In accordance with 
Article 2 , point (7), of 
Regulation (EU) No 
1230/2012   X X X X 
ZeroEmissionVehicle  P269  boolea
n [-] As defined in Article 
3, point (15) X X X  
Sleepercab  P276  boolea
n [-]  X    
ClassBus  P282  string  [-] Allowed values: “I”, 
“I+II”, “A”, “II”, 
“II+III”, “III”, “B” in 
accordance with point 
2 of UN Regulation 
No 107 Rev.06     X 
NumberPassengersSeatsLowerDeck  P283  int [-] Number of passenger 
seats - excluding 
driver and crew seats.  
In case of a double 
deck vehicle this 
parameter shall be 
used to declare the 
passenger seats from 
the lower deck. In 
case of a single deck 
vehicle this parameter 
shall be used to 
declare the number of 
total passenger seats.     X 
NumberPassengersStandingLowerDeck  P354  int [-] Number of registered 
standing passengers  
In case of a double 
deck vehicle this 
parameter shall be 
used to declare the 
registered standing 
passengers from the 
lower deck. In case of 
a single deck vehicle    X  
EN 38  EN Parameter name  Parame
ter ID  Type  Unit  Description/Referen
ce 
Heavy lorries  
Medium lorries  
Heavy buses (primary 
vehicle)  
Heavy buses (complete 
and completed vehicle)  
this parameter shall 
be used to declare the 
total number of 
registered standing 
passengers.  
NumberPassengersSeatsUpperDeck  P284  int [-] Number of passenger 
seats - excluding 
driver and crew seats 
of the upper deck in a 
double deck vehicle.  
For single deck 
vehicles “0” shall be 
provided as input.     X 
NumberPassengersStandingUpperDeck  P355  int [-] Number of registered 
standing passengers 
of the upper deck in a 
double deck vehicle.  
For single deck 
vehicles “0” shall be 
provided as input.     X 
BodyworkCode  P285  int [-] Allowed values: 
“CA”, “CB”, “CC”, 
“CD”, “CE”, “CF”, 
“CG”, “CH”, “CI”, 
“CJ” in accordance 
with point 3 of part C 
of Annex I to 
Regulation (EU) 
2018/585     X 
LowEntry  P286  boolea
n [-] “low entry” in 
accordance with point 
1.2.2.3 of Annex I     X 
HeightIntegratedBody  P287  int [mm]  in accordance with 
point 2(5)     X 
SumNetPower  P331  int [W]  Maximum possible 
sum of positive 
propulsion power of 
all energy converters, 
which are linked to 
the vehicle drivetrain  
or the wheels  X X X   
EN 39  EN Parameter name  Parame
ter ID  Type  Unit  Description/Referen
ce 
Heavy lorries  
Medium lorries  
Heavy buses (primary 
vehicle)  
Heavy buses (complete 
and completed vehicle)  
Technology  P332  string  [-] In accordance with 
Table 1 of Appendix 
1. 
Allowed values: 
“Dual -fuel vehicle 
Article 9 exempted”, 
“In-motion charging 
Article 9 exempted”, 
“Multiple powertrains 
Article 9 exempted”, 
“FCV Article 9 
exempted”, “H2 ICE 
Article 9 exempted”, 
“HEV Article 9 
exempted”, “PEV 
Article 9 exempted”, 
“HV Article 9 
exempted”  X X X  
 
Table 6  
Input parameters “Advanced driver assistance systems”  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
Heavy lorries  
Medium lorries  
Heavy buses (pcrimary vehicle)  
Heavy buses (complete and 
completed vehicle)  
EngineStopStart  P271  boolean  [-] In accordance with 
point 8.1.1  
Input only to be 
provided for p ure ICE 
vehicle s and HEV.  X X X X  
EN 40  EN EcoRollWithoutEngineStop  P272  boolean  [-] In accordance with 
point 8.1.2  
Input only to be 
provided for p ure ICE 
vehicle s. X X X X 
EcoRollWithEngineStop  P273  boolean  [-] In accordance with 
point 8.1.3  
Input only to be 
provided for p ure ICE 
vehicle s. X X X X 
PredictiveCruiseControl  P274  string  [-] In accordance with 
point 8.1.4, allowed 
values: '1,2', '1,2,3'  X X X X 
APTEcoRollReleaseLockupClutch  P333  boolean  [-] Only relevant in case 
of APT -S and APT -P 
transmissions in 
combination with any 
Eco-roll function. Set 
to “true” if 
functionality 2) as 
defined in point 8.1.2 is 
the predominant Eco -
roll mode.  
Input only to be 
provided for pure ICE 
vehicles.  X X X X 
 
 
Table 7  
 General input parameters for HEV and PEV  
Parameter name  Parameter 
ID Type  Unit Description/Reference  
Heavy lorries  
Medium lorries  
Heavy buses (primary vehicle)  
Heavy buses  (complete or completed 
vehicle)   
EN 41  EN Parameter name  Parameter 
ID Type  Unit Description/Reference  
Heavy lorries  
Medium lorries  
Heavy buses (primary vehicle)  
Heavy buses  (complete or completed 
vehicle)  
ArchitectureID  P400  string  [-] In accordance with point 
10.1.3, the following values 
are allowed inputs:  
“E2”, “E3”, “E4”, “E -IEPC”, 
“P1”, “P2”, “P2.5”, “P3”, 
“P4”, “S2”, “S3”, “S4”, “S -
IEPC”  X X X  
OvcHev  P401  boolean  [-] In accordance with point 
2(31)  X X X  
MaxChargingPow
er P402  Integer  [W] The maximum charging 
power allowed by the 
vehicle for off -vehicle 
charging  shall be declared as 
input to the simulation tool.  
Only relevant in case 
parameter “OvcHev” is set 
to “true”.  X X X  
 
Table 8  
Input parameters per electric machine position  
(Only applicable if the component is present in the vehicle)  
Parameter name  Parameter ID  Type  Unit Description/Reference   
EN 42  EN Parameter name  Parameter ID  Type  Unit Description/Reference  
PowertrainPosition  P403  string  [-] Position of the EM in the vehicle’s 
powertrain according to points 10.1.2 
and 10.1.3.  
Allowed values: “1”, “2”, “2.5”, “3”, 
“4”, “GEN”.  
Only one EM position per powertrain 
allowed, except for architecture “S”. 
Architecture “S” requires EM position 
“GEN” and additionally one other EM 
position being “2”,  “3” or “4”.  
Position “1” is not allowed for 
architectures “S” and “E”  
Position “GEN” is only allowed for 
architecture “S”  
Count  P404  integer  [-] Number of identical electric machines 
at the specified EM position.  
In case of parameter 
“PowertrainPosition” being “4” the 
count shall be multiples of 2  
(e.g. 2, 4, 6).  
CertificationNumberEM  P405  token  [-]   
CertificationNumberAD
C P406  token  [-] Optional input in case of additional 
single -step gear ratio (ADC) between 
EM shaft and connection point to 
vehicle’s powertrain according to point 
10.1.2  
Not allowed in case parameter 
“IHPCType” is set to “IHPC Type 1”.  
P2.5GearRatios  P407  double, 3  [-] Only applicable in case parameter 
“PowertrainPosition” is set to “P2.5”  
Declared for each forward gear of the 
transmission. Declared value for gear 
ratio defined by either “n GBX_in / nEM” in 
case of EM without additional ADC or 
“nGBX_in  / nADC” in case of EM with  
EN 43  EN Parameter name  Parameter ID  Type  Unit Description/Reference  
additional ADC.  
nGBX_in  = rotational speed at  
 transmission inp ut shaft  
nEM = rotational speed at  
 EM output shaft  
nADC = rotational speed at  
 ADC output shaft  
 
Table 9  
Torque limitations per electric machine position (optional)  
 
Declaration of separate dataset for each voltage level measured under “CertificationNumberEM” . 
Declaration not allowed in case parameter “IHPCType” is set to “IHPC Type 1”.  
Parameter name  Parameter ID  Type  Unit Description/Reference  
OutputShaftSpeed  P408  double, 2  [1/min]  Exact same entries for rotational speed 
to be declared as under 
“CertificationNumberEM”  for 
parameter number “P468” of Appendix 
15 to Annex Xb .. 
MaxTorque  P409  double, 2  [Nm]  Maximum torque of the EM (referring 
to the output shaft) as function of  
EN 44  EN Parameter name  Parameter ID  Type  Unit Description/Reference  
rotational speed points declared under 
parameter numbe r “P469” of Appendix 
15 to Annex Xb.  
Each value of maximum torque 
declared shall either be lower than 0.9 
times the original value at the 
respective rotational speed or match 
exactly the original value at the 
respective rotational speed.  
The values of maxi mum torque 
declared shall not be lower than zero.  
In case  the parameter  “Count ” (P404) is 
larger than one, the maximum torque 
shall be declared for a single EM (as 
present in the component test for the 
EM under “CertificationNumberEM”).  
MinTorque  P410  double, 2  [Nm]  Minimum torque of the EM (referring 
to the output shaft) as function of 
rotational speed points declared under 
parameter number “P470” of Appendix 
15 to Annex Xb.  
Each value of minimum torque declared 
shall either be higher than 0.9 times th e 
original value at the respective 
rotational speed or match exactly the 
original value at the respective 
rotational speed.  
The values of minimum torque declared 
shall not be higher than zero.  
In case  the parameter  “Count ” (P404) is 
larger than one, the mi nimum torque 
shall be declared for a single EM (as 
present in the component test for the 
EM under “CertificationNumberEM”).  
 
Table 10   
EN 45  EN Input parameters per REESS  
(Only applicable if the component is present in the vehicle)  
Parameter name  Parameter 
ID Type  Unit Description/Reference  
StringID  P411  integer  [-] The arrangement of 
representative battery sub -
systems in accordance with 
Annex Xb on vehicle level 
shall be declared by 
allocation of each battery 
sub-system to a specific 
string defined by this 
parameter. All specific 
strings are connected in 
parallel, all battery sub -
system located in one 
specific parallel string are 
connected in series.  
Allowed values: “1”, “2”, 
“3”, …  
CertificationNumberREESS  P412  token  [-]   
SOCmin  P413  integer  [%] Optional  input.  
Only relevant in case of 
REESS type “battery”.  
Parameter only effective in 
simulation tool in case 
input is higher than generic 
value as documented in the 
user manual.  
SOCmax  P414  integer  [%] Optional input  
Only relevant in case of 
REESS type “battery”.  
Parameter only effective in 
simulation tool in case 
input is lower than generic 
value as documented in the 
user manual.  
  
EN 46  EN Table 11  
Boosting limitations for parallel HEV (optional)  
Only allowed in case powertrain configuration in accordance with point  10.1.1 is “P” or “IHPC 
Type 1”.  
Parameter name  Parameter ID  Type  Unit Description/Reference  
RotationalSpeed  P415  double, 2  [1/min]  Referring to transmission input shaft 
speed  
BoostingTorque  P416  double, 2  [Nm]  In accordance with point 10.2  
 
4. Vehicle mass for medium rigid lorries and tractors, heavy rigid lorries and tractors  
4.1 The vehicle mass used as input for the simulation tool shall be the corrected actual mass 
of the vehicle.   
4.2 If not all the standard equipment is installed, the manufacturer shall add the mass of the 
following construction elements to the corrected actual mass of the vehicle:  
(a)  Front underrun protection in accordance with Regulation (EU) 2019/2144  of the 
European Parliament and of the Council** 
(b)  Rear underrun protection in accordance with Regulation (EU) 2019/2144  
(c)  Lateral protection in accordance with Regulation (EU) 2019/2144  
(d)  Fifth wheel in accordance with Regulation (EU) 2019/2144  
4.3 The mass of the construction elements referred t o in point 4.2 shall be the following:  
For vehicles of groups 1s, 1, 2  and 3 as set out in Annex I, Table 1 and for vehicle 
groups  51 and 53  as set out in  Annex I, Table 2.  
(a)  Front underride protection   45 kg  
(b)  Rear underride protection   40 kg  
(c)  Lateral protection    8,5 kg/m × wheel base [m] – 2,5 kg  
For vehicles of groups 4, 5, 9 to 12 and 16  as set out in  Annex I, Table 1.  
(a)  Front under -ride protection   50 kg   
EN 47  EN (b)  Rear under -ride protection   45 kg  
(c)  Lateral protection    14 kg/m × wheel bas e [m] – 17 kg  
(d)  Fifth wheel     210 kg  
5. Hydraulically and mechanically driven axles  
In case of vehicles equipped with:  
(a)  a hydraulically driven axles, the axle shall be treated as a non -drivable one and the 
manufacturer shall not take it into consid eration for establishing an axle 
configuration of a vehicle;  
(b)  a mechanically driven axles, the axle shall be treated as a drivable one and the 
manufacturer shall take it into consideration for establishing an axle configuration 
of a vehicle;  
6. Gear de pendent engine torque limits and gear disabling  
6.1. Gear dependent engine torque limits  
For the highest 50% of the gears (e.g. for gears 7 to 12 of a 12 gear transmission) the 
vehicle manufacturer may declare a gear dependent maximum engine torque limit which 
is not higher than 95% of the maximum engine torque.  
6.2 Gear disabling  
For the highest 2 gears (e.g. gear 5 and 6 for a 6 gear transmission) the vehicle 
manufacturer may declare a complete disabling of gears by providing 0  Nm as gear 
specific torque limit in the input to the simulation tool.  
6.3 Verification requirements  
Gear dependent engine torque limits in accord ance with  point 6.1 and gear disabling  in 
accord ance with  point 6.2 are subject to verification in the VTP as laid out in  Annex Xa , 
point 6.1.1.1 c) . 
7. Vehicle specific engine idling speed  
7.1. The engine idling speed has to be declared for each individual vehicle  with an ICE . This 
declared vehicle engine idling shall be equal or higher than specified in the engine input 
data approval.  
8. Advanced driver assistance systems  
8.1 The following types of advanced drive r assistance systems, which are primarily aiming 
for reduction of fuel consumption and CO 2 emissions, shall be declared in the input to 
the simulation tool:  
8.1.1  Engine stop -start during vehicle stops: system which automatically shuts down and 
restarts th e internal combustion engine during vehicle stops to reduce engine idling time. 
For automatic engine shut down the maximum time delay after the vehicle stop shall be 
not longer than 3 seconds.  
8.1.2  Eco-roll without engine stop-start: system which automatically decouples the internal 
combustion engine from the drivetrain during specific downhill driving conditions with  
EN 48  EN low negative gradients. The system shall be active at least at all cruise control set speeds 
above 60  km/h. Any system t o be declared in the input information to the simulation tool 
shall  cover either one or both of the following functionalities:  
Functionality 1) Gearbox in “Neutral”  
By shifting the gearbox to “Neutral”, the combustion engine is de -coupled from the 
drivetra in, and engine operates at idle speed. In case of APT -transmissions the torque 
converter lock -up clutch is closed.  
Functionality 2) Torque converter lock -up clutch open  
The torque converter lock -up clutch is open during Eco -roll mode. This allows the 
engin e to operate in coast mode at lower engine speeds and reduces or even eliminates 
fuel injection. Functionality 2) is only relevant for APT -transmissions.  
8.1.3  Eco-roll with engine stop-start: system which automatically decouples the internal 
combustion e ngine from the drivetrain during specific downhill driving conditions with 
low negative slopes. During these phases the internal combustion engine is shut down 
after a short time delay and keeps shut down during the main share of the eco -roll phase. 
The sy stem shall be active at least at all cruise control set speeds of above 60  km/h.  
 
8.1.4  Predictive cruise control (PCC): systems which optimise the usage of potential energy 
during a driving cycle based on an available preview of road gradient data and the  use of 
a GPS system. A PCC system declared in the input to the simulation tool shall have a 
gradient preview distance longer than 1  000 meters and cover all following 
functionalities:  
(1) Crest coasting  
Approaching a crest the vehicle velocity is reduced befo re the point where the 
vehicle starts accelerating by gravity alone compared to the set speed of the 
cruise control so that the braking during the following downhill phase can be 
reduced.  
(2) Acceleration without engine power  
During downhill driving with a low  vehicle velocity and a high negative slope the 
vehicle acceleration is performed without any engine power usage so that the 
downhill braking can be reduced.  
(3) Dip coasting  
During downhill driving when the vehicle is braking at the overspeed velocity, 
PCC in creases the overspeed for a short period of time to end the downhill event 
with a higher vehicle velocity. Overspeed is a higher vehicle speed than the set 
speed of the cruise control system.  
A PCC system can be declared as input to the simulation tool if  either the functionalities 
set out in points 1) and 2) or points 1), 2) and 3) are covered.   
EN 49  EN 8.2 The eleven combinations of the advanced driver assistance systems as set out in Table 
12 are input parameters into the simulation tool. Combinations 2 to 11 sh all not be 
declared for SMT transmissions. Combinations No 3, 6, 9 and 11 shall not be declared in 
case of APT transmissions.  
 
Table 12  
Combinations of advanced driver assistance systems as input parameters into 
the simulation tool  
Combination no  Engine st op-start 
during vehicle 
stops  Eco-roll without 
engine stop -start  Eco-roll with 
engine stop -start  Predictive cruise 
control  
1 yes no no no 
2 no yes no no 
3 no no yes no 
4 no no no yes 
5 yes yes no no 
6 yes no yes no 
7 yes no no yes 
8 no yes no yes 
9 no no yes yes 
10 yes yes no yes 
11 yes no yes yes 
8.3 Any advanced driver assistance system declared in the input into the simulation tool 
shall by default be set to fuel economy mode after each key -off/key -on cycle.  
8.4 If an advanced driver assistance system is declared in the input into the simulation tool, 
it shall be possible to verify the presence of such a system based on real world driving 
and the system definitions as set out in point 8.1. If a certain combination of systems is 
declare d, also the interaction of functionalities (e.g. predictive cruise control plus eco -
roll with engine stop -start) shall be demonstrated. In the verification procedure it shall 
be taken into consideration, that the systems need certain boundary conditions to  be 
“active” (e.g. engine at operation temperature for engine stop -start, certain vehicle speed 
ranges for PCC, certain ratios of road gradients with vehicle mass for eco -roll). The 
vehicle manufacturer needs to submit a functional description of boundary conditions 
when the systems are "inactive" or their efficiency is reduced. The approval authority 
may request the technical justifications of these boundary conditions from the applicant 
for approval and assess them for compliance.  
 
9.  Cargo volume  
9.1. For vehicles of chassis configuration “van” the cargo volume shall be calculated by the 
following equation:   
EN 50  EN 𝐶𝑎𝑟𝑔𝑜  𝑣𝑜𝑙𝑢𝑚𝑒 =(L𝐶,𝑓𝑙𝑜𝑜𝑟 +L𝐶)
2∙(W𝐶,𝑚𝑎𝑥 +W𝐶,𝑤ℎ𝑒𝑒𝑙ℎ𝑜𝑢𝑠𝑒 )
2∙(H𝐶,𝑚𝑎𝑥 +H𝐶,𝑟𝑒𝑎𝑟𝑤 ℎ𝑒𝑒𝑙)
2 [𝑚3] 
 
where the dimensions shall  be determined in accordance with Table 13 and Figure 3.  
 
Table 13  
Definitions cargo volume for medium lorries of type van  
Formula symbol  Dimension  Definition  
LC,floor  Cargo length at 
floor  – longitudinal distance from the most 
rearward point of the last seating 
row or the partition wall to the 
foremost point of the closed rear 
compartment projected to the zero 
Y-plane  
– measured at the height of the cargo 
floor surface  
LC Cargo length  – longitudinal distance from the X -
plane tangent to the most rearward 
point on the seatback including 
head restraints of the last seating 
row or the partition wall to the 
foremost X -plane tangent to the 
closed rear compartment i.e. the 
tailgate or rear doors or any other 
limiting surface  
– measured at the height of the most 
rearwa rd point of the last seating 
row or the partition wall  
WC,max Maximum cargo 
width  – maximum lateral distance of the 
cargo compartment  
– measured between the cargo floor 
and 70  mm above the floor  
– measurement excludes the 
transitional arc, local protrusions, 
depressions or pockets if present   
EN 51  EN WC,wheelhouse  Cargo width at 
wheelhouse  – minimum lateral distance between 
the limiting interferences (pass -
through) of the wheelhouses  
– measured between the cargo floor 
and 70  mm above the floor  
– measurement excludes the 
transitional arc, local protrusions, 
depressions or pockets if present  
HC,max Maximum cargo 
height  – Maximum vertical distance from 
the cargo floor to the headlining or 
other limiting surface  
– Measured behind the last seating 
row or partition wall at the vehic le 
centreline  
HC,rearwheel  Cargo height at 
rear wheel  – vertical distance from the top of the 
cargo floor to the headlining or the 
limiting surface  
– measured at the rear wheel X 
coordinate at the vehicle centreline  
 
 
Figure 3  
Definition of cargo volume for medium lorries  
  
EN 52  EN  
 
10 HEV and PEV  
The following provisions apply only in case of HEV and PEV.  
10.1 Definition of vehicle’s powertrain architecture  
10.1.1  Definition of powertrain configuration  
The configuration of the vehicle’s powertrain shall be determined in accord ance with  the 
following definitions:  
In case of a HEV:  
(a) “P” in case of a parallel HEV  
(b) “S” in case of a serial HEV  
(c) “S-IEPC” in case an IEPC component is present in the vehicle  
(d) “IHPC Type 1” in case the parameter “IHPCType” of the electric machine 
component is set to “IHPC Type 1”  
In case of a PEV:  
(a) “E” in case an EM component is present in the vehicle  
(b) “E-IEPC” in case an IEPC component is present in the vehicle  
10.1.2  Definition of pos itions of EMs in the vehicle’s powertrain  
In case the configuration of the vehicle’s powertrain in accordance with point  10.1.1 is “P”, “S” 
or “E” the position of the EM installed in the vehicle’s powertrain shall be determined in 
accordance with  the defi nitions in Table 14.  
 
 
EN 53  EN  
Table 14  
Possible positions of EMs in the vehicle’s powertrain  
Annex IX does not contain appendices  
Position index 
of EM  Powertrain 
configuration 
in 
accordance 
with point  
10.1.1  Transmission 
type in 
accordance with 
Table 1 in 
Appendix 12 to 
Annex VI  Definition / Requirements*  Further explanations  
1 P AMT, APT -S, 
APT -P Connected to the powertrain 
upstream of the clutch (in 
case of AMT) or upstream of 
the torque converter input 
shaft (in case of APT -S or 
APT -P). 
The EM is connec ted to the 
crankshaft of the ICE directly 
or via a mechanical 
connection type (e.g. belt).  Distinction of P0: EMs 
which can as a matter of 
principle not contribute to 
the propulsion of the 
vehicle (i.e. alternators) 
are handled in the input to 
auxiliary sy stems (see 
Table 3 for lorries, Table 
3a for buses  and the 
provisions in Annex IX ). 
Notwithstanding the 
previous sentence, EMs at 
this position which can in 
principle contribute to the 
propulsion of the vehicle 
but for which the declared 
maximum torque in 
accordance with Table 9 is 
set to zero shall be 
declared as “P1”.  
2 P AMT  The electric machine is 
connected to the powertrain 
downstream of the clutch and 
upstream of the transmission 
input shaft.   
2 E, S AMT, APT -N, 
APT -S, APT -P The electric machine is 
connected to the powertrain 
upstream of the transmission 
input shaft (in case of AMT 
or APT -N) or upstream of the 
torque converter input shaft 
(in case of APT -S, APT -P).   
EN 54  EN  
* The term EM as used here includes an additional ADC component, if present.  
 
10.1.3  Definition of powertrain architecture ID  
The input value for the powertrain architecture ID required in accordance with Table 7 
shall be determined based on the powertrain configuration in accordance with point 10.1.1 
and the position of the EM in the vehicle’s powertrain in accordance with point  10.1.2 (if 2.5 P AMT, APT -S, 
APT -P The electric machine is 
connected to the powertrain 
downstre am of the clutch (in 
case of AMT) or downstream 
of the torque converter input 
shaft (in case of APT -S or 
APT -P) and upstream of the 
transmission output shaft.  The EM is connected to a 
specific shaft inside the 
transmission (e.g. 
layshaft). A specific 
trans mission ratio for each 
mechanical gear in the 
transmission according to 
Table 8 shall be provided.  
3 P AMT, APT -S, 
APT -P The electric machine is 
connected to the powertrain 
downstream of the 
transmission output shaft and 
upstream of the axle.   
3 E, S n.a. The electric machine is 
connected to the powertrain 
upstream of the axle.   
4 P AMT, APT -S, 
APT -P The electric machine is 
connected to the powertrain 
downstream of the axle.   
4 E, S n.a. The electric machine is 
connected to the wheel hub 
and the same  arrangement is 
installed twice in 
symmetrical application (i.e. 
one on the left and one on the 
right side of the vehicle at the 
same wheel position in 
logitudinal direction).   
GEN  S n.a. The electric machine is 
mechanically connected to an 
ICE but under no operational 
circumstances mechanically 
connected to the wheels of 
the vehicle.    
EN 55  EN applicable) from the valid combinations of inputs into the simulation tool listed in Table 
15. 
In case of the powertrain configuration in accordance with point  10.1.1 being “IHPC Type 
1” the following provisions apply:  
(a) The powertrain architecture ID “P2” shall be declared  in accordance with Table 7 
and the powertrain component data as indicated in Table 15 for “P2” shall be the 
input to the simulation tool with separate component data for the EM and the 
transmission determined in accor dance with point  4.4.3 of Annex Xb.  
(b) The component data for the EM in accordance with subpoint (a) shall be provided 
to the simulation tool with the parameter “PowertrainPosition” in accordance with 
Table 8 set to “2”.  
 
Table 15  
Valid inputs of powertrain a rchitecture into the simulation tool  Powertrain type  
Powertrain 
configuration  
Architecture ID for 
VECTO input  Powertrain component present in vehicle  
Comments  ICE 
EM position GEN  
EM position 1  
EM position 2  
transmission  
EM position 3  
axle 
EM position 4  
PEV  E E2 no no no yes yes no yes no   
E3 no no no no no yes yes no   
E4 no no no no no no no yes   
IEPC  E-IEPC  no no no no no no *1) no  
HEV  P P1 yes no yes no yes no yes no   
P2 yes no no yes yes no yes no *2) 
P2.5 yes no no yes yes no yes no *3) 
P3 yes no no no yes yes yes no *4) 
P4 yes no no no yes no yes yes   
S S2 yes yes no yes yes no yes no   
S3 yes yes no no no yes yes no   
S4 yes yes no no no no no yes   
S-IEPC  yes yes no no no no *1) no  
*1) “Yes” (i.e. axle component present) only in case both parameters “DifferentialIncluded” and 
“DesignTypeWheelMotor” are set to “false”  
*2) Not applicable for transmission types APT -S and APT -P  
EN 56  EN *3) In case the EM is connected to a specific shaft inside the transmission (e.g. layshaft) in 
accordance with the definition in Table 8  
*4) Not applicable for front wheel driven vehicles  
 
10.2 Definition of boosting limitation for parallel HEV  
The vehicle manufacturer may declare limitations of the total propulsion torque of the 
whole powertrain referring to the transmission input shaft for a parallel HEV in order to 
restrict the boosting capabilities of the vehicle.  
The declaration of such limitations is only allowed in case the powertrain configuration i n 
accordance with point  10.1.1 is “P” or “IHPC Type 1”.  
The limitations are declared as additional torque allowed on top of the ICE full load curve 
dependent on the rotational speed of the transmission input shaft. Linear interpolation is 
performed in the simulation tool to determine the applicable additional torque between the 
declared values at two specific rotational speeds. In the rotational speed range from 0 to 
engine idling speed (in accordance with point 7.1) the full load torque available from the 
ICE only equals the ICE full load torque at engine idling speed due to the modelling of 
the clutch behaviour during vehicle starts.  
In case such a limitation is declared, values for the additional torque shall be declared at 
least at a rotational speed of 0 and at the maximum rotational speed of the ICE full load 
curve. Any arbitrary number of values may be declared in between the range of zero and 
the maximum rotational speed of the ICE full load curve. Declared values lower than zero 
shall not be allowed for the additional torque.  
The vehicle manufacturer may declare such limitations which match exactly the ICE full 
load curve by declaring values of 0 Nm for the additional torque.  
 
10.3 Engine stop -start functionality for HEVs  
In case the vehicle is equipp ed with an engine stop -start functionality in accordance with 
point 8.1.1 considering the boundary conditions in point 8.4 the input parameter P271 in 
accordance with Table 6 shall be set to true.  
 
11.  Transfer of results of the simulation tool to other v ehicles  
11.1.  Results of the simulation tool may be transferred to other vehicles  as provided for in 
Article 9(6),  provided that  all of the following conditions are met : 
(a) input data and input information is completely identical with exception of VIN 
(P238)  and Date element (P239). In case of simulations for primary heavy buses, 
additional input data and input information relevant for the interim vehicle and 
available already at the initial stage may differ, but special measures have to be 
taken in this case ; 
(b) the version of the simulation tool is identical .   
EN 57  EN 11.2.  For the transfer of results the following result files shall be considered:  
(a) medium and heavy lorries: manufacturer’s records file and customer information 
file 
(b) primary heavy buses: manufacturer’s records file and vehicle information file  
(c) complete or completed heavy buses: manufacturer’s records file, customer 
information file and vehicle information file  
11.3.  To carry out the transfer of results the files as mentioned in 10.2. shall be modified b y 
replacing the data elements as set out below with updated information. Modifications are 
only allowed for data elements related to the current stage of completion.  
11.3.1  Manufacturer’s records file  
(a) VIN (Annex IV , Part I, point 1.1.3 ) 
(b) Date when the out put file was created (Annex IV , Part I, point  3.2)  
11.3.2  Customer information file  
(a) VIN (Annex IV , Part II, point 1.1.1 ) 
(b) Date when the output file was created (Annex IV , Part II, point 3.2 ) 
11.3.3  Vehicle information file  
11.3.3.1. In case of a primary heavy bus:  
(a) VIN (Annex IV , Part III, point 1.1 ) 
(b) Date when the output file was created (Annex IV , Part III, point 1.3.2 ) 
11.3.3.2. In case a manufacturer of a primary heavy bus provides data going beyond the primary 
vehicle requirements and which differs bet ween original vehicle and transferred vehicle, 
the related data elements in the vehicle information file shall be updated accordingly.  
11.3.3.3. In case of a complete or completed heavy bus:  
(a) VIN (Annex IV , Part III, point 2.1 ) 
(b) Date when the output file was  created (Annex IV , Part III, point 2.2.2 ) 
11.3.4  After the modifications as described above the signature elements as set out below shall 
be updated.  
11.3.4.1. Lorries:  
(a) Manufacturer’s records file: Annex IV , Part I, points 3.6. and 3.7  
(b) Customer informati on file: Annex IV , Part II, points 3.3 and 3.4  
11.3.4.2. Primary heavy buses:  
(a) Manufacturer’s records file: Annex IV , Part I, points 3.3 and 3.4  
(b) Vehicle information file: Annex IV , Part III, points 1.4.1 and 1.4.2  
11.3.4.3. Primary heavy buses where additio nally input data for the interim vehicle has been 
provided:   
EN 58  EN (a) Manufacturer’s records file: Annex IV , Part I, points 3.3 and 3.4  
(b) Vehicle information file: Annex IV , Part III, points 1.4.1, 1.4.2 and 2.3.1  
11.3.4.4. Complete or completed heavy buses  
(a)  Manufacturer’s records file: Annex IV , Part I, points 3.6 and 3.7  
(b) Vehicle information file: Annex IV , Part III, point 2.3.1  
11.4.  In case CO 2 emissions and fuel consumption cannot be determined for the original 
vehicle due to a malfunction of the simulation tool, the same measures apply to the 
vehicles with transferred results.  
11.5.  If the approach to transfer results to other vehicles as la id down in this paragraph is 
applied by a manufacturer, the related process shall be demonstrated to the approval 
authority as part of granting the process license.  
___________________  
 
* Commission Regulation (EU) No 1230/2012 of 12 December 2012 impleme nting Regulation (EC) No 
661/2009 of the European Parliament and of the Council with regard to type -approval requirements for 
masses and dimensions of motor vehicles and their trailers and amending Directive 2007/46/EC of the 
European Parliament and of the  Council (OJ L 353, 21.12.2012, p. 31).  
** Regulation (EU) 2019/2144 of the European Parliament and of the Council of 27 November 2019 on type -
approval requirements for motor vehicles and their trailers, and systems, components and separate technical 
units  intended for such vehicles, as regards their general safety and the protection of vehicle occupants and 
vulnerable road users, amending Regulation (EU) 2018/858 of the European Parliament and of the Council 
and repealing Regulations (EC) No 78/2009, (EC) No 79/2009 and (EC) No 661/2009 of the European 
Parliament and of the Council and Commission Regulations (EC) No 631/2009, (EU) No 406/2010, (EU) 
No 672/2010, (EU) No 1003/2010, (EU) No 1005/2010, (EU) No 1008/2010, (EU) No 1009/2010, (EU) No 
19/2011, (EU)  No 109/2011, (EU) No 458/2011, (EU) No 65/2012, (EU) No 130/2012, (EU) No 347/2012, 
(EU) No 351/2012, (EU) No 1230/2012 and (EU) 2015/166  (OJ L 325, 16.12.2019, p. 1 ). 
 
 
Appendix 1  
Vehicle technologies for which the obligations laid down in Article 9(1), first subparagraph , 
do not apply, as provided in that subparagraph  
 
Table 1  
 
Vehicle technology 
category  Criteria for exemption  Input parameter value 
in accordance with 
Table 5 of this Annex  
Fuel cell vehicle  The vehicle is either a  fuel cell vehicle or a “FCV Article 9  
EN 59  EN fuel cell hybrid vehicle in accordance with 
point 2 (12) or (13) of this Annex.  exempted”  
ICE operated with 
hydrogen  The vehicle is equipped with an ICE that is 
capable of running on hydrogen fuel.  “H2 ICE Article 9 
exempted”  
Dual -fuel Dual -fuel vehicles of types of types 1B, 2B 
and 3B as defined in Article 2(53), 2(55) 
and 2(56) of Regulation (EU) No 582/2011  “Dual -fuel vehicle 
Article 9 exempted”  
HEV  Vehicles are exempted in case at least one of 
the following crit eria apply:  
– The vehicle is equipped with 
multiple EMs which are not placed 
at the same connection point in the 
drivetrain  in accordance with point 
10.1.2 of this Annex.  
– The vehicle is equipped with 
multiple EMs which are placed at 
the same connection point  in the 
drivetrain  in accordance with point 
10.1.2 of this Annex but do not 
have exactly identical 
specifications (i.e. the same 
component certificate). This 
criterion shall not apply in case the 
vehicle is equipped with an IHPC 
Type 1.  
– The vehicle has a powertrain 
architecture other than P1 to P4, S2 
to S4, S -IEPC in accordance with 
point 10.1.3 of this Annex or other 
than IHPC Type 1.  “HEV Article 9 
exempted”  
PEV  Vehicles are exempted in case at least one of 
the following criteria apply:  
– The vehicle is equipped with 
multiple EMs which are not placed 
at the same connection point in the 
drivetrain  in accordance with point 
10.1.2 of this Annex.  
– The vehicle is equipped with 
multiple EMs which are placed at 
the same connection point in the “PEV Article 9 
exempted”   
EN 60  EN drivetrain  in accordance with point 
10.1.2 of this Annex but do not 
have exactly identical 
specifications (i.e. the same 
component certificate). This 
criterion shall not apply in case the 
vehicle is equipped with an IEPC.  
– The vehicle has a powertrain 
architect ure other than E2 to E4 or 
E-IEPC in accordance with point 
10.1.3 of this Annex.  
Multiple permanently 
mechanically 
independent 
powertrains  The vehicle is equipped with more than one 
powertrain where each powertrain is 
propelling d ifferent wheel axle(s) of the 
vehicle and where different powertrains can 
under no circumstances be mechanically 
connected.  
In this regard hydraulically driven axles 
shall , in accordance with point 5(a) of this 
Annex , be treated as non -driven axles and 
shall thus not be counted as an independent 
powertrain.  “Multiple powertrains 
Article 9 exempted”  
In-motion charging  The vehicle is equipped with means for 
conductive or inductive supply of electric 
energy to the vehicle in motion , which is at 
least partly directly used for vehicle 
propulsion and optionally for charging a 
REESS . “In-motion charging 
Article 9 exempted”  
Non-electric hybrid 
vehicles  The vehicle is a HV but not a HEV in 
accordance with point 2 (26) and (27) of this 
Annex. “HV Article 9 
exempted”  
 
   
EN 61  EN ANNEX IV 
 
‘ANNEX IV  
MODEL OF THE OUTPUT FILES OF THE SIMULATION TOOL  
 
PART I  
Vehicle CO 2 emissions and fuel consumption – Manufacturer's records file  
The manufacturer's records file shall be produced by the simulation tool and shall at least contain 
the following information, if applicable for the specific vehicle or manufacturing  step:  
 
1.  Vehicle, component, separate technical unit and systems data  
1.1.  Vehicle data  
1.1.1.   Name and address of manufacturer (s) ………..  
1.1.2.   Vehicle model ………..  
1.1.3.   Vehicle identification number (VIN) ………..  
1.1.4.   Vehicle category (N2, N3, M3) ………..  
1.1.5.   Axle configuration ………..  
1.1.6.   Technically Permissible Maximum Laden Mass (t) ………..  
1.1.7.   Vehicle group in accordance with Annex I ………..  
1.1.7a.  Vehicle (s ub-)group for CO 2 standards in accordance with point 1 of Annex 
I to Regulation (EU) 2019/1242 ………..  
1.1.8.   Corrected actual curb mass (kg)  ………..  
1.1.9.   Vocational vehicle (yes/no)  ………..  
1.1.10.  Zero emission heavy -duty vehicle (yes/no)  ………..  
1.1.11.  Hybrid electric heavy -duty vehicle (yes/no)  ………..  
1.1.12.  Dual -fuel vehicle (yes/no)  ………..  
1.1.13.  Sleeper cab (yes/no)  ………..  
1.1.14.  HEV architecture (e.g. P1, P2, Article 9 exempted) ………..  
1.1.15.  PEV architecture (e.g. E2, E3, Article 9 exempted) ………..  
1.1.16.  Off-vehicle charging capability (yes/no) ………..  
1.1.17.  (reserved ) 
1.1.18.  Off-vehicle charging maximum power (kW) ………..   
EN 62  EN 1.1.19 . Vehicle technology exem pted according to Article 9  ………..  
1.1.20.  Class of bus (e.g. I, I+II etc.)  ………..  
1.1.21.  Number passengers upper deck  ………..  
1.1.22.  Number passengers lower deck  ………..  
1.1.23.  Code for bodywork (e.g. CA, CB)  ………..  
1.1.24.  Low Entry (yes/no)  ………..  
1.1.25.  Height integrated body (mm)  ………..  
1.1.26.  Vehicle length (mm)  ………..  
1.1.27.  Vehicle width (mm)  ………..  
1.1.28.  Door drive technology (pneu, elec, mixed)  ………..  
1.1.29.  Tank system in case of natural gas (compressed, liquified)  ………..  
1.2.  Main engine specifications  
1.2.1.   Engine model  ………..  
1.2.2.   Engine certification number  ………..  
1.2.3.   Engine rated power (kW)  ………..  
1.2.4.   Engine idling speed (1/min)  ………..  
1.2.5.   Engine rated speed (1/min)  ………..  
1.2.6.   Engine capacity (ltr)  ……… .. 
1.2.7.   Fuel type (Diesel CI/CNG PI/LNG PI ) ………..  
1.2.8.   Hash of the engine input data and input information  ………..  
1.2.9. Waste heat recovery system (yes/no)  ………..  
1.2.10.  Waste heat recovery type(s) (mechanical/electrical)  ………..  
1.3.  Main transmission specifications  
1.3.1.   Transmission model  ………..  
1.3.2.   Transmission certification number  ………..  
1.3.3.   Main option used for generation of loss maps 
(Option1/Option2/Option3/Standard values)  ………..  
1.3.4.   Transmission type (SMT, AMT, APT -S, APT-P, APT -N) ………..  
1.3.5.   No. of gears  ………..  
1.3.6.   Transmission ratio final gear  ………..  
1.3.7.   Retarder type  ………..  
1.3.8.   Power take off (yes/no)  ………..   
EN 63  EN 1.3.9.   Hash of the transmission input data and input information  ………..  
1.4.  Retarder specifications  
1.4.1.   Retarder model  ………..  
1.4.2.   Retarder certification number  ………..  
1.4.3.   Certification option used for generation of a loss map (standard 
values/measurement)  ………..  
1.4.4.   Hash of the other torque transferring components input data and input 
infor mation  ………..  
1.5.  Torque converter specification  
1.5.1.   Torque converter model  ………..  
1.5.2.   Torque converter certification number  ………..  
1.5.3.   Certification option used for generation of a loss map (standard 
values/measurement)  ………..  
1.5.4.   Hash of the torque converter input data and input information  ………..  
1.6.  Angle drive specifications   
1.6.1.   Angle drive model ………..  
1.6.2.   Angle drive certification number  ………..  
1.6.3.   Certification option used for generation of a loss map (standard 
values/mea surement)  ………..  
1.6.4.   Angle drive ratio  ………..  
1.6.5.   Hash of the additional drivetrain  components input data and input 
information  ………..  
1.7.  Axle specifications  
1.7.1.   Axle model  ………..  
1.7.2.   Axle certification number  ………..  
1.7.3.   Certification opt ion used for generation of a loss map (standard 
values/measurement)  ………..  
1.7.4.   Axle type (e.g. single reduction axle)  ………..  
1.7.5.   Axle ratio  ………..  
1.7.6.   Hash of the axle input data and input information  ………..  
1.8.  Aerodynamics  
1.8.1.   Model ………..  
1.8.2.   Certification option used for generation of CdxA (standard values 
/measurement)  ………..   
EN 64  EN 1.8.3.   CdxA Certification number (if applicable)  ………..  
1.8.4.   CdxA value  ………..  
1.8.5.   Hash  of the air drag input data and input information  ………..  
1.9.  Main ty re specifications  
1.9.1.   Tyre dimension axle 1  ………..  
1.9.2.   Tyre certification number axle 1  ………..  
1.9.3.   Specific RRC of all tyres on axle 1  ………..  
1.9.3a.  Hash  of the tyre input data and input information axle 1  ………..  
1.9.4.   Tyre dimension axle 2  ………. . 
1.9.5.   Twin axle (yes/no) axle 2  ………..  
1.9.6.   Tyre certification number axle 2  ………..  
1.9.7.   Specific RRC of all tyres on axle 2  ………..  
1.9.7a.  Hash  of the tyre input data and input information axle 2  ………..  
1.9.8.   Tyre dimension axle 3  ………..  
1.9.9.   Twin axle (yes/no) axle 3  ………..  
1.9.10.  Tyre certification number axle 3  ………..  
1.9.11.  Specific RRC of all tyres on axle 3  ………..  
1.9.11a.  Hash  of the tyre input data and input information axle 3  ………..  
1.9.12.  Tyre dimension axle 4  ………..  
1.9.13.  Twin axle (yes/no) axle 4  ………..  
1.9.14.  Tyre certification number axle 4  ………..  
1.9.15.  Specific RRC of all tyres on axle 4 ………..  
1.9.16.  Hash  of the tyre input data and input information axle 4  ………..  
1.10.   Auxiliary specifications  
1.10.1.  Engine cooling fan technol ogy ………..  
1.10.2.  Steering pump technology  ………..  
1.10.3.  Electric system  
1.10.3.1.  Alternator technology (conventional, smart, no alternator)  ………..  
1.10.3.2.  Max altern ator power  (smart alternator ) (kW)  ………..  
1.10.3. 3. Electric storage capacity  (smart alternator ) (kWh)  ………..  
1.10.3.4.  Day running lights LED (yes/no)  ………..  
1.10.3.5.  Head lights LED (yes/no)  ………..   
EN 65  EN 1.10.3.6.  Position lights LED (yes/no)  ………..  
1.10.3.7.  Brake lights LED (yes/no)  ………..  
1.10.3.8.  Interior lights LED (yes/no)  ………..  
1.10.4.  Pneumatic system  
1.10.4.1.  Technology ………..  
1.10.4.2.  Compressor ratio ………..  
1.10.4.3.  Smart compression system ………..  
1.10.4.4.  Smart regeneration system ………..  
1.10.4.5.  Air suspension control  ………..  
1.10.4. 6. Reagent  dosing  (exhaust after -treatment) ………..  
1.10.5.  HVAC system  
1.10.5. 1. System configuration number  ………..  
1.10.5.2.  Heat pump type driver compartment  ………..  
1.10.5.3.  Heat pump mode driver compartment ………..  
1.10.5.4.  Heat pump type passenger compartment ………..  
1.10.5.5.  Heat pump mode passenger com partment ………..  
1.10.5.6.  Auxiliary heater power  (kW) ………..  
1.10.5.7.  Double glasing  (yes/no) ………..  
1.10.5.8.  Adjustable coolant thermostat  (yes/no)  ………..  
1.10.5.9.  Adjustable auxiliary heater  ………..  
1.10.5.10.  Engine waste gas heat exchanger  (yes/no)  ………..  
1.10.5.11.  Separate air distribution ducts (yes/no) ………..  
1.10.5.12.  Water electric heater  
1.10.5.13.  Air electric heater  
1.10.5.14.  Other heating technology  
1.11.   Engine torque limitations  
1.11.1.  Engine torque limit at gear 1 (% of max engine torque)  ………..  
1.11.2.  Engine torque limit at gear 2 (% of max engine torque)  ………..  
1.11.3.  Engine torque limit at gear 3 (% of max engine torque)  ………..  
1.11.4.  Engine torque limit at gear … (% of max engine torque)  
1.12.   Advanced driver assistance systems (ADAS)  
1.12.1.  Engine stop -start during vehicle stops (yes/no)  ………..   
EN 66  EN 1.12.2.  Eco-roll without engine stop -start (yes/no)  ………..  
1.12.3.  Eco-roll with engine stop -start (yes/no)  ………..  
1.12.4.  Predictive cruise control (yes/no)  ………..  
1.13.   Electric machine system (s) specifications  
1.13.1  Model  ………..  
1.13.2.  Certification number  
1.13.3  Type (PSM, ESM, IM, SRM) ………..  
1.13. 4. Position  (GEN 1, 2, 3, 4)  ………..  
1.13.5.  (reserved)  
1.13.6.  Count at position ………..  
1.13. 7. Rated power (kW) ………..  
1.13.8.  Maximum continuous power (kW) ………..  
1.13.9.  Certification option for generation of electric power consumption map   
………..  
1.13.10.  Hash of the input data and input information  ………..  
1.13.11.  Ratio to drivetrain ………..  
1.14.   Integrated electric powertrain sy stem (IEPC) specifications  
1.14.1  Model  ………..  
1.14.2.  Certification number ………..  
1.14.3.  Rated power (kW) ………..  
1.14.4.  Maximum continuous power (kW) ………..  
1.14.5.  Number of gears ………..  
1.14.6.  Lowest total transmission ratio (hig hest gear times axle rati o if applicable)   
………..  
1.14.7.  Differential included (yes/no)  ………..  
1.14.8.  Certification option for generation of electric power consumption map   
………..  
1.14.9.  Hash of the input data and input information  ………..  
1.15.   Rechargeable Energy Storage Systems specifications   
1.15.1  Model ………..  
1.15.2. Certification number  ………..  
1.15.3.  Number of subsystems parallel ………..  
1.15.4.  Number of subsystems series ………..   
EN 67  EN 1.15.5.  Nominal voltage (V) ………..  
1.15.6.  Total storage capacity (kWh) ………..  
1.15.7.  Total usabl e capacity in simulation (kWh) ……  
1.15.8.  Certification option for electric system losses ……….  
1.15.9.  Hash of the input data and input information  ………..  
2.  Mission profile and loading dependent values  
2.1.  Simulation parameters (for each mission profil e and loading combination, 
for OVC -HEVs additionally for charge depleting, charge sustaining mode 
and weighted)  
2.1.1.   Mission profile ………..  
2.1.2.   Load (as defined in the simulation tool) (kg)  ………..  
2.1.2a.  Passenger count  ………..  
2.1.3.  (reserved)  
2.1.4.   Total vehicle mass in simulation (kg)  ………..  
2.2.  Vehicle driving performance and information for simulation quality check  
2.2.1.   Average speed (km/h)  ………..  
2.2.2.   Minimum instantaneous speed (km/h)  ………..  
2.2.3.   Maximum instantaneous speed (km/h)  ………..  
2.2.4.   Maximum deceleration (m/s²)  ………..  
2.2.5.   Maximum acceleration (m/s²)  ………..  
2.2.6.   Full load percentage of  driving time  ………..  
2.2.7.   Total number of gear shifts  ………..  
2.2.8.   Total driven distance (km)  ………..  
2.3.  Fuel and energy con sumption (per fuel type and electric energy) and CO 2 
results (total)  
2.3.1.   Fuel consumption (g/km)  ………..  
2.3.2.   Fuel consumption (g/t -km) ………..  
2.3.3.   Fuel consumption (g/p -km) ………..  
2.3.4.   Fuel consumption (g/m³ -km) ………..  
2.3.5.   Fuel consumption (l/ 100km)  ………..  
2.3.6.   Fuel consumption (l/t -km) ………..  
2.3.7.   Fuel consumption (l/p -km) ………..  
2.3.8.   Fuel consumption (l/m³ -km) ………..   
EN 68  EN 2.3.9.   Energy consumption (MJ/km, kWh/km)  ………..  
2.3.10.  Energy consumption (MJ/t -km, kWh/t -km) ………..  
2.3.11.  Energy consumption (MJ/p -km, kWh/p -km) ………..  
2.3.12.  Energy consumption (MJ/m³ -km, kWh/m³ -km) ………..  
2.3.13.  CO 2 (g/km)  ………..  
2.3.14.  CO 2 (g/t-km) ………..  
2.3.15.  CO 2 (g/p-km) ………..  
2.3.16.  CO 2 (g/m³ -km) ………..  
2.4.  Electric range (km) ………..  
3.  Software information  
3.1.  (reserved)  
3.1.1.   Simulation tool version (X.X.X)  ………..  
3.1.2.   Date and time of the  simulation ………..  
3.1.3.  Cryptographic hash simulation tool input information and input data of the 
primary vehicle (if applicable)  ………..  
3.1.4.   Cryptographic h ash of the manufacturer’s record file  of the primary vehicle 
(if applicable) ………..  
3.1.5.   Cryptographic hash of the vehicle information file as produced by the 
simulation tool (if applicable)  ………..  
3.1.6.   Cryptographic hash of the simulation tool input i nformation and input data  
………..  
3.1.7.   Cryptographic hash of the manufacturer's records file  ………..  
 
 
 
PART II  
Vehicle CO 2 emissions and fuel consumption - Customer information file  
The customer information file shall be produced by the simulation tool and shall at least contain 
the following information, if applicable for the specific vehicle or certification step:  
1.  Vehicle, component, separate technical unit and systems data  
1.1.  Vehicle data  
1.1.1.   Vehicle identification number (VIN)  ………..  
1.1.2.   Vehicle category (N 2, N3, M 3) ………..   
EN 69  EN 1.1.3.   Axle configuration  ………..  
1.1.4.   Technical ly Permissible Maximum Laden Mass (t)  ………..  
1.1.5.   Vehicle group in accordance with Annex I  ……… .. 
1.1.5a.  Vehicle (sub-)group in accordance with point 1 of Annex I to Regulation 
(EU) 2019/1242 ………..  
1.1.6.   Name and address(es) of manufacturer(s)  ………..  
1.1.7.   Model  ………..  
1.1.8.   Corrected actual curb mass (kg)  ………..  
1.1.9.   Vocational vehicle (yes/no)  ………..  
1.1.10.  Zero emission heavy -duty vehicle (yes/no)  ………..  
1.1.11  Hybrid electric heavy -duty vehicle (yes/no)  ………..  
1.1.12  Dual -fuel vehicle (yes/no)  ………..  
1.1.12a.  Waste Heat recovery (yes/no)  ………..  
1.1.13.  Sleeper cab (yes/no)  ………..  
1.1.14.  HEV architecture (e.g. P1, P2, Article 9 exempted) ………..  
1.1.15.  PEV architecture (e.g. E2, E3, Article 9 exempted) ………..  
1.1.16.  Off-vehicle charging capability (yes/no) ………..  
1.1.1 7. (reserved)  
1.1.18.  Off-vehicle charging maximum power (kW) ………..  
1.1.19.  Vehicle technology exempted from Artic le 9 (e.g. H2 ICE ) ………..  
1.1.20.  Class of bus (e.g. I, I+II etc.)  ………..  
1.1.21.  Total number of declared  passengers ………..  
1.2.  Component, separate technical unit and systems data  
1.2.1.   Engine rated power (kW)  ………..  
1.2.2.   Engine capacity (ltr)  ………..  
1.2.3.   Fuel type (Diesel CI/CNG PI/LNG PI ) ………..  
1.2.4.   Transmission values (measured/standard)  ………..  
1.2.5.   Transmission type (SMT, AMT, APT, none)  ………..  
1.2.6.   No. of gears  ………..  
1.2.7.   Retarder (yes/no)  ………..  
1.2.8.   Axle ratio  ………..  
1.2.9.   Average  rolling resistance coefficient (RRC) of all tyres of the motor  
EN 70  EN vehicle:  ………..  
1.2.10a.  Tyre dimension for each axle of the motor vehicle ………..  
1.2.10b.  Fuel efficiency class (es) of the tyres in accordance with Regulation (EC) No 
1222/2009 for each axle of the motor vehicle  ………..  
1.2.10c.  Tyre c ertification number for each axle of the motor vehicle ………..  
1.2.11.  Engine stop -start during vehicle stops (yes/no)  ………..  
1.2.12.  Eco-roll without engine stop -start (yes/ no) ………..  
1.2.13.  Eco-roll with engine stop -start (yes/no)  ………..  
1.2.14.  Predictive cruise control (yes/no)  ………..  
1.2.15  Electric machine system(s) total rated propulsion power (kW)  ………..  
1.2.16  Electric machine system total maximum continuous propulsion p ower (kW)  
………..  
1.2.17  REESS  total storage capacity ( kWh ) ………..  
1.2.18  REESS useable storage capacity in simulation (kWh)  ………..  
1.3.  Auxiliary configuration  
1.3.1.   Steering pump technology  ………..  
1.3.2.   Electric system ………..  
1.3.2.1  Alternator technology  (conventional, smart, no alternator)   ………..  
1.3.2.2  Max alternator power ( smart alternator ) (kW)  ………..  
1.3.2.3  Electric storage capacity ( smart alternator ) (kWh)  ………..  
1.3.3.   Pneumatic system ………..  
1.3.3.1  Smart compression system ………..  
1.3.3.2  Smart regeneration system ………..  
1.3.4.   HVAC system  ………..  
1.3.4.1  System configuration ………..  
1.3.4.2  Auxiliary heater power  (kW) ………..  
1.3.4.3  Double glazing  (yes/no) ………..  
2.  CO 2 emissions and fuel consumption of the vehicle (for each mission profile 
and loading combination, for OVC -HEVs additionally for charge depleting, 
charge sustaining mode and weighted)  
2.1.  Simulation parameters  
2.1.1   Mission profile  ………..  
2.1.2   Payload (kg) ………..   
EN 71  EN 2.1.3   Passenger information  
2.1.3.1  Number of passengers in simulation ………..  (-) 
2.1.3.2  Mass of passengers in simulation ………..  (kg) 
2.1.4   Total vehicle mass  in simulation (kg) ………..  
2.2.  Average speed (km/h) ………..  
2.3.  Fuel and energy consumption results (per fuel type and electric energ y) 
2.3.1.   Fuel consumption (g/km)  ………..  
2.3.2.   Fuel consumption (g/t -km) ………..  
2.3.3.   Fuel consumption (g/p -km) ………..  
2.3.4.   Fuel consumption (g/m³ -km) ………..  
2.3.5.   Fuel consumption (l/100km)  ………..  
2.3.6.   Fuel consumption (l/t -km) ………..  
2.3.7.   Fuel consumption (l/p -km) ………..  
2.3.8.   Fuel consumption (l/m³ -km) ………..  
2.3.9.   Energy consumption (MJ/km, kWh/km)  ………..  
2.3.10.  Energy consumption (MJ/t -km, kWh /t-km) ………..  
2.3.11.  Energy consumption (MJ/p -km, kWh/p -km) ………..  
2.3.12.  Energy consumption (MJ/m³ -km, kWh/m³ -km) ………..  
2.4.  (reserved)  
2.5.  (reserved)  
2.6.  CO 2 results (for each mission profile and loading combination)  
2.6.1.  CO 2 (g/km)  ………..  
2.6.2.  CO 2 (g/t-km) ………..  
2.6.3.  CO 2 (g/p-km) ………..  
2.6.4.  CO 2 (g/m³ -km) ………..  
2.7.  Weighted results  
2.7.1.  Specific CO2 emissions (gCO2/t -km) ………..  
2.7.2.  Specific electric energy consumption (kWh/t -km) ………..  
2.7.3.  Average payload value (as defined in 2.5.) (t) ………..  
2.7.4.  Specific CO2 emissions (gCO2/p -km) ………..  
2.7.5.  Specific electric e nergy consumption (kWh/p -km) ………..  
2.7.6.  Average passenger count (p)  ………..   
EN 72  EN 2.7.7.  Electric range (km)  ………..  
2.8.  Software information  
2.8.1.  Simulation tool version  ………..  
2.8.2.  Date and time of the simulation  ………..  
2.8.3.   Cryptographic hash of the simulation tool input information and input data 
of the primary vehicle (if applicable)  ………..  
2.8.4.  Cryptographic h ash of the manufacturer’s records file  of the primary vehicle 
(if applicable) ………..  
2.8.5.   Cryptographic hash of the vehicle simulation t ool input information and 
input data  ………..  
3.  Cryptographic hash of the manufacturer's records file ………..  
4.  Cryptographic hash of the  customer information file ………..  
 
 
PART III  
Vehicle CO 2 emissions and fuel consumption – Vehicle information file for heavy buses  
The vehicle information file shall be produced in case of heavy buses to transfer the relevant 
input data, input information and simulation results to subsequent certification step s following 
the method as described in point 2. of Annex I.  
The vehicle information file shall at least contain the following content:  
1. In case of a primary vehicle  
1.1. Input data and input information as set out in Annex III for the primary vehicle except: 
engine fuel map; engine correction factors WHTC_Urban, WHTC_Rural, 
WHTC_Motorway, BFColdHot, CFRegPer; torque converter characteristics; loss maps 
for transmission, retarder, angle drive and axle; electric power consumption map(s) for 
electric motor systems a nd IEPC; electric loss  parameters for REESS  
1.2. For each mission profile and loading condition:  
1.2.1.  Total vehicle mass  in simulation (kg) ………..  
1.2.2.  Number of passengers in simulation ( -) ………..  
1.2.3.   Energy consumption (MJ/km) ………..  
1.3. Software information  
1.3.1.  Simulation tool vers ion ………..  
1.3.2.  Date and time of the simulation  ………..  
1.4. Cryptographic hashes  
1.4.1.  Cryptographic hash of the manufacturers records file of the primary vehicle   
EN 73  EN ………..  
1.4.2.  Cryptographic hash of the vehicle information file  ………..  
2. For each interim, complete or completed vehicle  
2.1. Input data and input information as set out for the complete or completed vehicle in 
Annex III and which was provided by the particular manufacturer  
2.2. Software information   
2.2.1.  Simulation tool version  ………..  
2.2.2.  Date and time of the simulation  ………..  
2.3. Cryptographic hashes  
2.3.1.  Cryptographic hash of the vehicle information file  ………..  
 
 
   
EN 74  EN ANNEX V 
 
Annex V is amended a s follows:  
(1) in point 2, the header and the first paragraph are  replaced by the following:  
‘2. Definitions  
For the purposes of this Annex the definitions in accordance with UN Regulation No. 49* and, in 
addition to these, the following definitions apply:  
___________________  
* Regulation No 49 of the Economic Commission for Europe of the United Nations (UN/ECE) – Uniform provisions 
concerning the measures to be  taken against the emission of gaseous and particulate pollutants from compression -
ignition engines and positive ignition engines for use in vehicles (OJ L 171, 24.6.2013, p.1). ’; 
(2) in point 2,  the following points are inserted : 
‘(8) “Waste Heat Recovery (WH R) system” means all devices converting energy from the 
exhaust gas or from operating fluids in engine cooling systems into electrical or mechanical 
energy;  
(9) “WHR system with no external output (WHR_no_ext)” means a WHR system which 
generates mechanical  energy and is mechanically connected to the engine crankshaft in order to 
feed its generated energy directly back to the engine crankshaft;  
(10) “WHR system with external mechanical output (WHR_mech)” means a WHR system 
which generates mechanical energy a nd feeds it to other elements in the vehicle’s drivetrain than 
the engine or to a rechargeable storage;  
(11) “WHR system with external electrical output (WHR_elec)” means a WHR system which 
generates electrical energy and feeds it to the vehicle’s electric  circuit or to a rechargeable 
storage;  
(12) “P_WHR_net” means the net power generated by a WHR system in accordance with 
point  3.1.6;  
(13) “E_WHR_net” means the net energy generated by a WHR system over a certain amount 
of time determined by integrating P_ WHR_net;’;  
(3) in point 2. the last sentence is replaced by the following:  
 ‘The definitions in paragraphs 3.1.5 and 3.1.6 of Annex 4 to UN Regulation No. 49 do not 
apply.’;  
(4) in point 3., first paragraph, the first sentence is replaced by the following:  
The cal ibration laboratory facilities shall comply with the requirements of either IATF 
16949, ISO 9000 series or ISO/IEC 17025’.  
(5) in point 3.1.1, points (1), (2) and (3) are replaced by the following:  
‘ 
(1) The parameter fa describing the laboratory test conditions, determined in accordance  
EN 75  EN with paragraph 6.1 of Annex 4 to UN Regulation No. 49, shall be within the following 
limits: 0,96 ≤ fa ≤ 1,04.  
 
(2) The absolute temperature (Ta) of the engine intake air expr essed in Kelvin, determined 
in accordance with paragraph 6.1 of Annex 4 to UN Regulation No. 49 shall be within 
the following limits: 283 K ≤ Ta ≤ 303 K.  
 
(3)  The atmospheric pressure expressed in kPa, determined in accordance with paragraph 
6.1 of Annex 4 to UN Regulation No. 49 shall be within the following limits: 90 kPa ≤ 
ps ≤ 102 kPa.’;  
 
(6) point 3.1.2 is replaced by the following:  
‘3.1.2. Engine installation  
The test engine shall be installed in accordance with paragraphs 6.3 to 6.6 of Annex 4 to UN 
Regulation No. 49.  
If auxiliaries/equipment necessary for operating the engine system are not installed as required in 
accordance with paragraph 6.3 of Annex 4 to UN Regulation No. 49, all measured engine torque 
values shall be corrected for the power requir ed for driving these components for the purpose of 
this Annex in accordance with paragraph 6.3 of Annex 4 to UN Regulation No. 49.  
Such corrections of engine torque and power values shall be performed if the sum of absolute 
values of additional or missing engine torque required for driving these engine components in a 
specific engine operation point exceeds the torque tolerances defined in accordance with point 
4.3.5.5 (1) sub -subpoint (b). In case of such an engine component being operated in an 
intermitte nt manner, the engine torque values for driving the respective component shall be 
determined as average value over an appropriate period, reflecting the actual operating mode 
based on good engineering judgement and in agreement with the approval authority.  
For the purpose of determining whether such a correction is required or not, as well as for 
deriving the actual values to perform the correction, the power consumption of the following 
engine components, resulting in the engine torque required for driving  these engine components, 
shall be determined in accordance with Appendix 5 of this Annex:  
(1) fan 
(2) electrically powered auxiliaries/equipment necessary for operating the engine system’;  
(7) in point 3.1.3, 3.1.4 and 3.1.5 (6) ‘UN/ECE Regulation 49 Rev.06’ is replaced by: ‘UN 
Regulation No. 49’;  
(8) the following point is inserted : 
‘3.1.6  Set up of WHR systems  
The following requirements apply in case a WHR system is present on the engine.  
3.1.6.1.  For parameters listed in 3.1.6.2. installation on the test bed sh all not result in better  
EN 76  EN performance of the WHR system related to generated power by the system as compared 
to the specifications for in -use installation in a vehicle. All other WHR related systems 
used on the test bed shall be operated under conditions wh ich are representative for in -
vehicle application at reference ambient conditions. The WHR related reference ambient 
conditions are defined as 293 K for air temperature and 101.3 kPa for pressure.  
3.1.6.2.  The engine test setup shall reflect the worst -case condition with regards to temperature 
and energy content transferred from excess energy to the WHR system. The following 
parameters have to be set to reflect the worst -case condition and need to be recorded in 
accordance with Figure 1a and have to be repo rted in the information document drawn 
up in accordance with the model set out in Appendix 2 to this Annex : 
(a) The distance between the last after treatment system and the heat exchangers 
for evaporation of working fluids of WHR systems (boilers), measured in  the 
direction downstream of the engine (L EW), shall be equal to or greater than 
the maximum distance (Lmax EW) specified by the manufacturer of the WHR 
system for in -use installation in vehicles.  
(b) In case of WHR systems with turbine(s) in the exhaust gas fl ow, the distance 
between the engine outlet and the entry into the turbine (L ET) shall be equal 
or larger than the maximum distance (Lmax ET) specified by the manufacturer 
of the WHR system for in -use installation in vehicles.  
(c) For WHR systems operated in a cyclic process using a working fluid:  
(i) The total pipe length between evaporator and expander (L HE) shall be 
equal or longer than defined by the manufacturer as maximum distance 
for in -use installation in vehicles (Lmax HE). 
(ii) The total pipe length between expander and condenser (L EC) shall be 
equal or shorter than defined by the manufacturer as maximum 
distance for in -use installation in vehicles (Lmax EC). 
(iii) The total pipe length between condenser and evaporator (L CE) shall be 
equal or shorter t han defined by the manufacturer as maximum 
distance for in -use installation in vehicles (Lmax CE). 
(iv) The pressure p cond of the working fluid before entering the condenser 
shall correspond to the in -use application in vehicles at reference 
ambient conditi ons but shall in any case not be lower than the ambient 
pressure in the test cell minus 5 kPa, unless the manufacturer 
demonstrates that a lower pressure can be maintained over vehicle 
lifetime in -use. 
(v) The cooling power on the test bed for cooling the WHR condenser 
shall be limited  to a maximum value of P cool = k*(t cond - 20°C).  
Pcool  shall be  measured either on the working fluid side or on the test 
bed coolant side. Where   tcond is defined as the condensation 
temperature (in °C) of the fluid at p cond. 
  
EN 77  EN k = f 0 + f1 * V c .  
With:  Vc is the engine displacement in litres (rounded to 2 places to 
the right of the decimal point)  
f0 = 0.6 kW/K  
f1 = 0.05 kW/(K*l)  
(vi) For cooling the WHR condenser on the test bed either liquid -cooling 
or air -cooling is allowed. In case of an air -cooled condenser the system 
shall be cooled with the same fan (if applicable) as installed on the 
vehicle and under the reference ambient c onditions stated in subpoint 
3.1.6.1.  above. In case of an air -cooled condenser the limita tion for 
cooling power stated in subpoint (v) above shall apply, where the 
actual cooling power shall be measured on the working fluid side of 
the heat condenser. In case the power for driving such a fan is provided 
from an external power source, the respe ctive actual power consumed 
by the fan shall be considered as power delivered to the WHR system 
when determining the net power in accordance with subpoint (f) 
below.  
 
Figure 1a  
Definitions of minimum and maximum distances for WHR components for engine test s   
 
 
(d) Other WHR systems taking heat energy from the exhaust or cooling system 
shall be set up in accordance with the provisions in subpoint (c). The 
“evaporator” in subpoint (c) refers to the heat exchanger to transfer excess 
heat to the WHR device. The “expander” in subpoint (c) refers to the device 
converting the energy.  
 
EN 78  EN (e) All pipe diameters of WHR systems shall be equal or smaller than the 
diameters defined for in -use. 
(f) For WHR_mech systems the net mechanical power shall be measured at the 
rotational engine speed expected at 60 km/h . If different transmission ratios 
are expected to be used, the rotational speed shall be calculated with the 
average over these transmission  ratios. The mechanical or electrical power 
generated by a WHR system shall be measured with measurement 
equipment meeting the respective requirements set out in Table 2.  
(1) The net electric power is the sum of the electric power delivered by the 
WHR system to an external power sink or rechargeable storage, minus 
the electric power delivered to the WHR system from an external 
power source or rechargeable storage. The net electric power shall be 
measured as DC power, i.e. after the conversion from AC to DC.  
(2) The net mechanical power is the sum of the mechanical power 
delivered by the WHR system to an external power sink or 
rechargeable storage (if applicable), minus the mechanical power 
delivered to the WHR system from an external power source or 
rechargeable st orage.  
(3) All transmission systems for electrical and mechanical power 
necessary for the vehicle in -use shall be set up for the measurement 
during the engine testing (e.g. cardan shafts or belt drives for 
mechanical connection, AC/DC converters and DC/DC volt age 
transformers). If a transmission system applied in the vehicle is not 
part of the test set up the net electrical or mechanical power measured 
shall be decreased accordingly by multiplication by a generic 
efficiency factor for each separate transmission  system. The following 
generic efficiencies shall be applied for transmission systems not 
included in the set up:  
 
Table -1 
Generic efficiencies of transmission systems for WHR power  
Type of transmission  Efficiency factor for WHR power  
Gear stage  0.96 
Belt drive  0.92 
Chain drive  0.94 
DC/DC converter  0.95 
’;  
EN 79  EN  
(9) in point 3.2, in Table 1, the text of the first column of the last row ‘Natural gas / PI’ is 
replaced by: ‘Natural gas / PI or Natural Gas / CI’;  
(10) the following point is inserted :  
‘3.2.1.  For dual-fuel engines the respective reference fuels for the engine systems under test shall 
be selected from the fuel types listed in Table 1. One of the two reference fuels shall 
always be B7 and the other reference fuel shall be G 25, GR or LPG Fuel B.  
 The basic provisions stated in point  3.2 shall be applied for each of the two selected fuels 
separately.’;  
(11) in point 3.3 ‘UN/ECE Regulation 49 Rev.06’ is replaced by: ‘UN Regulation No. 49’;  
(12) the following point is inserted :  
‘3.4.1.  Special requirements for dua l-fuel engines  
For dual -fuel engines the fuel flow in accordance with point  3.4 shall be measured for each of the 
two selected fuels separately.’;  
(13) in point 3.5, the text ‘UN/ECE Regulation 49 Rev.06’ is replaced by: ‘UN Regulation 
No. 49’ in two instances;  
(14) in point 3.5, in Table 2, the following rows are inserted :  
 
 
 Linearity    
Measurement 
system  Intercept  
| xmin × (a1 – 1) + 
a0 | 
 Slope  
a1 
 Standard 
error of 
estimate 
SEE Coefficient of  
determination  
r2 
 Accuracy  (1) Rise 
time  
‘Temperature 
relevant for WHR 
system ≤  1.5 % max  
calibration 3) 0.98 - 
1.02 ≤  2 % max  
calibration 3) ≥  0.980  n.a. ≤ 10 s 
Pressure relevant 
for WHR system ≤  1.5 % max  
calibration 3) 0.98 - 
1.02 ≤  2 % max  
calibration 3) ≥  0.980  n.a. ≤ 3 s 
Electrical power 
relevant for WHR 
system ≤  2 % max  
calibration 3) 0.97 - 
1.03 ≤  4 % max  
calibration 3) ≥  0.980  n.a. ≤ 1 s 
Mechanical power 
relevant for WHR 
system ≤  1 % max  
calibration 3) 
 0.995 - 
1.005  ≤  1.0 % 
max 
calibration 3) ≥ 0.99 1.0% of reading or 
0.5% of max. 
calibration 3) of 
power whichever is 
larger  ≤ 1 s’; 
(15) in point 3.5 , the text below Table 2 is replaced by the following:  
‘In case of dual -fuel engines the “max calibration” value applicable for the measurement system 
for fuel mass flow for both liquid and gaseous fuels shall be defined in accordance with the  
EN 80  EN following provisions:  
(1) The fuel type for which the fuel mass flow shall be determined by the 
measurement system subject to verification of the requirements defined in Table 2 
shall be the primary fuel. The other fuel type shall be the secondary fuel.  
(2) The maximum predicted value expected during all testruns  for the secondary fuel 
shall be converted to the maximum predicted value expected during all testruns for 
the primary fuel by application of the following equation:  
mf*mp,seco  = mf mp,seco  * NCV seco / NCV prim 
where:  
mf*mp,seco   = maximum predicted massflow  value  of the  
    secondary fuel converted to the primary fuel  
mfmp,seco   = maximum predicted massflow value  of the  
    secondary fuel  
NCV prim  = NCV of the primary fuel determined in accordance  
     with point  3.2 [MJ/kg]  
NCV seco  = NCV of the secondary fuel determined in  
accordance with point  3.2 [MJ/kg]  
(3) The maximum predicted overall value, mf mp,overall , expected during all testruns 
shall be determined by application of the following equation:  
mfmp,overall  = mf mp,prim  + mf*mp,seco  
where:  
mfmp,prim   = maximum predicted massflow value  of the  
    primary fuel  
mf*mp,seco   = maximum predicted massflow value  of the  
    secondary fuel converted to the primary fuel  
(4) The “max calibration” values shall be 1.1 times the maximum predicted overall 
value, mf mp,overal l, determined in accordance with s ubpoint ( 3) above.  
“xmin”, used for calculation of the intercept value in Table 2, shall be 0.9 times the 
minimum predicted value expected during all testruns for the respective measurement 
system.  
The signal delivery rate  of the measurement systems listed in Table 2, except for the fuel 
mass flow measurement system, shall be at least 5  Hz (≥ 10  Hz recommended). The 
signal delivery rate of the fuel mass flow measurement system shall be at least 2  Hz. 
All measurement data sh all be recorded with a sample rate of at least 5  Hz (≥ 10  Hz 
recommended).’;  
(16) in point 3.5.1 and 4. ‘UN/ECE Regulation 49 Rev.06’ is replaced by: ‘UN Regulation  
EN 81  EN No. 49’;  
(17) the following point is inserted :  
‘4.2.1  Special requirements for dual -fuel engines  
Dual-fuel engines shall be operated in dual -fuel mode during all testruns performed in accordance 
with point  4.3. If a switch to service mode occurs during a testrun, all recorded data during the 
respective testrun shall be void.’;  
(18) in point 4.3.1 ‘UN/ECE Regu lation 49 Rev.06’ is replaced by: ‘UN Regulation No. 49’;  
(19) in point 4.3.2 ‘UN/ECE Regulation 49 Rev.06’ is replaced by: ‘UN Regulation No. 49’, 
in three instances;  
(20) the following point is inserted :  
‘4.3.2.1  Special requirements for WHR systems  
For WHR_mech and WHR_elec systems the data recording for the engine motoring curve shall 
not start before the reading of the value of mechanical or electrical power generated by the WHR 
system has stabilized within ±10% of its mean value for at least 10 seconds.’;  
(21) point 4.3.3 is replaced by the following:  
‘4.3.3.  WHTC test  
The WHTC test shall be performed in accordance with Annex 4 to UN Regulation No. 49. The 
weighted emission test results shall meet the applicable limits defined in Regulation (EC) No 
595/2009.  
Dual -fuel engines shall meet the applicable limits in accordance with Annex XVIII, point  5, to 
Regulation (EU) No 582/2011.  
The engine full load curve recorded in accordance with paragraph 4.3.1  shall be used for the 
denormali sation of the reference cycle  and all calculations of reference values performed in 
accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN Regulation No. 49.’;  
(22) in point 4.3. 3.1 ‘UN/ECE Regulation 49 Rev.06’ is replaced by: ‘UN Regulation No. 
49’; 
(23) the following point is inserted : 
‘4.3.3.2  Special requirements for WHR systems  
For WHR_mech systems the mechanical P_WHR_net and for WHR_elec systems the electrical 
P_WHR_net in accordance with point  3.1.6 shall be recorded.’;  
(24) point 4.3.4 is replaced by the following:  
‘4.3.4.  WHSC test 
The WHSC test shall be performed in accordance with Annex 4 to UN Regulation No. 49. The 
emission test results shall meet the applicable limits defined in Regulation (EC) No 595/2009.  
Dual -fuel engines shall meet the applicable limits in accordance wi th Annex XVIII, point  5, to 
Regulation (EU) No 582/2011.   
EN 82  EN The engine full load curve recorded in accordance with point  4.3.1 shall be used for the 
denormalization of the reference cycle and all calculations of reference values performed in 
accordance with p aragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN Regulation No. 49. ’; 
(25) in point  4.3.4.1 ‘UN/ECE Regulation 49 Rev.06’ is replaced by: ‘UN Regulation No. 
49’; 
(26) the following point is inserted :  
‘4.3.4.2  Special requirements for WHR systems  
For WHR_mech syste ms the mechanical P_WHR_net and for WHR_elec systems the electrical 
P_WHR_net in accordance with point  3.1.6 shall be recorded.’;  
(27) in point 4.3.5.1 ‘UN/ECE Regulation 49 Rev.06’ is replaced by: ‘UN Regulation No. 
49’; 
(28) in points  4.3.5.1.1 and 4.3.5.2.1 ‘UN/E CE Regulation 49 Rev.06’ is replaced by: ‘UN 
Regulation No. 49’ , in four instances ; 
(29) in point 4.3.5.2.2, in the second paragraph , the first sentence is replaced by the 
following:  
‘All target torque setpoints at a particular target engine speed setpoint tha t exceed the limit value 
defined by the full load torque value (determined from the engine full load curve recorded in 
accordance with point  4.3.1) at this particular target engine speed setpoint minus 5 percent of 
Tmax_overall , shall be replaced by one si ngle target torque setpoint at full load torque at this 
particular target engine speed setpoint.’;  
(30) in point 4.3.5.3  ‘UN/ECE Regulation 49 Rev.06’ is replaced by: ‘UN Regulation No. 
49’, in three instances ; 
(31) in point 4.3.5.3 the second sentence of subpoint (4) is replaced by the following: 
‘Particulate pollutants, methane and ammonia emissions are not required to be 
monitored during the FCMC testrun. ’; 
(32) the following point is inserted : 
‘4.3.5.3.1  Special requirements for WHR systems  
For WHR_mech systems the me chanical P_WHR_net and for WHR_elec systems the electrical 
P_WHR_net in accordance with point  3.1.6 shall be recorded.’;  
(33) in point 4.3.5.4 , in the first and second paragraph,  ‘UN/ECE Regulation 49 Rev.06’ is 
replaced by: ‘UN Regulation No. 49 , in two instances ’; 
(34) in point 4.3.5.4 the third paragraph is replaced by:  
‘The engine full load curve of the CO 2-parent engine of the engine CO 2-family recorded in 
accordance with point  4.3.1 shall be used for the denormalization of the reference values of mode 
9 performed in accordance with paragraphs 7.4.6, 7.4.7 and 7.4.8 of Annex 4 to UN Regulation 
No. 49.’;  
(35) in point 4.3.5.5 the second sentence of subpoint (1) is replaced by the following:  
 ‘During the following period of 30±1 seconds the engine shall be contr olled as  
EN 83  EN follows:’;  
(36) in point 4.3.5.5, subpoint (3) is replaced by the following:  
‘(3) After the zero torque setpoint has been measured in subpoint (1), the target engine speed 
shall be decreased linearly to the next lower target engine speed setpoint whil e at the same time 
the operator demand shall be increased linearly to the maximum value within 20 to 46 seconds. If 
the next target setpoint is reached within less than 46 seconds, the remaining time up to 46 
seconds shall be used for stabilization. Then t he measurement shall be performed by starting the 
stabilization procedure in accordance with subpoint (1) and afterwards the target torque setpoints 
at constant target engine speed shall be adjusted in accordance with subpoint (2).’;  
(37) in point 4.3.5.6 ‘UN/E CE Regulation 49 Rev.06’ is replaced by: ‘UN Regulation No. 
49’; 
(38) in point 4.3.5.6.2 subpoints (2) and (3) of the second paragraph are replaced by the 
following:  
 ‘(2) 2 vertical lines spaced at equal distance between engine speeds n 30 and n hi for 9 cell 
grids, or 3 vertical lines spaced at equal distance between engine speeds n 30 and n hi for 12 
cell grids.   
(3) 2 lines spaced at equal distance of engine torque (i.e. 1/3) at each vertical line within the 
control area defined in accordance with point  4.3.5.6.1.’;  
(39) in point 4.3.5.6.3 the second paragraph is replaced by the following:  
‘The specific mass emissions of the single engine speed and torque points measured during the 
FCMC shall be determined as averaged value over the 30±1 seconds measure ment period defined 
in accordance with point  4.3.5.5., subpoint (1)’;  
(40) in point 4.3.5.6.3 and 4.3.5.7.1 ‘UN/ECE Regulation 49 Rev.06’ is replaced by: ‘UN 
Regulation No. 49’ , in five instances ; 
(41) point 4.3.5.7.2 is replaced by the following:  
‘4.3.5.7.2  Requi rements for emission monitoring  
The data obtained from the FCMC tests is valid if the specific mass emissions of the regulated 
gaseous pollutants determined for each grid cell in accordance with point  4.3.5.6.3 meet the 
following limits for gaseous polluta nts: 
a. Engines other than dual -fuel shall meet the applicable limit values in accordance with 
paragraph 5.2.2 of Annex 10 to UN/ECE Regulation 49.  
b. Dual -fuel engines shall meet the applicable limits defined in Annex XVIII to Regulation 
(EU) No 582/2011, where reference to a pollutant emission limit defined in Annex I of 
Regulation (EU) 595/2009 shall be replaced by reference to the limit of the same p ollutant 
in accordance with paragraph 5.2.2 of Annex 10 to UN/ECE Regulation 49.  
In the case that the number of engine speed and torque points within the same grid cell is less 
than 3, this paragraph shall not apply for that specific grid cell.’;  
(42) in point  5.1 ‘UN/ECE Regulation 49 Rev.06’ is replaced by: ‘UN Regulation No. 49’;   
EN 84  EN (43) the following point is inserted : 
‘5.3.1.1  Special requirements for dual -fuel engines  
For dual -fuel engines the specific fuel consumption figures for WHTC correction factor in 
accord ance with point  5.3.1 shall be calculated for each of the two fuels separately.’;  
(44) the following point is inserted : 
‘5.3.2.1  Special requirements for dual -fuel engines  
For dual -fuel engines the specific fuel consumption figures for cold -hot emission balanci ng factor 
in accordance with point  5.3.2 shall be calculated for each of the two fuels separately.’;  
(45) point 5.3.3 is replaced by the following:  
‘5.3.3.  Specific fuel consumption figures over WHSC  
The specific fuel consumption over the WHSC shall be calculat ed from the actual measured 
values for the WHSC recorded in accordance with point  4.3.4 as follows:  
SFC WHSC  = (Σ FC WHSC ) / (W WHSC  + Σ E_WHR WHSC ) 
where:  
SFC WHSC   = Specific fuel consumption over WHSC [g/kWh]  
Σ FC WHSC   = Total fuel consumption over the WHSC [g] 
   determined in accordance with point  5.2 of this Annex  
WWHSC   = Total engine work over the WHSC [kWh]  
   determined in accordance with point  5.1 of this Annex  
For engines with more than one WHR system installed E_WHR WHSC  shall be calculated for each 
different WHR system separately. For engines without a WHR system installed E_WHR WHSC  
shall be set to zero.  
E_WHR WHSC  = Total integrated E_WHR_net over the WHSC [kWh]  
   determined in accordance with point  5.3 
Σ E_WHR WHSC  = Sum of individual E_WHR WHSC  of all different WHR systems installed  
   [kWh].’;  
(46) in point 5.3.3.1, in Table 4, the text in the last row of the first column ‘Natural gas / PI’ 
is replaced by: ‘Natural gas / PI or Natural Gas / CI’;  
(47) the following point is inserted : 
‘5.3.3.3  Special requirements for dual -fuel engines  
For dual -fuel engines the corrected specific fuel consumption figures over the WHSC in 
accordance with point  5.3.3.1 shall be calculated for each of the two fuels separately from the 
respective spe cific fuel consumption figures over the WHSC determined for each of the two fuels 
separately in accordance with point  5.3.3.  
The provisions stated in point  5.3.3.2 shall be applied for Diesel fuel B7.’;   
EN 85  EN (48) in point 5.4 ‘UN/ECE Regulation 49 Rev.06’ is replace d by: ‘UN Regulation No. 49’ , in 
six instances ; 
(49) the following points are inserted : 
‘5.4.1  Special requirements for dual -fuel engines  
For dual -fuel engines the correction factor for engines equipped with exhaust after -
treatment systems that are regenerated on a periodic basis in accordance with point  5.4 
shall be calculated for each of the two fuels separately.  
5.5 Special provisions for WHR systems  
The values in sub -point s 5.5.1, 5.5.2 and 5.5.3 shall only be calculated in the case of a 
WHR_mech or WHR_elec  system present in the test setup. The respective values shall 
be calculated for mechanical and electrical net power separately.  
5.5.1  Calculation of integrated E_WHR_net  
This paragraph shall only apply to engines with WHR systems.  
Any recorded negative values for the mechanical or electrical P_WHR_net shall be used 
directly and shall not be set equal to zero for the calculations of the integrated value.  
The total integrated E_WHR_net over a complete testcycle or over each WHTC -sub-
cycle shall be determin ed by integrating recorded values of mechanical or electrical 
P_WHR_net in accordance with the following formula:  
𝐸_𝑊𝐻𝑅 𝑚𝑒𝑎𝑠 ,𝑖=( 1
2 𝑃_𝑊𝐻𝑅 𝑚𝑒𝑎𝑠 ,0+ 𝑃_𝑊𝐻𝑅 𝑚𝑒𝑎𝑠 ,1+ 𝑃_𝑊𝐻𝑅 𝑚𝑒𝑎𝑠 ,2 + …
+ 𝑃_𝑊𝐻𝑅 𝑚𝑒𝑎𝑠 ,𝑛−2+ 𝑃_𝑊𝐻𝑅 𝑚𝑒𝑎𝑠 ,𝑛−1+ 1
2 𝑃_𝑊𝐻𝑅 𝑚𝑒𝑎𝑠 ,𝑛 ) ℎ 
where:  
E_WHR meas, i  = total integrated E_WHR_net over the time period from t 0 to t 1 
t0    = time at the start of the time period  
t1    = time at the end of the time period  
n    = number of recorded values over the time period from  t0 to t 1 
P_WHR meas,k [0 … n]  = recorded mechanical or electrical P_WHR_net value at the 
moment t 0 + kh,  over  the time period from t 0 to t 1 in chronological 
order, where k runs from 0 at t 0 to n at t 1 
h    = interval width between two adjacent recorded  values  
 defined by:  
 
5.5.2  Calculation of specific E_WHR_net figures  
The correction and balancing factors, which have to be provided as input for the 
simulation tool, are calculated by the engine pre -processing tool based on the measured 
 
EN 86  EN specific E_WHR_net figures determined in accordance with point s 5.5.2.1 and 5.5.2.2.  
5.5.2.1  Specific E_WHR_net figures for WHTC correction factor  
The specific E_WHR_net figures needed for the WHTC correction factor shall be 
calculated from the actual measured values for the hotstart WHTC recorded in 
accordance with point  4.3.3 as follows:  
S_E_WHR meas, Urban  = E_WHR meas, WHTC -Urban / W act, WHTC -Urban 
S_E_WHR meas, Rural  = E_WHR meas, WHTC - Rural / W act, WHTC - Rural 
S_E_WHR meas, MW  = E_WHR meas, WHTC -MW / W act, WHTC -MW 
where:  
S_E_WHR meas, i  = Specific E_WHR_net  
    over the WHTC -sub-cycle i [kJ/kWh]  
E_WHR meas, i  = Total integrated E_WHR_net over the  
    WHTC -sub-cycle i [kJ] determined in accordance with  
    point  5.5.1  
Wact, i   = Total engine work over the WHTC sub -cycle i [kWh]  
    determined in accordance with point  5.1 
The 3 different su b-cycles of the WHTC (urban, rural and motorway) as defined in point 
5.3.1.  
5.5.2.2  Specific E_WHR_net figures for cold -hot emission balancing factor  
The specific E_WHR_net figures needed for the cold -hot emission balancing factor shall 
be calculated from the actual measured values for both the hotstart and coldstart WHTC 
test recorded in accordance with point  4.3.3. The calculations shall be performed for 
both the hotstart and coldstart WHTC separately as follows:  
S_E_WHR meas, hot  = E_WHR meas, hot  / W act, hot  
S_E_WHR meas, cold  = E_WHR meas, cold  / W act, cold  
where:  
S_E_WHR meas, j  = Specific E_WHR_net over the WHTC [kJ/kWh]  
E_WHR meas, j  = Total integrated  E_WHR_net over the WHTC [kJ]  
    determined in accordance with point  5.5.1  
Wact, j   = Total engine work over the WHTC [kWh]  
    determined in accordance with point  5.1 
5.5.3  WHR c orrection factor for engines equipped with exhaust after -treatment systems that 
are regenerated on a periodic basis  
This correction factor shall be set to 1.’;   
EN 87  EN (50) point 6.1.4. is replaced by the following:  
‘6.1.4 Fuel consumption map of the CO 2-parent engine  
The input data shall be the values determined for the CO 2-parent engine of the engine CO 2-family 
defined in accordance with Appendix 3 to this Annex and recorded in accordance with point  
4.3.5.  
In the case that upon request of the manufacturer the provisions defined in Article 15(5) of this 
Regulation are applied, the values dete rmined for that specific engine recorded in accordance 
with point  4.3.5 shall be used as input data.  
The input data shall only consist of the average measurement values over the 30±1 seconds 
measurement period determined in accordance with subpoint (1) of point  4.3.5.5.  
The input data shall be provided in the file format of “comma separated values” with the 
separator character being the Unicode Character ‘COMMA’ (U+002C) (“,”). The first line of the 
file shall be used as a header and not contain any recorde d data. The recorded data shall start 
from the second line of the file.  
The header of each column in the first line of the file defines the expected content of the 
respective column.  
The column for engine speed shall have the string "engine speed" as head er in the first line of the 
file. The data values shall start from the second line of the file in min-1 rounded to 2 places to the 
right of the decimal point in accordance with ASTM E 29 -06. 
The column for torque shall have the string "torque" as header in  the first line of the file. The data 
values shall start from the second line of the file in Nm rounded to 2 places to the right of the 
decimal point in accordance with ASTM E 29 -06. 
The column for fuel massflow shall have the string "massflow fuel 1" as h eader in the first line of 
the file. The data values shall start from the second line of the file in g/h rounded to 2 places to 
the right of the decimal point in accordance with ASTM E 29 -06.’; 
(51) the following points are inserted : 
‘6.1.4.1  Special requiremen ts for dual -fuel engines  
The column for fuel massflow of the second fuel measured shall have the string 
"massflow fuel 2" as header in the first line of the file. The data values shall start from 
the second line of the file in g/h rounded to 2 places to th e right of the decimal point in 
accordance with ASTM E 29 -06. 
6.1.4.2  Special requirements for engines equipped with a WHR system  
In case the WHR system is of the type “WHR_mech” or “WHR_elec” the input data 
shall be extended with the values for the mechan ical P_WHR_net for WHR_mech 
systems or with the values for the electrical P_WHR_net for WHR_elec systems 
recorded in accordance with point  4.3.5.3.1.  
The column for the mechanical P_WHR_net shall have the string "WHR mechanical 
power" and the column for th e electrical P_WHR_net shall have the string "WHR 
electrical power" as header in the first line of the file. The data values shall start from the  
EN 88  EN second line of the file in W rounded to the nearest whole number in accordance with 
ASTM E 29 -06.’; 
(52) the follow ing point is inserted : 
‘6.1.5.1  Special requirements for dual -fuel engines  
The three values determined in accordance with point  6.1.5 corresponding to the 
respective fuel type used as input for the column "massflow fuel 1" in accordance with 
point  6.1.4 sh all be the input data under the tab “Fuel 1” in the GUI.  
The three values determined in accordance with point  6.1.5 corresponding to the 
respective fuel type used as input for the column "massflow fuel 2" in accordance with 
point  6.1.4.1 shall be the input  data under the tab “Fuel 2” in the GUI.’;  
(53) the following point is inserted : 
‘6.1.6.1  Special requirements for dual -fuel engines  
The values determined in accordance with point  6.1.6 corresponding to the respective 
fuel type used as input for the column "mas sflow fuel 1" in accordance with point  6.1.4 
shall be the input data under the tab “Fuel 1” in the GUI.  
The values determined in accordance with point  6.1.6 corresponding to the respective 
fuel type used as input for the column "massflow fuel 2" in accordance with point  
6.1.4.1 shall be the input data under the tab “Fuel 2” in the GUI.’;  
(54) the following point is inserted : 
‘6.1.7.1  Special requirements for  dual-fuel engines  
The values determined in accordance with point  6.1.7 corresponding to the respective 
fuel type used as input for the column "massflow fuel 1" in accordance with point  6.1.4 
shall be the input data under the tab “Fuel 1” in the GUI.  
The v alues determined in accordance with point  6.1.7 corresponding to the respective 
fuel type used as input for the column "massflow fuel 2" in accordance with point  
6.1.4.1 shall be the input data under the tab “Fuel 2” in the GUI.’;  
(55) the following point is inserted : 
‘6.1.8.1  Special requirements for dual -fuel engines  
The value determined in accordance with point  6.1.8 corresponding to the respective 
fuel type used as input for the column "massflow fuel 1" in accordance with point  6.1.4 
shall be the input data under the tab “Fuel 1” in the GUI.  
The value determined in accordance with point  6.1.8 corresponding to the respective 
fuel type used as input for the column "massflow fuel 2" in accordance with point  
6.1.4.1 shall be the input data under the tab “Fuel 2” in the GUI.’;  
(56) the following point is inserted : 
‘6.1.9.1  Special requirements for dual -fuel engines  
The type of the test fuel corresponding to the respective fuel type used as input for the 
column "massflow fuel 1" in accordance with point  6.1.4 shall be the input data under  
EN 89  EN the tab “Fuel 1” in the GUI.  
The type of the test fuel corresponding to the respective fuel type used as input for the 
column "massflow fuel 2" in accordance with point  6.1.4.1 shall be the input data under 
the tab “Fue l 2” in the GUI.’;  
(57) point 6.1.17 is replaced by the following:  
‘6.1.17.  Certification Number  
The input data shall be the certification number of the engine as a sequence of characters in 
ISO8859 -1 encoding.’;  
(58) the following points are inserted : 
‘6.1.18  Dual -fuel 
In case of a dual -fuel engine the checkbox “Dual -fuel” in the GUI shall be set to active.  
6.1.19  WHR_no_ext  
In case of an engine with a WHR_no_ext system the checkbox “MechanicalOutputICE” 
in the GUI shall be set to active.  
6.1.20  WHR_mech  
In case of an engine with a WHR_mech system the checkbox 
“MechanicalOutputDrivetrain” in the GUI shall be set to active.  
6.1.21  WHR_elec  
In case of an engine with a WHR_elec system the checkbox “ElectricalOutput” in the 
GUI shall be set to active.  
6.1.22  Specific E_W HR_net figures for WHTC correction factor for WHR_mech systems  
In case of an engine with a WHR_mech system the input data shall be the three values 
for specific E_WHR_net over the different sub -cycles of the WHTC – urban, rural and 
motorway – in kJ/kWh det ermined in accordance with point  5.5.2.1.  
The values shall be rounded to 2 places to the right of the decimal point in accordance 
with ASTM E 29 -06 and shall be the input under the respective fields in the tab “WHR 
Mechanical” in the GUI.  
6.1.23  Specific E_WHR_net figures for cold -hot emission balancing factor for WHR_mech 
systems  
In case of an engine with a WHR_mech system the input data shall be the two values for 
specific E_WHR_net over the hotstart and coldstart WHTC in kJ/kWh determined in 
accordance w ith point  5.5.2.2.  
The values shall be rounded to 2 places to the right of the decimal point in accordance 
with ASTM E 29 -06 and shall be the input under the respective fields in the tab “WHR 
Mechanical” in the GUI.  
6.1.22  Specific E_WHR_net figures for WH TC correction factor for WHR_elec systems  
In case of an engine with a WHR_ elec system the input data shall be the three values  
EN 90  EN for specific E_WHR_net over the different sub -cycles of the WHTC – urban, rural and 
motorway – in kJ/kWh determined in accordanc e with point  5.5.2.1.  
The values shall be rounded to 2 places to the right of the decimal point in accordance 
with ASTM E 29 -06 and shall be the input under the respective fields in the tab “WHR 
Electrical” in the GUI.  
6.1.23  Specific E_WHR_net figures for  cold-hot emission balancing factor for WHR_ elec 
systems  
In case of an engine with a WHR_ elec system the input data shall be the two values for 
specific E_WHR_net over the hotstart and coldstart WHTC in kJ/kWh determined in 
accordance with point  5.5.2.2.  
The values shall be rounded to 2 places to the right of the decimal point in accordance 
with ASTM E 29 -06 and shall be the input under the respective fields in the tab “WHR 
Electrical” in the GUI.  
6.1.24  WHR c orrection factor for engines equipped with exh aust after -treatment systems that 
are regenerated on a periodic basis  
The input data shall be the correction factor determined in accordance with point  5.5.3.  
The value shall be rounded to 2 places to the right of the decimal point in accordance 
with ASTM E 29 -06 and shall be the input under the respective field in the tab “WHR 
Electrical” for an engine with a WHR_ elec system and in the tab “WHR Mechanical” 
for an engine with a WHR_mech system in the GUI.’;  
(59) in Appendix 2, Part 1, the following points are inserted : 
‘ 
3.2.1.1.1.  Type of dual -fuel engine:  
Type 1A/Type 1B/Type 2A/Type 2B/Type 3B1       
3.2.1.1.2.  Gas Energy Ratio over the hot part of the WHTC: %        
’; 
(60) in Appendix 2 , Part 1,  the following point is inserted : 
 
‘3.2.1.6.2.  Idle on Diesel: yes/no1’       
’; 
(61) in Appe ndix 2, Part 1,  point 3.2.1.11  is replaced by the following:  
‘3.2.1.11.  Manufacturer references of the documentation 
package required by paragraphs 3.1., 
3.2. and 3.3. of UN Regulation No. 
49 enabling the Type Approval 
Authority to evaluate the emission 
control strategies and the systems on -       
EN 91  EN board the engine to ensure the correct 
operation of NOx control measures  
'; 
(62) in Appendix 2, Part 1, point 3 .2.2.2.1  is replaced by the following:  
‘3.2.2.2.1.  Fuels compatible with use by the engine declared by 
the manufacturer in accordance with 
paragraph 4.6.2. of UN Reg ulation 
No. 49 (as applicable)        
’; 
(63) in Appendix 2 , Part 1, point 3.2.4.2  is replaced by the following:  
‘3.2.4.2.  By fuel injection (only compression i gnition or 
dual-fuel): Yes/No1        
’; 
(64) in Appendix 2 , Part 1, point 3.2.12.1.1  is replaced by the following : 
‘3.2.12.1.1.  Device for recycling crankcase gases: Yes/No 1 
If yes, description and drawings  
If no, compliance with paragraph 6.10. of Annex 4 
of UN Regulation No. 49 required        
’; 
(65) in Appendix 2 , Part 1, point 3.2.12.2.7  is replaced by the following : 
‘3.2.12.2.7 . If applicable, manufacturer’s reference to the 
documentation for installing the dual -
fuel engine in a vehicle        
’; 
(66) in Appendix 2, Part 1, points 3.2.12.2.7.0.1 to 3.2.12.2.8.7 are deleted;  
(67) in Appendix 2 , Part 1, point 3.2.17  is replaced by the following : 
‘3.2.17.  Specific information related to gas fuelled engines 
and dual -fuel engines for heavy -duty 
vehicles (in the case of systems laid 
out in a different manner, supply 
equivalent information)        
’; 
(68) in Appendix 2 , Part 1, point 3.5.5  is replaced by the following:  
‘3.5.5 . Specific fuel consumption, specific CO 2 emissions 
and correction factors         
EN 92  EN ’; 
(69) in Appendix 2, in Part 1, in points 3.5.5.1. to 3.5.5.8., in the second column a table note 
‘(9)’ is inserted  at the end of the text;  
(70) in Appendix 2, in Part 1,  the following point is inserted : 
‘ 
3.5.5.2.1.  For dual -fuel engines: Specific CO 2 emissions over 
the WHSC  in accordance with point  6.1 of 
Appendix 4 g/kWh (9)       
‘ 
(71) in Appendix 2, Part 1, the following points are inserted : 
‘ 
3.9 WHR System        
3.9.1  Type of WHR system: WHR_no_ext , WHR_mech, 
WHR_elec        
3.9.2  Operation principle        
3.9.3  Description of the system        
3.9.4  Evaporator type(10)       
3.9.5  LEW in accordance with 3.1.6 (2) (a)        
3.9.6  Lmax EW in accordance with 3.1.6 (2) (a)        
3.9.7  Turbine type        
3.9.8  LET in accordance with 3.1.6 (2) (b)        
3.9.9  Lmax ET in accordance with 3.1.6 (2) (b)        
3.9.10  Expander type        
3.9.11  LHE in accordance with 3.1.6 (2) (c) (i)        
3.9.12  Lmax HE in accordance with 3.1.6 (c) (i)        
3.9.13  Condenser type        
3.9.14  LEC in accordance with 3.1.6 (2) (c) (ii)        
3.9.15  Lmax EC in accordance with 3.1.6 (c) (ii)        
3.9.16  LCE in accordance with 3.1.6 (2) (c) (iii)        
3.9.17  Lmax CE in accordance with 3.1.6 (c) (iii)        
3.9.18  Rotational speed at which the net mechanical power 
was measured for WHR_mech systems in 
accordance with 3.1.6 (f)        
‘;  
EN 93  EN (72) in Appendix 2, Part 1, the following  table notes are inserted : 
‘(9) For dual -fuel engines indicate values for each fuel type and each operation mode separately.  
(10) For other WHR systems this shall reflect the heat exchanger type in accordance with 3.1.6 (2) (d). ’; 
(73) in Appendix 2, Appendix to information document, point 4 is replaced by the following:  
‘4. Test fuel used** 
_________ __________  
(**) For dual -fuel engines indicate values for each fuel type and each operation mode separately ’; 
(74) in Appendix 2, Appendix to information document, in Table 1, in both rows the text 
‘UN/ECE Regulation 49 Rev.06’ is replaced by: ‘UN Regulation No . 49’;  
(75) in Appendix 2, Appendix to information document, the first sentence of the text in point 
6.1. is replaced by the following:  
‘Engine test speeds for emissions test (for dual -fuel engines performed in dual -fuel mode) in 
accordance with Annex 4 of UN R egulation No. 49 (1)’; 
(76) in Appendix 2, Appendix to information document, point 6.2 is replaced by the 
following:  
‘6.2. Declared values for power test (for dual -fuel engines performed in dual -fuel mode) in 
accordance with UN Regulation No. 85*** 
_____________ ______  
*** Regulation No 85 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform 
provisions concerning the approval of internal combustion engines or electric drive trains intended for the propulsion 
of motor vehicles of categories M and N with regard to the measurement of net power and the maximum 30 minutes 
power of electric drive trains (OJ L 323, 7.11.2014, p.52) ’; 
(77) in Appendix 3, point 1 is replaced by the following:  
‘1. Parameters defining the engine CO 2-family  
The engine CO 2-family, as  determined by the manufacturer, shall comply with the membership 
criteria defined in accordance with paragraph 5.2.3. of Annex 4 to UN Regulation No. 49. An 
engine CO 2-family may consist of only one engine.  
In case of a dual -fuel engine, the engine CO 2-family shall also comply with the additional 
requirements of paragraph 3.1.1. of Annex 15 to UN Regulation No. 49.  
In addition to those membership criteria, the engine CO 2-family, as determined by the 
manufacturer, shall comply with the membership criteria l isted in point s 1.1 to 1.10.  
In addition to the parameters listed in points 1.1 to 1.10 , the manufacturer may introduce 
additional criteria allowing the definition of families of more restricted size. These parameters are 
not necessarily parameters that have an influence on the level of fuel consumption.’;  
(78) in Appendix 3, point  1.5 is replaced by the following:  
‘1.5. Waste heat recovery system(s)’;  
(79) in Appendix 3, the following points are inserted :  
EN 94  EN ‘1.5.1  Type of WHR system(s) (defined in accordance with point 2 of this Annex)  
1.5.2  Setup of WHR system for testing in accordance with point  3.1.6 of this Annex  
1.5.3  Type of turbine of WHR system(s)  
1.5.4  Type of evaporator of WHR system(s)  
1.5.5  Type of expander of WHR system(s)  
1.5.6  Type of condenser of WHR system(s)  
1.5.7  Type of pump of WHR system(s)  
1.5.8  LEW in accordance with 3.1.6 (2) (a) of this Annex  for all other engines within the same 
CO 2-family shall be equal or higher than for the CO 2-parent engine  
1.5.9  LET in accordance with 3.1.6 (2) (b) of this Annex  for all other engines within the same 
CO 2-family shall be equal or higher than for the CO 2-parent engine  
1.5.10  LHE in accordance with 3.1.6 (2) (c) (i) of this Annex  for all other engines within the 
same CO 2-family shall be equal or higher than for the CO 2-parent engine  
1.5.11  LEC in accordance with 3.1.6 (2) (c) (ii) of this Annex  for all other engines within the 
same CO 2-family shall be equal or smaller than for the CO 2-parent engine  
1.5.12  LCE in accordanc e with 3.1.6 (2) (c) (iii)  of this Annex for all other engines within the 
same CO 2-family shall be equal or smaller than for the CO 2-parent engine  
1.5.13  pcond in accordance with 3.1.6 (2) (c) (iv) of this Annex  for all other engines within the 
same CO 2-family shall be equal or higher than for the CO 2-parent engine  
1.5.14  Pcool in accordance with 3.1.6 (2) (c) (v) of this Annex  for all other engines within the 
same CO 2-family shall be equal or higher than for the CO 2-parent engine  
’; 
(80) in Appendix 3,  point 1. 7.3. is replaced by the following:  
‘1.7.3.  Torque values within a tolerance band related to the reference described in points 1.7.1 
and 1.7.2. are considered as equal. The tolerance band is defined as + 40 Nm or + 4 percent   of 
the CO 2 parent engine torqu e at the particular engine speed, whichever is greater. ’; 
(81) in Appendix 3, in point 1.8.2. the text ‘UN/ECE Regulation 49 Rev.06’ is replaced by: 
‘UN Regulation No. 49’;  
(82) in Appendix 3, the following points are inserted : 
‘1.10.  Variation in GER WHTC  
1.10.1.  For dual -fuel engines, t he difference between the highest and the lowest GER WHTC  
(i.e. the highest GER WHTC  minus the lowest GER WHTC ) within the same CO 2-family shall 
not exceed 10 percent.’;  
 
(83) in Appendix 4, point  5.3.(b) is replaced by the following:  
‘(b) newly produced engine, with the determination of an evolution coefficient as follows:   
EN 95  EN A. The fuel consumption shall be measured over the WHSC test, performed in 
accordance with point  4 of this Appendix, once on the newly manufactured engine 
with a maximum run-in time of 15 hours in accordance with point  5.1 of this 
Appendix and in the second test before the maximum of 125 hours set in point  5.2 
of this Appendix on the first engine tested.  
B. The specific fuel consumption over the WHSC, SFC WHSC , shall be det ermined in 
accordance with point  5.3.3 of this Annex from the values measured in point (A) 
of this point . 
C. The values for the specific fuel consumption of both tests shall be adjusted to a 
corrected value in accordance with point s 7.2, 7.3 and 7.4 of thi s Appendix for the 
respective fuel used during each of the two tests.  
D. The evolution coefficient shall be calculated by dividing the corrected specific fuel 
consumption of the second test by the corrected specific fuel consumption of the 
first test. The evolution coefficient may have a value less than one.  
E. For dual -fuel engines point D. above shall not apply. Instead, the evolution 
coefficient shall be calculated by dividing the specific CO 2 emissions of the 
second test by the specific CO 2 emissions of  the first test. The two values for 
specific CO 2 emissions shall be determined in accordance with the provisions 
stated in point  6.1 of this Appendix using the two values of SFC WHSC,corr  
determined in accordance with sub -subpoint C. above. The evolution co efficient 
may have a value less than one. ’; 
(84) in Appendix 4, points 5.4, 5.5 and 5.6 are replaced by the following:  
‘5.4. If the provisions defined in point 5.3 (b) of this Appendix are applied, the subsequent 
engines selected for testing of conformity of CO 2 emissions and fuel consumption related 
properties shall not be subjected to the running -in procedure, but their specific fuel consumption 
over the WHSC or specific CO 2 emissions over the WHSC in the case of dual -fuel engines 
determined on the newly manuf actured engine with a maximum run -in time of 15 hours in 
accordance with point 5.1 of this Appendix shall be multiplied by the evolution coefficient.  
 5.5. In the case described in point 5.4 of this Appendix the values for the specific fuel 
consumption ove r the WHSC or specific CO 2 emissions over the WHSC in the case of dual -fuel 
engines to be taken shall be the following:  
(a) for the engine used for determination of the evolution coefficient in accordance with point 
5.3 (b) of this Appendix, the value from the  second test  
(b) for the other engines, the values determined on the newly manufactured engine with a 
maximum run -in time of 15 hours in accordance with point 5.1 of this Appendix 
multiplied by the evolution coefficient determined in accordance with point 5.3 (b)(D) of 
this Appendix or point 5.3 (b)(E) of this Appendix in the case of dual -fuel engines.  
 5.6. Instead of using a running -in procedure in accordance with points  5.2 to 5.5 of this 
Appendix, a generic evolution coefficient of 0, 99 may be used at the request of the manufacturer. 
In this case the specific fuel consumption over the WHSC or specific CO 2 emissions over the 
WHSC in the case of dual -fuel engines determined on the newly manufactured engine with a 
maximum run -in time of 15 hours in accordance with point 5.1 of this Appendix shall be  
EN 96  EN multiplied by the generic evolution coefficient of 0 ,99.’;  
(85) in Appendix 4, point 5.7. the text ‘UN/ECE Regulation 49 Rev.06’ is replaced by: ‘UN 
Regulation No. 49’ in two instances ; 
(86) In Appendix 4 the following point is inserted : 
‘6.1. Special requirements for dual -fuel engines  
For dual -fuel engines, t he target value  to assess the conformity of the certified CO 2 
emissions and fuel consumption related properties shall be calculated from the two 
separate values for each fuel of the corrected specific fuel consumption over the WHSC, 
SFC WHSC,corr , in g/kWh determined in a ccordance with point  5.3.3. Each of the two 
separate values for each fuel shall be multiplied by the respective CO 2 emission factor 
for each fuel in accordance with Table 1 of this Appendix. The sum of the two resulting 
values of specific CO 2 emissions ove r the WHSC defines the applicable target value to 
assess the conformity of the certified CO 2 emissions and fuel consumption related 
properties of dual -fuel engines.  
 
Table 1  CO 2 emission factors of fuel types  
Fuel type / engine type  Reference 
fuel type  CO 2 emission factors  
[g CO 2/g fuel]  
Diesel / CI  B7 3,13 
LPG / PI  LPG Fuel B  3,02 
Natural Gas / PI  
or 
Natural Gas / CI  G25 or G R 2,73 
(87) in Appendix 4, point 7.3 is replaced by the following:  
‘7.3. If reference fuel was used during testing in accordance with point 1.4 of this Appendix the 
special provisions defined in point  5.3.3.2 of this Annex shall be applied to the value determined 
in point 7.1 of this Appendix to calculate the corrected value, S FCWHSC,corr .’; 
(88) in Appendix 4, the following point is inserted:  
‘7.3.a  For dual -fuel engines the special provisions defined in point  5.3.3.3 of this Annex shall 
be applied in addition to points  7.2 and 7.3 to the value determined in point 7.1 of this 
Append ix to calculate the corrected value, SFC WHSC,corr .’; 
(89) in Appendix 4, the following points are inserted : 
‘7.5. The actual value for assessment of conformity of the certified CO 2 emissions and fuel 
consumption related properties is the corrected specific fuel  consumption over the 
WHSC, SFC WHSC,corr , determined in accordance with points  7.2 and 7.3.  
7.6 For dual -fuel engines point  7.5 shall not apply. Instead, the actual value for assessment 
of conformity of the certified CO2 emissions and fuel consumption rela ted properties is 
the sum of the two resulting values of specific CO 2 emissions over the WHSC  
EN 97  EN determined in accordance with the provisions stated in point  6.1 of this Appendix using 
the two values of SFC WHSC,corr  determined in accordance with point 7.4 of this 
Appendix.’;  
(90) in Appendix 4, the last paragraph of point 8 is replaced by the following:  
‘For gas and dual -fuel engines, the limit values for the assessment of conformity of one single 
engine tested shall be the target value determined in accordance wit h point (6) +5 percent.’;  
(91) in Appendix 4, point 9.1. is replaced by the following:  
‘9.1 The emission test results over the WHSC determined in accordance with point 7.4 of this 
Appendix shall meet the following limit values for all gaseous pollutants except 
ammonia, otherwise the test shall be considered void for the assessment of conformity of 
the certified CO 2 emissions and fuel consumption related properties:  
(a) applicable limit values defined in Annex I to Regulation (EC) No 
595/2009  
(b) dual-fuel engines shall meet the applicable limits defined in point  5 of 
Annex XVIII to Regulation (EU) No 582/2011’;  
(92) in Appendix 4, in points 9.3.(a). and (b)  the text ‘UN/ECE Regulation 49 Rev.06’ is 
replaced by: ‘UN Regulation No. 49’;  
(93) in Appendix 5, point 1(ii), the text ‘UN /ECE Regulation 49 Rev.06’ is replaced by: ‘UN 
Regulation No. 49’;  
(94) in Appendix 6, point 1.4 is replaced by the following:  
‘1.4. The certification mark shall also include in the vicinity of the rectangle the ‘base approval 
number’ as specified for Section 4  of the type -approval number set out in Annex I to 
Implementing Regulation (EU) 2020/683 , preceded by the two figures indicating the sequence 
number assigned to the latest technical amendment to this Regulation and by a character 'E' 
indicating that the ap proval has been granted for an engine.   
For this Regulation, the sequence number shall be 02.’;  
(95) in Appendix 6, point 1.4.1. is replaced by the following:  
‘1.4.1.  Example and dimensions of the certification mark (separate marking)  
 
 
The above certification  mark affixed to an engine shows that the type concerned has been 
certified in Poland (e20), pursuant to this Regulation. The first two digits (02) indicate the 
 
EN 98  EN sequence number assigned to the latest technical amendment to this Regulation. The following 
letter indicates that the certificate was granted for an engine (E). The last five digits (00005) are 
those allocated by the approval authority to the engine as the base approval number.’;  
(96) in Appendix 6, point 1.5.1. is replaced by the following:  
‘1.5.1.  Example of the certification mark (joined marking)  
 
The above certification mark affixed to an engine shows that the type concerned has been 
certified in Poland (e20), pursuant to Regulation (EU) No 582/2011. The “D” indicates Diesel 
followed by an “E” for t he emission step followed by five digits (00005) which are those 
allocated by the approval authority to the engine as the base approval number for Regulation 
(EU) No 582/2011. After the slash the first two figures are indicating the sequence number 
assigne d to the latest technical amendment to this Regulation, followed by a letter “E” for engine, 
followed by five digits allocated by the approval authority for the purpose of certification in 
accordance with this Re gulation (‘base approval number’  to this reg ulation).’;  
(97) in Appendix 6, point 2.1 is replaced by the following:  
‘2.1. Certification  number for engines shall comprise the following:  
eX*YYYY/YYYY*ZZZZ/ZZZZ*E*00000*00  
section 1  section 2  section 3  Additional letter 
to section 3  section 4  section 5  
Indication of 
country issuing 
the certification  HDV CO 2 
certification 
Regulation 
(2017/2400)  Latest amending 
Regulation 
(ZZZZ/ZZZZ)  E - engine  Base 
certification 
number 
00000  Extension 
00 
’; 
(98) in Appendix 7, point (3), Table 1 is replaced by the following:  
‘Table 1  
Input parameters ‘Engine/General’  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
Manufacturer  P200  token  [-]   
Model  P201  token  [-]   
 
EN 99  EN CertificationNumber  P202  token  [-]   
Date  P203  dateTime  [-] Date and time when the component -hash is 
created  
AppVersion  P204  token  [-] Version number of engine pre -processing tool  
Displacement  P061  int [cm³]    
IdlingSpeed  P063  int [1/min]   RatedSpeed  P249  int [1/min]    
RatedPower  P250  int [W]   
MaxEngineTorque  P259  int [Nm]   
WHRTypeMechanicalOutputICE  P335  boolean  [-]  
WHRTypeMechanicalOutputDrivetrain  P336  boolean  [-]  
WHRTypeElectricalOutput  P337  boolean  [-]  
WHRElectricalCFUrban  P338  double, 4  [-] Required if “ WHRTypeElectricalOutput” = 
true 
WHRElectricalCFRural  P339  double, 4  [-] Required if “ WHRTypeElectricalOutput” = 
true 
WHRElectricalCFMotorway  P340  double, 4  [-] Required if “ WHRTypeElectricalOutput” = 
true 
WHRElectricalBFColdHot  P341  double, 4  [-] Required if “ WHRTypeElectricalOutput” = 
true 
WHRElectricalCFRegPer  P342  double, 4  [-] Required if “ WHRTypeElectricalOutput” = 
true 
WHRMechanicalCFUrban  P343  double, 4  [-] Required if 
“WHRTypeMechanicalOutputDrivetrain” = 
true 
WHRMechanicalCFRural  P344  double, 4  [-] Required if 
“WHRTypeMechanicalOutputDrivetrain” = 
true 
WHRMechanicalCFMotorway  P345  double, 4  [-] Required if 
“WHRTypeMechanicalOutputDrivetrain” = 
true 
WHRMechanicalBFColdHot  P346  double, 4  [-] Required if 
“WHRTypeMechanicalOutputDrivetrain” = 
true 
WHRMechanicalCFRegPer  P347  double, 4  [-] Required if 
“WHRTypeMechanicalOutputDrivetrain” = 
true 
’; 
(99) in Appendix 7, point (3), the following table is inserted:  
‘Table 1a  
Input parameters ‘Engine’ per fuel type  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
WHTCUrban  P109  double, 4  [-]    
EN 100  EN WHTCRural  P110  double, 4  [-]   
WHTCMotorway  P111  double, 4  [-]   
BFColdHot  P159  double, 4  [-]   
CFRegPer  P192  double, 4  [-]   
CFNCV  P260  double, 4  [-]  
FuelType  P193  string  [-] Allowed values: "Diesel CI", "Ethanol CI", 
"Petrol PI", "Ethanol PI", "LPG PI", "NG PI", 
"NG CI" "; 
’; 
(100)  in Appendix 7, point (3), Table 3 is replaced by the following:  
‘Table 3  
Input parameters “Engine/FuelMap” for each grid point in the fuel map  
(One map required per fuel type)  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
EngineSpeed  P072  double, 2  [1/min]    
Torque  P073  double, 2  [Nm]    
FuelConsumption  P074  double, 2  [g/h]    
WHRElectricPower  P348  int [W] Required if “ WHRTypeElectricalOutput” = true  
WHRMechanicalPower  P349  int [W] Required if 
“WHRTypeMechanicalOutputDrivetrain” = true  
’; 
(101)  in Appendix 8, point 3.3 , the following sentence is inserted : 
‘Extrapolated FC values lower than the measured value at full load at the respective engine speed 
are set to the measured value at full load.’;  
(102)  in Appendix 8 the following point is inserted : 
‘3.6 Adding of WHR power = 0 at all points refered to in points (3.4) and (3.5).’;  
(103)  in Appendix 8, the following points are inserted : 
‘5.6. In case of dual -fuel engines  the calculated value for a correction factor for a specific fuel 
type may be lower than 1.  
5.7. Notwithstanding point (5.6), if in case of dual -fuel engines the ratio of the measured 
total specific fuel energy values over the simulated total specific fuel  energy values of 
both fuels is lower than 1, the specific fuel consumption values are adapted accordingly 
by the engine pre -processing tool so that the aforementioned ratio results in a value of 
1.’. 
  
EN 101  EN  
   
EN 102  EN  
ANNEX VI 
Annex VI is amended as follows : 
(1) in point 2(16) , after the last sentence , the following sentence  is inserted : 
‘In some cases permanent slip in fixed gears is intended, e.g. to prevent vibrations;’;  
(2) in point 2(17) , the first sentence,  the word ‘driven’ is replaced by ‘driving’;  
(3) in point 2(20) , after the last sentence , the following sentence  is inserted :  
‘In some cases permanent slip in fixed gears is intended, e.g. to prevent vibrations;’;  
(4) point 2(22) is replaced by the following:  
‘‘(22) Case S’ means an Automatic Powershifting Transmission ( APT) with serial arrangement 
of a torque converter and the connected mechanical parts of the transmission’;  
(5) point 2(2 3) is replaced by the following:  
‘‘(23) Case P’ means an APT with parallel arrangement of a torque converter and the connected 
mechanical parts of the transmission (e.g. in power split installations)’;  
(6) in point 2, the following two points are inserted : 
‘(32) ‘Differential’ means a device that splits a torque into two branches, e.g. for left - and right -
hand side wheels, while allowing these b ranches to rotate at unequal speeds. The torque -splitting 
function can be biased or deactivated by a differential brake - or differential lock device (if 
applicable);  
(33) “Case N” means an APT without a torque converter.’;  
(7) in point 3.1, the first formula i s replaced by the following:  
‘ 
𝑇𝑙,𝑖𝑛(𝑛𝑖𝑛,𝑇𝑖𝑛,𝑔𝑒𝑎𝑟 )  
=𝑇𝑙,𝑖𝑛,min  _𝑙𝑜𝑠𝑠+𝑓𝑇∗𝑇𝑖𝑛+𝑓𝑙𝑜𝑠𝑠 _𝑐𝑜𝑟𝑟 ∗𝑇𝑖𝑛+𝑇𝑙,𝑖𝑛,min _𝑒𝑙+𝑓𝑒𝑙_𝑐𝑜𝑟𝑟 ∗𝑇𝑖𝑛 + 𝑓𝑙𝑜𝑠𝑠 𝑡𝑐𝑐∗𝑇𝑖𝑛 
‘; 
(8) in point 3.1 , after the last formula, the following text is inserted : 
‘The correction factor for the losses in a slipping TC lock -up clutch or slipping input side clutch 
in accordance with the definitions (16) and (20) shall be calculated by:  
𝑓𝑙𝑜𝑠𝑠 𝑡𝑐𝑐=∆𝑛𝑡𝑐𝑐
𝑛𝑖𝑛 
‘; 
(9) in point 3.1 , the following two explanatory notes are inserted : 
‘floss_tcc  = Loss correction factor for slipping torque converter (or input side) clutch  
ntcc = Difference in speed between upstream and downstream side of slipping TC  
EN 103  EN lock-up clutch or slipping input side  clutch in accordance with the 
definitions (16) and (20) [rpm] (speed downstream of the slipping clutch is 
the speed n in at the transmission input shaft)’;  
(10) in point 3.1.2.2 , the second sentence  ‘steps’ is replaced by ‘points’;  
(11) point 3.1.2.4.2 is replaced b y the following:  
‘3.1.2.4.2.  The pre -conditioning shall be performed without applied torque to the non driven 
shaft.’;  
(12) in point 3.1.2.4.4 , in the last sentence the number ’60’ is replaced by ‘100’;  
(13) in point 3.1.2.5.5 , point (2) is replaced by the following : 
‘(2) input speed = minimum of 60%  of the maximum input speed , not higher than 80% of the 
maximum input speed,’;  
(14) point 3.1.3.1 is replaced by the following:  
‘3.1.3.1.  The electric machine and the torque sensor shall be mounted to the input side of 
the tra nsmission. The output shaft(s) shall rotate freely. In case of a transmission with an 
integrated differential, e.g. for front -wheel drive operation, the output ends are allowed to be 
rotatably locked to each other (e.g. by an activated differential lock or  by means of any other 
mechanical differential lock implemented only for the measurement).’;  
(15) in point 3.1.3.5 , the second sentence, the reference to ’Annex VII’ is replaced by ‘Annex 
IX’; 
(16) in point 3.1.4 , the first sentence, ‘ISO/TF’ is replaced by ‘IATF’;  
(17) point 3.1.6.2 is replaced by the following:  
‘3.1.6.2.  The torque loss shall be measured for the following speed points (speed of the 
input shaft): 600, 900, 1200, 1600, 2000, 2500, 3000, 4000 rpm and multiples of 10 of these 
values up to the maximum speed per gear in accordance with the specifications of the 
transmission or the last speed point before the defined maximum speed. It is permitted to measure 
additional intermediate speed points.  
The speed ramp (time for the change between two speed points) shal l not extend 20 seconds.’;  
(18) in point 3.1.6.3.3 , the first sentence, ‘step’ is replaced by ‘point’;  
(19) point 3.1.6.3.4 is replaced by the following:  
‘3.1.6.3.4.  After the stabilization time, the torque loss should be constant at the actual 
measured speed point over time. If so, the measurement signals listed in 3.1.5. shall be recorded 
for a minimum of 5 seconds but for no longer than 15 seconds. If the torque loss is not constant at 
the actual measured speed point over time, e.g. by intended periodic variation of the torque losses 
caused by active or passive means of control, the manufacturer shall use the testing time required 
to get a reproducible and representative result.’;  
(20) point 3.1.7.1 is replaced by the following:  
‘3.1.7.1.  The arithmetic mean values shal l be calculated for each of the measurements of 
torque, speed, (if applicable) voltage and current. The measurements to be performed for a  
EN 104  EN minimum of 5 seconds but for no longer than 15 seconds. If the torque loss is not constant at the 
actual measured spe ed point over time, e.g. by intended periodic variation of the torque losses 
caused by active or passive means of control, the manufacturer shall use the testing time required 
to get a reproducible and representative result.’;  
(21) in point 3.1.7.3 , the first p aragraph, the  first formula is replaced by the following:  
‘ Tloss =Tl,in(nin,Tin,gear )’; 
(22) in point 3.1.8 ,  Figure 1 , the header is replaced by the following:  
‘Example of test setup A for Option 1’;  
(23) in point 3.1.8 , Figure 2 , the header  is replaced by the following:  
‘Example of test setup B for Option 1’;  
(24) in point 3.1.8 , after the last sentence  the following text is inserted : 
‘A test setup for a transmission with integrated differential for front -wheel drive operation  
consists of a dynam ometer on the transmission input side and at least one dynamometer on the 
transmission output side(s). Torque measuring devices shall be installed on the transmission 
input - and output - side(s). For test setups with only one dynamometer on the output side,  the free 
rotating end of the transmission with integrated differential shall be rotatably locked to the other 
end on the output side (e.g. by an activated differential lock or by means of any other mechanical 
differential lock implemented only for the mea surement).  
The graduation of the factor i para for the maximum influence of parasitic loads for specific torque 
sensor is equal to the above described cases (A/B/C).  
 
Figure 2A  
Example of test setup A for Option 1 for a transmission with integrated differen tial (e.g. for 
front -wheel drive operation)  
 
 
 
 
EN 105  EN Figure 2B  
Example of test setup B for Option 1 for a transmission with integrated differential  
(e.g. for front -wheel drive operation)  
 
   
The manufacturer may adapt the test setups A and B based upon good engineering judgement and 
in agreement with the approval authority, e.g. in case of practical test setup reasons. In case of 
such a deviation the reason and alternative setup shall be clearly specified in the test report.  
It is allowed to perform the test without a separate bearing unit on the test rig at the transmission 
input/output side if the transmission shaft on which the torque is measured is supported by two 
bearings in the transmission housing which are able to absorb radial and axial forces caused  by 
the gearsets.  
 
Figure 2C  
Example where the forces in the transmission are isolated and not isolated from the input:  
 
EN 106  EN  
‘; 
(25) in point 3.2 , the first formula is replaced by the following:  
‘ 
𝑇𝑙,𝑖𝑛(𝑛𝑖𝑛,𝑇𝑖𝑛,𝑔𝑒𝑎𝑟 ) 
=𝑇𝑙,𝑖𝑛,min  _𝑙𝑜𝑠𝑠+𝑓𝑇𝑙𝑖𝑚𝑜 ∗𝑇𝑖𝑛+𝑇𝑙,𝑖𝑛,min _𝑒𝑙+𝑓𝑒𝑙_𝑐𝑜𝑟𝑟 ∗𝑇𝑖𝑛 + 𝑓𝑙𝑜𝑠𝑠 𝑡𝑐𝑐∗𝑇𝑖𝑛 
‘; 
(26) in point 3.2 , the last paragraph is replaced by the following:  
‘The correction factor for the torque dependent electric torque losses fel_corr , the torque loss at the 
input shaft of the transmission caused by the power consumption of transmission electric 
auxiliary Tl,in,el and the loss correction factor floss_tcc  for slipping TC lock -up clutch or slipping 
input side clutch in accordance with the definitions (16) and (2 0) shall be calculated as described 
in point  3.1.’; 
(27) in point 3.3.3.4 , point (2) is replaced by the following:  
‘(2) input speed = minimum of 60%, not higher than 80% of the maximum input speed,’;  
(28) in point 3.3.4 , the second paragraph,  the word ‘side’ is repl aced by ‘side(s)’.  
(29) point 3.3.6.2 is replaced by the following:  
‘3.3.6.2.  Speed range  
The torque loss shall be measured for the following speed points (speed of the input shaft): 600, 
900, 1200, 1600, 2000, 2500, 3000, 4000 rpm and multiples of 10 of these values up to the 
maximum speed per gear according to the specifications of the transmission or the last speed 
point before the defined maximum speed. It is permitted to measure additional intermediate speed 
points.  
The speed ramp (time for the change between two speed points) shall not exceed 20 seconds.’;  
(30) point 3.3.6.3 is replaced by the following:  
 
EN 107  EN ‘3.3.6.3.  Torque range  
For each speed point the torque loss shall be measured for the following input torques: 0 (free 
rotating output shaft), 200, 400, 600, 900, 1200, 1600, 2000, 2500, 3000, 3500, 4000, […] Nm up 
to the maximum input torque per gear in accordance with the specifications of the transmission or 
the last torque point before the defined maximum torque and / or the last torque point before th e 
output torque of 10 kNm. It is permitted to measure additional intermediate torque points. If the 
torque range is too small, additional torque points are required, so that at least 5 equally spaced 
torque points shall be measured. The intermediate torque  points may be adjusted to the nearest 
multiple of 50 Nm.  
In the case the output torque exceeds 10 kNm (for a theoretical loss free transmission) or the 
input power exceeds the specified maximum input power, point 3.4.4. shall apply.  
The torque ramp (time for the change between two torque points) shall not exceed 15 seconds 
(180 seconds for option 2).  
To cover the complete torque range of a transmission in the above defined map, different torque 
sensors with limited measurement ranges may be used on the in put/output side. Therefore the 
measurement may be divided into sections using the same set of torque sensors. The overall 
torque loss map shall be composed of these measurement sections.’;  
(31) in point 3.3.6.4.2 , the word ‘steps’ is replaced by ‘points’ and th e word ‘step’ is replaced 
by ‘point’ ’;  
(32) in point 3.3.6.4.3. the word ‘step’ is replaced by ‘point’ ’;  
(33) the following new point is inserted : 
‘3.3.6.4.3.1.  After the stabilization time, the torque loss should be constant at the actual  
measured speed point ove r time. If so, the measurement signals listed in 3.3.7. shall be recorded 
for a minimum of 5 seconds but for no longer than 15 seconds. If the torque loss is not constant at 
the actual measured speed point over time, e.g. by intended periodic variation of the torque losses 
caused by active or passive means of control, the manufacturer shall use the testing time required 
to get a reproducible and representative result.’;  
(34) point 3.3.8.1 is replaced by the following:  
‘3.3.8.1.  The arithmetic mean values of torq ue, speed, if applicable voltage and current for 
the measurement for a minimum of 5 seconds but for no longer than 15 seconds shall be 
calculated for each of the two measurements. If the torque loss is not constant at the actual 
measured speed point over t ime, e.g. by intended periodic variation of the torque losses caused by 
active or passive means of control, the manufacturer shall use the testing time required to get a 
reproducible and representative result.’;  
(35) in point 3.3.8.2 , the second sentence,  the v alue of ‘0,5%’ is replaced by ‘1,0%’ ’;  
(36) point 3.3.8.3 , is replaced by the following:  
‘3.3.8.3.  The mechanical torque losses and (if applicable) electrical power consumption 
shall be calculated for each of the measurements as followed:   
EN 108  EN  𝑇𝑙𝑜𝑠𝑠 =𝑇𝑖𝑛∗(1+𝑓𝑙𝑜𝑠𝑠 𝑡𝑐𝑐)−𝑇𝑜𝑢𝑡
𝑖𝑔𝑒𝑎𝑟+𝐈∗𝐔
(𝟎.𝟕∗𝐧𝐢𝐧∗𝟐𝛑
𝟔𝟎)  
In case of a transmission with integrated differential and a dynamometer on each output shaft, the 
total mechanical torque loss (T loss) shall be calculated by :  
𝑇𝑙𝑜𝑠𝑠 =𝑇𝑖𝑛∗(1+𝑓𝑙𝑜𝑠𝑠 𝑡𝑐𝑐)−𝑇𝑜𝑢𝑡 _1
𝑖𝑔𝑒𝑎𝑟−𝑇𝑜𝑢𝑡 _2
𝑖𝑔𝑒𝑎𝑟+I∗U
(0.7∗nin∗2π
60) 
The correction factor for the loss correction factor floss_tcc  for slipping TC lock -up clutch or 
slipping input side clutch in accordance with the definitions (16) and (20) shall be calculated as 
described in point  3.1. 
It is allowed to subtract influences caused by the test rig setup from the torque losses (in 
accordance with section 3.1.2.2.).’;  
(37) in point 3.3.9 , Figure 3,  the header is replaced by the following:  
‘Example of  test setup A for Option 3’;  
(38) in point 3.3.9 , Figure 4,  the header is replaced by the following:  
‘Example of test setup B for Option 3’;  
(39) in point 3.3.9 , after the last sentence  the following text is inserted : 
‘A test set -up for the transmission with integra ted differential for front -wheel drive operation  
consists of a dynamometer on the transmission input side and at least one dynamometer on the 
transmission output side(s). Torque measuring devices shall be installed on the transmission input 
and output side (s). For test setups with only one dynamometer on the output side, the free 
rotating end of the transmission with integrated differential shall be rotatably locked to the other 
end on the output side (e.g. by an activated differential lock or by means of a ny other mechanical 
differential lock implemented only for the measurement).  
The graduation of the factor i para for the maximum influence of parasitic loads for the specific 
torque sensors is equal to the cases described above (A/B/C).  
 
Figure 5  
Example o f test setup A for a transmission with integrated differential  
(e.g. for front -wheel drive operation)   
EN 109  EN   
 
Figure 6  
Example of test setup B for a transmission with integrated differential  
(e.g. for front -wheel drive operation)  
 
In case of a dynamometer on each output shaft, the total uncertainty of the torque loss ( UT,loss) 
shall be calculated by  
 
EN 110  EN 𝑈𝑇,𝑙𝑜𝑠𝑠 =√𝑈𝑇,𝑖𝑛2+(𝑈𝑇,𝑜𝑢𝑡 1
𝑖𝑔𝑒𝑎𝑟)2
+(𝑈𝑇,𝑜𝑢𝑡 2
𝑖𝑔𝑒𝑎𝑟)2
 
 
The manufacturer may adapt the test setups A and B based upon good engineering judgement and 
in agreement with the approval authority, e.g. in case of practical test setup reasons. In case of 
such a deviation the reason and alternative setup shall be clearly specified in the test report.  
It is allowed to perform the test without a se parate bearing unit on the test rig at the transmission 
input/output side, if the transmission shaft on which the torque is measured is supported by two 
bearings in the transmission housing which are able to absorb radial and axial forces caused by 
the gea rsets (see figure  2C in 3.1.8.).  
‘; 
(40) in point 3.4 , the word ‘steps’ is replaced by ‘points’;  
(41) in point 3.4.1 , the word ‘step’ is replaced by ‘point’ and the word ‘steps’ by ‘points’;  
(42) in point 3.4.2 , the word ‘step’ is replaced by ‘point’ in two instances  and the word 
‘steps’ by ‘points’;  
(43) in point 3.4.5 , the word ‘step’ is replaced by ‘point’ in two instances ; 
(44) in point 3.4.8 , the word ‘step’ is replaced by ‘point’;  
(45) point 4 , is replaced by the following:  
‘4. Testing procedure for torque converter (TC)  
The torque converter characteristics to be determined for the simulation tool input consist of 
Tpum 1000 (the reference torque at 1000 rpm input speed) and µ (the torque ratio of the torque 
converter). Both are depending on the speed ratio v (= output (turb ine) speed / input (pump) 
speed for the torque converter) of the torque converter.  
For determination of the characteristics of the TC, the applicant for a certificate shall apply the 
following method, irrespective of the chosen option for the assessment of  the transmission torque 
losses.  
To take the two possible arrangements of the TC and the mechanical transmission parts into 
account, the following differentiation between case S and P shall apply:  
Case S:  TC and mechanical transmission parts in serial arra ngement  
Case P:  TC and mechanical transmission parts in parallel arrangement (power split 
installation)  
For case S arrangements the TC characteristics may be evaluated either separate from the 
mechanical transmission or in combination with the mechanical t ransmission. For case P 
arrangements the evaluation of TC characteristic is only possible in combination with the 
mechanical transmission. However, in this case and for the hydromechanical gears subject to 
measurement the whole arrangement, torque converte r and mechanical transmission, is 
considered as a TC with similar characteristic curves as a sole torque converter. In case of  
EN 111  EN measurements together with a mechanical transmission the speed ratio v and all corresponding 
values for step widths as well as li mits shall be adjusted by taking the mechanical transmission 
ratio into account.  
For the determination of the torque converter characteristics two measurement options may be 
applied:  
(i) Option A: measurement at constant input speed  
(ii) Option B: measurem ent at constant input torque in accordance with SAE J643  
The manufacturer may choose option A or B for case S and case P arrangements.  
For the input to the simulation tool, the torque ratio µ and reference torque Tpum of the torque 
converter shall be meas ured for a range of v ≤ 0.95 (= vehicle propulsion mode).  
In case of use of standard values the data on torque converter characteristics provided to the 
simulation tool shall only cover the range of v ≤ 0.95 (or the adjusted speed ratio). The simulation 
tool automatically adds the generic values for overrun conditions.’;  
(46) in point 4.1.6 , ‘ISO/TS’ is replaced by ‘IATF’;  
(47) in point 4.1.7.2.5 , the word ‘step’ is replaced by ‘point’;  
(48) point 4.1.7.2.6 , is replaced by the following:  
‘4.1.7.2.6.  For each point the si gnals specified in 4.1.8. shall be recorded for the test point for 
a minimum of 3 seconds but for no longer than 15 seconds.’;  
(49) in point 4.2.7.2.5 , the word ‘step’ is replaced by ‘point’;  
(50) point 4.2.7.2.6 , is replaced by the following:  
‘For each point the values specified in 4.2.8. shall be recorded for the test point for a minimum of 
5 seconds but for no longer than 15 seconds.’  
(51) in point 5 , the text of the header is replaced by the following:  
‘Testing procedure for other torque transferring components (OTT C)’; 
(52) in point 5.1 , Table 2,  the third row is replaced by the following:  
‘ 
C. Transmission 
Output Retarder 
or Axlegear 
Input Retarder  Transmission  
Output Shaft Speed or 
Axlegear Input Shaft 
Speed  nretarder  = n transm.output  * istep-up 
‘; 
(53) point 6 , is replaced by the following:  
‘6. Testing procedure for additional drivetrain  components (ADC) / drivetrain  component 
with a single speed ratio (e.g. angle drive)   
EN 112  EN  
‘6.1. Methods for establishing losses of a drivetrain  component with a single speed ratio  
The losses of a drivetrain  component with a single speed ratio shall be determined using 
one of the following cases:  
6.1.1.  Case A: Measurement on a separate drivetrain  component with a single speed ratio  
For the torque loss measurement of a drivetrain  component with a single speed ratio, the 
three options as defined for the determination of the transmission losses shall apply:  
Option 1:  Measured torque independent losses and calculated torque dependent losses 
(Transmission test option 1)  
Option 2:  Measured  torque independent losses and measured torque dependent losses 
at full load (Transmission test option 2)  
Option 3:  Measurement under full load points (Transmission test option 3)  
The measurement, the validation and the uncertainty calculation of the loss es of a 
drivetrain  component with a single speed ratio shall follow the procedure described for 
the related transmission test option in point  3 diverging in the following requirements:  
6.1.1.1  Applicable speed range:  
Measurements shall be performed at 200 rpm and 400 rpm (at the input shaft of the 
drivetrain  component with a single speed  ratio) and for the following speed points: 600, 
900, 1200, 1600, 2000, 2500, 3000,  4000 rpm and multiples of 10 of these values up to 
the maximum speed in accordance with s pecifications of the drivetrain  component with 
a single speed  ratio, or the last speed point before the defined maximum speed. It is 
permitted to measure additional intermediate speed points.  
6.1.2.  Case B: Individual measurement of a drivetrain  component with a single speed ratio 
connected to a transmission  
In case the drivetrain  component with a single speed ratio is tested in combination with a 
transmission, the testing shall follow one of the defined options for transmission testing:  
Option 1:  Measured torque independent losses and calculated torque dependent losses 
(Transmission test option 1)  
Option 2:  Measured torque independent losses and measured torque dependent losses 
at full load (Transmission test option 2)  
Option 3:  Measurement under full load  points (Transmission test option 3)  
6.1.2.1  The manufacturer may separate the losses of a drivetrain  component with a single speed 
ratio from the total transmission losses by testing in the order as described below:  
(1) The torque loss for the complete transm ission including drivetrain  component with 
a single speed ratio shall be measured as defined for the applicable transmission 
testing option  
= T l,in,withad  
(2) The drivetrain  component with a single speed ratio and related parts shall be  
EN 113  EN replaced with parts required for the equivalent transmission variant without 
drivetrain  component with a single speed ratio. The measurement of point (1) shall 
be repeated.  
= T l,in,withoutad  
 
(3) The torque loss for the drivetrain  component system with a single speed ratio shall 
be determined by calculating the differences between the two test data sets  
= T l,in,adsys  = max(0, T l,in,withad  – Tl,in,withoutad ) 
6.2. Complement of input files for the si mulation 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 drivetr ain 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 reg ression 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.’;  
(54) in point 7.1 , the last sentence is replaced by the following:  
‘The conformity of the certified CO 2 emissions and fuel consumption related properties 
procedures shall comply with those set out in Article 31 of Regulation (EU) 2018/858.’;  
(55) point 8.1. 2.2.1 is replaced by the following:  
‘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 a t 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.’;  
(56) in point 8.1.2.2.2 , point  (2) is replaced by the following:  
‘(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(T in,rep(inputspeed, gear)), 0.8*max(T in,rep(inputspeed, gear)) and 
max(T in,rep(inputspeed, gear)) where max(T in,rep(inputspeed, gear)) is the largest input torque  
EN 114  EN value reported for certification for the combination of input speed an d 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.’;  
(57) point 8.1.2.3 is replaced by the following:  
‘For each of the 18 operating points, the efficiency of the transmission shall be calculated with:  
i=Tin,set−Tloss ,rep
Tin,set 
where:  
𝑖 = 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]  
‘; 
(58) in point 8.1.3, after the last sentence  the following text is inserted : 
‘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.’;  
(59) in Appendix 2 , Part 1,  in point 1.18 , the first paragraph  is replaced by the following:  
‘Gear ratios [ -] and maximum input torque [Nm], maximum input power (kW) and maximum 
input speed [rpm] for the highest rated version per family member (in case the same family 
member is sold with different commercial names).’;  
(60) in Appendix 2 , Part 1,  the fol lowing point is inserted : 
‘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 da ta for gear 1 
below:  
 
TC-slip [rpm] Gear 1  
     Input 
Torque 
Reference  
(Nm)  Input Speed Reference (rpm)  
600 900 1200  1600  2000  2500  
0 20 50 60 60 60 60  
EN 115  EN 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 
1200  30 40 20 20 20 20 
‘; 
(61) in Appendix 7 , in point 1.4 , the first sentence,  the reference to ‘Annex VII of Directive 
2007/46/EC’ is replaced by ‘Annex IV of Regulation (EU) 2020/683’;  
(62) in Appendix 7 , in point 1.4 , the second paragraph,  the number ‘00’ is replaced by ‘02’;  
(63) in Appendix 7 , point 1.5  is replaced by the following:  
‘Example of the certification mark  
 
 
 
The above certification mark affixed to a transmission, torque converter (TC), other torque 
transferring component (OTTC) or additional drivetra in 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 digi t 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.’;  
(64) in Appendix 7 , point 2.1 is replaced by the following:  
‘Certification number for transmissions, torque converter, other torque transferring component 
and additional drivetrain  component shall comprise the following:  
eX*YYYY/YYYY*ZZZZ/ZZZZ*X*00000*00  
section 1  section 2  section 3  Additional 
letter to section section 4  section 5  
 
EN 116  EN 3 
Indication of 
country 
issuing the 
certificate  HDV CO 2 
certification 
Regulation 
(2017/2400)  Latest 
amending 
Regulation 
(ZZZZ/ZZZZ)  See Table 1 of 
this appendix  Base 
certification 
number 
00000  Extension 
00 
‘; 
(65) in Appendix 8 , after the last sentence  the following text is inserted : 
‘For transmissions with integrated differential, the integrated differential shall be treated as an 
angle drive. Thereby, the expressions for 𝑇𝑎𝑑𝑑 0, 𝑇𝑎𝑑𝑑 100 0 and 𝑓𝑇𝑎𝑑𝑑 above shall be used for 
calculatin g 𝑇𝑙,𝑖𝑛.’; 
(66) Appendix 10 is replaced by the following:  
‘Appendix 10  
Standard torque loss values – other torque transferring components  
 
Calculated standard torque loss values for other torque transferring components:  
For primary hydrodynamic retarders (o il or water) with included vehicle launch functionality, the 
retarder drag torque shall be calculated by  
𝑇𝑟𝑒𝑡𝑎𝑟𝑑𝑒𝑟 =20
𝑖𝑠𝑡𝑒𝑝 −𝑢𝑝+(4
(𝑖𝑠𝑡𝑒𝑝 −𝑢𝑝)3)∗(𝑛𝑟𝑒𝑡𝑎𝑟𝑑𝑒𝑟
1000)2
 
For other hydrodynamic retarders (oil or water), the retarder drag torque shall be calculated by  
𝑇𝑟𝑒𝑡𝑎𝑟𝑑𝑒𝑟 =10
𝑖𝑠𝑡𝑒𝑝 −𝑢𝑝+(2
(𝑖𝑠𝑡𝑒𝑝 −𝑢𝑝)3)∗(𝑛𝑟𝑒𝑡𝑎𝑟𝑑𝑒𝑟
1000)2
 
For magnetic retarders (permanent or electro -magnetic), the retarder drag torque shall be 
calculated by:  
𝑇𝑟𝑒𝑡𝑎𝑟𝑑𝑒𝑟 =12
𝑖𝑠𝑡𝑒𝑝 −𝑢𝑝+(5
(𝑖𝑠𝑡𝑒𝑝−𝑢𝑝)4)∗(𝑛𝑟𝑒𝑡𝑎𝑟𝑑𝑒𝑟
1000)2
 
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)  
‘;  
EN 117  EN (67) in Appendix 11 the header is replaced by the following:  
‘Standard torque loss values – geared angle drive or drivetrain  component with a single 
speed ratio’;  
(68) in Appendix 11, the first paragraph is replaced by the following:  
‘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:’;  
(69) in Appe ndix 12 , in Table 1 , the text in the seventh  row of the fifth column  is replaced by 
the following:  
‘Allowed values(1): "SMT", "AMT", "APT -S", "APT -P", “APT -N”, “IHPC Type 1”  ’; 
(70) in Appendix 12 , in Table 1 , the following rows are inserted : 
‘ 
DifferentialIncl uded  P353  boolean  [-]  
AxlegearRatio  P150  double, 3  [-] Optional, only required in case “ DifferentialIncluded” 
is true.  
‘; 
(71) in Appendix 12 , in Table 2 , in the third row of the fifthe column the following 
description is inserted : 
‘In case of transmission with included differential only transmission gear ratio shall be indicated 
without considering axle gear ratio’;  
(72) in Appendix 12 , in T able 6 , in the header  the word ‘Angledrive/General’ is replaced by 
‘ADC/General’;  
(73) in Appendix 12 ,  in Table 7 , in the heade r the word ‘Angledrive/ LossMap  is replaced by 
‘ADC/ LossMap ’ 
’. 
  
EN 118  EN ANNEX V II 
 
Annex VII is amended as follows : 
(1) in point 2(2) , the last sentence is replaced by:  
‘Typically, the first reduction is a bevel gear set, the second one a spur gear set (or helical g ear 
set) with vertical offset close to the wheels.’;  
(2) in point 3 , the first paragraph is replaced by the following:  
‘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 .’; 
(3) in point 4.1.3 the last sentence is replaced by the following:  
‘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) in point 4.2.3 , the first paragraph,  the last sentence is replaced by the following:  
‘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. b y an activated differential 
lock or by means of any other mechanical differential lock implemented only for the 
measurement).’;  
(5) in point 4.2.3,  the third paragraph , in the last sentence the word ‘test -up’ is replaced by 
‘setup’;  
(6) in point 4.3.1 , in the firs t sentence , ‘ISO/TS’ is replaced by ‘IATF’;  
(7) in point 4.3.2 (v), the following text is inserted  at the end : 
‘[°C] (optional)’;  
(8) point 4.3.3 is replaced by the following:  
‘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 spec ific axle or 
in case of multiple driven axles in accordance with the nominal power 
distribution.’;  
(9) point 4.3.3.2  is replaced by the following:  
‘4.3.3.2 Output torque steps to be measured for heavy lorries and heavy buses:  
250 Nm < Tout < 1000 Nm:   250 Nm steps   
EN 119  EN 1000 Nm ≤ Tout ≤ 2000 Nm:   500 Nm steps  
2000 Nm ≤ Tout ≤ 10000 Nm:   1000 Nm steps  
Tout > 10000 Nm:    2000 Nm steps  
 
Output torque steps to be measured for medium lorries:  
50 Nm < Tout < 200 Nm:  50 Nm steps  
200 Nm ≤ Tout ≤ 400 Nm:  100 Nm steps  
400 Nm ≤ Tout ≤ 2000 Nm:  200 Nm steps  
Tout > 2000 Nm:   400 Nm steps’;  
(10) in point 4.3.4.2 the first sentence is replaced by the following:  
‘The maximum wheel speed is measured under consideration of the smallest applicable tire 
diameter at a vehicle speed of 90  km/h  for medium and heavy lorries and 110  km/h for heavy 
buses.’;  
(11) point 4.3.5 is replaced by the following:  
‘4.3.5 Wheel speed steps to be measured  
The wheel speed step width for testing shall be 50 rpm for heavy lorries and heavy buses and 100 
rpm for medium lorries. It is permitted to measure intermediate speed steps.’;  
(12) in point 4.4.1 the first sentence is replaced by the following:  
‘For each speed step the torque loss shall be measured for each output torque step starting from 
the lowest torque value upward to the maximum and downward to the minimum.’;  
(13) point 4.4.2 is replaced by the following:  
‘4.4.2 Measurement duration  
The measurement duration for each single grid point shall be a minimum of 5 seconds but no 
longer than 20 seconds.’;  
(14) in point 4.4.6 the form ula for ′𝑈𝑇,𝑙𝑜𝑠𝑠′ is deleted;  
(15) in point 4.4.6,  in the explanatory note for ‘ ∆K’, the text ‘∆K =15K’ is replaced by ‘∆K = 
15’; 
(16) point 4.4.7 is replaced by the following:  
‘4.4.7 Assessment of total uncertainty of the torque loss  
In the case the calculated uncertainties UT,in/out  are below the following limits, the reported torque 
loss Tloss,rep  shall be regarded as equal to the measured torque loss Tloss. 
UT,in:  7.5 Nm or 0.25 % of the measured torque, whichever allowed uncertain ty value is higher  
For test setups with one dynamometer on the output side:  
UT,out: 15 Nm or 0.25% of the measured torque, whichever allowed uncertainty value is higher   
EN 120  EN For test setups with two dynamometers on each output side:  
UT,out: 7.5 Nm or 0.25% of t he measured torque, whichever allowed uncertainty value is higher  
In the case of higher calculated uncertainties, the part of the calculated uncertainty exceeding the 
above specified limits shall be inserted  to Tloss for the reported torque loss Tloss,rep  as follows:  
If the limits of UT,in are exceeded:  
Tloss,rep  = T loss + ΔUT in  
ΔU T,in =  MIN((U T,in - 0.25% * Tc) or (U T,in - 7.5 Nm))  
If limits of UT,out out are exceeded:  
Tloss,rep  = T loss + ΔU T,out / igear 
For test setups with one dynamometer on the output  side:  
ΔU T,out = MIN((U T,out - 0.25% * Tc) or (U T,out - 15Nm))  
For test setups with two dynamometers on each output side:  
𝛥𝑈 𝑇,𝑜𝑢𝑡 = √(𝛥𝑈 𝑇,𝑜𝑢𝑡  1)2+(𝛥𝑈 𝑇,𝑜𝑢𝑡  2)2 
ΔU T,out_1  = MIN((U T,out_1  - 0.25% * Tc) or (U T,out_1 – 7.5Nm))  
ΔU T,out_2  = MIN((U T,out_1  - 0.25% * Tc) or (U T,out_1 – 7.5Nm))  
where:  
UT,in/out  = Uncertainty of input / output torque loss measurement separately for input and 
output torque; [Nm]  
igear = Axle gear ratio [ -] 
ΔU T = The part of the calculated uncertainty exceeding the specified limits’;  
(17) point 4.4.8.2 is replaced by the following:  
‘4.4.8.2 For the output torque range values below the lowest measured grip point as defined in 
section 4.3.3.2, the torque loss values of the lowest measured grip point shall be applied.’;  
(18) in point 5.1. in the last sentence , the reference to ‘Article 12 of Directi ve 2007/46/EC’ is 
replaced by ‘Article 31 of Regulation (EU) 2018/858.’;  
(19) in point 6.2.2(iii) after the last sentence the following sentence is inserted : 
‘If the selected point is in the  middle between two approved points, the higher point shall be 
used.’;  
(20) in point 6.2.5 the last sentence is replaced by the following:  
‘This can be done prior to the run -in procedure or after the run -in procedure in accordance with 
point  3.1 or by extrapola tion of all the torque map values for each speed step downwards to 
0 Nm. The extrapolation shall be linear or a polynomial second order, depending which standard 
deviation is lower.’;  
(21) in point 6.3.1 after the first sentence the following text is inserted :  
EN 121  EN ‘In the event of a single portal axle with different length of the two output shafts, a test setup with 
two electric machines and two torque sensors on each output is also permitted. In this respect, 
both output shafts are driven synchronously in driving direction. The final drag torque is 
represented by the sum of both output torques.’;  
(22) in point 6.4.1 , Table 2 is replaced by the following table : 
‘ 
 
Axleline   
  Tolerances for axles measured in 
CoP after run -in  
Comparison to Td0  Tolerances for axles measured in 
CoP without run in  
Comparison to Td0  
for  
i tolerance 
Td0_input 
[Nm]  for  
i tolerance 
Td0_input 
[Nm]  for  
i tolerance 
Td0_input 
Nm]  for  
i tolerance 
Td0_input 
[Nm]  
SR ≤ 3 10 > 3 9 > 3 16 > 3 15 
SRT  ≤ 3 11 > 3 10 > 3 18 > 3 16 
SP ≤ 6 11 > 6 10 > 6 18 > 6 16 
HR ≤ 7 15 > 7 12 > 7 25 > 7 20 
HRT  ≤ 7 16 > 7 13 > 7 27 > 7 21 
 
i = gear ratio’;  
(23) in Appendix 2 , Part 1,  point 1.3 is replaced by the following:  
‘1.3 Axle housing (drawing)’;  
(24) in Appendix 2 , Part 1,  point 1.5 is replaced by the following:  
‘1.5 Oil volume(s); [cm³]’;  
(25) in Appendix 2 , Part 1,  point 1.6 is replaced by the following:  
‘1.6 Oil level(s); [mm]’;  
(26) in Appendix 2 , Part 1,  point 1.8 is replaced by the following:  
‘1.8 Bearing type (type, quantity, inner diameter, outer diameter, width and drawing)’;  
(27) in Appendix 2 , Part 1,  point 1.9 is replaced by the following:  
‘1.9 Seal type (main diameter, lip quantity); [mm]’;  
(28) in Appendix 2 , Part 1,  point 1.10 is replaced by the following:  
‘1.10 Wheel ends (drawi ng)’;   
EN 122  EN (29) in Appendix 2 , Part 1,  point 1.10.1 is replaced by the following:  
‘1.10.1 Bearing type (type, quantity, inner diameter, outer diameter, width and drawing  )’; 
(30) in Appendix 2 , Part 1,  point 1.10.2 is replaced by the following:  
‘1.10.2 Seal type (main di ameter, lip quantity); [mm]’;  
(31) in Appendix 2 , Part 1,  point 1.11  is replaced by the following:  
‘1.11 Number of planetary / spur gears for differential carrier’;  
(32) in Appendix 2 , Part 1,  point 1.12 is replaced by the following:  
‘1.12 Smallest width of planetary/ spur gears for differential carrier; [mm]’;  
(33) Appendix 3 is replaced by the following:  
‘Appendix 3  
Calculation of the standard torque loss  
 
The standard torque losses for axles are shown in Table 1. The standard table values consist of 
the sum of a generic constant efficiency value covering the load dependent losses and a generic 
basic drag torque loss to cover the drag losses at low loads.  
Tandem axles shall be calculated using a combined efficiency for an axle including drive -thru 
(SRT, HRT) plus  the matching single axle (SR, HR).  
 
 
Table 1  
Generic efficiency and drag loss  
 
Basic function  Generic efficiency  
η Drag torque  
(wheel side)  
Td0 = T 0 + T 1 * igear 
Single reduction axle (SR)  0.98  T0 = 70 Nm  
T1 = 20 Nm  
Single reduction tandem 
axle (SRT) / 
single portal axle (SP)  0.96  T0 = 80 Nm  
T1 = 20 Nm  
Hub reduction axle (HR)  0.97  T0 = 70 Nm  
T1 = 20 Nm   
EN 123  EN Hub reduction tandem axle 
(HRT)  0.95  T0 = 90 Nm  
T1 = 20 Nm  
All other axle technologies  0.90 T0 = 150 Nm  
T1 = 50 Nm  
 
The basic drag torque (wheel side) Td0 is calculated by  
Td0 = T 0 + T 1 * igear 
using the values from Table 1.  
 
The standard torque loss Tloss,std  on the input side of the axle is calculated by  
𝑇𝑙𝑜𝑠𝑠 ,𝑠𝑡𝑑=𝑇𝑑0+ 𝑇𝑜𝑢𝑡
𝜂− 𝑇𝑜𝑢𝑡
𝑖𝑔𝑒𝑎𝑟 
where:  
Tloss,std  = Standard torque loss at the input side [Nm]  
Td0 = Basis drag torque over the complete speed range [Nm]  
igear = Axle gear ratio [ -] 
η = Generic efficiency for load dependent losses [ -] 
Tout = Output torque [Nm]  
 
The corresponding torque (at input side) of the axle shall be calculated by  
 
𝑇𝑖𝑛=𝑇𝑜𝑢𝑡
𝑖𝑔𝑒𝑎𝑟+𝑇𝑙𝑜𝑠𝑠 ,𝑠𝑡𝑑  
where:  
Tin  = Input torque [Nm]’;  
(34) in Appendix 4 , point 3.1(o) is replaced by the following:  
‘(o) Type of bearings (inner diameter, outer diameter and width) at cor responding positions (if 
fitted) within ±1 mm of drawing reference’;  
(35) in Appendix 4 the following text is inserted : 
‘(p) Type of sealing’;  
(36) in Appendix 5 , in point 1.4 the reference to ‘Annex VII to Directive 20017/46/EC’ is 
replaced by ‘Annex IV to Regulati on (EU) 2020/683.’;   
EN 124  EN (37) in Appendix 5 , in point 1.4 , in the last sentence  the number ‘00’ is replaced by ‘02’;  
(38) in Appendix 5 , point 1.4.1 is replaced by the following:  
‘1.4.1 Example and dimensions of the certification mark  
 
 
The above certification mark affixed to an axle shows that the type concerned has been approved 
in Poland (e20), pursuant to this Regulation. The first two digits (02) are indicating the sequence 
number assigned to the latest technical amendment to this Regulation. The following lette r 
indicates that the certificate was granted for an axle (L). The last five digits (00005) are those 
allocated by the type -approval authority to the axle as the base certification number.’;  
(39) in Appendix 5 , point 2.1. is replaced by the follo wing:  
‘2.1 Certi fication number for axles shall comprise the following:  
eX*YYYY/ YYYY *ZZZZ/ZZZZ*L*00000*00  
section 1  section 2  section 3  Additional letter 
to section 3  section 4  section 5  
Indication of 
country 
issuing the 
certificate  HDV CO 2 
certification 
Regulation 
(2017/2400)  Latest 
amending 
Regulation 
(ZZZZ/ZZZZ)  L = Axle  Base 
certification 
number 
00000  Extension 
00 
’. 
 
  
 
EN 125  EN ANNEX VIII 
 
Annex VIII is amended as follows : 
(1) point 1  is replaced by the following:  
‘1. Introduction  
This Annex sets  out the test procedures for the determination of air drag data.’;  
(2) in point 3 , in the first paragraph , the last sentence is replaced by the following:  
‘The value Cd∙Adeclared  shall be the input for the simulation tool and the reference value for 
conformity of the certified CO 2 emissions and fuel consumption related properties testing.’;  
(3) point 3.3 is replaced by the following:  
‘3.3. Installation of the vehicle  
3.3.1. General in stallation requirements  
3.3.1.1.  The vehicle tested shall represent the vehicle to be placed on the market, in accordance 
with the requirements for vehicle type approval in accordance with Regulation (EU) 
2018/858. Equipment which is necessary to execute t he constant speed test (e.g. overall 
vehicle height including anemometer) is excluded from this provision.  
3.3.1.2.  The vehicle shall be equipped with tyres meeting the following criteria:  
i. Fuel efficiency class ‘B’ or better;   
ii. Maximum tread depth of 10  mm on all tyres of the complete vehicle, including the 
trailer (if applicable);  
iii. Tyres inflated within a tolerance of ± 20 kPa of the pressure marked on the tyre 
sidewall in accordance with Article 3 of UN Regulation No. 54(*).  
_________________ __ 
(*) Regulation No 54 of the Economic Commission for Europe of the United Nations (UNECE) — Uniform 
provisions concerning the approval of pneumatic tyres for commercial vehicles and their trailers (OJ L 183, 
11.7.2008, p.41).  
3.3.1.3.  The axle alignment shall be within the manufacturer’s specifications.  
3.3.1.4.  No active tyre pressure control systems are allowed to be used during the measurements 
of the low speed - high speed - low speed tests.  
3.3.1.5.  If the vehicle is equipped with an active aero devi ce, the device may be active during the 
constant speed test under the following conditions:  
-it has been demonstrated to the approval authority that the device is always activated 
and effective to reduce the air drag at vehicle speeds higher than 60  km/h f or medium 
and heavy lorries and higher than 80  km/h for heavy buses;  
-the device is installed and effective in a similar manner on all vehicles of the family.  
In all other cases the active aero device has to be fully deactivated during the constant  
EN 126  EN speed t est. 
3.3.1.6.  The vehicle shall not be equipped with any provisional features, modifications or 
devices that are not representative for the vehicle in use, aimed to reducing the air drag 
value during the test (e.g. sealed bodywork gaps). Modifications whic h aim to align the 
aerodynamic characteristics of the tested vehicle to the specifications of the parent 
vehicle are allowed.  
3.3.1.7.  Aftermarket parts, i.e. parts which are not covered by the vehicle type approval in 
accordance with Regulation 2018/858 ( e.g. sun visors, horns, additional head lights, 
signal lights, bull bars or ski -boxes) are not considered for the air drag in accordance 
with this Annex.  
3.3.1.8.  The vehicle shal l be measured without payload.  
3.3.2. Installation requirements applicable for medium and heavy rigid lorries  
3.3.2.1.  The vehicle chassis  shall fit to the dimensions of the standard body or semi -trailer as 
defined in Appendix 4 of this Annex.  
3.3.2.2.  The vehicle height determined in accordance with 3.5.3.1 item vii shall be wit hin the 
limits as specified in Appendix 3 to this Annex.  
3.3.2.3.  The minimum distance between the cabin and the box body or semi -trailer shall be in 
accordance with the manufacturer’s requirements and body builder’s instructions.  
3.3.2.4.  The cabin and th e aero accessories shall be adapted to best fit to the defined standard 
body or semi -trailer. The installation of the aero accessories (e.g. spoiler) shall be in 
accordance with the instructions of the manufacturer.  
3.3.2.5.  The setup of the semi -trailer shall be as defined in Appendix 4 to this Annex.’;  
(4) in point 3.4,  in the first paragraph , in the first sentence ‘ISO/TS’ is replaced by ‘IATF’;  
(5) point 3.4.1.2 is replaced by the following:  
‘3.4.1.2. The following system requirements shall be met by a single  torque meter by calibration:  
(i) Non linearity:  < ± 6 Nm for heavy lorries and heavy buses  
< ± 5 Nm for medium lorries  
(ii) Repeatability:  < ± 6 Nm for heavy lorries and heavy buses  
< ± 5 Nm for medium lorries  
(iii) Crosstalk:  < ± 10 Nm  for heavy lorries and heavy buses    
< ± 8 Nm for medium lorries  
(only applicable for rim torque meters)  
(iv) Measurement rate:  ≥ 20 Hz  
where:  
“Non linearity” means the maximum deviation between ideal and actual output signal 
characteristics in relation to the measurand in a specific measuring range.   
EN 127  EN “Repeatability” means closeness of the agreement between the results of successive 
measurements of the same measurand carried out under the same conditions of 
measurement.  
“Crosstalk” means signal at the main output of a sensor (M y), produced by a measurand 
(Fz) acting on the sensor, which is different from the measurand assigned to this output. 
Coor dinate system assignment is defined in accordance with ISO 4130.     
The recorded torque data shall be corrected for the instrument error determined by the 
supplier.’;  
(6) point 3.4.3  is replaced by the following:  
‘3.4.3. Reference signal for calculation of rot ational speed of the wheels at the driven axle  
One out of two options shall be selected:  
Option 1: Engine speed based  
The CAN engine speed signal together with the transmission ratios (gears for low speed 
test and high speed test, axle ratio) shall be mad e available. For the CAN engine speed 
signal it shall be demonstrated that the signal provided to the air drag pre -processing tool 
is identical to the signal to be used for in -service testing as set out in Annex I of 
Regulation (EU) 582/2011.  
For vehicles with torque converter which are not able to drive the low speed test with 
closed lockup clutch in option 1, additionally the cardan shaft speed signal and the axle 
ratio or the average wheel speed signal for the driven axle shall be provided to the air 
drag pre -processing tool. It shall be demonstrated that the engine speed calculated from 
this additional signal is within 1% range compared to the CAN engine speed. This shall 
be demonstrated for the average value over a measurement section driven at the lowe st 
possible vehicle speed in the torque converter locked mode and at the applicable vehicle 
speed for the high speed test.  
Option 2: Wheel speed based  
The average of the CAN signals for the rotational speed of left and right wheel at the 
driven axle shall  be made available. Alternatively external sensors may be used. Any 
method shall fulfill the requirements set out in Table 2 of Annex Xa.  
Following option 2 the input parameters for gear ratios and axle ratio shall be set to 1, 
independent of the powertrai n configuration.’;  
(7) point 3.4.7.2  is replaced by the following:  
‘3.4.7.2. Installation position  
The mobile anemometer shall be installed on the vehicle in the prescribed position:  
(i) X position:  
Medium and heavy rigid lorries and tractors: front face ± 0.3 m of the semi -trailer or 
box-body  
Heavy buses:  Between the end of the front quarter of the vehicle and the rear end of the  
EN 128  EN vehicle.  
Medium van lorries: between B -Pillar up to the rear end of the vehicle.  
(ii) Y position: plane of symmetry within a tol erance ± 0.1 m  
(iii) Z position:  
The installation height above the vehicle shall be one third of the total vehicle 
height measured from the ground within a tolerance of 0.0  m to +0.2  m  For 
vehicles with a total vehicle height above 4  m, on request of the manufacturer the 
installation height above the vehicle can be limited to 1.3  m, with a tolerance of 
0.0 m to +0.2  m. 
The instrumentation shall be done as accurate as possible using geometrical or 
optical aids. Any remaining misalignment is subject to the m isalignment 
calibration to be performed in accordance with 3.6 of this Annex.’;  
(8) in point 3.4.9 , in the first paragraph , the last sentence is replaced by the following : 
‘The IR sensor shall be calibrated in accordance with ASTM E2847 or VDI/VDE 3511.’;  
(9) in point 3.5.2. , the second sentence is replaced by the following:  
‘maximum speed: 95 km/h for medium and heavy lorries and 103 km/h for heavy buses;’;  
(10) in point 3.5.3.1  (vi), the last sentence is replaced by the following:  
‘A misalignment calibration test has  to be performed every time the anemometer has been 
mounted newly on the vehicle or has been adjusted.’;  
(11) point 3.5.3.1  (vii) is replaced by the following:  
‘(vii)  Check of vehicle setup regarding the height and geometry, in standard ride height 
 position:  
– Medium and heavy rigid lorries and tractors: the maximum height of the vehicle 
shall be determined by measuring at the four corners of the box body/semi -trailer.  
– Heavy buses and medium van lorries: the maximum height of the vehicle shall be 
measured in acc ordance with the technical requirements of Annex I to Regulation 
(EU) No 1230/2012, by not taking into account the devices and equipment referred 
to in Appendix 1 of that Annex.’;  
(12) in point 3.5.3.3  the last sentence is replaced by the following:  
‘The stand still phase shall not exceed 15 minutes.’;  
(13) in point 3.5.3.4 the last sentence is replaced by the following:  
‘The warm -up phase in accordance with this point shall not be shorter than the standstill phase 
and not exceed 30 minutes.’;  
(14) in point 3.6.3, the la st sentence is replaced by the following:  
‘The signals for wheel torques and engine, cardan or average wheel speed are not used in the 
evaluation. ’;   
EN 129  EN (15) point 3.6.5 ( c) is replaced by the following:  
‘(c) a different tractor or rigid lorry is used’;  
(16) in point 3 .9, Table 2 is replaced by the following:  
‘Table 1 
Input data for the air drag pre -processing tool – vehicle data file  
Input data  Unit Remarks  
Vehicle group 
code  [-] 1 – 19 for heavy lorries in accordance with Table 1 of 
Annex I  
31a – 40f for heavy buses in accordance with Tables 4 to 
6 of Annex I  
51 – 56 for medium lorries in accordance with Table 2 of 
Annex I  
Vehicle 
configuration 
with trailer  [-] if the vehicle was measured without trailer (input “No”) 
or with trailer i.e. as a tractor semitrailer combination 
(input “Yes”)  
Vehicle test 
mass  [kg] actual mass during measurements  
Technically 
permissible 
maximum laden 
mass  [kg] heavy lorries: technically permissible maximum laden 
mass of the rigid lorry or tractor (w/o trailer or  
semitrailer)  
all other vehicle classes: no entry  
Axle ratio  [-] axle transmission ratio*1 *2 
Gear ratio high 
speed  [-] transmission ratio of gear engaged during high speed 
test*1 *4 
Gear ratio low 
speed  [-] transmission ratio of gear engaged during low  speed 
test*1 *4 
Anemometer 
height  [m] height above ground of the measurement point of 
installed anemometer  
Vehicle height  [m] Medium and heavy rigid lorries and tractors: maximum 
vehicle height in accordance with 3.5.3.1 item vii.  
all other vehicle cla sses: no entry  
Fixed [-]  “yes” / “no” (for vehicles which cannot drive with  
EN 130  EN transmission 
ratio in low 
speed test  locked torque converter in the low speed test)  
Vehicle 
maximum speed  [km/h]  maximum speed the vehicle can be practically operated 
at the test track *3 
Torque meter 
drift left wheel  [Nm]  
Average torque meter readings in accordance with point 
3.5.3.9.  Torque meter 
drift right wheel  [Nm]  
Time stamp 
zeroing of 
torque meters  [s] since 
day start 
(of first 
day)  
Time stamp drift 
check torque 
meters  
*1 specification of transmission ratios with at least 3 digits after decimal separator  
*2 if either the cardan speed signal or the average wheel speed signal is provided to the air drag 
pre-processing tool (see point 3.4.3; option 1 for vehicles with torque converters or option 2) the 
input parameter on axle ratio shall be set to “1.000”  
*3 input only required if value is lower than 88  km/h  
*4 if the average wheel speed is provided to the air drag pre -processing tool (see point 3.4.3 
option 2) the input parameters on gear ratios shall be set to “1.000”  ’; 
(17) in point 3.9, Table 5, the tenth row is replaced by the following:  
‘ 
Engine 
speed, 
cardan 
speed 
or 
average 
wheel 
speed  <n_eng>,<n_ card> 
or <n_wheel_ave>  [rpm]  ≥ 20 Hz  See provisions in point 3.4.3  
’; 
(18) in point 3.10.1.1  (viii), the low speed test section is replaced by the following:  
‘Low speed test:  
(𝑇𝑙𝑚𝑠 ,𝑎𝑣𝑟𝑔 −𝑇𝑔𝑟𝑑)∗(1−tol) ≤(𝑇𝑙𝑚,𝑎𝑣𝑟𝑔 −𝑇𝑔𝑟𝑑) 
≤(𝑇𝑙𝑚𝑠 ,𝑎𝑣𝑟𝑔 −𝑇𝑔𝑟𝑑)∗(1+tol)   
EN 131  EN 𝑇𝑔𝑟𝑑=𝐹𝑔𝑟𝑑 ,𝑎𝑣𝑟𝑔 ∗𝑟𝑑𝑦𝑛 ,𝑎𝑣𝑟𝑔 
where:  
Tlms,avrg  =  average of Tsum per measurement section  
Tgrd  =  average torque from gradient force  
Fgrd,avrg  =  average gradient force over measurement section  
rdyn,avrg  =  average effective rolling radius over measurement section (formula 
  see item ix.) [m]  
Tsum  =  TL+TR; sum of corrected torque values left and right wheel [Nm]  
Tlm,avrg   =  central moving average of Tsum with Xms seconds time base  
Xms  =  time needed to dr ive 25  m distance at actual vehicle speed  
   [s] 
tol   =  relative torque tolerance: 0.5 for medium lorries and heavy lorries  
  in groups 1s, 1 and 2; 0.3 for heavy lorries in other groups and  
  heavy buses’;  
(19) in point 3.10.1.1 ( xi), the first sentence i s replaced by the following:  
‘plausibility check for engine speed, cardan speed or average wheel speed, whichever is 
applicable passed:’  
(20) in point 3.10.1.1 (xi), after the first sentence, the word ‘engine speed’ is replaced by 
‘engine speed or average wheel  speed’ in six instances;  
(21) in point 3.11 the last paragraph is replaced by the following:  
‘Several declared values Cd∙Adeclared  can be created based on a single measured Cd∙Acr (0) as long 
as the family provisions in accordance with point 3.1 of Appendix 5 for medium and heavy 
lorries and with point 4.1 of Appendix 5 for heavy buses are fulfilled.’;  
(22) in Appendix 2 , in Part 1 , point 1.2 is replaced by the following:  
‘1.2.0  Vehicle mod el 
1.2.1  Axle configuration  
1.2.2  Technically permissible maximum laden mass  
1.2.3  Cabin or model line  
1.2.4  Cabin width (max. value in Y direction, for vehicles with a cabin)  
1.2.5  Cabin length (max. value in X directi on, for vehicles with a cabin)  
1.2.6  Roof height (for vehicles with a cabin)  
1.2.7  Wheel base  
1.2.8  Height cabin over fra me (for vehicles with a frame)  
1.2.9  Frame height (for vehicles with a frame)   
EN 132  EN 1.2.10  Aerodynamic accessories or add -ons   (e.g. roof spoiler, side extender, side skirts, co rner 
 vanes)  
1.2.11  Tyre dimensions front axle  
1.2.12  Tyre dimensions driven axles(s)  
1.2.13  Vehicle width in accordance with item (8) of point 2 of Annex III (for vehicles without a 
 cabin)  
1.2.14  Vehicle length in accordance with item (7) of point 2 of Annex III (for vehicles without a 
 cabin)  
1.2.15  Height of the integrated body in accordance with item (5) of point 2 of Annex III (for 
 vehicles without a cabin)’;  
(23) Appendix 3 is replaced by the foll owing:  
‘Appendix 3  
Vehicle height requirements for rigid lorries and tractors  
 
1. Medium rigid lorries, heavy rigid lorries and tractors measured in the constant speed test 
in accordance with point 3 of this Annex have to meet the vehicle height requiremen ts as 
shown in Error! Reference source not found. . 
2. The vehicle height has to be determined as described in 3.5.3.1 item vii.  
3. Any kind of rigid lorries and tractors of vehicle groups not shown in Error! Reference 
source not found.  are not subject to constant speed testing.  
Table 2 
 Vehicle height requirements for medium rigid lorries, heavy rigid lorries and 
tractors  
Vehicle 
group  minimum 
vehicle 
height [m]  maximum 
vehicle 
height [m]  
51, 53, 55  3.20 3.50 
1s, 1  3.40 3.60 
2 3.50 3.75 
3 3.70 3.90 
4 3.85 4.00 
5 3.90 4.00  
EN 133  EN 9 similar values as for 
rigid lorries with same 
technically permissible 
maximum laden mass 
(group 1, 2, 3 or 4)  
10 3.90 4.00 
‘; 
(24) in Appendix 4 , the header is replaced by the following:  
‘Standard body and semitrailer configurations for rigid lorries and tractors ’; 
(25) in Appendix 4 , point 1  is replaced by the following:  
‘Medium rigid lorries and heavy rigid lorries which are subject to determination of air drag have 
to fulfill the requirements on standard bodies as described in this Appendix. Tractors have to  
fulfill the requirements for standard semitrailers as described in this Appendix.’;  
(26) in Appendix 4 , in point 2 , Table 8 is replaced by the following:  
‘Table 3 
 Allocation of standard bodies and semitrailer for constant speed testing  
Vehicle 
groups  Standard body or trailer  
51, 53, 55  B-II 
1s, 1  B1 
2 B2 
3 B3 
4 B4 
5 ST1 
9 depending on technically permissible 
maximum laden mass:  
7.5 – 10t:  B1  
>10 – 12t:  B2  
>12 – 16t:  B3  
>16t:          B5  
10 ST1  
EN 134  EN ‘; 
(27) in Appendix 4 , point 3  is replaced by the following:  
‘The standard bodies B -II, B1, B2, B3, B4 and B5 shall be constructed as a hard shell body in 
dry-out box design. They shall be equipped with two rear doors and without any side doors. The 
standard bodies shall not be equipped wi th tail lifts, front spoilers or side fairings for reduction of 
aerodynamic drag. The specifications of the standard bodies are given in:  
Table 9a for standardy body “B -II” 
Table 9 for standard body “B1”  
Table 10 for standard body “B2”  
Table 11 for standar d body “B3”  
Table 12 for standard body “B4”  
Table 13 for standard body “B5”  
Mass indications as given in Table 9a to Table 15 are not subject to inspection for air drag 
testing.’;  
(28) in Appendix 4 , in point 5 , the following table is inserted : 
‘Table 9a  
 Speci fications of standard body ‘B -II’ 
Specification  Unit  External dimension  
(tolerance)  Remarks  
Length  [mm]  4 500 (±10)  
  
Width  [mm]  2 300 (±10)   
Height  [mm]  2 500 (±10)  box:  
external height: 2 380  
longitudinal beam: 120  
Corner radius side 
& roof with  front 
panel  [mm]  30 - 80  
Corner radius side 
with roof panel  [mm]  30 - 80  
Remaining corners  [mm]  broken with radius ≤10   
Mass  [kg] 800 Mass is used as a 
generic value in the  
EN 135  EN simulation tool and 
does not need to be 
verified for air drag 
testing  
(29) in Appendix 4 , in point 5 , in Tables 9, 10, 11, 12 and 13 , the text in the fourth column of 
the eight row is replaced by the following:  
‘Mass is used as a generic value in the simulation tool and does not need to be verified for air 
drag testing’;  
(30) in Appendix  5, the header is replaced by the following:  
‘Air drag family’;  
(31) in Appendix 5 , in point 1 , the second sentence is replaced by the following:  
‘The manufacturer may decide which vehicles belong to an air drag family as long as the 
membership criteria listed in point  3 for medium lorries, heavy lorries and point  6 for heavy 
buses are respected.’;  
(32) in Appendix 5 , point 2 , the second paragraph is replaced by the following:  
‘In addition to the parameters listed in point Error! Reference source not found.  of this 
Appendix for medium and heavy lorries and point 6.1 of this Appendix for heavy buses, the 
manufacturer may introduce additional criteria allowing the definition of families of mor e 
restricted size.’;  
(33) in Appendix 5 , point 4 , is replaced by the following:  
‘4. Parameter defining the air drag family for medium and heavy lorries’;  
(34) in Appendix 5 , in point 4.1 , the first sentence is replaced by the following:  
‘Medium and heavy lorries are  allowed to be grouped within a family if the following criteria are 
fulfilled:’;  
(35) in Appendix 5 ,  in point 4.1 ( c), the first sentence is replaced by the following:  
‘For vehicles with frame: Same height of cabin over frame.’;  
(36) in Appendix 5 , point 5  is replaced by the following:  
‘5. Choice of the air drag parent vehicle for medium and heavy lorries’;  
(37) in Appendix 5 , point 5.2  is replaced by the following:  
‘5.2. For medium rigid lorries, heavy rigid lorries and tractors the vehicle chassis shall fit to the  
dimensions of the standard body or semi -trailer as defined in Appendix 4 of this Annex.’;  
(38) in Appendix 5 , point 5.4  is replaced by the following:  
‘5.4. The applicant for a certificate shall be able to demonstrate that the selection of the parent 
vehicle me ets the provisions as stated in 5.3. based on scientific methods e.g. computational fluid 
dynamics (CFD), wind tunnel results or good engineering practice. This provision applies for all 
vehicle variants which can be tested by the constant speed procedure as described in point 3. of 
this Annex. Other vehicle configurations (e.g. vehicle heights not in accordance with the  
EN 136  EN provisions in Appendix 4, wheel bases not compatible with the standard body dimensions of 
Appendix 5) shall get the same air drag value as  the testable parent within the family without any 
further demonstration. As tires are considered as part of the measurement equipment, their 
influence shall be excluded in proving the worst case scenario.  
(39) in Appendix 5 , point 5.5  is replaced by the follo wing:  
‘5.5. For heavy lorries the declared value Cd∙Adeclared  can be used for creation of families in 
other vehicle groups if the family criteria in accordance with point Error! Reference source not 
found.  of this Appendix are met based on the  provisions given in Table 16.  
Table 16  
Provisions for transfer of air drag values of heavy lorries to other vehicle groups  
Vehicle group  Transfer formula  Remarks  
1, 1s  Vehicle group 2 – 0,2 m² Only allowed if value for related 
family in group 2 was measured  
2 Vehicle group 3 – 0,2 m² Only allowed if value for  related 
family in group 3 was measured  
3 Vehicle group  4 – 0,2 m²  
4 No transfer allowed   
5 No transfer allowed   
9 Vehicle group 1,2,3,4 + 
0,1 m² Applicable group for transfer has 
to match with TPMLM 
(technically permissible maximum 
laden mass).  
In case of a TPMLM of >16 tons:   
• group 4 shall be the basis for the 
transfer for group 9  
• group 5 shall be the basis for the 
transfer for group 10 
Transfer of already transferred 
values allowed.  10 Vehicle group  1,2,3,5 + 
0,1m²  
11 Vehicle group  9  Transfer of already transferred 
values allowed  
12 Vehicle group  10  Transfer of already transferred 
values allowed   
EN 137  EN  
‘; 
(40) in Appendix 5  the following points are inserted : 
‘5.6. For medium lorries the declared value Cd∙Adeclared  may be transferred for creation of 
families in other vehicle groups if the family criteria in accordance with point Error! 
Reference source not found.  of this Appendix are met and the provisions  in Table 16a 
are fulfilled. The transfer shall be done by taking over the Cd∙Adeclared  value unchanged 
from the origin group.  
Table 16a  
Provisions for transfer of air drag values of medium lorries to other  
vehicle groups  
Vehicle 
group  Transfer allowed f rom 
vehicle group(s)  
51 53 
52 54 
53 51 
54 52 
 
1. Parameter defining the air drag family for heavy buses:  
1.1. Heavy buses are allowed to be grouped within a family if the following criteria are 
fulfilled:  
(a) Vehicle  width: All members of the family stay within a range of ± 50  mm to the 
parent vehicle. The body width shall be determined in accordance with the 
definitions as set out in Annex III of this Regulation.  
(b) Height of the integrated body: All members of the fami ly shall stay within the total 
range of 250  mm. The height of the integrated body shall be determined in 
accordance with the definitions as set out in Annex III of this Regulation.  
(c) Vehicle  length: All members of the family stay within a total range of 5  m. The 
length shall be determined in accordance with the definitions as set out in Annex 
III of this Regulation.  
The fulfilment of the family concept requirements shall be demonstrated by computer -
aided design data or drawings. The method of demonstration sh all be chosen by the 
manufacturer.  
2. Choice of the air drag parent vehicle for heavy buses  16 Vehicle group 9 + 0,3 m2 Transfer to already transferred 
values allowed   
EN 138  EN The parent vehicle of each family shall be selected in accordance with the following 
criteria:  
2.1. All members of the family shall have an equal or lower air drag value th an the value 
Cd∙Adeclared  for the parent vehicle.  
2.2. The applicant for a certificate shall be able to demonstrate that the selection of the parent 
vehicle meets the provisions as stated in 7.1. based on scientific methods e.g. 
computational fluid dynamics, wi nd tunnel results or good engineering practice. This 
demonstration shall cover the influence of roof mounted systems. As tires are considered 
as part of the measurement equipment, their influence shall be excluded in proving the 
worst case scenario.  
2.3. The de clared value Cd∙Adeclared  can be used for creation of families in other sub -groups if 
the family criteria in accordance with point Error! Reference source n ot found.  of this 
Appen dix are met, based on  transfer functions or provisions in accordance with Table 
16b. Multiple combinations of copy and transfer functions are allowed.  
For v ehicles of sub -groups labelled with “no” in the second column of Error! 
Reference source not found.  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 
measuremen
t 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   
EN 139  EN 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   
EN 140  EN 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 
‘; 
(41) in Appendix 6 , point 3 is replaced by the following : 
‘3. The number of vehicles to be tested for conformity with the certified CO 2 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 CO 2 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*  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 needs to  be performed in the first year  
 
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.  
’;  
EN 141  EN (42) in Appendix 6 , point 4.6  is replaced by the following:  
‘4.6. A first vehicle to be tested for conformity with the certified CO 2 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.’;  
(43) Appendix 7 is replaced by the following:  
‘Appendix 7  
Standard values  
 
This Appendix describes standard values for the declared air drag value Cd∙Adeclared . In case 
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 t he 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. (reserved ) 
3. (reserved )  
EN 142  EN 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  
EN 143  EN 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 the declared air drag value Cd∙Adeclared  for medium lorries  
Vehicle 
group  Standard value  
Cd∙Adeclared  [m²] 
53 5,8 
54 2,5 
‘; 
(44) in Appendix 8 the header text is replaced by the following:   
EN 144  EN ‘Markings  
 
In the case of a vehicle being certified in accordance with this Annex, the cabin or the bodywork 
shall bear:’;  
(45) in Appendix 8 , point 1.4 is replaced by the following:  
‘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 ap proval has 
been granted for airdrag.  
For this Regulation the sequence number shall be 02.  
(46) in Appendix 8 , point 1.4 .1 is replaced by the following:  
‘Example and dimensions of the certification mark  
 
 
The above certification mark affixed to a cabin shows that the type concerned has been certified 
in Poland (e20), pursuant to this Regulation. The first two digits (02) are indicating the sequence 
number assigned to the latest technical amendment to this Regulation. The following letter 
indicates that the cer tificate 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. ’; 
(47) in Appendix 8 , point 2.1 is replaced by the following:  
‘Certification number for air drag  shall comprise the following:  
eX*YYYY/YYYY*ZZZZ/ZZZZ*P*00000*00  
section 1  section 2  section 3  Additional 
letter to 
section 3  section 4  section 5  
Indication 
of country 
issuing the 
certificate  HDV CO 2 
certification 
Regulation 
(2017/2400)  Latest 
amending 
Regulation 
(ZZZZ/ZZZZ)  P = 
Air drag  Base 
certification 
number 
00000  Extension 
00 
’; 
 
EN 145  EN (48) in Appendix 9 , Table 1 , the eight row is replaced by the following:  
‘ 
TransferredCdxA  P246  double, 2  [m²] CdxA_0 transferred 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.  
’. 
   
EN 146  EN ANNEX IX 
 
‘ANNEX IX  
VERIFYING LORRY AND BUS AUXILIARY DATA  
1. Introduction  
This Annex describes the provisions regarding declaration of technologies and other relevant 
input information on auxiliary systems for heavy duty vehicles for the purpose of the 
determination of vehicle specific CO 2 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 automatic ally 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 of this Regulation. For a clear 
reference, the three -digit parameter IDs us ed in Annex III are also listed in this Annex.’;  
2. Definitions  
For the purposes of this Annex the following definitions shall apply. The related auxiliary type is 
stated in brackets.  
(1) ‘Crankshaft mounted’ fan means a fan installation where the fan is driven in the 
prolongation of the crankshaft, often by a flange (engine cooling fan);  
(2) ‘Belt or transmission driven’ fan means a fan that is installed in a position where 
additional belt, tension system or transmission is needed (engine cooling fan);  
(3) ‘Hydra ulic 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 S W logic are used to electronically actuate the fluid flow in the 
visco clutch (engine cooling fan);   
EN 147  EN (6) ‘Bimetallic controlled visco clutch’ means a clutch in which a bimetallic connection is 
used to convert a temperature change into mechanical displacement. T he 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 re volution 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 technol ogy 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 contro l’ 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 witho ut 
continuously recirculating hydraulic fluid (steering system);  
(18) (reserved ) 
(19)  ‘Air compressor with Energy Saving System (ESS)’ means a compressor reducing the 
power consumption during blow off, e.g. by closing intake side, ESS is controlled by 
system air pr essure (pneumatic system);   
EN 148  EN (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)  ‘Compre ssor 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 (AMS)’ means an electronic air 
processing unit that combines an electronically controlled air dryer for optimized air 
regeneration and an air delivery preferred during overrun conditions (requires a clutch or 
ESS) (pneumatic system).  
(23)  ‘Light Emitting Diodes (LED)’ mean s semiconductor devices that emit visible light 
when an electrical current passes through them (electric system);  
(24) (reserved ) 
(25)  ‘Power take -off (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 i s 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 b e designed as dry or wet 
clutches (PTO);  
(30)  ‘Sliding wheel’ means a gearwheel used as shift element where the shifting is realized 
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 sta ges)’ 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 ca n 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 speed of the engine to 
the speed of the air compressor without slip (i = n in/nout) (pneumatic s ystem);   
EN 149  EN (34) ‘Air suspension control mechanically’ means a n 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 supen sion 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 th e 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 i s 
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 
fulfill the requirements of point 7.8. (artificial interior ligh ting) in Annex 3 of UN 
Regulation No. 107(*) (electric system);  
___________________  
(*) Regulation No 107 of the Economic Commission for Europe of the United Nations (UNECE) — Uniform 
provisions concerning the approval of category M2 or M3 vehicles with re gard to their general construction (OJ L 
52, 23.2.2018, p. 1).  
(43) ‘Day running lights’ means the ‘daytime running lamp’ in accordance with  point 2.7.25. 
of UN Regulation No. 48( **) (electric system);  
___________________  
(**) Regulation No 48 of the Economic C ommission for Europe of the United Nations (UNECE) — Uniform 
provisions concerning the approval of vehicles with regard to the installation of lighting and light -signalling devices 
(OJ L 14, 16.1.2019, p. 42).  
(44) ‘Position lights’ means the ‘side marker lamp’ in accordance with  point 2.7.24. of UN 
Regulation No. 48 (electric system);  
(45) ‘Brake lights’ means the ‘stop lamp’ in accordance with  point 2.7.12. of UN Regulation 
No. 48 (electric system);  
(46) ‘Headlights’ means t he ‘passing -beam (dipped -beam) headlamp” in accordance with  
point 2.7.10. of UN Regulation No. 48, and the ‘Driving -beam (main -beam) headlamp’ 
in accordance with  point 2.7.9. of UN Regulation No. 48 (electric system);   
EN 150  EN (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 s ystem) ; 
(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) ‘Heati ng, ventilation and air conditioning (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 confi guration’ 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. In case of double dec kers in both floors. In 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 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 in stalled 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);   
EN 151  EN (59) ‘Heat pump continous’ 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 
continously variable speed (HVAC system);  
(60) ‘Auxiliary heater power’ as stated on the label d efined in point 4 in Annex 7 of UN 
Regulation No.  122(***) (HVAC  system) ; 
___________________  
(***) Regulation No 122 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform 
technical prescriptions concerning the approval of vehicles  of categories M, N and O with regard to their heating 
systems (OJ L 19, 24.1.2020, p. 42).  
(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 case of s everal 
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 3 
Windows not to be considered for predominant window type  
 
(62) ‘Heat pump’  means a system that uses a refrigerant in a circular process  to transfer 
thermal energy from the environment  to the passenger compartment and/or the driver 
compartment and/or transfers thermal energy in the opposite direction (cooling and/or 
heating fun ctionality) with a coefficient of performance larger than 1 (HVAC system);  
 
EN 152  EN (63) ‘R-744 heat pump’ means a heat pump which uses R -744 refrigerant as working medium 
(HVAC system);  
(64) ‘Non R -744 heat pump’ means a heat pump which uses an other working medium than 
R-744 refrigerant. For the possible grade of actuation (2 -stage, 3 -stage, 4 -stage, 
continuous), the definitions (56) to (59) apply (HVAC system);  
(65) ‘Adjustable coolant thermostat’ means a coolant thermostat which characteristics are 
influenced by at least one a dditional 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 depend ing 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’ mea ns 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 th is 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 
vehic le 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 so aked in electrolyte are used as separators between the negative and positive 
plates  (electric system);   
EN 153  EN (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 bet ween 
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 cont rols 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 ri gid 
sections.  
 
3. Description of auxiliary relevant input information into the simulation tool  
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 a s 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 all ocated 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 
Bimetallic controlled visco clutch  X (DC)  X 
Discrete step clutch  X   
EN 154  EN Fan drive cluster  Fan control  Medium  
and heavy 
lorries  Heavy buses  
Discrete step clutch (off + 2 stages)   X 
Discrete step clutch (off + 3 stages)   X 
On/off cluch  X X (DC, DO)  
Belt driven or 
driven  
 via transmission  Electronic controlled visco clutch  X X 
Bimetallic controlled visco clutch  X (DC)  X 
Discrete step clutch  X  
Discrete step clutch (off + 2 stages)   X 
Discrete step clutch (off + 3 stages)   X 
On/off cluch  X X (DC)  
Hydraulically driven  Variable displacement pump  X X 
Constant displacement pump  X (DC, DO)  X (DC)  
Electrically driven  Electric motor control  X (DC)  X (DC)  
X: applicable, DC: default for fan drive cluster, DO: default overall  
 
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 “def ault 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 . 
 
  
EN 155  EN 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)  
Fixed displacement, electronical 
control   X X 
Dual displacement pump  X X 
Dual displacement pump with 
electronic control  X X 
Variable displacement, mechanical 
control  X X 
Variable displacement, electronical 
control  X X 
Electric  Electric driven pump  X (DC)  X (DC)  
Full electric steering gear  X X 
X: applicable, DC: default for steering technology cluster, DO: default overall  
 
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   
EN 156  EN 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 
syste m. For PEVs no input is 
required.  
Smart alternator – 
maximum rated 
current  P295  value in [A]  Maximum rated current at nominal 
speed in accordance with  
manufacturer’s labelling or data 
sheet, or measured in accordance 
with standard ISO 8854:2012  
Input per smart alternator  
Smart alternator – 
rated voltage  P296  value in [V]  Allowed values: ‘12’, ‘24’, ‘48’  
Input per smart alternator  
Batteries for smart 
alternator systems  Technology  P297  lead-acid battery – 
conventional / 
lead-acid battery –
AGM / lead -acid 
battery – gel / li -
ion battery - high 
power / li -ion 
battery - high 
energy  Input per battery charged by smart 
alternator system  
If a battery technology cannot be 
found in the list, the technology 
“Lead -acid battery – 
Conventional” shall be provided as 
input.  
Nominal voltage  P298  value in [V]  Allowed values: ‘12’, ‘24’, ‘48’  
Input per battery charged by smart 
alternator system  
 
In case batteries are configured in 
series (e.g. two 12V units for a 
24V system), the actual nominal 
voltage of the single battery units 
(12V in this example) shall be 
provided.  
Rated capacity  P299  value in [Ah]  Capacity in Ah in accordance with  
manufacturer’s labelling or data 
sheet  
Input per battery charged by smart 
alternator system  
Capacitors for 
smart alternator 
systems  Technology  P300  with DC/DC 
converter  Input per battery charged by smart 
alternator system  
Rated capacitance  P301  value in [F]  Capacitance in Farad (F) in  
EN 157  EN Electric system 
cluster  Parameter  Parameter 
(ID) Input to the 
simulation tool  Explanations  
accordance with  manufacturer’s 
labelling or data sheet  
Input per capacitor charged by 
smart alternator system  
Rated voltage  P302  value in [V]  Rated operating voltage in 
accordance with  manufacturer’s 
labelling or data sheet  
Input per capacitor charged by 
smart alternator system  
Auxiliary electric 
energy supply  Supply of electric 
auxiliaries from HEV 
REESS possible  P303  true / false  To be set to ‘true’ if the vehicle is 
equipped with a controlled power 
link that enables transfer of electric 
energy from a HEV propulsion 
energy storage system to the 
electric consumer board net.  
Input only required for HEV.  
Interior lights  Interior lights LED  P304  true / false  
Parameters shall only be set to true 
if all lights of the category are in 
line with the definitions in points 
2(42) to 2(46).  Exterior lights  Day running lights 
LED  P305  true / false  
Position lights LED  P306  true / false  
Brake lights LED  P307  true / false  
Headlights LED  P308  true / false  
 
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  
EN 158  EN 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 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 case of non -piston compressors the 
“default overall” (DO) t echnology shall be declared.  
In 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)  
Combina tion 
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  
EN 159  EN 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  no no no 
2 mechanically  no yes no 
3 mechanically  no no yes 
4 mechanically  no yes yes 
5 mechanically  visco no no 
6 mechanically  visco yes no 
7 mechanically  visco no yes 
8 mechanically  visco yes yes 
9 mechanically  mechanical  no no 
10 mechanically  mechanical  yes no 
11 mechanically  mechanical  no yes 
12 mechanically  mechanical  yes yes 
13 electrically  no no no 
14 electrically  no 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. 
  
EN 160  EN 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 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 parametrization of the air 
suspension control of the vehicle. 
Value shall represent the state as 
delivered to the cu stomer 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 techn ology 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   
EN 161  EN None (no a ir 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 in 
Table 13. A graphical representation of the different configurat ions is given in Figure 3.  
 
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  
Driver compartment supplied by heat 
pump(s) for passenger compartment  
Independent heat pump(s) for driver 
compartment  
Rigid  Articu -
lated  
1 No 0 0 No No 
2 No 0 0 No Yes 
3 Yes 0 0 No No 
4 Yes 0 0 No Yes 
5 Yes 1 1 or 2  No No 
6 Yes 1 1 or 2  Yes No 
7 Yes 1 1 or 2  No Yes 
8 Yes > 1 > 2 No No 
9 Yes > 1 > 2 No Yes 
10 Yes > 1 > 2 Yes No 
  
EN 162  EN Figure 3  
HVAC system configuration for heavy buses (Rigid and Articulated)  
  
EN 163  EN  
 
EN 164  EN  
 
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  
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  
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 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).  
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 case of multiple heat 
pumps with different 
technologies for heating the 
passenger compartment, 
the dominan t technology 
shall be declared (e.g. in 
accordance with  available 
power or preferred usage in 
operation).  
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    
EN 165  EN 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 and PEV  
Air electric heater  P329  true / false  Input to be provided only 
for HEV and PEV  
Other heating technology  P330  true / false  Input to be provided only 
for HEV 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 12  
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)  Power loss  
Additional drag loss relevant parts  
Shafts / gear wheels  (P247)  Other elements  (P248)  [W] 
only one engaged gearwheel positioned 
above the specified oil level (no 
additional gearmesh)  - 0 
only the drive shaft of the PTO  tooth clutch (incl. synchroniser) or 
sliding gearwheel  50 
only the drive shaft of the PTO  multi -disc clutch  350 
only the drive shaft of the PTO  multi -disc clutch with dedicated pump 
for PTO clutch  3000   
EN 166  EN 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  3050  
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  3100  
PTO which includes 1 or more 
additional gearmesh(es), without 
disconnect clutch  - 1500  
 
In case of multiple PTOs mounted to the transmission, only the component with the highest 
losses in accordance with  Table 12, for its combination of criteria “PTOShaftsGearWheels” and 
“PTOShaftsOtherElements”, shall be declared. For medium lorries and heav y buses no 
declaration of transmission PTOs is foreseen.  
’. 
   
EN 167  EN ANNEX X 
 
Annex X is amended as follows : 
(1) in point 2 , the header is replaced by the following:  
‘Definitions  
For the purposes of this Annex, in addition to the definitions contained in UN Regulation No. 
54(*) and in UN Regulation No. 117(**), the following definitions shall apply:   
___________________  
(*) Regulation No 54 of the Economic Commission for Europe of the  United Nations (UNECE) — Uniform 
provisions concerning the approval of pneumatic tyres for commercial vehicles and their trailers (OJ L 183, 
11.7.2008, p.41).  
(**) Regulation No 117 of the Economic Commission for Europe of the United Nations (UNECE) — Uniform 
provisions concerning the approval of tyres with regard to rolling sound emissions and/or to adhesion on wet 
surfaces and/or to rolling resistance [2016/1350] (OJ L 218, 12.8.2016, p. 1). ’; 
(2) in point 2(3)(b) a semi -colon is inserted  to the end of the s entence;  
(3) point 2(3)(c) is replaced by the following:  
‘(c) Tyre class (in accordance with UN Regulation No. 117 );’; 
(4) in point 2(3)(f) the text ‘UN/ECE’ is replaced by ‘UN’;  
(5) in point 2 , the following point is inserted : 
‘(4) ‘FuelEfficiencyClass’ is a paramete r corresponding to the fuel efficiency class of the tyre as 
defined in Regulation (EU) 2020/740(***) Annex I part A. For tyres which are not in the 
scope of Regulation (EU) 2020/740, the fuel efficiency class of the tyre is not applicable and 
parameter Fue lEfficiencyClass shall be recorded in Appendix 3 as ‘N/A’.  
___________________  
(***) Regulation (EU) 2020/740 of the European Parliament and of the Council of 25 May 2020 on the labelling of 
tyres with respect to fuel efficiency and other parameters, amend ing Regulation (EU) 2017/1369 and repealing 
Regulation (EC) No 1222/2009 (OJ L 177, 5.6.2020, p. 1). ’; 
(6) in point 3.1 , the text ‘ISO/TS’ is replaced by ‘IATF’;  
(7) point 3.2 is replaced by the following:  
‘3.2 Tyre rolling resistance coefficient measurement  
The tyre rolling resistance coefficient shall be measured and aligned in accordance with 
Regulation (EU) 2020/740 Annex I part A, expressed in N/kN and rounded to the first decimal 
place, in accordance with  ISO 80000 -1 Appendix B, section B.3, rule B (exam ple 1).  
The standard rolling resistance coefficient value for C2 and C3 tyres shall be the one 
corresponding to snow tyres for use in severe snow conditions as set out in UN Regulation No. 
117 paragraph 6.3.2.  For tyres not in the scope of Regulation (EC) No 661/2009(****) or 
Regulation (EU) 2019/2144(*****), the standard value shall be 13,0 N/kN and the 
FuelEfficiencyClass  shall be stated as ‘N /A’.  
EN 168  EN The standard FzISO value shall be the one obtained as a percentage of the vertical force related to 
tyre load  index at nominal tyre pressure (and single tyre application). For C2 and C3 tyres this 
percentage shall be 85%, for other tyres the percentage shall be 80%.  
___________________  
(****) Regulation (EC) No 661/2009 of the European Parliament and of the Counc il of 13 July 2009 concerning type -
approval requirements for the general safety of motor vehicles, their trailers and systems, components and separate 
technical units intended therefor (OJ L 200, 31.7.2009, p. 1).  
(*****) Regulation (EU) 2019/2144 of the E uropean Parliament and of the Council of 27 November 2019 on type -
approval requirements for motor vehicles and their trailers, and systems, components and separate technical units 
intended for such vehicles, as regards their general safety and the protecti on of vehicle occupants and vulnerable 
road users, amending Regulation (EU) 2018/858 of the European Parliament and of the Council (OJ L 325, 
16.12.2019, p. 1)’ ; 
(8) point 3.3 is replaced by the following:  
‘3.3. Measurement provisions  
The tyre manufacturer sha ll test either in a laboratory of technical services as defined in Article 
68 of Regulation (EU) 2018/858  the test referred to in point  3.2, or in its own facilities in the case 
that: 
(i) a representative of a technical service designated by the responsible approval 
authority supervises the test, or  
(ii) the tyre manufacturer is designated as a technical service of Category A in 
accordance with Article 68 of Regulation (EU) 2018/858.’;  
(9) point 3.4.1 is replaced by the following:  
‘3.4.1  The tyre shall be clearly identifiable in respect to the applicable certificate and the 
corresponding rolling resistance coefficient.’;  
(10) point 3.4.4 is replaced by the following:  
‘In line with Article 38(2) of  Regulation (EU) 2018/858,  no type -approval mark is requi red for 
tyres certified in accordance with this Regulation.’;  
(11) in point 4.2 , the following sentence is inserted  at the end : 
‘The tests have to be performed on new test tyres in the sense of the definition in paragraph 
2.18.3. of UN Regulation No 117.’;  
(12) in point 4.4.1 , the last sentence is deleted.  
(13) point 4.4.2  is replaced by the following:  
‘4.4.2.  In the case that the measured and aligned value is lower or equal to the declared value 
plus 0.3 N/kN, the tyre rolling resistance value is considered compliant.’;  
(14) point 4.4.3  is replaced by the following:  
‘4.4.3.  In case the measured and aligned value exceeds the declared value by more than 0.3 
N/kN, the alignment equation that was valid at the time of the certification testing may be applied 
upon request of the tyr e manufacturer and in agreement with the authority that is supervising the 
verification.’;   
EN 169  EN (15) in point 4.4.3 , the following points are inserted : 
‘4.4.3.1  If the measured and realigned value is lower or equal to the declared value plus 0.3 
N/kN, the tyre rolli ng resistance value is considered compliant.  
4.4.3.2  If the measured value, aligned as per point s 4.4.3 and 4.4.3.1, exceeds the declared value 
by more than 0.3 N/kN, three additional tyres shall be tested. If the measured value, 
aligned as per point s 4.4.3 and 4.4.3.1, of at least one of the three tyres exceeds the 
declared value by more than 0.4 N/kN, provisions of Article 23  shall apply.’;  
(16) in Appendix 1 , point 4(c) is replaced by the following:  
‘(c) Tyre class (in accordance with Regulation (EC) No 661/2009 or Regulation (EU) 
 2019/2144 )’; 
(17) in Appendix 1 , point 7.2 is replaced by the following:  
‘7.2 tyre test load in accordance with Regulation  (EU) 2020/740 , Annex I , part A  
  FZTYRE…………………………………………………… ………………………………………………………………………………….. [N]’; 
(18) in Appendix 2 ,  in Section I , point 0.2 is replaced by the following:  
‘0.2 Brand name(s)/trademark(s);’;  
(19) in Appe ndix 2 , in Section I , point 0.4 is replaced by the following:  
‘0.4 Trade description(s)/commercial name(s)’;  
(20) in Appendix 2 , in Section I , point 0.5 is replaced by the following:  
‘0.5 Tyre class (in accordance with  UN Regulation No. 117 )’; 
(21) in Appendix 2 , in Section I , point 0.11 is replaced by the following:  
‘0.11 (reserved ) 
(22) in Appendix 2 , in Section I , the following points are inserted : 
‘0.16 Tyre Type Approval Marking (in accordance with UN Regulation No. 117), if 
applicable  
0.17 Tyre Type Approval Marking (in accordance with UN Regulation No. 54 or 30(******))  
___________________  
(******) Regulation No 30 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform 
provisions concerning the approval of pneumatic tyres for motor vehicles and their trailers (OJ L 201, 30.7.2008, p. 
70). 
’; 
(23) in Appendix 2 , in Section II , point 6.3 is rep laced by the following:  
‘6.3. Reference  test inflation pressur e:  kPa’;  
(24) in Appendix 2 , in Section II , point 8.1 is replaced by the following:  
‘8.1. Initial value (or average in the case there is more than one):       N/kN’;   
EN 170  EN (25) in Appendix 3 , in Table 1, the t ext of the first column of the ninth row  is replaced by  the 
following:  ‘Tyre Size Designation’;  
(26) in Appendix 3 , in Table 1, the following two new rows are inserted : 
‘ 
TyreClass   P370 string  [-] “C2”, “C3” or “N/A”  
FuelEfficiencyClass  P371  string   “A”, “B”, “C”, “D”, “E”or “N/A”  
‘; 
(27) in Appendix 4 , point 1.1  is replaced by the following:  
‘1.1 Certification number for tyres shall comprise the following:  
eX*YYYY/YYYY*ZZZZ/ZZZZ*T*00000*00  
section 1  section 2  section 3  Additional letter 
to section 3  section 4  section 5  
Indication of 
country 
issuing the 
certificate  HDV CO 2 
certification 
Regulation 
(2017/2400)  Latest 
amending 
Regulation 
(ZZZZ/ZZZZ)  T = Tyre  Base 
certification 
number 
00000  Extension 
00 
’. 
 
   
EN 171  EN ANNEX XI 
 
‘ANNEX Xa  
 CONFORMITY OF SIMULATION TOOL OPERATION AND OF CO 2 
EMISSIONS AND FUEL CONSUMPTION RELATED PROPERTIES OF  
COMPONENTS, SEPARATE TECHNICAL UNITS AND SYSTEMS:  
VERIFICATION TESTING PROCEDUR E 
 
1. Introduction  
This Annex sets out the requirements for the verification testing procedure, which is the 
test procedure for verifying the CO 2 emissions of new medium and heavy lorries.  
The verification testing procedure consists of an on -road test to verify the CO 2 emissions 
of new vehicles after production. It shall be carried out by the vehicle manuf acturer and 
supervised  by the approval authority that granted the licence to operate the simulation 
tool.  
During the verification testing procedure the torque and speed at the driven wheels, the 
engine speed, the fuel consumption, the engaged gear of the vehicle and the other 
relevant parameters listed in point 6.1.6 shall be measured. The measured data shall be 
used as input to the simulation tool, which uses the vehicle -related input data and the 
input information from the determination of the CO 2 emissi ons and fuel consumption of 
the vehicle. For the verification testing procedure simulation, the instantaneously 
measured wheel torque and the rotational speed of the wheels as well as the engine 
speed shall be used as input. To pass the verification testin g procedure the CO 2 
emissions calculated from the measured fuel consumption shall be within the tolerances 
set out in point 7 compared to the CO 2 emissions from the verification testing procedure 
simulation. Figure 1 gives a schematic picture of the verifi cation testing procedure 
method. The evaluation steps as performed by the simulation tool in the verification 
testing procedure simulation are described in Appendix 1 of this Annex.  
As part of the verification testing procedure, the correctness of the veh icle input data set 
from the certification of CO 2 emissions and fuel consumption related properties of the 
components, separate technical units and systems shall also be reviewed to check the 
data and the data handling process. The correctness of the input  data relating to 
components, separate technical units and systems relevant for air drag a nd for rolling 
resistance of the vehicle shall be verified in accordance with point 6.1.1.  
Figure 1  
 Schematic picture of the verification testing procedure method   
EN 172  EN  
 
2. Definitions  
For the purposes of this Annex the following definitions shall apply:  
(1) “verification test relevant data set” means a set of input data for components, separate 
technical units and systems  and input information used for CO 2 determination of a  
verification testing procedure relevant vehicle;  
(2) “verification testing procedure relevant vehicle” means a new vehicle for which a value 
of CO 2 emissions and fuel consumption was determined and declared in accordance with 
Article 9;  
(3) “corrected actual mas s of the vehicle” means the “corrected actual mass of the vehicle ” 
as defined in Annex III , point 2(4) ; 
(4) “actual mass of the vehicle for VTP” is the actual mass of the vehicle as defined in 
Article 2(6) of Regulation (EU) No 1230/2012, but with a full -tank and plus the 
additional measurement equipment as set out in point 5 (measurement equipment), plus 
the actual mass of the trailer or semitrailer if demanded by 6.1.4.1;  
(5) “actual mass of the vehicle for VTP with payload” means the actual mass of the vehicle 
for VTP with the payload applied in the verification testing procedure as set out in 
6.1.4.2;  
(6) “wheel power” means the total power at the driven wheels of a vehicle to overcome all 
driving resistances at the wheel, computed in the simulation tool from the me asured 
torque and rotational speed of the driven wheels;  
(7) “controller area network signal” or “CAN signal” means a signal from the connection 
with the vehicle electronic control unit  as referred to in point  2.1.5 of Appendix 1 to 
Annex II to Regulation (EU ) No 582/2011;  
(8) “urban driving” means the total distance driven during the fuel consumption 
measurement at speeds not exceeding 50 km/h;  
(9) “rural driving” means the total distance driven during the fuel consumption 
measurement at speeds exceeding 50 km/h, but  not exceeding 70 km/h;  
 
EN 173  EN (10) “motorway driving” means the total distance driven in the fuel consumption 
measurement at speeds above 70 km/h;  
(11) “crosstalk” means the signal at the main output of a sensor (M y), produced by a 
measurand (F z) acting on the sensor, whi ch is different from the measurand assigned to 
this output; the coordinate system assignment is defined in accordance with ISO 4130.  
3. Vehicle selection  
The number of new vehicles to be tested per year of production ensures that the relevant 
variations of  components, separate technical units or systems use d are covered by the 
verification testing procedure. The vehicle selection for the verification test shall be 
based on the following requirements:  
(1) The vehicles for the verification test shall be selected out of the vehicles from the 
production line for which a value of CO 2 emissions and fuel consumption has been 
determined and declared in accordance with Article 9. The components, separate 
technical units or systems mounted in or on the vehicle shall be ou t of series production 
and shall correspond to those mounted at production date of the vehicle.  
(2) The vehicle selection shall be made by the approval authority that granted the licence to 
operate the simulation tool based on proposals from the vehicle manufa cturer.  
(3) Only vehicles with one driven axle shall be selected for verification test.  
(4) It is recommended to include in each verification test relevant data sets of the 
components of interest and with the highest sales numbers per manufacturer. The 
components , separate technical units or systems may be verified all in one vehicle or in 
different vehicles.  Apart from the criterion of highest sales numbers, the approval 
authority mentioned in (b) shall decide whether other vehicles with relevant data sets 
engin e, axle and transmission shall be included in the verification test.  
(5) Vehicles which use standard values for CO 2 certification of their components, separate 
technical units or systems instead of measured values for the transmission and for the 
axle losses s hall not be selected for the verification test as long as vehicles complying 
with the requirements in points a) to c) and using measured loss maps for these 
components, separate technical units or systems in the CO 2 certification, are produced.  
(6) The minimum  number of different vehicles with different combinations of verification 
test relevant data sets to be tested by verification test per year shall be based on the sales 
numbers of the vehicle manufacturer as set out in Table 1.  
 
Table 1  
Determination of th e minimum number of vehicles to be tested by the vehicle 
manufacturer  
Number of 
vehicles to 
be tested  Schedule  Verification testing procedure 
relevant vehicles produced / 
year**   
EN 174  EN 0 - ≤ 25 
1 every 3 years*  26 – 250 
1 every 2 years*  251 – 5 000 
1 every year 5 001 – 25 000  
2 every year  25 001 – 50 000  
3 every year  50 001 – 75 000  
4 every year  75 001 – 100 000  
5 every year  more than 100 000  
* The VTP needs to be performed in the first year.  
** The total of all vehicles by a manufacturer falling within  the scope of this regulation 
is to be considered and both medium lorries as well as heavy lorries need to be covered 
by the VTP over a six year time span.  
 
(7) The vehicle manufacturer shall finalize the verification test within a period of 10 months 
after th e date of selection of the vehicle for the verification test.  
 
4 Vehicle conditions  
Each vehicle for the verification test shall be in the condition resembling its intended 
placing on the market. No changes in hardware such as lubricants or in the software such 
as auxiliary controllers are allowed. The tyres may be replaced by measurement tyres of 
similar size (± 10 %).  
The provisions as set out in points 3.3 to 3.6 of Annex II to Regulation (EU) 582/2011 
shall apply.  
4.1 Vehicle run in  
Run in of th e vehicle is not mandatory. If the total mileage of the test vehicle is less than 
15 000 km, an evolution coefficient for the test result is applied by the simulation tool as 
defined in Appendix 1. The total mileage of the test vehicle shall be the odomete r 
reading at start of the fuel consumption measurement. The maximum mileage at start of 
the warm -up shall be 20  000 km.  
4.2 Fuel and lubricants  
All lubricants shall be the same as the lubricants used when placing the vehicle on the 
market.   
EN 175  EN For the fuel con sumption measurement as described in point 6.1.5 the fuel used shall be 
the one available on the market. In any case of dispute the fuel shall be the appropriate 
reference fuel specified in Annex IX to Regulation (EU) No 582/2011.   
The fuel tank shall be f ull at start of the vehicle warm up. Refuelling of the vehicle 
between start of warm up and end of fuel consumption measurement is not allowed.  
The net calorific value (NCV) of the fuel used in the verification test shall be determined 
in accordance with p oint 3.2 of Annex V. The fuel batch shall be taken from the tank 
after vehicle warm -up. In case of dual -fuel engines, this procedure shall be applied to 
both fuels.  
5 Measurement equipment  
The calibration laboratory facilities shall comply with the require ments of either IATF 
16949 , ISO 9000 series or ISO/IEC 17025.  All laboratory reference measurement 
equipment, used for calibration and verification, shall be traceable to national or 
international standards.  
5.1 Wheel torque  
The direct torque at all driven  axles shall be measured with one of the following 
measurement systems fulfilling the requirements listed in Table 2:  
(a)  hub torque meter;  
(b)  rim torque meter;  
(c)  half-shaft torque meter.  
The calibrated range shall be at least 10  kNm; the measurement  range shall cover the 
entire range of torque occurring during the verification testing procedure of the tested 
vehicle.  
The drift shall be measured during the verification test by zeroing the torque 
measurement system in accordance with point 6.1.5.4 afte r the vehicle warm up in 
accordance with point 6.1.5.3. by lifting the axle and measuring the torque at lifted axle 
directly after the verification test again in accordance with point 6.1.5.6.  
For a valid test result a maximum drift (sum of absolute values  of both wheels) of the 
torque measurement system over the verification testing procedure of 1,5 % of the 
calibrated range of a single torque meter shall be proven.  
5.2 Vehicle speed  
The recorded vehicle speed shall be based on the CAN signal.  
5.3 Gear eng aged  
For vehicles with SMT and AMT transmissions the engaged gear is calculated by the 
simulation tool based on measured engine speed, the vehicle speed and the tyre 
dimensions and transmission ratios of the vehicle in accordance with Appendix 1. The 
engin e speed is taken by the simulation tool from the input data as defined in point 5.4.   
EN 176  EN For vehicles with APT transmissions the engaged gear as well as the status of the torque 
converter (active or not active) shall be provided from CAN signals.  
5.4 Rotation al speed of the engine  
The rotational speed of the engine shall be recorded from the CAN, OBD or alternative 
measurement systems that fulfil the requirements set out in Table 2.  
5.5 Rotational speed of the wheels at the driven axle  
The rotational speed of the left and right wheel of the driven axle shall be recorded from 
the CAN or alternative measurement systems that fulfil the requirements set out in Table 
2. 
5.6 Rotational speed of fan  
For non -electrically driven engine cooling fans the rotational speed of the fan shall be 
recorded. For this purpose either the CAN signal or alternatively an external sensor 
fulfilling the requirements set out in Table 2 shall be used.  
For electrically driven engine cooling fans the current and voltage shall be recorded for  
the direct current input at the terminal of the electric motor or the inverter. From these 
two signals, the electrical power at the terminal shall be calculated by multiplication and 
shall be available as a time -resolved signal as input to the simulation tool. In case of 
multiple electrically driven engine cooling fans the sum of electrical power at the 
terminals shall be made available.  
5.7 Fuel measurement system  
The fuel consumed shall be measured on -board with a measurement device based on one 
of the f ollowing measurement methods : 
– Measurement of fuel mass. The fuel measuring device shall fulfil the accuracy 
requirements set out in Table 2 for the fuel mass measurement system.  
– Measurement of fuel volume together with correction for the thermal expansion  of 
the fuel. The fuel volume measurement device and fuel temperature measurement 
device shall fulfil the accuracy requirements set out in Table 2 for the fuel volume 
measurement system. Measured values of fuel volume  flow shall be converted to 
fuel mass  flow in accordance with the following equations:  
𝑚𝑓𝑢𝑒𝑙 ,𝑖= 𝑉𝑓𝑢𝑒𝑙 ,𝑖∙𝜌𝑖  
  
𝜌𝑖=𝜌0
1+𝛽(𝑡𝑖+1−𝑡0)  
where:  
mfuel, i   = Fuel mass flow at sample i  [g/h]  
ρ0   = Density of the fuel used for the verification test in (g/ dm³). The density 
shall be determined in accordance with Annex IX of the Regulation 
(EU) No 582/2011. If diesel fuel is used in the verification test, also  
EN 177  EN the average value of the density interval for the reference fuels B7 in 
accordance with Annex IX of t he Regulation (EU) No 582/2011 may 
be used.  
t0   = Fuel temperature that corresponds to density ρ 0 for the reference fuel 
[°C] 
ρi   = Density of the test fuel at sample i [g d/m³] 
Vfuel, i  = Fuel volume flow at sample i [ dm³/h] 
ti  = Measured fuel temperature at sample i [°C]  
β   = Temperature correction factor (0,001 K-1). 
For dual -fuel vehicles the fuel flow shall be measured for each of the two fuels 
separately.  
5.8 Vehicle mass  
The following masses of the vehicle shall be measured with equipment fulfilling the 
requirements set out in Table 2:  
(a) actual mass of the vehicle for VTP;  
(b) actual mass of the vehicle for VTP with payload.  
5.9 General requirements for the on -board measurements  as specified under 5.1 to 5.8  
The input data as set out in point 6.1.6. Table 4 shall be provided from the 
measurements. All data shall be recorded at least in 2 Hz frequency or at recommended 
frequency from the equipment maker, whichever is the higher va lue. 
The input data for the simulation tool may be composed from different recorders. The 
torque and rotational speed at the wheels shall be recorded in one data -logging system. If 
different data -logging systems are used for the other signals, one common s ignal, such 
as vehicle speed, shall be recorded to ensure correct time alignment of the signals. The 
time alignment of the signals shall result in the highest correlation coefficient of the 
common signal recorded with the different data loggers.  
The accur acy requirements set out in Table 2 shall be met by all measurement 
equipment used. Any equipment not listed in Table 2 shall fulfil the accuracy 
requirements set out in Table 2 of Annex V.  
Table 2  
Requirements of measurement systems  
Measurement system  Accuracy  Rise time(1) 
Balance for vehicle weight  50 kg or  
< 0,5  % of max. calibration  
whichever is smaller  - 
Rotational speed wheels  < 0,5  % of reading at 80 km/h  ≤ 1 s   
EN 178  EN Measurement system  Accuracy  Rise time(1) 
Fuel mass flow for liquid 
fuels(2) < 1,0  % of reading or  
< 0,2  % of max. calibration  
whichever is larger  - 
Fuel volume measurement 
system(2) < 1,0  % of reading or  
< 0,5  % of max. calibration  
whichever is larger  - 
Temperature of the fuel  ± 1°C  ≤ 2 s  
Sensor for measuring the 
rotational speed cooling 
fan < 0,4  % of reading or  
< 0,2  % of max. calibration of speed 
whichever is larger  ≤ 1 s  
Voltage  < 2 % of reading or  
< 1 % of max. calibration of speed 
whichever is larger  ≤ 1 s  
Current  < 2 % of reading or  
< 1 % of max. calibration of speed 
whichever is larger  ≤ 1 s  
Engine sp eed As set out in Annex V.  
In case of vehicles with engine stop -start it shall be 
verified that the engine speed is also recorded correctly 
for speeds below idle.  
Wheel torque  For 10 kNm calibration (over the 
entire calibration range):  
i. Non linearity(3):  
< ± 40 Nm for heavy lorries  
< ± 30 Nm for medium lorries  
ii. Repeatability(4):  
< ± 20 Nm for heavy lorries  
< ± 15 Nm for medium lorries  
iii. Crosstalk:  
< ± 20 Nm for heavy lorries  
< ± 15 Nm for medium lorries  
(only applicable for rim torque 
meters)  
iv. Measurement rate: ≥ 20 Hz  < 0,1 s   
EN 179  EN (1) Rise time means the difference in time between the 10 percent and 90 percent response of the final analyser 
reading (t90 – t10). 
(2) The accuracy shall be met for the integral fuel flow over 100 minutes.  
(3) Non linearity means the maximum deviation between ideal and actual output signal characteristics in relation to 
the measured value in a specific measuring range.  
(4) Repeatability means closeness of the agreement between the results of successive measu rements of the same 
measured value carried out under the same conditions of measurement.  
 
The maximum calibration values shall be the maximum expected values during all test 
runs for the respective measurement system,  multiplied by an arbitrary factor larg er than 
1 and less or equal than 2 . For the torque measurement system the maximum calibration 
may be limited to 10 kNm.  
In case of dual -fuel engines the maximum calibration value for the measurement system 
for fuel mass flow or fuel volume shall be determi ned following the provisions laid 
down in point  3.5 of Annex V. For fuel volume the maximum calibration value shall be 
determined by dividing the maximum calibration values for fuel mass flow by the 
density value ρ0 defined in accordance with point 5.7.  
Accuracy given shall be met by the sum of all si ngle accuracies in the case more than 
one scale is used.  
5.10.  Engine torque  
The engine torque shall be recorded during the verification testing procedure for the 
purpose of evaluating pollutant emissions. The signal shall fulfil the provisions as 
specified for the engine torque signal in Table 1 of point 2.2 of Appendix 1 to Annex II 
to Regulation (EU) 582/2011.  
5.11.  Pollutant emissions  
For measurement of pollutant emissions the instrumentation and procedures as set out in 
Appendices 1 to 4 to Annex II to Regulation (EU) 582/2011 shall be used. The data 
evaluation shall provide instantaneous emission mass flows as set out in Table 4 of po int 
6.1.6. as input to the simulation tool.  
Based on these input signals the simulation tool automatically calculates the brake 
specific pollutant emissions measured in the verification test (BSEM) as set out in Part B 
of Appendix 1 to this Annex. These r esults are then automatically written into the output 
of the simulation tool according to point 8.13.14.  The additional requirements 
mentioned in Regulation (EU) 582/2011 on data evaluation (e.g. work based windows, 
moving average windows), test start and  trip do not apply.  
In the verification test procedure pass/fail criteria regarding pollutant emissions do not 
apply.  
 
 
6 Test procedure   
EN 180  EN 6.1 Vehicle preparation  
The vehicle shall be taken from the series production and selected as set out in point 3.  
6.1.1  Verification of input information and input data and data handling  
The manufacturer's records file and the customer information file for the vehicle selected 
shall be used as basis for verifying the input data. The vehicle identification number of 
the veh icle selected shall be the same as the vehicle identification number in the 
manufacturer's records file and the customer information file.  
Upon request by the approval authority that granted the licence to operate the simulation 
tool, the vehicle manufact urer shall provide, within 15 working days, the manufacturer's 
records file, the input information and input data necessary to run the simulation tool as 
well as the certificate of CO 2 emissions and fuel consumption related properties for all 
relevant comp onents, separate technical units or systems.  
6.1.1.1 Verification of components, separate technical units or systems and input data and 
information  
The following checks shall be performed for the components, separate technical units 
and systems mounted on the vehicle:  
(a) Simulation tool data integrity: the integrity of the cryptographic hash of the 
manufacturer’s records file in accordance with Article 9(3) re -calculated during 
the verification testing procedure with the hashing tool shall be verified by 
compa rison with the cryptographic hash in the certificate of conformity;  
(b) Vehicle data: the vehicle identification number, axle configuration, selected 
auxiliaries and power take off technology, disabled gears in accordance with point 
6.2 of Annex III and requir ements on active aero devices as set out in point 3.3.1.5 
of Annex VIII shall match the selected vehicle;  
(c) Engine torque limitations declared in the input to the simulation tool are subject to 
a verification in the VTP if they are declared for any of the hi ghest 50% of the 
gears (e.g. for any of the gears 7 to 12 of a 12 gear transmission) and if one of the 
following cases apply:  
I) Torque limit declared on the vehicle level in accordance with  point 6.1 of 
Annex III  
II) Torque limit declared in the input to the transmission component in 
accordance with  parameter P157 in Table 2 of Appendix 12 of Annex VI 
and if the declared value does not exceed 90% of the engine maximum 
torque  
For any of the torque limits subject to a verification it shall be demonstrated that 
the 99% percentile of the engine torque recorded during the fuel consumption 
measurement in the relevant gear does not exceed the declared torque limit by 
more than 5%. For this purpose the verification test shall cover phases of full 
throttle in the respective gears. The verification shall be performed based on 
recorded engine torque as set out in 5.10.   
EN 181  EN The engine torque limitation verification may also be performed as a separate test 
only, consisting of dedicated full -load accelerations and with no o ther obligations 
on test evaluation.  
(d) Component, separate technical unit or system data: the certification number and 
the model type imprinted on the certificate of CO2 emissions and fuel 
consumption related properties shall match the component, separate te chnical unit 
or system installed in the selected vehicle;  
(e) The hash of the simulation tool input data and the input information shall match 
the hash imprinted on the certificate of CO2 emissions and fuel consumption 
related properties for the following com ponents, separate technical units or 
systems:  
(1) engines;  
(2) transmissions;  
(3) torque converters;  
(4) other torque transferring components;  
(5) additional drivetrain  components;  
(6) axles;  
(7) body or trailer air drag;  
(8) tyres.  
6.1.1.2  Verification of the vehicle mass  
If requested b y the approval authority that granted the licence to operate the simulation 
tool, the determination of masses by the manufacturer shall be verified in accordance 
with point 2 of Appendix 2 to Annex I to Regulation (E U) No 1230/2012. In case this 
verificati on fails, the corrected actual mass as defined in point 2(4) of Annex III shall be 
determined.  
6.1.1.3  Actions to be taken  
In case of discrepancies in the certification number or the cryptographic hash of one or 
more files regarding the components, separat e technical units or systems listed in 
subpoints ( 1) to ( 8) of point 6.1.1.1 (e) the correct input data file fulfilling the checks in 
accordance with points 6.1.1.1 and 6.1.1.2 shall replace the incorrect data for all further 
actions. The same applies to a ny other incorrect information identified in subpoints (b) 
and (c) of point 6.1.1.1.  
If the verification of results in the manufacturer's records file and the customer 
information file fails or no complete input data set with correct certificates of CO 2 
emissions and fuel consumption related properties is available for the components, 
separate technical units or systems listed in subpoints  (1) to ( 8) of point 6.1.1.1  (e) the 
verification test shall end and the vehicle fails the verification testing procedur e. 
6.1.2  Run in phase   
EN 182  EN A run in phase up to maximum 15  000 km odometer reading may take place. In case of 
damage of any of the components, separate technical units or systems listed in point 
6.1.1.1, the component, separate technical units or systems may be  replaced by an 
equivalent component, separate technical units or systems with the same certification 
number. The replacement shall be documented in the test report.  
All relevant components, separate technical units or systems shall be checked before the 
measurements to exclude unusual conditions, such as incorrect oil fill levels, plugged air 
filters or on -board diagnostic warnings.  
6.1.3  Set up of measurement equipment  
All measurement systems shall be calibrated in accordance with the provisions of the 
equipment maker. If no provisions exist, the recommendations from the equipment 
maker shall be followed for calibration.  
After the run in phase, the vehicle shall be equipped with the measurement systems set 
out in point 5.  
6.1.4  Set up of the test vehicle for the fuel consumption measurement  
6.1.4.1  Vehicle configuration  
Tractors of the vehicle groups defined in Table 1 and 2 of Annex I shall be tested with 
any type of semitrailer, providing the payload defined below can be applied.  
Rigid lorries of the veh icle groups defined in Table 1 and 2 of Annex I shall be tested 
with trailer, if a trailer connection is mounted. Any body type or other device to carry 
the payload set out in point 6.1.4.2 can be applied. The bodies of rigid lorries may differ 
from the st andard bodies set out in Appendix 4, point 2 of Annex VIII.  
Vans of the vehicle groups defined in Table 2 of Annex I  shall be tested with the final 
bodies of the complete or completed vehicle.  
6.1.4.2  Vehicle payload  
For heavy lorries of groups 4 and high er numbers the vehicle payload shall be set at 
minimum to a mass leading to a total test weight of 90 % of the maximum authorized 
weight in accordance with 96/53/EC * for the specific vehicle or vehicle combination . 
For heavy lorries of groups 1s, 1, 2 and 3, and medium lorries the payload shall be in the 
range of 55% to 75% of the maximum authorized weight in accordance with 96/53/EC 
for the specific vehicle or vehicle combination .  
___________________  
* Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the 
Community the maximum authorized dimensions in national and international traffic and the maximum authorized 
weights in international traffic (OJ L 235, 17.9.96 , p.59).’; 
 
6.1.4.3  Tyre inflation pressure  
The tyre inflation pressure shall be set to the recommendation of the manufacturer with a 
maximum deviation of less than 10%. The tyres of the semitrailer may differ from the  
EN 183  EN standard tyres set out in Tab le 2 of Part B of Annex II to Regulation (EC) No 661/2009 
for the CO 2 certification of tyres.  
6.1.4.4  Settings for auxiliaries  
All settings influencing the auxiliary energy demand shall be set to minimum reasonable 
energy consumption where applicable. The air conditioning shall be switched off and 
venting of the cabin shall be set lower than medium mass flow. Additional energy 
consumers not necessary to run the vehicle shall be switched off. External devices to 
provide energy on board, such as external batt eries, are allowed only for running the 
extra measurement equipment for the verification testing procedure listed in Table 2, but 
shall not provide energy to vehicle equipment that will be present when placing the 
vehicle on the market.  
6.1.4.5  Particle fi lter regeneration  
A particle filter regeneration shall, if applicable, be initiated before the verification test. 
The provisions of Regulation (EU) 582/2011 Annex II, point 4.6.10 apply.  
6.1.5  Verification test  
6.1.5.1  Route selection  
The route selected fo r the verification test shall fulfil the requirements set out in Table  3. 
The routes may include both public and private tracks.  
6.1.5.2  Vehicle pre conditioning  
No other pre -conditioning is allowed than the pre -condition in accordance with  point 
6.1.5.3.  
6.1.5.3  Vehicle warm up  
Before the fuel consumption measurement starts, the vehicle shall be driven for warm up 
as set out in Table 3. The warm up phase shall not be considered in the evaluation of the 
verification test.  
Before warm up is started, the PEMS  analysers shall be checked and calibrated in 
accordance with the procedures as set out in Appendix 1 of Annex II to Regulation (EU) 
582/2011.  
6.1.5.4  Zeroing of the torque measurement equipment  
The zeroing of the torque meters shall be performed as follow s: 
i. Bring the vehicle to a standstill;  
ii. Lift the instrumented wheels off the ground, in such a way that the wheels are able 
to rotate freely and no external torque is applied to the torque sensor;  
iii. Perform the zeroing of the amplifier reading of t he torque meters. Zeroing shall be 
finished within less than 20 minutes.  
6.1.5.5  Fuel consumption measurement and recording of pollutant emission signals  
The fuel consumption measurement shall start directly after the zeroing of the wheel -
torque measuremen t equipment at vehicle stand still. The vehicle shall be driven during  
EN 184  EN the measurement in a driving style avoiding unnecessary braking of the vehicle, gas 
pedal pumping and aggressive cornering. The setting for the advanced driver assistance 
systems which is activated automatically at key -on shall be used, and gear shifts shall be 
performed by the automated system (in case of AMT or APT transmissions) and the 
cruise control shall be used (if applicable). The duration of the fuel consumption 
measurement shal l be within the tolerances set out in Table 3. The fuel consumption 
measurement shall end also at vehicle stand still directly before the measurement of the 
drift of the torque measurement equipment.  
The recording of signals relevant for the evaluation of pollutant emissions shall start 
latest once the fuel consumption measurement has started and end together with the fuel 
consumption measurement.  
As input to the simulation tool the entire test sequence, starting with the last 0,5  s time 
step of the stands till phase after the zeroing of torque meters and ending with the first 
0,5 s time step of the final standstill phase, shall be provided.  
6.1.5.6  Measurement of the drift of the torque measurement equipment  
Directly after the fuel consumption measurement,  the drift of the torque measurement 
equipment shall be recorded by measuring the torque at the same vehicle conditions as 
during the zeroing process. If the fuel consumption measurement does end before the 
stop for the drift measurement, the vehicle shall  be stopped for the drift measurement 
within 5 minutes. The drift of each torque meter shall be calculated from the average of 
a minimum sequence of 10 seconds.  
Directly thereafter, the verification of the emission measurements shall be performed in 
accor dance with the procedures as set out in point 2.7 of Appendix 1 to Annex II to 
Regulation (EU) 582/2011.  
6.1.5.7  Boundary conditions for the verification test  
The boundary conditions to be met for a valid verification test are set in Tables 3 to 3b.  
If the  vehicle passes the verification test in accordance with point 7.3, the test shall be 
set valid even if the following conditions are not met : 
– undercut of minimum values for parameter No 1, 2, 6 and 9;  
– exceedance of maximum values for parameter No 3, 4, 5, 7, 8, 10 and 12;  
– exceedance of maximum values for parameter No 7, if the total testing time which 
is not in standstill exceeds 80 minutes.  
 
Table 3  
Parameters for a valid verification test for all vehicle groups  
No. Parameter  Min.  Max.  
1 Warm up [minutes]  60    
EN 185  EN No. Parameter  Min.  Max.  
2 Average velocity at warm up [km/h]  70(1) 100 
3 Fuel consumption measurement duration 
[minutes]  80 120 
8 Average ambient temperature  5°C 30°C  
9 Road condition dry  100 %   
10 Road condition snow or ice   0 % 
11 Sea level of the route [m]   800 
12 Duration of continuous idling at stand 
still [minutes]   3 
(1) In case maximum vehicle speed is less than 80 km/h, the average velocity in the warm -
up shall exceed maximum vehicle speed minus 10 km/h  
 
Table 3a  
Parameters for a valid verification test fo r vehicle groups 4, 5, 9, 10  
No. Parameter  Min.  Max.  
4 Distance based share urban driving  2 % 8 % 
5 Distance based share rural driving  7 % 13 %  
6 Distance based share motorway driving  79 %  - 
7 Time share of idling at stand still   5 % 
 
Table 3b  
Parameters for a valid verification test for other heavy and medium lorries  
No. Parameter  Min.  Max.  
4 Distance based share urban driving  10 %  50 %  
5 Distance based share rural driving  15 %  25 %  
6 Distance based share motorway driving  25% - 
7 Time share  of idling at stand still   10 %   
EN 186  EN  
In case of extraordinary traffic conditions the verification test shall be repeated.  
6.1.6  Data reporting  
The data recorded during the verification testing procedure shall be reported to the 
approval authority that granted  the licence to operate the simulation tool as follows:  
The data recorded shall be reported in a constant 2 Hz signals as set out in Table 4. The 
data recorded at higher frequencies than 2 Hz shall be converted into 2 Hz by averaging 
the time intervals aro und the 2 Hz nodes. In case of e.g. 10 Hz sampling, the first 2 Hz 
node is defined by the average from second 0,1 to 0,5, the second node is defined by the 
average from second 0,6 to 1,0. The time stamp for each node shall be the last time 
stamp per node, i.e. 0,5, 1,0, 1,5 etc.  
 
Table 4  
Data reporting format for measured data for the simulation tool in the verification 
test 
Quantity  Unit  Header input data  Comment  
time node  [s] <t>   
vehicle speed  [km/h]  <v>  
engine speed  [rpm]  <n_eng>    
engine 
cooling fan 
speed  [rpm]  <n_fan>  In case of non -electrically driven 
engine cooling fans  
engine 
cooling fan 
electrical 
power  [W] <Pel_fan>  In case of electrically driven engine 
cooling fans  
torque left 
wheel  [Nm]  <tq_wh_ left>  
torque right 
wheel  [Nm]  <tq_wh_right>   
wheel speed 
left [rpm]  <n_wh_left>     
EN 187  EN Quantity  Unit  Header input data  Comment  
wheel speed 
right  [rpm]  <n_wh_right>    
gear [-] <gear>  mandatory for APT transmissions  
Torque 
converter 
active  [-] <TC_active>  0 = not active (locked); 1 = active 
(unlocked); mandatory for AT 
transmissions, not relevant for other 
transmission types  
fuel flow  [g/h]  <fc_X> Fuel mass flow in accordance with  
point 5.7.(1)  
In the header “ X” shall be the fuel type 
in accordance with  Table 2 of 
Appendix 7 of Annex V of this 
Regulation, e.g. “<fc_Diesel CI>”.  
For dual -fuel engines a separate 
column for each fuel shall be 
provided.  
Engine 
torque  [Nm]  <tq_eng>  Engine torque in accordance with  
point 5.10.  
CH4 mass 
flow [g/s] <CH4>  Only if this component needs to be 
measured in accordance with  point 1 
of Appendix 1 to Annex II to 
Regulation (EU) 582/2011  
CO mass 
flow [g/s] <CO>   
NMHC mass 
flow [g/s] <NMHC>  Only if this component needs to be 
measured in accordance with  point 1 
of Appendix 1 to Annex II of 
Regulation (EU) 582/2011  
NOx mass 
flow [g/s] <NOx>   
THC mass 
flow [g/s] <THC>  Only if this component needs to be 
measured in accordance with  point 1 
of Appendix 1 to Annex II of  
EN 188  EN Quantity  Unit  Header input data  Comment  
Regulation (EU) 582/2011  
PN mass 
flow [#/s] <PN>   
CO2 mass 
flow [g/s]   
___________________  
(1) The correction of fuel flow to standard NCV is performed automatically by the simulation tool based on the input 
of net calorific value (NCV) of the fuel used in the verification test in accordance with  Table 4a . 
 
Additionally the data as set out in Table 4a shall be reported. This data shall be entered 
directly into the graphical user interface of the simulation tool when evaluating the 
verification test procedure.  
 
Table 4a  
Data reportin g format for further information for the simulation tool in the 
verification test  
Quantity  Unit  Comment  
NCV measured  [MJ/kg]  Net calorific value (NCV) of the fuel used in the 
verification test determined in accordance with point 
3.2 of Annex V.  
This input  shall be provided for all fuel types, i.e. also 
for Diesel CI engines. (2) 
In case of dual -fuel engines values for both fuels shall 
be provided.  
Run-in distance  [km]  In accordance with  point 6.1.2.  
Based on this input the simulation tool corrects the 
measured fuel consumption in accordance with 
Appendix 1.  
Diameter fan  [mm] Diameter of the engine cooling fan.  
This input is not relevant for electrically driven engine  
EN 189  EN cooling fans.  
Torque meter 
drift left wheel  [Nm]  
Average torque meter readings in accordance with  
point 6.1.5.6.  Torque meter 
drift right wheel  [Nm]  
___________________  
(2) In the VTP test the vehicle may be operated with market Diesel fuel. Contrary to the situation for reference Diesel 
fuel (B7), the variation of the NCV for market  fuel is assessed to be greater than the measuring accuracy when 
determining the NCV.  
 
 
7 Test evaluation  
7.1. Input to the simulation tool  
(1) The following inputs to the simulation tool shall be made available: Input data and 
input information;  
(2) Manufacturer's  records file;  
(3) Customer information file;  
(4) Processed measurement data in accordance with  Table  4; 
(5) Further information in accordance with  Table  4a. 
7.2. Evaluation steps as performed by the simulation tool  
7.2.1.  Verification of the data handling process  
The simulation tool shall re -simulate the CO 2 emissions and fuel consumption based on 
the input information and input data defined in 7.1. and verify the corresponding results 
in the manufacturer's records file and the customer information file as provided by  the 
manufacturer.  
In case of any deviations the remedial measures in accordance with Article 23 apply.  
7.2.2.  Determination of the C VTP ratio 
The test evaluation shall compare CO 2 emissions during the measurement with 
simulated CO 2 emissions. For this co mparison the ratio of measured and simulated brake 
specific CO 2 emissions for the total verification test relevant trip (C VTP) shall be 
calculated by the simulation tool in accordance with the following equation:  
𝐶𝑉𝑇𝑃 =∑ 𝐵𝑆𝐹𝐶 𝑚−𝑐,𝑖 × 𝐶𝑂2𝑖𝑛
𝑖=1
∑ 𝐵𝑆𝐹𝐶 𝑠𝑖𝑚 ,𝑖 × 𝐶𝑂2𝑖𝑛
𝑖=1 
Where:   
EN 190  EN CVTP = ratio of CO 2 emissions measured and simulated in the verification 
testing procedure (“C VTP ratio”)  
n  = number of fuels (2 for dual -fuel engines, else 1)  
CO2 i =  generic CO 2 emission factor (grams CO 2 per gram  fuel) for the specific 
fuel type as implemented in the simulation tool.  
BSFC m-c = brake specific fuel consumption measured and corrected for a run -in 
phase as calculated in accordance with point 2 of part A in Appendix 1 
[g/kWh]  
BSFC sim = brake specific f uel consumption determined by the simulation tool in 
accordance with point 3 of part A in Appendix 1 [g/kWh]  
 
7.3. Pass/Fail check  
The vehicle shall pass the verification test if the C VTP ratio determined in accordance 
with 7.2.2. is equal or smaller than the tolerance set out in Table 5.  
For a comparison with the declared CO 2 emissions of the vehicle in accordance with 
Article 9, the verified CO 2 emissions of the vehicle are determined as follows:  
𝐶𝑂2𝑣𝑒𝑟𝑖𝑓𝑖𝑒𝑑 =𝐶𝑉𝑇𝑃×𝐶𝑂2𝑑𝑒𝑐𝑙𝑎𝑟𝑒𝑑  
where:  
CO 2verified  = verified CO 2 emissions of the vehicle in [g/t -km] 
CO 2declared  = declared CO 2 emissions of the vehicle in [g/t -km]  
If a first vehicle fails the tolerances for C VTP, two more tests may be performed on the 
same vehicle or two more similar vehicles may be tested on request of the vehicle 
manufacturer. For the evaluation of the pass criterion set out in Table 5, the averages of 
the individual C VTP ratios from the up to three tests shall be used. If the pass criterion is 
not reached, the vehic le fails the verification testing procedure.  
 
Table 5  
Pass fail criterion for the verification test  
Pass criterion for the verification testing procedure  CVTP ratio ≤ 1,075  
In case CVTP is lower than 0,925 the results need to be reported to the Commission for further 
analysis to determine the cause.  
 
 
8 Reporting procedures   
EN 191  EN The test report shall be established by the vehicle manufacturer for each vehicle tested 
and shall include at least  the following results of the verification test:  
8.1. General  
8.1.1.  Name and address of the vehicle manufacturer  
8.1.2.  Address(es) of assembly plant(s)  
8.1.3.  The name, address, telephone and fax numbers and e -mail address of the vehicle 
manufacturer’s  representative  
8.1.4.  Type and commercial description  
8.1.5.  Selection criteria for vehicle and CO 2 relevant components (text)  
8.1.6.  Vehicle owner  
8.1.7.  Odometer reading at test start of the fuel consumption measurement (km)  
8.2. Vehicle information  
8.2.1. Vehicle model  
8.2.2.  Vehicle identification number (VIN)  
8.2.2.1. In case the test has been performed following a first vehicle test failing the tolerances in 
accordance with  the provisions of point 7.3, the vehicle identification number (VIN) of the 
vehicle tested first  
8.2.3.  Vehicle category (N 2, N3) 
8.2.4.  Axle configuration  
8.2.5.  Technically permissible maximum laden mass (t)  
8.2.6.  Vehicle group  
8.2.7.  Corrected actual mass of the vehicle (kg)  
8.2.8.  Cryptographic hash of the manufacturer's re cords file  
8.2.9.  Vehicle combination's gross combined weight in the verification test (kg)  
8.2.10.  Mass in running order  
8.3.  Main engine specifications  
8.3.1.  Engine model  
8.3.2.  Engine certification number  
8.3.3.  Engine rated power (kW)  
8.3.4.  Engine c apacity (l)  
8.3.5.  Engine reference fuel type (diesel/LPG/CNG...)  
8.3.6.  Hash of the fuel map file/document  
8.4. Main transmission specifications   
EN 192  EN 8.4.1.  Transmission model  
8.4.2.  Transmission certification number  
8.4.3.  Main option used for generation of loss maps (Option1/Option2/Option3/Standard 
values)  
8.4.4.  Transmission type  
8.4.5.  Number of gears  
8.4.6.  Transmission ratio final gear  
8.4.7.  Retarder type  
8.4.8.  Power take off (yes/no)  
8.4.9.  Hash of the efficiency map file/document  
8.5. Main retarder specifications  
8.5.1.  Retarder model  
8.5.2.  Retarder certification number  
8.5.3.  Certification option used for generation of a loss map (standard values/measurement)  
8.5.4.  Hash of the retarder efficiency map file/document  
8.6. Torque converter specificati on 
8.6.1.  Torque converter model  
8.6.2.  Torque converter certification number  
8.6.3.  Certification option used for generation of a loss map (standard values/measurement)  
8.6.4.  Hash of the efficiency map file/document  
8.7. Angle drive specifications  
8.7.1.  Angle drive model  
8.7.2.  Axle certification number  
8.7.3.  Certification option used for generation of a loss map (standard values/measurement)  
8.7.4.  Angle drive ratio  
8.7.5.  Hash of the efficiency map file/document  
8.8. Axle specifications  
8.8.1.  Axle mo del 
8.8.2.  Axle certification number  
8.8.3.  Certification option used for generation of a loss map (standard values/measurement)  
8.8.4.  Axle type (e.g. standard single driven axle)  
8.8.5.  Axle ratio   
EN 193  EN 8.8.6.  Hash of the efficiency map file/document  
8.9. Aerodynamics  
8.9.1.  Model  
8.9.2.  Certification option used for generation of CdxA (standard values /measurement)  
8.9.3.  CdxA Certification number (if applicable)  
8.9.4.  CdxA value  
8.9.5.  Hash of the efficiency map file/document  
8.10.  Main tyre specificatio ns 
8.10.1.  Tyre certification number on all axles  
8.10.2.  Specific rolling resistance coefficient of all tyres on all axles  
8.11.  Main auxiliary specifications  
8.11.1.  Engine cooling fan technology  
8.11.1.1 Engine cooling fan diameter  
8.11.2.  Steering pump  technology  
8.11.3.  Electric system technology  
8.11.4.  Pneumatic system technology  
8.12.  Test conditions  
8.12.1.  Actual mass of the vehicle for VTP (kg)  
8.12.2.  Actual mass of the vehicle for VTP with payload (kg)  
8.12.3.  Warm up time (minutes)  
8.12.4.  Average velocity at warm up (km/h)  
8.12.5.  Fuel consumption measurement duration (minutes)  
8.12.6.  Distance based share urban driving (%)  
8.12.7.  Distance based share rural driving (%)  
8.12.8.  Distance based share motorway driving (%)  
8.12.9.  Time share of idling at stand still (%)  
8.12.10.  Average ambient temperature (°C)  
8.12.11.  Road condition (dry, wet, snow, ice, others please specify)  
8.12.12.  Maximum sea level of the route (m)  
8.12.13.  Maximum duration of continuous idling at stand still (minutes)  
8.13. Results of the verification test  
8.13.1.  Average fan power calculated for the verification test by the simulation tool (kW)   
EN 194  EN 8.13.2.  Positive wheel work over the verification test calculated by the simulation tool (kWh)  
8.13.3.  Positive wheel work over t he verification test measured (kWh)  
8.13.4.  NCV of the fuel(s) used in the verification test (MJ/kg)  
8.13.5.  Fuel consumption value(s) in the verification test measured (g/kWh)  
8.13.5.a  CO 2 emission value(s) in the verification test measured (g/kWh)  
8.13.6 . Fuel consumption value(s) in the verification test measured, corrected (g/kWh)  
8.13.6.a  CO 2 emission value(s) in the verification test measured, corrected (g/kWh)  
 
8.13.7.  Fuel consumption value(s) in the verification test simulated (g/kWh)  
8.13.7.a  CO 2 emission value(s) in the verification test simulated (g/kWh)  
8.13.8.  Fuel consumption in the verification test simulated (g/kWh)  
8.13.8.a  CO 2 emission in the verification test simulated (g/kWh)  
8.13.9.  Mission profile (long haul / long haul (EMS) / regiona l / regional (EMS) / urban / 
municipal / construction)  
8.13.10.  Verified CO 2 emissions of the vehicle (g/tkm)  
8.13.11.  Declared CO 2 emissions of the vehicle (g/tkm)  
8.13.12.  Ratio of fuel consumption measured and simulated in the verification testing proce dure 
(CVPT) in ( -) 
8.13.13.  Passed the verification test (yes/no)  
8.13.14.  Pollutant emissions in the verification test  
8.13.14.1.  CO (mg/kWh)  
8.13.14.2.  THC (3) (mg/kWh)  
___________________  
(3) Only if this component needs to be measured in accordance with point 1 of Appendix 1 to Annex II of Regulation 
(EU) 582/2011.  
 
8.13.14.3.  NMHC(4) (mg/kWh)  
___________________  
(4) For positive ignition engines.  
 
8.13.14.4.  CH 4(4) (mg/kWh)  
8.13.14.5.  NO x (mg/kWh)  
8.13.14.6.  PM number (#/kWh)   
EN 195  EN 8.13.14.7.  Positive  engine work (kWh)  
8.14.  Software and user information  
8.14.1.  Simulation tool version (X.X.X)  
8.14.2.  Date and time of the simulation  
8.15.  Input to the simulation tool as set out in point 7.1.  
8.16.  Simulation output data  
8.16.1.  The aggregated simulatio n results  
The comma separated values file of the same name as the job file and with an extension 
‘.vsum’ comprising the aggregated results of the simulated verification test that is 
generated by the simulation tool in its graphical user interface (GUI) ver sion (‘sum exec 
data file’).  
8.16.2.  The time resolved simulation results  
The comma separated values file with the name comprising the VIN and the measurement 
data file name and with an extension ‘.vmod’ comprising the time resolved results of the 
simulate d verification test that is generated by the simulation tool in its graphical user 
interface (GUI) version (‘mod data file’).  
 
   
EN 196  EN Appendix 1  
Main evaluation steps and equations as performed by the simulation tool in a verification 
testing procedure simulation  
 
This Appendix describes the main evaluation steps and underlying basic equations that are 
applied by the simulation tool in a verification test ing procedure simulation.  
 
PART A: Determination of the C VTP factor  
For the determination of the C VTP factor as described in point 7.2.2. the calculation procedures as 
set out below are applied:  
 
1. Calculation of wheel power  
The torque data as read from the processed measurement data in accordance with  Table 
4 is corrected for the torque meter drift as follows:  
𝑇𝑐𝑜𝑟𝑟 −𝑖(𝑡)=𝑇𝑖(𝑡)−𝑇𝑑𝑟𝑖𝑓𝑡 −𝑖∙𝑡−𝑡𝑠𝑡𝑎𝑟𝑡
𝑡𝑒𝑛𝑑− 𝑡𝑠𝑡𝑎𝑟𝑡 
where:  
i  =  index standing for left and right wheel of the driven axle  
Tcorr   = drift corrected torque signal [Nm]  
T   = torque signal before drift correction [Nm]  
Tdrift   = torque meter drift as recorded during drift check at the end of the 
verification test [Nm]  
t  = time node [s]  
tstart   = first time stamp in the processed measurement data in accordance with  
Table 4 [s]  
tend   = last time stamp in the processed meas urement data in accordance with  
Table 4 [s]  
 
The wheel power is calculated from the corrected wheel torque and rotational wheel 
speed as follows:  
𝑃𝑤ℎ𝑒𝑒𝑙−𝑖 (𝑡)=2 ∙ 𝜋 ∙ 𝑛𝑤ℎ𝑒𝑒𝑙−𝑖 (𝑡) ∙ 𝑇𝑐𝑜𝑟𝑟 −𝑖 (𝑡)
60000 
where:  
i  = index standing for left and right wheel of the driven axle  
t  = time node [s]   
EN 197  EN Pwheel   = wheel power [kW]  
nwheel   = rotational wheel speed [rpm]  
Tcorr   = drift corrected torque signal [Nm]  
The total wheel power is then calculated as the sum of the wheel power from left and 
right wheel:  
Pwheel  (t)=∑Pwheel −i (t)2
i=1 
 
2. Determination of the measured brake specific fuel cons umption ( FCm-c) 
The result for “brake specific fuel consumption measured an d corrected for a run -in 
phase” (BS FCm-c) as applied for in 7.2.2 is calculated by the simulation tool as described 
below.  
In a first step the raw value for measured brake specific fuel consumption for the 
verification test BSFC m is calculated as follows:  
BSFC m=∑ FCm(t)∙∆𝑡tend
tstart
𝑊𝑤ℎ𝑒𝑒𝑙,𝑝𝑜𝑠 ,𝑚 
where:  
BSFC m = raw value for measured brake specific fuel consumption in the 
verification test [g/kWh]  
FCm (t) = instantaneous fuel mass flow measured during the verification test 
[g/s] 
Δt  = time increment dur ation = 0,5 [s]  
Wwheel,pos,m  = positive wheel work measured in the verification test [kWh]  
𝑊𝑤ℎ𝑒𝑒𝑙,𝑝𝑜𝑠 ,𝑚=∑max  (𝑃𝑤ℎ𝑒𝑒𝑙(𝑡),0)∙∆𝑡
3600𝑡𝑒𝑛𝑑
𝑡𝑠𝑡𝑎𝑟𝑡 
In a second step BSFC m is corrected for the net calorific value (NCV) of the fuel used in 
the verification test resulting in BSFC m,corr: 
𝐵𝑆FCm,corr  =  BSFC m∙NCV meas
NCV std 
where:  
BSFC m,corr = value for measured brake specific fuel consumption in the verification 
test corrected and for NCV influence [g/kWh]  
NCV meas = NCV of the fuel used in the verification test determined in accordance 
with point 3.2 of Annex V [MJ/kg]   
EN 198  EN NCV std = standard NCV in accordance with Table 5 in point  5.4.3.1 of Annex V 
[MJ/kg]  
This correction is applied for all fuel types, i.e. also for Diesel CI engines (see footnote 
Error! Bookmark not defined.  in Table 4a).  
In a third step the correction for a run -in phase is applied:  
BSFC m−c=BSFC m,corr ∙min  (1,(ef+mileage ∙1−ef
15 000)) [g/kWh]  
where:  
BSFC m-c = brake specific fuel consumption measured and corrected for a run -in 
phase  
ef  = evolution coefficient of 0,98  
mileage  = run-in distance [km]  
 
For dual -fuel vehicles all three evaluation ste ps are performed separately for both fuels.  
 
3. Determination of the brake specific fuel consumption simulated by the simulation tool 
(BSFCsim) 
In the verification test mode of the simulation tool the measured wheel power is applied 
as input to the backward simulation algorithm. The gears engaged during the verification 
test are determined by calculating the engine speeds per gear at the measured vehicle 
speed and selecting the gear that provides the engine speed closest to the measured 
engine  speed.  For APT transmissions during phases with active torque converter, the 
actual gear signal from the measurement is used.  
The loss models for axle gear, angle drive, retarders, transmissions and PTOs are applied 
in a similar way as in the declaration mode o f the simulation tool.  
For power demand of auxiliary units concerning steering pump, pneumatic system, 
electric system and HVAC system the generic values as implemented per technology in 
the simulation tool are applied. For calculation of the power demand  of the engine 
cooling fan the following formulas are applied:  
Case a) non -electrically driven engine cooling fans:  
Pfan(t)=C1∙((nfan(t)
C2)3
∙(Dfan
C3)5
) 
where:  
Pfan  = power demand engine cooling fan [kW]  
t  = time node [s]  
nfan  = measured rotational speed of th e fan [rpm]  
Dfan  = diameter of the fan [mm]   
EN 199  EN C1   =  7,32 kW  
C2   = 1 200 rpm  
C3   =  810 mm  
 
Case b) electrically driven engine cooling fans:  
Pfan(t)=P𝑒𝑙(𝑡)∙1,05 
Pfan  = power demand engine cooling fan [kW]  
t  = time node [s]  
Pel  = electrical power at t he terminals of the engine cooling fan(s) as 
measured in accordance with  point 5.6.1.  
In case of vehicles with engine stop start events during the verification test, similar 
corrections for auxiliary power demand and energy to re -start the engine as applied in 
the declaration mode of the simulation tool are applied.  
The simulation of the e ngines instantaneous fuel consumption FC sim(t) is performed for 
each 0,5 second time interval as follows:  
– Interpolation from the engine fuel map using measured engine speed and resulting 
engine torque from the backward calculation including engines rotatio nal inertia 
calculated from measured engine speed  
– The engine torque demand as determined above is limited to the certified engine 
full-load capabilities. For those time intervals the wheel power in the backward 
simulation is reduced accordingly. In the cal culation of BSFC sim as set out below 
this simulated wheel power trace (P wheel,sim(t) ) is taken into consideration.  
– A WHTC correction factor is applied corresponding to the allocation of urban, 
rural and motorway based on the definitions as as given in poin t 2(8) to 2(10) and 
the measured vehicle speed.  
 
The brake specific fuel consumption calculated by the simulation tool BSFC m-c as 
applied in 7.2.2 for calculation of the C VTP factor is calculated as follows:  
BSFC sim=(∑ FCsim (t)∙∆𝑡) + 𝐹𝐶𝐸𝑆𝑆 ,𝑐𝑜𝑟𝑟tend
tstart
𝑊𝑤ℎ𝑒𝑒𝑙,𝑝𝑜𝑠 ,𝑠𝑖𝑚 
where:  
BSFC sim = brake specific fuel consumption determined by the simulation tool for 
the verification test [g/kWh]  
t  =  time node [s]  
FCsim  = engines instantaneous fuel consumption [g/s]  
Δt  = time increment duration = 0,5  [s]  
EN 200  EN FCESS,corr  = correction of fuel consumption regarding auxiliary power demand 
resulting from engine stop start (ESS) as applied in the declaration 
mode of the simulation tool [g]  
Wwheel,pos,sim = positive wheel work determined by the simulation tool for  the 
verification test [kWh]   
𝑊𝑤ℎ𝑒𝑒𝑙,𝑝𝑜𝑠 ,𝑠𝑖𝑚=∑max  (𝑃𝑤ℎ𝑒𝑒𝑙,𝑠𝑖𝑚 (𝑡),0)
3600 ∙𝑓𝑠𝑡𝑒𝑛𝑑
𝑡𝑠𝑡𝑎𝑟𝑡 
fs  = Simulation rate = 2 [Hz]  
Pwheel,sim  = Simulated wheel power for the verification test [kW]  
In case of dual -fuel engines BSFC sim is deter mined for both fuels separately.  
 
PART B: Determination of the brake specific pollutant emissions  
 
The engine power is calculated from the measured signals for engine speed and engine 
torque as follows:  
𝑃𝑒𝑛𝑔 ,𝑚 (𝑡)=2 ∙ 𝜋 ∙ 𝑛𝑒𝑛𝑔  (𝑡) ∙ 𝑇𝑒𝑛𝑔 ,𝑚 (𝑡)
60000 
where:  
Peng,m   = measured engine power in the verification test[kW]  
t  = time node [s]  
neng  = measured rotational engine speed [rpm]  
Teng   = measured engine torque [Nm]  
 
The positive engine work measured in the verification test is calculated as follows : 
𝑊𝑒𝑛𝑔 ,𝑝𝑜𝑠 ,𝑚=∑max  (𝑃𝑒𝑛𝑔 ,𝑚(𝑡),0)
3600 ∙𝑓𝑠𝑡𝑒𝑛𝑑
𝑡𝑠𝑡𝑎𝑟𝑡 
Weng,pos,m  = positive engine work measured in the verification test [kWh]  
fs  = sampling rate = 2 [Hz]  
tstart   = first time stamp in the processed measurement data in accordanc e with  
Table 4 [s]  
tend   = last time stamp in the processed measurement data in accordance with  
Table 4 [s]  
  
EN 201  EN The brake specific pollutant emissions measured in the verification test BSEM are 
calculated as follows:  
BSEM =∑ 𝐸𝑀(𝑡)tend
tstart
𝑊𝑒𝑛𝑔 ,𝑝𝑜𝑠 ,𝑚∙𝑓𝑠 where:  
BSEM  = brake specific pollutant emissions measured in the verification test 
[g/kWh]  
EM  = instantaneous pollutant emission mass flow measured during the 
verification test [g/s]  
’. 
   
EN 202  EN  
ANNEX XII 
 
 ‘ANNEX Xb  
 
CERTIFICATION OF ELECTRIC POWERTRAIN COMPONENTS  
 
1. Introduction  
The component test procedures described in this Annex shall produce input data relating 
to electric machine systems, IEPC, IHPC Type 1, battery systems and capacitor systems 
for the simulation tool.  
 
2. Definitions and abbreviations  
For the purposes of this Annex the following definitions apply:  
(1) “Battery control unit (BCU)” means an electronic device that controls, manages, detects 
or calculates electric and thermal functions of the battery system and that provides 
commu nication between the battery system or battery pack or part of a battery pack  and 
other vehicle controllers.  
(2) “Battery pack” means a  REESS (rechargeable electric energy storage system) that 
includes secondary cells or secondary cell assemblies normally conn ected with cell 
electronics, power supply circuits and overcurrent shut -off device, including electrical 
interconnections and interfaces for external systems (examples of external systems are 
systems intended for thermal conditioning, high voltage and low voltage auxiliary  and 
communication ). 
(3)  “Battery system” means a REESS that consists of secondary cell assemblies or battery 
pack(s) as well as electrical circuits, electronics, interfaces for external systems (e.g. 
thermal conditioning  system), BCU s and co ntactors.  
(4) “Representative battery subsystem” means a subsystem of a battery system that consists 
of either secondary cell assemblies or battery pack(s) in serial and/or parallel 
configuration with electrical circuits, thermal conditioning  system interfaces , control 
units and cell electronics.  
(5) “Cell” means a basic functional unit of a battery, consisting of an assembly of 
electrodes, electrolyte, container, terminals and usually separators, that is a source of 
electric energy obtained by direct conversion of  chemical energy  
(6) "Cell electronics" means an electronic device that collects and possibly monitors thermal 
or electric data of cells or cell assemblies or capacitors or capacitor  assemblies and 
contains electronics for balancing between cells or capacitors , if necessary.   
EN 203  EN (7) “Secondary cell” means a cell which is designed to be electrically recharged by way of a 
reversible chemical reaction  
(8) “Capacitor” means a device for storage of electrical energy achieved by the effects of 
electrostatic double -layer capacita nce and electrochemical pseudocapacitance  in an 
electrochemical cell  
(9) “Capacitor cell” means  a basic functional unit of a capacitor, consisting of an assembly 
of electrodes, electrolyte, container, terminals and usually separators  
(10) "Capacitor control unit (C CU)" means an electronic device that controls, manages, 
detects or calculates electric and thermal functions of the capacitor system and that 
provides communication between the capacitor system or capacitor pack or part of a 
capacitor pack and other vehicl e controllers.  
(11) "Capacitor pack" means a  REESS that includes capacitor cells or capacitor assemblies 
normally connected with capacitor cell electronics, power supply circuits and 
overcurrent shut -off device, including electrical interconnections, interfaces  for external 
systems and CCU. Examples of external systems are thermal conditioning, high voltage 
and low voltage auxiliary  and communication.  
(12) “Capacitor system” means a REESS that includes capacitor cells or capacitor  assemblies 
or capacitor pack(s) as w ell as electrical circuits, electronics, interfaces for external 
systems (e.g. thermal conditioning  system), CCU and contactors.  
(13) “Representative capacitor subsystem” means a subsystem of a capacitor system that 
consists of either capacitor assemblies or ca pacitor pack(s) in serial and/or parallel 
configuration with electrical circuits, thermal conditioning  system interfaces, control 
units and capacitor cell electronics.  
(14) "nC" means the current rate equal to n times the one hour discharge capacity expressed 
in ampere (i.e. current that takes 1/n hours to fully charge or discharge the tested device 
based on the rated capacity).  
(15) “Continuously variable transmission (CVT)” means an automatic transmission that can 
change seamlessly through a continuous range of ge ar ratios.  
(16) “Differential” means a device that splits a torque into two branches, e.g., for left - and 
right -hand side wheels, while allowing these branches to rotate at unequal speeds. The 
torque -splitting function can be biased or deactivated by a differen tial brake - or 
differential lock device (if applicable).  
(17) “Differential gear ratio“ means the ratio of differential input speed (towards the primary 
propulsion energy converter) over differential output speed (towards driven wheels) with 
both differential o utput shafts running at the same speed.  
(18) "Drivetrain" means the connected elements of the powertrain for transmission of the 
mechanical energy between the propulsion energy converter(s) and the wheels.  
(19) "Electric machine" (EM) means an energy converter trans forming between electrical and 
mechanical energy.   
EN 204  EN (20) “Electric machine system” means a combination of electric powertrain components as 
installed in the vehicle comprising of an electric machine, inverter and electronic control 
unit(s), including connections and interfaces for external systems  
(21) “Electric machine type” is either (a) an asynchronous machine (ASM), (b) an excited 
synchronous machine (ESM), (c) a permanent magnet sychronous machine (PSM), or 
(d) a reluctance machine (RM) in accordance with the fol lowing definitions:  
(22) “ASM” means an asynchronous  electric machine type in which the electric current in the 
rotor needed to produce torque is obtained by electromagnetic induction from the 
magnetic field of the stator winding.  
(23) “ESM” means an excited synchro nous electric machine type which contains multiphase 
AC electromagnets on the stator that create a magnetic field which rotates in time with 
the oscillations of the line current. It  requires direct current supplied to the rotor for 
excitation.  
(24) “PSM” means a permanent magnet sychronous electric machine type which contains 
multiphase AC electromagnets on the stator that create a magnetic field which rotates in 
time with the oscillations of the line current. Permanent magnets embedded in the steel 
rotor create a constant magnetic field.  
(25) “RM” means a reluctance  electric machine type which contains multiphase AC 
electromagnets on the stator that create a magnetic field which rotates in time with the 
oscillations of the line current. It induces non -permanent magnetic poles on the 
ferromagnetic rotor which does not have any windings. It generates torque through 
magnetic reluctance.  
(26) "Enclosure" means the part enclosing the internal units and providing protection against 
direct contact from any direction o f access.  
(27) "Energy converter" means a system where the form of energy output is different from 
the form of energy input.  
(28) "Propulsion energy converter" means an energy converter of the powertrain which is not 
a peripheral device whose output energy is used d irectly or indirectly for the purpose of 
vehicle propulsion.  
(29) "Category of propulsion energy converter" means (i) an internal combustion engine, or 
(ii) an electric machine, or (iii) a fuel cell.  
(30) "Energy storage system" means a system which stores energy an d releases it in the same 
form as  the input energy.  
(31) "Propulsion energy storage system" means an energy storage system of the powertrain 
which is not a peripheral device and whose output energy is used directly or indirectly 
for the purpose of vehicle prop ulsion.  
(32) "Category of propulsion energy storage system" means (i) a fuel storage system, or (ii) a 
rechargeable electric energy storage system (REESS), or (iii) a rechargeable mechanical 
energy storage system.   
EN 205  EN (33) "Form of energy" means (i) electrical energy, o r (ii) mechanical energy, or (iii) chemical 
energy (including fuels).  
(34) "Fuel storage system" means a propulsion energy storage system that stores chemical 
energy as liquid or gaseous fuel.  
(35) “Gearbox” means a device changing torque and speed with defined fixe d ratios for each 
gear which may include the functionality of shiftable gears as well  
(36) “Gear number” means an identifier for the different shiftable gears for forward direction 
in a transmission with specific gear ratios; the shiftable gear with the highest  gear ratio 
gets assigned the number 1; the identifying number is increased by the increment of 1 
for each gear in descending order of gear ratios.  
(37) “Gear ratio” means the forward gear ratio of the speed of the input shaft (towards the 
primary propulsion en ergy converter) to the speed of the output shaft (towards driven 
wheels) without slip.  
(38) “High -energy battery system (HEBS)” means a battery system or representative battery 
subsystem, for which the numerical ratio between maximum discharge current in A, 
declared by the component manufacturer at a SOC of 50 per cent in accordance with  
point  5.4.2.3.2, and the nominal electric charge output in Ah at a 1C discharge rate at RT 
is lower than 10.  
(39) “High -power battery system (HPBS)” means a battery system or represe ntative battery 
subsystem, for which the numerical ratio between maximum discharge current in A, 
declared by the component manufacturer at a SOC of 50 per cent in accordance with  
point  5.4.2.3.2, and the nominal electric charge output in Ah at a 1C dischar ge rate at RT 
is equal to or higher than 10.  
(40) “Integrated electric powertrain component (IEPC)” means a combined system of an 
electric machine system together with the functionality of either a single - or multi -speed 
gearbox or a differential or both, chara cterized by at least one of the following features:  
– shared enclosure assembly of at least two components  
– shared lubrication circuit of at least two components  
– shared cooling circuit of at least two components  
– shared electric connection of at least two components  
Additionally, an IEPC shall comply with the following criteria:  
– It shall have only output shaft(s) towards the driven wheels of the vehicle and shall 
have no input shaft(s) for feeding propulsion torque into the system.  
– In case of more than one electric machine system being part of the IEPC, all 
electric machines shall be connected to a single DC power source for all testruns 
performed in accordance with this Annex.  
– In case of the functionality of a multi -speed gearbox included there shall be onl y 
discrete gear steps.   
EN 206  EN (41) “IEPC design type wheel motor” means an IEPC with either  one output shaft or two 
output shafts connected directly to the wheel hub (s) and where two configurations shall 
be distinguished for the purpose of this Annex:  
– Configuration “L ”: In case of one output shaft  the same component is installed 
twice in symmetrical application (i.e. one on the left and one on the right side of 
the vehicle at the same wheel position in longitudinal direction).  
– Configuration “T”: In case of two output shafts only a single component is 
installed with one output shaft connected to the left and the other output shaft 
connected to the right side of the vehicle at the same wheel position in longitudinal 
direction.  
(42) “Integrated hybrid electric vehicle powertra in component (IHPC) Type 1” means a 
combined system of multiple electric machine systems together with the functionality of 
a multi -speed gearbox characterized by a shared enclosure assembly of all components 
and at least one of the following features:  
– shared lubrication circuit of at least two components  
– shared cooling circuit of at least two components  
– shared electric connection of at least two components  
Additionally, an IHPC Type 1 shall comply with the following criteria:  
– It shall have only one input s haft for feeding propulsion torque into the system and 
only one output shaft towards the driven wheels of the vehicle.  
– Only discrete gear steps shall be used for all testruns performed in accordance with 
this Annex.  
– It shall enable operation of the powertr ain as parallel hybrid  (at least in one 
specific mode used for all testruns performed in accordance with this Annex).  
– It shall be able to be tested in the transmission test in accordance with  Annex VI of 
this Regulation with the electric power supply disconnected in accordance with 
subpoint (b) of point  4.4.1.2.  
– All electric machines shall be connected to a single DC power source for all 
testruns performed in accordance with this Annex.  
– The ge arbox part within the IHPC Type 1 shall not be operated as CVT for all 
testruns performed in accordance with this Annex.  
– A hydrodynamic torque converter shall not be part of the IHPC Type 1.  
(43) "Internal Combustion Engine (ICE)" means an energy converter with  intermittent or 
continuous oxidation of combustible fuel transforming between chemical and 
mechanical energy.  
(44) “Inverter” means an electric energy converter that changes direct electric current to 
single -phase or polyphase alternating electric currents   
EN 207  EN (45) "Peripheral devices" means any energy consuming, converting, storing or supplying 
devices, where the energy is not directly or indirectly used for the purpose of vehicle 
propulsion but which are essential to the operation of the powertrain and are therefore 
considered to be part of the powertrain.  
(46) "Powertrain" means the total combination in a vehicle of propulsion energy storage 
system(s), propulsion energy converter(s) and the drivetrain(s) providing the mechanical 
energy at the wheels for the purpose of vehi cle propulsion, plus peripheral devices.  
(47) "Rated capacity" means the total number of ampere -hours that can be withdrawn from a 
fully charged battery determined in accordance with  point  5.4.1.3  
(48) “Rated speed” means the highest rotational speed of the electric  machine system where 
the overall maximum torque occurs  
(49) “Room temperature (RT)” means that the ambient air inside the test cell shall have a 
temperature of (25 ± 10) °C  
(50) "State of charge (SOC)" means the available electrical charge stored in a battery syste m 
expressed as a percentage of its rated capacity in accordance with 5.4.1.3  (where 0 
percent represents empty and 100 percent represents full)  
(51) “Unit under test (UUT)” means the electric machine system , IEPC or IHPC Type 1 to be 
actually tested  
(52) “Battery U UT” means the battery system or representative battery subsystem to be 
actually tested  
(53) “Capacitor UUT” means the capacitor system or representative capacitor subsystem to 
be actually tested  
 
For the purposes of this Annex the following abbreviations apply:  
AC alternating current  
DC direct current  
DCIR  direct current internal resistance  
EMS  electric machine system  
OCV  open circuit voltage  
SC standard cycle  
 
3. General requirements  
The calibration laboratory facilities shall comply with the requirements of either IATF 
16949, ISO 9000 series or ISO/IEC 17025. All laboratory reference measurement 
equipment, used for calibration and/or verification, shall be traceable to national or 
international standards.  
  
EN 208  EN 3.1 Measurement equipment specifications  
The measurem ent equipment shall meet the following accuracy requirements:  
 
Table 1  
Requirements of measurement systems  
Measurement system  Accuracy 1) 
 
Rotational speed  0.5% of the analyzer reading or 0.1% of max. calibration 2) of rotational speed 
whichever is larger  
Torque  
 
 0.6% of the analyzer reading or 0.3% of max. calibration 2) or 0.5 Nm of torque 
whichever is larger  
Current  0.5% of the analyzer reading or 0.25% of max. calibration 2) or 0.5 A of current 
whichever is larger  
Voltage  0.5% of the analyzer reading or 0.25% of max. calibration 2) of voltage whichever is 
larger  
Temperature  1.5 K  
(1) “Accuracy” means the absolute value of deviation of the analyzer reading from a reference value which is traceable to a 
national or internationa l standard.  
(2) The “maximum calibration” value shall be the maximum predicted value for the respective measurement system expected 
during a specific testrun performed in accordance with this Annex multiplied by a factor of 1.1.  
 
Multi -point calibration shall be allowed which means that a measurement system is 
allowed to be calibrated up to a nominal value which is less than the capacity of the 
measurement system.  
 
3.2 Data recording  
All measurement data, except temperature, shall be measured with and recorded at a 
frequency of not less than 100 Hz. For temperature a measurement frequency of not less 
than 10 Hz is sufficient.  
Signal filtering may be applied in agreement with the approval authority. Any aliasing 
effect shall be avoided.  
4. Testing of electric mac hine systems, IEPCs and IHPCs Type 1  
 
4.1  Test conditions  
The UUT shall be installed and the measurands current, voltage, electric inverter power, 
rotational speed and torque shall be defined in accordance with Figure 1 and point  4.1.1.   
EN 209  EN Figure 1  
Provisions for measurement of electric machine system or IEPC  
 
 
4.1.1  Equations for power figures  
Power figures shall be calculated in accordance with the following equations:  
 
4.1.1.1  Inverter power  
The electric power to or from the inverter (or DC/DC co nverter if applicable) shall be 
calculated in accordance with  the following equation:  
𝑃𝐼𝑁𝑉 _𝑖𝑛= 𝑉𝐼𝑁𝑉 _𝑖𝑛𝑥 𝐼𝐼𝑁𝑉 _𝑖𝑛 
where:  
 PINV_in  is the electric inverter power to or from the inverter (or DC/DC converter if 
applicable) on the DC side of the inverter (or on the side of the DC 
powersource of the DC/DC converter) [W]  
 VINV_in  is the voltage at the inverter (or DC/DC converter if applicable) input on 
the DC side of the inverter (or on the side of the DC powersource of the 
DC/DC converter) [V]  
 IINV_in  is the current at the inverter (or DC/DC converter if applicable) input on 
the DC side of the inverter (or on the side of the DC powersource of the 
DC/DC converter)  [A] 
 
In case of multiple connections of inverter(s) (or DC/DC converter(s) if app licable) to 
the electric DC powersource as defined in accordance with point  4.1.3, the total sum of 
all different electric inverter powers shall be measured.  
4.1.1.2  Mechanical output power  
optional
1optional
2 3 8 4 5 56 6
7
1 … Electric machine syste m
2 … Inverter
3 … Electric machine
4 … DC/DC converter (optional)5 … Inverter input voltage
6 … Inverter input current
7 … Power supply toinverter
8 … Dynamometer ( load machine )9 ….. Speed/ torque measurement
10 … IEPC (optional instead of
electric machine system )9optional
gearbox
featureoptional 
differential
feature10 
EN 210  EN The mechanical output power of the UUT shall be calculated in accordance with  the 
following equation:  
𝑃𝑈𝑈𝑇 _𝑜𝑢𝑡= 2 𝑥 𝜋
60𝑥 𝑇𝑈𝑈𝑇 𝑥 𝑛 
where  
 PUUT_out  is the mechanical output power of the UUT [W]  
 TUUT is the torque of the UUT [Nm]  
 n is the rotational speed of the UUT [min-1] 
 
For an electric machine sys tem the torque and speed shall be measured at the rotational 
shaft. For an IEPC the torque and speed shall be measured at the output side of the 
gearbox or, if a differential is also included, at the output side(s) of the differential.  
For an IEPC with int egrated differential, the output torque measuring device(s) can 
either be installed on both output sides, or only one of the output sides. For test setups 
with only one dynamometer on the output side, the free rotating end of the IEPC with 
integrated diffe rential shall be rotatably locked to the other end on the output side (e.g., 
by an activated differential lock or by means of any other mechanical differential lock 
implemented only for the measurement).  
In case of an IEPC design type wheel motor either on e single component or two such 
components may be measured. In case two such components are measured the following 
provisions apply  depending on the configuration : 
– For configuration “L” torque and speed shall be measured at the output side of the 
gearbox. I n this case the input parameter 
“NrOfDesignTypeWheelMotorMeasured”  shall be set to 1.  
– For configuration “T” the output torque measuring device(s) can either be installed 
on both output shafts or only on one of the output shafts.  
(a) In case the output torque m easuring devices are installed on both output 
shafts the following provisions apply:  
– The torque values of both output shafts shall be summed up 
virtually in the test bench data processing or post -processing.  
– The speed values of both output shafts shall be averaged 
virtually in the test bench data processing or post -processing.  
– In this case the input parameter 
“NrOfDesignTypeWheelMotorMeasured”  shall be set to 2.  
(b) In case a n output torque measuring device is installed only on one of the 
output shafts the foll owing provisions apply:  
– Torque and speed are measured at the output side of the gearbox.   
EN 211  EN – In this case the input parameter 
“NrOfDesignTypeWheelMotorMeasured”  shall be set to 1.  
 
4.1.2  Run-in 
On request of the applicant a run -in procedure may be applied to the UUT. The 
following provisions shall apply for a run -in procedure:  
– The total run -time for the optional run -in and the measurement of an UUT (except 
wheel -ends) shall not exceed 120 hours.  
– Only factory fill oil shall be used for the run -in procedure. The  oil used for the 
run-in may also be used for the testing performed in accordance with  point  4.2. 
– The speed and torque profile for the run -in procedure shall be specified by the 
component manufacturer.  
– The run -in procedure shall be documented by the compon ent manufacturer with 
regard to run -time, speed, torque and oil temperature and reported to the approval 
authority.  
– The requirements for the oil temperature ( point  4.1.8.1), measurement accuracy 
(point  3.1) and test setup ( points  4.1.3  - 4.1.7) shall not a pply for the run -in 
procedure.  
 
4.1.3  Power supply to inverter  
The power supply to the inverter (or DC/DC converter if applicable) shall be a direct -
current constant -voltage power supply, which is capable of supplying/absorbing 
adequate electric power to/f rom the inverter (or DC/DC converter if applicable) at the 
maximum (mechanical or electrical) power of the UUT for the duration of the testruns 
specified in this Annex.  
The DC input voltage to the inverter (or DC/DC converter if applicable) shall be in a 
range of ±2 per cent of the requested target value of DC input voltage to the UUT during 
all periods where actual measurement data is recorded that is used as a basis for 
determining input data for the simulation tool.  
 
Table 2 in paragraph 4.2 defines whi ch testruns shall be performed at which voltage 
level(s). There are 2 different voltage levels defined for the  measurements to be 
performed : 
– Vmin,Test  shall be the target value of the DC input voltage to the UUT 
corresponding to the minimum voltage for unl imited operating capability.  
– Vmax,Test shall be the target value of the DC input voltage to the UUT 
corresponding to the maximum voltage for unlimited operating capability.  
  
EN 212  EN 4.1.4  Setup and wiring  
All wiring, shielding, brackets, etc. shall be in accordanc e with conditions specified by 
the manufacturer(s)  of the different components of the UUT.  
 
4.1.5  Cooling system  
The temperature of all parts of the electric machine system shall be within the range 
allowed by the component manufacturer during the whole operating time of all testruns 
performed in accordance with this Annex. For IEPC and IHPC Type 1 this includes also 
all other components as gearboxes and axles being part of the IEPC or IHPC Type 1.  
 
4.1.5.1  Cooling power during testruns  
4.1.5.1.1  Cooling power for measurement of torque limitations  
For all testruns performed in accordance with point  4.2 the component manufacturer has 
to declare the number of used cooling circuits with connection to an external heat 
exchanger. For each of these circuits with  connection to an external heat exchanger the 
following parameters at the inlet of the respective cooling circuit of the UUT shall be 
declared:  
– the maximum coolant mass flow or maximum inlet pressure as specified by the 
component manufacturer  
– the admitted maximum coolant temperatures as specified by the component 
manufacturer  
– maximum available cooling power on the testbench  
These declared values shall be documented in the information document for the 
respective component.  
The following actual values shall r emain below the declared maximum values and be 
recorded for each cooling circuit with connection to an external heat exchanger , together 
with the testdata for all different testruns performed  in accordance with point  4.2 and the 
EPMC in accordance with point 4.2.6 : 
– coolant volume flow or mass flow  
– coolant temperature at the inlet of the cooling circuit of the UUT  
– coolant temperature at the inlet and outlet of the test bed heat exchanger on the 
side of the UUT  
 
For all testruns performed in accordance with point 4.2 the minimum temperature of the 
coolant at the inlet of the cooling circuit of the UUT in case of liquid cooling shall be 
25°C.   
EN 213  EN In case other than the regular cooling fluids are used for testing in accordance with this 
Annex, these fluids must not exceed the temperature limits as defined by the component 
manufacturer.  
In case of liquid cooling the maximum available cooling power on the testbench shall be 
determined based on the coolant massflow, the temperature difference over the test bed 
heat exch anger on the side of the UUT and the specific heat capacity of the coolant.  
No additional fan with the purpose of actively cooling the components of the UUT shall 
be allowed in the test setup.  
 
4.1.6  Inverter  
The inverter shall be operated in the same mode  and settings as specified for the actual 
in-vehicle using conditions by the component manufacturer.  
 
4.1.7  Ambient conditions in test cell  
All tests shall be performed at an ambient temperature in the testcell of 25 ±10 °C. The 
ambient temperature shall b e measured within a distance of 1 m to the UUT.  
4.1.8  Lubricating oil for IEPCs or IHPC Type 1  
Lubricating oil shall fulfill the provisions defined in point s 4.1.8.1 to 4.1.8.4 below. 
These provisions shall not apply to EM systems.  
4.1.8.1  Oil temperature s 
The oil temperature s shall be measured at the centre of the oil sump or at any other 
suitable point in accordance with good engineering practice.  
An auxiliary regulating system in accordance with paragraph 4.1.8.4 may be used, if 
necessary, to maintain t he temperatures within the specified limits by the compoment 
manufacturer.  
In case of external oil conditioning which is added for testing purposes only, the oil 
temperature can be measured in the outlet line from the housing of the UUT to the 
conditioning  system within 5 cm downstream of the outlet. In both cases the oil 
temperature shall not exceed the temperature limit as specified by the component 
manufacturer. Solid engineering rationale shall be provided to the type approval 
authority to explain that the external oil conditioning system is not used to improve the 
efficiency of the UUT.  For oil circuits which are neither  part of, nor connected to  the 
cooling circuit of any components  of the electric machine system , the temperatu re shall 
not exceed 70 °C . 
4.1.8.2  Oil quality  
Only recommended factory fill oils as specified by the component manufacturer of the 
UUT shall be used for the measurement.  
4.1.8.3  Oil viscosity   
EN 214  EN If different oils are specified for the factory fill, the component manufacturer shall 
choose an oil for which the kinematic viscosity (KV) at the same temperature is within a 
range of ±10 per cent of the kinematic viscosity of the oil with the highest viscosity 
(within the specified tolerance band for KV100) for performing the measurements o f the 
UUT related to certification.  
4.1.8.4  Oil level and conditioning  
The oil level or filling volume shall be within the maximum and minimum levels as 
defined in the component manufacturer’s maintenance specifications.  
An external oil conditioning and fi ltering system is permitted. The housing of the UUT 
may be modified for the inclusion of the oil conditioning system.  
The oil conditioning system shall not be installed in a way which would enable changing 
oil levels of the UUT in order to raise efficiency  or to generate propulsion torques in 
accordance with good engineering practice.  
4.1.9 Sign conventions  
4.1.9.1 Torque and power  
Measured values of torque and power shall have a positive sign for the UUT driving the 
dyno and a negative sign for the UUT bra king the dyno (i.e. dyno driving the UUT).  
4.1.9.2 Current  
Measured values of current shall have a positive sign for the UUT drawing electric 
power from the power supply to the inverter (or DC/DC converter if applicable) and a 
negative sign for the UUT del ivering electric power to the power supply to the inverter 
(or DC/DC converter if applicable).  
4.2 Testruns to be performed  
Table 2 defines  all testruns to be performed for the purpose of certification of one 
specific electric machine system family or IEPC  family defined in accordance with 
Appendix 13.  
The electric power mapping cycle  (EPMC)  in accordance with point  4.2.6 and the drag 
curve in accordance with point  4.2.3 shall be omitted for all other members within a 
family except the parent of the family . 
In case that upon request of the component manufacturer the provisions defined in 
Article 15(5) of this Regulation are applied, the EPMC in accordance with point  4.2.6 
and the drag curve in accordance with point  4.2.3 shall be performed additionally for 
that specific EM or IEPC.  
 
Table 2  
Overview of testruns to be performed for electric machine systems or IEPCs   
EN 215  EN Testrun  Reference 
to point   Required 
voltage 
level(s) to be 
performed  
(in 
accordance 
with 4.1.3)  Required to 
be run for 
parent  Required to be 
run for other 
members within 
a family  
Maximum and 
minimum torque 
limits  4.2.2  Vmin,Test  and 
Vmax,Test yes yes 
Drag curve  4.2.3  Either Vmin,Test  
or Vmax,Test yes no 
Maximum 30 minutes 
continuous torque  4.2.4  Vmin,Test  and 
Vmax,Test yes yes 
Overload 
characteristics  4.2.5  Either Vmin,Test  
or Vmax,Test yes yes 
EPMC  4.2.6  Vmin,Test  and 
Vmax,Test yes no 
 
4.2.1  General provisions  
The measurement shall be performed with all temperatures of the UUT during the test 
kept within the component manufacturer defined limit values.  
All tests need to be performed with de-rating functionality depending on temperature 
limits of the electric machine system  fully active . In case  additional parameters of other 
systems located outside of the electric machine system’s  boundaries do influence the de -
rating behaviour in in -vehicle applications , these additional parameters shall not be 
taken into account for all testruns performed  in accordance with this Annex . 
For an electric machine system all torque and speed values indicated shall refer to the 
rotational shaft of the electric machine unless stated otherwise.  
For an IEPC all torque and speed values indicated shall refer to the output side of the 
gearbox or, if a differential is also included, to the output side of the  differential unless 
stated otherwise.  
 
4.2.2  Test of maximum and minimum torque limits  
The test measures the maximum and minimum torque characteristics of the UUT in 
order to verify the declared limitations of the system.  
For IEPC with multispeed gearbox the test shall be performed only for the gear with the 
gear ratio closest to 1. In case the gear ratios of two gears have the same distance to a  
EN 216  EN gear ratio of 1, the test shall be performed only for the gear with the higher of the two 
gear ratios.  
 
4.2.2.1  Declaration of values by the component manufacturer  
The component manufacturer shall declare the values for the maximum and minimum 
torque of the UUT as a function of the rotational speed of the UUT between 0 rpm and 
the maximum operating speed of the UUT  prior to the test.  
 
4.2.2.2  Verification of maximum torque limits  
The UUT shall be conditioned (i.e. without operating the system) at an ambient 
temperature of 25 ±10 °C for a minimum of two hours until the start of the testrun. If 
this test is performed directly consecutive to any other testrun performed in accordance 
with this Annex the conditioning for a minimum of two hours may be omitted or 
shortened as long as the UUT stays within the testcell with the ambient temperature in 
the testcell kept within 25 ±10 °C.  
Just before beginning the test, the UUT shall be run on the bench for three minutes 
delivering a power equal to 80 per cent of the maximum power at the speed 
recommended by the component manufacturer.  
The output torque and rotational speed of th e UUT shall be measured at at least 10 
different rotational speeds to define correctly the maximum torque curve between lowest 
and the highest speed.  
The lowest speed setpoint shall be specified by the component manufacturer at a speed 
equal or smaller tha n 2 per cent of the maximum operating speed of the UUT as declared 
by the component manufacturer in accordance with point  4.2.2.1. In case the test setup 
does not allow operating the system at such a low speed setpoint, the lowest speed 
setpoint shall be s pecified by the component manufacturer as the lowest speed which can 
be realized by the specific test setup.  
The highest speed setpoint shall be defined by the maximum operating speed of the 
UUT as declared by the component manufacturer in accordance with point  4.2.2.1.  
The remaining 8 or more different rotational speed setpoints shall be located between the 
lowest and highest speed setpoint and shall be specified by the component manufacturer. 
The interval between two adjacent speed setpoints shall not be larger than 15 per cent of 
the maximum operating speed of the UUT as declared by the component manufacturer.  
All operating points shall be held for an operating time of at least 3 seconds. Output 
torque and rotational speed of the UUT shall be recorded as average value of the last 
second of the measurement.  The whole test shall be completed within 5 minutes.  
 
4.2.2.3  Verification of minimum torque limits   
EN 217  EN The UUT shall be conditioned (i.e. without operating the system) at an ambient 
temperature of 25 ±10 °C for a minimum of two hours until the start of the testrun. If 
this test is performed directly consecutive to any other testrun performed in accordance 
with this Annex the conditioning for a minimum of two hours may be omitted or 
shortened as long as the UU T stays within the testcell with the ambient temperature in 
the testcell kept within 25 ±10 °C.  
Just before beginning the test, the UUT shall be run on the bench for three minutes 
delivering a power equal to 80 per cent of the maximum power at the speed 
recommended by the component manufacturer.  
The output torque and rotational speed of the UUT shall be measured at the same 
rotational speeds as selected in point  4.2.2.2.  
All operating points shall be held for an operating time of at least 3 seconds. Output 
torque and rotational speed of the UUT shall be recorded as average value of the last 
second of the measurement.  The whole test shall be completed within 5 minutes.  
 
4.2.2.4  Interpretation of results  
The maximum torque of the UUT as declared by the compone nt manufacturer in 
accordance with point  4.2.2.1 shall be accepted as final values if they are not higher than 
+2 percent for overall maximum torque and than +4 percent at the other measurement 
points with a tolerance of ±2 percent for rotational speeds fr om the values measured in 
accordance with point  4.2.2.2.  
In case the values for maximum torque declared by the component manufacturer exceed 
the limits defined above the actual measured values shall be used as final values.  
In case the values for maximum torque of the UUT as declared by the component 
manufacturer in accordance with point  4.2.2.1 are lower than the values measured in 
accordance with point  4.2.2.2 the values declared by the component manufacturer shall 
be used as final values.  
The minimum torque of the UUT as declared by the component manufacturer in 
accordance with point  4.2.2.1 shall be accepted as final values if they are not lower than 
-2 percent for overall minimum torque and than -4 percent at the other me asurement 
points with a tolerance of ±2 percent for rotational speeds  from the values measured in 
accordance with point  4.2.2.3.  
In case the values for minimum torque declared by the component manufacturer exceed 
the limits defined above the actual measure d values shall be used as final values.  
In case the values for minimum torque of the UUT as declared by the component 
manufacturer in accordance with point  4.2.2.1 are higher than the values measured in 
accordance with point  4.2.2.3. the values declared by  the component manufacturer shall 
be used as final values.  
 
4.2.3  Test of drag curve   
EN 218  EN The test measures the drag losses in the UUT, i.e. the mechanical and/or electrical power 
necessary to spin the system at a certain speed by external power sources.  
The UU T shall be conditioned (i.e. without operating the system) at an ambient 
temperature of 25 ±10 °C for a minimum of two hours. If this test is performed directly 
consecutive to any other testrun performed in accordance with this Annex the 
conditioning for a  minimum of two hours may be omitted or shortened as long as the 
UUT stays within the testcell with the ambient temperature in the testcell kept within 25 
±10 °C.  
Just before beginning of the actual test, the UUT may optionally be run on the bench for 
three minutes delivering a power equal to 80 per cent of the maximum power at the 
speed recommended by the component manufacturer.  
The actual test shall be performed in accordance with  one of the following options:  
– Option A: The output shaft of the UUT shall b e connected to a load machine (i.e. 
dynamometer) and the load machine (i.e. dynamometer) shall be driving the UUT 
at the target rotational speed. Either the electric power supply to the inverter (or 
DC/DC converter if applicable) or the AC phase cables bet ween the electric 
machine and inverter may be set inactive or disconnected.  
– Option B: The output shaft of the UUT shall not be connected to a load machine 
(i.e. dynamometer) and the UUT shall be operated at the target rotational speed by 
electric power sup plied to the inverter (or DC/DC converter if applicable).  
– Option C: The output shaft of the UUT shall be connected to a load machine (i.e. 
dynamometer) and the UUT shall be operated at the target rotational speed either 
by the load machine (i.e. dynamomete r) or the electric power supplied to the 
inverter (or DC/DC converter if applicable) or a combination of both  
The test shall be performed at least at the same rotational speeds as selected in point  
4.2.2.2, more operating points at other rotational speeds may be added. All operating 
points shall be held for an operating time of at least 10 seconds, during which the actual 
rotational speed of the UUT shall be within ± 2 per cent of the setpoint for rotational 
speed.  
The following values shall be recorded as average value over the last 5 seconds of the 
measurement, depending on the chosen testing option:  
– For option B and C above: electric power to the inverter (or DC/DC converter if 
applicable)  
– For option A and C above: the torque of the load machine (i.e. dyn amometer) 
applied to the output shaft(s) of the UUT  
– For all options: the rotational speed of the UUT  
In case the UUT is a IEPC with multispeed gearbox the test shall be performed for the 
gear with the gear ratio closest to 1. In case the gear ratios of two  gears have the same 
distance to a gear ratio of 1, the test shall be performed only for the gear with the higher 
of the two gear ratios.   
EN 219  EN Additionally, the test may be performed also for all other forward gears of the IEPC so 
that a dedicated dataset for e ach forward gear of the IEPC is determined.  
 
4.2.4  Test of maximum 30 minutes continuous torque  
The test measures the maximum 30 minutes continuous torque which can be achieved by 
the UUT on average over a duration of 1800 seconds.  
For IEPC with multispeed  gearbox the test shall be performed only for the gear with the 
gear ratio closest to 1. In case the gear ratios of two gears have the same distance to a 
gear ratio of 1, the test shall be performed only for the gear with the higher of the two 
gear ratios.  
 
4.2.4.1  Declaration of values by the component manufacturer  
The component manufacturer shall declare the values for the maximum 30 minutes 
continuous torque of the UUT as well as the corresponding rotational speed prior to the 
test. The rotational speed shall be in a range, in which the mechanical power is greater 
than 90 per cent of the overall maximum power determined from the maximum torque 
limit data recorded in accordance with point  4.2.2.  
 
4.2.4.2  Verification of maximum 30 minutes continuous torque  
The UUT shall be conditioned (i.e. without operating the syst em) at an ambient 
temperature of 25 ±10 °C for a minimum of four hours. If this test is performed directly 
consecutive to any other testrun performed in accordance with this Annex the 
conditioning for a minimum of four hours may be omitted or shortened as long as the 
UUT stays within the testcell with the ambient temperature in the testcell kept within 25 
±10 °C.  
The UUT shall be run at the torque and speed setpoint which corresponds to the 
maximum 30 minutes continuous torque declared by the component manu facturer in 
accordance with point  4.2.4.1 for a total period of 1800 seconds.  
The output torque and rotational speed of the UUT as well as the electric power to or 
from the inverter (or DC/DC converter if applicable)  shall be measured over this period 
of 1800 seconds. The mechanical power value measured over time shall be in a range of 
±5 per cent of the mechanical power value declared by the component manufacturer in 
accordance with paragraph 4.2.4.1 , the rotational s peed shall be within ±2 per cent of the 
value declared by the component manufacturer in accordance with point  4.2.4.1. The 
maximum 30 minutes continuous torque is the average of the output torque within the 
1800 seconds measurement period. The correspondin g rotational speed is the average of 
the rotational speed within the 1800 seconds measurement period.  
 
4.2.4.3  Interpretation of results   
EN 220  EN The values declared by the component manufacturer in accordance with point  4.2.4.1 
shall be accepted as final values if  they do not differ by more than +4 per cent for torque 
with a tolerance of ±2 per cent for rotational speed  from the average values determined 
in accordance with point  4.2.4.2.  
In case the values declared by the component manufacturer exceed the limits de fined 
above the provisions in point s 4.2.4.1 to 4.2.4.3 shall be repeated with different values 
for the maximum 30 minutes continuous torque and/or the corresponding rotational 
speed.  
In case the value  for torque  declared by the component manufacturer in a ccordance with 
point  4.2.4.1 is lower than the average value  for torque  determined in accordance with 
point  4.2.4.2 with a tolerance of ±2 per cent for rotational speed , the values declared by 
the component manufacturer shall be used as final values.  
Addit ionally, the average of the actual measured electric power to or from the inverter 
(or DC/DC converter if applicable) over the 1800 seconds measurement period shall be 
calculated. Also the average 30 minutes continuous power shall be calculated from the 
final values of maximum 30 minutes continuous torque and the corresponding average 
rotational speed.  
 
4.2.5  Test of overload characteristics  
The test measures the duration of the capability of the UUT to provide the maximum 
output torque in order to derive t he overload characteristics of the system.  
For IEPC with multispeed gearbox the test shall be performed only for the gear with the 
gear ratio closest to 1. In case the gear ratios of two gears have the same distance to a 
gear ratio of 1, the test shall be performed only for the gear with the higher of the two 
gear ratios.  
 
4.2.5.1  Declaration of values by the component manufacturer  
The component manufacturer shall declare the value for the maximum output torque of 
the UUT at the specific ro tational speed ch osen for the test as well as the corresponding 
rotational speed prior to the test. The corresponding rotational speed shall be the same 
speed setpoint as used for the measurement performed in accordance with  point  4.2.4.2.  
In addition the component manufac turer shall declare a duration t 0_maxP  for which the 
maximum output torque of the UUT can be constantly achieved starting from the 
conditions as set out  in point  4.2.5.2  
 
4.2.5.2  Verification of maximum output torque  
The UUT shall be conditioned (i.e. without operating the system) at an ambient 
temperature of 25 °C ± 10 °C for a minimum of two hours. If this test is performed 
directly consecutive to any other testrun performed in accordance with this Annex the 
conditio ning for a minimum of two hours may be omitted or shortened as long as the  
EN 221  EN UUT stays within the testcell with the ambient temperature in the testcell kept within 25 
±10 °C.  
Just before beginning the test, the UUT shall be run on the bench for 30 minutes 
delivering 50 per cent of the maximum 30 minutes continuous torque at the respective 
speed setpoint as determined in accordance with  point  4.2.4.3.  
Then the UUT shall be run at the torque and speed setpoint which corresponds to the 
maximum output torque decl ared by the component manufacturer in accordance with 
point  4.2.5.1.  
The output torque and rotational speed of the UUT as well as the DC input voltage to the 
inverter (or DC/DC converter if applicable)  and the electric power to or from the 
inverter (or DC/DC converter if applicable) shall be measured over a period of t 0_maxP  
declared by the component manufacturer in accordance with point  4.2.5.1.  
 
4.2.5.3  Interpretation of results  
The recorded values for tor que and speed over time measured in accordance with point  
4.2.5.2 shall be accepted if they do not differ by more than ±2 per cent for torque and ±2 
per cent for rotational speed  from the values declared by the component manufacturer in 
accordance with point 4.2.5.1 over the whole period of t 0_maxP . 
In case the values declared by the component manufacturer are outside the tolerances  
defined in the paragraph above , the procedures laid down  in point s 4.2.5.1 , 4.2.5.2  and 
in this point  shall be repeated with d ifferent values for the maximum output torque of the 
UUT and/or the duration t 0_maxP . 
The average of the actual measured values over the period of t 0_maxP  calculated for the 
different signals of rotational speed , torque and DC input voltage to the inverter  (or 
DC/DC converter if applicable)  shall be used as final values for characterization of the 
overload point.  Additionally, the average of the actual measured electric power to or 
from the inverter (or DC/DC converter if applicable) over the period of t 0_maxP  shall be 
calculated.  
 
4.2.6  EPMC test  
The EPMC test measures the electric power to or from the inverter (or DC/DC converter 
if applicable) for different operating points of the UUT.  
 
4.2.6.1  Preconditioning  
The UUT shall be conditioned (i.e. without  operating the system) at an ambient  
temperature of 25 ±10 °C for a minimum of two hours. If this test is performed directly 
consecutive to any other testrun performed in accordance with this Annex the 
conditioning for a minimum of two hours may be omitted  or shortened as long as the 
UUT stays within the testcell with the ambient temperature in the testcell kept within 25 
±10 °C.   
EN 222  EN  
4.2.6.2  Operating points to be measured  
For IEPC with multispeed gearbox the setpoints for rotational speed in accordance with 
point 4.2.6.2.1 and for torque accordance with point  4.2.6.2.2 are determined for each 
single forward gear.  
 
4.2.6.2.1  Setpoints for rotational speed  
The setpoints for either a standalone electric machine system or an IEPC with no 
shiftable gears shall be d efined in accordance with  the following provisions:  
(b) As setpoints for rotational speed of the UUT the same setpoints used for the 
measurement performed in accordance with point  4.2.2.2 shall be used.  
(c) The speed setpoint for the maximum 30 minutes continuous torque verification 
performed in accordance with point  4.2.4.2 shall be used in addition to the 
setpoints defined in subpoint (a) above.  
(d) Further speed setpoints  may be defined in addition to the setpoints defined in 
subpoints (a) and (b) above.  
In case of an IEPC with multispeed gearbox a separate dataset of setpoints for rotational 
speed of the UUT shall be defined for each single forward gear based on the following 
provisions:  
(e) The rotational speed setpoints for the gear with the gear ratio closest to 1 (I n case 
the gear ratios of two gears have the same distance to a gear ratio of 1, the test 
shall be performed only for the gear with the higher of the two gear ratios.) 
determined in accordance with  subpoints a -c of the previous point , nk,gear_iCT1 , shall 
be used as basis for the further step in subpoint (e). 
(f) These rotational speed setpoints shall be converted to the respective setpoints for 
all other gears by the following equation:  
nk,gear = nk,gear_iCT1  * igear_iCT1  / igear 
where:  
nk,gear  = rotational speed setpoint k for a specific gear  
(where k = 1, 2, 3, …, maximum number of rotational speed  
setpoints)  
(where gear = 1, …, highest gear number)  
nk,gear_iCT1   = rotational speed setpoint k for the gear with the gear ratio  
closest to 1 in accordance with  subpoint (d)  
(where k = 1, 2, 3, …, maximum number of rotational speed  
setpoints)   
EN 223  EN igear  = gear ratio of a specific gear [ -] 
(where gear = 1, …, highest gear number)  
igear_iCT1   = gear ratio of the gear with the gear ratio closest to 1  
in accordance with  subpoint (d) [ -] 
 
4.2.6.2.2  Setpoints for torque  
The setpoints for either a standalone electric machine system or an IEPC with no 
shiftable gears shall be defined in accordance with  the following provisions:  
(a) At least 10 setpoints for torque of the UUT shal l be defined for the measurement, 
located both on the positive (i.e. driving) and negative (i.e. braking) torque side. 
The lowest and highest torque setpoint shall be defined based on the minimum and 
maximum torque limits determined in accordance with point 4.2.2.4 where the 
lowest torque setpoint shall be the overall minimum torque , T min_overall , and the 
highest torque setpoint shall be the overall maximum torque , T max_overall , 
determined from these values.  
(b) The remaining 8 or more different torque setpoint s shall be located between the 
lowest and highest torque setpoint. The interval between two adjacent torque 
setpoints shall not be larger than 22.5 per cent of the overall maximum torque of 
the UUT  determined in accordance with point  4.2.2.4 . 
(c) The limit val ue for positive torque at a particular rotational speed shall be the 
maximum torque limit at this particular rotational speed setpoint determined in 
accordance with point  4.2.2.4 minus 5 percent of Tmax_overall . All torque setpoints at 
a particular rotatio nal speed setpoint that are located higher than the  limit value for 
positive torque at this particular rotational speed shall be replaced by one single 
target torque setpoint located at the maximum torque limit at this particular 
rotational speed setpoint.  
(d) The limit value for negative torque at a particular rotational speed shall be the 
minimum torque limit at this particular rotational speed setpoint determined in 
accordance with point  4.2.2.4 minus 5 percent of Tmin_overall . All torque setpoints at 
a particular rotational speed setpoint that are located lower than the limit value for 
negative torque at this particular rotational speed shall be replaced by one single 
target torque setpoint located at the  minimum torque limit at this particular 
rotational speed setpoint.  
(e) Minimum and maximum torque limitations for a particular rotational speed 
setpoint shall be determined  based on the data generated in accordance with point  
4.2.2.4 by using linear interpolation.  
 
In case of an IEPC  with multispeed gearbox a separate dataset of setpoints for torque of 
the UUT shall be defined for each single gear based on the following provisions:   
EN 224  EN (f) The torque setpoints for the gear with the gear ratio closest to 1 (In case the gear 
ratios of two g ears have the same distance to a gear ratio of 1, the test shall be 
performed only for the gear with the higher of the two gear ratios.) determined in 
accordance with  subpoints (a) to (e) of the previous point , Tj,gear_iCT1 , shall be used 
as basis for the further step in subpoint s (g) and  (h). 
(g) These torque setpoints shall be converted to the respective setpoints for all other 
gears by the following equation:  
Tj,gear = Tj,gear_iCT1  / igear_iCT1  * igear 
where:  
Tj,gear  = torque setpoint j for a specific gear  
(where j = 1, 2, 3, …, maximum number of torque  
setpoints)  
(where gear = 1, …, highest gear number)  
Tj,gear_iCT1  = torque setpoint j for the gear with the gear ratio closest to 1  
in accordance with  subpoint ( f) 
(where j = 1, 2, 3, …, maximum number of torq ue 
setpoints)  
igear  = gear ratio of a specific gear [ -] 
(where gear = 1, …, highest gear number)  
igear_iCT1   = gear ratio of the gear with the gear ratio closest to 1  
in accordance with  subpoint ( f) [-] 
(h) All torque setpoints T j,gear that have an absolute value higher than 10 kNm  shall not 
be required to be measured during the actual testrun performed in accordance with 
point  4.2.6.4.  
 
4.2.6.3  Signals to be measured  
Under the operating points specified in accordance with point  4.2.6.2  the electric power 
to or from the inverter (or DC/DC converter if applicable) and the output torque and 
speed of the UUT shall be measured.  
 
4.2.6.4  Test sequence  
The test sequence consists of steady state setpoints with defined rotational speed and 
torque at each setpoint in accordance with point  4.2.6.2.  
In case of a standalone electric machine system the whole test sequence shall be 
performed in one continuous ru n without any interruptions.   
EN 225  EN In case of an IEPC the following provisions appl y: 
– The test sequence shall be performed for each single gear sequentially  starting 
from the gear with the highest gear ratio to be continued with the gears in 
descending order of gear ratio.  
– All setpoints within a dataset for a specific gear determined in accordance with 
point  4.2.6.2 shall be completed before the measurement is continued in a different 
gear.  
– The whole test sequence for a dataset of one specific gear shall be perfo rmed in 
one continuous run without any interruptions. It is allowed to interrupt the test 
after completion of measurement for each specific gear.  
– The use of different torque meters is allowed.  
 
The first rotational speed setpoint for the actual measured ge ar for starting the EPMC 
test is defined at the lowest rotational speed setpoint.  
The remaining setpoints for the actual measured gear shall be applied in the following 
order:  
(a) The first operating point at a particular rotational speed setpoint is defined a t the 
highest torque at this specific speed.  
(b) The next operating point shall be set at the same speed and the lowest positive (i.e. 
driving  ) torque setpoint.  
(c) The next operating point shall be set at the same speed and the second highest 
positive (i.e. driv ing ) torque setpoint.  
(d) The next operating point shall be set at the same speed and the second lowest 
positive (i.e. driving  ) torque setpoint.  
(e) This order of switching from the remaining highest to the remaining lowest torque 
setpoint shall be continued unt il all positive (i.e. driving ) torque setpoints at a 
particular rotational speed setpoint are measured.  
(f) Before continuing with step (g) the UUT may be cooled down in accordance with  
the component manufacturer’s recommendations by running at a particular 
setpoint defined by the component manufacturer.  
(g) Then measurement of the negative (i.e. braking) torque setpoints  at the same 
rotational speed setpoint shall be performed starting at the lowest torque at this 
specific speed.  
(h) The next operating point shall be  set at the same speed and the highest negative 
(i.e. braking) torque setpoint.  
(i) The next operating point shall be set at the same speed and the second lowest 
negative (i.e. braking) torque setpoint.   
EN 226  EN (j) The next operating point shall be set at the same speed a nd the second highest 
negative (i.e. braking) torque setpoint.  
(k) This order of switching from the remaining lowest to the remaining highest torque 
setpoint shall be continued until all negative (i.e. braking) torque setpoints at a 
particular rotational speed  setpoint are measured.  
(l) Before continuing with step (m) the UUT may be cooled down in accordance with  
the component manufacturer’s recommendations by running at a particular 
setpoint defined by the component manufacturer.  
(m) The test shall continue at the nex t higher rotational speed setpoint by repeating 
steps (a) to (m) of the defined test sequence above until all rotational speed 
setpoints for the actual measured gear were completed.  
 
All operating points shall be held for an operating time of at least 5 seconds. During this 
operating time the rotational speed of the UUT shall be held at the rotational speed 
setpoint within a tolerance of ±1 percent or 20 rpm whatever is larger . Additionally, 
during this operating time,  except for the highest and lowest to rque setpoint at each 
rotational speed setpoint , the torque shall be held at the torque setpoint within a 
tolerance of ±1 percent or ±5 Nm whatever is larger of the value of the torque setpoint . 
The electric power to or from the inverter (or DC/DC converte r if applicable), the output 
torque and rotational speed of the UUT shall be recorded as average value over the last 
two seconds of the operating time.  
 
4.3. Post-processing of measurement data of the UUT  
 
4.3.1  General provisions for post -processing  
All p ost-processing steps defined in point s 4.3.2 to 4.3.6 shall be performed for the 
datasets measured for the two different voltage levels in accordance with point  4.1.3 
separately.  
 
4.3.2  Maximum and minimum torque limits  
The data for maximum and minimum tor que limits determined in accordance with point  
4.2.2.4 shall be extended by means of linear extrapolation (using the two closest points) 
to zero rotational speed and to the maximum operating speed of the UUT as declared by 
the component manufacturer in cas e the recorded measurement data does not cover these 
ranges.  
 
4.3.3  Drag curve   
EN 227  EN The data for the drag curve determined in accordance with point  4.2.3 shall be modified 
in accordance with  the following provisions:  
(1) In case the electric power supply to the inv erter (or DC/DC converter if applicable) was 
set inactive or disconnected, the respective values for electric power to the inverter (or 
DC/DC converter if applicable) shall be set to 0.  
(2) In case the output shaft of the UUT was not connected to the load mach ine (i.e. 
dynamometer), the respective torque values shall be set to 0.  
(3) The data modified in accordance with points (1) and (2) above shall be extended by 
means of linear extrapolation to the maximum operating speed of the UUT as declared 
by the component manufacturer in case the recorded measurement data does not cover 
these ranges.  
(4) The values for electric power to the inverter (or DC/DC converter if applicable) and the 
torque of the load machine (i.e. dynamometer) applied to the output shaft(s) of the UUT  
at 0 rpm rotational speed shall be set to 0 and added to the data modified in accordance 
with points (1) to (3) above.  
(5) The values of electric power to the inverter (or DC/DC converter if applicable) modified 
in accordance with points (1) to (4) above shal l be seen as virtual mechanical loss 
power. These values of virtual mechanical loss power shall be converted to virtual drag 
torque with the respective rotational speed of the output shaft of the UUT.  
(6) At each setpoint of rotational speed of the output shaf t of the UUT that was measured, 
the value of virtual drag torque determined in accordance with point (5) above shall be 
added to the actual torque of the load machine (i.e. dynamometer) to define the total 
drag torque of the UUT as function of rotational s peed.  
 
4.3.4  EPMC  
The data for the EPMC determined in accordance with point  4.2.6.4 shall be extended in 
accordance with  the following provisions for each forward gear measured separately:  
(1) The values of all data pairs for output torque and eletric inverter  power determined 
at the lowest rotational speed setpoint shall be copied to a new entry at zero 
rotational speed.  
(2) The values of all data pairs for output torque and eletric inverter power determined 
at the highest rotational speed setpoint shall be copied  to a new entry at the highest 
rotational speed setpoint times 1.05.  
(3) If at a specific rotational speed setpoint (including the newly introduced data in 
points 1 and 2 above) a torque setpoint determined in accordance with the 
provisions of point  4.2.6.2.2 in subpoints (a) to (h) was ommited for the actual 
measurement in accordance with subpoint (i) of point  4.2.6.2.2 a new data point 
shall be calculated based on the following provisions:  
(a) Rotational speed: using the value of the omitted setpoint fo r the rotational 
speed   
EN 228  EN (b) Torque: using the value of the omitted setpoint for torque  
(c) Inverter power: calculating a new value by means of linear extrapolation 
where the slope of the least squares linear regression line determined based 
on the three actually me asured torque points located closest to the torque 
value from subpoint (b) above for the corresponding rotational speed 
setpoint shall be applied.  
(d) For positive torque values, extrapolated values of inverter power resulting in 
values lower than the measured  one at the actually measured torque point 
located closest to the torque value from subpoint (b) above shall be set to the 
inverter power actually measured at the torque point located closest to the 
torque value from subpoint (b) above.  
(e) For negative torque  values, extrapolated values of inverter power resulting in 
values higher than the measured one at the actually measured torque point 
located closest to the torque value from subpoint (b) above shall be set to the 
inverter power actually measured at the to rque point located closest to the 
torque value from subpoint (b) above.  
(4) At each rotational speed setpoint (including the newly introduced data in points 1 
to 3 above) a new data point shall be calculated based on the data at the highest 
torque setpoint in accordance with  the following rules:  
(a) Rotational speed: using the same value for the rotational speed  
(b) Torque: using the value for torque multiplied by a factor of 1.05  
(c) Inverter power: calculating a new value in such a way that the efficiency 
defined as the ratio of mechanical power to inverter power stays constant  
(5) At each rotational speed setpoint (including the newly introduced data in points 1 
to 3 above) a new data point shall be calculated based on the data at the lowest 
torque setpoint in accordance wit h the following rules:  
(a) Rotational speed: using the same value for the rotational speed  
(b) Torque: using the value for torque multiplied by a factor of 1.05  
(c) Inverter power: calculating a new value in such a way that the efficiency 
defined as the ratio of inver ter power to mechanical power stays constant   
 
4.3.5  Overload characteristics  
From the data for the overload characteristics determined in accordance with point  
4.2.5.3 an efficiency figure shall be determined by dividing the average mechanical 
output power over the period of t 0_maxP  by the average electric  power to or from the 
inverter (or DC/DC converter if applicable)  over the period of t 0_maxP . 
 
4.3.6  Maximum 30 minutes continuous torque   
EN 229  EN From the data determined in accordance with point  4.2.4 .3 an efficiency figure shall be 
determined by dividing the average 30 minutes continuous power by the average electric  
power to or from the inverter (or DC/DC converter if applicable) . 
From the measurement data for the maximum 30 minutes continuous torque  determined 
in accordance with point  4.2.4.2 the following average values shall be determined from 
the time -resolved values over the 1800 seconds measurement period for each cooling 
circuit with connection to an external heat exchanger separately:  
– cooling power  
– coolant temperature at the inlet of the cooling circuit of the UUT  
The cooling power  shall be determined based on  the specific heat capacity of the 
coolant, the coolant massflow and the temperature difference over the test bed heat 
exchanger on the s ide of the UUT.  
 
4.4 Special provisions for testing of IHPCs Type 1  
IHPCs Type 1 are virtually split into two separate components for handling in the 
simulation tool, i.e. an electric machine system and a transmission. Therefore, two 
separate component data sets shall be determined by following the provisions described 
in this point . 
For component testing of IHPCs Type 1 all provisions as laid down in point s 4.1 to 4.2 
of this Annex shall apply unless stated otherwise.  
For an IHPC Type 1 the torque and speed shall be measured at the output shaft of the 
system (i.e. the outp ut side of the gearbox towards the wheels of the vehicle).  
The definition of families in accordance with Appendix 13 shall not be allowed for 
IHPCs Type 1. Therefore, omission of testruns is not allowed and all testruns described 
in point  4.2 shall be perf ormed for one specific IHPC Type 1. Notwithstanding these 
provisions, the test of the drag curve in accordance with point  4.2.3 shall be omitted for 
IHPCs Type 1.  
Generating input data for IHPCs Type 1 based on standard values shall not be allowed.  
4.4.1  Testruns to be performed for IHPCs Type 1  
4.4.1.1  Testruns to determine the total system characteristics  
This subpoint describes the details for determining the characteristics of the complete 
IHPC Type 1 including the losses of the gearbox part within the system.  
The following testruns shall be performed in accordance with the provisions defined for 
IEPC with multispeed gearbox in the respective point s. For all of these testruns, the 
input shaft for feeding propulsion torque into the system shall be either disconnected and 
rotating freely  or shall be fixed without rotating . 
Table 2a  
Overview of testruns to be performed for IHPC Type 1   
EN 230  EN Testrun  Reference to point   
Maximum and minimum torque limits  4.2.2  
Maximum 30 minutes continuous torque  4.2.4  
Overload characteristics  4.2.5  
EPMC  4.2.6  
Due to the applicability of the provisions defined for IEPC with multispeed gearbox to 
IHPCs Type 1, the EPMC shall be measured for each single forward gear in accordance 
with point  4.2.6.2.  
 
4.4.1.2  Testruns to determine  the losses of the gearbox part within the system  
This subpoint describes the details for determining the losses of the gearbox part within 
the system.  
Therefore, the system shall be tested in accordance with the provisions in point  3.3 of 
Annex VI of this  Regulation. Notwithstanding these provisions, the following provisions 
shall be applied:  
– The input shaft for feeding propulsion torque into the system shall be connected to 
and driven by a dynamometer in accordance with the provisions in point  3.3 of 
Anne x VI of this Regulation.  
– The power supply from the electric DC powersource to the inverter(s) (or DC/DC 
converter(s) if applicable) shall be disconnected. In order to allow this 
disconnection without any parts of the system being damaged, the system may be  
modified in a way that dummy magnets or dummy rotors are used in the electric 
machine(s) part for the measurement.  
– The torque range as defined in point  3.3.6.3 of Annex VI of this Regulation shall 
be extended to cover also negative torque values in such a  way that the same 
torque setpoints from the positive side are measured also with a negative algebraic 
sign.  
 
4.4.2  Post-processing of measurement data of IHPCs Type 1  
For post -processing of measurement data of IHPCs Type 1 all provisions as laid down in 
point 4.3 shall apply unless stated otherwise.  
4.4.2.1  Post-processing of data regarding total system characteristics  
All measurement data determined in accordance with point  4.4.1.1 shall be handled in 
accordance with the provisions as laid down in point s 4.3.1 to 4.3.6. The provisions of 
point  4.3.3 shall be omitted since measurement of the drag curve in accordance with 
point  4.2.3 is not performed for IHPCs Type 1. In case there are specific provisions 
defined for IEPC with multispeed gearbox in the respe ctive point s these shall be applied.  
4.4.2.2  Post-processing of data regarding losses of the gearbox part within the system   
EN 231  EN All measurement data determined in accordance with point  4.4.1.2 shall be handled in 
accordance with the provisions as laid down in  point  3.4 of Annex VI. Notwithstanding 
these provisions the following provisions shall be applied:  
– The provisions as laid down in point s 3.4.2 to 3.4.5 of Annex VI shall be applied 
analogously also for negative torque values.  
– The provisions as laid down i n point  3.4.6 of Annex VI shall be omitted.  
 
4.4.2.3  Post-processing of data to derive the specific data of the virtual electric machine system  
In order to determine the component data of the virtual electric machine system the 
following steps shall be app lied. The following post -processing steps shall be omitted 
for the two efficiency figures determined in accordance with point s 4.3.5 and 4.3.6 since 
these efficiency figures only serve for assessment of conformity of the certified CO 2 
emissions and fuel co nsumption related properties.  
(a) All speed and torque values of the measurement data handled in accordance with 
point  4.4.2.1 shall be converted from the output shaft to the input shaft of the 
IHPC Type 1 in accordance with the following equations. In case the same testrun 
was performed for several gears the conversion shall be performed for each gear 
separately.  
𝑛𝐸𝑀,𝑣𝑖𝑟𝑡 =𝑛𝑜𝑢𝑡𝑝𝑢𝑡 ∗ 𝑖𝑔𝑏𝑥 
𝑇𝐸𝑀,𝑣𝑖𝑟𝑡 =𝑇𝑜𝑢𝑡𝑝𝑢𝑡 ∗ 1
𝑖𝑔𝑏𝑥+𝑇𝑙𝑜𝑠𝑠 ,𝑔𝑏𝑥(𝑛𝐸𝑀,𝑣𝑖𝑟𝑡,𝑇𝑜𝑢𝑡𝑝𝑢𝑡 ∗ 1
𝑖𝑔𝑏𝑥,𝑔𝑒𝑎𝑟) 
 
where:  
nEM,virt  = rotational speed of the virtual electric machine system referring to 
the input shaft of the IHPC Type 1 [1/min]  
noutput = measured rotational speed at the output shaft of the IHPC Type 1 
[1/min]  
igbx = ratio of rotational speed at the input shaft over the rotational 
speed at the output shaft of the IHPC Type 1 for a specific gear 
engaged during the measurement [ -] 
TEM,virt  = torque of the virtual electric machine system referring to the input 
shaft of the IHPC Type 1 [Nm]  
Toutput = measured torque at the output shaft of the IHPC Type 1 [Nm]  
Tloss,gbx  = torque loss depending on rotational speed and torque at the input 
shaft of the IHPC Type 1 [Nm]. It shall be calculated by means of 
two-dimensional linear interpolation from the loss m aps of the 
gearbox determined in accordance with point  4.4.2.2 for the 
respective gear.   
EN 232  EN gear = specific gear engaged during the measurement [ -] 
 
(b) The electric power maps determined for each forward gear in accordance with 
point  4.4.2.1 and converted to the input shaft in accordance with subpoint (a) of 
point  4.4.2.3 shall be used as basis for the following calculations. All values of 
electric inverter power of these eletric power maps shall be converted to the 
respective maps for the virtual electric machine  system by deducting the losses of 
the gearbox part in accordance with the following equation:  
𝑃𝑒𝑙,𝑣𝑖𝑟𝑡 (𝑛𝐸𝑀,𝑣𝑖𝑟𝑡,𝑇𝐸𝑀,𝑣𝑖𝑟𝑡)=  
 𝑃𝑒𝑙,𝑚𝑒𝑎𝑠  (𝑛𝐸𝑀,𝑣𝑖𝑟𝑡,𝑇𝐸𝑀,𝑣𝑖𝑟𝑡)− 𝑇𝑙𝑜𝑠𝑠 ,𝑔𝑏𝑥(𝑛𝐸𝑀,𝑣𝑖𝑟𝑡,𝑇𝐸𝑀,𝑣𝑖𝑟𝑡,𝑔𝑒𝑎𝑟 ) ∗𝑛𝐸𝑀,𝑣𝑖𝑟𝑡
∗ 2𝜋
60 
 
where:  
Pel,virt = electric inverter power of the virtual electric machine system [W]  
nEM,virt  = rotational speed of the virtual electric machine system referring to 
the input shaft of the IHPC Type 1 determined in accordance with 
subpoint (a) of point  4.4.2.3 [1/min]  
TEM,virt  = torque of the virtual electric machine system referring to the input 
shaft of the IHPC Type 1 determined in accordance with subpoint 
(a) of point  4.4.2.3 [Nm]  
Pel,meas  = measured electric inverter power [W]  
Tloss,gbx  = torque loss depending on rotational speed and torque at the input 
shaft of the IHPC Type 1 [Nm]. It shall be  calculated by means of 
two-dimensional linear interpolation from the loss maps of the 
gearbox determined in accordance with point  4.4.2.2 for the 
respective gear.  
gear = specific gear engaged during the measurement [ -] 
 
(c) The drag torque values of the virtu al electric machine system shall be specified at 
the same rotational speed setpoints, n EM,virt , referring to the input shaft of the IHPC 
Type 1 as used for the definition of the maximum and minimum torque curve of 
the virtual electric machine system. Each single value of drag torque in Nm 
indicated at the different rotational speed setpoints shall be set to zero.  
(d) The rotational inertia of the virtual electric machine system shall be calculated by 
converting the inertia value(s) of the actual electric machin e(s) determined in 
accordance with point 8 of Appendix 8 to this Annex to the corresponding value of 
rotational inertia referring to the input shaft of the IHPC Type 1.  
  
EN 233  EN 4.4.3  Generation of input data for the simulation tool  
Since IHPCs Type 1 are virtually split into two separate components for handling in the 
simulation tool, separate component input data shall be determined for an electric 
machine system and a transmission. The certification number indicated in the input data 
shall be the same fo r both components, electric machine system and transmission.  
4.4.3.1  Input data of the virtual electric machine system  
The input data for the virtual electric machine system shall be generated in accordance 
with the definitions for the  electric machine sys tem in Appendix 15 based on the final 
data resulting from following the provisions in point  4.4.2.3.  
4.4.3.2  Input data of the virtual transmission  
The input data for the virtual transmission shall be generated in accordance with the 
definitions for the  transmission  in Table 1 to Table 3 of Appendix 12 to Annex VI of this 
Regulation based on the final data resulting from following the provisions in point  
4.4.2.2.  The value of the parameter “TransmissionType” in Table 1 shall be set to “IHPC 
Type 1”.  
 
5. Testing of battery systems or representative battery subsystems  
The battery UUT thermal conditioning device and the corresponding thermal 
conditioning loop at the test bench equipment shall be operational to satisfy the battery 
UUT thermal conditioning perfor mances , according to the vehicle application and shall 
enable the test bench equipment to perform the requested test procedure within the 
battery UUT operational limits  
 
5.1 General provisions  
Battery UUT components may be distributed in different devices within the vehicle.  
The battery UUT shall be controlled by the BCU, the test bench equipment shall follow 
the operational limits provided by the BCU via bus communication. The battery UUT 
thermal conditioning device and the corresponding thermal conditioni ng loop at the test 
bench equipment shall be operational in accordance with  the controls by the BCU, 
unless otherwise specified in the given test procedure. The BCU shall enable the test 
bench equipment to perform the requested test procedure within the ba ttery UUT 
operational limits. If necessary, the BCU program shall be adapted by the component 
manufacturer for the requested test procedure but within the operational and safety limits 
of the battery UUT.  
5.1.1  Conditions for thermal equilibration  
Thermal equilibration is reached if during a period of 1 h our the deviations between cell 
temperature as specified by the component manufacturer and temperature of all cell 
temperature measuring points are lower than ±7 K.  
5.1.2  Sign conventions   
EN 234  EN 5.1.2.1  Current  
Measured values of current shall have a positive sign for discharging and a negative sign 
for charging.  
5.1.3  Reference location for ambient temperature  
The ambient temperature shall be measured within a distance of 1 m to the battery UUT 
at a point indicate d by the component manufacturer.  
5.1.4  Thermal conditions  
Battery testing temperature, i.e. the target operating temperature of the battery UUT, 
shall be specified by the component manufacturer. The temperature of all cell 
temperature measuring points shal l be within the limits specified by the component 
manufacturer during all testruns performed.  
For battery UUT with liquid conditioning (i.e. heating or cooling), the temperature of the 
conditioning fluid shall be recorded at the battery UUT inlet and must be maintained 
within ±2 K of a value specified by the component manufacturer.  
For air cooled battery UUT, the temperature of the battery UUT at a point indicated by 
the component manufacturer shall be kept within +0/ -20 K of the maximum value 
specified by the component manufacturer.  
For all testruns performed the available cooling and/or heating power on the testbench 
shall be limited to a value declared by the component manufacturer. This value shall be 
recorded together with the testdata.  
The available co oling and/or heating power on the testbench shall be determined based 
on the following procedures  and recorded together with the actual component test data:  
(1) For liquid conditioning from the massflow of the conditioning fluid and the 
temperature difference over the heat exchanger on the side of the battery UUT.  
(2) For electric conditioning from the voltage and current. The component 
manufacturer may modify the electric connection of this conditioning unit for the 
certification of the battery UUT to enable a mea surement of the battery UUT 
characteristics without considering the electric power required for conditioning 
(e.g. if the conditioning is directly implemented and connected within the battery 
UUT). Notwithstanding these provisions, the required electric co oling and/or 
heating power externally provided to the battery UUT by a conditioning unit shall 
be recorded.  
(3) For other types of conditioning based on good engineering judgement and 
discussion with the type approval authority.  
 
5.2 Preparation cycles  
The bat tery UUT shall be conditioned by performing maximum five cycles of full 
discharging followed by full charging in order to ensure stabilization of the system’s 
performance before the actual testing starts.   
EN 235  EN Consecutive cycles of full discharging followed by full charging shall be performed at 
the component manufacturer defined operational set temperature until the 
“preconditioned” status is reached. The criterion for a “preconditioned” battery UUT is 
that the discharged capacity during two consecutive dischar ges does not change by a 
value greater than 3 per cent of the rated capacity or that at least five repetitions were 
performed.  
The voltage of the battery UUT shall not fall below the minimum voltage recommended 
by the component manufacturer at the end of t he discharge (the minimum voltage is the 
lowest voltage under discharge without irreversible damage done to the battery UUT).  
The termination criteria for the full discharging and the  full charging cycles shall be 
defined by the  component  manufacturer . 
 
5.2.1  Current levels in preparation cycles for HPBS  
Discharging shall be performed at a current of 2C, charging shall be performed in 
accordance with  the recommendations of the component manufacturer.  
 
5.2.2  Current levels in preparation cycles Preconditio ning for HEBS  
Discharging shall be performed at a current of 1/3C, charging shall be performed in 
accordance with  the recommendations of the component manufacturer.  
 
5.3 Standard cycle  
The purpose of a standard cycle (SC) is to ensure the same initial con dition for each 
dedicated test of a battery UUT , as well as the charged energy for COP purposes  in 
accordance with Appendix 12 . It shall be performed at the component manufacturer 
defined operational set temperature.  
 
5.3.1  Standard cycle for HPBS  
The SC f or HPBS shall consist of the following events in consecutive order: a standard 
discharge, a rest period, a standard charge and a second rest period.  
The standard discharge procedure shall be performed at a current of 1C down to the 
minimum SOC in accordanc e with  the specifications of the component manufacturer.  
The rest period shall start directly after the end of discharge and shall last for 30 
minutes.  
The standard charge procedure shall be performed in accordance with  the specifications 
of the component manufacturer regarding criteria for end of charge as well as applicable 
time limits for the overall charging procedure.  
The second rest period shall start directly after the end of charge and shall last for 30 
minutes.   
EN 236  EN  
5.3.2  Standard cycle for HEBS  
The SC for HEBS shall consist of the following events in consecutive order: a standard 
discharge, a rest period, a standard charge and a second rest period.  
The standard discharge procedure shall be performed at a current of 1/3C down to the 
minimum SOC in accordance with  the specifications of the component manufacturer.  
The rest period shall start directly after the end of discharge and shall last for 30 
minutes.  
The standard charge procedure shall be performed in accordance with the specifications 
of the component manufacturer regarding criteria for end of charge as well as applicable 
time limits for the overall charging procedure.  
The second rest period shall start directly after the end of charge and shall last for 30 
minut es. 
 
5.4 Testruns to be performed  
Before any testruns in accordance with this point  are performed the battery UUT shall be 
subject to the provisions in accordance with point  5.2. 
 
5.4.1  Testprocedure for rated capacity  
This test measures the rated capacity  of the battery UUT in Ah at constant current 
discharge rates.  
 
5.4.1.1  Signals to be measured  
The following signals shall be recorded during preconditioning, standard cycles 
performed and the actual testrun:  
– Charge/Discharge current at the terminals of th e battery UUT  
– Voltage across the terminals of the battery UUT  
– Temperatures of all measuring points of the battery UUT  
– Ambient temperature in the testbench  
– Heating or cooling power for battery UUT  
 
5.4.1.2  Testrun  
After the battery UUT was fully charged in accordance with  the specifications of the 
component manufacturer and thermal equilibration in accordance with point  5.1.1 was 
reached, a standard cycle in accordance with point  5.3 shall be performed.   
EN 237  EN The actual testrun shall start within a period of 3 hou rs after the end of the standard 
cycle, otherwise the standard cycle shall be repeated.  
The actual testrun shall be performed at RT and consist of a constant current discharge at 
the following discharge rates:  
– For HPBS to the component manufacturer’s rated  1 C capacity in Ah  
– For HEBS to the component manufacturer’s rated 1/3C capacity in Ah  
 
All discharge tests shall be terminated at the minimum conditions  in accordance with  the 
specifications of the component manufacturer.  
 
5.4.1.3  Interpretation of result s 
The capacity in Ah obtained from the integrated battery current over time during the 
actual testrun in accordance with point  5.4.1.2 shall be used as value for the rated 
capacity.  
 
5.4.1.4  Data to be reported  
The following data shall be reported:  
– Rated c apacity determined in accordance with point  5.4.1.3  
– Average values over the actual testrun of all signals recorded in accordance with 
point  5.4.1.1  
For the purpose of conformity of production testing, also the following values shall be 
calculated:  
– The total charged energy, E cha, from 20 to 80 per cent SOC during the  standard 
cycle performed prior to the actual testrun.  
– The total discharged energy, E dis, from 80 to 20 per cent SOC during the  actual 
testrun.  
All SOC values used shall be calculated based o n the actual measured rated capacity 
determined in accordance with point  5.4.1.3.  
The round trip efficiency η BAT shall be calculated by dividing the total discharged 
energy, E dis, by the total charged energy, E cha and reported in the information document 
in accordance with Appendix 5 . 
 
5.4.2  Testprocedure for open circuit voltage, internal resistance and current limits  
This test determines the ohmic resistance for discharge and charge conditions as well as 
the OCV of the battery UUT as a function of SOC. In  addition, the maximum current for 
discharging and charging as declared by the component manufacturer shall be verified.   
EN 238  EN  
5.4.2.1  General provisions for testing  
All SOC values used shall be calculated based on the actual measured rated capacity 
determined in accordance with point  5.4.1.3.  
Only in the case where the battery UUT reaches the discharge voltage limit during 
discharge, shall the current be reduced such that the battery UUT terminal voltage is 
maintained at the discharge voltage limit throughout the whole discharge pulse.  
Only in the case where the battery UUT reaches during charging the charge voltage 
limit, shall the current be reduced such that the battery UUT terminal voltage is 
maintained at the charge voltage limit throughout the whole regen erative charge pulse.  
If the test equipment cannot provide the current value with the requested accuracy of ±1 
per cent of the target value within 100 ms after a change in the current profile, the 
respective recorded data shall be discarded and no related values for open circuit voltage 
and internal resistance shall be calculated from this data.  
If the operational limits provided by the BCU via bus communication demand the 
current to be reduced in order to stay within the operational limits of the battery U UT 
the test bench equipment shall reduce the respective target current in accordance with  
the demands of the BCU.  
 
5.4.2.2  Signals to be measured  
The following signals shall be recorded during preconditioning and the actual testrun:  
– Discharge current at th e terminals of the battery UUT  
– Voltage across the terminals of the battery UUT  
– Temperatures of all measuring points of the battery UUT  
– Ambient temperature in the testbench  
– Heating or cooling power for battery UUT  
 
5.4.2.3  Testrun  
5.4.2.3.1  Preconditioning  
After the battery UUT was fully charged in accordance with  the specifications of the 
component manufacturer and thermal equilibration in accordance with point  5.1.1 was 
reached, a standard cycle in accordance with point  5.3 shall be performed.  
Within a per iod of 1 to 3 hours after the end of the standard cycle, the actual testrun shall 
be started. Otherwise, the procedure in the preceding paragraph shall be repeated.  
 
5.4.2.3.2  Test procedure   
EN 239  EN For HPBS, the test shall be performed at five different SOC level s: 80, 65, 50, 35 and 20 
per cent.  
For HEBS, the test shall be performed at five different SOC levels: 90, 70, 50, 35 and 20 
per cent.  
At the last step at 20 per cent SOC the component manufacturer may reduce the 
maximum discharge current of the battery UU T in order for the SOC to stay above  the 
minimum SOC , in accordance with the specifications of the component manufacturer 
and avoid a deep discharge.  
Before the beginning of the actual testruns at each SOC level, the battery UUT shall be 
preconditioned in accordance with point  5.4.2.3.1.  
In order to reach the required SOC levels for testing from the initial condition of the 
battery UUT, it shall be disc harged at a constant current rate of 1C for HPBS and of 
1/3C for HEBS followed by a rest period of 30 minutes before the next measurement 
starts.  
The component manufacturer shall prior to the test declare the maximum charge and 
discharge current at each di fferent SOC level  that can be applied throughout the length 
of the respective time increment of the current pulse defined in accordance with Table 3  
Current profile for HPBS  
for HPBS and Table 4  
Current profile for HEBS  
for HEBS . 
The actual testrun shall be performed at RT and shall consist of the current profile in 
accordance with  Table 3  
Current profile for HPBS  
 for HPBS and in accordance with  Table 4  
Current profile for HEBS  
 for HEBS.  
 
Table 3  
Current profile for HPBS  
Time increment [s]  Time cumulative [s]  Target current  
0 0 0 
20 20 Idischg_max /33 
40 60 0  
EN 240  EN 20 80 Ichg_max /33 
40 120 0 
20 140 Idischg_max /32 
40 180 0 
20 200 Ichg_max /32 
40 240 0 
20 260 Idischg_max /3 
40 300 0 
20 320 Ichg_max /3 
40 360 0 
20 380 Idischg_max  
40 420 0 
20 440 Ichg_max  
40 480 0 
 
Table 4  
Current profile for HEBS  
Time increment [s]  Time cumulative [s]  Target current  
0 0 0 
120 120 Idischg_max /33 
40 160 0 
120 280 Ichg_max /33 
40 320 0 
120 440 Idischg_max /32  
EN 241  EN 40 480 0 
120 600 Ichg_max /32 
40 640 0 
120 760 Idischg_max /3 
40 800 0 
120 920 Ichg_max /3 
40 960 0 
120 1080  Idischg_max  
40 1120  0 
120 1240  Ichg_max  
40 1280  0 
 
Where  
Idischg_max  is the absolute value of the maximum discharge current specified by the  
  component manufacturer at the specific SOC level  that can be applied  
  throughout the length of the respective time increment of the current pulse  
Ichg_max  is the absolute value of the maximum charge current specified by the  
  component manufacturer at the specific SOC level  that can be applied  
  throughout the length of the respective time increment of the current pulse  
 
The voltage at time zero of the testrun before the first change in target current occurs, 
i.e. V 0, shall be measured as average value over 100 ms.  
 
For HPBS the following voltages and currents shall be measured:  
(1) For each different discharging and charging current pulse level specified in Table 
3, the voltage under zero current as average value over the last second before the 
change in target current occurs, i.e. Vd start for discharging and Vc start for charging, 
shall be measured.   
(2) For each different discharging current pulse level specified in  Table 3 , the voltage 
 at 2, 10 and 20 seconds after the change in target current occurs (Vd 2, Vd 10, Vd 20) 
 and the corresponding current (Id 2, Id 10, and Id 20) shall be measured as average 
 value over 100ms.   
EN 242  EN (3) For each different charging current pulse level spe cified in  Table 3,  the voltage at 
 2, 10 and 20 seconds after the change in target current occurs (Vc 2, Vc 10, Vc 20) 
 and the corresponding current (Ic 2, Ic 10, and Ic 20) shall be measured as average 
 value over 100 ms.  
Table 5 gives an overview of voltage and current values to be measured over time after 
the change in target current occurs for HPBS.  
 
Table 5  
Voltage measurement points for each different level of a current pulse  
(discharging and charging) for HPBS  
Time after the 
change in target 
current occ urs [s]  Discharging (D) 
or charging (C)  Voltage  Current  
2 D Vd2 Id2 
10 D Vd10 Id10 
20 D Vd20 Id20 
2 C Vc2 Ic2 
10 C Vc10 Ic10 
20 C Vc20 Ic20 
 
For HEBS the following voltages and currents shall be measured:  
(1) For each different discharging and charging current pulse level specified in table 4 
 the voltage under zero current as average value over the last second before the 
 change in target current occurs, i.e. Vd start for discharging and Vc start for charging, 
 shall be measured. Table  4 
Current profile for HEBS  
(2) For each different discharging current pulse level specified in  table 4 , the voltage 
 at 2, 10 20 and 120 seconds after the change in target current occurs (Vd 2, Vd 10, 
 Vd20 and Vd 120) and the corresponding current (Id 2, Id 10, Id 20 and Id 120) shall be 
 measured as average value over 100ms.  
(3) For each different charging current pulse level specified in  table 4 , the voltage at 
 2, 10, 20 and 120 seconds after the change in target  current occurs (Vc 2, Vc 10, 
 Vc20 and Vc 120) and the corresponding current (Ic 2, Ic 10, Ic 20 and Ic 120) shall be 
 measured as average value over 100 ms.   
EN 243  EN  
Table 6 gives an overview of voltage and current values to be measured over the time 
after the change i n target current occurs for HEBS.  
 
Table 6  
Voltage measurement points for each different level of a current pulse  
(discharging and charging) for HEBS  
Time after the 
change in target 
current occurs [s]  Discharging (D) 
or charging (C)  Voltage  Current  
2 D Vd2 Id2 
10 D Vd10 Id10 
20 D Vd20 Id20 
120 D Vd120 Id120 
2 C Vc2 Ic2 
10 C Vc10 Ic10 
20 C Vc20 Ic20 
120 C Vc120 Ic120 
 
5.4.2.4  Interpretation of results  
The following calculations shall be performed separately for each level of SOC 
measured in accordance with point  5.4.2.3.  
 
5.4.2.4.1 Calculations for HPBS  
(1) For each different discharging current pulse level specified in Table 3  
Current profile for HPBS  
(2) , the values  for internal resistance shall be calculated from the values of voltage 
and current  measured in accordance with point  5.4.2.3 in accordance with  the 
following  equations:  
– RId2 = (Vd start - Vd2) / Id 2 
– RId10 = (Vd start – Vd10) / Id 10  
EN 244  EN – RId20 = (Vd start – Vd20) / Id 20 
(3) The internal resistances for discharging R Id2_avg, R Id10_avg, R Id20_avg shall be 
 calculated as average over all different current pulse levels specifie d in Table 3  
 from the individual values calculated under point 1 . 
(4) For each different charging current pulse level specified in  Table 3 , the values for 
internal resistance shall be calculated from the values of voltage and current 
measured in accordance w ith point  5.4.2.3 in accordance with  the following 
equations:  
– RIc2 = (Vc start - Vc2) / Ic 2 
– RIc10 = (Vc start – Vc10) / Ic 10 
– RIc20 = (Vc start – Vc20) / Ic 20 
(5) The internal resistances for charging R Ic2_avg, R Ic10_avg, R Ic20_avg shall be 
 calculated as average over all different current pulse levels specified in  Table 3 
from the individual values calculated under point 3 . 
(6) The overall internal resistances R I2, R I10 and R I20 shall be calculated as average 
over the respective values for discharging and charging cal culated under points 2 
and 4.  
(7) The open circuit voltage shall be the value of V 0 measured in accordance with 
point  5.4.2.3 for the respective SOC level.  
(8) The limits for maximum discharging current shall be calculated as average value 
over 20 seconds at the t arget current I dischg_max  for each level of SOC measured in 
accordance with point  5.4.2.3.  
(9) The limits for maximum charging current shall be calculated as average value over 
20 seconds at the target current I chg_max  for each level of SOC measured in 
accorda nce with point  5.4.2.3. Absolute values of the results shall be reported as 
final values.  
 
5.4.2.4.2  Calculations for HEBS  
(1) For each different discharging current pulse level specified in Table  4 
Current profile for HEBS  
(2) ble 4 , the values  for internal resistance shall be calculated from the values of 
voltage and current  measured in accordance with point  5.4.2.3 in accordance 
with the following  equations:  
– RId2 = (Vd start - Vd2) / Id 2 
– RId10 = (Vd start – Vd10) / Id 10 
– RId20 = (Vd start – Vd20) / Id 20 
– RId120 = (Vd start – Vd120) / Id 120  
EN 245  EN (3) The internal resistances for discharging R Id2_avg, R Id10_avg, R Id20_avg and 
 RId120_avg shall be calculated as average over all dif ferent current pulse levels 
 specified in  Table 4  from the individual values calculated under point 1.  
(4) For each different charging current pulse level specified in  Table 4, the values for 
 internal resistance shall be calculated from the values of voltage and current 
 measured in accordance with point  5.4.2.3 in accordance with  the following 
 equations:  
– RIc2 = (Vc start - Vc2) / Ic 2 
– RIc10 = (Vc start – Vc10) / Ic 10 
– RIc20 = (Vc start – Vc20) / Ic20 
– RIc120 = (Vc start – Vc120) / Ic 120 
(5) The internal resistances for charging R Ic2_avg, R Ic10_avg, R Ic20_avg and 
 RIc120_avg shall be calculated as average over all different current pulse levels 
 specified in  Table 4  from the individual values calculated u nder point 3.  
(5) The overall internal resistances R I2, R I10, R I20 and R I120 shall be calculated as 
average over the respective values for discharging and charging calculated under 
points 2 and 4.  
(6) The open circuit voltage shall be the value of V 0 measured in accordance with 
point  5.4.2.3 for the respective SOC level.  
(7) The limits for maximum discharging current shall be calculated as average value 
over 120 seconds at the target current I dischg_max  for each level of SOC measured in 
accordance with point 5.4.2.3.  
(8) The limits for maximum charging current shall be calculated as average value over 
120 seconds at the target current I chg_max  for each level of SOC measured in 
accordance with point  5.4.2.3. Absolute values of the results shall be reported as 
final values.  
 
5.5. Post-processing of measurement data of the battery UUT  
The values of OCV dependent on SOC shall be defined based on the values determined 
for the different SOC levels in accordance with point 6 of point  5.4.2.4.1 for HPBS and 
5.4.2.4.2 f or HEBS.  
The different values of internal resistances dependent on SOC shall be defined based on 
the values determined for the different SOC levels in accordance with point  5.4.2.4.1 (5) 
for HPBS and 5.4.2.4.2 for HEBS.  
The limits for maximum discharging cu rrent and maximum charging current shall be 
defined based on the values as declared by the component manufacturer prior to the test. 
If a specific value for the maximum discharging current or maximum charging current 
determined in accordance with point 5.4.2.4.1 (7) and (8)  for HPBS and 5.4.2.4.2 for 
HEBS deviates by more than ±2 percent from the value declared by the component  
EN 246  EN manufacturer prior to the test, the respective value determined in accordance with points  
5.4.2.4.1 (7) and (8)  for HPBS and 5.4.2.4. 2 for HEBS shall be reported.  
 
6. Testing of capacitor systems or representative capacitor subsystems  
 
6.1 General provisions  
Capacitor system components of the capacitor UUT may also be distributed in different 
devices within the vehicle.  
The characteristics for a capacitor are hardly dependent on its state of charge or current, 
respectively. Therefore only a single testrun is prescribed for the calculation of the 
model input parameters.  
6.1.1  Sign convention for current  
Measured values of curr ent shall have a positive sign for discharging and a negative sign 
for charging.  
6.1.2  Reference location for ambient temperature  
The ambient temperature shall be measured within a distance of 1 m to the capacitor 
UUT at a point indicated by the component manufacturer of the capacitor UUT.  
6.1.3  Thermal conditions  
Capacitor testing temperature, i.e. the target operating temperature of the capacitor UUT, 
shall be specified by the component manufacturer. The temperature of all capacitor cell 
temperature measu ring points shall be within the limits specified by the component 
manufacturer during all testruns performed.  
For capacitor UUT with liquid conditioning (i.e. heating or cooling), the temperature of 
the conditioning fluid shall be recorded at the capacitor  UUT inlet and must be 
maintained within ±2 K of a value specified by the component manufacturer.  
For air cooled capacitor UUT, the temperature at a point indicated by the component 
manufacturer shall be kept within +0/ -20 K of the maximum value specified by the 
component manufacturer.  
For all testruns performed the available cooling and/or heating power on the testbench 
shall be limited to a value declared by the component manufacturer. This value shall be 
recorded together with the testdata.  
The available  cooling and/or heating power on the testbench shall be determined based 
on the following definitions and recorded together with the actual component test data:  
(1) For liquid conditioning from the massflow of the conditioning fluid and the 
temperature differe nce over the heat exchanger on the side of the capacitor UUT.  
(2) For electric conditioning from the voltage and current. The component 
manufacturer may modify the electric connection of this conditioning unit for the  
EN 247  EN certification of the capacitor UUT to enab le a measurement of the capacitor UUT 
characteristics without considering the electric power required for conditioning 
(e.g. if the conditioning is directly implemented and connected within the 
capacitor UUT). Notwithstanding these provisions, the required  electric cooling 
and/or heating power externally provided to the capacitor UUT by a conditioning 
unit shall be recorded.  
(3) For other types of conditioning based on good engineering judgement and 
discussion with the type approval authority.  
 
6.2 Test conditi ons 
(a)  The capacitor UUT  shall be placed in a temperature 
controlled test cell. The ambient temperature shall be 
conditioned at 25 ±10 °C;  
(b)  The voltage shall be measured at the terminals of the 
capacitor UUT . 
(c)  The thermal conditioning system of the capacitor UUT  and 
the corresponding thermal conditioning loop at the test bench 
equipment shall be fully operational in accordance with  the 
respective controls.  
(d) The control unit shall enable the test bench equipment to 
perform the request ed test procedure within the capacitor 
UUT  operational limits. If necessary, the control unit program 
shall be adapted by the capacitor UUT  component 
manufacturer for the requested test procedure.  
 
6.3 Capacitor UUT  characteristics test  
(a)  After fully ch arging and then fully discharging the capacitor 
UUT  to its lowest operating voltage in accordance with the 
charging method specified by the component manufacturer, it 
shall be soaked for at least 2 hours, but no more than 6 hours.  
(b)  The capacitor UUT  temperature at the start of the test shall be 
25 ± 2 ºC. However, 45 ± 2 ºC may be selected by reporting 
to the type approval or certification authority that this 
temperature level is more representative for the conditions of 
the typical application.  
(c)  After the soak time, a complete charge and discharge cycle in 
accordance with  Figure 2 with a constant current I test shall be 
performed. I test shall be the maximum allowed continuous 
current for the capacitor UUT  as specified by the component 
manufacturer.   
EN 248  EN (d)  After a waiting period of at least 30 seconds (t 0 to t 1), the 
capacitor UUT  shall be charged with a constant current I test 
until the maximum operating voltage Vmax is reached. Then, 
the charging shall be stopped and the capacitor UUT  shall be 
soaked f or 30 seconds (t 2 to t 3) so that the voltage can settle to 
its final value Vb before the discharging is started. After that 
the capacitor UUT  shall be discharged with a constant current 
Itest until the lowest operating voltage Vmin is reached. 
Afterwards ( from t 4 onwards) there shall be another waiting 
period of at least 30 seconds for the voltage to settle to its 
final value V c. 
(e)  The current and voltage over time, respectively I meas and 
Vmeas, shall be recorded at a sampling frequency of at least 10 
Hz.  
(f)  The following characteristic values shall be determined from 
the measurement (illustrated in Figure 2):  
 Va is the no -load voltage right before start of the charge pulse  
 Vb is the no -load voltage right before start of the discharge 
pulse  
 Vc is the no-load voltage after the end of the discharge pulse  
 ∆V(t1), ∆V(t3) are the voltage changes directly after applying 
the constant charging or discharging current Itest at the time of 
t1 and t3, respectively. These voltage changes shall be 
determined by applying a linear approximation to the voltage 
characteristics as defined in detail A of Figure 2 by usage of 
the least squares method. Data sampling for the straight line 
approximation shall start once the change in the gradient 
calculated from two adjace nt data points is smaller than 0.5 
per cent when running in the direction of increasing time 
signal.  
 
Figure 2  
Example of voltage curve for the capacitor UUT  measurement   
EN 249  EN  
∆V(t1) is the absolute difference of voltages between Va and the intercept value of the 
straight -line approximation at the time of t1. 
 ∆V(t3) is the absolute difference of voltages between Vb and the intercept value of the 
straight -line approximation at the time of t3. 
 ∆V(t2) is the absolute difference of voltages between Vmax and Vb. 
∆V(t4) is the absolute difference of voltages between Vmin and Vc. 
 
6.4. Post-processing of measurement data of the capacitor UUT   
 
6.4.1  Calculation of internal resistance and capacitance  
The m easurement data obtained in accordance with point  6.3 shall be used to calculate 
the internal resistance (R) and capacitance (C) values in accordance with  the following 
equations:  
(a)  The capacitance for charging and discharging shall be calculated as follows:  
For charging:  
 
For discharging:  
  
(b)  The maximum current for charging and discharging shall be calculated as follows:  
 
EN 250  EN For charging:  
𝐼𝑚𝑎𝑥 ,𝑐ℎ𝑎𝑟𝑔𝑖𝑛𝑔 =∑𝐼𝑚𝑒𝑎𝑠 Δ𝑡𝑡2
𝑡1
𝑡2−𝑡1 
For discharging:  
𝐼𝑚𝑎𝑥 ,𝑑𝑖𝑠𝑐 ℎ𝑎𝑟𝑔𝑖𝑛𝑔 =∑ 𝐼𝑚𝑒𝑎𝑠 Δ𝑡𝑡4
𝑡3
𝑡4−𝑡3  
 (c)  The internal resistance for charging and discharging shall be calculated as follows:  
For charging:  
𝑅𝑐ℎ𝑎𝑟𝑔𝑒 =∆𝑉(𝑡1)+∆𝑉(𝑡2)
2 𝐼𝑚𝑎𝑥 ,𝑐ℎ𝑎𝑟𝑔𝑖𝑛𝑔 
For discharging:  
𝑅𝑑𝑖𝑠𝑐 ℎ𝑎𝑟𝑔𝑒 =∆𝑉(𝑡3)+∆𝑉(𝑡4)
2 𝐼𝑚𝑎𝑥 ,𝑑𝑖𝑠𝑐 ℎ𝑎𝑟𝑔𝑖𝑛𝑔  
(d)  For the model, only a single capacitance and resistance are needed and these shall 
be calculated as follows:  
Capacitance C:  
  
Resistance R:  
  
(e)  The maximum voltage shall be defined as the recorded value of V b and the 
minimum voltage  shall be defined as the recorded value of V c as defined in 
accordance with subpoint (f) of point  6.3. 
 
  
 
EN 251  EN Appendix 1  
 
MODEL OF A CERTIFICATE OF A COMPONENT, SEPARATE TECHNICAL UNIT 
OR SYSTEM  
 
Maximum format: A4 (210 x 297 mm)  
CERTIFICATE ON CO 2 EMISSIONS AND FUEL CONSUMPTION RELATED 
PROPERTIES OF AN ELECTRIC MACHINE SYSTEM / IEPC / IHPC Type 1 / 
BATTERY SYSTEM/ CAPACITOR SYSTEM  
 
Communication concerning:  
– granting (1) 
– extension(1) 
– refusal(1) 
– withdrawal(1) 
of a certificate on  CO 2 emission and fuel consumption related properties of an electric machine 
system / IEPC / IHPC Type 1 / battery system / capacitor system in accordance with Commission 
Regulation (EU) 2017/2400 . 
Commission Regulation (EU) 2017/2400  as last amended by …… ………..  
Certification number:  
Hash:  
Reason for extension:  Administration stamp   
EN 252  EN SECTION I  
0.1. Make (trade name of manufacturer):  
0.2. Type:  
0.3. Means of identification of type  
0.3.1.  Location of the certification marking:  
0.3.2  Method of affixing certification marking:  
0.5. Name and address of manufacturer:  
0.6. Name(s) and address(es) of assembly plant(s):  
0.7. Name and address of the manufacturer's representative (if any)  
 
 
SECTION II  
1. Additional information ( where applicable): see Addendum  
2. Approval authority responsible for carrying out the tests:  
3. Date of test report:  
4. Number of test report:  
5. Remarks (if any): see Addendum  
6. Place:  
7. Date:  
8. Signature:  
 
Attachments:  
Information package. Test report.   
EN 253  EN Appendix 2  
Information Document for an electric machine system  
 
 
 
Information document no.:     Issue:  
       Date of issue:  
       Date of Amendment:  
 
 
 
 
 
pursuant to …  
 
  
Electric machine system type / family (if applicable):  
 
 
 
… 
  
EN 254  EN 0. GENERAL  
0.1. Name and address of manufacturer   
0.2. Make (trade name of manufacturer):  
0.3. Electric machine system type:   
0.4. Electric machine system family:  
0.5. Electric machine system type as separate technical unit / Electric machine system 
family as separate technical unit  
0.6. Commercial name(s) (if available):   
0.7. Means of identification of model, if marked on the Electric machine system:   
0.8. In the case of components and separate technical unit s, 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:   
 
  
EN 255  EN PART 1  
 
ESSENTIAL CHARACTERISTICS OF THE (PARENT) ELECTRIC MAC HINE 
SYSTEM AND THE ELECTRIC MACHINE SYSTEM TYPES WITHIN A ELECTRIC 
MACHINE SYSTEM FAMIL Y 
 
       |Parent EMS  |Family members  
       |or EMS type  | 
       |   |   #1  |   #2  |  #3  |  
 
1. General  
1.1. Test voltage(s):   V 
1.2. Basic motor rotation  (clockwise, counter clockwise):  
1.3. Motor output shaft maximum speed:   1/min  
1.4. (or by default) reducer/gearbox outlet shaft speed:   1/min  
1.5. Maximum power speed:   1/min  
1.6. Maximum power:   kW 
1.7. Maximum torque speed:   1/min  
1.8. Maximum torque:   Nm 
1.9. Maximum 30 minutes power:   kW 
2. Electric mac hine 
2.1. Working principle  
2.1.1.  Direct current (DC)/alternative current (AC):   
2.1.2.  Number of phases:   
2.1.3.  Excitation / separate / series / compound:   
2.1.4.  Synchron / asynchron:   
2.1.5.  Rotor coiled / with permanent magnets / with housing:   
2.1.6.  Number of poles of the motor:   
2.2. Rotation al inertia:   kgm²  
3. Power controller  
3.1. Make:   
3.2. Type:   
3.3. Working principle:   
3.4. Control principle: vectorial / open loop / closed / other (t.b.s.):   
3.5. Maximum effective current supplied to the motor:   A 
3.6. For maximum duration of:   s  
EN 256  EN 3.7. DC voltage range used (from / to):   V 
3.8. DC/DC converter is part of the electric machine system in accordance with paragraph 
4.1 of this Annex (yes/no):   
4. Cooling system  
4.1. Motor (liquid / air / other t.b.s.):   
4.2. Controller (liquid / air / other t.b.s.):   
4.3. Descri ption of the system:   
4.4. Principle drawing(s):   
4.5. Temperature boundary limits (min/max):   K 
4.6. At reference position:   
4.7. Flow rates (min/max):   ltr/min  
5. Documented values from component testing  
5.1. Efficiency figures for CoP(1):   
___________________  
(1) determined in accordance with point s 4.3.5 and 4.3.6 of this Annex  
5.2. Cooling system (declaration for each cooling circuit):  
5.2.1.  maximum coolant mass flow or volume flow or maximum inlet pressure:   
5.2.2.  maximum coolant temperatures:   
5.2.3.  maximum available cooling power:   
5.2.4.  Recorded average values for each testrun  
5.2.4.1.  coolant volume flow or mass flow:   
5.2.4.2.  coolant temperature at the inlet of the cooling circuit:   
5.2.4.3.  coolant temperature at the inlet and outlet of the test bed heat exchanger on the side of 
the EMS:   
 
 
   
EN 257  EN LIST OF ATTACHMENTS  
 
No.: Description:      Date of issue:  
1 Information on EMS test conditions  … 
2 … 
 
   
EN 258  EN Attachment 1 to Electric machine system information document  
 
Information on test conditions (if applicable)  
1.1 … 
  
EN 259  EN Appendix 3  
Information Document for an  IEPC  
 
 
 
Information document no.:     Issue:  
       Date of issue:  
       Date of Amendment:  
 
 
 
 
 
pursuant to …  
 
  
IEPC type / family (if applicable):  
 
 
 
… 
  
EN 260  EN 0. GENERAL  
0.1. Name and address of manufacturer   
0.2. Make (trade name of  manufacturer):  
0.3. IEPC type:   
0.4. IEPC family:  
0.5. IEPC type as separate technical unit / IEPC family as separate technical unit  
0.6. Commercial name(s) (if available):   
0.7. Means of identification of model, if marked on the IEPC:   
0.8. In the case of components and separate technical units, location and method of 
affixing of the EC approval mark:   
0.9. Name(s) and address(es) of assembly plant(s):   
0.10.  Name and address of the manufacturer's representative:   
 
  
EN 261  EN PART 1  
 
ESSENTIAL CHA RACTERISTICS OF THE (PARENT) IEPC AND THE  
IEPC TYPES WITHIN A IEPC FAMIL Y 
 
       |Parent IEPC  |Family members  
       |or IEPC type  | 
       |   |   #1  |   #2  |  #3  |  
 
1. General  
1.1. Test voltage(s):   V 
1.2. Basic motor rotation  (clockwise, counter clockwise) : 
1.3. Motor output shaft maximum speed:   1/min  
1.4. (or by default) reducer/gearbox outlet shaft speed:   1/min  
1.5. Maximum power speed:   1/min  
1.6. Maximum power:   kW 
1.7. Maximum torque speed:   1/min  
1.8. Maximum torque:   Nm 
1.9. Maximum 30 minutes power:   kW 
1.10. Number of electric machines:   
2. Electric machine (for each electric machine):  
2.1. Electric machine ID:   
2.2. Working principle  
2.2.1.  Direct current (DC)/alternative current (AC):   
2.2.2.  Number of phases:   
2.2.3.  Excitation / separate / series / compound:   
2.2.4.  Synchron / asynchron:   
2.2.5.  Rotor coiled / with permanent magnets / with housing:   
2.2.6.  Number of poles of the motor:   
2.3. Rotational inertia:   kgm²  
3. Power controller (for each power controller):  
3.1. Corresponding electric machine ID:   
3.2. Make:   
3.3. Type:   
3.4. Working principle:   
3.5. Control principle: vec torial / open loop / closed / other (t.b.s.):    
EN 262  EN 3.6. Maximum effective current supplied to the motor:   A 
3.7. For maximum duration of:   s 
3.8. DC voltage range used (from / to):   V 
3.9. DC/DC converter is part of the electric machine system in accordance with paragraph 
4.1 of this Annex (yes/no):   
4. Cooling system  
4.1. Motor (liquid / air / other t.b.s.):   
4.2. Controller (liquid / air / other t.b.s.):   
4.3. Description of the system:   
4.4. Principle drawing(s):   
4.5. Temperature boundary limits (min/max):   K 
4.6. At reference position:   
4.7. Flow rates (min/max):   g/min or ltr/min  
5. Gearbox  
5.1. Gear ratio, gearscheme and powerflow:   
5.2. Center distance for countershaft transmissions:   
5.3. Type of bearings at corresponding positions (if fitted):   
5.4. Type of shift elements (tooth clutches, including synchron isers or friction clutches) at 
corresponding positions (where fitted):   
5.5. Total number of forward gears:   
5.6. Number of tooth shift clutches:   
5.7. Number of synchronizers:   
5.8. Number of friction clutch plates (except for single dry clutch with 1 or 2 plates):   
5.9. Outer diameter of friction clutch plates (except for single dry clutch with 1 or 2 
plates):   
5.10. Surface roughness of the teeth (incl. drawings):   
5.11. Number of dynamic shaft seals:   
5.12. Oil flow for lubrication and cooling per transmission input shaft revolution  
5.13. Oil viscosity at 100°C (± 10%):   
5.14. System pressure for hydraulically controlled gearboxes:   
5.15. Specified oil level in reference to central axis and in accordance with the drawing 
specification (based on average value between lower and upper tolerance) in static o r 
running condition. The oil level is considered as equal if all rotating transmission parts 
(except for the oil pump and the drive thereof) are located above the specified oil 
level:   
5.16. Specified oil level (± 1mm):   
5.17. Gear ratios [ -] and maximum input torqu e [Nm], maximum input power (kW) and 
maximum input speed [rpm] (for each forward gear):    
EN 263  EN 6. Differential  
6.1. Gear ratio:   
6.2. Principle technical specifications:   
6.3. Principle drawings:   
6.4. Oil volume:   
6.5. Oil level:   
6.6. Oil specification:   
6.7. Bearing type (type, quantity, inner diameter, outer diameter, width and drawing): 
  
6.8. Seal type (main diameter, lip quantity):   
6.9. Wheel ends (drawing):   
6.9.1.  Bearing type (type, quantity, inner diameter, outer diameter, width and drawing): 
  
6.9.2.  Seal type (main diame ter, lip quantity):   
6.9.3.  Grease type:   
6.10. Number of planetary / spur gears for differential:   
6.11. Smallest width of planetary/ spur gears for differential:   
7. Documented values from component testing  
7.1. Efficiency figures for CoP(1):   
___________________  
(1) determin ed in accordance with point s 4.3.5 and 4.3.6 of this Annex  
 
7.2. Cooling system (declaration for each cooling circuit):  
7.2.1.  maximum coolant mass flow or volume flow or maximum inlet pressure:   
7.2.2.  maximum coolant temperatures:   
7.2.3.  maximum available cooling power:   
7.2.4.  Recor ded average values for each testrun  
7.2.4.1.  coolant volume flow or mass flow:   
7.2.4.2.  coolant temperature at the inlet of the cooling circuit:   
7.2.4.3.  coolant temperature at the inlet and outlet of the test bed heat exchanger on the side of 
the IEPC:   
 
 
   
EN 264  EN LIST OF ATTACHMENTS  
 
No.: Description:      Date of issue:  
1 Information on IEPC test conditions  … 
2 … 
 
   
EN 265  EN Attachment 1 to IEPC information document  
 
8. Information on test conditions (if applicable)  
8.1. Maximum tested input speed [rpm]  
8.2. Maximum tested input torque [Nm]  
  
EN 266  EN Appendix 4  
Information Document for an IHPC Type 1  
 
 
For IHPCs Type 1 the information document shall consist of the applicable parts of the 
information document for electric machine systems in accordance with Appendix 2 to this Annex 
and of the information document for transmissions in accordance with Append ix 2 to Annex VI . 
 
   
EN 267  EN Appendix 5  
Information Document for a battery system  or a representative battery subsystem  type 
 
 
 
Information document no.:     Issue:  
       Date of issue:  
       Date of Amendment:  
 
 
 
 
 
pursuant to …  
 
  
Battery system  or representative battery subsystem  type:  
 
 
 
… 
  
EN 268  EN 0. GENERAL  
0.1. Name and address of manufacturer   
0.2. Make (trade name of manufacturer):  
0.3. Battery system type:   
0.4. (reserved)  
0.5. Battery system type as separate technical unit  
0.6. Commercial name(s) (if available):   
0.7. Means of identification of model, if marked on the Battery system:   
0.8. In the case of components and separate technical units, location and method of 
affixing of the EC approval mark:   
0.9. Name(s) and address(e s) of assembly plant(s):   
0.10.  Name and address of the manufacturer's representative:   
 
  
EN 269  EN PART 1  
 
ESSENTIAL CHARACTERISTICS OF THE BATTERY SYSTEM OR THE 
REPRESENTATIVE BATTERY SUBSYSTEM TYPE  
 
Battery (sub) system type   
 
1. General  
1.1. Complete system or representative subsystem:   
1.2. HPBS / HEBS:   
1.3. Principle technical specifications:   
1.4. Cell chemistry:   
1.5. Number of cells in series:   
1.6. Number of cells in parallel:   
1.7. Representative junction box with fuses and breakers included in tested system 
(yes/no):   
1.8. Representative serial connectors included in the tested system (yes/no):   
2. Conditioning system  
2.1. Liquid / air / other t.b.s.:   
2.2. Description of the system:   
2.3. Principle drawing(s):   
2.4. Temperature boundary limits (min/max):   K 
2.5. At reference position:    
2.6. Flow rates (min/max):   ltr/min  
3. Documented values from component testing  
3.1. Round trip efficiency for CoP(1):   
___________________  
(1) determined in accordance with point s 5.4.1.4 of this Annex  
 
3.2. Maximum discharge current for CoP:   
3.3. Maximum charge current for CoP:   
3.4. Testing temperature (target operating temperature declared):   
3.5. Conditioning system (indicate for each testrun performed)  
3.5.1.  Cooling or heating required:   
3.5.2.  Maximum available cooling or heating power:   
 
   
EN 270  EN LIST OF ATTACHMENTS  
 
No.: Description:      Date of issue:  
1 Information on Battery system test conditions  … 
2 … 
 
   
EN 271  EN Attachment 1 to Battery system information document  
 
Information on test conditions (if applicable)  
1.1 … 
  
EN 272  EN Appendix 6  
Information Document for a capacitor system  or a representative capacitor  subsystem  type 
 
 
 
Information document no.:     Issue:  
       Date of issue:  
       Date of Amendment:  
 
 
 
 
 
pursuant to …  
 
  
Capacitor system or representative capacitor  subsystem  type:  
 
 
 
… 
  
EN 273  EN 0. GENERAL  
0.1. Name and address of manufacturer   
0.2. Make (trade name of manufacturer):  
0.3. Capacitor system type:   
0.4. Capacitor system family:  
0.5. Capacitor system type as separate technical unit / Capacitor system family as sep arate 
technical unit  
0.6. Commercial name(s) (if available):   
0.7. Means of identification of model, if marked on the Capacitor system:   
0.8. In the case of components and separate technical units, location and method of 
affixing of the EC approval mark:   
0.9. Name(s) and address(es) of assembly plant(s):   
0.10.  Name and address of the manufacturer's representative:   
 
  
EN 274  EN PART 1  
 
ESSENTIAL CHARACTERISTICS OF THE CAPACITOR SYSTEM OR THE 
REPRESENTATIVE CAPACITOR SUBSYSTEM TYPE   
 
Capacitor (sub) system type   
 
1. General  
1.1. Complete system or representative subsystem:   
1.2. Principle technical specifications:   
1.3. Cell technology and specification:   
1.4. Number of cells in series:   
1.5. Number of cells in parallel:   
1.6. Representative junction box with fuses and breakers included in tested system 
(yes/no):   
1.7. Representative serial connectors included in the tested system (yes/no):   
2. Conditioning system  
2.1. Liquid / air / other t.b.s.:   
2.2. Description of the system:   
2.3. Principle drawing(s):   
2.4. Temperature boundary limits (min/max):   K 
2.5. At reference position:   
2.6. Flow rates (min/max):   ltr/min  
3. Documented values from component testing  
3.1. Testing temperature (target operating temperature declared):   
3.2. Conditioning system (indicat e for each testrun performed)  
3.2.1.  Cooling or heating required:   
3.2.2.  Maximum available cooling or heating power:   
 
   
EN 275  EN LIST OF ATTACHMENTS  
 
No.: Description:      Date of issue:  
1 Information on Capacitor system test conditions  … 
2 … 
 
   
EN 276  EN Attachment 1 to Capacitor system information document  
 
Information on test conditions (if applicable)  
1.1 … 
  
EN 277  EN Appendix 7  
 
 
(reserved ) 
 
 
   
EN 278  EN Appendix 8  
Standard values for electric machine system  
 
The following steps shall be performed to generate the input data for the electric machine 
system based on standard values:  
 
– Step 1 : The provisions as defined in UN Regulation No. 85 Rev. 1 shall be applied 
for this Appendix unless stated otherwise.  
– Step 2: The maximum torque values as a function of the rotational speed shall be 
determined from the data generated in accordance with paragraph 5.3.1.4 of UN 
Regulation No. 85. The data shall be extended in accordance with point  4.3.2 of this 
Annex.  
– Step 3: The m inimum torque values as a function of the rotational speed shall be 
determined by multiplying the torque values from Step 2 above by minus one.  
– Step 4: The maximum 30 minutes continuous torque and the corresponding rotational 
speed shall be determined from  the data generated in accordance with paragraph 
5.3.2.3 of UN Regulation No. 85 as average values over the 30 minutes period.  
– Step 5: The overload characteristics shall be determined from the data generated in 
accordance with Step 2  above. The overload to rque and the corresponding rotational 
speed shall be calculated as average values over the speed range where the power is 
equal or greater than 90 per cent of the maximum power. The overload duration 
t0_maxP  shall be defined by the whole duration of the te strun performed in accordance 
with Step 2  above multiplied by a factor of 0.25.  
– Step 6: The electric power consumption map shall be determined in accordance with 
the following provisions:  
(a) A normalized power loss map shall be calculated as a function of nor malized 
speed and torque values in accordance with the following equation:  
𝑃𝑙𝑜𝑠𝑠 ,𝑛𝑜𝑟𝑚  (𝑇𝑛𝑜𝑟𝑚 ,𝑖,𝜔𝑛𝑜𝑟𝑚 ,𝑗)= ∑ 𝑘𝑚𝑛 |𝑇𝑛𝑜𝑟𝑚 ,𝑖|𝑚 |𝜔𝑛𝑜𝑟𝑚 ,𝑗|𝑛3
𝑚,𝑛=0 
where:  
Ploss,norm  = normalized loss power [ -] 
Tnorm ,i  = normalized torque for all gridpoints defined in accordance with 
  subpoint (b) (2) below  [-] 
ωnorm ,j  = normalized speed for all gridpoints defined in accordance with 
  subpoint (b) (1) below  [-] 
k = loss coefficient [ -] 
m = index regarding torque dependent losses running from 0 to 3 [ -] 
n = index regarding speed dependent losses running from 0 to 3 [ -] 
(b) The normalized speed and torque values to be used for the equation in subpoint 
(a) above defining the grid points of the normalized loss map shall be:   
EN 279  EN (1) normalized speed: 0.02, 0.20, 0.40, 0.60, 0.80, 1.00, 1.20, 1.40, 1.60, 
1.80, 2.00, 2.20, 2.40, 2.60, 2.80, 3.00, 3.20, 3.40, 3.60, 3.80, 4.00   
 
In case the highest rotational speed determined from the data generated in 
accordance with Step 2  above is located higher than a norm alized speed 
value of 4.00, additional values of normalized speed with an increment of 
0.2 shall be added  to the existing list in order to cover the required speed 
range.  
(2) normalized torque: -1.00, -0.95, -0.90, -0.85, -0.80, -0.75, -0.70, -0.65, -
0.60, -0.55, -0.50, -0.45, -0.40, -0.35, -0.30, -0.25, -0.20, -0.15, -0.10, -
0.05, -0.01, 0.01, 0.05, 0.10, 0.15, 0.20, 0.25, 0.30, 0.35, 0.40, 0.45, 0.50, 
0.55, 0.60, 0.65, 0.70, 0.75, 0.80, 0.85, 0.90, 0.95, 1.00  
(c) The loss coefficient k to be used for the equation  in subpoint (a) above shall be 
defined depending on the indices m and n in accordance with the following 
tables:  
(1) In case of an electric machine of the type PSM:  
  n 
  0 1 2 3 
m 3 0 0 0 0 
2 0.018  0.001  0.03 0 
1 0.0067  0 0 0 
0 0 0.005  0.0025  0.003  
 
(2) In case of an electric machine of all other types except PSM:  
  n 
  0 1 2 3 
m 3 0 0 0 0 
2 0.1 0.03 0.03 0 
1 0.01 0 0.001  0 
0 0.003  0 0.001  0.001  
 
(d) From the normalized power loss map determined in accordance with subpoints 
(a) to (c) above, the efficiency shall be calculated in accordance with the 
following provisions:  
(1) The grid points for the normalized speed shall be: 0.02, 0.20, 0.40, 0.60, 
0.80, 1.00, 1.20, 1.40, 1.60, 1.80, 2.00, 2.20, 2.40, 2.60, 2.80, 3.00, 3.20, 
3.40, 3.60, 3.80, 4.00   
 
In case the highest rotational speed determined from the data generated in  
EN 280  EN accordance with Step 2  above is located higher than a normalized speed 
value of 4.00, additional values of normalized speed with an increment of 
0.2 shall be added to the existing list in order to cover the required speed 
range.  
(2) The grid points for the normalized torque shall b e: -1.00, -0.95, -0.90, -
0.85, -0.80, -0.75, -0.70, -0.65, -0.60, -0.55, -0.50, -0.45, -0.40, -0.35, -
0.30, -0.25, -0.20, -0.15, -0.10, -0.05, -0.01, 0.01, 0.05, 0.10, 0.15, 0.20, 
0.25, 0.30, 0.35, 0.40, 0.45, 0.50, 0.55, 0.60, 0.65, 0.70, 0.75, 0.80, 0.85 , 
0.90, 0.95, 1.00  
(3) For each gridpoint defined in accordance with subpoints (d)(1) and (d)(2) 
above the efficiency η shall be calculated in accordance with the 
following equations:  
– In case the actual value of the grid point for the normalized torque 
is smal ler than zero:  
𝜂 (𝑇𝑛𝑜𝑟𝑚 ,𝑖,𝜔𝑛𝑜𝑟𝑚 ,𝑗)= 𝑇𝑛𝑜𝑟𝑚 ,𝑖∗ 𝜔𝑛𝑜𝑟𝑚 ,𝑗+ 𝑃𝑙𝑜𝑠𝑠 ,𝑛𝑜𝑟𝑚  (𝑇𝑛𝑜𝑟𝑚 ,𝑖,𝜔𝑛𝑜𝑟𝑚 ,𝑗)
𝑇𝑛𝑜𝑟𝑚 ,𝑖∗ 𝜔𝑛𝑜𝑟𝑚 ,𝑗∗0.96  
In case the resulting value for η is smaller than zero it shall be set 
to zero.  
 
– In case the actu al value of the grid point for the normalized torque 
is larger than zero:  
𝜂 (𝑇𝑛𝑜𝑟𝑚 ,𝑖,𝜔𝑛𝑜𝑟𝑚 ,𝑗)= 𝑇𝑛𝑜𝑟𝑚 ,𝑖∗ 𝜔𝑛𝑜𝑟𝑚 ,𝑗
𝑇𝑛𝑜𝑟𝑚 ,𝑖∗ 𝜔𝑛𝑜𝑟𝑚 ,𝑗+ 𝑃𝑙𝑜𝑠𝑠 ,𝑛𝑜𝑟𝑚  (𝑇𝑛𝑜𝑟𝑚 ,𝑖,𝜔𝑛𝑜𝑟𝑚 ,𝑗)∗0.96 
where:  
η = efficiency [ -] 
Tnorm,i = nor malized torque for all gridpoints defined in 
 accordance with subpoint (d)(2) above [ -] 
ωnorm,j = normalized speed for all gridpoints defined in 
 accordance with subpoint (d)(1) above [ -] 
Ploss,norm  = normalized loss power determined in accordance 
 with subpoints (a) to (c) above [ -] 
(e) From the efficiency map determined in accordance with subpoint (d) above, the 
actual power loss map of the electric machine system shall be calculated in 
accordance with the following provisions:  
(1) For each gridpoint of normalized speed defined in accordance with 
subpoint (d) (1) above the actual speed values n j shall be calculated 
in accordance with the following equation:  
𝑛𝑗= 𝜔𝑛𝑜𝑟𝑚 ,𝑗∗ 𝑛𝑟𝑎𝑡𝑒𝑑  
where:  
nj = actual speed [1/min]  
ωnorm,j = normalized speed for al l gridpoints defined in accordance 
 with subpoint (d) (1) above [ -]  
EN 281  EN nrated = rated speed of the electric machine system determined from 
 the data generated in accordance with with point (d)(2) 
 above [1/min]  
(2) For each gridpoint of normalized torque defined i n accordance with 
subpoint (d) (2) above the actual torque values T i shall be calculated 
in accordance with the following equation:  
𝑇𝑖= 𝑇𝑛𝑜𝑟𝑚 ,𝑖∗ 𝑇𝑚𝑎𝑥 
where:  
Ti = actual torque [Nm]  
Tnorm,i = normalized torque for all gridpoints defined in accordance 
with subpoint (d) (2) above [ -] 
Tmax = overall maximum torque of the electric machine system 
determined from the data generated in accordance with point 
(d)(2) above [Nm]  
(3) For each gridpoint defined in accordance with subpoints (e)(1) and 
(e)(2) above the actual power loss shall be calculated in accordance 
with the following equation:  
𝑃𝑙𝑜𝑠𝑠 (𝑇𝑖,𝑛𝑗)=(1− 𝜂(𝑇𝑖
𝑇𝑚𝑎𝑥,𝑛𝑗
𝑛𝑟𝑎𝑡𝑒𝑑) )∗ |𝑇𝑖|∗𝑛𝑗∗ 2𝜋
60 
where:  
Ploss = actual loss power [W]  
Ti = actual torque [Nm]  
nj = actual speed [1/min]  
η = efficiency dependent on normalized speed and torque 
determined in accordance with subpoint (d) above [ -] 
Tmax = overall maximum torque of the electric machine system 
determined from the data generated in accordance with with 
point (e)(2) above [Nm]  
nrated = rated speed of the electric machine system determined from 
the data generated in accordance with with point (e)(2) above 
[1/min]  
 
(4) For each gridpoint defined in accordance with subpoints (e)(1) and 
(e)(2) above the actual electric inverter power shall be calculated in 
accordance with the following equation:  
𝑃𝑒𝑙 (𝑇𝑖,𝑛𝑗)= 𝑃𝑙𝑜𝑠𝑠 (𝑇𝑖,𝑛𝑗) + 𝑇𝑖 ∗𝑛𝑗∗ 2𝜋
60 
where:  
Pel = actual electric inverter power [W]  
Ploss = actual loss power [W]   
EN 282  EN Ti = actual torque [Nm]  
nj = actual speed [1/min]  
 
(f) The data of th e actual electric power map determined in accordance with 
subpoint (e) above shall be extended in accordance with subpoints (1), (2), (4) 
and (5) of point  4.3.4 of this Annex.  
 
– Step 7: The drag curve shall be calculated based on the actual power loss map 
determined in accordance with subpoint (e) above in accordance with  the following 
provisions:  
(a) From the power loss values for the two gridpoints defined by the normalized 
torque  𝑇𝑖
𝑇𝑚𝑎𝑥=0.01, and values of 1.00 and 4.00 f or normalized speed 𝑛𝑗
𝑛𝑟𝑎𝑡𝑒𝑑, 
the drag torque depending on actual speed and torque shall be calculated in 
accordance with the following equation:  
𝑇𝑑𝑟𝑎𝑔  (𝑇𝑖 |𝑇𝑖
𝑇𝑚𝑎𝑥=0.01,𝑛𝑗|𝑛𝑗
𝑛𝑟𝑎𝑡𝑒𝑑={1.00; 4.00})
=− 𝑃𝑙𝑜𝑠𝑠 (𝑇𝑖 |𝑇𝑖
𝑇𝑚𝑎𝑥=0.01,𝑛𝑗|𝑛𝑗
𝑛𝑟𝑎𝑡𝑒𝑑={1.00; 4.00})∗ 60
2𝜋∗ 𝑛𝑗 
where:  
Tdrag = actual drag torque [Nm]  
Ti = actual torque [Nm]  
Tmax = overall maximum torque of the electric machine system determined 
from the data generated in accordance with with  Step 2  above [Nm]  
nj = actual speed [1/min]  
Ploss = actual loss power [W]  
(b) From the two values of drag torque determined in accordance with subpoint (a) 
above, a third  value of drag torque at zero rotational speed shall be calculated 
by means of linear extrapolation.  
– Step 8: The rotational inertia shall be determined by one of the following options:  
(a) Option 1: Based on the actual rotational inertia defined by the geometric form 
and the density of the respective materials of the rotor of the electric machine. 
Data and methods from a CAD software tool may be us ed to derive the actual 
rotational inertia of the rotor of the electric machine. The detailed method for 
determining the rotational inertia shall be agreed with the type approval 
authority.  
(b) Option 2: Based on the outer dimensions of the rotor of the electr ic machine. A 
hollow cylinder shall be defined to fit the dimensions of the rotor of the electric 
machine in a way that:   
EN 283  EN (1) The outer diameter of the cylinder matches the point of the rotor with the 
largest distance from the rotational axes of the rotor asses sed along a 
straight line orthogonal to the rotational axes of the rotor.  
(2) The inner diameter of the cylinder matches the point of the rotor with the 
smallest distance from the rotational axes of the rotor assessed along a 
straight line orthogonal to the ro tational axes of the rotor.  
(3) The length of the cylinder matches the distance between the two points 
located furthest from each other assessed along a straight line parallel to 
the rotational axes of the rotor.  
For the hollow cylinder defined in accordance w ith subpoints ( 1) to ( 3) above 
the rotational inertia shall be calculated with a material density of 7850 kg/m³.  
   
EN 284  EN  
Appendix 9  
Standard values for IEPC  
 
In order to allow using the provisions defined in this Appendix to generate input data for 
IEPC based fully or partially on standard values, the following conditions shall be fulfilled . 
– In case more than one electric machine system being part of the IEPC, all electric 
machines shall  have the exact same specifications. In case of more than one electric 
mach ine system being part of the IEPC, all electric machines shall be connected to 
the torque path of the IEPC at the same reference position (i.e. either upstream of 
gearbox or downstream of gearbox) where all electric machines shall be run at the 
same rotati onal speed at this reference position and their individual torque (power) 
shall be added by any kind of summation gearbox.  
 
(1) One of the following options shall be used to generate the input data for IEPC , based 
fully or partially on standard values:  
– Option 1: only standard values for all components part of the IEPC  
(a) The standard values for the electric machine system as part of the IEPC shall 
be determined in accordance with Appendix 8. In case of multiple electric 
machines being part of the IEPC, the standar d values in accordance with 
Appendix 8 shall be determined for a single electric machine and all figures for 
torque and power (mechanical and electrical) shall be multiplied by the total 
number of electric machines being part of the IEPC. The resulting val ues from 
this multiplication shall be used for all further steps in this Appendix.  
The value for rotational inertia  determined in accordance with Step 8 of 
Appendix 8 to this Annex shall be multiplied by the total number of electric 
machines being part of the IEPC.  
(b) In case a gearbox is included in the IEPC, the standard values for the IEPC 
shall be determined for each forward gear separately for the electric power 
consumption map and only for the gear with the gear ratio closest to 1 . For all 
other input da ta in accordance with the following steps : 
(1) The standard values for losses in the gearbox shall be determined in 
accordance with point  (2) of this Appendix.  
(2) For step number (1) above t he rotational speed and torque points 
defined at the shaft of the electri c machine system determined in 
accordance with subpoint ( a) above shall be used as rotational 
speed and torque values at the input shaft of the gearbox.  
(3) In order to generate the required input data for IEPC in accordance 
with Appendix 15 referring to the o utput shaft of the gearbox, all 
torque values referring to the output shaft of the electric machine 
determined in accordance with subpoint ( a) above shall be 
converted to the output shaft of the gearbox by the following 
equation:   
EN 285  EN Ti,GBX = (T i,EM – Ti,l,in (nj,EM, Ti,EM, gear)) * i gear 
where:  
Ti,GBX = torque at output shaft of gearbox  
Ti,EM = torque at output shaft of electric machine system  
Ti,l,in = torque loss for each shiftable forward gear related 
to the input shaft of the gearbox parts of the IEPC  
determined in accordance with step (1) above   
nj,EM = Speed at the output shaft of electric machine 
system  at which Ti,EM was measured [rpm]  
igear = gear ratio of a specific gear [ -] 
  (where gear = 1, …, highest gear number)  
(4) In order to generate the requi red input data for IEPC in accordance 
with Appendix 15 referring to the output shaft of the gearbox, all 
speed values referring to the output shaft of the electric machine 
determined in accordance with subpoint ( a) above shall be 
converted to the output sh aft of the gearbox by the following 
equation:  
nj,GBX = n j,EM / igear 
where:  
nj,EM = Speed at the output shaft of electric machine 
[rpm]  
igear = gear ratio of a specific gear [ -] 
  (where gear = 1, …, highest gear number)  
(c) In case a differential is included in the IEPC, the standard values for the 
differential shall be determined for each forward gear separately for the electric 
power consumption map and only for the for the gear with the gear ratio closest 
to 1 for all other input data in accordance with the  following steps : 
(1) The standard values for losses in the differential shall be 
determined in accordance with point  (3) of this Appendix.  
(2) The torque points defined at the output shaft of the gearbox being 
part of the IEPC determined in accordance with subpoint ( b) above 
shall be used as torque values at the input of the differential. In case 
no gearbox is included in the IEPC the torque points defined at the 
output shaft of the electric machine system determined in 
accordance with subpoint ( a) above sha ll be used as torque values 
at the input of the differential  for step nuber (1) above . 
(3) In order to generate the required input data for IEPC in accordance 
with Appendix 15 referring to the output of the differential, all 
torque values referring to the outp ut shaft of either the gearbox (in 
case a gearbox is included in the IEPC) determined in accordance 
with step number (3) of subpoint ( b) above or the electric machine 
system (in case no gearbox is included in the IEPC) determined in  
EN 286  EN accordance with subpoin t (a) above shall be converted to the output 
of the differential by the following equation:  
Ti,diff,out  = (T i,diff,in  – Ti,diff,l,in (Ti,diff,in )) * i diff 
where:  
Ti,diff,out  = torque at output of differential  
Ti,diff,in  = torque at input of differential  
Ti,diff,l,in = torque loss related to the input of the differential 
dependent on the input torque determined in 
accordance with step (1) above  
idiff = differential gear ratio [ -] 
(4) In order to generate the required input data for IEPC in accordance 
with Appendix 15 referring to the output of the differential, all 
speed values referring to the output shaft of either the gearbox (in 
case a gearbox is included in the IEPC) determined in accordance 
with step number (4) of subpoint ( b) above or the electric ma chine 
system (in case no gearbox is included in the IEPC) determined in 
accordance with subpoint ( a) above shall be converted to the output 
of the differential by the following equation:  
nj,diff,out  = n j,diff,in  / idiff 
where:  
nj,diff,in  = speed at input of differential  [rpm]  
idiff = differential gear ratio [ -] 
 
– Option 2: measurement of electric machine system as part of the IEPC and standard 
values for other components of IEPC  
(a) The measured component data for the electric machine system as part of the 
IEPC  shall be determined in accordance with point  4 of this Annex. In case of 
multiple electric machines being part of the IEPC, the component data shall be 
determined for a single electric machine and all figures for torque and power 
(mechanical and electrica l) shall be multiplied by the total number of electric 
machines being part of the IEPC. The resulting values from this multiplication 
shall be used for all further steps in this Appendix.  
  The value for rotational inertia  determined in accordance with poi nt 8 of  
  Appendix 8 to this Annex shall be multiplied by the total number of electric 
  machines being part of the IEPC.  
(b) In case a gearbox is included in the IEPC, the standard values for the IEPC 
shall be determined for each forward gear separately for the electric power 
consumption map and only for the gear with the gear ratio closest to 1 for all 
other input data in accordance with the provisions of Option 1(b ) above. In this 
context all references to subpoint ( a) shall be understood as references to 
Option 2(a)  above.   
EN 287  EN (c) In case a differential is included in the IEPC, the standard values for the 
differential shall be determined for each forward gear separately for the electric 
power consumption map and only for the gear with the gear ratio closest to 1 
for all other input data in accordance with the provisions of Option 1 (c) above. 
In these provisions all references to subpoint ( b) shall be understood as 
references Option 2(b)  above.  
 
(2) IEPC internal component gearbox  
The torque loss Tgbx,l,in for each shif table forward gear related to the input shaft of the 
gearbox parts of the IEPC shall be calculated in accordance with  the following 
provisions:  
 
(a) Tgbx,l,in  (nin, Tin, gear) = T d0 + T d1000 * nin / 1000 rpm + f T,gear * T in 
where:  
Tgbx,l,in  = Torque loss relat ed to the input shaft [Nm]  
Tdx = Drag torque at x rpm [Nm]  
nin = Speed at the input shaft [rpm]  
fT,gear = Gear dependent t orque loss coefficient [ -]; 
determined acc. to subpoints (b) -(f) below  
Tin = Torque at the input shaft [Nm]  
gear = 1, …, highest gear number [ -] 
 
(b) The values of the equation shall be determined for all transmission gears 
located downstream of the EM output shaft.  
(c) In case a differential is included in the IEPC the values of the equation shall be 
determined for all transmission gears locate d downstream of the EM output 
shaft and upstream of, but excluding the gear mesh with the differential input 
gear. The gear mesh with the differential input gear can be an external -external 
gear mesh (either spur or bevel) or a single planetary gearset.  
(d) In case of wheel hub motors the values of the equation shall be determined for 
all transmission gears located downstream of the EM output shaft and upstream 
of the wheel hub.  
(e) The value for f T shall be determined in accordance with paragraph 3.1.1 of 
Annex VI . 
(f) The value for f T shall be 0.007 for a direct gear.  
(g) The values for T d0 and T d1000 shall be 0.0075 * T max,in for gearboxes with more 
than 2 friction shift clutches.  
(h) The values for T d0 and T d1000 shall be 0.0025 * T max,in for all other gearboxes.  
(i) Tmax,in shall be the overall maximum value of all individual maximum allowed 
input torque for each forward gear of the gearbox in [Nm].   
EN 288  EN  
(3) IEPC internal component differential  
The torque loss Tdiff,l,in related to the input of the differential parts of the IEPC shall be 
calculated in accordance with  the following provisions:  
 
(a) Tdiff,l,in (Tin) = η diff * T diff,d0 / idiff + (1- ηdiff) * T in 
where:  
Tdiff,l,in = Torque loss related to the input of the differential [Nm]  
Tdiff,d0 = Drag torque [Nm]  
determined acc. to subpoints (e) -(f) below  
ηdiff = Torque dependent efficiency [ -]; 
determined acc. to subpoints (b) -(d) below  
Tin = Torque at the input of the differential [Nm]  
idiff = differential gear ratio [ -] 
 
(b) The values of the equation shall be determined for all gear meshes of the 
differential including the gear mesh with the differential input gear.  
(c) The value for η diff shall be determined in accordance with paragraph 3.1.1 of 
Annex VI, where in the respective equations η m shall be set to 0.98 in case of a 
bevel gear m esh. 
(d) The losses in the differential internal gears are shall be ignored for the 
calculations performed in accordance with subpoints (b) -(c) above.  
(e) In case of a differential that includes a bevel gear mesh at the differential 
crown gear the value for Tdiff,d0 shall be determined based on the following 
equation: Tdiff,d0 = 25 Nm + 15 Nm * i diff 
(f) In case of a differential that includes a spur gear mesh or single planetary 
gearset at the differential input gear the value for Tdiff,d0 shall be determined 
based on the following equation:  
Tdiff,d0 = 25 Nm + 5 Nm * i diff 
 
 
   
EN 289  EN Appendix 10  
Standard values for REESS  
 
 
(1) Battery system or representative battery subsystem  
The following steps shall be performed to generate the input data for the battery 
system or representative battery subsystem  based on standard values:  
(a) The battery type shall be determined based on the numerical ratio between 
maximum current in A (as indica ted in accordance with point 1.4.4. of Annex 6 
- Part 2 of UN Regulation No. 100*) and capacity in Ah (as indicated in 
accordance with point 1.4.3. of Annex 6 - Part 2 of UN Regulation No. 100). 
The battery type shall be “high -energy battery system (HEBS)”  in case this 
ratio is lower than 10 and shall be “high -power battery system (HPBS)” in case 
this ratio is  equal to or higher than 10.  
(b) The rated capacity shall be the value in Ah as indicated in accordance with 
point 1.4.3. of Annex 6 - Part 2 of UN Regulation No. 100.  
(c) The OCV as a function of SOC shall be determined based on the nominal 
voltage in V, V nom, as indicated in accordance with point 1.4.1. of Annex 6 - 
Part 2 of UN Regulation No. 100. The values of OCV for different levels of 
SOC shall be calculated in accordance with the following table:  
SOC [%]  OCV [V]  
0 0.88 * V nom 
10 0.94 * V nom 
50 1.00 * V nom 
90 1.06 * V nom 
100 1.12 * V nom 
 
___________________  
(*) Regulation No 100 of the Economic Commission for Europe of the United Nations (UNECE) — 
Uniform provisions concerning the approval of vehicles with regard to specific requirements for the 
electric powertrain (OJ L87, 31.3.2016 p.1).  
 
(d) The DCIR shall be determined in accordance with the following provisions:  
(1) For HPBS in accordance with subpoint (a) above the DCIR shall be 
calculated by dividing the specific resistance of 25 [mOhm * Ah] by the 
rated capacity in Ah as defined in accordance with subpoint (b) above.  
(2) For HEBS in accordance with subpoint (a) above the DCIR shall be 
calcul ated by dividing the specific resistance of 140 [mOhm * Ah] by the 
rated capacity in Ah as defined in accordance with subpoint (b) above.  
  
EN 290  EN (e) The values for maximum charging and maximum discharging current shall be 
determined in accordance with the following provisions:  
(1) For HPBS in accordance with subpoint (a) above the values for 
both, maximum charging and maximum discharging current, shall 
be set to the respective current in A corresponding to 10C.  
(2) For HEBS in accordance with subpoint (a) above the values for 
both, maximum charging and maximum discharging current, shall 
be set to the respective current in A corresponding to 1C.  
Absolute values for both, maximum charging and maximum discharging 
current, shall be used as final values.  
 
(2) Capacitor system or representative capacitor subsystem  
The following steps shall be performed to generate the input data for the capacitor 
system or representative capacitor subsystem  based on standard values:  
(a) The capacitance shall be the rated capacitance as indicated in the da tasheet of 
the capacitor system or representative capacitor subsystem. The actual 
capacitance  of the capacitor system or representative capacitor subsystem may 
be determined by scaling up the rated  capacitance of a single capacitor cell in 
accordance with  the arrangement (i.e. series and/or parallel) of the single cells 
in the capacitor system or representative capacitor subsystem.  
(b) The maximum voltage, V max,Cap , shall be the rated voltage as indicated in the 
datasheet of the capacitor system or representati ve capacitor subsystem. The 
actual maximum voltage  of the capacitor system or representative capacitor 
subsystem may be determined by scaling up the rated  voltage of a single 
capacitor cell in accordance with  the arrangement (i.e. series and/or parallel) of 
the single cells in the capacitor system or representative capacitor subsystem.  
(c) The minimum voltage, V min,Cap , shall be the value of V max,Cap  determined in 
accordance with subpoint (b) above multiplied by 0 .45. 
(d) The internal resistance shall be determined in accordance with the following 
equation:  
𝑅𝐼,𝐶𝑎𝑝= 𝑅𝐼,𝑟𝑒𝑓∗ 𝑉𝑚𝑎𝑥 ,𝐶𝑎𝑝− 𝑉𝑚𝑖𝑛 ,𝐶𝑎𝑝
0.55∗ 𝑉𝑟𝑒𝑓∗ 𝐶𝑟𝑒𝑓
𝐶𝐶𝑎𝑝 
where:  
RI,Cap = Internal resistance [Ohm]  
RI,ref = Reference for internal  resistance with a numeric value of 
0.015  [Ohm]  
Vmax,Cap  = Maximum voltage as defined in accordance with subpoint (b) 
above [V]  
Vmin,Cap  = Minimum voltage as defined in accordance with subpoint (c) 
above [V]  
Vref = Reference for maximum voltage with a nume ric value of 2.7  [V]  
EN 291  EN Cref = Reference for capacitance with a numeric value of 3000  [F] 
CCap = Capacitance as defined in accordance with subpoint (a) above [F]  
 
(e) The values for both, maximum charging and maximum discharging current, 
shall be calculated by multiplying the value of the capacitance in F as defined 
in accordance with subpoint (a) above by a factor of 5.0 [A/F].  Absolute values 
for both, maximum charging and maximum discharging current, shall be used 
as final values.  
 
   
EN 292  EN Appendix 11  
 
 
(reserved ) 
 
   
EN 293  EN Appendix 12  
Conformity of the certified CO 2 emissions and fuel consumption related properties  
 
1. Electric machine systems or IEPCs  
1.1 Every electric machine system or IEPC shall be so manufactured as to conform to the 
approved type with regard to the  description as given in the certificate and its 
annexes. The conformity of the certified CO 2 emissions and fuel consumption related 
properties procedures shall comply with those set out in Article 31 of Regulation 
(EU) 2018/858.  
1.2 Conformity of the cert ified CO 2 emissions and fuel consumption related properties 
shall be checked on the basis of the description in the certificates and information 
packages annexed thereto as set out in Appendices 2 to 3 to this Annex.  
1.3 Conformity of the certified CO 2 emissions and fuel consumption related properties 
shall be assessed in accordance with the specific conditions laid down in this 
paragraph.  
1.4 The component manufacturer shall test annually at least the number of units 
indicated in Table 1 based on the total  annual production number of electric machine 
systems or IEPCs produced by the component manufacturer. For the purpose of 
establishing the annual production numbers, only electric machine systems or IEPCs 
which fall under the requirements of this Regulatio n and for which no standard 
values were used shall be considered.  
1.5 For total annual production volumes up to 4,000, the choice of the family for which 
the tests shall be performed shall be agreed between the component manufacturer 
and the approval autho rity.  
1.6 For total annual production volumes above 4,000, the family with the highest 
production volume shall always be tested. The component manufacturer shall justify 
to the approval authority the number of tests which has been performed and the 
choice  of the family. The remaining families for which the tests are to be performed 
shall be agreed between the manufacturer and the approval authority.    
EN 294  EN Table 1  
Sample size conformity testing  
Total annual production 
of either EMs or IEPCs  Annual number of tests Alternatively  
0 – 1000  n.a. 1 test every 3 years*  
1001 – 2.000  n.a. 1 test every 2 years*  
2001 – 4.000  1 n.a. 
4001 – 10.000  2 n.a. 
10.001 – 20.000  3 n.a. 
20.001 – 30.000  4 n.a. 
30.001 – 40.000  5 n.a. 
40.001 – 50.000  6 n.a. 
> 50.000  7 n.a. 
* The CoP test needs to be performed in the first year  
 
1.7. For the purpose of the conformity of the certified CO 2 emissions and fuel 
consumption related properties testing the approval authority shall identify together 
with the component manufacturer the  EM or IEPC type(s) to be tested. The approval 
authority shall ensure that the selected EM or IEPC type(s) is manufactured to the 
same standards as for serial production.  
1.8 If the result of a test performed in accordance with point 1.9 is higher than the  one 
specified in point 1.9.4., 3 additional units from the same family shall be tested. If 
any of them fails, the provisions of Article 23 apply.  
 
1.9 Production conformity testing of EM or IEPC  
1.9.1  Boundaries conditions  
All boundary conditions as speci fied in this Annex for the certification testing shall 
apply unless stated otherwise in this paragraph.  
The cooling power shall be within the limits as specified in this Annex for the 
certification testing.   
EN 295  EN The measurement shall only be performed for one o f the voltage levels indicated in 
paragraph 4.1.3 of this Annex. The voltage level for testing shall be chosen by the 
component manufacturer.  
The measurement equipment specifications defined in accordance with paragraph 3.1 
of this Annex do not need to be fulfilled for CoP testing.  
1.9.2  Testrun  
Two different setpoints shall be measured. After the measurement at the first  setpoint 
is completed, the system may be cooled down in accordance with the component 
manufacturer’s recommendations by running at a part icular setpoint defined by the 
component manufacturer .  
For setpoint 1 the test of overload characteristics shall be performed in accordance 
with paragraph 4.2.5 of this Annex.  
For setpoint 2 the test of maximum 30 minutes continuous torque shall be perfor med 
in accordance with paragraph 4.2.4 of this Annex.  
1.9.3  Post-processing of results  
All values of mechanical and electrical power determined in accordance with 
paragraphs 4.2.5.3 and 4.2.4.3 shall be corrected for uncertainty deviation of CoP 
measuremen t equipment in accordance with the following provisions:  
(a) The difference in measurement equipment uncertainty in percent between 
component type approval and CoP testing in accordance with this Appendix 
shall be calculated for the measurement systems used fo r rotational speed, 
torque, current and voltage.  
(b) The difference in uncertainty in percent referred to in subpoint (a) above shall 
be calculated for both, the analyzer reading and the maximum calibration value 
defined in accordance with paragraph 3.1 of thi s Annex.  
(c) The total difference in uncertainty for electrical power shall be calculated 
based on the following equation:  
𝛥𝑢 𝑃,𝑒𝑙,𝐶𝑜𝑃= √∆𝑢𝑈,max 𝑐𝑎𝑙𝑖𝑏2+∆𝑢𝑈,𝑣𝑎𝑙𝑢𝑒2+∆𝑢𝐼,max 𝑐𝑎𝑙𝑖𝑏2+∆𝑢𝐼,𝑣𝑎𝑙𝑢𝑒2 
where:  
ΔuU,max calib  difference in uncertainty for maximum calibration value for 
voltage measurement [%]  
ΔuU,value  difference in uncertainty for analyzer reading for voltage 
measurement [%]  
ΔuI,max calib  difference in uncertainty for maximum calibration value for 
current measurement [%]   
EN 296  EN ΔuI,value difference in uncertainty for analyzer reading for current 
measurement [%]  
(d) The total difference in uncertainty for mechanical power shall be calculated 
based on the following equation:  
𝛥𝑢 𝑃,𝑚𝑒𝑐 ℎ,𝐶𝑜𝑃= √∆𝑢𝑇,max 𝑐𝑎𝑙𝑖𝑏2+∆𝑢𝑇,𝑣𝑎𝑙𝑢𝑒2+∆𝑢𝑛,max 𝑐𝑎𝑙𝑖𝑏2+∆𝑢𝑛,𝑣𝑎𝑙𝑢𝑒2 
where:  
ΔuT,max calib  difference in uncertainty for maximum calibration value for 
torque measurement [%]  
ΔuT,value  difference in uncertainty for analyzer reading for torque 
measurement [%]  
Δun,max calib  difference in unc ertainty for maximum calibration value for 
rotational speed measurement [%]  
Δun,value  difference in uncertainty for analyzer reading for rotational 
speed measurement [%]  
(e) All measured values of mechanical power shall be corrected based on the 
following equa tion: P*mech = P mech,meas  (1 – ΔuP,mech,CoP ) 
where:  
Pmech,meas  measured value of mechanical power  
ΔuP,mech,CoP  total difference in uncertainty for mechanical power in 
accordance with subpoint (d) above  
(f) All measured values of electrical power shall be corre cted based on the 
following equation: P*el = P el,meas  (1 + Δu P,el,CoP ) 
where:  
Pel,meas   measured value of electrical power  
ΔuP,el,CoP  total difference in uncertainty for electrical power in accordance 
with subpoint (c) above  
1.9.4  Evaluation of results  
From the values for each of the two different setpoints determined in accordance with 
paragraphs 1.9.2 and 1.9.3, the efficiency figures shall be determined dividing the 
corrected mechanical power P*mech by the corrected electrical power P*el.  
EN 297  EN The total efficiency during conformity of the certified CO 2 emissions and fuel 
consumption related properties testing η A,CoP shall be calculated by the arithmetic 
mean value of the two efficiency figures.  
The conformity of the certified CO 2 emissions and fuel consum ption related properties 
test is passed when the difference between η A,CoP and η A,TA is lower than 3 percent of 
the type approved efficiency η A,TA. In case of an IEPC with either a gearbox or a 
differential included, the limit for passing the CoP test is r aised to 4 percent instead of 
3. In case of an IEPC with both, a gearbox and a differential included, the limit for 
passing the CoP test is raised to 5 percent instead of 3.  
The type approved efficiency η A,TA shall be calculated by the arithmetic mean valu e of 
the two efficiency figures determined in accordance with paragraphs 4.3.5 and 4.3.6 
and documented  in the information document during component certification.  
2. IHPCs Type 1  
2.1 Every IHPC shall be so manufactured as to conform to the approved type w ith regard 
to the description as given in the certificate and its annexes. The conformity of the 
certified CO 2 emissions and fuel consumption related properties procedures shall 
comply with those set out in Article 31 of Regulation (EU) 2018/858.  
2.2 Confo rmity of the certified CO 2 emissions and fuel consumption related properties 
shall be checked on the basis of the description in the certificates and information 
packages annexed thereto as set out in Appendix 4 to this Annex.  
2.3 Conformity of the certifi ed CO 2 emissions and fuel consumption related properties 
shall be assessed in accordance with the specific conditions laid down in paragraph 1 
of this Appendix where the provisions defined for IEPC in the respective paragraphs 
shall be applied unless state d otherwise.  
2.4 Notwithstanding the provisions in paragraph 2.3 of this Appendix, the following 
provisions shall be applied:  
(a) Conformity of the certified CO 2 emissions and fuel consumption related 
properties shall be checked only for individual types of IH PC Type 1 instead of 
families since definition of families is not allowed for IHPCs Type 1 in 
accordance with paragraph 4.4 of this Annex.  
(b) The allocation of the number of tests to be performed to a individual type shall 
be agreed between the manufacturer a nd the approval authority.  
(c) All references to families in the respective paragraphs shall be interpreted as 
references to individual types.  
(d) The type approved efficiency η A,TA shall be calculated by the arithmetic mean 
value of the efficiency of the two effi ciency figures determined in accordance 
with paragraphs 4.3.5 and 4.3.6 and recorded in the information document 
during component certification. For these two efficiency figures the post -
processing steps described in paragraph 4.4.2.3 of this Annex shall n ot be 
performed.  
  
EN 298  EN 3. Battery systems or representative battery subsystems  
3.1 Every battery system or representative battery subsystem shall be so manufactured as 
to conform to the approved type with regard to the description as given in the 
certificate an d its annexes. The conformity of the certified CO 2 emissions and fuel 
consumption related properties procedures shall comply with those set out in Article 
31 of Regulation (EU) 2018/858.  
3.2 Conformity of the certified CO 2 emissions and fuel consumption re lated properties 
shall be checked on the basis of the description in the certificates and information 
packages annexed thereto as set out in Appendix 5 to this Annex.  
3.3 Conformity of the certified CO 2 emissions and fuel consumption related properties 
shall be assessed in accordance with the specific conditions laid down in this 
paragraph.  
3.4 The component manufacturer shall test annually at least the number of units 
indicated in Table 2 based on the total annual production number of battery systems 
or re presentative battery subsystems produced by the component manufacturer. For 
the purpose of establishing the annual production numbers, only battery systems or 
representative battery subsystems which fall under the requirements of this 
Regulation and for wh ich no standard values were used shall be considered.  
 
Table 2  
Sample size conformity testing  
Total annual production 
of battery systems or 
representative battery 
subsystems  Annual number of tests  Alternatively  
0 – 3000  n.a. 1 test every 3 years*  
3001 – 6.000  n.a. 1 test every 2 years*  
6001 – 12.000  1 n.a. 
12001 – 30.000  2 n.a. 
30.001 – 60.000  3 n.a. 
60.001 – 90.000  4 n.a. 
90.001 – 120.000  5 n.a. 
120.001 – 150.000  6 n.a. 
> 150.000  7 n.a. 
* The CoP test needs to be performed in the first year  
  
EN 299  EN 3.5. For the purpose of the conformity of the certified CO 2 emissions and fuel 
consumption related properties testing the approval authority shall identify together 
with the component manufacturer the type(s) of battery system or representative 
battery sub system to be tested. The approval authority shall ensure that the selected 
type(s) of battery system or representative battery subsystem is manufactured to the 
same standards as for serial production.  
3.6 If the result of a test performed in accordance wit h point 3.7 is higher than the one 
specified in point 3.7.4., 3 additional units from the same type shall be tested. If any 
of them fails, provisions of Article 23 shall apply.  
3.7 Production conformity testing of battery system or representative battery s ubsystem  
3.7.1  Boundaries conditions  
All boundary conditions as specified in this Annex for the certification testing shall 
apply.  
3.7.2  Testrun  
Two different tests shall be performed.  
For test 1 the testprocedure for rated capacity shall be performed in a ccordance with 
paragraph 5.4.1 of this Annex.  
For test 2 the following procedure shall be performed:  
(a) Test 2 shall be performed after test 1.  
(b) After the battery UUT was fully charged in accordance with  the specifications 
of the component manufacturer and the rmal equilibration in accordance with 
paragraph 5.1.1 was reached, a standard cycle in accordance with paragraph 
5.3 shall be performed.  
(c) Within a period of 1 to 3 hours after the end of the standard cycle, the actual 
testrun shall be started. Otherwise, th e procedure in the preceding subpoint (b) 
shall be repeated.  
(d) In order to reach the required SOC levels for testing as defined in subpoints (e) 
and (f) from the initial condition of the battery UUT, it shall be discharged at a 
constant current rate of 3C fo r HPBS and of 1C for HEBS.  
(e) For HPBS the actual testrun shall consist of a 20 seconds discharge at 80 
percent SOC with the maximum discharge current I dischg_max  as documented 
during component type approval and of a 20 seconds charge at 20 percent SOC 
with t he maximum charge current I chg_max  as documented during component 
type approval.  
(f) For HEBS the actual testrun shall consist of a 120 seconds discharge at 90 
percent SOC with the maximum discharge current I dischg_max  as documented 
during component type appro val and of a 120 seconds charge at 20 percent 
SOC with the maximum charge current I chg_max  as documented during 
component type approval.   
EN 300  EN (g) During the actual testrun described in subpoints (e) and (f) above, the 
discharging and charging currents shall be reco rded over the respective 
durations specified.  
3.7.3  Post-processing of results  
For HPBS the discharging current at 80 percent SOC and the charging current at 20 
percent SOC shall be averaged over the measurement period of 20 seconds.  
For HEBS the dischargi ng current at 90 percent SOC and the charging current at 20 
percent SOC shall be averaged over the measurement period of 120 seconds.  
Absolute numbers shall be used for both average values, discharging and charging 
current.  
3.7.4  Evaluation of results  
The conformity of the certified CO 2 emissions and fuel consumption related properties 
test is passed when all of the following criteria are fulfilled:  
(a) CCoP ≥ 0.95 C TA 
where:  
CCoP Rated capacity determined in accordance with paragraph 3.7.2 [Ah]  
CTA Rated capac ity determined during component type approval [Ah]  
(b) (ηBAT,CoP  - ηBAT,TA ) ≤ 3%  
where:  
ηBAT,CoP  Round trip efficiency determined in accordance with paragraph 
3.7.2 [ -] 
ηBAT,TA  Round trip efficiency determined during component type 
approval [ -] 
(c) Idischg_max,CoP  ≥ Idischg_max,TA  
where:  
Idischg_max,CoP  Maximum discharge current determined in accordance with 
paragraph 3.7.2 (at 80 percent SOC for HPBS and at 90 percent 
SOC for HEBS) [A]  
Idischg_max,TA  Maximum discharge current determined during component type 
appro val (at 80 percent SOC for HPBS and at 90 percent SOC 
for HEBS) [A]  
  
EN 301  EN (d) Ichg_max,CoP  ≥ Ichg_max,TA  
where:  
Ichg_max,CoP  Maximum charge current determined in accordance with 
paragraph 3.7.2 (at 20 percent SOC) [A]  
Ichg_max,TA  Maximum charge current determined d uring component type 
approval (at 20 percent SOC) [A]  
 
4. Capacitor systems  
4.1 Every capacitor systems shall be so manufactured as to conform to the approved type 
with regard to the description as given in the certificate and its annexes. The 
conformity of the certified CO 2 emissions and fuel consumption related properties 
procedures shall comply with those set out in Article 31 of Regulation (EU) 
2018/858.  
4.2 Conformity of the certified CO 2 emissions and fuel consumption related properties 
shall be chec ked on the basis of the description in the certificates and information 
packages annexed thereto as set out in Appendix 6 to this Annex.  
4.3 Conformity of the certified CO 2 emissions and fuel consumption related properties 
shall be assessed in accordance w ith the specific conditions laid down in this 
paragraph.  
4.4 The component manufacturer shall test annually at least the number of units 
indicated in Table 3 based on the total annual production number of capacitor 
systems produced by the component manufac turer. For the purpose of establishing 
the annual production numbers, only capacitor systems which fall under the 
requirements of this Regulation and for which no standard values were used shall be 
considered.  
 
Table 3: Sample size conformity testing  
Total  annual production 
of capacitor systems  Annual number of tests  Alternatively  
0 – 3000  n.a. 1 test every 3 years*  
3001 – 6.000  n.a. 1 test every 2 years*  
6001 – 12.000  1 n.a. 
12001 – 30.000  2 n.a. 
30.001 – 60.000  3 n.a.  
EN 302  EN 60.001 – 90.000  4 n.a. 
90.001  – 120.000  5 n.a. 
120.001 – 150.000  6 n.a. 
> 150.000  7 n.a. 
* The CoP test needs to be performed in the first year  
 
4.5. For the purpose of the conformity of the certified CO 2 emissions and fuel 
consumption related properties testing the approval authority shall identify together 
with the component manufacturer the type(s) of capacitor systems to be tested. The 
approval authority shall ensure that the selected type(s) of capaci tor systems is 
manufactured to the same standards as for serial production.  
4.6 If the result of a test performed in accordance with point 4.7 is higher than the one 
specified in point 4.7.4., 3 additional units from the same type shall be tested. If any 
of them fails, provisions of Article 23 shall apply.  
4.7 Production conformity testing of capacitor systems  
4.7.1  Boundaries conditions  
All boundary conditions as specified in this Annex for the certification testing shall 
apply.  
4.7.2  Testrun  
The testproce dure shall be performed in accordance with paragraph 6.3 of this Annex.  
4.7.3  Post-processing of results  
The post -processing of results shall be performed in accordance with paragraph 6.4 of 
this Annex.  
4.7.4  Evaluation of results  
The conformity of the cer tified CO 2 emissions and fuel consumption related properties 
test is passed when all of the following criteria are fulfilled:  
(a) (CCoP / CTA) - 1 < ±3%  
where:  
CCoP Capacitance determined in accordance with paragraph 4.7.2 [F]  
CTA Capacitance determined during  component type approval [F]  
(b) (RCoP / RTA) - 1 < ±3%  
where:   
EN 303  EN RCoP Internal resistance determined in accordance with paragraph 4.7.2 
[Ohm]  
RTA Internal resistance determined during component type approval [Ohm]  
 
   
EN 304  EN Appendix 13  
Family concept  
 
1. Electric machine systems and IEPCs  
1.1. General  
A family of e lectric machine systems or IEPCs is characterized by design and 
performance parameters. These shall be common to all members within the family. The 
component manufacturer may decide which e lectric machine systems or I EPCs  belong 
to a family, as long as the membership criteria listed in this Appendix are respected. The 
related family shall be approved by the Approval Authority. The component 
manufacturer shall provide to the Approval Authority the appropriate informatio n 
relating to the members of the family.  
1.2. Special cases  
In some cases there may be interaction between parameters. This shall be taken into 
consideration to ensure that electric machine systems or IEPCs with similar 
characteristics are included within the same family. These cases shall be identified by 
the component manufacturer and notified to the Approval Authority. It shall then be 
taken into account as a criterion for creating a new family of electric machine systems 
or IEPCs.  
In case of devices or fea tures, which are not listed in paragraph 1.4 and which have a 
strong influence on the level of performance and/or the electric power consumption, the 
respective devices or features shall be identified by the component manufacturer on the 
basis of good engi neering practice, and shall be notified to the Approval Authority. It 
shall then be taken into account as a criterion for creating a new family of electric 
machine systems or IEPCs.  
1.3. Family concept  
The family concept defines criteria and parameters enablin g the component 
manufacturer to group electric machine systems or IEPCs into families with similar or 
equal data relevant for CO2 -emissions or energy consumption.  
1.4. Special provisions regarding representativeness  
The Approval Authority may conclude that the  performance parameters and the electric 
power consumption of the family of electric machine systems or IEPCs can best be 
characterized by additional testing. In this case, the component manufacturer shall 
submit the appropriate information to determine th e electric machine system or IEPC 
within the family likely to best represent the family. The Approval Authority may based 
on this information also conclude that it is required for the component manufacturer to 
create a new family of electric machine system s or IEPCs consisting of less members in 
order to be more representative.  
If members within a family incorporate other features which may be considered to 
affect the performance parameters and/or the electric power consumption, these features 
shall also be  identified and taken into account in the selection of the parent.  
 
1.5. Parameters defining a family of electric machine systems or IEPCs   
EN 305  EN In addition to the parameters listed below, the component manufacturer may introduce 
additional criteria allowing the defi nition of families of more restricted size. These 
parameters are not necessarily parameters that have an influence on the level of 
performance and/or the electric power consumption.  
1.5.1.  The following criteria shall in principal be the same to all members withi n a family 
of electric machine systems or IEPCs:  
(a) Electric Machine: Rotor, Stator, Windings in dimensions, design, material, etc.  
(b) Inverter: Power Modules, Conductive bars in dimensions, design, material, etc.  
(c) Internal cooling system: layout, dimension and m aterial of cooling fins, ribs, 
and pins  
(d) Internal fans: layout and dimension  
(e) Inverter Software: Basic calibration which consists of temperature models 
(electric machine and inverter), derating limits, torque path (transfer of 
command torque to phase current ), flux calibration, current control, voltage 
modulation, sensor specific calibration (only allowed if sensor is changed)  
(f) Gear related parameters (only for IEPCs): in accordance with  definitions in 
Annex VI of this Regulation  
Changes to the components as m entioned at (a) through (f) are only acceptable as long 
as sound engineering rationale can be provided to prove that the respective change does 
not negatively affect the performance parameters and/or the electric power 
consumption.  
1.5.2.  The following criteria s hall be common to all members within a family of electric 
machine systems or IEPCs. The application of a specific range to the parameters 
listed below is permitted after approval of the Approval Authority.  
(a)  Output shaft interface: any changes allowed  
(b)  End shields:  
For the internal design it must be checked if passive cooling elements or air 
flow at the inner side of the end shields are affected by changes.  
For the external design screws, suspension points, flange design have no 
influence on performa nce if no passive cooling elements are removed or 
changed.  
(c)  Bearings: Changes allowed as long as number and type of bearings remain the 
same.  
(d)  Shaft: Changes allowed as long as active or passive cooling is not affected.  
(e)  High voltage connection : Changes regarding position or type of the high 
voltage connection allowed.  
(f)  Housing: Changes of the housing or number, type and position of screws or 
mounting points allowed as long as no passive cooling elements are removed 
or changed.  
(g)  Sensor: Changes allowed, if certified performance is not changed.   
EN 306  EN (h)  Inverter housing: Changes of the housing or number, type and position of 
screws or mounting points allowed as long as no passive cooling elements are 
removed or changed or the inner layout of t he electric active parts is not 
changed.  
(i)  Inverter high voltage connection: Changes regarding position or type of the 
high voltage connection allowed as long as the layout or position of the active 
parts or cooling elements (active/passive) is not chan ged. 
(j)  Inverter software: All software changes which do not change the basic 
calibration of the electric machine (definition see above) are allowed.  
Notwithstanding the previous provisions, limitations of output power are 
allowed for members within a fa mily of electric machine systems or IEPCs.  
(k)  Inverter sensor: Changes allowed, if certified performance is not changed.  
(l) Oil viscosity: for all oils that are specified for the factory fill, the kinematic 
viscosity at the same temperature shall be les s or equal to 110 per cent of the 
kinematic viscosity of the oil used for component certification as documented 
in the respective information document (within the specified tolerance band for 
KV100).  
(m) Maximum torque curve  
The torque values at each rotat ional speed of the maximum torque curve of the 
parent determined in accordance with paragraph 4.2.2.4 of this Annex shall be 
equal or higher than for all other members within the same family at the same 
rotational speed over the whole rotational speed rang e. Torque values of other 
members within the same family  within a tolerance of +20 Nm or +3 per cent, 
whatever is larger, above the maximum torque of the parent at a specific 
rotational speed are considered as equal.  
(n) Minimum torque curve  
The torque val ues at each rotational speed of the minimum torque curve of the 
parent determined in accordance with paragraph 4.2.2.4 of this Annex shall be 
equal or lower than for all other members within the same family at the same 
rotational speed over the whole rotat ional speed range.  Torque values of other 
members within the same family  within a tolerance of -20 Nm or -3 per cent, 
whatever is larger, below the minimum torque of the parent at a specific 
rotational speed  are considered as equal.  
(o) Minimum number of points in the EPMC map:  
All members within the same family shall have a minimum coverage of 60 per 
cent of the points (rounded up to the next whole number) of the EPMC map 
(i.e. in case the EPMC map of the parent is applied to other members) located 
within  the boundaries of their respective maximum and minimum torque 
curves determined in accordance with paragraph 4.2.2.4 of this Annex.  
 
1.5 Choice of the parent  
The parent of one family of electric machine systems or IEPCs shall be member with 
the highest ov erall maximum torque determined in accordance with paragraph 4.2.2 
of this Annex.   
EN 307  EN  
Appendix 14  
Markings and numbering  
 
1. Markings  
In the case of an electric powertrain component being type approved in accordance 
with this Annex, the component shall bear:  
1.1. The manufacturer’s name or trade mark   
1.2. The make and identifying type indication as recorded in the information referred to 
in paragraph 0.2 and 0.3 of Appendix es 2 to 6 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:   
EN 308  EN 1 for Germany;  
2 for France;  
3 for Italy;  
4 for the Netherlands;  
5 for Sweden;  
6 for Belgium;  
7 for Hungary;  
8 for Czech ia;  
9 for Spain;  
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   
EN 309  EN 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 -appro val 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 certifica te 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  
M Electric machine system (EMS)  
I Integrated electric powertrain component (IEPC)  
H Integrated HEV powertrain component (IHPC) Type 1  
B Battery system  
A Capacitor system  
 
1.4.1.  Example and dimensions of the certification mark  
 
The above certification mark affixed to an electric powertrain component shows that 
the type concerned has been approved in Austria (e12), pursuant to this Regulation. 
The first two digits (02) are indicating the sequence number assigned to the latest 
technical amendment to this Regulation. The following letter indicates that the 
certificate was granted for an elect ric machine system (M). The last five digits 
(00005) are those allocated by the type -approval authority to the electric machine 
system as the base certification number.  
1.5 Upon request of the applicant for a certificate and after prior agreement with the 
type-approval authority other type sizes than indicated in 1.4.1 may be used. Those 
other type sizes shall remain clearly legible.  
1.6 The markings, labels, plates or stickers must be durable for the useful life of the 
electric powertrain component and mus t be clearly legible and indelible. The 
 
EN 310  EN manufacturer shall ensure that the markings, labels, plates or sticker cannot be 
removed without destroying or defacing them.  
1.7 The certification mark shall be visible when the electric powertrain component is 
installed on the vehicle and shall be affixed to a part necessary for normal operation 
and not normally requiring replacement during component life.  
2. Numbering:  
2.1. Certification number for an electric powertrain component shall comprise the 
following:  
eX*Y YYY/ YYYY *ZZZZ/ZZZZ*X*00000*00  
section 1  section 2  section 3  Additional letter 
to section 3  section 4  section 5  
Indication of 
country 
issuing the 
certificate  HDV CO 2 
certification 
Regulation 
(2017/2400)  Latest 
amending 
Regulation 
(ZZZZ/ZZZZ)  See Table 1 of  
this appendix  Base 
certification 
number 
00000  Extension 
00 
 
 
   
EN 311  EN Appendix 15  
Input parameters for the simulation tool  
Introduction  
This Appendix describes the list of parameters to be provided by the component manufacturer 
as input to the simulation tool. The applicable XML schema as well as example data are 
available at the dedicated electronic distribution platform.  
Definitions  
(1) “Parameter ID”: Unique identifier as used in the simulation tool for a specific input 
parameter or set of input data   
(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:SS Z with italic letters denoting 
fixed characters  e.g. “2002 -05-30T09:30:10 Z” 
integer ……  value with an integral data type, no leading zeros, e.g. “1800”  
double, X ....  fractional number with exactly X digits after the decimal sign 
(“.”) and no leading zeros e.g. for “double, 2”: “2345.67”; for 
“double, 4”: “45.6780”  
(3) “Unit” …  physical unit of the parameter  
 
Set of input parameters for Electric machin e system  
 
Table 1  
Input parameters “Electric machine system/General”  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
Manufacturer  P450  token  [-]   
Model  P451  token  [-]   
CertificationNumber  P452  token  [-]   
Date  P453  dateTime  [-] Date and time when the component -
hash is created  
AppVersion  P454  token  [-] Manufacturer specific input 
regarding the tools used for 
evaluation and handling of measured 
component data  
ElectricMachineType  P455  string  [-] Determined in accordance with 
point 21 of paragraph 2 of this  
EN 312  EN Annex.  
Allowed values: “ASM”, “ESM”, 
“PSM”, “RM”  
CertificationMethod  P456  string  [-] Allowed values: “Measurement”, 
“Standard values”  
R85RatedPower  P457  integer  [W] Determined in accordance with 
point 1.9 of Annex 2 of UN 
Regulation No. 85 Rev. 1  
RotationalInertia  P458  double, 2  [kgm²]  Determined in accordance with 
point 8 of Appendix 8 to this Annex.  
ContinuousTorque  P459  double, 2  [Nm]   
TestSpeedContinuousTorque  P460  double, 2  [1/min]   
OverloadTorque  P461  double, 2  [Nm]   
TestSpeedOverloadTorque  P462  double, 2  [1/min]   
OverloadDuration  P463  double, 2  [s]  
TestVoltageOverload  P464  integer  [V] In case the parameter 
“CertificationMethod” is “Standard 
values” no input needs to be 
provided.  
DcDcConverterIncluded  P465  boolean  [-] Set to "true” in case a DC/DC 
converter is part of the electric 
machine system in accordance with 
paragraph 4.1 of this Annex  
IHPCType  P466  string  [-] Allowed values: “None”, “IHPC 
Type 1”  
 
Table 2  
Input parameters “Electric machine system/VoltageLevels” for each voltage level 
measured  
 
In case the parameter “CertificationMethod” is “Standard values”  no input needs to be 
provided.  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
VoltageLevel  P467  integer  [V]   
 
Table 3  
Input parameters “Electric machine system/MaxMinTorque” for each operating point 
and for each voltage level measured  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
OutputShaftSpeed  P468  double, 2  [1/min]    
MaxTorque  P469  double, 2  [Nm]    
MinTorque  P470  double, 2  [Nm]    
  
EN 313  EN Table 4  
Input parameters “Electric machine system/DragTorque” for each operating point  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
OutputShaftSpeed  P471  double, 2  [1/min]    
DragTorque  P472  double, 2  [Nm]    
 
Table 5  
Input parameters “Electric machine system/ElectricPowerMap” for each operating 
point and for each voltage level measured.  
In case of an IHPC Type 1 (in accordance with point 38 of paragraph 2 of this Annex) for  
each operating point, for each voltage level measured and for each forward gear.  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
OutputShaftSpeed  P473  double, 2  [1/min]    
Torque  P474  double, 2  [Nm]    
ElectricPower  P475  double, 2  [W]   
 
Table 6  
Input parameters “Electric machine system/Conditioning” for each cooling circuit with 
connection to an external heat exchanger  
 
In case the parameter “CertificationMethod” is “Standard values”  no input needs to be 
provided.  
Parameter name  Parameter  
ID Type  Unit  Description/Reference  
CoolantTempInlet  P476  integer  [°C] Determined in accordance with paragraphs 4.1.5.1 
and 4.3.6 of this Annex.  
CoolingPower  P477  integer  [W]  Determined in accordance with paragraphs 4.1.5.1 
and 4.3.6 of this Annex.  
 
 
   
EN 314  EN Set of input parameters for IEPC  
 
Table 1  
Input parameters “IEPC/General”  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
Manufacturer  P478  token  [-]   
Model  P479  token  [-]   
CertificationNumber  P480  token  [-]   
Date  P481  dateTime  [-] Date  and time when the component -
hash is created  
AppVersion  P482  token  [-] Manufacturer specific input 
regarding the tools used for 
evaluation and handling of measured 
component data  
ElectricMachineType  P483  string  [-] Determined in accordance with point 
21 of paragraph 2 of this Annex.  
Allowed values: “ASM”, “ESM”, 
“PSM”, “RM”  
CertificationMethod  P484  string  [-] Allowed values: “Measure d for 
complete component”,  
 “Measure d for EM and standard 
values for other components”, 
“Standard values for all 
components”  
R85RatedPower  P485  integer  [W] Determined in accordance with point 
1.9 of Annex 2 of UN Regulation 
No. 85 Rev. 1  
RotationalInertia  P486  double, 2  [kgm²]  Determined in  accordance with point 
8 of Appendix 8 to this Annex.  
ContinuousTorque  P487  double, 2  [Nm]   
TestSpeedContinuousTorque  P488  double, 2  [1/min]   
OverloadTorque  P489  double, 2  [Nm]   
TestSpeedOverloadTorque  P490  double, 2  [1/min]   
OverloadDuration  P491  double, 2  [s]  
TestVoltageOverload  P492  integer  [V] In case the parameter 
“CertificationMethod” is “Standard 
values for all components” no input 
needs to be provided.  
DifferentialIncluded  P493  boolean  [-] Set to "true” in case a differential is 
part of the IEPC  
DesignTypeWheelMotor  P494  boolean  [-] Set to "true” in case of an IEPC 
design type wheel motor  
NrOf DesignTypeWheelMotorMeasured  P495  integer  [-] Input only relevant in case of an 
IEPC design type wheel motor  in 
accordance with paragraph 4.1.1.2  of 
this Annex.  
Allowed values: “1”, “2”  
  
EN 315  EN Table 2  
Input parameters “IEPC/Gears” for each forward gear  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
GearNumber  P496  integer  [-]   
Ratio  P497  double, 3  [-]  Ratio of electric machine rotor speed over IEPC 
output shaft speed  
MaxOutputShaftTorque  P498  integer  [Nm]  optional  
MaxOutputShaftSpeed  P499  integer  [1/min]  optional  
 
Table 3  
Input parameters “IEPC/VoltageLevels” for each voltage level measured  
In case the parameter “ CertificationMethod ” is “Standard values for all components ” no input 
needs to be provided.  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
VoltageLevel  P500  integer  [V]   
 
Table 4  
Input parameters “IEPC/MaxMinTorque” for each operating point  and for each voltage 
level measured  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
OutputShaftSpeed  P501  double, 2  [1/min]    
MaxTorque  P502  double, 2  [Nm]    
MinTorque  P503  double, 2  [Nm]    
 
Table 5  
Input parameters “IEPC/DragTorque” for each operating point and for each forward 
gear measured (optional gear dependent measurement in accordance with paragraph 
4.2.3)  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
OutputShaftSpeed  P504  double, 2  [1/min]    
DragTorque  P505  double,  2 [Nm]    
 
Table 6  
Input parameters “IEPC/ElectricPowerMap” for each operating point, for each voltage 
level measured and for each forward gear   
EN 316  EN Parameter name  Parameter 
ID Type  Unit  Description/Reference  
OutputShaftSpeed  P506  double, 2  [1/min]    
Torque  P507  double, 2  [Nm]    
ElectricPower  P508  double, 2  [W]   
 
Table 7  
Input parameters “IEPC/Conditioning” for each cooling circuit with connection to  
an external heat exchanger  
In case the parameter “ CertificationMethod ” is “Standard values for all components ” no input 
needs to be provided.  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
CoolantTempInlet  P509  integer  [°C] Determined in accordance with paragraphs 4.1.5.1 
and 4.3.6 of this Annex.  
CoolingPower  P510  integer  [W]  Determined in accordance with paragraphs 4.1.5.1 
and 4.3.6 of this Annex.  
 
   
EN 317  EN Set of input parameters for Battery system  
Table 1  
Input parameters “Battery system/General”  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
Manufacturer  P511  token  [-]   
Model  P512  token  [-]   
CertificationNumber  P513  token  [-]   
Date  P514  dateTime  [-] Date and time when the component -hash is 
created  
AppVersion  P515  token  [-] Manufacturer specific input regarding the 
tools used for evaluation and handling of 
measured component data  
CertificationMethod  P517  string  [-] Allowed values: “Measure d”, “Standard 
values”  
BatteryType  P518  string  [-] Allowed values: “HPBS”, “HEBS”  
RatedCapacity  P519  double, 2  [Ah]   
ConnectorsSubsystemsIncluded  P520  boolean  [-] Only relevant if representative battery sub -
system is tested: Set to “true” if 
representative cable harness for connecting 
battery sub -systems was included in testing. 
Always set to “true” if complete battery 
system was tested.  
JunctionboxIncluded  P511  boolean  [-] Only  relevant if representative battery sub -
system is tested: Set to “true” if 
representative junction box with shut -off 
device and fuses was included in testing. 
Always set to “true” if complete battery 
system was tested.  
TestingTemperature  
P521  integer  [°C] Determined in accordance with paragraph 
5.1.4 of this Annex.  
In case the parameter “CertificationMethod” 
is “Standard values” no input needs to be 
provided.  
 
Table 2  
Input parameters “Battery system/OCV” for each SOC level measured  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
SOC  P522  integer  [%]   
OCV  P523  double, 2  [V]   
 
Table 3  
Input parameters “Battery system/DCIR” for each SOC level measured  
Parameter name  Parameter Type  Unit  Description/Reference   
EN 318  EN ID 
SOC  P524  integer  [%]  In case the parameter “CertificationMethod” is 
“Standard values”  the same DCIR values shall be 
provided for two different SOC values of 0% and 
100%.  
DCIR RI2 P525  double, 2 [mOhm]   In case the parameter “CertificationMethod” is 
“Standard values”  the DCIR value determined in 
accordance with subpoint (1) (d) of Appendix 10 
shall be provided.  
DCIR RI10 P526  double, 2 [mOhm]   In case the parameter “CertificationMethod” is 
“Standard values”  the DCIR value determined in 
accordance with subpoint (1) (d) of Appendix 10 
shall be provided.  
DCIR RI20 P527  double, 2 [mOhm]   In case the parameter “CertificationMethod” is 
“Standard values”  the DCIR value determined in 
accordance with subpoint (1) (d) of Appendix 10 
shall be provided.  
DCIR RI120 P528  double, 2 [mOhm]  Optional, only required for batteries of type 
HEBS.  
 In case the parameter “CertificationMethod” is 
“Standard values”  the DCIR value determined in 
accordance with subpoint (1) (d) of Appendix 10 
shall be provided.  
 
Table 4  
Input parameters “Battery system/Current limits” for each SOC level measured  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
SOC  P529  integer  [%]  In case the parameter “CertificationMethod” is 
“Standard values”  the same values for 
MaxChargingCurrent as well as 
MaxDischargingCurrent shall be provided for two 
different SOC values of 0% and 100%.  
MaxChargingCurrent  P530  double, 2  [A]   
MaxDischargingCurrent  P531  double, 2  [A]  
 
   
EN 319  EN Set of input parameters for Capacitor system  
 
Table 1  
Input parameters “ Capacitor system /General”  
Parameter name  Parameter 
ID Type  Unit  Description/Reference  
Manufacturer  P532  token  [-]   
Model  P533  token  [-]   
CertificationNumber  P534  token  [-]   
Date  P535  dateTime  [-] Date and time when the component -hash 
is created  
AppVersion  P536  
token  [-] Manufacturer specific input regarding 
the tools used for evaluation and 
handling of measured component data  
CertificationMethod  P538  string  [-] Allowed values: “Measurement”, 
“Standard values”  
Capacitance  P539  double, 2 [F]  
InternalResistance  P540  double, 2 [Ohm]   
MinVoltage  P541  double, 2  [V]  
MaxVoltage  P542  double, 2  [V]  
MaxChargingCurrent  P543  double,  2 [A]  
MaxDischargingCurrent  P544  double, 2  [A]  
TestingTemperature  P532  integer  [°C] Determined in accordance with 
paragraph 6.1.3 of this Annex.  
In case the parameter 
“CertificationMethod” is “Standard 
values” no input needs to be provided.  
’.