EN    EN 
 
 
 EUROPEAN  
COMMISSION   
Brussels, XXX   
[…](2017) XXX  draft  
ANNEXES 5 to 10  
  
ANNEXES  
to the  
Commission Regulation (EU) .../...  
implementing Regulation (EU) No 595/2009 of the European Parliament and of the 
Council as regards the determination of the CO2 emissions and fuel consumption of 
heavy -duty vehicles and amending Directive 2007/46/EC of the European Parliament 
and of the Cou ncil and Commission Regulation (EU) No 582/2011    
EN 172   EN ANNEXES  
to the  
Commission Regulation (EU) .../...  
implementing Regulation (EU) No 595/2009 of the European Parliament and of the 
Council as regards the determination of the CO2 emissions and fuel consumption of 
heavy -duty vehicles and amending Directive 2007/46/EC of the European Parliament 
and of the Council and Commission Regulation (EU) No 582/2 011 
ANNEX V  
 
VERIFYING AXLE DATA  
1. Introduction  
This annex describes the certification  provisions regarding the torque losses of 
propulsion axles for heavy duty vehicles. Alternatively to the certification  of axles 
the calculation procedure for the standard torque loss as defined in Appendix 3 to 
this Annex can be applied for the purpose of the determination of vehicle specific 
CO 2 emissions.  
2. Definitions  
For the purposes of this Annex the following defin itions shall apply:  
(1) “Single reduction axle (SR)” means a driven axle  with only one gear reduction, 
typically a bevel gear set with or without hypoid offset.  
(2) “Single portal axle (SP)” means an axle, that has typically a vertical offset 
between the r otating axis of the crown gear and the rotating axis of the wheel 
due to the demand of a higher ground clearance or a lowered floor to allow a 
low floor concept for inner city buses. Typically, the first reduction is a bevel 
gear set, the second one a spur  gear set with vertical offset close to the wheels.  
(3) “Hub reduction axle (HR)” means a driven axle  with two gear reductions. The 
first is typically a bevel gear set with or without hypoid offset. The other is a 
planetary gear set, what is typically plac ed in the area of the wheel hubs.  
(4) “Single reduction tandem axle (SRT)” means  a driven axle that is basically 
similar to a single driven axle, but has also the purpose to transfer torque from 
the input flange over a n output flange to a further axle. The torque can be 
transferred with a spur gear set close at the input flange to generate a vertical 
offset for the output flange. Another possibility is to use a second pinion at the 
bevel gear set, what takes off torque a t the crown wheel.  
(5) “Hub reduction tandem axle (HRT)” means a hub reduction axle, what has the 
possibility to transfer torque to the rear as described under single reduction 
tandem axle (SRT).  
(6) “Axle h ousing” means the housing parts  that are needed f or structural 
capability as well as for carrying the driveline parts, bearings and sealings of 
the axle.   
EN 173   EN (7) “Pinion” means a part of a bevel gear set which usually consists of two gears. 
The pinion is  the driving gear which is connected with the input fla nge. In case 
of a SRT / HRT, a second pinion can be installed to take off torque from the 
crown wheel.  
(8) “Crown wheel” means  a part of a bevel gear set which usually consists of two 
gears. The crown wheel is the driven gear and is connected with the diff erential 
cage.  
(9) “Hub reduction” means the planetary gear set that is installed commonly 
outside the planetary bearing at hub reduction axles. The gear set consists of 
three different gears. The sun, the planetary gears and the ring gear. The sun is 
in the centre , the planetary gears are rotating around the sun and are mounted 
to the planetary carrier that is fixed to the hub. Typically, the number of 
planetary gears is between three and five. The ring gear is not rotating and 
fixed to the axle beam.  
(10) “Planetary gear wheels” means  the gears that rotate around the sun within the 
ring gear of a planetary gear set. They are assembled with bearings on a 
planetary carrier, what is joined to a hub.  
(11) “Oil type viscosity grade” means a viscosity grade as d efined by SAE  J306.  
(12) “Factory fill oil” means the oil type viscosity grade that is used for the oil fill in 
the factory and which is intended to stay in the axle for the first service 
interval.  
 (13) “Axle line” means a group of axles that share the sa me basic axle -function as 
defined in the family concept.  
(14) "Axle family" means a manufacturer’s grouping of axles which through their 
design, as defined in Appendix 4 of this Annex, have similar design 
characteristics  and CO2 and fuel consumption proper ties. 
(15) “Drag torque” means the required torque to overcome the inner friction of an 
axle when the wheel ends are rotating freely with 0 Nm output torque.  
(16) “Mirror inverted axle casing” means the axle casing is mirrored regarding to 
the vertical pla ne. 
(17) “Axle input” means the side of the axle on which the torque is delivered to the 
axle.  
(18) “Axle output” means the side(s) of the axle where the torque is delivered to the 
wheels.  
3. General requirements  
The axle gears and all bearings, except whe el end bearings used for the 
measurements, shall be unus ed. 
On request of the applicant different gear ratios can be tested in one axle housing 
using the same wheel ends.  
Different axle ratios of hub reduction axles and single portal axles (HR, HRT, SP) 
may be measured by exchanging the hub reduction only.  The provisions as specified 
in Appendix 4 to this Annex shall apply.    
EN 174   EN The total run -time for the optional run -in and the measurement of an individual axle 
(except for the axle housing and wheel -ends) shal l not exceed 120 hours.  
For testing the losses of an axle the torque loss map for each ratio of an individual 
axle shall be measured, however axles can be grouped in axle families following the 
provisions of Appendix 4 to this Annex.  
3.1 Run-in 
On request of the applicant a run -in procedure may be  applied to the axle . The 
following provisions shall apply for a run -in procedure.  
3.1.1  Only factory fill oil shall be used for the run -in procedure. The oil used for the run -in 
shall not  be used for th e testing described in paragraph 4.  
3.1.2  The speed and torque profile for the run -in procedure shall be specified by the 
manufacturer.  
3.1.3  The run -in procedure shall be documented by the manufacturer with regard to run -
time, speed, torque and oil temperature and reported to the approval authority.  
3.1.4  The requirements for the oil temperature (4. 3.1), measurement accuracy (4. 4.7) and 
test se t-up (4. 2) do not apply for the run -in procedure.  
4. Testing procedure for axles  
4.1 Test conditions  
4.1.1  Ambient temperature  
The temperature in the test cell shall be maintained to 25°C ± 10°C. The ambient 
temperature shall be measured within a distance of 1 m to the axle housing. Forced 
heating of the axle may only be applied by an external oil conditioning system as 
described in 4.1.5.  
4.1.2  Oil temperature  
The oil temperature shall be measured at the centre of the oil sump or at any other 
suitable poin t in accordance with good engineering practice. In case of external oil 
conditioning, alternatively the oil temperature can be measured in the outlet line from 
the axle housing to the conditioning system within 5 cm downstream the outlet. In 
both cases the  oil temperature shall not exceed 70°C.  
4.1.3  Oil quality  
Only recommended factory fill oils as specified by the axle manufacturer shall be 
used for the measurement. In the case of testing different gear ratio variants with one 
axle housing, new oil shall be filled in for each single measurement.  
4.1.4  Oil viscosity  
If different oils with multiple viscosity grades are specified for the factory fill, the 
manufacturer shall choose the oil with the highest  viscosity grade for performing the 
measurements on th e parent axle.  
If more than one oil within the same viscosity grade is specified within one axle 
family as factory fill oil, the applicant may choose one oil of these for the 
measurement related to certification . 
4.1.5  Oil level and conditioning   
EN 175   EN The oil l evel or filling volume shall be set to the maximum level as defined in the 
manufacturer’s maintenance specifications.  
An external oil conditioning and filtering system is permitted. The axle housing may 
be modified for the inclusion of the oil conditioning  system.  
4.2 Test set -up  
For the purpose of the torque loss measurement different test set -ups are permitted as 
described in paragraph 4.2.3 and 4.2.4.  
4.2.1  Axle installation  
In case of a tandem axle, each axle shall be measured separately. The first ax le with 
longitudinal differential shall be locked. Wheel ends and the output shaft of drive -
through axles shall be installed freely rotatable.  
4.2.2  Installation of torque meters  
4.2.2.1  For a test setup with two electric machines, the torque meters shall be installed on the 
input flange and on one wheel end while the other one is locked.  
4.2.2.2  For a test setup with three electric machines, the torque meters shall be installed on 
the input  flange and on each wheel end.  
4.2.2.3  Half shafts of different lengths are permitted in a two machine set -up in order to lock 
the differential and to ensure that both wheel ends are turning.  
4.2.3  Test set -up “Type A ”  
A test set -up considered “Type A” consists of a dynamometer on the axle input side 
and at least one dynamometer on the axle output side(s). Torque measuring devices 
shall be installed on the axle input - and output - side(s). For type A set -ups with only 
one dynamometer on the output side, the free rotating end of the axle shall be locked.  
To avoid parasitic losses, the torque measuring devices shall be positioned as  close 
as possible to the axle  input - and output - side(s) being  supported by appropriate 
bearings.  
Additionally mechanical isol ation of the torque sensors from parasitic loads of the 
shafts , for example by installation of additional bearings and a flexible coupling or 
lightweight cardan shaft between the sensors and one of these bearings  can be 
applied . Figure 1 shows an example f or a tes t test -up of Type A in a two 
dynamometer  lay-out. 
For Type A test set -up configurations the manufacturer shall provide an analysis of 
the parasitic loads. Based on this analysis the Technical Service or the Approval 
Authority shall decide about the maximum influence of parasitic loads . However the 
value  ipara cannot  be lower than 10%. 
Figure 1  Example of Test set -up “Type A”  
EN 176   EN  
 
4.2.4  Test set -up “Type B” 
Any other test set -up configuration is called test set -up Type B. The maximum 
influence of parasitic loads ipara for those configurations shall be set to 100%.  
Lower values for ipara may be used in agreement with the Technical Service or 
Approval Authority.  
4.3 Test procedure  
To determine the torque loss map for an ax le, the basic torque loss map data shall be 
measured and calculated as specified in paragraph 4. 4. The torque loss results shall 
be complemented in accordance with 4.4.8  and formatted in accordance with 
Appendix 6 for the further processing by  Vehicle Ener gy Consumption calculation 
Tool .  
4.3.1  Measurement equipment  
The calibration laboratory facilities shall comply with the requirements of either 
ISO/TS 16949, ISO 9000 series or ISO/IEC 17025. All laboratory reference 
measurement equipment, used for calibr ation and/or verification, shall be traceable to 
national (international) standards.  
4.3.1 .1 Torque measurement  
T EB
BFT
EINPUT
OUTPUTE : Electric machine (with opt. transmission)
T : Torque sensor
F : Flexible coupling / lightweight cardan shaft
B : Bearing
A : AxleExample of Test setup A
A 
EN 177   EN The torque measurement uncertainty shall be calculated and included as described in 
paragraph 4.4.4.  
The sample rate of the torque sensors shall  be in accordance with 4.3.2.1.  
4.3.1.2  Rotational speed  
The uncertainty of the rotational speed sensors for the measurement of input and 
output speed shall not exceed ±2 rpm.  
4.3.1.3  Temperatures  
The uncertainty of the temperature sensors for the measurement of the ambient 
temperature shall not exceed ±1 °C.  
The uncertainty of the temperature sensors for the measurement of the oil 
temperature shall not exceed ±0.5 °C.  
4.3.2  Measurement signals and data recording  
The following signals shall be recor ded for the purpose of the calculation of the 
torque losses:  
(i)  Input and output torques [Nm]  
(ii) Input and/or output rotational speeds [rpm]  
(iii) Ambient temperature [°C]  
(iv) Oil temperature [°C]  
(v)  Temperature at the torque sensor  
4.3.2.1  The foll owing minimum sampling frequencies of the sensors shall be applied:  
Torque: 1 kHz  
Rotational speed: 200 Hz  
Temperatures: 10 Hz  
4.3.2.2  The recording  rate of the data used to determine the arithmetic mean values of each 
grid point shall be 10 Hz or higher. The raw data do not need to be reported.  
Signal filtering may be applied in agreement with the approval authority. Any 
aliasing effect shall be avoided.  
4.3.3  Torque range:  
The extent of the torque loss map to be measured is limited to:  
– either an output t orque of 10  kNm1, 2 
– or an input torque of 5 kNm  
– or the maximum engine power tolerated by the manufacturer for a specific axle 
or in case of multiple driven axles according to the nominal power distribution.  
4.3.3.1  The manufacturer may extend the measureme nt up to 20 kNm output torque  by 
means of linear extrapolation of torque losses or by perform ing measurements up to 
20 kNm output torque with steps of 2000 Nm. For this additional torque range 
another torque sensor at the output side with a maximum torque of 20 kNm (2 -
machine layout) or two 10 kNm sensors (3 -machine layout) shall be used.   
EN 178   EN If the radius of the smallest tire is reduced (e.g. product development) after 
completing the measurement of an axle or when the physic boundaries of the test 
stand are re ached (e.g. by product development changes), the missing points may be 
extrapolated by the manufacturer out of the existing map. The extrapolated points 
shall  not exceed more than 10% of all points in the map and the penalty for these 
points is 5% torque l oss to be added on the extrapolated points.  
4.3.3.2  Output torque steps to be measured:  
250 Nm < Tout < 1000 Nm:   250 Nm steps  
1000 Nm ≤ Tout ≤ 2000 Nm:   500 Nm steps  
2000 Nm ≤ Tout ≤ 10000 Nm:  1000 Nm steps  
Tout > 10000 Nm:    2000 Nm steps  
If the maximum input torque is limited by the manufacturer , the last torque step to be 
measured is the one below this maximum without consideration of any losses. In that 
case an extrapolation of the torque loss shall be applied up to the torque 
corresponding to the manu facturers limitation with the linear regression based on the 
torque steps of the corresponding speed step.  
4.3.4  Speed range  
The range of test speeds shall comprise from 50 rpm wheel speed to the maximum 
speed. The maximum test speed to be measured is defi ned by either the maximum 
axle input speed or the maximum wheel speed, whichever of the following 
conditions is reached first:  
4.3.4.1  The maximum applicable axle input speed may be limited to design specification of 
the axle.  
4.3.4.2  The maximum wheel sp eed under consideration of the smallest applicable tire 
diameter at a vehicle speed of 90  km/h for trucks and 110  km/h for coaches. If the 
smallest applicable tire diameter is not defined, paragraph 4.3.4.1 shall apply.  
4.3.5  Wheel speed steps to be measur ed 
The wheel speed step width for testing shall be 50 rpm.  
4.4 Measurement of torque loss maps for axles  
4.4.1 Testing sequence of the torque loss map  
For each speed step the torque loss shall be measured for each output torque step 
starting from 250 Nm up ward to the maximum and downward to the minimum. The 
speed steps can be run in any order.  
The torque measurement sequence shall be performed and recorded twice. 
Interruptions of the sequence for cooling or heating purposes are permitted.  
4.4.2  Measurement duration  
The measurement duration for each single grid point shall be 20 seconds.  
4.4.3  Averaging of grid points  
The recorded values for each grid point within the 20 seconds interval according to 
point 4.4.2. shall be averaged to an arithmetic mean.   
EN 179   EN All four averaged intervals of corresponding speed and torque grid points from both 
sequences measured each upward and downward shall be averaged to an arithmetic 
mean and result into one torque loss value.  
4.4.4  The torque loss (at input side) of the axle sha ll be calculated by  
𝑇𝑙𝑜𝑠𝑠 =𝑇𝑖𝑛−𝑇𝑜𝑢𝑡
𝑖𝑔𝑒𝑎𝑟  
where:  
Tloss ,  = Torque loss of the axle at the input side [Nm]  
𝑇𝑖𝑛  = Input torque [Nm]  
𝑖𝑔𝑒𝑎𝑟  = Axle gear ratio [ -] 
𝑇𝑜𝑢𝑡  = Output torque [Nm]  
4.4.5  Measurement validation  
4.4.5.1 The averaged speed values per grid point (20 s interval) shall not deviate from the 
setting values by more than ± 5 rpm for the output  speed.  
4.4.5.2 The averaged output torque values as described under 4. 4.3 for each grid point shall 
not deviate more than  ± 20 Nm or ± 1% from the torque set point for the according 
grid point, whichever is the higher value.  
4.4.5.3 If the above specified criteria are not met the measurement is void. In this case, the 
measurement for the entire affected speed step shall  be repeated. After passing the 
repeated measurement, the data shall be consolidated.  
4.4.6  Uncertainty calculation  
The total uncertainty UT,loss of the torque loss shall be calculated based on the 
following parameters:  
i. Temperature effect  
ii. Parasitic loads  
iii. Uncertainty (incl. sensitivity tolerance, linearity, hysteresis and repeatability)  
The total uncertainty of the torque loss ( UT,loss) is based on the uncertainties of the 
sensors at 95% confidence level. The calculation shall be done  for each applie d 
sensor (e.g. three machine lay out: U T,in, UT,out ,1, UTout ,2) as the square root of the sum 
of squares (“Gaussian law of error propagation”).   
 
 
 
 
2 2
, ) * (gear T T lossT i U U U
in out
2 2 2
02
/ *2para cal TK TKC outinT U U U U U  
c
reftkc
TKC TKKwU * * *
31 
n
reftk
TK TKKwU * * *
310
0   
EN 180   EN  
 
 
 
where:  
UT,loss  = Total uncertainty of torque loss measurement at 95% confidence level; 
[Nm]  
UT,in/out  = Uncertainty of input / output torque loss measurement separately 
for input and output torque;  [Nm]  
igear  = Axle gear ratio [ -] 
UTKC  = Uncertainty by temperature influence on current torque signal; 
[Nm]  
wtkc  = Temperature influence on current torque signal per Kref, declared 
by sensor manufacturer; [%]  
UTK0  = Uncertainty by temperature influence on zero torque signal (related 
to nominal torque) [Nm]  
wtk0  = Temperature influence on zero torque signal per Kref (related to 
nominal torque), decla red by sensor manufacturer; [%]  
Kref  = Reference temperature span for tkc and tk0, declared by sensor 
manufacturer; [°C]  
∆K  = Absolute difference in sensor temperature measured at torque 
sensor between calibration and measurement; [°C]  
Tc  = Current / measured torque value at torque sensor; [Nm]  
Tn  = Nominal torque value of torque sensor; [Nm]  
Ucal  = Uncertainty by torque sensor calibration; [Nm]  
wcal  = Relative calibration uncertainty (related to nominal torque); [%]  
kcal  = calibration advancement factor (if declared by sensor manufacturer, 
otherwise = 1)  
Upara  = Uncertainty by parasitic loads; [Nm]  
wpara  = sens para * ipara 
Relative influence of forces and bending torques caused by 
misalignment  
sens para = Maximum influence of parasitic loads for specific torque sensor 
declared by sensor manufacturer [%]; if no specific value for 
n
calcal
cal TkwU * *1
n para para T w U * *
31
 
EN 181   EN parasitic loads is declared by the sensor manufacturer, the value 
shall be set to 1.0%  
ipara  = Maximum influence of parasitic loads for specific torque sensor 
depending o n test set -up as indicated in section 4. 2.3 and 4.2.4  of 
this annex.  
ipara is set to10% for test set -up A and to 100% for test set -up in 
accordance with B .  Lower values can be used if proof can be 
furnished by the manufacturer (calculation, tests).  
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 uncertainty 
value is higher  
UT,out: 15 Nm or 0.25% of the measured torque, whichever allowed 
uncertainty value is higher  
In the case of higher calculated uncertainties, t he part of the calculated uncertainty 
excee ding the above specified limits shall be added 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  
ΔUT,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 
ΔU T,out = MIN((U T,out - 0.25%  * Tc) or (U T,out - 15Nm))  
where:  
UT,loss  = Total uncertainty of torque loss measurement at 95% confidence level; 
[Nm]  
UT,in/out  = Uncertainty of input / output torque loss measurement separately 
for input and output torque;  [Nm]  
igear  = Axle gear ratio [ -] 
ΔU T  = The p art of the calculated uncertainty exceeding the specified limits  
4.4.8 Complement of torque loss map data  
4.4.8.1 If the torque values exceed the upper range limit linear extrapolation shall be applied.  
For the extrapolation the slope of linear regression based on all measured torque 
points for the corresponding speed step shall be applied.  
4.4.8.2 For the output torque range values below 250 Nm the torque loss  values of the 250 
Nm point shall be applied.   
EN 182   EN 4.4.8.3 For 0 rpm wheel speed rpm the torque loss values of the 50 rpm speed step shall be 
applied.   
4.4.8.4 For negative input torques (e.g. overrun, free rolling), the torque loss value measured 
for the relat ed positive input torque shall be applied.  
4.4.8.5 In case of a tandem axle, the combined torque loss map for both axles shall be 
calculated out of the test results for the single axles.  
𝑇𝑙𝑜𝑠𝑠 ,𝑟𝑒𝑝 ,𝑡𝑑𝑚 =𝑇𝑙𝑜𝑠𝑠 ,𝑟𝑒𝑝 ,1+𝑇𝑙𝑜𝑠𝑠 ,𝑟𝑒𝑝 ,2  
   
EN 183   EN 5. Conformity of production  
5.1.  Every axle  type approved  in accordance with this Annex shall be so manufactured as 
to conform, with regard to the description as given in the certification  form and its 
annexes, to the approved type. The conformity of production procedures shall 
comply with those set out in Article 12 of Directive 2007/46/EC.  
5.2.  Conformity of production shall be checked on the basis of the description in the 
certificate s et out in Appendix 1 to this Annex  and the specific conditions laid down 
in this paragraph . 
5.3. The manufacturer shall test annually at least the number of axles  indicated in Table 1 
based on the annual production numbers. For the purpose of establishing the 
production numbers, only axles which fall under the requirements of this Regulation 
shall be considered.  
5.4. Each axle which is tested by the manufacturer shall be representative for a specific 
family.  
5.5. The number of families of single reduction (SR) axles and other axles for which the 
tests shall  be conducted is shown in Table 1.    
EN 184   EN Table 1 : Sample Size for conformity testing  
Production number  Number of test for SR 
axles  Number of tests for other 
axles then SR axles  
0 – 40.000  2 1 
40.001 – 50.000  2 2 
50.001 – 60.000  3 2 
60.001 – 70.000  4 2 
70.001 – 80.000  5 2 
80.001 and  more  5 3 
 
5.6. The two axle families with the highest production volumes shall always be tested . 
The manufacturer shall justify (e.g. by showing sales numbers) to the approval 
authority the number of tests which has been performed and the choice of the 
families. The remaining families for which the tests are to be performed shall be 
agreed between the manufacturer and the  approval authority.  
5.7. For the purpose of the conformity of production testing the Technical Service shall 
identify together with the manufacturer the axle type(s) to be tested. The selected 
axle type(s) shall be manufactured under the supervision of the Technical Service in 
order to ensure tha t the same standards as for serial production apply.  
5.8. If the result of a test performed in accordance with point 6 is higher than the one 
specified in point 6.4, three  additional axles from the same family shall be tested. If 
at least one  of them fails , provisions of Article 2 2 shall apply.  
   
EN 185   EN 6. Production conformity testing   
6.1 For conformity of production  testing , one of the following methods shall apply  upon 
prior agreement between the approval authority and the applicant for a certificate l: 
a) Torque loss measurement according to this Annex by following the full 
procedure limited to the grid points described in  6.2. 
b) Torque loss measurement according to this Annex by following the full 
procedure limited to the grid points described in 6.2, with e xception of the run -
in procedure. In order to consider the run -in characteristic of an axle, a 
corrective factor may be applied. This factor shall be determined according to 
good engineering judgement and with agreement of the approval authority.  
c) Measur ement of drag torque according to paragraph 6.3 . The manufacturer 
may choose a run -in procedure according to good engineering judgement up to 
100 h. 
6.2 If the conformity of production assessment is performed according to 6.1. a) or b) the 
grid points for this measurement are limited to 4 grid points from the approved 
torque loss map.  
6.2.1  For that purpose the full torque loss map of the axle to be tested for conformity of 
production shall be segmented into three equidista nt speed ranges and three torque 
ranges in order to define nine control areas as shown in figure 2.  
Figure 2 : Speed and torque range for conformity of production testing  
 
6.2.2  For four control area s one point shall be selected , measured and evaluated a ccording 
to the full procedure as described in section 4. 4. Each control point shall  be selected 
in the following manner:  
(i) The control areas shall be selected  depending on the axle line:  
 - SR axles including tandem combinations: Control areas 5, 6, 8 a nd 9 
 - HR axles including tandem combinations: Control areas 2, 3, 4 and 5  
(ii) The selected point shall be located in the centre of the area referring to the 
speed range and the applicable torque range for the according speed.   
 
EN 186   EN (iii) In order to have a c orresponding point for comparison with the loss map 
measured for certification , the selected point shall be moved to the closest 
measured point from the approved map.  
6.2.3  For each measured point of the conformity of production test and its corresponding  
point of the type approved map, the efficiency shall be calculated with:  
   
where:  
  = Efficiency of the grid point from each single control area 1 to 9  
𝑇𝑜𝑢𝑡  = Output torque [Nm]  
𝑇𝑖𝑛  = Input torque [Nm]  
iaxle  = axle ratio [ -] 
6.2.4  The average efficiency of the control area shall be calculated as follows:  
For SR axles:  
𝑎𝑣𝑟 ,𝑚𝑖𝑑  𝑠𝑝𝑒𝑒𝑑=5+6
2    
𝑎𝑣𝑟 ,ℎ𝑖𝑔ℎ 𝑠𝑝𝑒𝑒𝑑=8+9
2    
𝑎𝑣𝑟 ,𝑡𝑜𝑡𝑎𝑙=𝑎𝑣𝑟 ,𝑚𝑖𝑑  𝑠𝑝𝑒𝑒𝑑+𝑎𝑣𝑟 ,ℎ𝑖𝑔ℎ 𝑠𝑝𝑒𝑒𝑑
2    
For HR axles:  
𝑎𝑣𝑟,𝑙𝑜𝑤  𝑠𝑝𝑒𝑒𝑑=2+3
2    
𝑎𝑣𝑟 ,𝑚𝑖𝑑  𝑠𝑝𝑒𝑒𝑑=4+5
2    
𝑎𝑣𝑟 ,𝑡𝑜𝑡𝑎𝑙=𝑎𝑣𝑟 ,𝑙𝑜𝑤  𝑠𝑝𝑒𝑒𝑑+𝑎𝑣𝑟 ,𝑚𝑖𝑑  𝑠𝑝𝑒𝑒𝑑
2    
where:  
𝑎𝑣𝑟 ,𝑙𝑜𝑤  𝑠𝑝𝑒𝑒𝑑 = average efficiency for low speed  
𝑎𝑣𝑟 ,𝑚𝑖𝑑  𝑠𝑝𝑒𝑒𝑑 = average efficiency for mid speed  
𝑎𝑣𝑟 ,ℎ𝑖𝑔ℎ 𝑠𝑝𝑒𝑒𝑑 = average efficiency for high speed  
𝑎𝑣𝑟 ,𝑡𝑜𝑡𝑎𝑙  = simplified averaged efficiency for axle  
6.2.5  If the conformity of production assessment is performed in accordance with 6.1. c), 
the drag torque of the parent axle of the family to which  the tested axle  belongs  shall 
be determined during the certification . This can be done p rior to the run -in procedure 
or after the run -in procedure  according to par agraph 3.1 or by linear extrapolation of 
all the to rque map values  for each speed step downwards to 0  Nm. 
 
EN 187   EN 6.3  Determination of drag torque  
6.3.1  For determination of the drag torque of an axle a simplified test set -up with one 
electric machine and one torque sensor on the input side is required.  
6.3.2  The test conditions according to paragraph 4.1 shall apply. The uncertainty 
calculation regarding torque may be omitted.  
6.3.3  The drag torque shall be measured in the speed range of the approved type according 
to paragraph  4.3.4 under consideration of th e speed steps according to 4.3.5. 
6.4. Conformity of production test assessment  
6.4.1  A conformity of production test is passed when one of the following conditions 
apply:  
a) If a torque loss measurement according to 6.1. a) or b) is conducted, the 
averag e efficiency of the tested axle during conformity of production procedure 
shall not deviate more than 1,5 % SR axles and 2,0 % for all other axles lines 
from corresponding average efficiency the type approved axle.  
b) If a measurement of drag torque accord ing to 6.1 c) is conducted, the deviation 
of the drag torque of the tested axle during conformity of production procedure 
shall not be higher than indicated in table 2  
Table 2  
 
Axle
line  
  Tolerances for axles measured in 
CoP after run -in  
Comparison to Td 0 Tolerances for axles measured in 
CoP without run in  
Comparison to Td0  
for  
i tolerance 
Td0_inp
ut [Nm]  for  
i tolerance 
Td0_input  
[Nm]  for  
i tolerance 
Td0_inp
ut Nm]  for  
i tolerance 
Td0_input  
[Nm]  
SR ≤ 3 15 > 3 12 ≤ 3 25 > 3 20 
SRT  ≤ 3 16 > 3 13 ≤ 3 27 > 3 21 
SP ≤ 6 11 > 6 10 ≤ 6 18 > 6 16 
HR ≤ 7 10 > 7 9 ≤ 7 16 > 7 15 
HRT  ≤ 7 11 > 7 10 ≤ 7 18 > 7 16 
 
i = gear ratio  
   
EN 188   EN Appendix 1  
 
MODEL OF A CERTIFICATE OF A  COMPONENT , SEPARATE TECHNICAL 
UNIT AND SYSTEM  
 
Maximum format: A4 (210 x 297 mm)  
CERTIFICATE  
 
Communication concerning:  
– granting(1) 
– extension (1) 
– refusal (1) 
– withdrawal(1) 
of a certificate for  a component , separate technical unit, sy stem(1) with regard to Regulation 
(EC) No 595/2009  as implemented by Regulation No … [this Regulation].  
Regulation (EC) No XXXXX and Regulation No … [this Regulation] as last amended by 
……………..  
certification  number:  
Hash:  
Reason for extension:  
 
 
 
 
 
 
 
 
 
 
 
 
 
________  
(1) Delete where not applicable (there are cases where nothing needs to be deleted when more than one entry is applicable)  Stamp administration   
EN 189   EN SECTION I  
0.1 Make (trade name of manufacturer):  
0.2 Type:  
0.3 Means of identification of type, if marked on the axle 
0.3.1  Location of the marking:  
0.4 Name and address of  manufacturer:  
0.5 In the case of components and separate technical units, location and method of 
affixing of the EC certification  mark:  
0.6 Name(s) and address(es) of assembly plant(s):  
0.7 Name and address of the manufacturer's representative (if any)  
 
 
SECTION II  
1. Additional information (where applicable): see Addendum  
2. Technical service 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:  
1. Information document  
2. Test report  
   
EN 190   EN Appendix 2  
 
Axle  information document  
 
 
Information document no.:     Issue:  
       Date of issue:  
       Date of Amendment:   
 
 
 
 
 
pursuant to …  
 
Axle type:  
 
 
 
… 
 
   
EN 191   EN 0. GENERAL  
0.1 Name and address of manufacturer  
0.2 Make (trade name of manufacturer):  
0.3 Axle type:  
0.4 Axle family (if applicable):  
0.5 Axle type as separate technical unit / Axle family as separate technical unit  
0.6 Commercial name(s) (if available):  
0.7 Means of identification of type , if marked on the axle:  
0.8 In the case of components and separate technical units, location and method of 
affixing of the certification  mark:  
0.9 Name(s) and address(es) of assembly plant(s):  
0.10 Name and address of the manufacturer's representative:  
   
EN 192   EN PART 1  
 
ESSENTIAL CHARACTERISTICS OF THE (PARENT) AXLE AND THE AXLE  
TYPES WITHIN AN AXLE FAMILY  
        |Parent axle  |Family member  | 
        |or axle type |   #1  |   #2  |  #3  |  
 
0.0 GENERAL  
0.1 Make (trade name of manufacturer)  
0.2 Type  
0.3 Commercial name(s) (if available)  
0.4 Means of identification of type  
0.5 Location of that marking  
0.6 Name and address of manufacturer  
0.7 Location and method of affixing of the certification  mark  
0.8. Name(s) and address (es) of assembly plant(s)  
0.9. Name and addr ess of the manufacturer’s representative (if any)  
1.0 SPECIFIC AXLE INFORMATION  
1.1 Axle line (SR, HR, SP, SRT, HRT)   …  … … … 
1.2 Axle gear ratio      …  … … … 
1.3 Axle housing (number / ID / drawing)   …  … … … 
1.4 Gear specifications     …  … … 
1.4.1  Crown  wheel diameter; [mm]    …  … 
1.4.2  Vertical offset pinion / crown wheel; [mm]  … 
1.4.3  Pinion angle with respect to horizontal plane; [°]  
1.4.4  for portal axles only:  
 Angle between pinion axle and crown wheel axle; [°]  
1.4.5  Teeth number of pinion  
1.4.6  Teeth number of crown gear  
1.4.7  Horizontal offset of pinion; [mm]  
1.4.8  Horizontal offset of crown wheel; [mm]  
1.5 Oil volume; [cm³]  
1.6 Oil level; [mm]  
1.7 Oil specification  
1.8 Bearing type (number / ID / drawing)   
EN 193   EN 1.9 Seal type (main diameter, lip number) ; [mm]  
1.10.  Wheel ends (number / ID / drawing)  
1.10.1  Bearing type (number / ID / drawing)  
1.10.2  Seal type (main diameter, lip number); [mm]  
 
1.10.3  Grease type  
1.11.  Number of planetary / spur gears  
1.12 Smallest width of planetary/ spur gears; [mm]  
1.13 Gear ratio of hub reduction  
 
   
EN 194   EN LIST OF ATTACHMENTS  
 
No.: Description:      Date of issue:  
1 …       … 
2 … 
   
EN 195   EN 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).  
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  
Hub reduction tandem 
axle (HRT)  0.95  T0 = 90 Nm  
T1 = 20 Nm  
Table 1: Generic efficiency and drag loss  
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 wheel side of the axle is calculated by  
 
where:  
Tloss,std  = Standard torque loss at the wheel side [Nm]  
Td0  = Basis drag torque over the complete speed range [Nm]  
igear  = Axle gea r ratio [ -] 
η  = Generic efficiency for load dependent losses [ -] 
Tout  = Output torque [Nm]  
  
outout
d std loss TT  T T 0 , 
EN 196   EN Appendix 4  
Family Concept  
 
1. The applicant for a certificate  shall submit to the approval authority an application 
for a certificate  for an axle family based on the family criteria as indicated in 
paragraph 6.  
An axle family is characterized by design and performance parameters. These shall 
be common to all axles  within the family. The axle manufacturer may decide which 
axle belong s to an axle family, as long as the family  criteria of paragraph 4 are 
respected. In addition to the parameters listed in paragraph 4, the axle manufacturer 
may introduce additional criteria allowing the definition of families of more 
restricted size. These  parameters are not necessarily parameters that have an 
influence on the level of performance . The axle family shall be approved by the 
approval authority. The manufacturer shall provide to the approval authority the 
appropriate information relating to the  performance  of the members of the axle 
family.  
2. Special cases  
In some cases there may be interaction between parameters. This shall be taken into 
consideration to ensure that only axles  with similar characteristics are included 
within the same axle family. These cases shall be identified by the manufacturer and 
notified to the approval authority. It shall then be taken into account as a criterion for 
creating a new axle family.  
In case of parameters , which are not listed in paragraph 3 and  which hav e a strong 
influence on the level of performance, this parameters shall be identified by the 
manufacturer on the basis of good engineering practice, and shall be notified to the 
approval authority.  
3. Parameters defining an axle family:  
3.1 Axle category  
(a) Single reduction axle (SR)  
(b) Hub reduction axle (HR)  
(c) Single portal axle (SP)  
(d) Single reduction tandem axle (SRT)  
(e) Hub reduction tandem axle (HRT)  
(f)  Same inner axle housing geometry between differential bearings and 
 horizontal plane of centre of pinion shaft according to drawing specification 
 (Exception for single portal axles (SP)). Geometry changes due to an 
 optional integration of a differential lock are permitted within the same axle 
 family. In case of mirror inverted axle casings  of axles, the mirror inverted 
 axles can be combined in the same axle family as the origin axles, under the 
 premise, that the bevel gear sets are adapted to the other running direction 
 (change of spiral direction).  
(g) Crown wheel diameter (+1.5 / -8% r ef. to the largest drawing diameter)   
EN 197   EN (h) Vertical hypoid offset pinion/crown wheel within ±2 mm  
(i)  In case of single portal axles (SP): Pinion angle with respect to horizontal 
 plane within ±5°  
(j)  In case of single portal axles (SP): Angle between pini on axle and crown 
 wheel axle within ±3.5°  
(k)  In case of hub reduction and single portal axles (HR, HRT, FHR, SP): Same 
 number of planetary gear and spur wheels  
(l)  Gear ratio of every gear ste p within an axle in a range of 1 , as long as only 
 one gear  set is changed  
(m) Oil level within ±10mm or oil volume ±0.5 litre referring to drawing 
 specification  and the installation position in the vehicle  
(n) Same oil type viscosity grade (recommended factory fill)  
(o)  For all bearings: same bearing rolling/sl iding circle diameter  (inner/outer)  and 
width  within ±2 mm ref. to drawing  
(p)  Same seal type (main diameters, oil lip number) within ±0,5 mm ref. to 
 drawing  
4. Choice of the parent axle:  
4.1 The parent axle within an axle family is determined as the ax le with the highest axle 
ratio.  In case of more than two axles having the same axle ratio, the manufacturer 
shall provide an analysis in order to determine the worst -case axle as parent axle.  
4.2.  The approval authority may conclude that the worst -case to rque loss of the family 
can best be characterized by testing additional axles. In this case, the axle 
manufacturer shall submit the appropriate information to determine the axle within 
the family likely to have the highest torque loss level.  
4.3.  If axles  within the family incorporate other features which may be considered to 
affect the torque losses, these features shall also be identified and taken into account 
in the selection of the parent axle.  
   
EN 198   EN Appendix 5  
Markings  and numbering  
 
1. Markings  
In the case of an axle being type approved accordant to this Annex, the axle shall 
bear:  
1.1 The manufacturer’s name an d trade mark  
1.2 The make and identifying type indication as recorded in the information referred to 
in paragraph 0.2 and 0.3 of Appendix  2 to this Annex  
1.3 The certification  mark as a rectangle surrounding the lower -case letter ‘e’ followed 
by the distinguishing number of the Member State which has granted the certificate : 
  
EN 199   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 the Czech Republic;  
9 for Spain;  
11 for the United King dom;  
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 200   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 -approval number set out in 
Annex VII to Directive 2007/46/EC, preceded by the two figures indicating the sequence 
number assigned to the latest technical amendment to this Regulati on and by a character  
'A' indicating that the certificate  has been granted  for an axle.   
For this Regulation, the sequence number shall be 00. 
1.4.1 Example and d imensions of the certification  mark  
e202a a a ≥ 3mm
00A 0004a
 
The above certification  mark affixed to an axle shows that the type concerned has been 
approved in Poland (e20), pursuant to this Regulation. The fi rst two digits (00) are 
indicating the sequence number assigned to the latest technical amendment to this 
Regulation. The following digit indicates that the certificate was granted for an axle (A). 
The last four digits (0004) are those allocated by the typ e-approval authority to the axle 
as the base certification  number.  
1.5 Upon  request of the applicant for  a certificate  and after prior agreement with the type -
approval authority other type sizes than indicated in 1. 4.1 may be used. Those other type 
sizes s hall remain clearly legible.  
1.6 The markings, labels, plates or stickers must be durable for the useful life of the axle and 
must be clearly legible and indelible. The manufacturer shall ensure that  the markings, 
labels, plates or sticker cannot be removed without destroying or defacing them.  
1.7 The certification number  shall be visible when the axle is installed on the vehicle and 
shall be affixed to a part necessary for nor mal operation and not normally requiring 
replacement during component life.  
2. Numbering : 
2.1. Certification  number for axles shall comprise the following:  
eX*YYY/YYYY*ZZZZ/ZZA*0000*00  
section 1  section 2  section 3  Additional 
character to 
section 3  section 4  section 5   
EN 201   EN Indication of 
country 
issuing the 
certificate  Basic act 
(595/2009)  Latest version 
of the 
implementing 
act (2017/xx)  A= Axles  Base 
certification 
number  
0000  Extension  
00 
 
   
EN 202   EN Appendix 6 
Input parameters for the simulation tool  
 
Introduction  
This Appendix describes the list of parameters to be provided by the component 
manufacturer as input to the  simulation tool . The applicable XML schema as well a s 
example data are available at the dedicated electronic distribution platform.  
Definitions  
(1) “Parameter ID ”: Unique identifier as used in “Vehicle Energy Consumption 
calculation 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  
date ………  date and t ime in UTC time in the format:  
YYYY -MM-DDTHH:MM:SS Z with italic letters denoting fixed 
characters e.g. “2002 -05-30T09:30:10Z”  
integer ……  value with an integral data type , no leading zeros, e.g. “1800”  
double, X ....  fractional number with exactly X digits after the decimal sign 
(“.”) and no leading zeros e.g. for “double, 2”: “2345.67”; for 
“double, 4”: “45.6780”  
(3) “Unit” …  physical unit of the parameter  
   
EN 203   EN Set of input parameters  
Table 1: Input parameters “Axlegear/General”  
Parameter name  Param ID  Type  Unit  Description/Reference  
Manufacturer  P215  string      
Make  P216  string    Trade name of manufacturer  
TypeID  P217  string    Identifier of the component as used in the certification  
process  
Date  P218  date   Date and Time when the component file is created.  
AppVersion  P219  string    Version number identifying the evaluation tool  
Ratio  P150  double, 3  [-]   
 
Table 2: Input parameters “ Axlegear/LossMap ” for each grid point in the loss map  
Parameter name  Param ID  Type  Unit  Description/Reference  
InputSpeed  P151  double, 2  [1/min]    
InputTorque  P152  double, 2  [Nm]    
TorqueLoss  P153  double, 2  [Nm]    
 
   
EN 204   EN ANNEX VI  
 
VERIFYING AIR DRAG DATA  
1. Introduction  
This Annex sets out the test procedure for verifying air drag data.  
2. Defintions  
For the purposes of this Annex the following definitions shall apply:  
(1) “Active aero device” means measures which are activated by a control unit to 
 reduce the air drag of the total vehicle.  
(2) “Aero accessories” mean optional devices which have the purpose to influence the 
 air flow around the total vehicle.  
(3)  “A-pillar”  means the connection by a supporting structure between the cabin roof 
 and the front bulkhead.  
(4) “Body in white geometry” means the supporting structure incl. the windshield of 
 the cabin.  
(5)  “B-pillar” means the connection by a supporting structure between the cabin floor 
and the cabin roof in the middle of the cabin.  
(6)  “Cab bottom” means the supporting structure of the cabin floor.  
(7) “Cabin over frame” means distance from frame to cabin reference point in vertical 
Z. Distance is measured from t op of horizontal frame to cabin reference point in 
vertical Z.  
(8) “Cabin reference point” means the reference point (X/Y/Z = 0/0/0) from the CAD 
coordinate system of the cabin or a clearly defined point of the cabin package e.g. 
heel point.  
(9)  “Cabin wi dth” means the horizontal distance of the left and right B -pillar of the 
cabin.  
(10)  “Constant speed test” means measurement procedure to be carried out on a test 
track in order to determine the air drag.  
(11)  “Dataset” means the data recorded during a s ingle passing of a measurement 
section.  
(12)  “EMS” means the European Modular System (EMS) in accordance with Council 
Directive 96/53/EC.  
(13)  “Frame height” means distance of wheel center to top of horizontal frame in Z.  
(14)  “Heel point” means the poi nt which is representing the heel of shoe location on the 
 depressed floor covering, when the bottom of shoe is in contact with the 
 undepressed accelerator pedal and the ankle angle is at 87°. (ISO 20176:2011)  
(15)  “Measurement area(s)” means designated part(s) of the test track consisting of at 
 least one measurement section and a preceded stabilisation section.   
EN 205   EN (16) “Measurement section” means a designated part of the test track which is relevant 
 for data recording and data evaluation.  
(17) “Roof heig ht” means distance in vertical Z from cabin reference point to highest  
 point of roof w/o sunroof  
3. Determination of air drag  
The constant speed test procedure shall be applied to determine the air drag 
characteristics. During the constant speed test the main measurement signals driving 
torque, vehicle speed, air flow velocity and yaw angle shall be  measured at two different 
constant vehicle speeds (low and high speed) under defined conditions on a test track.  
The measurement data recorded during the constan t speed test shall be entered into the 
Vehicle Energy Consumption calculation Tool Air drag tool which determines product 
of drag coefficient by cross sectional area for zero crosswind conditions  Cd Acr (0) as 
input for Vehicle Energy Consumption calculation Tool . The applicant for a certificate  
shall declare a value Cd∙Adeclared  in a range from  equal to a maximum of +0.2 m² higher 
than Cd∙Acr (0). The value Cd∙Adeclared  shall be the input for the Vehicle Energy 
Consumption calculation Tool  CO 2 simulation tool and the reference value for 
conformity of production  testing.  
Vehicles which are not measured by the constant speed test shall use the standard values 
for Cd∙Adeclared  as described in Appendix 8 to this Annex.  
3.1. Test track requirements  
3.1.1.  The geometry of test track shall be either a:  
i. Circuit track (drivable in  one direction*):  
with two measurement areas , one  on each straight part , with maximum  deviation  
of less than  20 degrees);  
* at least for the misalignment correction of the mobile anemom eter (see 3.6) the 
test track has to be driven in both directions  
or 
ii. Circuit or straight line track (drivable in both directions):  
with one mea surement area (o r two with the above named maximum deviation); 
two options: alternating driving direction after each test section; or after a 
selectable set of test sections  e.g. ten times driving direction 1 followed by ten 
times driving direction 2.  
3.1.2.  Measurement sections  
On the test track measurement section(s) of a length of 250  m with a tolerance of ±  3 m 
shall be defined .  
3.1.3.  Measurement areas  
A measurement area shall consist of at least one measurement section and a stabilisation 
section. The first measu rement section of a measurement area shall be preceded by a 
stabilisation section to stabilise the speed and torque. The stabilisation section shall have  
EN 206   EN a length of minimum 25  m. The test track layout shall enable that the vehicle enters the 
stabilisation  section already with the intended maximum vehicle speed during the test.  
Latitude and longitude of start and end point of each measurement section shall be 
determined with an accuracy of better or equal 0.15 m 95% Circular Error Probable 
(DGPS accuracy).   
3.1.4.  Shape of the measurement section s 
The measurement section and the stabilization section have to be a straight line.   
3.1.5.  Longitudinal s lope of the measurement sectio ns 
The average longitudinal slope of each measurement and the stabilisation section shall 
not exceed ±  1 per cent. Slope variations on the measurement section shall not lead to  
velocity and torque variations above the thresholds specified in 3.10.1.1  item 0 of this 
Annex . 
3.1.6.  Track surface  
The test track shall consist of asphalt or concrete. The measurement  sections shall  have 
one surface. Different measurement  sections are allowed to have different surfaces.  
3.1.7.  Standstill area  
There shall be a standstill area on the test track where the vehicle can be stopped to 
perform the zeroing and the drift check of the torque measurem ent system.  
3.1.8.  Distance to roadside obstacles and vertical clearance  
There shall be no obstacles within 5  m distance to both sides of the vehicle. Safety 
barriers up to a height of 1  m with more than 2.5  m distance to the vehicle are permitted. 
Any bridges o r similar constructions over the measurement sections are not allowed. The 
test track shall have enough vertical clearance to allow the anemometer installation on 
the vehicle as specified in 3.4.7  of this Annex . 
3.1.9.  Altitude profile  
The manufacturer shall define whether the altitude correction as described in Appendix 
1 shall  be applied in the test evaluation. In case  an altitude correction is applied, fo r each 
measurement section the altitude profile shall be made available. The data shall meet the 
following requirements:  
i. The altitude profile shall be measured at a grid distance of lower or equal than 
50 m in driving direction.  
ii. For each grid point the longitude, the latitude and the altitude shall be measured at 
least one point (“altitude measurement point”) on each side of the centre line of the 
lane and then be processed to an average value for the grid point on the centre line.  
iii. The positioni ng of the altitude measurement points to the centre line of the lane 
(perpendicular distance, number of points) shall be chosen in a way that the 
resulting altitude profile is representative for the gradient driven by the test 
vehicle.   
EN 207   EN iv. The altitude pro file shall have an accuracy of ± 1cm or better.  
v. The measurement data shall not be older than 10 years. A renewal of the surface in 
the measurement area requires a new altitude profile measurement.  
3.2. Requirements for ambient conditions  
3.2.1.  The ambient conditio ns shall be measured with the equipment specified in 3.4. 
3.2.2.  The ambient temperature shall be in the range of 0°C to 25°C. This criterion is checked 
by Vehicle Energy Consumption calculation Tool  Air Drag  based on the signal for 
ambient temperature me asured on the vehicle. This criterion only applies to the datasets 
recorded in the low speed - high speed – low speed sequence and not to the 
misalignment test and the warm -up phases.  
3.2.3.  The ground temperature shall not exceed 40°C. This criterion is checked  by Vehicle 
Energy Consumption calculation Tool  Air Drag  based on the signal for ground 
temperature measured on the vehicle by an IR Sensor. This criterion only applies to the 
datasets recorded in the low speed - high speed – low speed sequence and not to the 
misalignment test and the warm -up phases.  
3.2.4.  The road surface shall  be dry during the low speed – high speed - low speed sequence to 
provide comparable rolling resistance coefficients.  
3.2.5.  The wind conditions shall be within the following range:  
i. Average w ind speed: ≤ 5 m/s  
ii. Gust wind speed  (1s central moving average): ≤ 8 m/s  
Items i. and ii. are applicable for the datasets recorded in the high speed test and 
the misalignment calibration test but not for the low speed tests.   
iii. Average yaw angle ( β): 
≤ 3 degrees for datasets recorded in the high speed test  
≤ 5 degrees for datasets recorded during misalignment calibration  test 
The validity of wind conditions is checked by Vehicle Energy Consumption calculation 
Tool  Air Drag  based on the signals recorded at the vehicle  after application of the 
boundary layer correction . Measurement data collected under conditions exceeding the 
above named limits are automatically excluded from the calculation.  
3.3. Installation of the vehicle  
3.3.1.  The vehicle chassis shall fit to the dimensions of the standard body or semi -trailer as 
defined in Appendix 5 of this Annex . 
3.3.2.  The vehicle height determined according to 3.5.3.1 . item 0. shall be within the limits as 
specified in Appendix 4 to this Annex.  
3.3.3.  The minimal distance between cabin and the b ox or semi -trailer  shall be in accordance 
with manufacturer requirements and body builder instructions of the manufacturer.  
3.3.4.  The cabin and the aero accessories (e.g. spoilers) shall be adapted to best fit to the 
defined standard body or semi -trailer.   
EN 208   EN 3.3.5.  The vehicle  shall fulfil the legal requirements for a whole vehicle type approval. 
Equipment which is necessary to execute the constant speed test (e.g. overall vehicle 
height including anemometer) is excluded from this provision.  
3.3.6.  The setup of the semi -trailer shall be as defined in Appendix  5 to this Annex .  
3.3.7.  The vehicle shall be equipped with tyres meeting the following demands:  
i. Best or second best label for rolling resistance which is available at the moment 
the test is performed   
ii. Maximum tread depth of  10 mm on the complete vehicle incl uding trailer  
iii. Tyres inflated to the highest allowable pressure of the tire manufacturer  
3.3.8.  The axle alignment shall be within the manufacturer specifications.  
3.3.9.  No active tyre pressure control systems are allowed to be us ed during the measurements 
of the low speed - high speed - low speed tests.  
3.3.10.  If the vehicle is equipped with an active aero device it has to be demonstrated to the 
approval authority that  
i. The device is always activated and effective to reduce the air dra g at vehicle speed 
over 60  km/h  
ii. The device is installed and effective in a similar manner on all vehicles of the 
family.  
If i. and ii. are not applicable the active aero device has to be fully deactivated during the 
constant speed test.  
3.3.11.  The vehicle sha ll not have any provisional features, modifications or devices that are 
aimed only to reduce the air drag value, e.g. sealed gaps. Modifications which aim to 
align the aerodynamic characteristics of the tested vehicle to the defined conditions for 
the pare nt vehicle (e.g. sealing of mounting -holes for sun -roofs) are allowed . 
3.3.12.  All different removable add on parts like sun visors, horns, additional head lights, signal 
lights or bull bars are not considered in the air drag for the CO 2 regulation . Any such 
removable add on parts shall be removed from the vehicle  before the air drag 
measurement  
3.3.13.  The vehicle shall be measured without payload.  
3.4. Measurement equipment  
The calibration laboratory shall comply with the requirements of either ISO/TS 16949, 
ISO 9000 series or ISO/IEC 17025.  All laboratory reference measurement equipment, 
used for calibration and/or verification, shall be traceable to national (international) 
standards.  
3.4.1.  Torque  
3.4.1.1.  The direct torque at all driven axles shall be measured with one of the following 
measurement systems:  
a. Hub torque  meter   
EN 209   EN b. Rim torque meter  
c. Half shaft torque meter  
3.4.1.2.  The following s ystem requirements  shall be met by a single torque meter by calibration:  
i. Non linearity: < ± 6 Nm  
ii. Repeatability: < ± 6 Nm  
iii. Crosstalk: < ± 1 % FSO (only applicable for rim torque meters)  
iv. Measurement rate:  ≥ 20 Hz  
where:  
“Non linearity” means the maximum deviation between ideal and actual output signal 
characteristics in relation to the measurand in a specific measuring range.  
“Repeatability”  means c loseness of the agreement between the results of successive 
measurements of the same measurand carried out under the same conditions of 
measurement.  
“Crosstalk”  means s ignal 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. 
Coordinate system assignment is defined according to ISO 4130.  
“FSO” means  full scale outpu t of calibrated range . 
The recorded torque data shall be corrected for the instrument error determined by the 
supplier.  
3.4.2.  Vehicle speed  
The vehicle speed is determined by the Vehicle Energy Consumption calculation Tool  
Air Drag tool based on the CAN -bus fro nt axle signal which is calibrated based on 
either : 
Option a)  a reference speed calculated by a delta -time from two fixed opto -electronic 
barriers (see 3.4.4  of this Annex ) and the known length (s) of the 
measurement section(s) or  
Option b)  a delta -time determined speed signal from the position signal of a DGPS and 
the known length(s) of the meas urement section(s), derived by the DGPS 
coordinates  
For the vehicle speed calibration the data recorded during the high speed test are used.  
3.4.3.  Reference signal for calculation of rotational speed of the wheels at the driven axle  
For the calculation of rotati onal speed of the wheels at the driven axle the CAN engine 
speed signal together with the transmission ratios (gears for low speed test and high 
speed test, axle ratio) shall be made available. For the CAN engine speed signal it shall 
be demonstrated that the signal provided to Vehicle Energy Consumption calculation 
Tool  Air Drag is identical to the signal to be used for in -service testing as set out in 
Annex I of 582/2011.   
EN 210   EN For vehicles with torque converter which are not able to drive the low speed test wi th 
closed lockup clutch additionally the cardan shaft speed signal and the axle ratio or the 
average wheel speed signal for the driven axle shall be provided to Vehicle Energy 
Consumption calculation Tool  Air Drag. It shall be demonstrated that the engine speed 
calculated from this additional signal is within 1% range compared to the CAN engine 
speed. This shall be demonstrated for the average value over a measurement section 
driven at the lowest possible vehicle speed in the torque converter locked mode an d at 
the applicable vehicle speed for the high speed test.  
3.4.4.  Opto -electronic barriers  
The signal of the barriers shall be  made available to Vehicle Energy Consumption 
calculation Tool  Air Drag for triggering begin and end of the measurement section and 
the calibration of the vehicle speed signal. The measurement rate of the trigger signal 
shall  be greater or equal to 100  Hz. Alternatively a DGPS system can be used.  
3.4.5.  (D)GPS system  
Option a) for position measurement only:  GPS 
Required accuracy:  
i. Position:  < 3 m 95% Circular Error Probable  
ii. Update rate:  ≥ 4 Hz  
Option b)  for vehicle speed calibration and position measurement : Differential GPS 
system (DGPS)  
Required accuracy:   
i. Position:  0.15 m 95% Circular Error Probable  
ii. Update rate:  ≥ 100 Hz  
3.4.6.  Statio nary weather station  
Ambient pressure and humidity of the ambient air are determined from a stationary 
weather station. This meteorological instrumentation shall be positioned in a distance 
less than 2000  m to one of the measurement areas , and shall be positioned at an altitude 
exceeding or equal that of the measurement areas.  
Required accuracy:  
i. Temperature: ± 1° C 
ii. Humidity:  ± 5 %RH  
iii. Pressure:  ± 1 mbar  
iv. Update rate: ≤ 5 minutes  
3.4.7.  Mobile anemometer  
A mobile anemometer shall be used to measure air flow conditions, i.e. air flow velocity 
and yaw angle (β) between total air flo w and vehicle longitudinal axis .  
3.4.7.1.  Accuracy requirements   
EN 211   EN The anemometer shall be calibrated in facility according to ISO 16622. The accuracy 
requirements according to Table 1  have to be fulfilled:  
Table 1: Anemometer accuracy requirements  
air speed range  
[m/s] accuracy air speed  
[m/s]  accuracy yaw angle  in 
yaw angle range of 180 
±7 degrees  
[degrees]  
20 ± 1  ± 0.7 ± 1.0 
27 ± 1  ± 0.9 ± 1.0 
35 ± 1  ± 1.2 ± 1.0 
 
3.4.7.2.  Installation position  
The mobile anemometer shall be installed on the vehicle in the prescribed position:  
i. X position:  
truck: front face ± 0.3 m of the semi -trailer or box -body  
bus/coach: in the 1st fourth to the 3rd fourth of vehicle length  
ii. Y position: plane of symmetry within a tolerance ± 0.1 m 
iii. Z position:  
The installation height above the vehicle shall be one third of total  vehicle height 
with in a tolerance of 0 .0 m to +0.2  m. 
The instrument ation  shall be done as exact as possible using geometrical/optical aids. 
Any remaining misalignment is subject to the misalignment calibration  to be performed 
in accordance with  3.6 of this Annex . 
3.4.7.3.  The update rate of the anemometer shall be 4  Hz or higher.  
3.4.8.  Temperature transducer for ambient temperature on vehicle  
The ambient air temperature shall be measured on the pole of the mobile anemometer. 
The installation height shall be max imum  600 mm below the mobile anemomete r. The 
sensor shall be shielded to the sun .  
Required accuracy: ± 1° C 
Update rate: ≥ 1  Hz 
3.4.9.  Proving ground temperature  
The temperature of the proving ground shall be recorded on vehicle by means of a 
contactless IR sensor by wideband (8  to 14 μm). For tarmac and concrete an emissivity  
EN 212   EN factor of 0.90 shall be used. The IR s ensor shall be calibrated according to ASTM 
E2847.  
Required accuracy at calibration: Temperature: ± 2.5° C 
Update rate: ≥ 1  Hz 
3.5. Constant speed test procedure  
On each applicable combination of measurement section and driving direction the 
constant speed test procedure consisting of the low speed, high speed and low speed test 
sequence as specified below  shall be performed in the same direction.  
3.5.1.  The average  speed within a measurement section in  the low speed test shall be a in the 
range  of 10 to 15 km/h.  
3.5.2.  The average  speed within a measurement section in  the high speed test shall be in the 
following range:  
maximum speed: 95  km/h:  
minimum speed: 85 km/h or 3 km/h less than the maximum vehicle speed the vehicle 
can be operated at the test tr ack, which ever value is lower.  
3.5.3.  The testing shall be performed strictly according to the sequence  as specified in 3.5.3.1  
to 3.5.3.9  of this Annex.  
3.5.3.1.  Preparation of vehicle and measurement systems  
i. Install ation of torque meters  on the driven axles of the test vehicle and check of 
installation and signal data according to the manufacturer specification.  
ii. Documentation of relevant general vehicle data for the  official testing template in 
accordance with 3.7 of this Annex . 
iii. For the calculation of the acceleration correction by the Vehicle Energy 
Consumption calculation Tool  Air Drag  tool the actual vehicle weight shall be 
determined before the test within a range  of ± 500 kg. 
iv. Check of tyres for the maximum allowable inflation pressure and document ation 
of tyre pressure values.  
v. Prepar ation of opto-electronic barriers at the measurement section(s)  or chec k of 
proper function of the DGPS system.   
vi. Installation of mobile ane mometer on the vehicle and/or  control of the  installation, 
position and orientation. A misalignment calibration test has to be performed every 
time the anemometer has been mounted newly on the vehicle .  
vii. Check of vehicle setup regarding the maximum height and geometry, with running 
engine . The maximum height of the vehicle shall be determined by measuring at 
the four corners of the box/semi -trailer.  
viii. Adjust ment  the height of the semi -trailer to the target value and redo determination 
of maximum veh icle height if necessary .  
EN 213   EN ix. Mirrors or optical systems, roof fairing or other aerodynamic devices shall  be in 
their regular driving condition.   
3.5.3.2.  Warm -up phase  
Drive the vehicle minimum 90  minutes at the target  speed of the high speed test to 
warm -up the system.  A repeated warm up (e.g. after a configuration change, an invalid 
test etc.) shall  be at least as long as the standstill time. The warm -up phase can be used 
to perform the  misalignment calibration test as specified in 3.6 of this Annex . 
3.5.3.3.  Zeroing of torque meters  
The z eroing of the torque meters  shall be performed as follows:  
i. Bring the vehicle to a standstill  
ii. Lift the instrumented wheels  off the ground  
ii. Perform th e zeroing of the amplifier reading of the torque meters  
The standstill phase shall not exceed 10 minutes.  
3.5.3.4.  Drive another warm -up phase of minimum 10 minutes at the target  speed of the high 
speed test . 
3.5.3.5.  First low speed test  
Perform the first measurement at low speed. It shall be ensured that:  
i. the vehicle is driven through the measurement section along a straight line as 
straight as possible  
ii. the average driving speed is in accordance with 3.5.1  of this Annex  for the 
measurement section and the preceding stabili sation section  
iii. the stability of the driving speed inside the measurement sections and the 
stabilisation s ections is in accordance with 3.10.1.1  item 0. of this Annex  
iv. the stability of the measured torque inside the measurem ent sections and the 
stabilisation sections is in accordance with 3.10.1.1  item 0. of this Annex  
v. the begin and end of the measurement section s is clearly recognizable in the 
measurement data via a recorded trigger signal (opto -electronic barriers plus 
recorded GPS data) or via use of a DGPS system  
vi. driving at the parts of the test track  outside the measurement sections and the 
preceding stabili sation sections shall be performed without any delay. Any 
unnecessary manoeuvres  shall be avoided during these phases (e.g. driving in 
sinuous lines ) 
vii. the maximum time for the low speed test shall not exceed 20 minutes in order to 
prevent cool down of the tires.  
3.5.3.6.  Drive another warm -up phase of minimum 5 minutes at the target  speed of the high 
speed test . 
3.5.3.7.  High speed test   
EN 214   EN Perform the measurement at the high speed. It shall be ensured that:  
i. the vehicle is driven through the measurement section along a straight line as 
straight as possible  
ii. the average driving speed is in accordance with 3.5.2  of this Annex  for the 
measurement section and the preceding stabili sation section  
iii. the stability of the driving speed inside the measurement sections and the 
stabilisation sections is in accordance with 3.10.1.1  item 0. of this Annex  
iv. the stability of the measured torque inside the measurement sections and the 
stabilisation sections is in accordance with 3.10.1.1  item 0. of this Annex  
v. the begin and end of th e measurement sections is clearly recognizable in the 
measurement data via a recorded trigger signal (opto -electronic barriers plus 
recorded GPS data) or via use of a DGPS system  
vi. in the driving phases outside the measurement sections and the preceding 
stabilization sections any unnecessary manoeuvres shall be avoided (e.g. driving in 
sinuous lines, unnecessary accelerations or decelerations)  
vii. the distance between the measured vehicle to another driven vehicle on the test 
track shall be at least 500  m. 
viii. at least 10 valid passings per heading are recorded  
The high speed test can be used to determine the misalignment of the anemometer if the 
provisions stated in 3.6 are fulfilled.  
3.5.3.8.  Second low speed test  
Perform the second measurement at the low speed directly after the high speed test. 
Similar provisions as for the first low speed test  shall be  fulfilled.  
3.5.3.9.  Drift check of torque meters  
Directly after the finalisation of the second low speed test the drift check of the torque 
meters shall be performed  in accordance to the following procedure:  
1. Bring the vehicle to standstill  
2. Lift the instrum ented wheels off the ground  
3. The drift of each torque meter calculated from the average of the minimum 
sequence of 10 seconds shall be less than 25  Nm. 
Exceeding this limit leads to an invalid test.  
3.6. Misalignment calibration test  
The misalignment of the a nemometer shall be determined by a misalignment calibration 
test on the test track .  
3.6.1.  At least 5 valid passings of a 250  ± 3 m straight section driven in each direction at high 
vehicle speed shall be performed .   
EN 215   EN 3.6.2.  The validity criteria for wind conditions as specified in section 3.2.5  of this Annex and 
the test track criteria as specified in section 3.1 of this Annex are applicable.  
3.6.3.  The data recorded during the misalignment calibration test shall be  used by the Vehicle 
Energy Consumption calculation Tool  Air Drag  tool to calculate the misalignment error 
and perform the according correction. The signals for wheel torques and engine speed 
are not used in the evaluation.  
3.6.4.  The misalignment calibration test can be performed independently from the constant 
speed test pr ocedure. If the misalignment calibration test is performed separately it shall 
be executed as follows:  
i. Prepare the opto -electronic barriers at the 250  m ± 3 m section, or check the proper 
function of the DGPS System.  
ii. Check the vehicle setup regardin g the height and geometry  in accordance with 
3.5.3.1  of this Annex . Adjust the height of the semi -trailer t o the requirements as 
specified in Annex 4 to this Annex if necessary  
iii. No prescriptions for warm -up are applicable  
iv Perform the misalignment calibration test by at least 5 valid passings as described 
above.  
3.6.5.  A new misalignment test shall be performed in the following cases:  
a. the anemomet er has been dismounted from the vehicle  
b. the anemometer has been moved  
c. a different tractor or truck is used  
d. the cab family has been changed  
3.7. Testing Template  
In addition to the recording of the modal measurement data, the testing shall be 
documented  in a template which contains at least the following data:  
i. General vehicle description (specifications see Appendix 2 - Information 
Document)  
ii. Actual maximum vehicle height as determined according to 3.5.3.1 . item 0 
iii. Start time and date of the test  
iv. Vehicle mass within a range of ± 500 kg  
v. Tyre pressures  
vi. Filename s of measurement data  
vii. Documentation of extraordinary events (with time and number of measurement 
sections), e.g.  
 close passing of another vehicle  
 manoeuvres to avoid accidents, driving errors   
EN 216   EN  technical errors  
 measurement errors  
3.8. Data processing  
3.8.1.  The recorded data shall be synchronised and aligned to 100  Hz temporal resolution, 
either by arithmetical average, nearest neighbour or linear interpolation.  
3.8.2.  All recorded data shall be checked for any errors. Measurement da ta shall be excluded 
from further consideration in the following cases:  
 Datasets became invalid due to events during the measurement  
(see 3.7 item 0) 
 Instrument saturation during the measurement sections (e.g. high wind gusts which 
might have led to anemometer signal saturation)  
 Measurements i n which the permitted limits for the torque meter drift were 
exceeded  
3.8.3.  For the evaluation of the constant speed tests the application of the Vehicle Energy 
Consumption calculation Tool  Air Drag  tool as provided by the European Commission 
is obligatory. Besi des the above mentioned data processing, a ll evaluation steps 
including validity checks (with exception of the list as specified above) are performed by 
Vehicle Energy Consumption calculation Tool  Air Drag . 
3.9. Input data for Vehicle Energy Consumption calculation Tool  Air Drag tool  
The following table s show the requirements for the measurement data recording and the 
preparatory data processing for the input into the Vehicle Energy Consumption 
calculation Tool  Air Drag  tool: 
Table 2  for the vehicle data file  
Table 3  for the ambient conditions file  
Table 4  for the measurement section configuration file  
Table 5 for the measurement data file  
Table 6 for the altitude profile files (optional input data)  
A detailed description of the requested data formats, the input files and the evaluation 
principles can be found in the technical document ation of the Vehicle Energy 
Consumption calculation Tool  Air Drag  tool. The data processing shall be applied as 
specified in section 3.8 of this Annex . 
Table 2: Input data for Vehicle Energy Consumption calculation Tool Air Drag – vehicle 
data file  
Input data  Unit  Remarks  
Vehicle class 
code  [-] 1 - 17 for trucks, 21 - 23 for buses   
EN 217   EN Input data  Unit  Remarks  
Vehicle 
configuration  [-] "rigid" or "tractor" for truck/tractor and trailer 
configuration  
Vehicle test mass  [kg] actual mass during measurements  
Gross vehicle 
mass  [kg] Gross vehicle mass of the rigid or tractor (w/o trailer or 
semitrailer)  
Axle ratio  [-] axle transmission ratio*1, *2 
Gear ratio high 
speed  [-] transmission ratio of gear engaged during high speed 
test*1 
Gear ratio low 
speed  [-] transmission ratio of gear engaged during low speed 
test*1 
Anemometer 
height  [m] height above ground of the measurement point of 
installed anemometer  
Vehicle height  [m] maximum vehicle height  according to 3.5.3.1  item 0.  
Gear box type  [-] manual or automated transmission: “MT_AMT”  
automatic transmission with torque converter: “AT”  
Vehicle 
maximum speed  [km/h]  Maximum speed the vehicle can be practically operated 
at the test track *3 
*1 specification of transmission ratios with at least 3 digits  after decimal separator  
*2 if the wheel speed signal is provided to Vehicle Energy Consumption calculation 
Tool  Air D rag (option for vehicles with torque converters, see section 3.4.3 ) the axle 
ratio shall be set to “1.000”  
*3 input only required if value is lower than 88  km/h  
 
Table 3: Input data for Vehicle Energy Consumption calculation Tool Air Drag – 
ambient conditions file  
Signal  Column identifier  
in input file  Unit  Measurement rate  Remarks  
Time  <t> [s] since 
daystart  - -  
EN 218   EN Ambient 
temperature  <t_amb_stat>  [°C] 
At least 1 averaged 
value per 5 
minutes  Stationary 
weather 
station  
Ambient 
pressure  <p_amb_stat>  [mbar]  Stationary 
weather 
station  
Relative air 
humidity  <rh_stat>  [%] Stationary 
weather 
station  
 
Table 4: Input data for Vehicle Energy Consumption calculation Tool   Air Drag – 
measurement section configuration file  
Input data  Unit  Remarks  
Trigger signal used  [-] 1 = trigger signal used; 0 = no trigger signal used  
Measurement section 
ID [-] user defined ID number  
Driving direction ID  [-] user defined ID number  
Heading  [°] Heading of the driving direction  
Length of the 
measurement section  [m] - 
Latitude start point of 
section  
decimal 
degrees  
or  
decimal 
minutes  standard GPS , unit decimal degrees : 
minimum 5 digits after decimal separator  
standard GPS , unit decimal minutes : 
minimum 3 digits after decimal separator  
DGPS , unit decimal degrees : 
minimum 7 digits after decimal separator  
DGPS , unit decimal minutes : 
minimum 5 digits after decimal separator  Longitude start point 
of section  
Latitude end point of 
section  
Longitude end point 
of section   
EN 219   EN Table 5: Input data for Vehicle Energy Consumption calculation Tool  Air Drag – measurement 
data file  
Signal  Column 
identifier in  
input file  Unit  Measurement 
rate Remarks  
Time  <t> [s] since 
day start  100 Hz  rate fixed to 100Hz; time signal used for 
correlation with weather data and for 
check of frequency  
(D)GPS 
latitude  <lat>  
decimal 
degrees  
or  
decimal 
minutes  GPS: ≥ 4 Hz  
DGPS: ≥  100 
Hz standard GPS, unit decimal degrees:  
minimum 5 digits after decimal 
separator  
standard GPS, unit decimal minutes:  
minimum 3 digits after decimal 
separator  
DGPS, unit decimal degrees:  
minimum 7 digits after decimal 
separator  
DGPS , unit decimal minutes:  
minimum 5 digits after decimal 
separator  (D)GPS 
longitude  <long>  
(D)GPS 
heading  <hdg>  [°]  ≥ 4Hz    
DGPS 
velocity  <v_veh_GPS>  [km/h]  ≥ 20 Hz  not used in analysis if opto -electronic 
barriers are used  
Vehicle 
velocity  <v_veh_CAN>  [km/h]  ≥ 20 Hz raw CAN bus front axle signal  
Air speed  <v_air>  [m/s]  ≥ 4 Hz  raw data (instrument reading)  
Inflow angle 
(beta)  <beta>  [°] ≥ 4 Hz  raw data (instrument reading); "180°" 
refers to air flow from front  
Engine 
speed or 
Cardan 
speed  <n_eng> or 
<n_card>  [rpm]  ≥ 20 Hz  cardan speed for vehicles with torque 
converter not locked during low speed 
test 
Torque 
meter (left 
wheel)  <tq_l>  [Nm]  ≥ 20 Hz  
- Torque 
meter (right 
wheel)  <tq_r>  [Nm]  ≥ 20 Hz  
Ambient 
temperature 
on vehicle  <t_amb_veh>  [°C] ≥ 1 Hz    
Trigger 
signal  <trigger>  [-] 100 Hz  optional signal; required if measurement 
sections are identified by opto electronic 
barriers (option "trigger_used=1")   
EN 220   EN Signal  Column 
identifier in  
input file  Unit  Measurement 
rate Remarks  
Proving 
ground 
temperature  <t_ground>  [°C] ≥ 1 Hz   
Validity  <valid>  [-] - optional signal (1=valid;  0=invalid);  
 
Table 6: Input data for Vehicle Energy Consumption calculation Tool  Air Drag – 
altitude profile file  
Input data  Unit  Remarks  
Latitude  decimal degrees  
or  
decimal minutes  unit decimal degrees : 
minimum 7 digits after decimal separator  
 
unit decimal minutes : 
minimum 5 digits after decimal separator  Longitude  
Altitude  [m] minimum 2 digits after decimal separator  
3.10. Validity criteria  
This sections sets out the criteria to obtain valid results in Vehicle Energy Consumption 
calculation Tool  Air Drag.  
3.10.1.  Validity criteria for the constant speed test  
3.10.1.1.    Vehicle Energy Consumption calculation Tool  Air Drag  accepts  datasets as 
recorded during the constant speed test in case the following vali dity criteria are met:  
i. the average vehicle speed is inside the criteria as defined in 3.5.2  
ii. the ambient temperature is inside the range as described in 3.2.2 . This criterion is 
checked by Vehicle Energy Consumption calculation Tool  Air Drag based on the 
ambient temperature measured on the vehicle.  
iii. the pro ving ground temperature is in the range as described i n 3.2.3  
iv. valid average wind speed conditions according to point 3.2.5  item 0 
v. valid gust wind speed conditions according to point 3.2.5  item 0 
vi. valid average yaw angle conditions according to point 3.2.5  item 0 
vii. stability criteria for vehicle speed met : 
Low speed test:   
EN 221   EN (𝑣𝑙𝑚𝑠 ,𝑎𝑣𝑟𝑔 −0.5 𝑘𝑚/ℎ)≤𝑣𝑙𝑚,𝑎𝑣𝑟𝑔 ≤(𝑣𝑙𝑚𝑠 ,𝑎𝑣𝑟𝑔 +0.5 𝑘𝑚/ℎ) 
where:  
vlms,avrg  =  average of vehicle speed per measu rement section [km/h]  
vlm,avrg  =  central moving average of vehicle speed with Xms seconds  
   time base  [km/h]  
Xms  =  time needed to drive 25  m distance at actual vehicle speed   
   [s] 
High speed test:  
(𝑣ℎ𝑚𝑠,𝑎𝑣𝑟𝑔 −0.3 𝑘𝑚/ℎ)≤𝑣ℎ𝑚,𝑎𝑣𝑟𝑔 ≤(𝑣ℎ𝑚𝑠,𝑎𝑣𝑟𝑔 +0.3 𝑘𝑚/ℎ) 
where:  
vhms,avrg  =  average of vehicle speed per measurement section [km/h]  
vhm,avrg  =  1 s central moving average of vehicle speed [km/h]  
viii. stability criteria for vehicle torque met : 
Low speed test:  
(𝑇𝑙𝑚𝑠 ,𝑎𝑣𝑟𝑔 −𝑇𝑔𝑟𝑑)∗0.7≤(𝑇𝑙𝑚,𝑎𝑣𝑟𝑔 −𝑇𝑔𝑟𝑑)≤(𝑇𝑙𝑚𝑠 ,𝑎𝑣𝑟𝑔 −𝑇𝑔𝑟𝑑)∗1.3 
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 s ection (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] 
High speed test  
(𝑇ℎ𝑚𝑠,𝑎𝑣𝑟𝑔 −𝑇𝑔𝑟𝑑)∗0.8≤(𝑇ℎ𝑚,𝑎𝑣𝑟𝑔 −𝑇𝑔𝑟𝑑)≤(𝑇ℎ𝑚𝑠,𝑎𝑣𝑟𝑔 −𝑇𝑔𝑟𝑑)∗1.2 
where:  
Thms,avrg  =  average of Tsum per measurement section [Nm]  
Tgrd  =  average torque from gradient force (see L ow speed test) [Nm]  
Tsum  =  TL+TR; sum of corrected torque  values left and right wheel [Nm]  
Thm,avrg  =  1 s central moving average of Tsum [Nm]   
EN 222   EN ix. valid heading of the vehicle during passing a measurement section (<  10° 
deviation from target heading applicable for low speed test, high speed test and 
misalignment test)  
x. driven distance inside measurement section calculated from the calibrated vehicle 
speed does not differ from target distance by more than 3 meters (applicable for 
low speed test and high speed test)  
xi. plausibility check for engine speed or cardan speed whichever is applicable 
passed : 
Engine speed check for high speed test:  
 
 
 
 
where:  
igear  =  transmission ratio of the gear selected in high speed test [ -] 
iaxle  =  axle transmission ratio [ -] 
vhms,avrg  =  average vehicle speed (h igh speed measurement section) [km/h]  
neng,1s   =  1 s central moving average of engine speed (high speed   
  measurement section) [rpm]  
rdyn,avrg =  average  effective rolling radius for a single high speed  
             measurement section [m] 
rdyn,ref,HS  =  reference  effective rolling radius calculated from all valid  
  high speed measurement sections (number = n) [m] 
Engine speed check for low speed test:  
 
 
 
 
 
EN 223   EN  
 
where:  
igear   =  transmissi on ratio of the gear selected in low speed test [ -] 
iaxle   =  axle transmission ratio [ -] 
vlms,avrg   =  average vehicle speed ( low speed measurement section)  
  [km/h]  
neng,float   =  central moving average of engine speed with Xms seconds  
  time base (low speed measurement section) [rpm]  
Xms   =  time needed to drive 25 meter distance at low speed [s]  
rdyn,avrg  =  average  effective rolling radius for a single low speed  
  measurement section [m] 
rdyn,ref, LS1/LS2   =  reference  effective rolling radius calculated from all valid  
  measurement sections for low speed test 1 or low speed  
  test 2 (number = n) [m] 
The plausibility check for cardan speed is performed in an analogue way with neng,1s 
replaced by ncard,1s  (1 s central moving average of cardan s peed in the high speed 
measurement section) and neng,float  replaced by ncard,float  (moving average of cardan speed 
with Xms seconds time base in the low speed measurement section) and igear set to a value 
of 1.  
xii. the particular part of the measurement data was not marked as “invalid” in the 
Vehicle Energy Consumption calculation Tool  Air Drag input file . 
3.10.1.2.    Vehicle Energy Consumption calculation Tool  Air Drag  excludes single datasets  
from the evaluation in the case  of unequal number of datasets for a particular 
combination of measurement section and driving direction for the first and the second 
low speed test . In this case the first datasets from the low speed run with the higher 
number of datasets are excluded . 
3.10.1.3.    Vehicle Energy Consumption calculation Tool  Air Drag  excludes single 
combinations of measurement sections and drivi ng di rections from the evaluation if:  
 
EN 224   EN i. no valid dataset is available from low speed test 1 or/and low speed test 2  
ii. less than two valid d atasets from the high speed test are available  
3.10.1.4.    Vehicle Energy Consumption calculation Tool  Air Drag  considers the complete  
constant speed test invalid in the following cases:  
i. test track requirements as described in 3.1.1  not met  
ii. less than 10 datasets per heading available  (high speed test)  
iii. less than 5 valid datasets per heading available  (misalignment  calibration test)  
iv. the rolling resistance coefficients (RRC) as calculated according to Appendix  1 
point 4 step 4 for the first and the second low speed test differ more than 0.40  kg/t 
3.10.2.  Validity criteria for the misalignment test  
3.10.2.1.    Vehicle Energy Consum ption calculation Tool  Air Drag  accepts  datasets as 
recorded during the misalignment test  in case the following vali dity criteria are met:  
i. the average vehicle speed is inside the criteria as defined in 3.5.2  for the high 
speed test  
ii. valid average wind speed conditions according to point 3.2.5  item 0 
iii. valid gust wind speed conditions according to point 3.2.5  item 0 
iv. valid average yaw angle conditions according to point 3.2.5  item 0 
v. stability criteria for vehicle speed met : 
(𝑣ℎ𝑚𝑠,𝑎𝑣𝑟𝑔 −1 𝑘𝑚/ℎ)≤𝑣ℎ𝑚,𝑎𝑣𝑟𝑔 ≤(𝑣ℎ𝑚𝑠,𝑎𝑣𝑟𝑔 +1 𝑘𝑚/ℎ) 
where:  
vhms,avrg  =  average of vehicle speed per measurement section [km/h]  
vhm,avrg  =  1 s central moving average of vehicle speed [km/h]  
3.10.2.2.    Vehicle Energy Consumption calculation Tool Air Drag considers the data from a 
single measurement section  invalid in the following cases:  
i. the average vehicle speeds from all valid datasets from each driving directions 
differ by more than 2  km/h.  
ii. less than 5 datasets per heading available  
3.10.2.3.    Vehicle Energy Consumption calculation Tool Air Drag considers the complete 
misalignment  test invalid in case no valid result for a single measurement section is 
available.  
3.11. Declaration of air drag value  
Base valu e for the declaration of the air drag value is the final result for Cd∙Acr (0) as 
calculated by the Vehicle Energy Consumption calculation Tool  Air Drag tool. The 
applicant for a certificate  shall declare a value Cd∙Adeclared  in a range from  equal to a 
maximum of +0.2 m² higher than Cd∙Acr (0). This tolerance shall take into account 
uncertainties in the selection of the parent vehicles as the worst case for all testable  
EN 225   EN members of the family. The value Cd∙Adeclared  shall be the input for the Vehicle Energy 
Consumption calculation Tool  CO 2 simulation tool and the reference value for 
conformity of production  testing.  
   
EN 226   EN  
Appendix 1  
MODEL OF A CERTIFICATE OF A COMPONENT , SEPARATE TECHNICAL UNIT 
OR SYSTEM  
 
Maximum format: A4 (210 x 297 mm)  
CERTIFICATE  
Communication concerning:  
– granting(1) 
– extension (1) 
– refusal (1) 
– withdrawal (1) 
of a certificate for  components , separate technical units and systems  with regard to Regulation 
(EC) No 595/2009  as implemented by Regulation No … [ this Regulation ]. 
Regulation (EC) No XXXXX and Regulation No … [this Regulation] as last amended by 
……………..  
certification  number:  
Hash:  
Reason for extension:  Stamp administration   
EN 227   EN SECTION I  
0.1. Make (trade name of manufacturer):  
0.2. Vehicle body and air drag type / family (if applicable):  
0.3. Vehicle body and air drag Family member (in case of family)  
0.3.1.  Vehicle body and air drag parent  
0.3.2.  Vehicle body and air drag types within the family  
0.4. Means of identification of type, if marked   
0.4.1. Locati on of the marking:  
0.5. Name and address of manufacturer:  
0.6. In the case of components and separate technical units, location and method of 
affixing of the EC certification  mark:  
0.7. Name(s) and address(es) of assembly plant(s):  
0.9. Name and address of  the manufacturer's representative (if any)  
 
SECTION II  
1. Additional information (where applicable): see Addendum  
2. Technical service responsible for carrying out the tests:  
3. Date of test report:  
4. Number of test report:  
5. Remarks (if any): see Add endum  
6. Place:  
7. Date:  
8. Signature:  
Attachments:  
Information package. Test report.   
EN 228   EN Appendix 2  
Vehicle body and air drag information document  
 
    Description sheet no.:             Issue:  000 
 
 from:           
 
 Amendment:   - 
 
 
pursuant to …  
 
Vehicle Body and Air Drag type or family (if applicable) : 
 
 
General remark: For Vehicle Energy Consumption calculation Tool  input data an electronic 
file format need to be defined which can be used for data import to the Vehicle Energy 
Consumption calculat ion Tool . The Vehicle Energy Consumption calculation Tool  input 
data may differ from the data requested in the information document and vice versa (to be 
defined). A data file is especially necessary wherever large data such as efficiency maps need to be 
handled (no manual transfer / input necessary).   
… 
 
 
 
 
  
EN 229   EN 0.0.  GENERAL   
0.1.  Name and address of manufacturer   
0.2.  Make (trade name of manufacturer):   
0.3.  Vehicle Body and Air Drag type  (family if applicable) :  
   
   
0.4.  Commercial name(s) (if available):   
0.5.  Means of identification of type, if marked on the vehicle:   
0.6.  In the case of components and separate technical units, 
location and method of affixing of the certification mark:   
0.7.  Name(s) and address(es) of assembly plant(s):   
0.8.  Name and address of the manufacturer's representative:   
   
   
   
  
EN 230   EN PART 1  
ESSENTIAL CHARACTERISTICS OF THE (PARENT) VEHICLE MODY AND AIR DRAG  
Types within  a vehicle body and air drag family  
 
Parent  
vehicle configuration  
1.0.  SPECIFIC AIR DRAG  INFORMATION   
1.1.0  
1.1.1  VEHICLE  
HDV class according to HDV CO2 scheme   
1.2.0.   Vehicle class   
1.2.1.   Vehicle Model   
1.2.2.   Axle configuration   
1.2.3.   Max. gross vehicle weight   
1.2.4.   Cabin line   
1.2.5.   Cabin width  (max. value in Y direction)   
1.2.6.   Cabin length  (max. value in X direction)   
1.2.7.   Roof height   
1.2.8.   Wheel base   
1.2.9.   Height cabin over frame   
1.2.10.   Frame height   
1.2.11.   Aeordynamic accessories or add -ons (e.g. roof 
spoiler, side extender, side skirts, corner vanes)   
1.2.12.   Tire dimensions front axle   
1.2.13.   Tire dimensions driven  axles(s)   
1.3.  Body specifications (according to norm body 
definition)    
EN 231   EN Parent  
vehicle configuration  
1.4.  
 
1.5.  
 (Semi -) Trailer specifications (according to 
norm (semi -) trailer specification)  
Parameter defining the family in accordance 
with the description of the applicant (parent 
criteria and deviated family criteria)  
  
   
EN 232   EN LIST OF ATTACHMENTS  
No. Description  Date of issue  
 
1 Information on test conditions   
 
 
   
 
   
 
   
 
   
 
   
 
   
 
   
 
   
 
   
 
   
 
   
EN 233   EN Attachment 1 to Information Document  
 
Information on test conditions (if applicable)  
Test track on which tests have been conducted:  
 
Total vehicle mass  during measurement  [kg]: 
 
Maximum vehicle height during measurement [m]:  
 
Average a mbient conditions  during  
first low speed test [°C] : 
 
Average vehicle speed during high speed  tests [km/h]:  
 
Product of drag coefficient ( Cd) by  
cross sectional area ( Acr) for zero  
crosswind conditions  CdAcr(0) [m²]: 
 
Product of drag coefficient ( Cd) by  
cross sectional area ( Acr) for average  
crosswind conditions during  
constant speed test  CdAcr(β) [m²]: 
 
Average yaw angle during constant  
speed test  β [°]: 
 
Declared air drag value Cd∙Adeclared  [m²]: 
   
EN 234   EN Appendix 3  
Vehicle height requirements  
 
1. Vehicles measured in the constant speed test according to section 3 of this Annex 
have to meet the vehicle height requirements as shown in Table 7. 
2. The vehicle height has to be determined as described in 3.5.3.1 . item 0 
3. Vehicles of vehicles classes not shown in Table 7 are not subject to cons tant speed 
testing.  
Table 7: Vehicle Height Requirements  
Vehicle 
class  minimum 
vehicle 
height [m]  maximum 
vehicle 
height [m  
1 3.40 3.60 
2 3.50 3.75 
3 3.70 3.90 
4 3.85 4.00 
5 3.90 4.00 
9 similar value s than rigid 
with same maximum gross 
vehicle weight  
(class 1, 2, 3 or 4)  
10 3.90 4.00 
 
4. For buses and coaches vehicle height requirements do not apply.  
   
EN 235   EN Appendix 4 
Standard body and semitrailer configurations  
 
1. Vehicles measured in the constant speed test according to section 3  of this Annex 
have to fulfill the requirements on standard bodies and standard semitrailer as 
described in this Appendix.  
2. The applicable standard body or semitrailer shall be determined from Table 8 . 
Table 8: Allocation of standard bodies and semitrailer for constant speed testing  
Vehicle class  Standard body or 
trailer  
1 B1 
2 B2 
3 B3 
4 B4 
5 ST1 
9 depending on 
maximum gross 
vehicle weight:  
 7.5 – 10t:  B1  
>10 – 12t:  B2  
>12 – 16t:  B3  
>16t:          B5  
10 ST1 
 
3. The standard bodies B1, B2, B3, B4 and B5 shall be constructed as a hard shell body 
in dry -out box design. They shall be equipped with two rear doors  and without any 
side doors . The standard bodies shall not be equipped with tail lift s, front spoiler s or 
side fairings for reduction of aerodynamic drag. The specifications of the standard 
bodies are given in:  
Table 9  for standard body “B1”  
Table 10 for standard body “B2”  
Table 11 for standard body “B3”  
Table 12 for standard body “B4”  
Table 13 for standard body “B5”   
EN 236   EN Mass indications as given in Table 9  to Table 13 are not subject to inspection for air 
drag testing.  
4. The type and chassis requirements for the standard semitrailer ST1 are listed in Table 
14. The specifications are given in Table 15. 
5. All d imensions and masses without  tolerances mentioned explicitly shall be in  line 
with Reg.1230/2012/EC, Annex 1, Appendix 2 (i.e. in the range of ± 3% of the target 
value).  
Table 9: Specifications of standard body “B1”  
Specification  Unit  External 
dimension  
(tolerance)  Remarks  
Length  [mm]  6,200   
Width  [mm]  2,550 (-10)  
Height  [mm]  2,680  (±10) box: external height: 2,560  
longitudinal beam: 120  
Corner radius 
side & roof 
with front 
panel  [mm]  50 - 80  
Corner radius 
side with roof 
panel  [mm]  50 - 80  
Remaining 
corners  [mm]  broken with radius 
≤ 10  
Mass  [kg] 1,600  has not be verified during air 
drag testing  
 
Table 10: Specifications of standard body “B2”  
Specification  Unit  External 
dimension  
(tolerance)  Remarks  
Length  [mm]  7,400  
Width  [mm]  2,550 (-10)  
Height  [mm]  2,760  (±10) box: external height: 2,640  
  longitudinal beam: 120   
EN 237   EN Specification  Unit  External 
dimension  
(tolerance)  Remarks  
Corner radius 
side & roof 
with front 
panel  [mm]  50 - 80  
Corner radius 
side with roof 
panel  [mm]  50 - 80  
Remaining 
corners  [mm]  broken with radius 
≤ 10  
Mass  [kg] 1,900  has not be verified during air 
drag testing  
 
Table 11: Specifications of standard body “B3”  
Specification  Unit  External 
dimension  
(tolerance)  Remarks  
Length  [mm]  7,450  
Width  [mm]  2,550 (-10) legal limit (96/53EU),  
internal ≥ 2,480  
Height  [mm]  2,880  (±10) box: external height: 2,760  
longitudinal beam: 120  
Corner radius 
side & roof 
with front 
panel  [mm]  50 - 80  
Corner radius 
side with roof 
panel  [mm]  50 - 80  
Remaining 
corners  [mm]  broken with radius 
≤ 10  
Mass  [kg] 2,000  has not be verified during air 
drag testing  
 
Table 12: Specifications of standard body “B4”   
EN 238   EN Specification  Unit  External 
dimension  
(tolerance)  Remarks  
Length  [mm]  7,450  
Width  [mm]  2,550 (-10)  
Height  [mm]  2,980  (±10) box: external height: 2,860  
longitudinal beam: 120  
Corner radius 
side & roof 
with front 
panel  [mm]  50 - 80  
Corner radius 
side with roof 
panel  [mm]  50 - 80  
Remaining 
corners  [mm]  broken with radius 
≤ 10  
Mass  [kg] 2,100  has not be verified during air 
drag testing  
 
Table 13: Specifications of standard body “B5”  
Specification  Unit  External 
dimension  
(tolerance)  Remarks  
Length  [mm]  7,820 internal ≥ 7,650  
Width  [mm]  2,550 (-10) legal limit (96/53EU),  
internal ≥ 2,460  
Height  [mm]  2,980  (±10) box: external height: 2,860  
longitudinal beam: 120  
Corner radius 
side & roof 
with front 
panel  [mm]  50 - 80  
Corner radius 
side with roof 
panel  [mm]  50 - 80  
Remaining 
corners  [mm]  broken with radius 
≤ 10   
EN 239   EN Specification  Unit  External 
dimension  
(tolerance)  Remarks  
Mass  [kg] 2,200  has not be verified during air 
drag testing  
 
Table 14: Type and chassis configuration of standard semitrailer “ST1”  
Type of 
trailer  3-axle semi -trailer w/o steering axle(s)  
Chassis 
configuration  • End to end ladder frame  
• Frame w/o underfloor cover  
• 2 stripes at each side as underride protection  
• Rear underride protection (UPS)  
• Rear lamp holder plate  
• w/o pallet box  
• Two spare wheels after the 3rd axle  
• One toolbox at the end of the body before UPS (left or 
right side)  
• Mud flaps before and behind axle assembly  
• Air suspension  
• Disc brakes  
• Tyre size: 385/65 R 22.5  
• 2 back doors  
• w/o side door(s)  
• w/o tail lift  
• w/o front spoiler  
• w/o side fairings for aero  
 
Table 15: Specifications standard trailer “ST1”  
Specification  Unit  External 
dimension  
(tolerance)  Remarks  
Total length  [mm]  13,685   
Total width (Body 
width)  [mm]  2,550 (-10)  
Body height  [mm]  2,850 (±10) max. full height: 4,000 
(96/53EU)  
Full height, 
unloaded  [mm]  4,000 (-10) height over the complete 
length  
specification for semi -
trailer, not relevant for  
EN 240   EN Specification  Unit  External 
dimension  
(tolerance)  Remarks  
checking of vehicle height 
during constant speed test  
Trailer coupling 
height, unloaded  [mm]  1,150  specification for 
semitrailer, not subject to 
inspection during constant 
speed test  
Wheelbase  [mm]  7,700   
Axle distance  [mm]  1,310  3-axle assembly, 24t 
(96/53EU)  
Front overhang  [mm]  1,685  radius: 2,040 (legal limit, 
96/53EU)  
Front wall    flat wall with attachments 
for compressed air and 
electricity  
Corner front/side 
panel  [mm]  broken with strip 
under 45° and 
edge radii ≤  5 within a radius of 2,040 
(origin: kingpin), (legal 
limit, 96/53EU)  
Remaining corners  [mm]  broken with 
radius ≤  10  
Toolbox dimension 
vehicle x-axis [mm]  655 Tolerance: ± 10% of target 
value  
Toolbox dimension 
vehicle y -axis [mm]  445 Tolerance: ± 5% of target 
value  
Toolbox dimension 
vehicle z -axis [mm]  495 Tolerance: ± 5% of target 
value  
Side underride 
protection length  [mm] 3,045  2 stripes at each side,  
acc. ECE - R 73, 
Amendment 01 (2010),  
+/- 100 depending on 
wheelbase  
Stripe profile  [mm2] 100 x 30  ECE - R 73, Amendment 01 
(2010)  
Technical cross 
vehicle weight  [kg] 39,000  legal CVWR: 24,000 
(96/53EU)   
EN 241   EN Specification  Unit  External 
dimension  
(tolerance)  Remarks  
Vehicle curb 
weight  [kg] 7,500  has not be verified during 
air drag testing  
Allowable axle 
load [kg] 24,000  legal limit (96/53EU)  
Technical axle load  [kg] 27,000  3 x 9,000  
   
EN 242   EN Appendix 5 
Air drag family for trucks  
 
1. General  
An air drag family is characterized by design and performance parameters. These 
shall be common to all vehicles within the family. The manufacturer may decide 
which vehicles  belong to an air drag  family as long as the membership criteria listed 
in paragrap h 4 are respected. The air drag family shall be approved by the approval 
authority. The manufacturer shall provide to the approval authority the ap propriate 
information relating to the air drag of the members of the air drag family.  
2. Special cases  
In some cases there may be interaction between parameters. This shall be taken into 
consideration to ensure that only vehicles with similar characteristics  are included 
within the same air drag family. These cases shall be identified by the manufacturer 
and notified to the approval authority. It shall then be taken into account as a 
criterion for creating a new air drag family.  
In addition to the parameters  listed in paragraph 4, the manufacturer may introduce 
additional criteria allowing the definition of families of more restricted size.  
3. All vehicles  within a family get the same air drag value than the corresponding 
“parent vehicle” of the family. This air drag value has to be measured on the parent 
vehicle according to the constant speed test procedure as described in section 3 of the 
main part of th is Annex.  
4. Parameter defining the air drag family :  
4.1. Vehicles are allowed to be grouped within a family if the following criteria are 
fulfilled:  
a) Same cabin width and body in white geometry up to B-pillar and above the 
heel point excluding the cab bottom ( e.g. engine tunnel). All members of the 
family stay within a range of ± 10 mm to the parent vehicle . 
b) Same roof height in vertical Z . All members of the family stay within a range 
of ± 10 mm to the parent vehicle .  
c) Same height of cabin over frame . This criterion is fulfilled if the height 
difference of the cabins over frame stays within Z < 175mm . 
The fulfillment of the family concept requirements shall be demonstrated by CAD 
(computer -aided design) data.   
EN 243   EN  
 
Figure 1: Family definition  
4.2. An air drag family consist of testable members and vehicle configurations which can 
not be tested in accordance with this regulation.  
4.3. Testable members of a family are vehicle configurations, which fulfill the installation 
requirements as defined in 3.3 in the main part of this Annex.  
5. Choice of the air drag parent vehicle  
5.1. The parent vehicle of each family shall be selected accordin g to the following 
criteria:  
5.2. The vehicle chassis shall fit to the dimensions of the standard body or semi -trailer as 
defined in Appendix 5 of this Annex.  
5.3. All testable members of the family shall have a n equal or lower air drag value than 
the value Cd∙Adeclared declared for the parent vehicle . 
5.4. The applicant for a certificate  shall be able to demonstrate that the selection of the 
parent vehicle meets the provisions as stated in 5.3 based on scientific methods e.g. 
CFD, wind tunnel results or good engineering practice. This provision applies for all 
 
EN 244   EN vehicle variants which can be tested by the constant speed procedure as described in 
this Annex. Other vehicle configurations (e.g. vehicle heights not in accordance with 
the provisions in Appendix 4, wheel bases not compatible with the standard body 
dimensions of Appendix 5) shall get the same air drag value as the testable p arent 
within the family without any further demonstration. As tires are considered as part 
of the measurement equipment, their influence shall be excluded in proving the worst 
case scenario.  
5.5. Air drag values can be used for creation of families in other ve hicle classes if the 
family criteria in accordance with point 5 of this Appendix are met based on the 
provisions given in Table 16 .  
Table 16: Provisions for transfer of air drag values to other vehicle classes  
 
  Vehicle 
class  Transfer formula  Remarks  
1 Class 2 – 0.2 m² Only allowed if value for 
class 2 was measured  
2 Class 3 – 0.2 m² Only allowed if value for 
class 3 was measured  
3 Class 4 – 0.2 m²  
4 No transfer allowed   
5 No transfer allowed   
9 Class 1,2,3,4 + 0.1 m²  Applicable class for transfer 
has to match with gross 
vehicle weight. Transfer of 
already transferred values 
allowed.  10 Class 1,2,3,5 + 0.1 m²  
11 Class 9  Transfer of already 
transferred values allowed  
12 Class 10  Transfer of already 
transferred values allowed  
16 No transfer allowed  Only table value applicable   
EN 245   EN Appendix 6 
Conformity of production  
 
1. The conformity of production shall be verified by constant speed tests as laid down 
in section 3 of the main part of this Annex. For conformity of production  (CoP)  the 
following additional provisions apply:  
i. The ambient temperature of the constant spee d test shall be within a range of ± 
5°C to the value from the certification  measurement. This criterion is verified 
based on the average temperature from the first low speed tests as calculated by 
the Vehicle Energy Consumption calculation Tool  Air Drag to ol. 
ii. The high speed test shall be performed in a vehicle speed range within 
± 2 km/h to the value from the certification  measurement.  
2. A vehicle fails the conformity of production test if the measured Cd Acr (0) value is 
higher than the Cd∙Adeclared  value declared for the parent vehicle plus 7,5% conformity 
of production tolerance margin representing the reproducibility range of a constant 
speed test.  
3. The number of vehicles to be conformity of production tested per year of production 
shall be determined based on Table 17. 
Table 17: Number of vehicles to be conformity of production  tested per year of 
production  
Number of 
CoP tested 
vehicles  Number of C oP relevant 
vehicles produced the year 
before  
1 ≤ 25,000  
2 ≤ 50,000  
3 ≤ 75,000  
4 ≤ 100,000  
5 100,001 and more  
For the purpose of establishing the produc tion 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  8 of this Annex  shall be considered.   
4. For the selection of vehicles for conformity of production testing the following 
provisions app ly: 
4.1. Only vehicle s from the production line shall be tested for conformity of production . 
4.2. Only vehicles which fulfil the provisions for constant speed testing as laid down in 
section 3.3 of the main part of this Annex shall be selected.  
4.3. Tires are considered part of the measurement equipment and can be selected by the 
manufacturer.   
EN 246   EN 4.4. Vehicles in families where the air drag value has been determined via transfer from 
other vehicles according to Appendix 6 point 7 are not subject to conformity of 
production  testing.  
4.5. Vehicles which use standard values for air drag according to Appendix 8 are not 
subject to COP testing.  
4.6. The first two vehicles per manufacturer  and year to be conformity of production  
tested shall be selected from the two biggest families in terms of vehicle production. 
Additional vehicles shall be selected by the technical service.  
5. After a vehicle was selected for conformity of produ ction the manufacturer  has to 
verify the conformity of production within a time period of 12 month. If the 
verification was not possible within this period the manufacturer  shall report the 
reasons to the legal authorities by documentation of test track bo oking and weather 
conditions.  
   
EN 247   EN Appendix 7  
Standard values  
1. Standard values for the product of drag coefficient by cross sectional area for zero 
crosswind conditions Cd∙Adeclared  shall be taken from Table 18. 
Table 18: Standard values for Cd∙Adeclared  
Vehicle class  Standard  value  
Cd∙Adeclared  [m²] 
1 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. For vehicle configurations “rigid + trailer” the overall air drag value  is calculated by 
the Vehicle Energy Consumption calculation Tool CO 2 simulation tool by adding 
standard delta values for trailer influence as specified in Table 19 to the Cd∙Adeclared  
value for the rigid.  
Table 19: Standard  delta air drag  values for trailer influence  
Trailer  standard  delta air 
drag  values for 
trailer influence [m²]  
T1  1.3 
T2  1.5  
 
   
EN 248   EN 3. For EMS vehicle configurations the air drag  value of the overall vehicle 
configuration is calculated by the Vehicle Energy Consumption calculation Tool  CO 2 
simulation tool by adding the standard  delta values for EMS influence as specified in 
Table 20 to the air drag  value for the baseline vehicle configuration..  
Table 20: Standard  delta Cd Acr (0) values for EMS  influence  
EMS configuration  standard  delta air drag  
values for EMS influence 
[m²] 
(Class 5  tractor  + ST1) 
+ T2   2.1 
(Class 9 /  11 truck )  + 
dolly + ST 1   2.5 
(Class 10/12 tractor + 
ST1) + T2   2.1 
   
EN 249   EN Appendix 8 
Markings  
 
In the case of a vehicle  being type approved accordant to this Annex, the cabin  shall bear:  
1.1 The manufacturer’s name an d trade mark  
1.2 The make and identifying type indication as recorded in the information referred to 
in paragraph 0.2 and 0.3 of Appendix 2 to this Annex  
1.3 The certification  mark as a rectangle surrounding the l ower -case letter ‘e’ followed 
by the distinguishing number of the Member State which has granted the certificate :  
EN 250   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 the Czech Republic;  
9 for Spain;  
11 for the United Kingdom;  
12 for Austria;  
13 for Luxembourg;  
17 for Finland;  
18 for Denmark;  
19 for Romania;  
20 for Poland;  
21 for Portugal;  
23 for Greece;  
24 for Ireland;  
25 for Croatia;  
26 for Slovenia;  
27 for Slovakia;  
29 for Estonia;  
32 for Latvia;  
34 for Bulgaria;  
36 for Lithuania;  
49 for Cyprus;  
50 for Malta   
EN 251   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 -approval number set out 
in Annex VII to Directive 2007/46/EC, preceded by the two figures indicating the 
sequence number assigned to the latest technical amendment to this Regulati on and 
by a cha racter  'D' indicating that the approval has been granted  for an air drag.  
For this Regulation, the sequence number shall be 00. 
1.4.1  Example and dimensions of the certification  mark  
 
The above certification  mark affixed to a cabin  shows that the type concerned has 
been approved in Poland (e20 ), pursuant to this Regulation.  The first two digits (00) 
are indicating the sequence number assigned to the latest technical amendment to this  
Regulation. The following digit indicates that the  certificate  was granted for an air-
drag (D). The last  four digits (0004) are those allocated by the type -approval 
authority to  the engine as  the base certification number . 
1.5  The certification mark shall be affixed to the cabin  in such a way as to be in delible 
and clearly legible. It shall be visible when the cabin  is installed on the vehicle and 
shall be affixed to a part necessary for normal cabin  operation and not normally 
requiring replacement during cabin  life. The markings, labels, plates or sticke rs must 
be durable f or the useful life of the engine and must be clearly legible and indelible. 
The manufacturer shall ensure that the markings, labels, plates or sticker cannot be 
removed without destroying or defacing them.  
2 Numbering  
2.1 Certification  number for air-drag shall comprise the following:  
eX*YYY/YYYY*ZZZZ/ZZ D*0000*00  
section 1  section 2  section 3  Additional 
character to 
section 3  section 4  section 5  
Indication of 
country issuing 
the certificate  Basic act 
(595/2009)  Latest version of 
the implementing 
act (2017/xx)  D=Air-drag Base 
certification 
number  
0000  Extension  
00 
  
e202a a a ≥ 3mm
00D 0004a 
EN 252   EN Appendix 8 
Input parameters for the vehicle energy consumption calculation tool  
 
Introduction  
This Appendix describes the list of parameters to be provided by the vehicle  
manufacturer as input to the simulation tool . The applicable XML schema as well a s 
example data are available at the dedicated electronic distribution platform.  
The XML is automatically generated by the “Vehicle Energy Consumption 
calculation Tool” Air Dr ag Tool.   
Definitions  
(1) “Parameter ID”: Unique identifier as used in “Vehicle Energy Consumption 
calculation 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  
date ………  date and t ime in UTC time in the format:  
YYYY -MM-DDTHH:MM:SS Z with italic letters denoting 
fixed characters e.g. “2002 -05-30T09:30:10Z”  
integer ……  value with an integral data type , no leading zeros, e.g. “1800”  
double, X ....  fractional number w ith 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  
   
EN 253   EN Set of input parameters  
Table 1: Input parameters “AirDrag”  
Parameter name  Param ID  Type  Unit  Description/Reference  
Manufacturer  P240  string      
Make  P241  string    Trade name of manufacturer  
TypeID  P242  string    Identifier of the component as used in the 
certification  process  
Date  P243  date   Date and Time when the component file is created.  
AppVersion  P244  string    Version number identifying the evaluation tool  
CdxA _0 P245 double, 2  [m²]  Final result of “Vehicle Energy Consumption 
calculation Tool” Air Drag Tool  
Transferred CdxA  P246  double, 2  [m²] CdxA_0  transferred to other vehicle class according 
to Table  18 of Appendix  5. In case no transfer rule 
was applied  CdxA_0  shall be provided.  
Declared CdxA  P146  double, 2  [m²] Declared value for Air Drag Family  
 
In case standard values according to Appendix 7 shall be used in “ Vehicle Energy 
Consumption calculation Tool” , no input data for air drag component shall be provided. The 
standard values are allocated automatically according to the vehicle classification scheme.  
   
EN 254   EN ANNEX VII  
 
VERIFYING TRUCK AUXILIARY DATA  
1. Introduction  
This annex describes the provisions regarding the power consumption of auxiliaries 
for heavy duty vehicles for the purpose of the determination of vehicle specific CO 2 
emissions.  
The power consumption of the following auxiliaries shall  be considered  within the 
Vehicle Energy Consumption calculation tool by using technology specific average 
standard power values : 
(a) Fan 
(b) Steering system  
(c) Electric system  
(d) Pneumatic system  
(e) Air Conditioning (AC) system  
(f)  Transmission Power  Take Off (PTO)  
The standard values are integrated in the Vehicle Energy Consumption calculation 
Tool and automatically used by choosing the corresponding technology.  
2. Definitions  
For the purposes of this Annex the following definitions shall apply : 
(1) “Crankshaft mounted fan ” means a fan installation where the fan is driven in 
the prolongation of the crankshaft, often by a flange;  
(2) “Belt or transmission driven fan ” means a fan that is installed in a position 
where additional belt, tension system or transmission is needed.;  
(3) “Hydraulic driven fan ” means a fan propelled by hydraulic oil, often installed 
away from the engine. A hydraulic system with oil system, pump and valves 
are influencing losses and efficiencies in the system;  
(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;  
(5) ‘Electronically controlled visco clutch’ means a clutch in which a number of 
sensor inputs together with  SW logic are used to electronically actuate the fluid 
flow in the visco clutch;  
(6) ‘Bimetallic controlled visco clutch’ means a clutch in which a bimetallic 
connection is used to convert a temperature change into mechanical 
displacement. The mechanical d isplacement is then working as an actuator for 
the visco clutch;  
(7) ‘Discrete step clutch’ means a mechanical device where the grade of actuation 
can be made in distinct steps only (not continuous variable).  
(8) “On/off clutch” means a mechanical device w here the actuation is either fully 
engaged or fully disengaged;   
EN 255   EN (9) ‘Variable displacement pump’ means a device that converts mechanical energy 
to hydraulic fluid energy. The amount of fluid pumped per revolution of the 
pump can be varied while the pump is  running;  
(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  
(11) For an ‘electric motor control’ an e lectric motor can be used to propel the fan. 
The electrical machine converts electrical energy into mechanical energy. 
Power and speed are controlled by conventional technology for electric motors;  
(12) ‘Fixed displacement pump (default technology)’ means a pump having an 
internal limitation of the flow rate;  
(13) ‘Fixed displacement pump with electronical control’ means a pump using an 
electronically control of the flow rate;  
(14) ‘Dual displacement pump’ means a pump with two chambers (with the same or 
different disp lacement) which can be combined  or only one of these is used; 
internal limitation of flow rate;  
(15) ‘Variable displacement pump mech. controlled’ means a pump where the 
displacement is mechanically controlled internally (internal pressure sc ales);  
(16) ‘Variable displacement pump elec. controlled’ means a pump where the 
displacement is mechanically controlled internally (internal pressure scales). 
Additionally, the flow rate is elec. controlled by a valve;  
(17) ‘Electric steering pump’ means a pump using an electric system without fluid;  
(18) ‘Baseline air compressor’ means a conventional air compressor without any 
fuel saving technology;  
(19) ‘Air compressor with Energy Saving System (ESS)’ means a compressor 
reducing the power consumption du ring blow off, e.g. by closing intake side, 
ESS is controlled by system air pressure;  
(20) ‘Compressor clutch (visco)’ means a disengageable compressor where the 
clutch is controlled by the system air pressure (no smart strategy), minor losses 
during disen gaged state caused by visco clutch  
(21) ‘Compressor clutch (mechanically)’ means a disengageable compressor where 
the clutch is controlled by the system air pressure (no smart strategy);  
(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).  
(23)   ‘Light Emitting Diodes  (LED)’ mean semiconductor devices that emit visible 
light when an electrical current passes through them . 
(24) “Air conditioning system” means a system consisting of a refrigerant circuit 
with compressor and heat exchangers to cool down the interior of a truck cab 
or bus body.  
(25) ‘Power take -off (PTO)’ means a device on a transmission or an engine to 
which an auxiliary driven device, e.g., a hydraulic pump, can be connected; a 
power take -off is usually optional ;  
EN 256   EN (26) ‘Power take -off drive mechanism’ means a device in a transmissio n that allows 
the installation of a power take -off (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);  
(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 ; 
(29) ‘Multi -disc clutch’ means a clutch wher e several friction linings are arranged in 
parallel whereby all friction pairs get the same pressing force.  Multi -disc 
clutches are compact and can be engaged and disengaged under load. They 
may be designed as dry or wet clutches ; 
(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 .   
EN 257   EN 3. Determination of technology specific  average standard power values  
3.1 Fan 
For the fan power the standard values shown in Table 1 shall  be used depending on 
mission profile and technology:  
Fan drive cluster  Fan control  Fan power consumption [W]  Long haul  
Regional delivery  
Urban delivery  
Municipal utility  
Construction  
Crankshaft mounted  Electronic controlled visco clutch  618 671 516 566 1037 
Bimetallic controlled visco clutch  818 871 676 766 1277 
Discrete step clutch  668 721 616 616 1157 
On/off cluch  718 771 666 666 1237 
Belt driven or driven  
 via transmission  Electronic controlled visco clutch  989 1044 833 933 1478 
Bimetallic controlled visco clutch  1189 1244 993 1133 1718 
Discrete step clutch  1039 1094 983 983 1598 
On/off cluch  1089 1144 1033 1033 1678 
Hydraulically driven  Variable displacement pump  938 1155 832 917 1872 
Constant displacement pump  1200 1400 1000 1100 2300 
Electrically driven  Electronically  700 800 600 600 1400 
Table 1: Mechanical power demand of the fan  
If a new technology within a fan drive cluster (e.g. crankshaft mounted) cannot be 
found in the list the highest power values within that cluster shall be taken. If a new 
technology cannot be found in any cluster the values of the worst technology at all 
shall be taken (hydraulic driven constant displacement pump)    
EN 258   EN 3.2 Steering System  
For the steering pump power the  standard values [W] shown in Table 2 shall  be used 
depending on the application  in combination with correction factors : 
Identification of vehicle 
configuration    Steering power consumption P [W]  Number of axles  
Axle config uration  
Chassis configuration  
Technically permissible 
maximum laden mass (tons)  
Vehicle class  
Long haul  
Regional delivery  
Urban delivery  
Municipal utility  
Construction  
U+F B S U+F B S U+F B S U+F B S U+F B S 
2 4x2 Rigid + 
(Tractor)  7,5t - 10t 1       240 20 20 220 20 30             
  Rigid + 
(Tractor)  >10t - 12t 2 340 30 0 290 30 20 260 20 30             
  Rigid + 
(Tractor)  >12t - 16t 3       310 30 30 280 30 40             
  Rigid  > 16t  4 510 100 0 490 40 40       430 30 50       
  Tractor  > 16t  5 600 120 0 540 90 40 480 80 60             
4x4 Rigid  7,5 - 16t 6 - 
  Rigid  > 16t  7 - 
  Tractor  > 16t  8 - 
3 6x2/2 -4 Rigid  all 9 600 120 0 490 60 40       430 30 50       
  Tractor  all 10 450 120 0 440 90 40                   
6x4 Rigid  all 11 600 120 0 490 60 40       430 30 50 640 50 80 
  Tractor  all 12 450 120 0 440 90 40             640 50 80 
6x6 Rigid  all 13 
- 
  Tractor  all 14 
4 8x2 Rigid  all 15 - 
8x4 Rigid  all 16                         640 50 80 
8x6/8x8  Rigid  all 17 - 
Table 2: Mechanical power demand of steering pump  
where:  
U = Unloaded – pumping oil without steering pressure demand  
F = Friction – friction in the pump  
B = Banking – steer correction due to banking of the road or side  wind  
S = Steering – steer pump power demand due to cornering and 
manoeuvring  
To consider the effect of different technologies, technology depending scaling factors 
as shown in Table 3 and Table 4 shall be applied.   
EN 259   EN  
Table 3: Scaling factors depending on technolog y 
If a new technology is not listed, the technology “fixed displacement” shall be 
considered in the Vehicle Energy Consumption calculation Tool.  
  Factor c2 depending on number of steered axles  
number 
of steered 
axles  
Long haul  
Regional delivery  
Urban delivery  
Municipal utility  
Construction  
c2,U+F  c2,
B  c2,
S  c2,U+F  c2,
B  c2,
S  c2,U+F  c2,
B  c2,
S  c2,U+F  c2,
B  c2,
S  c2,U+F  c2,
B  c2,
S  
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 
2 1 0,7 0,7 1,0 0,7 0,7 1,0 0,7 0,7 1,0 0,7 0,7 1,0 0,7 0,7 
3 1 0,5 0,5 1,0 0,5 0,5 1,0 0,5 0,5 1,0 0,5 0,5 1,0 0,5 0,5 
4 1,0 0,5 0,5 1,0 0,5 0,5 1,0 0,5 0,5 1,0 0,5 0,5 1,0 0,5 0,5 
Table 4:  Scaling factor depending on number of steered axles  
with  alternator efficiency = const. = 0,7  
The final power demand is calculated by:  
If different technologies are used for multi -steered axles, the mean values of the 
corresponding factors c1 shall be used.  
The final power demand is calculated by:  
Ptot = Σ i(PU+F*mean (c1,U+F)*(c2i,U+F )) + Σ i(PB*mean (c1,B)*(c2i,B)) + Σ i(PS*mean (c1,S)*(c2i,S)) 
where:  
Ptot = Total power demand [W]  
P = Power demand  [W] 
c1 = Correction factor depending on technology  
Technology c1,U+F c1,B c1,S 
Fixed displacement 1 1 1
Fixed displacement 
with electronical 
control0,95 1 1
Dual displacement 0,85 0,85 0,85
Variable displacement, 
mech. controlled0,75 0,75 0,75
Variable displacement, 
elec. controlled0,6 0,6 0,6
Electric 01,5/η alt1/ηaltFactor c1 depending 
on technology
 
EN 260   EN c2 = Correction factor depending on number of steered axles  
U+F  = Unloaded + friction [-] 
B = Banking [ -] 
S = Steering [ -] 
i = Number of steered axles [ -] 
3.3 Electric system  
For the electric system power the standard values [W] as shown in Table 5 shall  be 
used depending on the application and technology  in combination with the alternator 
efficiencies : 
Technologies influencing electric  
power consumption  Electric power  
consumption [W]  Long haul  
Regional delivery  
Urban delivery  
Municipal utility  
Construction  
Standard technology electric power 
[W] 1200  1000  1000  1000  1000  
LED main front headlights  -50 -50 -50 -50 -50 
Table 5: Electrical power demand of  electric system  
To derive the mechanical power, an alternator technology dependent efficiency  
factor as shown in Table  6 shall be applied . 
 
  
 
 
 
 
 
 
Table 6: Alternator efficiency  factor  
If the technology use d in the vehicle is not listed, the technology “standard 
alternator” shall be considered in the Vehicle Energy Consumption calculation Tool.  
The final power demand is calculated by:  
𝑃𝑡𝑜𝑡 =𝑃𝑒𝑙
𝜂𝑎𝑙𝑡 
where:  
Ptot = Total power demand [W]  Alternator (power conversion) 
technologies  
Generic efficiency values for specific 
technologies  Efficiency η alt Long haul  
Regional delivery  
Urban delivery  
Municipal utility  
Construction  
Standard alternator  0,7 0,7 0,7 0,7 0,7  
EN 261   EN Pel = Electrical power demand [W]  
ηalt = Alternator efficiency [ -] 
3.4 Pneumatic system  
For pneumatic systems working with over pressure the standard power values [W] as 
shown in Table 7 shall  be used depending on application  and technology.  
Size of air supply  Technology  Long Haul  Regional  
Delivery  Urban  
Delivery  Municipal  
Utility  Construction  
Pmean  Pmean  Pmean  Pmean  Pmean  
[W] [W] [W] [W] [W] 
small  
displ. ≤ 250 cm3  
1 cyl. / 2 cyl.     Baseline  1400  1300  1200  1200  1300  
 + ESS  -500 -500 -400 -400 -500 
 + visco clutch  -600 -600 -500 -500 -600 
 + mech. clutch  -800 -700 -550 -550 -700 
 + AMS  -400 -400 -300 -300 -400 
medium  
 250cm3 < displ. ≤ 500 
cm3 
1 cyl. / 2 cyl. 1 -stage   Baseline  1600  1400  1350  1350  1500  
 + ESS  -600 -500 -450 -450 -600 
 + visco clutch  -750 -600 -550 -550 -750 
 + mech. clutch  -1000  -850 -800 -800 -900 
 + AMS  -400 -200 -200 -200 -400 
medium  
 250cm3 < displ. ≤ 500 
cm3 
1 cyl. / 2 cyl. 2 -stage   Baseline  2100  1750  1700  1700  2100  
 + ESS  -1000  -700 -700 -700 -1100  
 + visco clutch  -1100  -900 -900 -900 -1200  
 + mech. clutch  -1400  -1100  -1100  -1100  -1300  
 + AMS  -400 -200 -200 -200 -500 
large  
displ. > 500 cm3  
1 cyl. / 2 cyl.  
1-stage / 2 -stage   Baseline  4300  3600  3500  3500  4100  
 + ESS  -2700  -2300  -2300  -2300  -2600  
 + visco clutch  -3000  -2500  -2500  -2500  -2900  
 + mech. clutch  -3500  -2800  -2800  -2800  -3200  
 + AMS  -500 -300 -200 -200 -500 
Table 7:  Mechanical power demand of pneumatic systems (over pressure)  
For pneumatic systems working with vacuum (negative pressure) the standard power 
values [W] as shown in Table 8 shall  be used . 
 Long Haul  Regional  
Delivery  Urban  
Delivery  Municipal  
Utility  Construction  
Pmean  Pmean  Pmean  Pmean  Pmean  
[W] [W] [W] [W] [W] 
Vaccum pump  190  160  130  130  130  
Table 8:  Mechanical power demand of pneumatic systems (vaccum pressure)  
Fuel saving technologies can be considered by subtracting the corresponding power 
demand from the power demand of the baseline compressor.   
EN 262   EN The following combinations of technologies are not considered:  
– (a) ESS and clutches  
– (b) Visco clutch and mechanical clutch  
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  
3.5 Air Conditioning  system  
For vehicles having an air conditioning system, the  standard  values [W] as shown in 
Table 9 shall  be us ed depending on the application.   
Identification of vehicle configuration    AC power consumption 
[W] Number of axles  
Axle configuration  
Chassis configuration  
Technically permissible 
maximum laden mass (tons)  
Vehicle class  
Long haul  
Regional delivery  
Urban delivery  
Municipal utility  
Construction  
2 4x2 Rigid + (Tractor)  7,5t - 10t 1   150 150     
  Rigid + (Tractor)  > 10t - 12t 2 200 200 150     
  Rigid + (Tractor)  >12t - 16t 3   200 150     
  Rigid  > 16t  4 350 200   300   
  Tractor  > 16t  5 350 200       
4x4 Rigid  7,5 - 16t 6 - 
  Rigid  > 16t  7 - 
  Tractor  > 16t  8 - 
3 6x2/2 -4 Rigid  all 9 350 200   300   
  Tractor  all 10 350 200       
6x4 Rigid  all 11 350 200   300 200 
  Tractor all 12 350 200     200 
6x6 Rigid  all 13 
- 
  Tractor  all 14 
4 8x2 Rigid  all 15 - 
8x4 Rigid  all 16         200 
8x6/8 x8 Rigid  all 17 - 
Table 9: Mechanical power demand of AC system  
 
3.6 Transmission Power Take -Off (PTO)   
For vehicles with PTO  and/or PTO drive mechanism   installed on the transmission, 
the power consumption shall be considered by determined standard  values . The  
EN 263   EN corresponding standard values represent these power losses in usual drive mode 
when the PTO is switched off / disengaged. Application related power consumptions 
at engaged PTO are added additionally by the Vehicle Energy Consumption 
calculatio n Tool  and are not described in the following.  
 
Design variants regarding power losses (in comparison 
to a transmission without PTO and / or PTO drive 
mechanism)  
  
Additional drag loss relevant parts  PTO  
incl. drive 
mechanism  only PTO  
drive 
mechanism  
Shafts / gear wheels  Other elements  Power loss 
[W] Power loss 
[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 50 
only the drive shaft of the PTO  multi -disc clutch  1000  1000  
only the drive shaft of the PTO  multi -disc clutch and 
oil pump  2000  2000  
drive shaft and/or up to 2 engaged 
gearwheels  tooth clutch (incl. 
synchroniser) or 
sliding gearwheel  300 300 
drive shaft and/or up to 2 engaged 
gearwheels  multi -disc clutch  1500  1500  
drive shaft and/or up to 2 engaged 
gearwheels  multi -disc clutch and 
oil pump  3000  3000  
drive shaft and/or more than 2 
engaged gearwheels  tooth clutch (incl. 
synchroniser) or 
sliding gearwheel  600 600 
drive shaft and/or more than 2 
engaged gearwheels  multi -disc clutch  2000  2000  
drive shaft and/or more than 2 
engaged gearwheels  multi -disc clutch and 
oil pump  4000  4000  
Table 10 : Mechanical power demand of switched off / disengaged power take -off  
 
   
EN 264   EN ANNEX VIII  
APPROVAL PROCEDURE FOR PNEUMATIC TYRES  
1. Introduction  
This annex describes the  approval provisions for  tyre with regard to its rolling 
resistance coefficient.  For the calculation of the vehicle rolling resistance to be used 
as “Vehicle Energy Consumption calculation Tool” input, the applicable tyre rolling 
resistance coefficient Cr for each tyre supplied to the original equipment 
manufacturers and the related t yre test load F ZTYRE  shall be declared by the applicant 
for pneumatic tyre approval. Therefore, the tyre manufacturer will provide the 
approval authority an application for approval with regard to the specific tyre.  
2. Definitions  
For the purposes of this Ann ex, in addition to the definitions contained in  UN 
Regulation 54 and 117 , the following definitions shall apply:   
(1)  “Rolling resistance coefficient Cr” - Ratio of the rolling resistance to the load 
on the tyre  
(2) "The load on the tyre" FZ TYRE - load applied to the tyre during the rolling 
resistance test.  
(3)  "Type of tyre" - in relation to this Regulation, a range of tyres which do not 
differ in such characteristics as:  
(a) Manufacturer's name;  
(b) Brand name or Trade mark  
(c) Tyre class (in accordan ce with R661/2009)  
(d) Tyre -size designation;  
(e) Tyre structure (diagonal (bias -ply); radial);  
(f) Category of use (normal tyre, snow tyre, special use tyre);  
(g) Speed category (categories);  
(h) Load -capacity index (indices);  
(i) Trade description/commercial name;  
(j) Tyre rolling resistance coefficient  
3. General requirements  
3.1. Tyre rolling resistance coefficient  
The tyre rolling resistance coefficient shall be the value measured and aligned in 
accordance with Regulation EC 1222/2009 Annex I part A, expressed in N/kN and 
rounded to the first decimal place, according to ISO 80000 -1 Appendix B, section 
B.3, rule B (example1).  
3.2. Marking and traceability  
3.2.1.  The tyre shall be clearly identifiable in respect to the certificate covering it for the 
corresponding rolling resistance coefficient. This identification is generally possible 
using the regular tyre markings affixed to the side wall of the tyre and described in 
Appendix 1 to this Annex.   
EN 265   EN 3.2.2.  In case a unique identification of the rolling resistanc e coefficient is not possible with 
the markings permanently affixed to the tyre, the tyre manufacturer shall affix an 
additional identifier to the tyre.  
3.2.3.  Such an additional identification can be provided by :  
– quick response (QR) code,  
– barcode,  
– radio -frequency identification (RFID) or  
– an additional marking  
– other tool fulfilling the requirements of 3.2.1  
– ensuring a unique identification of the tyre and its rolling resistance coefficient .  
3.2.4.  If an additional identifier is used it shall remain readable until the moment of sales of 
the vehicle.  
3.2.5.  The t yre manufacturer plant shall be certified to  ISO/TS 16949.   
3.2.6.  In line with Article 19(2) of Directive 2007/46/EC, no type -approval mark is 
required for tyre approved in accordance with this Regulation.  
4. Declaration of the Tyre rolling Resistance Coefficient  
4.1. Measurement provisions  
The tyre manufacturer shall test either in a laboratory of Technical Services as 
defined in Directive 2007/46/EC Art.41 which carry out in its own facility the test 
referred to in this annex at  paragraph 3.1 , or in its own facilities in the case:  
(i) of the presence and responsibility of a representative of a Technical 
Service designated by a Approval Authority, or  
(ii) the tyre manufacturer is designated as a technical service  of Category A  
in accordance with Directive 2007/46/EC Art.41.  
5. Conformity of production  
5.1. Any tyre approved under this Regulation shall be in conformity to the declared  
rolling resistance value as per paragraph 3.1 of this Annex;  
5.2. In order to verify conformity of production, p roduction samples shall be taken 
randomly from series production and tested in accordance with the provisions set out 
in paragraph 3.1.  
5.3. Frequency of the tests  
5.3.1  The tyre rolling resistance of at least one tyre of a specific type intended for the sales 
to the original equipment manufacturers shall be tested every 20,000 units of this 
type produced (ex. 2 CoP verifications per year of the type whose annual sales 
volume to the original equipment manufacturers is between 20,001 and 40,000 
units).   
5.3.2  In case the sales of a specific tyre type intended for the sales to the original 
equipment manufacturers is between 500 and 20,000 units per year, at least one CoP 
verification of the type shall be carried out per year.   
EN 266   EN 5.3.3  In case the sales of a specific tyre type intended for the sales to the original 
equipment manufacturers is below 500 units, least one CoP verification as described 
in paragraph 5.3 shall be applied every second year.  
5.3.4  If the production volume indica ted in 5.3.1 is met within 31 days the maximum 
number of CoP verifications as described in paragraph 5.3 is limited to one per 31 
days.  
5.3.5  The manufacturer shall justify (ex. by showing sales numbers) to the approval 
authority the number of tests which  has been performed  
5.4 Verification procedure  
5.4.1  A single tyre is tested first. If the value measured in accordance with paragraph 3.1 
does not exceed the declared value by more than 0.3 N/kN (for possible mass 
production variations), the tyre is deem ed compliant;  
5.4.2  If the value measured in accordance with paragraph 3.1 does exceed the declared 
value by more than 0.3 N/kN, three additional tyres shall be tested. If the value of the 
rolling resistance of at least one of the three tyres exceeds the d eclared value by more 
than 0.3 N/kN, provis ions of Article 12 shall apply.  
The alignment procedure calculation formula used for the purpose of this section 
shall be the alignment procedure calculation formula as used for the initial 
calculation of the rolling resistance  in accordance with each version of Regulation 
EC 1222/2009 applicable.  
   
EN 267   EN Appendix 1  
 
MODEL OF A CERTIFICATE OF A COMPONENT, SEPARATE TECHNICAL 
UNIT, SYSTEM  
 
Maximum format: A4 (210 x 297 mm)  
CERTIFICATE  
Communication concerning:  
– granting(1) 
– extension(1) 
– refusal(1) 
– withdrawal(1) 
(1) ‘delete as appropriate’  
of a tyre with regard to "rolling resistance coefficient"  in relation  to Regulation (EC) No 595/2009  as 
implemented by Regulation No … [this Regulation].  
Certification  number:……………………………………………………………………………  
Reason for extension:………………………………………………………………………………….  
1. Manufacturer's name and address: …………………………………… ...................………………….….  
2. If applicable, name and address of manufacturer's representative: ……………………..………………..   
3. Brand name /Trade mark :…………………………………………………………………………….……   
4.  Tyre type description :……………………………………………………………………………………...  
 (a) Manufacturer's name;………………………………………………………………………………….  
 (b)Brand name or Trade mark  
 (c) Tyre class (in accordance with R661/2009)……………………………………………….………  
 (d) Tyre -size designation;………………………………………………………………………………  
 (e) Tyre structure (diagonal (bias -ply); radial);………………………………………………………..  
 (f) Category of use (normal tyre, snow tyre, special use tyre);…………………………… ………….  
 (g) Speed category (categories);…………………………………………………………………………  
 (h) Load -capacity index (indices);…………………………………………………………………….  
 (i) Trade description/commercial name;……………………………………………………………….  
 (j) Tyre rolling resistance coefficient;  ……………………………………….  
5. Tyre Identification  code(s) and Technology(ies) used to provide identification code(s), if applicable:  
 
  Technology:  Code:  
  . . .   . . .  
6. Technical Service and, where appropriate, test laboratory approved for purposes of 
approvalor of verification of conformity tests:  ................................ ................................ .....................   
7. Declared values:  
7.1 declared Rolling resistance level of the tyre (in N/kN rounded to the first decimal place, 
according to ISO 80000 -1 Appendix B, section B.3, rule B (example1) )  
 Cr , ………………………………………………………………………………………..[N/kN]  Stamp administration   
EN 268   EN 7.2 tyre test load according to   EU 1222/2009 Annex I part A (85% of single load, or 85 % of 
maximum load capacity for single application specified in appl icable tyre standards manuals 
if not marked on tyre.)  
 FZTYRE……………………………………………………………………………………………………………………………………………………………….. [N] 
8. Any remarks:  ................................ ................................ ................................ ................................ .........   
9. Place:  ..  
10. Date:  ...  
11. Signature:  ................................ ................................ ................................ ................................ ..............   
12. Annexed to this communication are:  ................................ ................................ ................................ ....   
EN 269   EN Appendix 2    
Tyre Rolling resistance coefficient information document  
 
SECTION I  
0.1. Name and address of manufacturer  
0.2 Make (trade name of manufacturer)  
0.3 Name and address of applicant:  
0.4 Brand name/ trade description:  
0.5  Tyre class (in accordance with R661/2009)  
0.6 Tyre -size designation;  
0.7  Tyre structure (diagonal (bias -ply); radial);  
0.8  Category of use (normal tyre, snow tyre, special use tyre);  
0.9  Speed category (categories);  
0.10  Load -capacity index (indices);  
0.11  Trade description/commerc ial name;  
0.12  Tyre rolling resistance coefficient;  
0.13  Tool(s) to provide additional rolling resistance coefficient identification code (if 
any);  
0.14.  Rolling resistance level of the tyre (in N/kN rounded to the first decimal place, 
according to ISO8 0000 -1 Appendix B, section B.3, rule B (example1)) 
Cr,……………………………………………………………… ……. …..[N/kN]  
0.15 Load FZTYRE:……………………………………………………………[ N]  
 
SECTION II  
1. Approval Authority or Technical Service [or Accredited Lab]:   
2. Test report No.:   
3. Comments (if any) :   
4. Date  of test :    
5. Test machine identification and drum diameter/surface:   
6. Test tyre details:   
6.1. Tyre size designation and service description:   
6.2. Tyre brand/ trade description:   
6.3. Reference inflation pressure:  kPa 
7. Test data:   
7.1. Measurement method:   
7.2. Test speed:  km/h   
EN 270   EN 7.3. Load FZTYRE :  N 
7.4. Test inflation pressure, initial:  kPa 
7.5. Distance from the tyre axis to the drum outer surface under stea dy state conditions, rL: 
m 
7.6. Test rim width and material:   
7.7. Ambie nt temperature:  °C 
7.8. Skim test load (except deceleration method) :  N 
8. Rolling resistance coefficient:    
8.1 Initial value (or aver age in the case of more than 1):  N/kN  
8.2. Temperature corrected: …………………..………………………..………………..………………………….. N/kN  
8.3. Temperature and drum diameter  corrected:  N/kN  
8.4. Temperature and drum diameter  corrected and aligned to EU network of laboratories , 
Cr E:  N/kN  
9. Date of test:    
   
EN 271   EN Appendix 3 
Input parameters for the vehicle energy consumption calculation 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 “Vehicle Energy Consumption 
calculation 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  
date ………  date and t ime in UTC time in the format:  
YYYY -MM-DDTHH:MM:SS Z with italic letters denoting 
fixed characters e.g. “2002 -05-30T09:30:10Z”  
integer ……  value with an integral data type , no leading zeros, e.g. “1800”  
double, X ....  fractional number with exactly  X digits after the decimal sign 
(“.”) and no leading zeros e.g. for “double, 2”: “2345.67”; for 
“double, 4”: “45.6780”  
(3) “Unit” …  physical unit of the parameter  
   
EN 272   EN Set of input parameters  
Table 1: Input parameters “Tyre”  
Parameter name  Param ID  Type  Unit  Description/Reference  
Manufacturer  P230  string      
Make  P231  string    Trade name of manufacturer  
TypeID  P232  string    Identifier of the component as used in the certification  
process (TAA)  
Date  P233  date   Date and Time when the component file is created.  
AppVersion  P234  string    Version number identifying the evaluation tool  
RRCISO  P046  double, 5  [N/N]    
FzISO  P047  integer  [N]   
Dimension  P108  string  [-] Allowed values: "9.00 R20", "9 R22.5", "9.5 R17.5", 
"10 R17.5", "10 R22.5", "10.00 R20", "11 R22.5", 
"11.00 R20", "11.00 R22.5", "12 R22.5", "12.00 R20", 
"12.00 R24", "12.5 R20", "13 R22.5", "14.00 R20", 
"14.5 R20", "16.00 R20", "205/75 R17.5", "215/75 
R17.5", "225/70 R17.5", "225/75 R17.5", "235/75 
R17.5", "245/70 R17.5", "245/70 R19.5", "255/70 
R22.5", "265/70 R17.5", "265/70 R19.5", "275/70 
R22.5", "275/80 R22.5", "285/60 R22.5", "285/70 
R19.5", "295/55 R22.5", "295/60 R22.5", "295/80 
R22.5", "305/60 R22.5", "305/70 R19.5", "305/70 
R22.5", "305/75 R24.5", "315/45 R22.5", "315/60 
R22.5", "315/70 R22.5", "315/80 R22.5", "325/95 
R24", "335/80 R20", "355/50 R22.5", "365/70 R22.5", 
"365/80 R20", "365/85 R20", "375/45 R22.5", "375/50 
R22.5", "375/90 R22.5", "385/55 R22.5", "385/65 
R22.5", "395/85 R20", "425/65 R22.5", "495/45 
R22.5", "525/65 R20.5"  
 
 
 
   
EN 273   EN ANNEX IX  
INPUT INFORMATION RELATING TO THE CHARACTERISTIC OF THE 
VEHICLE  
 
1. Introduction  
This Appendix describes the list of parameters to be provided by the vehicle 
manufacturer as input to the simulation  tool. The applicable XML schema as well a s 
example data are available at the dedicated electronic distribution platform.  
2. Definitions  
(1) “Parameter ID”: Unique identifier as used in “Vehicle Energy Consumption 
calculation Tool” for a specific input parameter or set of input data  
(2) “Type”: Data type of th e parameter  
string ……..  sequence of characters in ISO8859 -1 encoding  
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 -05-30T09:30:10Z”  
integer ……  value with an integral data ty pe, 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  
(4)  “corrected actua l mass of the vehicle” shall mean the mass as specified under 
the 'actual mass of the vehicle' in accordance with Commission Regulation 
(EC) No 1230/2012 with an exception for the tank(s) which shall be filled to at 
least 50% of its or their capacity/ies , without superstructure and corrected by 
the additional weight of the non -installed standard equipment  as specified in 
point 3.3 and the mass of a standard body, standard semi -trailer or standard 
trailer to simulate the complete vehicle or complete vehicle -(semi -)trailer 
combination.  
   
EN 274   EN 3. Set of input parameters  
Table 1: Input parameters “Vehicle/General”  
Parameter name  Param eter 
ID Type  Unit  Description/Reference  
Manufacturer  P235  string      
Make  P236  string    Trade name of manufacturer  
Model  P237  string      
VIN P238  string      
Date  P239  date   Date and time when the input data is created.  
VehicleCategory  P036  string  [-] Allowed values: "Rigid Truck", "Tractor"  
AxleConfiguration  P037  string  [-] Allowed values: "4x2", "6x2", "6x4", "8x4" . Axles 
classification shall be performed in accordance with  
point 5  
CurbMassChassis  P038  integer  [kg] "Corrected actual mass of the vehicle" as determined 
according to point 4  
GrossVehicleMass  P041  integer  [kg] Maximum gross vehicle mass of the truck / tractor  w/o 
(semi -)trailer   
IdlingSpeed  P198  integer  [1/min]  Engine idling speed set on the vehicle according to  
point  7 
RetarderType  P052  string  [-] Allowed values: "None", "Losses included in 
Gearbox", "Engine Retarder", "Transmission Input 
Retarder", "Transmission Output Retarder"  
RetarderRatio  P053  double, 3  [-]  only required for cases "Engine Retarder", 
"Transmission Input Retarder", "Transmission Output 
Retarder"  
AngledriveType  P180  string  [-] Allowed values: "None", "Losses  included  in 
Gearbox",  "Separate  Angledrive"  
PTOType  P186  string  [-] Allowed values: "None",  "Losses included in 
Gearbox", " only the drive shaft of the PTO - shift 
claw, synchronizer, sliding gearwheel", "only the drive 
shaft of the PTO - multi -disc clutch", "only the drive 
shaft of the PTO - multi -disc clutch, oil pump", "drive 
shaft and/or up to 2 gear wheels - shift claw, 
synchronizer, sliding gearwheel", "drive shaft and/or 
up to 2 gear wheels - multi -disc clutch", "drive shaft 
and/or up to 2 gear wheels - multi -disc clut ch, oil 
pump", "drive shaft and/or more than 2 gear wheels - 
shift claw, synchronizer, sliding gearwheel", "drive 
shaft and/or more than 2 gear wheels - multi -disc 
clutch", "drive shaft and/or more than 2 gear wheels - 
multi -disc clutch, oil pump"  
 
   
EN 275   EN Table 2: Input parameters “Vehicle/AxleConfiguration” per wheel axle  
Parameter name  Param eter 
ID Type  Unit  Description/Reference  
TwinTyres  P045  boolean  [-]   
AxleType  P154  string  [-] Allowed values: "VehicleNonDriven", 
"VehicleDriven"  
Steered  P195  boolean      
 
Table 3: Input parameters “Vehicle/Auxiliaries”  
Parameter name  Param eter ID Type  Unit  Description/Reference  
Fan/Technology  P181  string  [-] Allowed values: "Crankshaft mounted - 
Electronically controlled visco clutch", 
"Crankshaft mounted - Bimetallic controlled 
visco clutch", "Crankshaft mounted - Discrete 
step clutch", "Crankshaft mounted - On/off 
clutch", "Belt driven or driven via transm. - 
Electronically controlled visco clutch", "Belt 
driven or driven via transm. - Bimetallic 
controlled  visco clutch", "Belt driven or driven 
via transm. - Discrete step clutch", "Belt driven 
or driven via transm. - On/off clutch", 
"Hydraulic driven - Variable displacement 
pump", "Hydraulic driven - Constant 
displacement pump", "Electrically driven - 
Electr onically controlled"  
SteeringPump/Technol
ogy P182  string  [-] Allowed values: "Fixed displacement", "Fixed 
displacement with elec. control", "Dual 
displacement", "Variable displacement mech. 
controlled", "Variable displacement elec. 
controlled", "Electric"  
 
Separate entry for each steered wheel axle 
required  
ElectricSystem/Techno
logy P183  string  [-] Allowed values: "Standard technology", 
"Standard technology - LED headlights, all"   
EN 276   EN PneumaticSystem/Tec
hnology  P184  string  [-] Allowed values: "Small", "Small + ESS", "Small 
+ visco clutch ", "Small + mech. clutch", "Small 
+ ESS + AMS", "Small + visco clutch + AMS", 
"Small + mech. clutch + AMS", "Medium 
Supply 1 -stage", "Medium Supply 1 -stage + 
ESS", "Medium Supply 1 -stage + visco  clutch ", 
"Medium Supply 1 -stage + mech. clutch", 
"Medium Supply 1 -stage + ESS + AMS", 
"Medium Supply 1 -stage + visco clutch + 
AMS", "Medium Supply 1 -stage + mech. clutch 
+ AMS", "Medium Supply 2 -stage", "Medium 
Supply 2 -stage + ESS", "Medium Supply 2 -
stage + visco clutch ", "Medium Supply 2 -stage 
+ mech. clutch", "Medium Supply 2 -stage + ESS 
+ AMS", "Medium Supply 2 -stage + visco 
clutch + AMS", "Medium Supply 2 -stage + 
mech. clutch + AMS", "Large Supply", "Large 
Supply + ESS", "Large Supply + visco clutch  ", 
"Large Supply + mech. clutch", "Large Supply + 
ESS + AMS", "Large Supply + visco clutch + 
AMS", "Large Supply + mech. clutch + AMS"; 
“Vacuum pump”  
HVAC/Technology  P185  string  [-] Allowed values: "Default"  
 
Table 4: Input parameters “Vehicle/EngineTorqueLimits” per gear (optional)  
Parameter name  Param eter ID Type  Unit  Description/Reference  
Gear  P196  integer  [-]  only gear numbers need to be specified where 
vehicle related engine torque limits according 
to point 6 are applicable  
MaxTorque  P197  integer  [Nm]     
 
4. Vehicle mass   
4.1 The vehicle mass used as input for the simulation tool shall be the corrected actual 
mass of the vehicle.   
This corrected actual mass shall be based on vehicles equipped in such a way that 
they are compliant to all regulatory acts of  Annex IV and Annex XI to Directive 
2007/46 /EC applicable to the particular vehicle class.  
4.2 If not all the standard equipment is installed, the manufacturer shall add the weight of 
the following construction elements t o the corrected actual mass of the vehicle:  
a) Front under -run protection in accordance with Regulation (EC) No 661/2009 of  
the European Parliament and of the Council1 
b) Rear under -run protection in accordance with Regulation (EC) No 661/2009  of the 
Europ ean Parliament and of the Council  
                                                 
1 Regulation (EC) No 661/2009 of the European Parliament and of the Council of 13 July 2009 
concerning type -approval requirements for the general safety of motor vehicles, their trailers and 
systems, components an d separate technical units intended therefor  (OJ L 200 31.7.2009, p. 1 )  
EN 277   EN c) Lateral protection in accordance with Regulation (EC) No 661/2009  of the 
European Parliament and of the Council  
d) Fifth wheel in accordance with Regulation (EC) No 661/2009  of the European 
Parliament and of the Council  
4.3 The weight of the construction elements referred to in point 3.3 shall be the 
following:  
For vehicles of groups 1, 2 and 3  
a)  Front under -ride protection   45 kg  
b)  Rear under -ride protection   40 kg  
c)  Lateral protection    8,5 kg/m * wheel base [m]  – 2,5 kg 
d)  Fifth wheel     210 kg  
For vehicles of groups 4, 5, 9 to 12 and 16 
a)  Front under -ride protection   50 kg  
b)  Rear under -ride protection   45 kg 
c)  Lateral protection    14 kg/m * wheel base [m] – 17 kg 
d)  Fifth wheel     210 kg  
5. Hydraulically an d 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 consideration for establishing an axle 
configuration of a vehicle;  
b)  a mechanically driven axles , the axle shall be  treated as a drivable  one and the 
manufacturer shall not take it into consideration for establishing an axle 
configuration of a vehicle;  
6. Gear dependent engine torque limits set by vehicle control  
For the h ighest 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 93% of the maximum engine torque . 
7. Vehicle specific engine idling speed  
7.1. The engine idling speed has to be declared in VECTO for each individual vehicle. 
This declared vehicle engine idling shall be equal or higher than specified in the 
engine input data approval.  
   
EN 278   EN ANNEX X  
AMENDMENTS TO DIRECTIVE 2007/46/EC  
 
(1) in Annex I the following point 3.5.7. is inserted:  
'3.5.7 CO 2 emissions and fuel consumption certification  (heavy -duty vehicles specified in 
Article 6 of the Regulation (EU) XXX ) 
3.5.7.1 License number :  
 
(2) in Annex I II the following point 3.5.7. is inserted:  
'3.5.7 CO 2 emissions and fuel consumption certification (heavy -duty vehicles specified in 
Article 6 of the Regulation (EU) XXX ) 
3.5.7.1 Licence number :   
 
(3) Annex IV is amended as follows:  
(a) in Part 1, the item 41A is replaced by : 
‘ 
41A Emissions (Euro VI)  
heavy duty vehicles/ 
access to information  Regulation (EC) No 595/2009  
Regulation (EC) No 582/2011 
 X (9) X (9) X  X (9) X (9) 
 X      
‘ 
(b) in Part 1, the following item 41B is inserted : 
‘ 
41B CO 2 heavy -duty 
simulation tool licence  Regulation (EC) 595/2009  
Regulation (EU) XXX/2017      X (15) 
 X 
     
(15) For vehicles with a maximum gross vehicle mass exceeding 7 500 kg 
‘ 
(4) Annex I X is amended as follows:  
(a) in Part 1, Model B, SIDE 2 , VEHICLE CATEGORY N 2, the following point 49 is 
inserted : 
'49. CO 2 emissions and fuel consumption simulated with a simulation tool  
Payload 1[kg]:  
Fuel 1: 
 
  CO 2 emissions  Fuel consumption  
Long haul  ……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Long haul  (EMS)  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km  
EN 279   EN Regional delivery  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Regional delivery  
(EMS)  ……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Urban delivery  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Municipal utility  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Construction  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
 
Payload …[kg]:  
Fuel …: 
 
  CO 2 emissions  Fuel consumption  
Long haul  ……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Long haul  (EMS)  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Regional delivery  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Regional delivery  
(EMS)  ……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Urban delivery  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Municipal utility  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Construction  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
49.1  Cryptographic hash of the output file………………………'  
(b) in Part 1, Model B, SIDE 2 , VEHICLE CATEGORY N 3, the following point 49 is 
inserted : 
'49. CO 2 emissions and fuel consumption simulated with a simulation tool  
Payload 1[kg]:  
Fuel 1:  
 
  CO 2 emissions  Fuel consumption  
Long haul  ……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Long haul  (EMS)  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Regional delivery  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km  
EN 280   EN Regional delivery  
(EMS)  ……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Urban delivery  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Municipal utility  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Construction  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
 
Payload …[kg]:  
Fuel …: 
 
  CO 2 emissions  Fuel consumption  
Long haul  ……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Long haul  (EMS)  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Regional delivery  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Regional delivery  
(EMS)  ……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Urban delivery  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Municipal utility  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
Construction  
……g/km  ……g/t -km ……g/m³ -km …...l/100km  ……l/t -km ……l/m³ -km 
49.1  C ryptographic hash of the output file………………………'  
 
(6) in Annex XV in point 2 , the following entry  is added:  
‘ 
46B Rolling resistance determination  Regulation  (EU) XXX/201 7, Annex VI I