EN    EN 
 
 
 EUROPEAN  
COMMISSION   
Brussels, XXX   
[…](2017) XXX  draft  
ANNEX 4  
  
ANNEX  
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 85   EN ANNEX  
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 Com mission Regulation (EU) No 582/2011  
ANNEX  IV 
VERIFYING TRANSMISSION, TORQUE CONVERTER, OTHER TORQUE 
TRANSFERRING COMPONENT AND ADDITIONAL DRIVELINE COMPONENT 
DATA  
 
1. Introduction  
This annex describes the certification  provisions regarding the torque losses of 
transmissions, torque converter (TC), other torque transferring components (OTTC) and 
additional driveline components (ADC) for heavy duty vehicles. In addition it defines 
calculation procedures  for the standard t orque losses.  
Torque converter (TC), other torque transferring components (OTTC) and additional 
driveline components (ADC)  can be tested in combination with a transmission or as a 
separate unit. In the case that those components are tested separately  the p rovisions of 
section 4, 5 and 6 apply. Torque losses resulting from the drive mechanism between the 
transmission and those components can be neglected.  
2. Definitions  
For the purposes of this Annex the following definitions shall apply:  
(1) “Transfer case” means a device that splits the engine power of a  vehicle and directs 
it to the front and rear drive axles. It is mounted behind the transmission and both 
front and rear drive shafts connect to it. It comprises  either  a gearwheel set  or a 
chain drive system in which the power is distributed from the transmission to the 
axles. The transfer case will typically have the ability to shift between standard 
drive mode (front or rear wheel  drive) , high range  traction mode (front and rear 
wheel  drive) , low range  traction mode  and neutral;  
(2) “Gear ratio” means the forward gear ratio of the speed of the input shaft (towards 
prime mover) to the speed of the output shaft (towards driven wheels) with out slip  
(i = nin/nout); 
(3) “Ratio coverage” means the ra tio of the largest to the smallest forward gear ratios 
in a transmission: tot = imax/imin. 
(4) “Compound transmission” means a transmission, with a large number of forward 
gears and/or large ratio coverage, composed of sub -transmissions, which are 
combine d to use most power -transferring parts  in several forward gears;  
(5) “Main section” means the sub -transmission that has the largest number of forward 
gears in a compound transmission;   
EN 86   EN (6) “Range section” means a sub -transmission normally in series connect ion with the 
main section in a compound transmission. A range section usually has two 
shiftable forward gears. The lower forward gears of the complete transmission are 
embodied using the low range gear. The higher gears are embodied using the high 
range ge ar; 
(7) “Splitter” means a design that splits the main section gears in two (usually) 
variants, low - and high split gears, whose gear ratios are close compared to the 
ratio coverage of the transmission. A splitter can be a separate sub -transmission, an 
add-on device, integrated with the main section or a combination thereof;  
(8) “Tooth clutch” means a clutch where torque is transferred mainly by normal forces 
between mating teeth. A tooth clutch can either be engaged or disengaged. It is 
operated in load -free conditions, only (e.g., at gear shifts in a manual transmission);  
(9) “Angle drive” means a device that transmits rotational power between non -parallel 
shafts, often used with transversely oriented engine and longitudinal input to driven 
axle;  
(10) “Friction clutch” means clutch for transfer of propulsive torque, where torque is 
sustainably transferred by friction forces. A friction clutch can transmit torque 
while slipping, it can thereby (but does not have to) be operated at start -offs and at 
powershif ts (retained power transfer during a gear shift);  
(11) “Synchroniser” means a type of tooth clutch where a friction device is used to 
equalise the speeds of the rotating parts to be engaged;  
(12) “Gear mesh efficiency” means the ratio of output power to input power when 
transmitted in a forward gear mesh with relative motion;  
(13) “Crawler gear” means a low forward gear (with speed reduction ratio that is larger 
than for the non -crawler gears) that i s designed to be used infrequently, e.g., at 
low-speed manoeuvres or occasional up -hill start -offs; 
(14) “Power take -off (PTO)” means a device on a transmission or an engine to which an 
auxiliary driven device, e.g., a hydraulic pump, can be connected;  
(15) “Power take -off drive mechanism ” means a device in a transmission that allows the 
installation of a power take -off (PTO);  
(16) “Lock-up clutch” means a friction clutch in a hydrodynamic torque converter; it 
can connect the input and output sides, thereb y eliminating the slip;  
(17) “Start-off clutch” means a clutch that adapts speed between engine and driven 
wheels when the vehicle starts off. The start -off clutch is usually located between 
engine and transmission.  
(18) “Synchronised Manual Transmission (SMT)” means a manually operated 
transmission with two or more selectable speed ratios that are obtained using 
synchronisers. Ratio changing is normally achieved during a temporary 
disconnection of the transmission from the engine using a clutch (usually t he 
vehicle start -off clutch),;  
(19) “Automated Manual Transmission or Automatic Mechanically -engaged 
Transmission (AMT)” means a n automatically shifting transmission with two or 
more selectable speed ratios that are obtained using tooth clutches (un -
/synch ronised). Ratio changing is achieved during a temporary disconnection of the 
transmission from the engine. The ratio shifts are performed by an electronically 
controlled system managing the timing of the shift, the operation of the clutch  
EN 87   EN between engine an d gearbox and the speed and torque of the engine. The system 
selects and engages the most suitable forward gear automatically, but can be 
overridden by the driver using a manual mode,  
(20) “Dual Clutch Transmission (DCT)” means a automatically shifting tr ansmission 
with two friction clutches and several selectable speed ratios that are obtained by 
the use of tooth clutches. The ratio shifts are performed by an electronically 
controlled system managing the timing of the shift, the operation of the clutches 
and the speed and torque of the engine. The system selects the most suitable gear 
automatically, but can be overridden by the driver using a manual mode.  
(21) "Retarder” means an auxiliary braking device in a vehicle powertrain; aimed for 
permanent brakin g; 
(22) “Case S” means the serial arrangement of a torque converter and the connected 
mechanical parts of the transmission ; 
(23) “Case P” means the parallel arrangement of a torque converter and the connected 
mechanical parts of the transmission (e.g. in p ower split installations) ; 
(24) “Automatic Powershifting Transmission (APT)” means a n automatically shifting 
transmission with more than two friction clutches and several selectable speed 
ratios that are obtained mainly by the use of those friction clutches. The ratio shifts 
are performed by an electronically controlled system managing the  timing of the 
shift, the operation of the clutches and the speed and torque of the engine. The 
system selects the most suitable gear automatically, but can be overridden by the 
driver using a manua l mode . Shifts are normally performed without traction 
interruption (friction clutch to friction clutch) ; 
(25) ”Oil conditioning system” means an external system that conditions the oil of a 
transmission at testing. The system circulates oil to and from the transmission. The 
oil is thereby filtered and/or tempera ture conditioned ; 
(26) ”Smart lubrication system” means a system that will affect the load independent 
losses (also called spin losses or drag losses) of the transmission depending on the 
input torque and/or power flow through the transmission. Examples ar e controlled 
hydraulic pressure pumps for brakes and clutches in an APT, controlled variable oil 
level in the transmission, controlled variable oil flow/pressure for lubrication and 
cooling in the transmission. Smart lubrication can also include control of  the oil 
temperature of the transmission, but smart lubrication systems that are designed 
only for controlling the temperature are not considered here, since the transmission 
testing procedure has fixed testing temperatures ; 
(27) “Transmission unique elect ric auxiliary” means an electric auxiliary used for the 
function of the transmission during running steady state operation. A typical 
example is an electric cooling/lubrication pump (but not electric gear shift actuators 
and electronic control systems incl uding electric solenoid valves, since they ar e 
low energy consumers, especially at steady state operation) ; 
(28) “Oil type viscosity grade” means a viscosity grade as defined by SAE  J306 ; 
(29) “Factory fill oil” means the oil type viscosity grade that is used for the oil fill in the 
factory and which is intended to stay in the transmission, torque converter, other 
torque transferring component or in an additional driveline component for the firs t 
service interval ;  
EN 88   EN (30) ”Gearscheme” means  the arrangement of  shafts, gearwheels and clutches in a  
transmission ; 
(31) “Powerflow” means the transfer path of  power from input to output in a 
transmission via shafts, gearwheels and clutches ; 
3. Testing proce dure for transmission s 
For testing the losses of a transmission the torque loss map for each individual 
transmission type shall be measured. Transmissions may be grouped into families with 
similar or equal CO 2-relevant data  following the provisions of Appe ndix 6 to this Annex .  
For the determination of the transmission torque losses, the applicant for a certificate  
shall apply one of the following methods for each single forward gear (crawler gears 
excluded) .  
(1)  Option 1 : Measure ment of the torque independen t losses, calculat ion of the 
torque dependent losses.  
(2)  Option 2 : Measure ment of the torque independent losses, measure ment of the 
torque loss at maximum torque and interpolat ion of the torque dependent losses 
based on a linear model  
(3)  Option 3:  Measurement of the total torque loss.  
3.1 Option 1: Measure ment of the torque independent losses, calculat ion of the torque 
dependent losses.  
The torque loss Tl,in on the input shaft of the transmission s hall be  calculated by  
𝑇𝑙,𝑖𝑛(𝑛𝑖𝑛,𝑇𝑖𝑛,𝑔𝑒𝑎𝑟) 
=𝑇𝑙,𝑖𝑛,min⁡_𝑙𝑜𝑠𝑠+𝑓𝑇∗𝑇𝑖𝑛+𝑓𝑙𝑜𝑠𝑠_𝑐𝑜𝑟𝑟∗𝑇𝑖𝑛+𝑇𝑙,𝑖𝑛,min_𝑒𝑙+𝑓𝑒𝑙_𝑐𝑜𝑟𝑟∗𝑇𝑖𝑛⁡ 
The correction  factor for the torque dependent hydraulic torque losses shall be calculated 
by 
𝑓𝑙𝑜𝑠𝑠_𝑐𝑜𝑟𝑟=(𝑇𝑙,𝑖𝑛,𝑚𝑎𝑥_𝑙𝑜𝑠𝑠−𝑇𝑙,𝑖𝑛,𝑚𝑖𝑛_𝑙𝑜𝑠𝑠)
𝑇𝑚𝑎𝑥,𝑖𝑛 
The correction  factor for the torque dependent electric torque losses shall be calculated 
by 
𝑓𝑒𝑙_𝑐𝑜𝑟𝑟=(𝑇𝑙,𝑖𝑛,𝑚𝑎𝑥_𝑒𝑙−𝑇𝑙,𝑖𝑛,𝑚𝑖𝑛_𝑒𝑙)
𝑇𝑚𝑎𝑥,𝑖𝑛 
The torque loss at the input shaft of the transmis sion caused by the power consumption 
of transmission unique electric auxiliary shall be calculated by  
𝑇𝑙,𝑖𝑛,𝑒𝑙=𝑃𝑒𝑙
(0.7∗𝑛𝑖𝑛∗2𝜋
60) 
where:  
Tl,in  = Torque loss related to input shaft [Nm]  
Tl,in,min_loss  = Torque independent torque loss at minimum  hydraulic loss level 
(minimum main pressure, cooling/lubrication flows etc.), measured 
with free rotating output shaft from testing without load [Nm]   
EN 89   EN Tl,in,max_loss  = Torque independent torque loss at maximum hydraulic loss level 
(maximum main pressure, c ooling/lubrication flows etc.), measured 
with free rotating output shaft from testing without load [Nm]  
floss_corr  = Loss correction for hydraulic loss level depending on input torque [ -] 
nin  = Speed at the transmission input shaft (downstream of torque c onverter, 
if applicable) [rpm]  
fT  = Torque loss coefficient = 1 -ηT 
Tin  = Torque at the input shaft [Nm]  
ηT  = Torque dependent efficiency (to be calculated);  
for a direct gear f T = 0.007 (η T=0.993) [ -] 
fel_corr   = Loss correction f or electric power loss  level depending on input torque 
[-] 
Tl,in, el  = Additional torque loss on input shaft by electric consumers [Nm]  
Tl,in,min_el  = Additional torque loss on input shaft by electric consumers 
corresponding to minimum electric power [Nm]  
Tl,in,max_el  = Additi onal torque loss on input shaft by electric consumers 
corresponding to maximum electric power [Nm]  
Pel  = Electric power consumption of electric consumers in transmission 
measured during transmission loss testing [W]  
Tmax,in = Maximum allowed input torque for any forward gear in the 
transmission [Nm]  
3.1.1.  The torque dependent torque losses of a transmission system shall be determined as 
described in the following:  
In case of multiple parallel and nominally equal power flows, e.g., twin countershafts or 
several planet gearwheels in a planetary gear set, that can be treated as one power flow in 
this section.  
3.1.1.1.  For each indirect gear g of common transmissions with a non -split power flow and 
ordinary, non -planetary gear sets, the following steps shall b e performed:  
3.1.1.2.  For each active gear mesh, the torque dependent efficiency shall be set to constant values 
of m: 
external – external gear meshes:  ηm = 0.986  
external – internal gear meshes:  ηm = 0.993  
angle drive gear meshes:   ηm = 0.97  
(Angle drive  losses may alternatively be determined by separate testing as described in 
paragraph 6. of this Annex)  
3.1.1.3.  The product of these torque dependent efficiencies in active gear meshes shall be 
multiplied with a torque dependent bearing efficiency b = 99 .5%. 
3.1.1.4.  The total torque dependent efficiency  for the gear g shall  be calculated by:  
𝑇𝑔=𝑏∗𝑚,1∗𝑚,2∗[…]∗𝑚,𝑛 
3.1.1.5.  The torque dependent loss coefficient   for the gear g shall be calculated by:  
 
EN 90   EN 𝑓𝑇𝑔=1–𝑇𝑔 
3.1.1.6.  The torque dependent torque loss  on the input shaft for gea r g shall be calculated 
by: 
𝑇𝑙,𝑖𝑛𝑇𝑔=𝑓𝑇𝑔∗𝑇𝑖𝑛⁡ 
3.1.1.7.  The torque dependent efficiency of the planetary range section in low range state for the 
special case of t ransmissions consisting of a countershaft -type main section in series with 
a planetary range section  (with non-rotating  ring gearwheel and the planet carrier 
connected to the output shaft ) may, alternatively to the procedure described in 3.1.1.8.,  
be calculated by : 
 
where:  
ηm,ring  = Torque dependent efficiency of the ring -to-planet gear mesh  
= 99.3% [ -] 
ηm,sun  = Torque dependent efficiency of the planet -to-sun gear mesh  
= 98.6% [ -] 
zsun  = Number of teeth of the sun gearwheel of the range section [ -] 
zring  = Number of teeth of the ring  gearwheel  of the range section [ -] 
The planetary range section shall be regarded as an additional gear mesh within the 
countershaft main section, and its torque dependent efficiency lowrange  shall be included 
in the determination of t he total torque dependent efficiencies Tg for the low -range gears 
in the calculation in 3. 1.1.4. 
3.1.1.8.  For all other  transmission types with more complex split power flows and/or planetary 
gear sets (e.g. a conventional automatic planetary transmission ), the following simplified 
method shall be used to determine the torque dependent efficiency. The method covers 
transmission systems composed of ordinary, non -planetary gear sets and/or planetary 
gear sets of ring -planet -sun type. Alternatively the torque  dependent efficiency may be 
calculated based on VDI Regulation No. 2157 . Both calculations shall use the same 
constant gear mesh efficiency values defined in 3. 1.1.2. 
In this case, for each indirect gear g, the following steps shall be performed:  
3.1.1.9.  Assuming 1 rad/s of input speed and 1 Nm of input torque, a table of speed ( Ni) and 
torque ( Ti) values for all gearwheels with a fix rotational axis (sun gearwheel s, ring 
gearwheel s and ordinary gearwheels) and planet carriers shall be created. Speed and 
torque values shall follow the right -hand rule, with engine rotation as the positive 
direction.  
3.1.1.10.   For each planetary gear set, the relative speeds sun -to-carrier and ring -to-carrier 
shall be calculated by:  
𝑁𝑠𝑢𝑛−𝑐𝑎𝑟𝑟𝑖𝑒𝑟=𝑁𝑠𝑢𝑛−⁡𝑁𝑐𝑎𝑟𝑟𝑖𝑒𝑟 
𝑁𝑟𝑖𝑛𝑔−𝑐𝑎𝑟𝑟𝑖𝑒𝑟=𝑁𝑟𝑖𝑛𝑔−⁡𝑁𝑐𝑎𝑟𝑟𝑖𝑒𝑟  
where:  
sunringsunring
sunm ringm
lowrange
zzzz


1* * 1, ,
 
EN 91   EN Nsun  = Rotational speed of sun gearwheel [rad/s ] 
Nring  = Rotational speed of ring  gearwheel  [rad/s ] 
Ncarrier = Rotational speed of carrier [rad/s ] 
3.1.1.11.   The loss -producing power s in the gear meshes shall be computed in the following 
way:  
For each ordinary, non -planetary gear set, the power P shall be calculated by:  
𝑃1=𝑁1∙⁡𝑇1 
𝑃2=𝑁2∙⁡𝑇2 
where:  
P = Power of gear mesh [W] 
N = Rotational speed of gearwheel  [rad/s ] 
T = Torque of gearwheel  [Nm] 
For each planetary gear set, the virtual power of sun Pv,sun and ring gearwheel s Pv,ring 
shall be calculated by:  
𝑃𝑣,𝑠𝑢𝑛=𝑇𝑠𝑢𝑛∙(𝑁𝑠𝑢𝑛−⁡𝑁𝑐𝑎𝑟𝑟𝑖𝑒𝑟)=𝑇𝑠𝑢𝑛∙𝑁𝑠𝑢𝑛/𝑐𝑎𝑟𝑟𝑖𝑒𝑟  
𝑃𝑣,𝑟𝑖𝑛𝑔=𝑇𝑟𝑖𝑛𝑔∙(𝑁𝑟𝑖𝑛𝑔−⁡𝑁𝑐𝑎𝑟𝑟𝑖𝑒𝑟)=𝑇𝑟𝑖𝑛𝑔∙𝑁𝑟𝑖𝑛𝑔/𝑐𝑎𝑟𝑟𝑖𝑒𝑟  
where:  
Pv,sun   = Virtual power of sun  gearwheel [W] 
Pv,ring   = Virtual power of ring gearwheel  [W] 
Tsun  = Torque of sun gearwheel [Nm] 
Tcarrier  = Torque of carrier [Nm] 
Tring  = Torque of ring gearwheel [Nm]  
Negative virtual power results shall indicate power leaving the gear set, positive virtual 
power results shall indicate power going into the gear set.  
The loss -adjusted powers Padj of the gear meshes shall be computed in the following 
way:  
For each or dinary, non -planetary gear set, the negative power shall be multiplied by the 
appropriate torque dependent efficiency m: 
𝑃𝑖>0⁡⁡𝑃𝑖,𝑎𝑑𝑗=𝑃𝑖 
𝑃𝑖<0⁡⁡𝑃𝑖,𝑎𝑑𝑗=𝑃𝑖∙𝑚𝑖 
where:  
Padj = Loss -adjusted powers of the gear meshes [W]  
m = Torque dependent efficiency  (appropriate to gear mesh; see 3.1.1.2.)  [-] 
For each planetary gear set, the negative virtual power shall be multiplied by the torque -
dependent efficiencies of sun -to-planet msun and ring -to-planet mring: 
𝑃𝑣,𝑖⁡⁡⁡0⁡⁡𝑃𝑖,𝑎𝑑𝑗=𝑃𝑣,𝑖 
𝑃𝑣,𝑖<0⁡⁡𝑃𝑖,𝑎𝑑𝑗=𝑃𝑖∙𝑚𝑠𝑢𝑛∙𝑚𝑟𝑖𝑛𝑔  
EN 92   EN where:  
msun  = Torque dependent efficiency  of sun -to-planet [-] 
mring  = Torque dependent efficiency  of ring -to-planet [-] 
3.1.1.12.   All loss -adjusted power values shall be added up to the torqu e dependent gear 
mesh power loss Pm,loss of the transmission system referring to the input power:  
𝑃𝑚,𝑙𝑜𝑠𝑠=𝑃𝑖,𝑎𝑑𝑗⁡⁡⁡⁡⁡ 
where:  
i  = All gearwheels with a fix rotational axis  [-] 
Pm,los s  = Torque dependent  gear mesh  power loss  of the transmission system 
[W] 
3.1.1.13.   The torque dependent loss coefficient for bearings,  
 
and the torque dependent loss coefficient for the gear mesh  
𝑓𝑇,𝑔𝑒𝑎𝑟𝑚𝑒𝑠 ℎ⁡=𝑃𝑚,𝑙𝑜𝑠𝑠
𝑃𝑖𝑛⁡=𝑃𝑚,𝑙𝑜𝑠𝑠
(1⁡𝑁𝑚∗1⁡𝑟𝑎𝑑
𝑠) 
shall be added to recei ve the total torque dependent loss coefficient fT for the 
transmission system:  
𝑓𝑇⁡=⁡𝑓𝑇,𝑔𝑒𝑎𝑟𝑚𝑒𝑠 ℎ⁡+⁡𝑓𝑇,𝑏𝑒𝑎𝑟 
where:  
fT  = Total torque dependent loss coefficient for the transmission system [ -] 
fT,bear  = Torque dependent loss coefficient for  the bearings [ -] 
fT,gearmesh  = Torque dependent loss coefficient for the gear meshes [ -] 
Pin  = Fixed input power of the transmission; P in = (1 Nm * 1 rad/s) [W]  
3.1.1.14.   The torque dependent torque losses on the input shaft for the specific gear shall be 
calculated by:  
𝑇𝑙,𝑖𝑛𝑇⁡=⁡𝑓𝑇⁡∗𝑇𝑖𝑛 
where:  
Tl,inT   = Torque dependent torque loss  related to  input shaft  [Nm]  
Tin  = Torque at the input shaft [Nm]  
3.1.2.  The torque independent losses shall be measured in accordance with the procedure 
described in the following.  
3.1.2.1.  General requirements  
The transmission used for the measurements shall be in accordance with the drawing 
specifications for series production transmissions and shall be new.  
Modifications to the transmission to meet the testing re quirements of this Annex, e.g. for 
the inclusion of measurement sensors or adaption of an external oil conditioning system 
are permitted.  
 
EN 93   EN The tolerance limits in this paragraph refer to measurement values without sensor 
uncertainty.  
Total tested time per t ransmission individual and gear shall not exceed 2.5 times the 
actual testing time per gear (allowing re -testing of transmission if needed due to 
measuring or rig error).  
The same transmission individual may be used for a maximum of 10 different tests, e. g. 
for tests of transmission torque losses for variants with and without retarder (with 
different temperature requirements) or with different oils. If the same transmission 
individual is used for tests of different oils, the recommended factory fill oil sh all be 
tested first.  
It is not permitted to run a certain test multiple times to choose a test series with the 
lowest results.  
Upon request of the approval authority or the technical service the applicant for a 
certificate  shall specify and prove the conformity with the requirements defined in this 
Annex.  
3.1.2.2.  Differential measurements  
To subtract influences caused by the test rig setup (e.g. bearings, clutches) from the 
measured torque losses, differential measurements  are permitted to determine these 
parasitic torques. The measurements shall be performed at the same speed steps and same 
test rig bearing temperature(s) ±3 K used for the testing. The torque sensor measurement 
uncertainty shall be below 0.3 Nm.  
3.1.2.3.  Run-in 
On request of the applicant a run -in procedure may be applied to the transmission. The 
following provisions shall apply for a run -in procedure.  
3.1.2.3.1 . The procedure shall not exceed  30 hours per gear and  100 hours in total.  
3.1.2.3.2 . The applica tion of the input torque shall be limited to 100% of maximum input 
torque.  
3.1.2.3.3 . The maximum input speed shall be limited by the specified maximum speed for the 
transmission.  
3.1.2.3. 4. The speed and torque profile for the run -in procedure shall be specified by the 
manufacturer.  
3.1.2.3. 5. 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 . 
3.1.2.3. 6. The requirements for the ambient temperatur e (3.1.2. 5.1.), measurement accuracy 
(3.1.4.) , test set -up (3.1.8.) and installation angle (3.1.3.2) shall not apply for the run -in 
procedure.  
3.1.2.4.  Pre-conditioning  
3.1.2.4.1.  Pre-conditioning of the transmission and the test rig equipment to achieve c orrect 
and stable temperatures before the run -in and testing procedures is allowed.  
3.1.2.4.2.  The pre -conditioning shall be performed on the direct drive gear without applied 
torque to the output shaft. If the transmission is not equipped with a direct d rive gear, the 
gear with the ratio closest to 1:1 shall be used.   
EN 94   EN 3.1.2.4.3.  The maximum input speed shall be limited by the specified maximum speed for the 
transmission.  
3.1.2.4.4.  The maximum combined time for the pre -conditioning shall not exceed 50 ho urs in 
total for one transmission. Since the complete testing of a transmission may be divided 
into multiple test sequences (e.g. each gear tested with a separate sequence), the pre -
conditioning may be split into several sequences. Each of the single pre -conditioning 
sequences shall not exceed 60 minutes.  
3.1.2.4.5.  The pre -conditioning time shall not be accounted to the time span allocated for the 
run-in or test procedures.  
3.1.2.5.  Test conditions  
3.1.2.5.1 . Ambient temperature  
The ambient temperature du ring the test shall be in a range of 25 °C ± 10 K. 
The ambient temperature shall be measured 1  m laterally from the transmission.  
The ambient temperature limit shall not apply for the run -in procedure.  
3.1.2.5.2 . Oil temperature  
Except for the oil, no ext ernal heating is allowed.  
During measurement (except stabilization) the following temperature limits shall apply:  
For SMT/AMT/DCT transmissions, the drain plug oil temperature shall not exceed 83°C 
when measuring without retarder and 87°C with retarder mo unted to the transmission. If 
measurements of a transmission without retarder are to be combined with separate 
measurements of a retarder , the lower temperature limit shall apply to compensate for the 
retarder drive mechanism and step -up gear and for the c lutch in case of a  disengageable 
retarder.  
For torque converter planetary transmissions  and for transmissions having more than two 
friction clutches, the drain plug oil temperature shall not exceed 93 °C without retarder 
and 97 °C with retarder.  
To apply t he above defined increased temperature limits for testing with retarder, the 
retarder shall be integrated in the transmission or have an integrated cooling or oil system 
with the transmission.  
During the run -in, the same oil temperature specifications as f or regular testing shall 
apply.  
Exceptional oil temperature peaks up to 110 °C are allowed  for the following conditions:  
(1) during run -in procedure up to maximum of 10% of the applied run -in time,  
(2) during stabilization time.  
The oil temperature shall be measur ed at the drain plug or in the oil sump.  
3.1.2.5.3 . Oil quality  
New, recommended first fill oil for the European market shall be used in the test.  The 
same oil fill may be used for run -in and torque measurement.  
3.1.2.5.4 . Oil viscosity  
If multiple oils ar e recommended for first fill, they are considered to be equal if the oils 
have a kinematic viscosity within 10% of each other at the same temperature (within the 
specified tolerance band for KV100). Any oil with lower viscosity than the oil used in the  
EN 95   EN test shall be considered to result in lower losses for the tests performed within this option. 
Any additional first fill oil must fall either in the 10% tolerance band or have lower 
viscosity than the oil in the test to be covered by  the same certificate . 
3.1.2.5.5 . Oil level and conditioning  
The oil level shall meet the nominal specifications for the transmission.  
If an external oil conditioning system is used, the oil inside the transmission shall be kept 
to the specified volume  that corresponds to the sp ecified oil level . 
To guarantee that the external oil conditioning system is not influencing the test, one test 
point shall be measured with the conditioning system both on and off. The deviation 
between the two measurements of the torque loss (=input torq ue) shall be less than 5%. 
The test point is specified as follows:  
(1) gear = highest indirect gear,  
(2) input speed = 1 600 rpm,  
(3) temperatures as specified under 3 .1.2.5. 
For transmissions with hydraulic pressure control  or a smart lubrication system , the 
measurem ent of torque independent losses shall be performed with two different settings: 
first with the transmission system pressure set to at least the minimum value for 
conditions with engaged gear  and a second time with the maximum possible hydraulic 
pressure ( see 3.1.6.3.1) . 
3.1.3.  Installation  
3.1.3.1 . The electric machine and the torque sensor shall be mounted to the input side of the 
transmission. The output shaft shall rotate freely.  
3.1.3.2 . The installation of the transmission shall be done with an angle of inclination as for 
installation in the vehicle according to the  homologation drawing  ±1° or at 0°±1°.  
3.1.3.3 . The internal oil pump shall be in cluded in the transmission.  
3.1.3.4 . If an oil cooler is either optional or required with the transmission, t he oil cooler may be 
excluded in the test or any oil cooler may be used in the test.  
3.1.3 .5 Transmission testing can be done with or without power take -off drive mechanism and/or 
power take -off. For establishing the power losses of power take -offs and /or  power take -
off drive mechanism, the values in Annex VII to this regulation are applied. These values 
assume that the transmission is tested without power take -off drive mechanism and /or 
power take -off. 
3.1.3.6 . Measuring the transmission may be performed  with or without single dry clutch  (with 
one or two plates)  installed.  Clutches of any other type shall be installed during the test.  
3.1.3. 7. The individual influence of parasitic loads shall be calculated for each specific test rig 
setup and torque senso r as described in 3.1.8.  
3.1.4.  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 calibration an d/or verification, shall be traceable to national 
(international) standards.  
3.1.4.1.  Torque  
The torque sensor measurement uncertainty shall be below 0.3  Nm.  
EN 96   EN The use of torque sensors with higher measurement uncertainties is allowed if the part of 
the unce rtainty exceeding 0.3  Nm can be calculated and is added to the measured torque 
loss as described in 3.1.8. Measurement uncertainty.  
3.1.4.2.  Speed  
The uncertainty of the speed sensors shall not exceed ± 1 rpm.  
3.1.4.3.  Temperature  
The uncertainty of the te mperature sensors for the measurement of the ambient 
temperature shall not exceed ± 1 .5 K. 
The uncertainty of the temperature sensors for the measurement of the oil temperature 
shall not exceed ± 1.5 K. 
3.1.4.4.  Pressure  
The uncertainty of the pressure sensors shall not exceed 1% of the maximum measured 
pressure.  
3.1.4.5.  Voltage  
The uncertainty of the voltmeter  shall not exceed 1% of the maximum measured voltage.  
3.1.4.6.  Electric current  
The uncertainty of the amperemete r shall not exceed 1% of the maximum measured 
current.  
3.1.5.  Measurement signals and data recording  
At least the following signals shall be recorded during the measurement:  
(1) Input torques [Nm]  
(2) Input rotational speeds [rpm]  
(3) Ambient temperature [°C]  
(4) Oil temp erature [°C]  
If the transmission is equipped with a shift and/or clutch system that is controlled by 
hydraulic pressure  or with a mechanically driven smart lubrication system, additionally 
to be recorded:  
(5) Oil pressure [kPa]  
If the transmission is equipped with transmission unique electric auxiliary, additionally to 
be recorded:  
(6) Voltage of transmission unique electric auxiliary [V]  
(7) Current of transmission unique electric auxiliary [A]  
For differential measurements for the comp ensation of influences caused by the test rig 
setup, additionally shall be recorded:  
(8) Test rig bearing temperature [°C]  
The sampling and recording rate shall be 100 Hz or higher.  
A low pass filter shall be applied  to reduce measurement errors . 
3.1.6.  Test procedure  
3.1.6.1.  Zero torque signal compensation:   
EN 97   EN The zero -signal of the torque sensor(s) shall be measured. For the measurement the 
sensor(s) shall be installed in the test rig. The drivetrain of the test rig (input & output) 
shall be free of load. The measured signal deviation from zero shall be compensated.  
3.1.6.2.  Speed range:  
The torque loss shall be measured for the following speed steps (speed of the input 
shaft): 600, 900, 1200, 1600, 2000, 2500, 3000,  […] rpm up to the maximum speed per 
gear according to the specifications of the transmission or the last speed step before the 
defined maximum speed.  
The speed ramp (time for the change between two speed steps) shall not extend 20 
seconds.  
3.1.6.3.  Measurement sequence:  
3.1.6.3.1.  If the transmissi on is equipped with smart lubrication systems and /or transmission 
unique electric auxiliaries , the measurement shall be conducted with two measurement 
settings of of these systems : 
A first measurement sequence (3.1.6.3.2. to 3.1.6.3.4.) shall be performed with the lowest 
power consumption by hydraulical and electrical systems when operated in the vehicle 
(low loss level).  
The second measurement sequence shall be performed with the systems set to work with 
the highest possible power consumption when operate d in the vehicle (high loss level).  
3.1.6.3.2.  The measurements shall be performed beginning with the lowest up to the highest 
speed.  
3.1.6.3.3.   For each speed step a minimum of 5 seconds stabilization time within the 
temperature limits defined in 3.1.2.5  is required. If needed, the stabilization time may be 
extended by the manufacturer to maximum 60 seconds. Oil and ambient temperatures 
shall be recorded during the stabilization.  
3.1.6.3.4.   After the stabilization time, the measurement signals listed in 3.1.5. shall be 
recorded for the test point for 05 -15 seconds.  
3.1.6.3.5.  Each  measurement shall be performed two times per measurement setting.  
3.1.7.  Measurement validation  
3.1.7.1.  The arithmetic mean values of torque, speed, (if applicable) voltage and  current for the 
05-15 seconds measurement shall be calculated for each of the measurements.  
3.1.7. 2. The averaged speed deviation shall be below ± 5 rpm of the speed set point for each 
measured point for the complete torque loss series.  
3.1.7.3.  The mech anical torque losses and ( if applicable ) electrical power consumption shall be 
calculated for each of the measurements  as followed:  
𝑇𝑙𝑜𝑠𝑠=𝑇𝑖𝑛 
𝑃𝑒𝑙=𝐼∗𝑈 
It is allowed to subtract influences caused by the test rig setup from the torque losses  
(3.1.2.2. ). 
3.1.7. 4. The mech anical torque losses and (if applicabl e) electrical power consumption  from the 
two sets shall be averaged (arithmetic mean values).   
3.1.7. 5. The deviation between the averaged torque losses of the two measurement points for 
each setting shall be below ± 5% of the average or ± 1 Nm, whichever value is larger.   
EN 98   EN 3.1.7. 6. If the deviation is higher, the worst measurement value shall be taken or the test shall be 
repeated for the gear.  
3.1.7.7 . The deviation between the averaged elect ric power consumption (voltage*current) values 
of the two measurements for each measurement setting shall be below ± 10% of the 
average or ± 5 W, whichever value is larger. Then, the arithmetic average of the two 
averaged power values shall be taken.  
3.1.7 .8. If the deviation is higher, the set of averaged voltage and current values giving the largest 
averaged power consumption shall be taken, or the test shall be repeated for the gear.  
3.1.8.  Measurement uncertainty  
The part of the calculated total uncerta inty UT,loss exceeding 0.3 Nm shall be added to 
Tloss for the reported torque loss Tloss,rep . If UT,loss is smaller than 0.3 Nm, then 
Tloss,rep  = Tloss. 
Tloss,rep  = T loss + MAX (0 , (U T,loss – 0.3 Nm))  
The total uncertainty UT,loss of the torque loss shall be calculated based on the following 
parameters:  
(1) Temperature effect  
(2) Parasitic loads  
(3) Calibration error (incl. sensitivity tolerance, linearity, hysteresis and repeatability)  
The total uncertainty of the torque loss ( UT,loss) is ba sed on the uncertainties of the 
sensors at 95% confidence level. The calculation shall be done as the square root of the 
sum of squares (“Gaussian law of error propagation”).  
𝑈𝑇,𝑙𝑜𝑠𝑠=𝑈𝑇,𝑖𝑛=2∗√𝑢𝑇𝐾𝐶2+𝑢𝑇𝐾02+𝑢𝑐𝑎𝑙2+𝑢𝑝𝑎𝑟𝑎2 
 
𝑢𝑇𝐾𝐶=1
√3∗𝑤𝑡𝑘𝑐
𝐾𝑟𝑒𝑓∗∆𝐾∗𝑇𝑐 
 
𝑢𝑇𝐾0=1
√3∗𝑤𝑡𝑘0
𝐾𝑟𝑒𝑓∗∆𝐾∗𝑇𝑛 
 
𝑢𝐶𝑎𝑙=1∗𝑊𝑐𝑎𝑙
𝑘𝑐𝑎𝑙∗𝑇𝑛 
 
𝑢𝑝𝑎𝑟𝑎=1
√3∗𝑤𝑝𝑎𝑟𝑎∗𝑇𝑛 
 
𝑤𝑝𝑎𝑟𝑎=𝑠𝑒𝑛𝑠𝑝𝑎𝑟𝑎∗𝑖𝑝𝑎𝑟𝑎 
where:  
Tloss  = Measured torque loss (uncorrected) [Nm]  
Tloss,rep  = Reported torque loss (after uncertainty correction) [Nm]   
EN 99   EN UT,loss   = Total  expanded  uncertainty of torque loss measurement at 95% 
confidence level [Nm]  
UT,in  = Uncertainty of input torque loss measurement [Nm]  
uTKC  = Uncertainty by temperature influence on current torque signal [Nm]  
wtkc  = Temperature influence on current torque signal per K ref, declared by 
sensor manufacturer [%]  
uTK0  = Uncertainty by temperature influence on zero torque signal (related to 
nominal torque) [Nm]  
wtk0  = Temperature influence on zero torqu e signal per K ref (related to 
nominal torque), declared by sensor manufacturer [%]  
Kref  = Reference temperature span for u TKC and u TK0, w tk0 and w tkc, declared 
by sensor manufacturer [K]  
∆K  = Difference in sensor temperature between calibration and measu rement 
[K]. If the sensor temperature cannot be measured, a default value of 
∆K = 15 K shall be used.  
Tc  = Current / measured torque value at torque sensor [Nm]  
Tn  = Nominal torque value of torque sensor [Nm]  
ucal  = Uncertainty by torque sensor calibrat ion [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 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 on test setup (A/B/C, as defined below).  
  = A) 10% in case of bearings isolating the parasitic  forces in front of and 
behind the sensor and a flexible coupling (or cardan shaft) installed 
functionally next to the sensor (downstream or upstream); furthermore, 
these bearings can be integrated in a driving/braking machine (e.g. 
electric machine) and/o r in the transmission as long as the forces in the 
machine and/or transmission are isolated from the sensor.  See figure 1.  
Figure 1 Test setup A for Option 1   
EN 100   EN  
  = B) 50% in case of bearings isolating the parasitic forces in front of and 
behind the sensor and no flexible coupling installed functionally next to 
the sensor; furthermore, these bearings can be integrated in a 
driving/braking machine (e.g. electric machine) and/or in the 
transmission as long as the forces in the machine and/or transmission 
are isolated from the sensor.  See figure 2.  
Figure 2 Test setup B for Option 1  
 
  = C) 100% for other setups  
3.2. Option 2: Measure ment of the torque independent losses, measure ment  of the torque loss 
at maximum torque and interpolat ion of the torque dependent losses based on a linear 
model  
Option 2 describes the determination of the torque loss by a combination of 
measurements and linear interpolation. Measurements shall be performed for the torque 
independent losses of the transmission and for one load point of the torque dependent 
losses (maximum input torque) . Based on the torque losses at no load  and at maximum 
F T EBINPUT
E : Electric machine
T : Torque sensor
F : Flexible coupling
B : Bearing
TM : TransmissionTest setup A
TM
T EBINPUT
E : Electric machine
T : Torque sensor
B : Bearing
TM : TransmissionTest setup B
TM 
EN 101   EN input torque, the torque losses for the input torques in between shall be calculated with 
the torque loss coefficient fTlimo. 
The to rque loss Tl,in on the input shaft of the transmission shall be calculated by  
𝑇𝑙,𝑖𝑛(𝑛𝑖𝑛,𝑇𝑖𝑛,𝑔𝑒𝑎𝑟)=𝑇𝑙,𝑖𝑛,𝑚𝑖𝑛_𝑙𝑜𝑠𝑠+𝑓𝑇𝑙𝑖𝑚𝑜∗𝑇𝑖𝑛+𝑇𝑙,𝑖𝑛,min_𝑒𝑙+𝑓𝑒𝑙_𝑐𝑜𝑟𝑟∗𝑇𝑖𝑛⁡ 
The torque loss coefficient based on the linear model fTlimo shall be calculated by  
𝑓𝑇𝑙𝑖𝑚𝑜=(𝑇𝑙,𝑚𝑎𝑥𝑇−𝑇𝑙,𝑖𝑛,𝑚𝑖𝑛_𝑙𝑜𝑠𝑠)
𝑇𝑖𝑛,𝑚𝑎𝑥𝑇 
where:  
Tl,in  = Torque loss related to input shaft [Nm]  
Tl,in,min _loss = Drag torque loss at transmission input, measured with free rotating 
output shaft from testing without load [Nm]  
nin  = Speed at the input shaft [rpm]  
fTlimo  = Torque loss coefficient based on linear model [ -] 
Tin  = Torque at the input shaft [Nm]  
Tin,maxT  = Maximum tested torque at the input shaft (100% input torque) [Nm]  
Tl,maxT  = Torque loss related to input shaft with T in = T in,maxT  
fel_corr   = Loss c orrection for electric power loss level depending on input torque 
[-] 
Tl,in,el   = Additional torque loss on input shaft by electric consumers [Nm]  
Tl,in,min_el  = Additional torque loss on input shaft by electric consumers 
corresponding to minimum electric power [Nm]  
The correction  factor for the torque dependent electric torque losses fel_corr  and t he torque 
loss at the input shaft of the transmission caused by the power consumption of 
transmission unique electric auxiliary Tl,in,el shall be calculated as described in paragraph 
3.1. 
3.2.1.  The torque losses shall be measured in accordance with the pr ocedure described in the 
following.  
3.2.1. 1. General requirements:  
As specified for Option 1 in 3.1.2.1.  
3.2.1. 2. Differential measurements : 
As specified for Option 1 in 3.1.2. 2. 
3.2.1.3.  Run-in 
As specified for Option 1 in 3.1.2.3.  
3.2.1.4.  Pre-conditioni ng 
As specified for Option 3 in 3.3.2.1 . 
3.2.1.5.  Test conditions  
3.2.1.5.1.   Ambient temperature  
As specified for Option 1 in 3.1.2.5.1.   
EN 102   EN 3.2.1.5.2.   Oil temperature  
As specified for Option 1 in 3.1.2.5.2.  
3.2.1.5.3.   Oil quality  / Oil viscosity  
As specified for Option 1 in 3.1.2.5.3 and 3.1.2.5.4.  
3.2.1.5.4.  Oil level and conditioning  
As specified for Option 1 in 3.1.2.5.5.  
3.2.2.  Installation  
As specified for Option 1 in 3.1.3. for the measurement of the torque independent torque 
losses.  
As specif ied for Option 3 in 3.3. 4. for the measurement of the torque dependent torque 
losses.  
3.2.3.  Measurement equipment  
As specified for Option 1 in 3.1. 4. for the measurement of the torque independent torque 
losses.  
As specified for Option 3 in 3.3. 5. for the measurement of the torque dependent torque 
losses.  
3.2.4.  Measurement signals and data recording  
As specified for Option 1 in 3.1.5 for the measurement of the torque independent torque 
losses.  
As specified for Option 3 in 3.3.7 for the measurement of the torque dependent torque 
losses.  
3.2.5.  Test procedure  
The torque loss map to be applied to the simulation tool  contains the torque loss values of 
a transmission depending on rotational input speed and input torque.  
To determine the torque loss map for a tr ansmission, the basic torque loss map data shall 
be measured and calculated as specified in this paragraph. The torque loss results shall be 
complemented in accordance with 3.4 and formatted in accordance with Appendix 9 for 
the further processing by the simulation tool . 
3.2.5.1.  The torque independent losses shall be determined by the procedure described in 3.1.1. 
for the torque independent losses for Option 1  only for the low loss level setting of 
electric and hydraulic consumers . 
3.2.5.2.  Determine the t orque dependent torque losses for each of the gears using the procedure 
described for Option 3 in 3.3. 6., diverging in the applicable torque range:  
Torque range:  
The torque losses for each gear shall be measured at 100% of the maximum transmission 
input to rque per gear . 
In the case the output torque exceeds 10 kNm (for a theoretical loss free transmission)  or 
the input power exceeds the specified maximum input power, point 3.4.4. shall apply.  
3.2.6. Measurement validation  
As specified for Option 3 in 3.3. 8.  
EN 103   EN 3.2.7. Measurement uncertainty  
As specified for Option 1 in 3.1.8. for th e measurement of the torque independent losses.  
As specified for Option 3 in 3.3.9. for the measurement of the torque dependent torque 
loss. 
3.3. Option 3: Measurement of the total t orque loss.  
Option 3 describes the determination of the torque loss by  full measurement  of the torque 
dependent losses  including the torque independent losses  of the transmission.  
3.3.1.  General requirements  
As specified for Option 1 in 3.1.2.1.  
3.3.1.1 Differential measurements : 
As specified for Option 1 in 3.1.2. 2. 
3.3.2.  Run-in  
As specified for Option 1 in 3.1.2.3.  
3.3.2.1  Pre-conditioning  
As specified for Option 1 in 3.1.2.4.  with an exception for  the following:  
The pre -conditioning shall be performed on the direct drive gear without applied torque 
to the output shaft or target torque on the output shaft set to zero. If the transmission is 
not equipped with a direct drive gear, the gear with the ratio closest to 1:1 shall be used.  
or 
The requirements as  specified in 3.1.2.4. shall apply, with an exception for  the following : 
The pre -conditioning shall be performed on the direct drive gear without applied torque 
to the output shaft or the torque on the output s haft being within +/ - 50 Nm. If the 
transmissi on is not equipped with a direct drive gear, the gear with the ratio closest to 1:1 
shall be used.  
or, if the test rig includes a (master friction) clutch at the input shaft:  
The requirements as specified in 3.1.2.4. shall apply, with an exception for  the following : 
The pre -conditioning shall be performed on the direct drive gear without applied torque 
to the output shaft or without applied torque to the input shaft. If the transmission is not 
equipped with a direct drive gear, the gear with the ratio close st to 1:1 shall be used.  
The transmission would then be driven from the output side. Those proposals could also 
be combined.  
3.3.3.  Test conditions  
3.3.3.1.  Ambient temperature  
As specified for Option 1 in 3.1.2.5.1.  
3.3.3.2 . Oil temperature  
As specified for Option 1 in 3.1.2.5.2.  
3.3.3.3. Oil quality  / Oil viscosity  
As specified for Option 1 in 3.1.2.5.3 and 3.1.2.5.4.  
3.3.3.4. Oil level and conditioning   
EN 104   EN The requirements as specified in 3.1.2. 5.5. shall apply, diverging in the following:  
The test point for the external oil conditioning system is specified as follows:  
(1) highest indirect gear,  
(2) input speed = 1 600 rpm,  
(3) input torque = maximum input torque  for the highest indirect gear  
3.3.4. Installation  
The test rig shall be driven by electric machines (input and output).  
Torque sensors shall be installed at the input and output side of the transmission.  
Other requirements as specified in 3.1.3. shall apply.  
3.3.5. Measurement equipment  
For the measurement of the torque independent losses, the measurement equipment 
requirements as specified for Option 1 in 3.1.4. shall apply.  
For the measurement of the torque dependent losses, the following requirements shall 
apply:  
The torque sensor measurement uncertainty shall be below 5% of the measured torq ue 
loss or 1 Nm (whichever value is larger).  
The use of torque sensors with higher measurement uncertainties is allowed if the parts 
of the uncertainty exceeding 5% or 1 Nm can be calculated and the smaller of those parts 
is added to the measured torque lo ss. 
The torque measurement uncertainty shall be calculated and included as described under 
3.3.9. 
Other measurement equipment requirements as specified for Option 1 in 3.1.4. shall 
apply.  
3.3.6. Test procedure  
3.3.6.1. Zero torque signal compensation:  
As specified in 3.1.6.1.  
3.3.6.2. Speed range  
The torque loss shall be measured for the following speed steps (speed of the input 
shaft): 600, 900, 1200, 1600, 2000, 2500, 3000,  […] rpm up to the maximum speed per 
gear according to the specifications of the tr ansmission or the last speed step before the 
defined maximum speed.  
The speed ramp (time for the change between two speed steps) shall not ex ceed 20 
seconds.  
3.3.6.3. Torque range  
For each speed step the torque loss shall be measured for the following input torques: 0 
(free rotating output shaft), 200, 400, 600, 900, 1200, 1600, 2000, 2500, 3000, 3500, 
4000,  […] Nm up to the maximum input torque  per gear  according to the specifications 
of the transmission or the last torque step before the defined maxim um torque  and / or the 
last torque step before the output torque of 10 kNm .  
In the case the output torque exceeds 10 kNm  (for a theoretical loss free transmission)  or 
the input power exceeds the specified maximum input power , point 3.4.4. shall apply.   
EN 105   EN The torque ramp (time for the change between two torque steps) shall not e xceed  15 
seconds  (180 seconds for option 2) .  
To cover the complete torque range of a transmission in the above defined map, different 
torque sensors with limited measurement ranges may  be used on the input/output side. 
Therefore the measurement may be divided into sections using the same set of torque 
sensors. The overall torque loss map shall be composed of these measurement sections.  
3.3.6.4. Measurement sequence  
3.3.6.4.1.  The measu rements shall be performed beginning with the lowest up to the highest 
speed.  
3.3.6.4.2.  The input torque shall be varied according to the above defined torque steps from 
the lowest to the highest torque which is covered by the current torque sensors for  each 
speed step.  
3.3.6.4.3.  For each speed and torque step a minimum of 5 seconds stabilization time within 
the temperature limits defined in 3.3.3. is required. If needed, the stabilization time may 
be extended by the manufacturer to maximum 60 seconds  (maximum 180 seconds for 
option 2) . Oil and ambient temperatures shall be recorded during the stabilization.  
3.3.6.4.4.  The measurement set shall be performed two times in total. For that purpose, 
sequenced repetition of sections using the same set of to rque sensors is allowed.   
3.3.7 . Measurement signals and data recording  
At least the following signals shall be recorded during the measurement:  
(1) Input and out put torques [Nm]  
(2) Input and out put rotational speeds [rpm]  
(3) Ambient temperature [°C]  
(4) Oil temperature  [°C] 
If the transmission is equipped with a shift and/or clutch system that is controlled by 
hydraulic pressure  or with a mechanically driven smart lubrication system, additionally 
to be recorded:  
(5) Oil pressure [kPa]  
If the transmission is equipped with tr ansmission unique electric auxiliary, additionally to 
be recorded:  
(6) Voltage of transmission unique electric auxiliary [V]  
(7) Current of transmission unique electric auxiliary [A]  
For differential measurements for compensation of influences by test rig setup, 
additionally to be recorded:  
(8) Test rig bearing temperature [°C]  
The sampling and recording rate shall be 100 Hz or higher.  
A low pass filter shall be applied  to avoid measurement errors . 
3.3.8 . Measurement validation  
3.3.8.1.  The arithmetic mean values of torque, speed, if applicable voltage and current for the 05 -
15 seconds measurement shall be calculated for each of the two measurements.   
EN 106   EN 3.3.8.2.  The measured and averaged speed at the input shaft shall be below ± 5 rpm  of  the speed 
set point for each measured operating point for the complete torque loss series.  The 
measured and averaged torque at the input shaft shall be below ± 5 Nm or ± 5 % of the 
torque set point whichever value is larger for each measured operating poi nt for the 
complete torque loss series.  
3.3.8.3.  The me chanical torque losses and ( if applicable ) electrical power consumption shall be 
calculated for each of the measurements  as followed:  
𝑇𝑙𝑜𝑠𝑠=𝑇𝑖𝑛−𝑇𝑜𝑢𝑡
𝑖𝑔𝑒𝑎𝑟 
𝑃𝑒𝑙=𝐼∗𝑈 
 It is allowed to subtract influences caused by the test rig setup from the torque losses  
(3.3.2.2.). 
3.3.8.4.  The mech anical torque losses and (if applicabl e) electrical power consumption  from the 
two sets shall be averaged (arithmetic mean values).   
3.3.8 .5. The deviation between the averaged torque losses of the two measurement sets shall be 
below ± 5% of the average or ± 1 Nm (whichever value is larger). If the deviation is 
higher, the worst measurement value shall be taken or the test shall be repeated for the 
gear.  
3.3.8.6. The deviation between the averaged electric power consumption (voltage*current) values 
of the two measurement sets shall be below ± 10% of the average or ± 5 W, whichever 
value is larger. Then, the arithmetic average of the two aver aged power values shall be 
taken.  
3.3.8.7. If the deviation is higher, the set of averaged voltage and current values giving the largest 
averaged power consumption shall be taken, or the test shall be repeated for the gear.  
3.3.9. Measurement uncertainty  
The part of the calculated total uncertainty UT,loss exceeding 5% of Tloss or 1 Nm 
(ΔU T,loss), whichever value of ΔU T,loss is smaller, shall be added to Tloss for the reported 
torque loss Tloss,rep . If UT,loss is smaller than 5% of Tloss or 1 Nm, than Tloss,rep  = Tloss. 
Tloss,rep  = T loss +MAX (0 , ΔUT,loss) 
ΔUT,loss = MIN ((U T,loss - 5% * T loss), (U T,loss  – 1 Nm))  
For each measurement set, t he total uncertainty UT,loss of the torque loss shall be 
calculated based on the following parameters:  
(1) Temperature  effect  
(2) Parasitic loads  
(3) Calibration error (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 as the square root of the 
sum of squares (“Gaussian law of error propagation”).  
 
𝑈𝑇,𝑖𝑛/𝑜𝑢𝑡=2∗√𝑢𝑇𝐾𝐶2+𝑢𝑇𝐾02+𝑢𝑐𝑎𝑙2+𝑢𝑝𝑎𝑟𝑎2 
 
EN 107   EN  
𝑢𝑇𝐾𝐶=1
√3∗𝑤𝑡𝑘𝑐
𝐾𝑟𝑒𝑓∗∆𝐾∗𝑇𝑐 
 
𝑢𝑇𝐾0=1
√3∗𝑤𝑡𝑘0
𝐾𝑟𝑒𝑓∗∆𝐾∗𝑇𝑛 
 
𝑢𝐶𝑎𝑙=1∗𝑊𝑐𝑎𝑙
𝑘𝑐𝑎𝑙∗𝑇𝑛 
 
𝑢𝑝𝑎𝑟𝑎=1
√3∗𝑤𝑝𝑎𝑟𝑎∗𝑇𝑛 
 
𝑤𝑝𝑎𝑟𝑎=𝑠𝑒𝑛𝑠𝑝𝑎𝑟𝑎∗𝑖𝑝𝑎𝑟𝑎 
where:  
Tloss  = Measured torque loss (uncorrected) [Nm]  
Tloss,rep  = Reported torque loss (after uncertainty correction) [Nm]  
UT,loss   = Total  expanded  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 sensor[Nm]  
igear  = 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 influen ce on zero torque signal per K ref (related to 
nominal torque), declared by sensor manufacturer [%]  
Kref  = Reference temperature span for uTKC and uTK0, w tk0 and w tkc, declared 
by sensor manufacturer [K]  
∆K  = Difference in sensor temperature between calib ration and measurement 
[K]. If the sensor temperature cannot be measured, a default value of 
∆K = 15 K shall be used.  
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) [%]   
EN 108   EN 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 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 on test setup (A/B/C, as defined below).  
  = A) 10% in case of bearings isolating the parasitic  forces in front of and 
behind the sensor and a flexible coupling (or cardan shaft) installed 
functionally next to the sensor (downstream or upstream); furthermore, 
these bearings can be integrated in a driving/braking machine (e.g. 
electric machine) and/o r in the transmission as long as the forces in the 
machine and/or transmission are isolated from the sensor.  See figure 3.  
Figure 3 Test setup A for Option 3  
 
  = B) 50% in case of bearings isolating the parasitic forces in front of and 
behind the sensor and no flexible coupling installed functionally next to 
the sensor; furthermore, these bearings can be integrated in a 
driving/braking machine (e.g. electric machine) and/or in the 
transmission as long as the forces in the machine and/or transmission 
are isolated from the sensor.  See figure 4.  
Figure 4 Test setup B for Option 3  
 
EN 109   EN  
  = C) 100% for other setups  
3.4. Complement of input files for the simulation tool  
For each gear a torque loss map covering the defined input speed and input torque steps 
shall be  determined with one of the specified testing options or standard torque loss 
values. For the input file for the simulation tool , this basic torque loss map shall be 
complemented as described in the following:  
3.4.1.  In the cases the highest tested input s peed was the last speed step below the defined 
maximum permissible transmission speed, an extrapolation of the torque loss shall be 
applied up to the maximum speed with linear regression based on the two last measured 
speed steps.  
3.4.2.  In the cases the h ighest tested input torque was the last torque step below the defined 
maximum permissible transmission torque, an extrapolation of the torque loss shall be 
applied up to the maximum torque with linear regression based on the two last measured 
torque steps for the corresponding speed step.  In order to handle engine torque 
tolerances, etc., the simulation tool  will, if required, perform an extrapolation of the 
torque loss for input torques up to 10% above said defined maximum permissible 
transmission torque.  
3.4.3.  In the case of extrapolation of the torque loss values for maximum input speed and 
maximum input torque at the same time, the torque loss for the combined point of highest 
speed and highest torque shall be calculated with two -dimensional linear extr apolation.  
3.4.4.  If the maximum output torque exceeds 10  kNm  (for a theoretical loss free transmission) , 
and/or for all speed and torque points with input power higher than the specified 
maximum input power,  the manufacturer may choose to take the torque loss values for 
all torques higher than 10  kNm , and/or for all speed and torque points with input power 
higher than the specified maximum input power, respectively,  from one, and only one, 
of: 
(1) Calculated fallback values (Appendix 10) 
(2) Option 1  
(3) Option 2 or 3  in combination with a torque sensor for higher output torques  
(if required)  
 
EN 110   EN For cases (i) and (ii) in Option 2, the torque losses at load shall be measured at the input 
torque that corresponds to output torque 10 kNm and/or the specified maximum input 
power. 
3.4.5.  For speeds below the defined minimum speed  and the additional input speed step of 0 
rpm, the reported torque losses determined for the minimum speed step shall be copied.  
3.4.6.  To cover the range of negative input torques during vehicle coasti ng conditions, the 
torque loss values for positive input torques shall be copied for the related negative input 
torques.  
3.4.7. In agreement with the Technical Service or approval authority , the torque losses for the 
input speeds below 1000 rpm may be rep laced by the torque losses at 1000 rpm when the 
measurement is technically not possible.  
3.4.8. If the measurement of speed points is technically not possible (e.g. due to natural 
frequency), the manufacturer may, in agreement with the Technical Service or  Approval 
authority , calculate the torque losses by interpolation or extrapolation (limited to max. 1 
speed step per gear).  
3.4.9. The torque loss map data shall be formatted and saved as specified in Appendix 9 to this 
Annex.    
EN 111   EN 4. Torque converter  (TC) 
The torque converter characteristics to be determined for the simulation tool  input consist 
of Tpum 1000 (the reference torque at 1000 rpm input speed) and µ (the torque ratio of the 
torque converter). Both are depending on the speed ratio v (= output (turbine)  speed / 
input (pump ) speed for the torque converter)  of the torque converter.  
For determination of the characteristics of the TC, the applicant for a certificate  shall 
apply the following method, irrespective of the chosen option for the assessme nt of the 
transmission torque losses.  
To take the two possible arrangements of the TC and the mechanical transmission parts 
into account, the following differentiation between case S and P shall apply:  
Case S:  TC and mechanical transmission parts in serial  arrangement  
Case P:  TC and mechanical transmission parts in parallel arrangement (power split 
  installation)  
For case S arrangements the TC characteristics may be evaluated either separate from the 
mechanical transmission or in combination with the mecha nical transmission. For case P 
arrangements the evaluation of TC characteristic is only possible in combination with the 
mechanical transmission. However, in this case and for the hydromechanical gears 
subject to measurement the whole arrangement, torque c onverter and mechanical 
transmission, is considered as a TC with similar characteristic curves as a sole torque 
converter.  
For the determination of the torque converter characteristics two measurement options 
may be applied:  
(i) Option A: measurement at co nstant input speed  
(ii) Option B: measurement at constant input torque according to SAE J643  
The manufacturer may choose option A or B for  case S and case P arrangements.   
For the input to the simulation tool , the torque ratio µ and reference torque Tpum of the 
torque converter shall be measured for a range of v ≤ 0.95 (= vehicle propulsion mode). 
The range of v ≥ 1.00 (= vehicle coasting mode) may either be measured or covered by 
using the standard  values of T able 1.  
In case of measurements together with a  mechanical transmission the overrun  point may 
be different from v = 1.00 and therefor the range of measured speed ratios shall  be 
adjusted accordingly.  
In case of use of standard values the data on torque converter characteristics provided to 
the simulati on tool  shall only cover the range of v ≤ 0.95 (or the adjusted speed ratio). 
The simulation tool  automatically adds the standard values for overrun conditions.  
 
Table 1  Default values for v ≥ 1.00  
v µ Tpum1000 
1.000  1.0000  0.00 
1.100  0.9999  -40.34  
1.222  0.9998  -80.34  
1.375  0.9997  -136.11   
EN 112   EN 1.571  0.9996  -216.52  
1.833  0.9995  -335.19  
2.200  0.9994  -528.77  
2.500  0.9993  -721.00  
3.000  0.9992  -1122.00  
3.500  0.9991  -1648.00  
4.000  0.9990  -2326.00  
4.500  0.9989  -3182.00  
5.000  0.9988  -4242.00  
 
4.1. Option A: Measured torque converter characteristics at constant speed  
4.1.1.  General requirements  
The torque converter used for the measurements shall be in accordance with the drawing 
specifications for series production torque converters.  
Modifications t o the TC to meet the testing requirements of this Annex, e.g. for the 
inclusion of measurement sensors are permitted.  
Upon request of the approval authority  or the technical service the applicant for a 
certificate  shall specify and prove the conformity with the requirements defined in this 
Annex.  
4.1.2.  Oil temperature  
The input oil temperature to the TC shall meet the following requirements:  
The oil temperature for measurements of the TC separate from the transmis sion shall be 
90 °C +7 / -3 K. 
The oil temperature for measurements of the TC together with the transmission ( case S 
and case P) shall be 90 °C + 20 / -3 K. 
The oil temperature shall be measured at the drain plug or in the oil sump.  
4.1.3.  Oil flow rate and  pressure  
The input TC oil flow rate and output oil pressure of the TC shall be kept within the 
specified operational limits for the torque converter, depending on the related 
transmission type and the tested maximum input speed.  
4.1.4.  Oil quality  / Oil v iscosity  
As specified for transmission testing in  3.1.2.5. 3 and 3.1.2.5.4 . 
4.1.5. Installation  
The torque converter shall be installed on a testbed with a torque sensor, speed sensor 
and an electric machine installed at the input and output shaft of the TC .  
4.1.6. Measurement equipment   
EN 113   EN 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 calibration and/or verification, sha ll be traceable to national 
(international) standards . 
4.1.6.1. Torque  
The torque sensor measurement uncertainty shall be below 1% of the measured torque 
value.  
The use of torque sensors with higher measurement uncertainties is allowed if the part of 
the uncertainty exceeding 1% of the measured torque can be calculated and is added to 
the measured torque loss as described in 4.1. 7. 
4.1.6.2. Speed  
The uncertainty of the speed sensors shall not exceed ± 1 rpm.  
4.1.6.3. Temperature  
The uncertainty of the temp erature sensors for the measurement of the ambient  
temperature shall not exceed ± 1.5 K. 
The uncertainty of the temperature sensors for the measurement of the oil temperature 
shall not exceed ± 1.5 K. 
4.1.7. Test procedure  
4.1.7.1.  Zero torque signal compe nsation  
As specified in 3.1.6.1.  
4.1.7.2. Measurement sequence  
4.1.7.2.1.  The input speed npum of the TC shall be fixed to a constant speed within the range 
of: 
1000 rpm ≤ npum ≤ 2000 rpm  
4.1.7.2.2.   The speed  ratio v shall be adjusted by increasing the output speed ntur from 0 rpm 
up to the set value of npum. 
4.1.7.2.3.   The step width shall be 0.1 for the speed  ratio range of 0 to 0.6 and 0.05 for the 
range of 0.6 to 0.95.  
4.1.7.2.4.   The upper limit of the speed  ratio may be limited to a value below 0.95 by the 
manufacturer. In this case at least seven evenly  distributed points between v = 0 and a 
value of v < 0.95  have to be covered by the measurement . 
4.1.7.2.5.   For each step a minimum of 3 seconds stabilization time within the temperature 
limits defined in 4.1.2. is required. If needed, the stabilization time may be extended by 
the manufacturer to maximum 60 seconds. The o il temperature shall be recorded during 
the stabilization.  
4.1.7.2.6.   For each step the signals specified in 4.1. 8. shall be recorded for the test point for 
3-15 seconds.  
4.1.7.2.7.   The measurement sequence (4.1.7.2.1. to 4.1.7.2.6.) shall be performed two times 
in total.  
4.1.8. Measurement signals and data recording  
At least the following s ignals shall be recorded during the measurement:   
EN 114   EN (1) Input (pump) torque Tc,pum [Nm]  
(2) Output (turbine) torque Tc,tur [Nm]  
(3) Input rotational (pump) speed npum [rpm]  
(4) Output rotational (turbine) speed ntur [rpm]  
(5) TC input oil temperature KTCin [°C] 
The sampling and recording rate shall be 100 Hz or higher.  
A low pass filter shall be applied  to avoid measurement errors . 
4.1.9.  Measurement validation  
4.1.9.1.  The arithmetic mean values of torque  and speed for the 0 3-15 seconds measurement shall 
be cal culated for each of the two measurements.  
4.1.9. 2. The measured torques and speeds from the two sets shall be averaged (arithmetic mean 
values).  
4.1.9. 3. The deviation between the averaged torque of the two measurement sets shall be below ± 
5% of the aver age or ± 1 Nm (whichever value is larger). If the deviation is higher, the 
worst measurement value shall be taken or the test shall be repeated for the TC.  
4.1.9. 4. The measured and averaged speed and torque at the input shaft shall be below ± 5 rpm 
and ±  5 Nm of the speed and torque set point for each measured operating point for the 
complete speed ratio  series.  
4.1.10.  Measurement uncertainty  
The part of the calculated measurement uncertainty UT,pum/tur  exceeding 1% of  the 
measured torque  Tc,pum/tur  shall be  used to correct the characteristic value of the TC as 
defined below .  
∆UT,pum/tur  = MAX ( 0 , (U T,pum/tur - 0.01 * T c,pum/tur )) 
The uncertainty UT,pum/tur  of the torque measurement shall be calculated based on the 
following parameter:  
(i) Calibra tion error (incl. sensitivity tolerance, linearity, hysteresis and repeatability)  
The uncertainty UT,pum/tur  of the torque measurement is based on the uncertainties of the 
sensors at 95% confidence level.  
𝑈𝑇,𝑝𝑢𝑚/𝑡𝑢𝑟=2∗𝑢𝑐𝑎𝑙 
𝑢𝐶𝑎𝑙=1∗𝑊𝑐𝑎𝑙
𝑘𝑐𝑎𝑙∗𝑇𝑛 
where:  
Tc,pum/tur  = Current / measured torque value at input/output torque sensor 
(uncorrected) [Nm]  
Tpum  = Input (pump) torque (after uncertainty correction) [Nm]  
UT,pum/tur  = Uncertainty of input / output torque measurement at 95% confidence 
level separately for input and output 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) [%]   
EN 115   EN kcal  = Calibration advancement factor (if declared by sensor manufacturer, 
otherwise = 1)  
4.1.11. Calculation of TC characteristics  
For each measurement point, the following calculations shall be applied to the 
measurement data:  
The torque ratio of the TC shall be calculated by  
 
The speed ratio of the TC shall be calculated by  
 
The reference torque at 1000 rpm shall be calculated by  
𝑇𝑝𝑢𝑚1000=(𝑇𝑐,𝑝𝑢𝑚−∆𝑈𝑇,𝑝𝑢𝑚)∗(1000⁡𝑟𝑝𝑚
𝑛𝑝𝑢𝑚)2
 
where:  
µ  = Torque ratio of the TC [ -] 
v  = Speed ratio of the TC [ -] 
Tc, pum = Input (pump) torque (corrected) [Nm]  
npum  = Input rotational (pump) speed [rpm]  
ntur  = Output rotational (turbine) speed [rpm]  
Tpum1000  = Reference torque at 1000 rpm [Nm]  
4.2. Option B: Measurement at constant input torque (in accordance with SAE J643)  
4.2.1.  General requirements  
As specified in 4.1.1.  
4.2.2.  Oil temperature  
As specified in 4.1.2.  
4.2.3.  Oil flow rate and pressure  
As specified in 4.1.3.  
4.2.4.  Oil quality  
As specified in 4.1.4.  
4.2.5. Installation  
As specified in 4.1. 5. 
4.2.6. Measurement equipment  
As specified in 4.1. 6. 
4.2.7. Test procedure  
4.2.7.1. Zero torque signal compensation  
As specified in 3.1.6.1.  
 
EN 116   EN 4.1.7.2.  Measurement sequence  
4.2.7.2.1.   The input torque Tpum shall be set to a positive level at npum = 1000 rpm with the 
output shaft of the TC held non -rotating (output speed ntur = 0 rpm).  
4.2.7.2.2.   The speed ratio v shall be adjusted by increasing the output speed ntur from 0 rpm 
up to a value of ntur covering the usable range of v with at least seven evenly distributed 
speed points . 
4.2.7.2.3.  The step width shall be 0.1 for the speed ratio range of 0 to 0.6 and 0.05 for the 
range of 0.6 to 0.95.  
4.2.7.2.4.   The upper limit of the speed ratio may be limited to a value below 0.95 by the 
manufacturer.  
4.2.7. 2.5.  For each step a minimum of 5 seconds stabilization time within the temperature 
limits defined in 4. 2.2. is required. If needed, the stabilization time may be extended by 
the manufacturer to maximum 60 seconds. The oil tempe rature shall be recorded during 
the stabilization.  
4.2.7.2.6 .  For each step the values specified in 4.2.8. shall be shall be recorded for the test 
point for 05 -15 seconds.  
4.2.7.2.7.   The measurement sequence (4. 2.7.2.1. to 4.1.7.2.6.) shall be performed two times 
in total.  
4.2.8. Measurement signals and data recording  
As specified in 4.1. 8. 
4.2.9. Measurement validation  
As specified in 4.1. 9. 
4.2.10. Measurement uncertainty  
As specified in 4.1. 9. 
4.2.11. Calculation of TC characteristics  
As specified in 4.1.11.   
EN 117   EN 5. Other torque transferring components ( OTTC ) 
The scope of this section includes engine retarders, transmission retarders, driveline 
retarders, and components that are treated in the simulation tool  as a retarder. These 
components include vehicle  starting devices like a single wet transmission input clutch or 
hydro -dynamic clutch.  
5.1. Methods for establishing retarder drag losses  
The retarder drag torque loss is a function of the retarder rotor speed. Since the retarder 
can be integrated in diffe rent parts of the vehicle driveline, the retarder rotor speed 
depends on the drive part (= speed reference) and step -up ratio between drive part and 
retarder rotor  as shown in table 2.  
Table 2 Retarder rotor speeds  
Configuration  Speed reference  Retarder rotor speed calculation  
A. Engine Retarder  Engine Speed  nretarder  = n engine * istep-up 
B. Transmission 
Input Retarder  Transmission  
Input Shaft Speed  nretarder  = n transm.input  * istep-up 
= n transm.output  * itransm * istep-up 
C. Transmission 
Output Retarder 
or Propshaft 
Retarder  Transmission  
Output Shaft Speed  nretarder  = n transm.output  * istep-up 
where:  
istep-up  = step-up ratio = retarder rotor speed / drive part speed  
itransm  = transmission ratio = transmission input speed/ transmission output 
speed  
Retarder configurations that are integrated in the engine and cannot be separated from the 
engine shall be tested in combination with the engine. This section does not cover these 
non-separable engine integrated retarders.  
Retarde rs that can be disconnected from the driveline or the engine by any kind of clutch 
are considered to have zero rotor speed in disconnected condition and therefore have no 
power losses.  
The retarder drag losses shall be measured with one of the following tw o methods:  
(1) Measurement on the retarder as a stand -alone unit  
(2) Measurement in combination with the transmission  
5.1.1.  General requirements  
In case the losses are measured on the retarder as stand -alone unit, the results are affected 
by the torque losses in the bearings of the test setup. It is permitted to measure these 
bearing losses and subtract them from the retarder drag loss measurements.  
The manufacturer shall guarantee that the retarder used for the measurements is in 
accordance with the drawing speci fications for series production retarders.   
EN 118   EN Modifications to the retarder to meet the testing requirements of this Annex, e.g. for the 
inclusion of measurement sensors or the adaption of an external oil conditioning systems 
are permitted.  
Based on the famil y described in described in Appendix 6 to this Annex, measured drag 
losses for transmissions with retarder can be used for the same (equivalent) transmission 
without retarder.  
The use of the same transmission unit for measuring the torque losses of variant s with 
and without retarder is permitted.  
Upon request of the Approval authority or the Technical Service the applicant for a 
certificate shall specify and prove the conformity with the requirements defined in this 
Annex.  
5.1.2. Run-in 
On request of the a pplicant a run -in procedure may be applied to the retarder . The 
following provisions shall apply for a run -in procedure.  
5.1.2.1 If the manufacturer applies a run -in procedure to the retarder, the run -in time for the 
retarder shall not exceed 100  hours at zero retarder apply torque . Optionally a share of  a 
maximum of  6 hours with retarder apply torque  may be included . 
5.1.3. Test conditions  
5.1.3.1.  Ambient temperature  
The ambient temperature during the test shall be in a range of 25°C ± 10  K.  
The ambient temperature shall be measured 1  m laterally from the retarder.  
5.1.3.2.  Ambient pressure  
For magnetic retarders the minimum ambient pressure shall be 899 hPa according to 
International Standard Atmosphere (ISA) ISO 2533.  
5.1.3.3.  Oil or water temperature  
For hydrodynamic retarders:  
Except for the fluid, no external heating is allowed.  
In case of testing as stand -alone unit, the retarder fluid temperature (oil or water) shall 
not exceed 87°C.  
In case of testing in combination with transmission,  the oil temperature limits for 
transmission testing shall apply.  
5.1.3.4. Oil or water quality  
New, recommended first fill oil for the European market shall be used in the test.  
For water retarders the water quality shall meet the specifications set out b y the 
manufacturer for the retarder. The water pressure shall be set to a fixed value close to 
vehicle condition (1 ± 0.2 bar relative pressure at retarder input hose).  
5.1.3.5. Oil viscosity  
If several oils are recommended for first fill, they are conside red to be equal if the oils 
have a kinematic viscosity within 50% of each other at the same temperature (within the 
specified tolerance band for KV100).  
5.1.3.6.  Oil or water level   
EN 119   EN The oil/water level shall meet the nominal specifications for the retarder.  
5.1.4. Installation  
The electric machine, the torque sensor, and speed sensor shall be mounted at the input 
side of the retarder or transmission.  
The installation of the retarder (and transmission) shall be done with an inclination angle 
as for installati on in the vehicle according to the homologation drawing   1 or at 
0°  1. 
5.1.5. Measurement equipment  
As specified for transmission testing in 3.1.4.  
5.1.6. Test procedure  
5.1.6.1. Zero torque signal compensation:  
As specified  for transmission testing  in 3.1.6.1.  
5.1.6.2.  Measurement sequence  
The torque loss measurement sequence for the retarder testing shall follow the provisions 
for the transmission t esting defined in 3.1.6.3.2. to 3.1.6.3.5.  
5.1.6.2.1. Measurement on the retarder as stand -alone unit  
When the retarder is tested as stand -alone unit, torque loss measurements shall be 
conducted using the following speed points:  
200, 400, 600, 900, 1200, 1600, 2000, 2500, 3000, 3500, 4000, 4500, 5000, continued up 
to the maximum retarder rotor speed.  
5.1.6 .2.2. Measurement in combination with the transmission  
5.1.6.2.2.1.  In case the retarder is tested in combination with a transmission, the selected 
transmission gear shall allow the retarder to operate at its maximum rotor speed.  
5.1.6 .2.2.  The torque loss shall be measured at the operating speeds as indicated for the 
related transmission testing.  
5.1.6.2.2.3.   Measurement points may be added for transmission input speeds below 600 rpm if 
requested by the manufacturer.  
5.1.6.2.2.4.   The manufacturer may  separate the retarder losses from the total transmission 
losses by testing in the order as described below:  
(1) The load -independent torque loss for the complete transmission including retarder 
shall be measured as defined in point 3.1.2. for transmission tes ting in one of the 
higher transmission gears  
= T l,in,withret  
(2) The retarder and related parts shall be replaced with parts required for the 
equivalent transmission variant without retar der. The measurement of point (1 ) 
shall be repeated.  
= T l,in,withoutret  
(3) The load -independent torque loss for the retarder system shall be determined by 
calculating the differences between the two test data sets  
= T l,in,retsys  = T l,in,withret  – Tl,in,withoutret   
EN 120   EN 5.1.7.  Measurement signals and data recording  
As specified for trans mission testing in 3.1.5.  
5.1.8. Measurement validation  
All recorded data shall be checked and processed as defined for transmission testing in 
3.1.7.  
5.2. Complement of input files for the simulation tool  
5.2.1 Retarder torque losses for speeds below the lowest measurement speed shall be set equal 
to the measured torque loss at this lowest measurement speed.  
5.2.2 In case the retarder losses were separated out from the total losses by calculating the 
difference in data sets of testing with and without a re tarder (see 5.1. 6.2.2.4. ), the actual 
retarder rotor speeds depend on the retarder location, and/or selected gear ratio and 
retarder step -up ratio and thereby may differ from the measured transmission input shaft 
speeds. The actual retarder rotor speeds re lative to the measured drag loss data shall be 
calculated  as described in 5.1. table 2.  
5.2.3 The torque loss map data shall be formatted and saved as specified in Appendix 9 to this 
Annex.    
EN 121   EN 6. Addi tional driveline components (ADC ) / angle drive  
6.1. Methods for establishing angle drive losses  
The angle drive losses shall be determined using one of the following cases : 
6.1.1.  Case  A: Measurement on a separate angle drive  
For the torque loss measurement of a separate angle drive, the three options as defined 
for the determination of the transmission losses shall apply:  
Option 1:  Measured torque independent losses and calculated load dependent losses 
(Transmission test option 1)  
Option 2:  Measured torque independent losses and measured torque dependent losses at 
full load (Transmission test option 2)  
Option 3:  Measurement under full load points (Transmission test option 3)  
The measurement  of the angle drive losses  shall follow the procedure described for the 
related transmission test option in paragraph  3 diverging in the following requirements:  
6.1.1.1  Applicable speed range:  
From 200 rpm (at the shaft to which the angle drive is connected) up to the maximum 
speed according to specifications of the angle drive or the last speed step before the 
defined m aximum speed.  
6.1.1.2  Speed step size: 200 rpm  
6.1.2.  Case  B: Individual measurement of an angle drive connected to a transmission  
In case the angle drive is tested in c ombination with a transmission, the testing shall 
follow one of the defined options for  transmission testing:  
Option 1:  Measured torque independent losses and calculated load dependent losses 
(Transmission test option 1)  
Option 2:  Measured torque independent losses and measured torque dependent losses at 
full load (Transmission test option 2 ) 
Option 3:  Measurement under full load points (Transmission test option 3)  
6.1.2.1  The manufacturer may separate the angle drive losses from the total transmission losses 
by testing in the order as described below:  
(1) The torque loss for the complete transm ission including angle drive shall be 
measured as defined for the applicable transmission testing option  
= T l,in,withad  
(2) The angle drive and related parts shall be replaced with parts required for the 
equivalent transmission variant without angle dr ive. The  measurement of point (1 ) 
shall be repeated.  
= T l,in,withoutad  
 
(3) The torque loss for the angle drive system shall be determined by calculating the 
differences between the two test data sets  
= T l,in,adsys  = T l,in,withad  – Tl,in,withoutad  
6.2. Complement of input files for the simulation tool   
EN 122   EN 6.2.1.  Torque losses for speeds below the above defined minimum speed shall be set equal to 
the torque loss at the minimum speed. 6.2.2.  In the cases the highest tested angle drive 
input speed was the last speed step below the defined maximum permissible angle drive 
speed, an extrapolation of the torque loss shall be applied up to the maximum speed with 
linear regression based on the two last measured speed steps.  
6.2.3.  To calculate the torque loss data for  the input shaft of the transmission the angle drive is 
to be combined with, linear interpolation and extrapolation shall be used.    
EN 123   EN 7. Conformity of production   
7.1. Every transmission, torque converter (TC), other torque transferring components (OTTC) 
and additional driveline components (ADC) shall be so manufactured as to conform to 
the approved type with regard to the description as given in the certificate and its 
annexes. The conformity of production procedures shall comply with those set out in 
Articl e 12 of Directive 2007/46/EC.  
7.2 Torque converter (TC), other torque transferring components (OTTC) and additional 
driveline components (ADC) shall be excluded from the production conformity testing 
provisions of section 8 to this annex.  
7.3 Conformity o f production shall be checked on the basis of the description in the 
certificates set out in Appendix 1 to this Annex.  
7.4 Conformity of production shall be assessed in accordance with the specific conditions 
laid down in this paragraph.  
7.5 The manufactur er shall test annually  at least the number of transmission indicated in 
Table 3 based on the total annual production numbers of transmissions of the 
manufacturer. For the purpose of establishing the production numbers, only 
transmissions which fall under t he requirements of this Regulation shall be considered.  
7.6 Each transmission which is tested by the manufacturer shall be representative for a 
specific family. Notwithstanding provisions of the point 7. 10., only one transmission per 
family shall be tested.  
7.7 For the total annual production volumes between 1001 and 10,000 transmissions, the 
choice of the family for which the tests shall be performed shall be agreed between the 
manufacturer and the approv al authority.  
7.8 For the total annual production volumes above 10,000 transmissions, t he transmission 
famil y with the highest production volume  shall always be tested. The manufacturer shall 
justify (ex. by showing sales numbers)  to the approval authorit y 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.    
EN 124   EN Table 3 Sample size conformity testing  
Total  annual p roduction  
of transmissions  Number of tests  
0 – 1000  0 
>1000 -10.000  1 
>10.000 – 30.000  2 
>30.000  3 
>100.000  4 
 
7.9. For the purpose of the conformity of production testing the Technical Service shall 
identify together with the manufacturer the transmission type(s) to be tested. The selected 
transmission type(s) shall be manufactured under the supervision of the Technica l 
Service in order to ensure that the same standards as for serial production apply.  
7.10 If the result of a test performed in accordance with point 8 is higher than the one 
specified in point 8.1.3., 3 additional transmissions  from the same family shall be tested. 
If at least one of them fails, provisions of Article 22 shall apply.    
EN 125   EN 8. Production conformity testing  
For conformity of production testing the following method shall apply upon prior 
agreement between the Approval authority and the applicant for a certificate :  
8.1 Conformity testing of Transmissions  
8.1.1 The transmission efficiency shall be determined fo llowing the simplified procedure 
described in this paragraph.  
8.1.2.1  All boundary conditions as specified in this Annex for the certificateion  testing shall 
apply.  
If other  boundary conditions for oil type, oil temperature and inclination angle are used, 
the manufacturer shall clearly show the influence between these conditions and those 
used for certification  regarding efficiency.  
8.1.2.2  For the measurement the same testin g option shall be used as for the certification  testing, 
limited to the operating points specified in  this paragraph .  
8.1.2.2.1.   In the case Option 1 was used for certification  testing, the torque independent 
losses for the two speeds defined in 8.1.2.2. 2. (3) shall be measured and used for the 
calculation of the torque losses at the three highest torque steps.  
In the case Option 2 was used for certification  testing, the torque independent losses for 
the two speeds defined in 8.1.2.2.2. ( 3) shall be measu red. The torque dependent losses at 
maximum torque shall be measured  at the same two speeds . The torque losses at the three 
highest torque steps shall be interpolated as described by the certification  procedure.  
In the case Option 3 was used for certificat ion testing, the torque losses for the 18 
operating points defined in 8.1.2.2.2. shall be measured.  
8.1.2.2.2.  The efficiency of the transmission shall be determined for 18 operating points 
defined by the following requirements:  
(1) Gear s to use : 
The 3 highes t gears of the transmission shall be used for testing.  
(2) Torque range:  
The 3 highest torque steps as reported for certification  shall be tested.  
(3) Speed range:  
The two transmission input speeds of 1200 rpm and 1600 rpm shall be tested.  
8.1.2.3  For each of the 18 operating points, the efficiency of the transmission shall be calculated 
with:  
𝑖=𝑇𝑜𝑢𝑡∙𝑛𝑜𝑢𝑡
𝑇𝑖𝑛∙𝑛𝑖𝑛 
where:  
𝑖 = Efficiency of each operation point 1 to 18  
𝑇𝑜𝑢𝑡 = Output torque [Nm]  
𝑇𝑖𝑛 = Input torque [Nm]  
nin = Input speed [rpm]  
nout = Output speed [rpm]   
EN 126   EN 8.1.2.4  The total efficiency during conformity of production testing ηA,CoP shall be calculated by 
the arithmetic mean value of the efficiency of all 18 operating points.  
𝐴,𝐶𝑜𝑃=1+2+[…]+18
18⁡⁡⁡ 
8.1.3  The conformity of producti on test is passed when the following condition applies:  
The efficiency of the tested transmission during conformity of production test ηA,CoP shall 
not be lower than X% of the type approved transmission efficiency ηA,TA. 
𝜂𝐴,𝑇𝐴−𝜂𝐴,𝐶𝑜𝑃≤𝑿 
X shall be replaced by  1,5% for MT/AMT /DCT  transmissions  and 3% for AT 
transmissions or transmission with more than 2 friction shift clutches.   
EN 127   EN Appendix 1  
 
MODEL OF CERTIFICATE OF A COMPONENT , SEPARATE TECHNICAL UNIT AND 
SYSTEM  
 
Maximum format: A4 (210 x 29 7 mm)  
CERTIFICATE  
 
Communication concerning:  
– granting (1) 
– extension(1) 
– refusal(1) 
– withdrawal(1) 
of a certificate 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 128   EN SECTION I  
0.1 Make (trade name of manufacturer):  
0.2 Type:  
0.3 Means of identification of type, if marked on the component  
0.3.1  Location of the marking:  
0.4 Name and address of manufacturer:  
0.5 In the case of components and separate technical units, location and method of affixing 
of the EC approval mark:  
0.6 Name(s) and address(es) of assembly plant(s):  
0.7 Name and address of the manufacturer's representative (if any)  
 
 
SECTION II  
1. Additional information (where applicable): see Addendum  
1.1. Optio n used for the determination of the torque losses  
1.1.1  In case of transmission: Specifiy for both output torque ranges 0 -10 kNm and >10 kNm 
separately for each transmission gear  
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 129   EN Appendix 2  
 
Transmission information document  
 
 
Information document no.:     Issue:  
       Date of issue:  
       Date of Amendment:  
 
 
 
 
 
pursuant to …  
 
  
Transmission type:  
 
 
 
… 
  
EN 130   EN 0. GENERAL  
0.1. Name and address of manufacturer   
0.2. Make (trade name of manufacturer):  
0.3. Transmission type:   
0.4. Transmission family:  
0.5. Transmission type as separate technical unit / Transmission family as separate 
technical unit  
0.6. Commercial name(s) (if available):   
0.7. Means of identification of mod el, if marked on the transmission:   
0.8. In the case of components and separate technical units, location and method of 
affixing of the EC approval mark:   
0.9. Name(s) and address(es) of assembly plant(s):   
0.10.  Name and address of the manufacturer's repr esentative:   
 
  
EN 131   EN PART 1  
 
ESSENTIAL CHARACTERISTICS OF THE ( PARENT ) TRANSMISSION AND THE 
TRANSMISSION  
TYPES WITHIN A TRANSMISSION FAMIL Y 
 
       |Parent transmission  |Family members  
       |or transmission 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 id entification of type  
0.5 Location  and of that marking  
0.6 Name and address of manufacturer  
0.7 Location and method of affixing of the approval mark  
0.8. Name(s) and address (es) of assembly plant(s)  
0.9. Name and address of the manufacturer’s representative (if any)  
1.0 SPECIFIC TRANSMISSION  / TRANSMISSION FAMILY  INFORMATION  
1.1 Gear ratio. Gearscheme and powerflow  
1.2 Center dist ance for counterschaft transmissions  
1.3 Type of bearings at corresponding positions  (if fitted)  1.4 Type of shift elements 
(tooth clutches, including synchronisers  
or friction clutches)  at corresponding positions  (where fitted)  
1.5 Single gear width  for Option 1 or Single gear  
width  ± 1 mm  for Option 2 or Option 3  
1.6 Total number of forward gears  
1.7 Number of tooth shift clutches  
1.8 Number of synchronizers  
1.9 Number of friction clutch plates (ex cept for single dry clutch with 1 or 2 plates)  
1.10 Outer diameter of friction clutch plates (ex cept for single dry clutch with 1 or  2 
plates)  
1.11 Surface roughness of the t eeth (incl. drawings)  
1.12 Number of dynamic shaft seals  
1.13 Oil flow for lubrication and cooling per transmission input shaft revo lution   
EN 132   EN 1.14 Oil viscosity at 100°C ( ± 10%) 
1.15 System pressure for hydraulically controlled gearboxes  
1.16 Specified oil level in reference to central axis and in accordance with the drawing 
specification (based on average value between lower and upper tolerance)  in static or 
running condition.  The oil level is considered as equal if all rotating transmission parts 
(except for the oil pump and the drive thereof) are located above the specified oil level  
1.17 Specified oil level ( ± 1mm)  
1.18 Gear ratios  [-] and maximum input torque [Nm], maximum input power (kW)  and 
maximum input speed [rpm]  
 1. gear     
 2. gear     
 3. gear     
 4. gear     
 5. gear     
 6. gear     
 7. gear     
 8. gear     
 9. gear     
 10. gear     
 11. gear     
 12. gear     
 n. gear     
   
EN 133   EN LIST OF ATTACHMENTS  
 
No.: Description:      Date of issue:  
1 Information on Transmission test conditions  … 
2 … 
 
   
EN 134   EN Attachment 1 to Transmission information document  
 
Information on test conditions (if applicable)  
1.1 Measurement with retarder    yes / no 
1.2 Measurement with angle drive   yes / no  
1.3 Maximum test ed input  speed [rpm]  
1.4 Maximum test ed input  torque [Nm]  
  
EN 135   EN Appendix 3  
 
Hydrodynamic torque converter (TC) information document  
 
 
Information document no.:     Issue:  
       Date of issue:  
       Date of Amendment:  
 
 
 
 
 
pursuant to …  
 
TC type:  
 
 
 
… 
  
EN 136   EN 0. GENERAL  
0.1 Name and address of manufacturer  
0.2 Make (trade name of manufacturer):  
0.3 TC type:  
0.4 TC family:  
0.5 TC type as separate technical unit /  
TC family as separate technical unit  
0.6 Commercial name(s) (if available):  
0.7 Means of identification of model, if marked on the TC:  
0.8 In the case of components and separate technical units, location and method of 
affixing of the EC approval mark:  
0.9 Name(s) and address(es) of assembly plant(s):  
0.10 Name and address of the manufacturer's representative:  
  
EN 137   EN PART 1  
 
ESSENTIAL CHARACTERISTICS OF THE (PARENT) TC  
AND THE TC TYPES WITHIN A TC FAMILY  
 
        |Parent TC or  |Family members | 
        |TC type  |   #1  |   #2  |  #3  |  
        |  |         |         |        |  
0.0 GENERAL  
0.1 Make (trade name of manufacturer)  
0.2 Type  
0.3 Commercial name(s) (if available)  
0.4 Means of id entification of type  
0.5 Location  and  of that marking  
0.6 Name and address of manufacturer  
0.7 Location and method of affixing of the approval mark  
0.8. Name(s) and address (es) of assembly plant(s)  
0.9. Name and address of the manufacturer’s representative (if any)  
1.0 SPECIFIC TORQUE CONVERTER / TORQUE CONVERTER FAMILY 
INFORMATION  
1.1 For h ydrodynamic torque converter without mechanical transmission  (serial 
arrangement).  
1.1.1  Outer torus diameter  
1.1.2  Inner torus diameter  
1.1.3  Arrangement of pump (P), turbine (T) and stator (S) in flow directi on 
1.1.4  Torus width  
1.1.5  Oil type according to test specification  
1.1.6  Blade design  
1.2 For hydrodynamic torque converter with mechanical transmission  (parallel 
arrangement) . 
1.2.1  Outer torus diameter  
1.2.2  Inner torus diameter  
1.2.3  Arrangement of pump (P), turbine (T) a nd stator (S) in flow direction  
1.2.4  Torus width  
1.2.5  Oil type according to test specification  
1.2.6  Blade design  
1.2.7  Gear scheme and power flow in torque converter mode   
EN 138   EN 1.2.8  Type of bearings at corresponding positions  (if fitted)  
1.2.9  Type of cooling/lubrication pump (referring to parts list)  
1.2.10  Type of shift elements (tooth clutches (including synchronisers) OR friction clutches) 
at corresponding positions where fitted  
1.2.11  Oil level according to drawing in ref erence to central axis  
 
 
LIST OF ATTACHMENTS  
 
No.: Description:      Date of issue:  
1 Information on Torque Converter test conditions  … 
2 … 
   
EN 139   EN Attachment 1 to Torque Converter information document  
 
 Information on test conditions (if applicable)  
1. Method of  measurement   
1.1 TC with mechanical transmission  yes /no  
1.2 TC as separate unit  yes / no  
 
  
EN 140   EN Appendix 4  
 
Other torque transferring components (OTTC) information document  
 
 
Information document no.:     Issue:  
       Date of issue:  
       Date of Amendment:  
 
 
 
 
 
pursuant to …  
 
OTTC type:  
 
 
 
… 
 
  
EN 141   EN 0. GENERAL   
0.1 Name and address of manufacturer   
0.2 Make (trade name of manufacturer):   
0.3 OTTC type:  
0.4 OTTC family:   
0.5 OTTC type as separate technical unit /  
OTTC family as separate technical unit   
0.6 Commercial name(s) (if available):   
0.7 Means of identification of model, if marked on the OTTC:   
0.8 In the case of components and separate technical units, location and method of 
affixing of the EC approval mark:   
0.9 Name(s) and address(es) of assembly plant(s):   
0.10 Name and address of the manufacturer's representative:   
  
EN 142   EN PART 1  
 
ESSENTIAL CHARACTERISTICS OF THE (PARENT) OTTC  
AND THE OTTC TYPES WITHIN AN OTTC FAMILY  
 
        |Parent OTTC |Family member | 
        |  |   #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 id entification of type  
0.5 Location  and  of that marking  
0.6 Name and address of manufacturer  
0.7 Location and method of affixing of the approval mark  
0.8. Name(s) and address (es) of assembly plant(s)  
0.9. Name and address of the manufacturer’s representative (if any)  
 
1.0 SPECIFIC OTTC INFORMATION  
1.1 For hydrodynamic torque transfer ring components (OTTC)  / Retarder  
1.1.1  Outer torus diameter  
1.1.2  Torus width  
1.1.3  Blade design  
1.1.4  Operating fluid  
1.1.5  Outer torus diameter - inner torus diameter (OD -ID) 
1.1.6  Number of blades  
1.1.7  Operating fluid viscosity  
1.2 For magnetic torque  transferring components (OTTC)  / Retarder  
1.2.1  Drum design (electro magnetic retarder or permanent magnetic retarder)  
1.2.2  Outer rotor diameter  
1.2.3  Cooling b lade design  
1.2.4  Blade design  
1.2.5  Operating fluid  
1.2.6  Outer rotor diameter - inner rotor diameter (OD -ID) 
1.2.7  Number of rotors   
EN 143   EN 1.2.8  Number of cooling  blades  / blades  
1.2.9  Operating fluid viscosity  
1.2.10  Number of arms  
1.3 For torque transferring components (OTTC)  / Hydrodynamic clutch  
1.3.1  Outer torus diameter  
1.3.2  Torus width  
1.3.3  Blade design.  
1.3.4  Operating fluid viscosity  
1.3.5  Outer torus diameter - inner torus diameter (OD -ID) 
1.3.6  Number of blades  
 
 
 
 
 
 
 
 
 
 
 
 
LIST OF ATTACHMENTS  
 
No.: Description:      Date of issue:  
1 Information on OTTC test conditions   … 
2 … 
 
   
EN 144   EN Attachment 1 to OTTC information document  
 
Information on test conditions (if applicable)  
1. Method of measurement   
with transmission  yes / no  
with engine  yes / no  
drive mechanism  yes / no  
direct  yes / no  
2. Maximum test speed of OTTC main torque absorber e.g. retar der rotor [rpm]  
  
 
  
EN 145   EN Appendix 5  
 
Additional driveline components (ADC) information document  
 
 
Information document no.:     Issue:  
       Date of issue:  
       Date of Amendment:  
 
 
 
 
 
pursuant to …  
 
ADC type:  
 
 
 
… 
  
EN 146   EN 0. GENERAL  
0.1 Name and address of manufacturer   
0.2 Make (trade name of manufacturer):   
0.3 ADC type:  
0.4 ADC family:   
0.5 ADC type as separate technical unit /  
ADC family as separate technical unit   
0.6 Commercial name(s) (if available):   
0.7 Means of  identification of model, if marked on the ADC:   
0.8 In the case of components and separate technical units, location and method of 
affixing of the EC approval mark:   
0.9 Name(s) and address(es) of assembly plant(s):   
0.10 Name and address of the manufactu rer's representative:   
 
  
EN 147   EN PART 1  
 
ESSENTIAL CHARACTERISTICS OF THE (PARENT) ADC  
AND THE ADC TYPES WITHIN AN ADC FAMILY  
 
        |Parent -ADC
 |Family member | 
        |  |   #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 id entification of type  
0.5 Location  and  of that marking  
0.6 Name and address of manufacturer  
0.7 Location and method of affixing of the approval mark  
0.8. Name(s) and address (es) o f assembly plant(s)  
0.9. Name and address of the manufacturer’s representative (if any)  
1.0 SPECIFIC ADC  / angle drive  INFORMATION  
1.1 Gear ratio and gearscheme  
1.2 Angle between input/output shaft  
1.3 Type of bearings at corresponding positions  
1.4 Number  of teeth per gearwheel  
1.5 Single gear width  
1.6 Number of dynamic shaft seals  
1.7 Oil viscosity ( ± 10%) 
1.8 Surface roughness of the teeth  
1.9 Oil level in reference to central axis and in accordance with the drawing 
specification (based on average value between lower and upper tolerance) 
in static or running condition; The oil level is considered as equal if all 
rotating transmission parts (excep t for the oil pump and the drive thereof) 
are located above the specified oil level  
1.10 Oil level within( ± 1mm ). 
 
   
EN 148   EN LIST OF ATTACHMENTS  
 
No.: Description:      Date of issue:  
1 Information on ADC test conditions   … 
2 … 
   
EN 149   EN Attachment 1 to ADC information document  
 
Information on test conditions (if applicable)  
1. Method of measurement   
with transmission   yes / no  
drive mechanism  yes / no  
direct  yes / no  
2. Maximum test speed at ADC input  [rpm]  
   
EN 150   EN Appendix 6  
Family Concept  
 
1. General  
A transmission,  torque  converter , other torque tr ansferring components or  
additional driveline components family is characterized by design and 
performance parameters.  These shall be common to all members within 
the family. The manufacturer may decide which transmission,  torque  
converter, other torque tr ansferring components or  additional driveline 
components belong to a family, as long as the membership criteria listed 
in paragraph 9. are respected. The related family shall be approved by the 
Approval Authority . The manufacturer shall provide to the Approval 
Authority  the appropriate information relating to the components  of the 
members of the family.  
1.1 Special cases  
In some cases there may be interaction between parameters. This shall be 
taken into considera tion to ensure that only transmissions,  torque 
converter, other torque tr ansferring components or  additional driveline 
components with similar characteristics are included within the same 
family. These cases shall be identified by the manufacturer and noti fied to 
the Approval Authority . It shall then be taken into account as a criterion 
for creating a new transmission,  torque converter, other torque 
transferring components or  additional driveline components family.  
In case of devices or features, which are  not listed in paragraph 9. and 
which have a strong influence on the level of performance, this 
equipment shall be identified by the manufacturer on the basis of good 
engineering practice, and shall be notified to the Approval Authority . It 
shall then be t aken into account as a criterion for creating a new 
transmission,  torque converter, other torque tr ansferring components or  
additional driveline components  family . 
1.2 The family concept defines criteria and parameters enabling the 
manufacturer to group transmission,  torque converter , other torque 
transferring components or  additional driveline components into families 
and types with similar or equal CO 2-relevant data.  
2. The Approval Authority may conclude that the hig hest torque loss of the 
transmission,  torque converter, other torque transferring components or 
additional driveline components family can best be characterized by 
additional testing. In this case, the manufacturer shall submit the 
appropriate information to determine the transmission, torque  converter, 
other torque transferring components  or additional driveline components 
within the family likely to have the highest torque loss level.  
If members within a  family incorporate other features which may be 
considered to affect  the torque losses, these features shall also be 
identified and taken into account in the selection of the parent . 
3.  Parameters defining the transmission family   
EN 151   EN 3.1 The following criteria shall be the same  to all members within a 
transmission  family.  
(a)  Gear ratio, gearsc heme and powerflow (for forward gears only, 
crawler gears excluded);  
(b)  Center distance for countershaft transmissions ; 
(c)  Type of bearings at corresponding positions  (if fitted) ; 
(d)  Type of shift elements (tooth clutches, including synchronisers or 
friction clutches)  at corresponding positions  (where fitted).  
3.2 The following criteria shall be common  to all members within a 
transmission  family.  The application of a specific range to the parameters 
listed below is permitted after approval of the Appr oval Au thority  
(a)  Single gear width  for Option 1 or Single gear width  ± 1 mm  for 
Option 2 or Option 3;  
(b)  Total number of forward gears ; 
(c)  Number of tooth shift clutches ; 
(d)  Number of synchronizers ; 
(e)  Number of friction clutch plates (ex cept for single dry clutch with 1 
or 2 plates) ; 
(f)  Outer diameter of friction clutch plates (ex cept for single dry clutch 
with 1 or 2 plates) ; 
(g)  Surface roughness of the t eeth;  
(h)  Number of dynamic shaft seals ; 
(i)  Oil flow for lubrication and cooling p er input shaft revolution ; 
(j)  Oil viscosity ( ± 10%);  
(k)  System pressure for hydraulically controlled gearboxes ;  
(l)  Specified oil level in reference to central axis and in accordance 
with the drawing specification (based on average value between 
lower and upper tolerance)  in static or running condition.  The oil 
level is considered as equal if all rotating transmission parts (except 
for the oil pump and the drive thereof) are located above the 
specified oil level ; 
(m)  Specified oil level ( ± 1mm).  
4. Choice of the parent transmission  
The parent transmission shall be selected using the following criteria 
listed below.  
(a)  Highest single gear width for Option 1 or highest Single gear width 
± 1 mm for Option 2 or Option 3;  
(b)  Highest total number of gears;  
(c)  Highest number of tooth shift clutches;  
(d)  Highest number of synchronizers;   
EN 152   EN (e)  Highest number of friction clutch plates (except for single dry 
clutch with 1 or 2 plates);  
(f)  Highest value of the outer diameter of friction clutch plates  (except 
for single dry clutch with 1 or 2 plates);  
(g)  Highest value for the surface roughness of the teeth (for Option 2 
and Option 3 only);  
(h)  Highest number of dynamic shaft seals;  
(i)  Highest oil flow for lubrication and cooling per input shaft 
revolution;  
(j)  Highest oil viscosity;  
(k)  Highest system pressure for hydraulically controlled gearboxes;  
(l)  Highest specified oil level in reference to central axis and in 
accordance with the drawing specification (based on average value 
between lowe r and upper tolerance) in static or running condition. 
The oil level is considered as equal if all rotating transmission parts 
(except for the oil pump and the drive thereof) are located above the 
specified oil level;  
(m)  Highest specified oil level (± 1m m). 
4.1.  Power take -off drive mechanism  
In the case a family consists of transmissions without power take -off 
drive mechanism and those with power take -off drive mechanism, the 
transmission with a power take -off drive mechanism shall be considered 
as a pa rent transmission unless the power take -off drive mechanism has 
no gear meshes and the gear runs above oil level. In the latter case, 
selection criteria of point 4 apply.  
5.  Parameters defining the torque converter family  
5.1 The following criteria shall be the same  to all members within a torque 
converter (TC)  family.  
5.1.1  For h ydrodynamic torque converter without mechanical transmission  
(serial arrangement).  
(a)  Outer torus diameter ; 
(b)  Inner torus diameter ; 
(c)  Arrangement of pump (P), turbine (T) and stator (S) in flow 
direction ; 
(d)  Torus width ; 
(e)  Oil type according to test specification ; 
(f)  Blade design ;  
5.1.2  For h ydrodynamic torque converter with  mechanical transmission  
(parallel arrangement).  
(a)  Outer torus diameter ; 
(b)  Inner torus diameter ;  
EN 153   EN (c)  Arrangement of pump (P), turbine (T) and stator (S) in flow 
direction ; 
(d)  Torus width ; 
(e)  Oil type according to test specification ; 
(f)  Blade design  
(g)  Gear scheme and power flow in torque converter mode  
(h)  Type of bearings at corre sponding positions  (if fitted)  
(i)  Type of cooling/lubrication pump (referring to parts list)  
(j)  Type of shift elements (tooth clutches (including synchronisers) OR 
friction clutches) at corresponding positions where fitted  
5.1.3  The following criteria shall be common  to all members within a 
hydrodynamic torque converter with  mechanical transmission  (parallel 
arrangement) family . The application of a specific range to the 
parameters listed below is permitted aft er approval of the Approval 
Auth ority  
(a)  Oil level according to drawing in reference to central axis . 
6. Choice of the parent torque converter  
6.1 For h ydrodynamic torque converter without mechanical (serial 
arrangement) transmission . 
As long as all criteria listed in 12.1.1 are identical every m ember of the 
torque converter without mechanical transmission  family can be selected 
as parent.  
6.2 For h ydrodynamic torque converter with  mechanical transmission . 
The parent  hydrodynamic torque converter with  mechanical transmission  
(parallel arrangement) shall be selected using the following criteria listed 
below.  
(a)  Highest oil level according to drawing in reference to central axis . 
7.  Parameters defining the (other) torque transferring components (OTTC) 
family  
7.1 The following  criteria shall be the same to all members within a 
hydrodynamic torque transferring components  / Retarder  family.  
(a)  Outer torus diameter ; 
(b)  Torus width ; 
(c)  Blade design ; 
(d)  Operating fluid . 
7.2 The following criteria shall be the same to all members within a magnetic 
torque transferring components / Retarder family.  
(a)  Drum design (electro magnetic retarder or permanent magnetic 
retarder) ; 
(b)  Outer rotor diameter ;  
EN 154   EN (c)  Cooling b lade design ; 
(d)  Blade design ; 
7.3 The following criteria shall be the same to all members within a torque 
transferring components / Hydrodynamic clutch family.  
(a)  Outer torus diameter;  
(b)  Torus width;  
(c)  Blade design.  
7.4 The following criteria shall be common  to all members within a  
hydrodynamic torque transferring components  / Retardes family.  The 
application of a specific range to the parameters listed below is permitted 
after approval of the Approval Au thority.  
(a)  Outer torus diameter - inner torus diamete r (OD -ID); 
(b)  Number of blades ; 
(c)  Operating fluid viscosity  (± 50%). 
7.5 The following criteria shall be common  to all members within a  magnetic 
torque transferring components  / Retarder family.  The application of a 
specific range to the parameters listed below is permitted after approval 
of the Approval Au thority.  
(a)  Outer rotor diameter - inner rotor diameter (OD -ID); 
(b)  Number of rotors ; 
(c)  Number of cooling  blades  / blades;  
(d)  Number of arms . 
7.6 The following criteria shall be common  to all members within a  torque 
transferring components / Hydrodynamic clutch family.  The application 
of a specific range to the parameters listed below is permitted af ter 
approval of the Approval Au thority. 
(a)  Operating fluid viscosity  (± 10%); 
(b)  Outer torus diameter - inner torus diameter (OD -ID); 
(c)  Number of blades . 
8. Choice of the parent  torque transferring component  
8.1  The parent  hydrodynamic torque transferring component / Retarder shall 
be selected using the following criteria listed below.  
(a)  Highest outer torus diameter – highest inner torus diameter (OD -
ID); 
(b)  Highest number of blades;  
(c)  Highest operating fluid viscosity.  
8.2  The parent  magentic  torque transferring component / Retardes shall be 
selected using the following criteria listed below.  
(a)  Highest o uter rotor diameter – highest inner rotor diameter (OD -
ID);  
EN 155   EN (b)  Highest number of rotors ; 
(c)  Highest number of cooling  blades  / blades;  
(d)  Highest number of arms . 
8.3  The parent  torque transferring component / Hydrodynamic clutch shall be 
selected using the following criteria listed below.  
(a)  Highest o perating fluid viscosity (± 10%); 
(b)  Highest o uter torus diameter – highest inner t orus diameter (OD -
ID); 
(c)  Highest n umber of blades . 
9.  Parameters defining the additional driveline components family  
9.1 The following criteria shall be the same to all members within an 
additional driveline components  / angle drive family  family.  
(a)  Gear ratio and gearscheme ; 
(b)  Angle between input/output shaft ; 
(c)  Type of bearings at corresponding positions  
9.2 The following criteria shall be common  to all members within an  
additional driveline components  / angle family . The application of a 
specific range to the parameters listed below is permitted after approval 
of the Approval Au thority.  
(a)  Number of teeth per gearwheel ; 
(b)  Single gear width ; 
(c)  Number of dynamic shaft seals ; 
(d)  Oil viscosity ( ± 10%); 
(e)  Surface roughness of the teeth;  
(f)  Specified oil level in reference to central axis and in accordance 
with the drawing specification (based on average value between 
lower and upper tolerance) in static or running condition; The oil 
level is considered as equal if all rotating tr ansmission parts (except 
for the oil pump and the drive thereof) are located above the 
specified oil level ; 
10. Choice of the parent additional driveline component  
10.1  The parent  additional driveline component /  angle drive shall be selected 
using the f ollowing criteria listed below.  
(a)  Highest n umber of teeth per gearwheel ; 
(b)  Highest s ingle gear width ; 
(c)  Highest n umber of dynamic shaft seals ; 
(d)  Highest oil viscosity ( ± 10%); 
(e)  Highest surface roughness of the teeth;   
EN 156   EN (f) Highest Specified oil level in reference to central axis and in 
accordance with the drawing specification (based on average value 
between lower and upper tolerance) in static or running condition; 
The oil level is considered as equal if all rotating transmission parts 
(exce pt for the oil pump and the drive thereof) are located above the 
specified oil level . 
   
EN 157   EN Appendix 8  
Markings  and numbering  
 
1. Markings  
In the case of a component being certified  in accordance with this Annex, 
the component shall bear:  
1.1 The manufacturer’s name and 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 Appendices 2 - 5 to this Annex  
1.3 The certification  mark (if applicable) as a rectangle surrounding the 
lower -case letter ‘e’ followed by the distinguishing number of the 
Member State which has granted the certificate :  
EN 158   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 159   EN 1.4  The certification  mark shall also include in the vicinity of the rectangle the ‘base 
approval number’ as specified for Section 4 of the type -approval number set out in 
Annex 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 an alphabetic al character  indicating the part for  which the certificate  has been 
granted . 
For this Regulation, the sequence number shall be 00. 
For this Regulation, the alphabetical character  shall be the one laid down in Table 1  
Table 1  
T Transmission  
C Torque Converter (TC)  
O Other torque converting component (OTTC)  
D Additional driveline component (ADC)  
1.5 Example of the certification  mark  
e202a a a ≥ 3mm
00T 0004a
 
The above certification  mark affixed to a transmission, torque converter (TC), other 
torque transferring component ( OTTC) or additional driveline component (ADC)  
shows that the type concerned has been certified  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 certification  was granted for a  transmission (T). The last  four digits (0004) are 
those allocated by the  type- approval authority to the transmission,  as the base 
approval number . 
 1.6 On request of the applicant for certificate  and after prior agreement with the approval 
authority other type sizes than indicated in 1.5 may be used. Those other type sizes 
shall remain clearly legible . 
1.7 The markings, labe ls, plates or stickers must be durable f or the useful life of the 
transmission,  torque converter (TC), other torque tr ansferring components (OTTC) 
or additional driveline component  (ADC) and must be clearly legible and indelible. 
The manufacturer shall ens ure that the markings, labels, plates or sticker cannot be 
removed without destroying or defacing them.   
EN 160   EN 1.8 In the case separate certifications  are granted by the same approval authority for a 
transmission, a torque converter, other torque transferring com ponents or additional 
driveline components and those parts are installed in combination, the indication of 
one certification  mark  referred to in point 1.3  is sufficient. This certification  mark 
shall be followed by the applicable markings specified in poin t 1.4 for the respective 
transmission, torque converter , other torque transferring component or addi tional 
driveline component separated by '/' . 
1.9. The certification number  shall be visible when the transmission,  torque converter , 
other torque tr ansferri ng component or additional driveline component  is installed on 
the vehicle and shall be affixed to a part necessary for normal operation and not 
normally requiring replacement during component  life. 
1.10  In the case that torque converter or  other torque tr ansferring components are 
constructed in such a way that they are not accessible and / or visible after being 
assembled with a transmission the certification  mark of the torque converter or other 
torque tr ansferring component shall be place d on the transmission.  
In the case described in first paragraph, if a torque converter or  other torque 
transferring component have not been certified, ‘– ‘ instead of the certification 
number shall be indicated on the transmission next to the alphabetical  character  
specified in point 1.4 . 
2. Numbering  
2.1.  Certification  number for transmissions, torque converter, other torque transferring 
component and additional driveline component shall comprise the following:  
eX*YYY/YYYY*ZZZZ/ZZX*0000*00  
section 1  section 2  section 3  Additional digit 
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)  T = transmission  
C = torque 
Converter  
O = other torque 
transferring 
components  
D = angle drive  Base 
certification  
number  
0000  Extension  
00 
  
EN 161   EN Appendix 10  
Standard torque loss values - Transmission  
 
Calculated fallback values based on the maximum rated torque of the transmission : 
The torque loss Tl,in related to the input shaft of the transmission shall be  calculated by  
 
where:  
Tl,in  = Torque loss related to the input shaft [Nm]  
Tdx  = Drag torque at x rpm [Nm]  
Taddx  = Additional angle drive gear drag torque at x rpm [Nm]  
   (if applicable)  
nin  = Speed at the input shaft [rpm]  
fT  = 1-η; 
η = efficiency  = fT = 0.01 for direct gear  
  = fT = 0.04 for indirect gears  
fT_add = fT_add = 0.04 for angle drive gear (if applicable)  
Tin  = Torque at the input shaft [Nm]  
 
For transmissions with tooth shift cl utches (Synchronised Manual Transmissions (SMT), 
Automated Manual Transmissions or Automatic Mechanically engaged Transmissions (AMT) 
and Dual Clutch Transmissions (DCT)) the drag torque Tdx is calculated by  
 
where:  
Tmax,in = Maximum allowed input torque in any forward gear of 
transmission [Nm]  
  = max(T maxin,gear ) 
Tmax,in,gear = Maximum allowed input torque in gear, where gear = 1, 2, 3,…top 
gear); For transmissions with hydrodynamic torque converter this 
input torque shall be the torque at transmission i nput before torque 
converter.  
 
For transmissions with friction shift clutches (> 2 friction clutches) the drag torque Tdx is 
calculated by  
 
 
Here, ‘friction clutch’ is used in the context of a clutch or brake that operates with friction, 
and is required for sustained torque transfer in at least one gear.  
in addT Tin
add d add d l,in T f frpmnT T T T  T *) (1000*) () (_ 1000 1000 0 0  
inin
d d dx TNmTNm  T  T Tmaxmax
1000 0 *005.02000* 10  
inin
d d dx TNmTNm  T  T Tmaxmax
1000 0 *015.02000* 30   
EN 162   EN  
For transmissions including an angle drive (e.g. bevel gear) , the additional angle drive drag 
torque Taddx shall be included in the calculation of Tdx: 
 
(only if applicable)  
inin
add add addx TNmTNm  T T Tmaxmax
1000 0 *005.02000* 10   
EN 163   EN Appendix 11  
Generic model – torque converter  
 
Generic torque converter model based on standard technology : 
For the determination of the Torque converter characteristics a generic Torque converter 
model  depending on specific engine characteristics  may be appl ied. 
The generic TC model is based on the  following  characteristic engine data:  
nn  = Maximum e ngine speed  at maximum power ( determined from the  
engine full -load curve as calculated by the engine pre -processing 
tool) [rpm] 
Tmax  = Maximum engine torque (determined from the  engine full -load 
curve as calculated by the engine pre -processing tool)  [Nm]  
Thereby the generic TC characteristics are valid only for a combination of the TC with an 
engine sharing the same specific characteristic engine data.  
Descript ion of the f our-point model for  the torque capacity  of the TC : 
Generic torque capacity and generic torque ratio:  
Figure 1 Generic torque capacity  
 
 
Figure 2 Generic torque ratio  
 
 
where:  
 
EN 164   EN TP1000  = Pump reference torque;  [Nm]  
v  = Speed ratio;  [-] 
μ  = Torque ratio;  [-] 
vs  = Speed ratio at overrun point ;  [-] 
   For TC with rotating housing (Trilock -Type) v s typically is 1. For 
other TC concepts, especially power split concepts , vs  may have 
values different from 1. 
vc  = Speed ratio at coupling po int; 𝑣𝑐=𝑛2
𝑛1 [-] 
v0  = Stall point;  [rpm]  
vm  = Intermediate speed ratio;  [-] 
The m odel requires the following defin itions for the calculation of the generic torque 
capacity:  
Stall point:  
 Stall point at 70% nominal engine speed.  
 Engine torque in stall point at 80% maximum engine torque.  
 Engine/Pump reference torque in stall point:  
𝑇𝑃1000(𝑣0)=𝑇𝑚𝑎𝑥∗0.80∗(1000𝑟𝑝𝑚
0.70∗𝑛𝑛)2
 
Intermediate point:  
 Intermediate speed ratio 𝑣𝑚=0.6∗𝑣𝑠 
 Engine/pump reference torque in intermediate point at 80% of reference torque 
in stall point:  
𝑇𝑃1000(𝑣𝑚)=0.8∗𝑇𝑃1000(𝑣0) 
Coupling point:  
 Coupling point at 90% overrun conditions:  
 Engine/pump reference torque in clutch point at 50% of reference torque in 
stall point:  
𝑇𝑃1000(𝑣𝑐)=0.5∗𝑇𝑃1000(𝑣0) 
Overrun point:  
 Reference torque at overrun conditions  : 
𝑇𝑃1000(𝑣𝑠)=0 
 
The m odel requires the following definitions for the calculation of the generic torque ratio:  
Stall point:  
 
EN 165   EN  Torque ratio at stall point  : 
 
Intermediate point:  
 Linear interpolation between stall point and coupling point  
 
Coupling point:  
 Torque ratio at coupling point  : 
 
Overrun point:  
 Torque ratio at overrun conditions  : 
 
Efficiency:  
 
Linear interpolation between the calculated specific points shall be used.  
 
 
EN 166   EN Appendix 12  
Standard torque loss values – other torque transferring components  
 
Calculated standard torque loss values for other torque transferring components : 
For hydrodynamic retarders (oil or water), the retarder drag torque shall be calculated by  
𝑇𝑟𝑒𝑡𝑎𝑟𝑑𝑒𝑟=10
𝑖𝑠𝑡𝑒𝑝−𝑢𝑝+(2
(𝑖𝑠𝑡𝑒𝑝−𝑢𝑝)3)∗(𝑛𝑟𝑒𝑡𝑎𝑟𝑑𝑒𝑟
1000)2
 
For magnetic retarders (permanent or electro -magnetic), the retarder drag torque shall be 
calculated by:  
𝑇𝑟𝑒𝑡𝑎𝑟𝑑𝑒𝑟=15
𝑖𝑠𝑡𝑒𝑝−𝑢𝑝+(2
(𝑖𝑠𝑡𝑒𝑝−𝑢𝑝)4)∗(𝑛𝑟𝑒𝑡𝑎𝑟𝑑𝑒𝑟
1000)3
 
where:  
Tretarder   = Retarder drag loss [Nm]  
nretarder   = Retarder rotor speed [rpm] (see paragraph 5.1 of this Annex)  
istep -up  = Step-up ratio = retarder rotor speed / drive component speed 
 (see paragraph 5.1 of this Annex)  
   
EN 167   EN Appendix 1 3 
Standard torque loss values – geared angle drive  
 
Consistent with the standard torque loss values for the combination of a transmission with a 
geared angle drive in Appendix 10, the standard torque losses of a geared angle drive without 
transmission shall be calculated from:  
𝑇𝑙,𝑎𝑑,𝑖𝑛=𝑇𝑎𝑑𝑑0+𝑇𝑎𝑑𝑑1000∗𝑛𝑖𝑛
1000𝑟𝑝𝑚+𝑓𝑇_𝑎𝑑𝑑∗𝑇𝑖𝑛  
where:  
Tl,in  = Torque loss related to the input shaft  of transmission  [Nm]  
Taddx  = Additional angle drive gear drag torque at x rpm [Nm]  
   (if applicable)  
nin  = Speed at the input shaft  of transmission  [rpm]  
fT  = 1-η; 
η = efficiency    
fT_add = 0.04 for angle drive gear  
Tin  = Torque at the input shaft  of transmission  [Nm]  
Tmax,in = Maximum allowed input torque i n any forward gear of 
transmission [Nm]  
  = max( Tmaxin,gear ) 
Tmax,in,gear = Maximum allowed input torque in gear, where gear = 1, 2, 3,…top 
gear);  
 
 
The standard torque losses obtained by the calculations above may be added to the torque 
losses of a transmission obtained by Options 1 -3 in order to obt ain the torque losses for the 
combination of the specific tr ansmission with an angle drive.  
  
inin
add add addx TNmTNm  T T Tmaxmax
1000 0 *005.02000* 10   
EN 168   EN Appendix 14 
Input parameters for the simulation tool  
 
Introduction  
This Appendix describes the list of parameters to be provided by the transmission, 
torque converter (TC), other torque transferring components (OTTC) and additional 
driveline components (ADC) manufacturer as input to the simulation tool. The 
applicable XML schema as well as example data are available at the dedicated 
electronic distribution pla tform.  
Definitions  
(1) “Parameter ID”: Unique identifier as used in “ Simulation tool ” for a specific 
input parameter or set of input data  
(2) “Type” : Data type of the parameter  
string ……..  sequence of characters in ISO8859 -1 encoding  
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 169   EN Set of input parameters  
 
Table 1: Input parameters “Transmission/General”  
Parameter n ame Param eter 
ID Type  Unit  Description/Reference  
Manufacturer  P205  string      
Make  P206  string    Trade name of manufacturer  
TypeID  P207  string    Identifier of the component as used in the 
certification  process (TAA)  
Date  P208  date   Date and Time when the component file is created.  
AppVersion  P209  string    Version number identifying the evaluation tool  
TransmissionType  P076  string  [-] Allowed values: "SMT", "AMT", "APT -S", "APT -P" 
 
Table 2: Input parameters “ Transmission/Gears ” per gear  
Parameter name  Param ID  Type  Unit  Description/Reference  
GearNumber  P199  integer  [-]  
Ratio  P078  double, 3  [-]   
MaxTorque  P157  integer  [Nm]   optional  
MaxSpeed  P194  integer  [1/min]   optional  
 
Table 3: Input parameters “ Transmission/LossMap ” per gear and for each grid point in  the 
loss map  
Parameter name  Param ID  Type  Unit  Description/Reference  
InputSpeed  P096  double, 2  [1/min]    
InputTorque  P097  double, 2  [Nm]    
TorqueLoss  P098  double, 2  [Nm]    
 
Table 4: Input parameters “ TorqueConverter /General”   
Parameter name  Param ID  Type  Unit  Description/Reference  
Manufacturer  P210  string      
Make  P211  string    Trade name of manufacturer  
TypeID  P212  string    Identifier of the component as used in the 
certification  process (TAA)  
Date  P213  date   Date and Time when the component file is created.  
AppVersion  P214  string    Version number identifying the evaluation tool   
EN 170   EN Table 5: Input parameters “ TorqueConverter /Characteristics ” for each grid point in the 
characteristic curve  
Parameter name  Param ID  Type  Unit  Description/Reference  
SpeedRatio  P099  double, 4  [-]   
TorqueRatio  P100  double, 4  [-]   
InputTorqueRef  P101  double, 2  [Nm]    
 
Table 6: Input parameters “ Angledrive /General ” (only required if component applicable)  
Parameter name  Param ID  Type  Unit  Description/Reference  
Manufacturer  P220  string      
Make  P221  string    Trade name of manufacturer  
TypeID  P222  string    Identifier of the component as used in the certification  
process (TAA)  
Date  P223  date   Date and Time when the component file is created.  
AppVersion  P224  string    Version number identifying the evaluation tool  
Ratio  P176  double, 3  [-]   
 
Table 7: Input parameters “ Angledrive /LossMap ” for each grid point in the loss map  (only 
required if component applicable)  
Parameter name  Param ID  Type  Unit  Description/Reference  
InputSpeed  P173  double, 2  [1/min]    
InputTorque  P174  double, 2  [Nm]    
TorqueLoss  P175  double, 2  [Nm]    
 
Table 8: Input parameters “ Retarder /General ” (only required if component applicable)  
Parameter name  Param ID  Type  Unit  Description/Reference  
Manufacturer  P225  string      
Make  P226  string    Trade name of manufacturer  
TypeID  P227  string    Identifier of the component as used in the certification  
process (TAA)  
Date  P228  date   Date and Time when the component file is created.  
AppVersion  P229  string    Version number identifying the evaluation tool  
 
Table 9: Input parameters “ Retarder /LossMap ” for each grid point in the characteristic curve 
(only required if component applicable)  
Parameter name  Param ID  Type  Unit  Description/Reference   
EN 171   EN RetarderSpeed  P057  double, 2  [1/min]    
TorqueLoss  P058  double, 2  [Nm]