ANNEX IISupplementary provisions
ANNEX II Annex III to Regulation (EU) 2017/2400 is amended as follows: (1) in point 2, point (1) is replaced by the following: ‘(1) “Parameter ID” : Unique identifier as used in the simulation tool for a specific input parameter or set of input data’; (2) point 3 is amended as follows: (a) Table 1 is replaced by the following: ‘ Table 1 Input parameters “Vehicle/General” Parameter name Parameter ID Type Unit Description/Reference Manufacturer P235 token [-] ManufacturerAddress P252 token [-] Model P236 token [-] VIN P238 token [-] Date P239 dateTime [-] Date and time when the component-hash is created LegislativeClass P251 string [-] Allowed values: “N2”, “N3” VehicleCategory P036 string [-] Allowed values: “Rigid Lorry”, “Tractor” AxleConfiguration P037 string [-] Allowed values: “4×2”, “6×2”, “6×4”, “8×4” CurbMassChassis P038 int [kg] GrossVehicleMass P041 int [kg] IdlingSpeed P198 int [1/min] RetarderType P052 string [-] Allowed values: “None”, “Losses included in Gearbox”, “Engine Retarder”, “Transmission Input Retarder”, “Transmission Output Retarder” RetarderRatio P053 double, 3 [-] AngledriveType P180 string [-] Allowed values: “None”, “Losses included in Gearbox”, “Separate Angledrive” PTOShaftsGearWheels ( 1 ) P247 string [-] Allowed values: “none”, “only the drive shaft of the PTO”, “drive shaft and/or up to 2 gear wheels”, “drive shaft and/or more than 2 gear wheels”, “only one engaged gearwheel above oil level” PTOOtherElements ( 1 ) P248 string [-] Allowed values: “none”, “shift claw, synchronizer, sliding gearwheel”, “multi-disc clutch”, “multi-disc clutch, oil pump” CertificationNumberEngine P261 token [-] CertificationNumberGearbox P262 token [-] CertificationNumberTorqueconverter P263 token [-] CertificationNumberAxlegear P264 token [-] CertificationNumberAngledrive P265 token [-] CertificationNumberRetarder P266 token [-] CertificationNumberTyre P267 token [-] CertificationNumberAirdrag P268 token [-] ZeroEmissionVehicle P269 boolean [-] VocationalVehicle P270 boolean [-] NgTankSystem P275 string [-] Allowed values: “Compressed”, “Liquefied” Only relevant for vehicles with engines of fuel type “NG PI” (P193) Sleeper cab P276 boolean [-] (b) in Table 3, the last row ‘HVAC/Technology’ is replaced by the following: ‘HVAC/Technology P185 string [-] Allowed values: “None”, “Default”’ (c) the following Table 5 is added: ‘ Table 5 Input parameters for ZE-HDVs, He-HDVs and dual-fuel vehicles Parameter name Parameter ID Type Unit Description/Reference Manufacturer P235 token [-] ManufacturerAddress P252 token [-] Model P236 token [-] VIN P238 token [-] Date P239 dateTime [-] Date and time when the component-hash is created LegislativeClass P251 string [-] Allowed values: “N2”, “N3” VehicleCategory P036 string [-] Allowed values: “Rigid Lorry”, “Tractor” CurbMassChassis P038 int [kg] GrossVehicleMass P041 int [kg] MaxNetPower1 P277 int [W] If He-HDV = Y: highest maximum net power of all energy converters, which are linked to the vehicle driveline or the wheels MaxNetPower2 P278 int [W] If He-HDV = Y: second highest maximum net power of all energy converters, which are linked to the vehicle driveline or the wheels ZE-HDV P269 boolean [-] He-HDV P279 boolean [-] DualFuelVehicle P280 boolean [-]’ (d) the following Table 6 is added: ‘ Table 6 Input parameters “Advanced driver assistance systems” Parameter name Parameter ID Type Unit Description/Reference EngineStopStart P271 boolean [-] In accordance with point 8.1.1 EcoRollWithoutEngineStop P272 boolean [-] In accordance with point 8.1.2 EcoRollWithEngineStop P273 boolean [-] In accordance with point 8.1.3 PredictiveCruiseControl P274 string [-] In accordance with point 8.1.4, allowed values: “1,2”, “1,2,3”’ (3) in point 4.3, in the second paragraph (‘For vehicles of groups 1, 2 and 3’), point (d) is deleted; (4) the following points 8 to 8.4 are added: ‘8. Advanced driver assistance systems 8.1. The following types of advanced driver assistance systems, which are primarily aiming for reduction of fuel consumption and CO 2 emissions, shall be declared in the input to the simulation tool: 8.1.1. Engine stop-start during vehicle stops: system which automatically shuts down and restarts the internal combustion engine during vehicle stops to reduce engine idling time. For automatic engine shut down the maximum time delay after the vehicle stop shall be not longer than 3 seconds. 8.1.2. Eco-roll without engine stop-start: system which automatically decouples the internal combustion engine from the drivetrain during specific downhill driving conditions with low negative gradients. During these phases the internal combustion engine is operated in engine idling. The system shall be active at least at all cruise control set speeds above 60 km/h. 8.1.3. Eco-roll with engine stop-start: system which automatically decouples the internal combustion engine from the drivetrain during specific downhill driving conditions with low negative slopes. During these phases the internal combustion engine is shut down after a short time delay and keeps shut down during the main share of the eco-roll phase. The system shall be active at least at all cruise control set speeds of above 60 km/h. 8.1.4. Predictive cruise control (PCC): systems which optimise the usage of potential energy during a driving cycle based on an available preview of road gradient data and the use of a GPS system. A PCC system declared in the input to the simulation tool shall have a gradient preview distance longer than 1 000 metres and cover all following functionalities: (1) Crest coasting Approaching a crest the vehicle velocity is reduced before the point where the vehicle starts accelerating by gravity alone compared to the set speed of the cruise control so that the braking during the following downhill phase can be reduced. (2) Acceleration without engine power During downhill driving with a low vehicle velocity and a high negative slope the vehicle acceleration is performed without any engine power usage so that the downhill braking can be reduced. (3) Dip coasting During downhill driving when the vehicle is braking at the overspeed velocity, PCC increases the overspeed for a short period of time to end the downhill event with a higher vehicle velocity. Overspeed is a higher vehicle speed than the set speed of the cruise control system. A PCC system can be declared as input to the simulation tool if either the functionalities set out in points (1) and (2) or points (1), (2) and (3) are covered. 8.2. The eleven combinations of the advanced driver assistance systems as set out in Table 7 are input parameters into the simulation tool: Table 7 Combinations of advanced driver assistance systems as input parameters into the simulation tool Combination No Engine stop-start during vehicle stops Eco-roll without engine stop-start Eco-roll with engine stop-start Predictive cruise control 1 yes no no no 2 no yes no no 3 no no yes no 4 no no no yes 5 yes yes no no 6 yes no yes no 7 yes no no yes 8 no yes no yes 9 no no yes yes 10 yes yes no yes 11 yes no yes yes 8.3. Any advanced driver assistance system declared in the input into the simulation tool shall by default be set to fuel economy mode after each key-off/key-on cycle. 8.4. If an advanced driver assistance system is declared in the input into the simulation tool, it shall be possible to verify the presence of such a system based on real world driving and the system definitions as set out in point 8.1. If a certain combination of systems is declared, also the interaction of functionalities (e.g. predictive cruise control plus eco-roll with engine stop-start) shall be demonstrated. In the verification procedure it shall be taken into consideration, that the systems need certain boundary conditions to be “active” (e.g. engine at operation temperature for engine stop-start, certain vehicle speed ranges for PCC, certain ratios of road gradients with vehicle mass for eco-roll). The vehicle manufacturer needs to submit a functional description of boundary conditions when the systems are “inactive” or their efficiency is reduced. The approval authority may request the technical justifications of these boundary conditions from the applicant for approval and assess them for compliance.’. ( 1 ) In case of multiple PTOs mounted to the transmission, only the component with the highest losses according to point 3.6 of Annex IX, for its combination of criteria “PTOShaftsGearWheels” and “PTOShaftsOtherElements”, shall be declared.’;