ANNEX IXSupplementary provisions
ANNEX IX Annex Xa to Regulation (EU) 2017/2400 is amended as follows: (1) in point 1, the first, the second and the third paragraphs are replaced by the following: ‘This Annex sets out the requirements for the verification testing procedure, which is the test procedure for verifying the CO 2 emissions of new heavy-duty vehicles. The verification testing procedure consists of an on-road test to verify the CO 2 emissions of new vehicles after production. It shall be carried out by the vehicle manufacturer and supervised by the approval authority that granted the licence to operate the simulation tool. In case of heavy buses the verification testing procedure shall be performed by the manufacturer of the primary vehicle. During the verification testing procedure the torque and speed at the driven wheels, the engine speed, the fuel consumption, the pollutant emissions and the other relevant parameters listed in point 6.1.6 shall be measured. The measured data shall be used as input to the simulation tool, which uses the vehicle-related input data and the input information from the determination of the CO 2 emissions and fuel consumption of the vehicle. For the verification testing procedure simulation, the instantaneously measured wheel torque and the rotational speed of the wheels as well as the engine speed shall be used as input. To pass the verification testing procedure the CO 2 emissions calculated from the measured fuel consumption shall be within the tolerances set out in point 7 compared to the CO 2 emissions from the verification testing procedure simulation. Figure 1 gives a schematic picture of the verification testing procedure method. The evaluation steps as performed by the simulation tool in the verification testing procedure simulation are described in Appendix 1 of this Annex.’; (2) in point 2, point (4) is replaced by the following: ‘(4) “actual mass of the vehicle for VTP” is the actual mass of the vehicle as defined in Article 2(6) of Regulation (EU) 2021/535, but with a full tank and plus the additional measurement equipment as set out in point 5, plus the actual mass of the trailer or semitrailer in accordance with 6.1.4.1;’; (3) point 3 is amended as follows: (a) points (b) and (c) are replaced by the following: ‘(b) The vehicle selection shall be made by the approval authority that granted the licence to operate the simulation tool based on proposals from the vehicle manufacturer. In case of heavy buses, the selection shall be made by the approval authority that granted the licence to operate the simulation tool to the primary vehicle manufacturer. (c) Only vehicles with one driven axle shall be selected for the verification test. Hybrid electric, pure electric and fuel cell hybrid vehicles shall not be selected for the verification test.’; (b) in Table 1, table notes (*) and (**) are replaced by the following: ‘(*) The VTP shall be performed within the first two years. (**) The total of all heavy lorries, medium lorries and primary buses produced by a manufacturer falling within the scope of this regulation is to be considered and medium lorries, heavy lorries and heavy buses need to be covered by the VTP over a six-year time span.’; (c) point (e) is replaced by the following: ‘(e) Vehicles which do not use standard values for CO 2 certification of their components, separate technical units or systems instead of measured values for the transmission and for the axle losses shall be preferably tested. In case no vehicles comply with the requirements set out in points (a) to (c), only the verification of the input information and input data and data handling shall be performed in accordance with point 6.1.1.’; (4) in point 4, the first paragraph is replaced by the following: ‘Each vehicle for the verification test shall be in the condition resembling its intended placing on the market. No changes in hardware such as lubricants or in the software such as auxiliary controllers are allowed. The tyres may be replaced by measurement tyres of a diameter that shall not exceed ± 10 % of the diameter of the original tyre.’; (5) in point 5.6, the following paragraph is added: ‘For heavy buses the status of the compressor of the pneumatic system shall be recorded. Phases where pressurised air is delivered to the reservoir shall be labelled in the measurement data according to the provisions as given in Table 4 of this Annex. The compressor status shall be monitored either via recording of the system pressure or via available CAN signals.’; (6) in point 5.7, second indent, the formula, the entry ‘β’ is replaced by the following: ‘β = 0,001 [K –1 ] (Temperature correction factor)’ (7) in point 5.9, in Table 2, the row ‘Wheel torque’ is replaced by the following: ‘Wheel torque For 10 kNm calibration (over the entire calibration range): i. Non linearity ( 1 ) : < ± 40 Nm for heavy lorries and heavy buses < ± 30 Nm for medium lorries ii. Repeatability ( 2 ) : < ± 20 Nm for heavy lorries and heavy buses < ± 15 Nm for medium lorries iii. Crosstalk: < ± 20 Nm for heavy lorries and heavy buses < ± 15 Nm for medium lorries (only applicable for rim torque meters) iv. Measurement rate: ≥ 20 Hz < 0,1 s (8) the following points are inserted after point 5.11: ‘5.12. Distance travelled If the vehicle is equipped with an on-board device for the monitoring and recording of fuel and/or energy consumption and mileage of motor vehicles, in accordance with the requirements referred to in point (b) of Article 5c of Regulation (EC) No 595/2009, the mileage shall be recorded from the device. 5.13. Engine fuel rate If the vehicle is equipped with an on-board device for the monitoring and recording of fuel and/or energy consumption and mileage of motor vehicles, in accordance with the requirements referred to in point (b) of Article 5c of Regulation (EC) No 595/2009, the instantaneous value of the engine fuel rate as well as the total fuel consumed at test start and end shall be recorded from the device. 5.14. Vehicle total mass If the vehicle is equipped with an on-board mass-monitoring device for determining and recording the payloads or total weight of vehicles, in accordance with the requirements referred to in point (b) of Article 5c of Regulation (EC) No 595/2009, the instantaneous value of the vehicle total mass shall be recorded from the device.’; (9) in point 6.1.1, the following subparagraph is added: ‘In case of heavy buses the primary vehicle manufacturer shall make available the input information and input data as well as the manufacturer’s records file and the completed vehicle manufacturer shall make available the vehicle information file and the customer information file.’; (10) point 6.1.1.1 is amended as follows: (a) in point (c), the first paragraph is replaced by the following: ‘Engine torque limitations declared in the input to the simulation tool shall be subject to a verification in the VTP if they are declared for any of the highest 50 % of the gears (e.g. for any of the gears 7 to 12 of a 12-gear transmission) and if one of the following cases applies:’; (b) point (e)(vii) is replaced by the following: ‘(vii) air drag;’; (11) point 6.1.1.2 is replaced by the following: ‘6.1.1.2 Verification of the vehicle mass If requested by the approval authority that granted the licence to operate the simulation tool, the determination of masses by the manufacturer shall be verified in accordance with point 2 of Section G of Part 2 of Annex VIII of Regulation (EU) 2021/535. Where that verification fails, the corrected actual mass as defined in point 2(4) of Annex III to this Regulation shall be determined. In the case of heavy buses, the mass of the completed vehicle shall be verified.’; (12) in point 6.1.4.1. the following paragraph is added: ‘Heavy buses of the vehicle groups defined in Table 4, 5 and 6 of Annex I shall be tested with the final bodies of the complete or completed vehicle.’; (13) in point 6.1.4.2, the second paragraph is replaced by the following: ‘For heavy lorries of groups 1s, 1, 2 and 3, medium lorries and for heavy buses the payload shall be in the range of 55 % to 75 % of the maximum authorised weight in accordance with 96/53/EC for the specific vehicle or vehicle combination.’; (14) point 6.1.4.4 is replaced by the following: ‘6.1.4.4 Settings for auxiliaries All settings influencing the auxiliary energy demand shall be set to minimum reasonable energy consumption where applicable. The air conditioning shall be switched off and venting of the cabin or the driver compartment shall be set lower than medium mass flow. Additional energy consumers not necessary to run the vehicle shall be switched off. External devices to provide energy on board, such as external batteries, are allowed only for running the extra measurement equipment for the verification testing procedure listed in Table 2, but shall not provide energy to vehicle equipment that will be present when placing the vehicle on the market. In case of heavy busses, door opening and kneeling at stops shall not be considered in the verification test.’; (15) in point 6.1.5.5, the following paragraphs are added: ‘If the vehicle is equipped with fuel-powered auxiliary heaters, only the fuel consumption of the internal combustion engine shall be measured. Where applicable, the recording of the vehicle total mass and engine fuel rate signals as determined by the OBFCM device shall start latest once the fuel consumption measurement has started and end together with the fuel consumption measurement. The lifetime values of the mileage and total fuel consumption, as determined by the OBFCM device, shall be recorded at the start of the fuel consumption measurement and at the end of the OBFCM fuel consumption measurement.’; (16) point 6.1.5.7 is amended as follows: (a) the first paragraph is replaced by the following: ‘The boundary conditions to be met for a valid verification test are set in Tables 3 to 3d.’; (b) the third paragraph is deleted; (c) the following tables are added: ‘Table 3c Parameters for a valid verification test for high floor heavy buses No Parameter Min. Max. 4 Distance based share urban driving 12 % 40 % 5 Distance based share rural driving 10 % 30 % 6 Distance based share motorway driving 30 % - 7 Time share of idling at stand still - 10 % Table 3d Parameters for a valid verification test for low floor heavy buses No Parameter Min. Max. 4 Distance based share urban driving 75 % 90 % 5 Distance based share rural driving 10 % 25 % 6 Distance based share motorway driving - 0 % 7 Time share of idling at stand still - 10 %’ (17) point 6.1.6, Table 4 is amended as follows: (a) the following row is inserted after the row ‘fuel flow’: ‘Compressor pneumatic system status [-] <PS_comp_active> 1 = active (compressor delivering to pneumatic system), 0 = not active this input data is only relevant for heavy buses’ (b) in row ‘CO 2 mass flow’, in column ‘Heading input data’ the following text is inserted: ‘<CO 2 >’; (c) the following rows are added: ‘OBFCM mileage [km] <ml_obfcm> Mileage in accordance with point 5.12 (if applicable) OBFCM engine mass fuel rate [g/s] <fcm_obfcm> Engine mass fuel rate in accordance with point 5.13 (if applicable) OBFCM engine volume fuel rate [l/s] <fcv_obfcm> Engine volume fuel rate in accordance with point 5.13 (if applicable) OBFCM vehicle total mass [kg] <m_obfcm> Vehicle total mass in accordance with point 5.14 (if applicable)’ (18) the following point is inserted after point 6.1.6: ‘6.2. Additional verifications For heavy buses, the correspondence of the tested vehicle with the following parameters shall be verified: i. Technical Permissible Maximum Laden Mass ii. Vehicle code iii. Class of vehicle iv. Low entry (if applicable) v. Number of passenger seats vi. Height of the integrated body’; (19) point 7.1 is replaced by the following: ‘7.1 Input to the simulation tool The following inputs to the simulation tool shall be made available: Input data and input information; (a) In case of medium and heavy lorries (i) Manufacturer's records file; (ii) Customer information file; (iii) Processed measurement data in accordance with Table 4; (iv) Further information in accordance with Table 4a. (b) In case of heavy buses (v) Input data and input information as defined for the primary heavy bus; (vi) Manufacturers records file for the primary heavy bus; (vii) Vehicle information file for the primary vehicle; (viii) Customer information file for the completed vehicle; (ix) Vehicle information file for the completed vehicle; (x) Processed measurement data according to Table 4; (xi) Further information according to Table 4a.’; (20) in point 7.2.1, the following paragraph is inserted after the first paragraph: ‘For heavy buses the vehicle information file and the customer information file of the completed vehicle shall also be verified.’; (21) point 7.3 is replaced by the following: ‘7.3. Pass/Fail check The vehicle shall pass the verification test if the C VTP ratio determined in accordance with 7.2.2. is equal or smaller than the tolerance set out in Table 5. For a comparison with the declared CO 2 emissions of the vehicle in accordance with Article 9, the verified CO 2 emissions of the vehicle shall be determined as follows: CO 2verified = C VTP × CO 2declared where: CO 2verified = verified CO 2 emissions of the vehicle in [g/t-km] for medium and heavy lorries and in [g/pkm] for heavy buses CO 2declared = declared CO 2 emissions of the vehicle in [g/t-km] for medium and heavy lorries and in [g/pkm] for heavy buses If a first vehicle does not meet the pass criterion for the verification testing procedure as set out in Table 5, up to two additional tests shall be performed on the same vehicle or two more similar vehicles may be tested on request of the vehicle manufacturer. For the evaluation of the pass criterion set out in Table 5, the arithmetic average of the C VTP ratios obtained from all the tests performed shall be used. If the pass criterion is not reached, the vehicle fails the verification testing procedure. Table 5 Pass criterion for the verification test Pass criterion for the verification testing procedure C VTP ratio ≤ 1,075 Where C VTP is lower than 0,925, the results need to be reported to the Commission for further analysis to determine the cause.’; (22) point 8.1.1 is replaced by the following: ‘8.1.1. Name and address of the vehicle manufacturer ( 14 ) ( 14 ) For heavy buses only primary vehicle manufacturer’;" (23) point 8.2.3 is replaced by the following: ‘8.2.3. Vehicle category (N 2 , N 3 , M 3 )’; (24) the following point is added after point 8.13.14.7.: ‘8.13.14.8. CO 2 (g/kWh)’; (25) the following points are inserted after point 8.13.14.7: ‘8.13.15 OBFCM values in the verification test (if applicable) 8.13.15.1 OBFCM mileage reading at test start of the fuel consumption measurement from the signal referred to in point 5.12 (km) 8.13.15.2 OBFCM mileage reading at test end of the fuel consumption measurement from the signal referred to in point 5.12 (km) 8.13.15.3 OBFCM total mass fuel consumed from the lifetime signal referred to in point 5.13 at the beginning of the fuel consumption measurement (kg) 8.13.15.4 OBFCM total mass fuel consumed from the lifetime signal referred to in point 5.13 at the end of the fuel consumption measurement (kg) 8.13.15.5 OBFCM total volume fuel consumed from the lifetime signal referred to in point 5.13 at the beginning of the fuel consumption measurement (l) 8.13.15.6 OBFCM total volume fuel consumed from the lifetime signal referred to in point 5.13 at the end of the fuel consumption measurement (l) 8.13.15.7 OBFCM accumulated engine mass fuel rate values from the instantaneous signal referred to in point 5.13 (kg) 8.13.15.8 OBFCM accumulated engine volume fuel rate values from the instantaneous signal referred to in point 5.13 (l) 8.13.15.9 OBFCM average total mass from the signal referred to in point 5.14 (kg) 8.13.15.10 odometer reading at test end of the fuel consumption measurement (km) 8.13.15.11 total mass fuel consumption value in the verification test measured (kg) 8.13.15.12 total volume fuel consumption value in the verification test measured (l)’; (26) in Appendix 1, in Part A, point 3 is replaced by the following: ‘3. Determination of the brake specific fuel consumption simulated by the simulation tool (BSFC sim ) In the verification test mode of the simulation tool the measured wheel power is applied as input to the backward simulation algorithm. The gears engaged during the verification test are determined by calculating the engine speeds per gear at the measured vehicle speed and selecting the gear that provides the engine speed closest to the measured engine speed. For APT transmissions during phases with active torque converter, the actual gear signal from the measurement is used. The loss models for axle gear, angle drive, retarders, transmissions and PTOs are applied in a similar way as in the declaration mode of the simulation tool. For power demand of auxiliary units concerning steering pump, pneumatic system, electric system and HVAC system the generic values as implemented per technology in the simulation tool are applied. For heavy buses the recorded signal of the pneumatic system compressor status is also taken into account. For calculation of the power demand of the engine cooling fan the following formulas are applied: Case (a) non-electrically driven engine cooling fans: where: P fan = power demand engine cooling fan [kW] t = time node [s] n fan = measured rotational speed of the fan [rpm] D fan = diameter of the fan [mm] C1 = 7,32 kW C2 = 1 200 rpm C3 = 810 mm C4 = for heavy buses, the factor set out in Table 6, for other vehicle categories it is equal to 1 Table 6 C4 factors for calculation of engine cooling fan power demand for heavy buses Fan drive cluster Fan control C4 Crankshaft mounted Electronically controlled visco clutch 1,05 Bimetalic controlled visco clutch 1,05 Discrete step clutch coupling, 2 stages (0 % / stage 1 / stage 2) 1,05 Discrete step clutch coupling, 3 stages (0 % /stage 1/ stage 2 / stage 3) 1,05 On/off clutch 1,05 Belt driven or via transmission Electronically controlled visco clutch 1,11 Bimetalic controlled visco clutch 1,11 Discrete step clutch coupling, 2 stages (0 % / stage 1 / stage 2) 1,11 Discrete step clutch coupling, 3 stages (0 % /stage 1/ stage 2 / stage 3) 1,11 On/off clutch 1,11 Hydraulically driven Variable displacement pump 1,75 Constant displacement pump 2,25 Case (b) electrically driven engine cooling fans: P fan(t) = P el(t) . 1,43 P fan = power demand engine cooling fan [kW] t = time node [s] P el = electrical power at the terminals of the engine cooling fan(s) as measured in accordance with point 5.6.1. In the case of vehicles with engine stop-start events during the verification test, similar corrections for auxiliary power demand and energy to re-start the engine as applied in the declaration mode of the simulation tool are applied. The simulation of the engines instantaneous fuel consumption FC sim(t) is performed for each 0,5 second time interval as follows: — Interpolation from the engine fuel map using measured engine speed and resulting engine torque from the backward calculation including engines rotational inertia calculated from measured engine speed; — The engine torque demand as determined above is limited to the certified engine full-load capabilities. For those time intervals the wheel power in the backward simulation is reduced accordingly. In the calculation of BSFC sim as set out below this simulated wheel power trace (P wheel,sim(t) ) is taken into consideration. — A WHTC correction factor is applied corresponding to the allocation of urban, rural and motorway based on the definitions as given in point 2(8) to 2(10) and the measured vehicle speed. The brake specific fuel consumption calculated by the simulation tool BSFC m-c as applied in 7.2.2 for calculation of the C VTP factor is calculated as follows: where: BSFC sim = brake specific fuel consumption determined by the simulation tool for the verification test [g/kWh] t = time node [s] FC sim = engines instantaneous fuel consumption [g/s] Δt = time increment duration = 0,5 [s] FC ESS,corr = correction of fuel consumption regarding auxiliary power demand resulting from engine stop start (ESS) as applied in the declaration mode of the simulation tool [g] W wheel,pos,sim = positive wheel work determined by the simulation tool for the verification test [kWh] fs = Simulation rate = 2 [Hz] P wheel,sim = Simulated wheel power for the verification test [kW] In the case of dual-fuel engines, BSFC sim is determined for both fuels separately.’ ( 14 ) For heavy buses only primary vehicle manufacturer’;’ ( 1 ) Non linearity means the maximum deviation between ideal and actual output signal characteristics in relation to the measured value in a specific measuring range. ( 2 ) Repeatability means closeness of the agreement between the results of successive measurements of the same measured value carried out under the same conditions of measurement.’