- Y Diweddaraf sydd Ar Gael (Diwygiedig)
- Gwreiddiol (Fel y’i mabwysiadwyd gan yr UE)
Commission Regulation (EU) 2017/2400 of 12 December 2017 implementing Regulation (EC) No 595/2009 of the European Parliament and of the Council as regards the determination of the CO2 emissions and fuel consumption of heavy-duty vehicles and amending Directive 2007/46/EC of the European Parliament and of the Council and Commission Regulation (EU) No 582/2011 (Text with EEA relevance)
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The temperature in the test cell shall be maintained to 25 °C ± 10 °C. The ambient temperature shall be measured within a distance of 1 m to the axle housing. Forced heating of the axle may only be applied by an external oil conditioning system as described in 4.1.5.
The oil temperature shall be measured at the centre of the oil sump or at any other suitable point in accordance with good engineering practice. In case of external oil conditioning, alternatively the oil temperature can be measured in the outlet line from the axle housing to the conditioning system within 5 cm downstream the outlet. In both cases the oil temperature shall not exceed 70 °C.
Only recommended factory fill oils as specified by the axle manufacturer shall be used for the measurement. In the case of testing different gear ratio variants with one axle housing, new oil shall be filled in for each single measurement.
If different oils with multiple viscosity grades are specified for the factory fill, the manufacturer shall choose the oil with the highest viscosity grade for performing the measurements on the parent axle.
If more than one oil within the same viscosity grade is specified within one axle family as factory fill oil, the applicant may choose one oil of these for the measurement related to certification.
The oil level or filling volume shall be set to the maximum level as defined in the manufacturer's maintenance specifications.
An external oil conditioning and filtering system is permitted. The axle housing may be modified for the inclusion of the oil conditioning system.
The oil conditioning system shall not be installed in a way which would enable changing oil levels of the axle in order to raise efficiency or to generate propulsion torques in accordance with good engineering practice.
For the purpose of the torque loss measurement different test set-ups are permitted as described in paragraph 4.2.3 and 4.2.4.
In case of a tandem axle, each axle shall be measured separately. The first axle with longitudinal differential shall be locked. The output shaft of drive-through axles shall be installed freely rotatable.
A test set-up considered ‘Type A’ consists of a dynamometer on the axle input side and at least one dynamometer on the axle output side(s). Torque measuring devices shall be installed on the axle input- and output- side(s). For type A set-ups with only one dynamometer on the output side, the free rotating end of the axle shall be locked.
To avoid parasitic losses, the torque measuring devices shall be positioned as close as possible to the axle input- and output- side(s) being supported by appropriate bearings.
Additionally mechanical isolation of the torque sensors from parasitic loads of the shafts, for example by installation of additional bearings and a flexible coupling or lightweight cardan shaft between the sensors and one of these bearings can be applied. Figure 1 shows an example for a test test-up of Type A in a two dynamometer lay-out.
For Type A test set-up configurations the manufacturer shall provide an analysis of the parasitic loads. Based on this analysis the approval authority shall decide about the maximum influence of parasitic loads. However the value ipara cannot be lower than 10 %.
Any other test set-up configuration is called test set-up Type B. The maximum influence of parasitic loads ipara for those configurations shall be set to 100 %.
Lower values for ipara may be used in agreement with the approval authority.
To determine the torque loss map for an axle, the basic torque loss map data shall be measured and calculated as specified in paragraph 4.4. The torque loss results shall be complemented in accordance with 4.4.8 and formatted in accordance with Appendix 6 for the further processing by Vehicle Energy Consumption calculation Tool.
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, shall be traceable to national (international) standards.
The torque measurement uncertainty shall be calculated and included as described in paragraph 4.4.7.
The sample rate of the torque sensors shall be in accordance with 4.3.2.1.
The uncertainty of the rotational speed sensors for the measurement of input and output speed shall not exceed ± 2 rpm.
The uncertainty of the temperature sensors for the measurement of the ambient temperature shall not exceed ± 1 °C.
The uncertainty of the temperature sensors for the measurement of the oil temperature shall not exceed ± 0,5 °C.
The following signals shall be recorded for the purpose of the calculation of the torque losses:
Input and output torques [Nm]
Input and/or output rotational speeds [rpm]
Ambient temperature [°C]
Oil temperature [°C]
Temperature at the torque sensor
Torque: 1 kHz
Rotational speed: 200 Hz
Temperatures: 10 Hz
Signal filtering may be applied in agreement with the approval authority. Any aliasing effect shall be avoided.
The extent of the torque loss map to be measured is limited to:
either an output torque of 10 kNm
or an input torque of 5 kNm
or the maximum engine power tolerated by the manufacturer for a specific axle or in case of multiple driven axles according to the nominal power distribution.
If the radius of the smallest tire is reduced (e.g. product development) after completing the measurement of an axle or when the physic boundaries of the test stand are reached (e.g. by product development changes), the missing points may be extrapolated by the manufacturer out of the existing map. The extrapolated points shall not exceed more than 10 % of all points in the map and the penalty for these points is 5 % torque loss to be added on the extrapolated points.
:
250 Nm steps
:
500 Nm steps
:
1 000 Nm steps
:
2 000 Nm steps
If the maximum input torque is limited by the manufacturer, the last torque step to be measured is the one below this maximum without consideration of any losses. In that case an extrapolation of the torque loss shall be applied up to the torque corresponding to the manufacturer's limitation with the linear regression based on the torque steps of the corresponding speed step.
The range of test speeds shall comprise from 50 rpm wheel speed to the maximum speed. The maximum test speed to be measured is defined by either the maximum axle input speed or the maximum wheel speed, whichever of the following conditions is reached first:
The maximum applicable axle input speed may be limited to design specification of the axle.
The maximum wheel speed is measured under consideration of the smallest applicable tire diameter at a vehicle speed of 90 km/h for trucks and 110 km/h for coaches. If the smallest applicable tire diameter is not defined, paragraph 4.3.4.1 shall apply.
The wheel speed step width for testing shall be 50 rpm.
For each speed step the torque loss shall be measured for each output torque step starting from 250 Nm upward to the maximum and downward to the minimum. The speed steps can be run in any order.
Interruptions of the sequence for cooling or heating purposes are permitted.
The measurement duration for each single grid point shall be 5-15 seconds.
The recorded values for each grid point within the 5-15 seconds interval according to point 4.4.2. shall be averaged to an arithmetic mean.
All four averaged intervals of corresponding speed and torque grid points from both sequences measured each upward and downward shall be averaged to an arithmetic mean and result into one torque loss value.
where:
=
Torque loss of the axle at the input side [Nm]
=
Input torque [Nm]
=
Axle gear ratio [-]
=
Output torque [Nm]
The total uncertainty UT,loss of the torque loss shall be calculated based on the following parameters:
Temperature effect
Parasitic loads
Uncertainty (incl. sensitivity tolerance, linearity, hysteresis and repeatability)
The total uncertainty of the torque loss (UT,loss) is based on the uncertainties of the sensors at 95 % confidence level. The calculation shall be done for each applied sensor (e.g. three machine lay out: UT,in, UT,out,1, UTout,2) as the square root of the sum of squares (‘Gaussian law of error propagation’).
wpara = senspara * ipara
where:
=
Uncertainty of input/output torque loss measurement separately for input and output torque; [Nm]
=
Axle gear ratio [-]
=
Uncertainty by temperature influence on current torque signal; [Nm]
=
Temperature influence on current torque signal per Kref, declared by sensor manufacturer; [%]
=
Uncertainty by temperature influence on zero torque signal (related to nominal torque) [Nm]
=
Temperature influence on zero torque signal per Kref (related to nominal torque), declared by sensor manufacturer; [%]
=
Reference temperature span for tkc and tk0, declared by sensor manufacturer; [°C]
=
Absolute difference in sensor temperature measured at torque sensor between calibration and measurement; If the sensor temperature cannot be measured, a default value of ΔK = 15 K shall be used [°C]
=
Current/measured torque value at torque sensor; [Nm]
=
Nominal torque value of torque sensor; [Nm]
=
Uncertainty by torque sensor calibration; [Nm]
=
Relative calibration uncertainty (related to nominal torque); [%]
=
calibration advancement factor (if declared by sensor manufacturer, otherwise = 1)
=
Uncertainty by parasitic loads; [Nm]
=
senspara * ipara
Relative influence of forces and bending torques caused by misalignment
=
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 %
=
Maximum influence of parasitic loads for specific torque sensor depending on test set-up as indicated in section 4.2.3 and 4.2.4 of this annex.
In the case the calculated uncertainties UT,in/out are below the following limits, the reported torque loss Tloss,rep shall be regarded as equal to the measured torque loss Tloss .
UT,in : 7,5 Nm or 0,25 % of the measured torque, whichever allowed uncertainty value is higher
UT,out : 15 Nm or 0,25 % of the measured torque, whichever allowed uncertainty value is higher
In the case of higher calculated uncertainties, the part of the calculated uncertainty exceeding the above specified limits shall be added to Tloss for the reported torque loss Tloss,rep as follows:
If the limits of UT,in are exceeded:
Tloss,rep = Tloss + ΔUTin
ΔUT,in = MIN((UT,in – 0,25 % * Tc) or (UT,in – 7,5 Nm))
If limits of UT,out out are exceeded:
Tloss,rep = Tloss + ΔUT,out/igear
ΔUT,out = MIN((UT,out – 0,25 % * Tc) or (UT,out – 15Nm))
where:
=
Uncertainty of input/output torque loss measurement separately for input and output torque; [Nm]
=
Axle gear ratio [-]
=
The part of the calculated uncertainty exceeding the specified limits
Tloss,rep,tdm = Tloss,rep, 1 + Tloss,rep, 2
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