Commission Regulation (EU) 2019/318Dangos y teitl llawn

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”

a 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.’;
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”
PTOShaftsGearWheelsa	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”
PTOOtherElementsa	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 CO₂ 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.’.