ANNEX IXVERIFYING TRUCK AUXILIARY DATA

1.Introduction

This Annex describes the provisions regarding the power consumption of auxiliaries for heavy duty vehicles for the purpose of the determination of vehicle specific CO2 emissions.

F1The power consumption of the following auxiliaries shall be considered within the simulation tool by using technology specific average standard power values:

  1. (a)

    Fan

  2. (b)

    Steering system

  3. (c)

    Electric system

  4. (d)

    Pneumatic system

  5. (e)

    Air Conditioning (AC) system

  6. (f)

    Transmission Power Take Off (PTO)

F1The standard values are integrated in the simulation tool and automatically used by choosing the corresponding technology.

2.Definitions

For the purposes of this Annex the following definitions shall apply:

  1. (1)

    ‘Crankshaft mounted fan’ means a fan installation where the fan is driven in the prolongation of the crankshaft, often by a flange;

  2. (2)

    ‘Belt or transmission driven fan’ means a fan that is installed in a position where additional belt, tension system or transmission is needed;

  3. (3)

    ‘Hydraulic driven fan’ means a fan propelled by hydraulic oil, often installed away from the engine. A hydraulic system with oil system, pump and valves are influencing losses and efficiencies in the system;

  4. (4)

    ‘Electrically driven fan’ means a fan propelled by an electric motor. The efficiency for complete energy conversion, included in/out from battery, is considered;

  5. (5)

    ‘Electronically controlled visco clutch’ means a clutch in which a number of sensor inputs together with SW logic are used to electronically actuate the fluid flow in the visco clutch;

  6. (6)

    ‘Bimetallic controlled visco clutch’ means a clutch in which a bimetallic connection is used to convert a temperature change into mechanical displacement. The mechanical displacement is then working as an actuator for the visco clutch;

  7. (7)

    ‘Discrete step clutch’ means a mechanical device where the grade of actuation can be made in distinct steps only (not continuous variable).

  8. (8)

    ‘On/off clutch’ means a mechanical clutch which is either fully engaged or fully disengaged;

  9. (9)

    ‘Variable displacement pump’ means a device that converts mechanical energy to hydraulic fluid energy. The amount of fluid pumped per revolution of the pump can be varied while the pump is running;

  10. (10)

    ‘Constant displacement pump’ means a device that converts mechanical energy to hydraulic fluid energy. The amount of fluid pumped per revolution of the pump cannot be varied while the pump is running;

  11. (11)

    ‘Electric motor control’ means the use of an electric motor to propel the fan. The electrical machine converts electrical energy into mechanical energy. Power and speed are controlled by conventional technology for electric motors;

  12. (12)

    ‘Fixed displacement pump (default technology)’ means a pump having an internal limitation of the flow rate;

  13. (13)

    ‘Fixed displacement pump with electronic control’ means a pump using an electronic control of the flow rate;

  14. (14)

    ‘Dual displacement pump’ means a pump with two chambers (with the same or different displacement) which can be combined or only one of these is used. It is characterised by an internal limitation of flow rate;

  15. (15)

    ‘Variable displacement pump mech. controlled’ means a pump where the displacement is mechanically controlled internally (internal pressure scales);

  16. (16)

    ‘Variable displacement pump elec. controlled’ means a pump where the displacement is mechanically controlled internally (internal pressure scales). Additionally, the flow rate is elec. controlled by a valve;

  17. (17)

    F1‘Electric steering pump’ means a hydraulic pump driven by an electric motor;

  18. (18)

    ‘Baseline air compressor’ means a conventional air compressor without any fuel saving technology;

  19. (19)

    ‘Air compressor with Energy Saving System (ESS)’ means a compressor reducing the power consumption during blow off, e.g. by closing intake side, ESS is controlled by system air pressure;

  20. (20)

    ‘Compressor clutch (visco)’ means a disengageable compressor where the clutch is controlled by the system air pressure (no smart strategy), minor losses during disengaged state caused by visco clutch;

  21. (21)

    ‘Compressor clutch (mechanically)’ means a disengageable compressor where the clutch is controlled by the system air pressure (no smart strategy);

  22. (22)

    ‘Air Management System with optimal regeneration (AMS)’ means an electronic air processing unit that combines an electronically controlled air dryer for optimized air regeneration and an air delivery preferred during overrun conditions (requires a clutch or ESS).

  23. (23)

    ‘Light Emitting Diodes (LED)’ mean semiconductor devices that emit visible light when an electrical current passes through them.

  24. (24)

    ‘Air conditioning system’ means a system consisting of a refrigerant circuit with compressor and heat exchangers to cool down the interior of a truck cab or bus body.

  25. (25)

    ‘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; a power take-off is usually optional;

  26. (26)

    ‘Power take-off drive mechanism’ means a device in a transmission that allows the installation of a power take-off (PTO);

  27. (27)

    ‘Tooth clutch’ means a (manoeuvrable) 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);

  28. (28)

    ‘Synchroniser’ means a type of tooth clutch where a friction device is used to equalise the speeds of the rotating parts to be engaged;

  29. (29)

    ‘Multi-disc clutch’ means a clutch where several friction linings are arranged in parallel whereby all friction pairs get the same pressing force. Multi-disc clutches are compact and can be engaged and disengaged under load. They may be designed as dry or wet clutches;

  30. (30)

    ‘Sliding wheel’ means a gearwheel used as shift element where the shifting is realized by moving the gearwheel on its shaft into or out of the gear mesh of the mating gear.

3.Determination of technology specific average standard power values

3.1Fan

For the fan power the standard values shown in Table 1 shall be used depending on mission profile and technology:

Table 1Mechanical power demand of the fan

Fan drive cluster

Fan control

Fan power consumption [W]

Long haul

Regional delivery

Urban delivery

Municipal utility

Construction

Crankshaft mounted

Electronically controlled visco clutch

618

671

516

566

1 037

Bimetallic controlled visco clutch

818

871

676

766

1 277

Discrete step clutch

668

721

616

616

1 157

On/off cluch

718

771

666

666

1 237

Belt driven or driven via transmission

Electronic controlled visco clutch

989

1 044

833

933

1 478

Bimetallic controlled visco clutch

1 189

1 244

993

1 133

1 718

Discrete step clutch

1 039

1 094

983

983

1 598

On/off cluch

1 089

1 144

1 033

1 033

1 678

Hydraulically driven

Variable displacement pump

938

1 155

832

917

1 872

Constant displacement pump

1 200

1 400

1 000

1 100

2 300

Electrically driven

Electronically

700

800

600

600

1 400

If a new technology within a fan drive cluster (e.g. crankshaft mounted) cannot be found in the list the highest power values within that cluster shall be taken. If a new technology cannot be found in any cluster the values of the worst technology at all shall be taken (hydraulic driven constant displacement pump)

3.2Steering System

For the steering pump power the standard values [W] shown in Table 2 shall be used depending on the application in combination with correction factors:

F1Table 2Mechanical power demand of steering pump

Identification of vehicle configuration

Steering power consumption P [W]

Number of axles

Axle configuration

Chassis configuration

Technically permissible maximum laden mass (tons)

Vehicle group

Long haul

Regional delivery

Urban delivery

Municipal utility

Construction

U+F

B

S

U + F

B

S

U + F

B

S

U + F

B

S

U + F

B

S

2

4 × 2

Rigid lorry + (Tractor)

> 7,5 - 10

1

240

20

20

220

20

30

Rigid lorry + (Tractor)

> 10 - 12

2

340

30

0

290

30

20

260

20

30

Rigid lorry + (Tractor)

> 12 - 16

3

310

30

30

280

30

40

Rigid lorry

> 16

4

510

100

0

490

40

40

430

40

50

430

30

50

580

30

70

Tractor

> 16

5

600

120

0

540

90

40

640

50

80

4 × 4

Rigid lorry

> 7,5 - 16

6

—

Rigid lorry

> 16

7

—

Tractor

> 16

8

—

3

6 × 2/2 – 4

Rigid lorry

all

9

600

120

0

490

60

40

440

50

50

430

30

50

640

50

80

Tractor

all

10

450

120

0

440

90

40

640

50

80

6 × 4

Rigid lorry

all

11

600

120

0

490

60

40

430

30

50

640

50

80

Tractor

all

12

450

120

0

440

90

40

640

50

80

6 × 6

Rigid lorry

all

13

—

Tractor

all

14

4

8 × 2

Rigid lorry

all

15

—

8 × 4

Rigid lorry

all

16

640

50

80

8 × 6/8 × 8

Rigid lorry

all

17

—

where:

U

Unloaded – pumping oil without steering pressure demand

F

Friction – friction in the pump

B

Banking – steer correction due to banking of the road or side wind

S

Steering – steer pump power demand due to cornering and manoeuvring.

To consider the effect of different technologies, technology depending scaling factors as shown in Table 3 and Table 4 shall be applied.

Table 3Scaling factors depending on technology

Factor c1 depending on technology

Technology

c1,U + F

c1,B

c1,S

Fixed displacement

1

1

1

Fixed displacement with electronical control

0,95

1

1

Dual displacement

0,85

0,85

0,85

Variable displacement, mech. controlled

0,75

0,75

0,75

Variable displacement, elec. controlled

0,6

0,6

0,6

Electric

0

1,5/ηalt

1/ηalt

with ηalt = alternator efficiency = const. = 0,7

F1If a new technology is not listed, the technology ‘fixed displacement’ shall be considered in the simulation tool.

Table 4Scaling factor depending on number of steered axles

Factor c2 depending on number of steered axles

Number of steered axles

Long haul

Regional delivery

Urban delivery

Municipal utility

Construction

c2,U+F

c2,B

c2,S

c2,U+F

c2,B

c2,S

c2,U+F

c2,B

c2,S

c2,U+F

c2,B

c2,S

c2,U+F

c2,B

c2,S

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

2

1

0,7

0,7

1,0

0,7

0,7

1,0

0,7

0,7

1,0

0,7

0,7

1,0

0,7

0,7

3

1

0,5

0,5

1,0

0,5

0,5

1,0

0,5

0,5

1,0

0,5

0,5

1,0

0,5

0,5

4

1,0

0,5

0,5

1,0

0,5

0,5

1,0

0,5

0,5

1,0

0,5

0,5

1,0

0,5

0,5

The final power demand is calculated by:

If different technologies are used for multi-steered axles, the mean values of the corresponding factors c1 shall be used.

The final power demand is calculated by:

Ptot = Σi(PU + F * mean(c1,U +F ) * (c2i,U + F)) + Σi(PB * mean(c1,B) * (c2i,B)) + Σi(PS * mean(c1,S) * (c2i,S))

where:

Ptot

Total power demand [W]

P

Power demand [W]

c1

Correction factor depending on technology

c2

Correction factor depending on number of steered axles

U+F

Unloaded + friction [-]

B

Banking [-]

S

Steering [-]

i

Number of steered axles [-]

3.3Electric system

For the electric system power the standard values [W] as shown in Table 5 shall be used depending on the application and technology in combination with the alternator efficiencies:

Table 5Electrical power demand of electric system

Technologies influencing electric power consumption

Electric power consumption [W]

Long haul

Regional delivery

Urban delivery

Municipal utility

Construction

Standard technology electric power [W]

1 200

1 000

1 000

1 000

1 000

LED main front headlights

– 50

– 50

– 50

– 50

– 50

To derive the mechanical power, an alternator technology dependent efficiency factor as shown in Table 6 shall be applied.

Table 6Alternator efficiency factor

Alternator (power conversion) technologiesGeneric efficiency values for specific technologies

Efficiency ηalt

Long haul

Regional delivery

Urban delivery

Municipal utility

Construction

Standard alternator

0,7

0,7

0,7

0,7

0,7

F1If the technology used in the vehicle is not listed, the technology ‘standard alternator’ shall be considered in the simulation tool.

The final power demand is calculated by:

Ptot=Pelηaltmath

where:

Ptot

Total power demand [W]

Pel

Electrical power demand [W]

ηalt

Alternator efficiency [-]

3.4Pneumatic system

For pneumatic systems working with over pressure the standard power values [W] as shown in Table 7 shall be used depending on application and technology.

Table 7Mechanical power demand of pneumatic systems (over pressure)

Size of air supply

Technology

Long Haul

Regional Delivery

Urban Delivery

Municipal Utility

Construction

Pmean

Pmean

Pmean

Pmean

Pmean

[W]

[W]

[W]

[W]

[W]

small

displ. ≤ 250 cm3

1 cyl./2 cyl.

Baseline

1 400

1 300

1 200

1 200

1 300

+ ESS

– 500

– 500

– 400

– 400

– 500

+ visco clutch

– 600

– 600

– 500

– 500

– 600

+ mech. clutch

– 800

– 700

– 550

– 550

– 700

+ AMS

– 400

– 400

– 300

– 300

– 400

medium

250 cm3 < displ. ≤ 500 cm3

1 cyl./2 cyl. 1-stage

Baseline

1 600

1 400

1 350

1 350

1 500

+ ESS

– 600

– 500

– 450

– 450

– 600

+ visco clutch

– 750

– 600

– 550

– 550

– 750

+ mech. clutch

– 1 000

– 850

– 800

– 800

– 900

+ AMS

– 400

– 200

– 200

– 200

– 400

medium

250 cm3 < displ. ≤ 500 cm3

1 cyl./2 cyl. 2-stage

Baseline

2 100

1 750

1 700

1 700

2 100

+ ESS

– 1 000

– 700

– 700

– 700

– 1 100

+ visco clutch

– 1 100

– 900

– 900

– 900

– 1 200

+ mech. clutch

– 1 400

– 1 100

– 1 100

– 1 100

– 1 300

+ AMS

– 400

– 200

– 200

– 200

– 500

large

displ. > 500 cm3

1 cyl./2 cyl.

1-stage/2-stage

Baseline

4 300

3 600

3 500

3 500

4 100

+ ESS

– 2 700

– 2 300

– 2 300

– 2 300

– 2 600

+ visco clutch

– 3 000

– 2 500

– 2 500

– 2 500

– 2 900

+ mech. clutch

– 3 500

– 2 800

– 2 800

– 2 800

– 3 200

+ AMS

– 500

– 300

– 200

– 200

– 500

For pneumatic systems working with vacuum (negative pressure) the standard power values [W] as shown in Table 8 shall be used.

Table 8Mechanical power demand of pneumatic systems (vacuum pressure)

Long Haul

Regional Delivery

Urban Delivery

Municipal Utility

Construction

Pmean

Pmean

Pmean

Pmean

Pmean

[W]

[W]

[W]

[W]

[W]

Vacuum pump

190

160

130

130

130

Fuel saving technologies can be considered by subtracting the corresponding power demand from the power demand of the baseline compressor.

The following combinations of technologies are not considered:

  1. (a)

    ESS and clutches

  2. (b)

    Visco clutch and mechanical clutch

In case of a two-stage compressor, the displacement of the first stage shall be used to describe the size of the air compressor system

3.5Air Conditioning system

For vehicles having an air conditioning system, the standard values [W] as shown in Table 9 shall be used depending on the application.

F1Table 9Mechanical power demand of AC system

Identification of vehicle configuration

AC power consumption [W]

Number of axles

Axle configuration

Chassis configuration

Technically permissible maximum laden mass (tons)

Vehicle group

Long haul

Regional delivery

Urban delivery

Municipal utility

Construction

2

4 × 2

Rigid lorry + (Tractor)

> 7,5 - 10

1

150

150

Rigid lorry + (Tractor)

> 10 - 12

2

200

200

150

Rigid lorry + (Tractor)

> 12 - 16

3

200

150

Rigid lorry

> 16

4

350

200

150

300

200

Tractor

> 16

5

350

200

200

4 × 4

Rigid lorry

> 7,5 - 16

6

—

Rigid lorry

> 16

7

—

Tractor

> 16

8

—

3

6 × 2/2 – 4

Rigid lorry

all

9

350

200

150

300

200

Tractor

all

10

350

200

200

6 × 4

Rigid lorry

all

11

350

200

300

200

Tractor

all

12

350

200

200

6 × 6

Rigid lorry

all

13

—

Tractor

all

14

4

8 × 2

Rigid lorry

all

15

—

8 × 4

Rigid lorry

all

16

200

8 × 6/8 × 8

Rigid lorry

all

17

—

3.6Transmission Power Take-Off (PTO)

For vehicles with PTO and/or PTO drive mechanism installed on the transmission, the power consumption shall be considered by determined standard values. The corresponding standard values represent these power losses in usual drive mode when the PTO is switched off/disengaged. F1Application related power consumptions at engaged PTO are added by the simulation tool and are not described in the following.

Table 10Mechanical power demand of switched off/disengaged power take-off

Design variants regarding power losses (in comparison to a transmission without PTO and / or PTO drive mechanism)

Additional drag loss relevant parts

PTO incl. drive mechanism

only PTO drive mechanism

Shafts / gear wheels

Other elements

Power loss [W]

Power loss [W]

only one engaged gearwheel positioned above the specified oil level (no additional gearmesh)

—

—

0

only the drive shaft of the PTO

tooth clutch (incl. synchroniser) or sliding gearwheel

50

50

only the drive shaft of the PTO

multi-disc clutch

1 000

1 000

only the drive shaft of the PTO

multi-disc clutch and oil pump

2 000

2 000

drive shaft and/or up to 2 engaged gearwheels

tooth clutch (incl. synchroniser) or sliding gearwheel

300

300

drive shaft and/or up to 2 engaged gearwheels

multi-disc clutch

1 500

1 500

drive shaft and/or up to 2 engaged gearwheels

multi-disc clutch and oil pump

3 000

3 000

drive shaft and/or more than 2 engaged gearwheels

tooth clutch (incl. synchroniser) or sliding gearwheel

600

600

drive shaft and/or more than 2 engaged gearwheels

multi-disc clutch

2 000

2 000

drive shaft and/or more than 2 engaged gearwheels

multi-disc clutch and oil pump

4 000

4 000