UN R177 원문 (번역본)

This Regulation applies to vehicles that meet all of the following criteria (a), (b) and (c): (a) Are hybrid electric vehicles, or are pure electric vehicles that have more than one propulsion energy converter; (b) Are classified in category N1, or are classified in category M and have a technically permissible maximum laden mass not exceeding 3,500 kg; (c) If a hybrid electric vehicle, at least one electric machine contributes to propulsion under the maximum power condition.

This Regulation does not apply to fuel cell vehicles.

When determined according to the requirements of this Regulation, the resulting vehicle system power rating may be considered as comparable to the power rating traditionally assigned to conventional vehicles, which is the power rating of the internal combustion engine.

AWD (all-wheel drive), FSD (full scale deflection), HEV, ICE, ICEV, ISO, NOVC-HEV, OVC-HEV, PEV, REESS, SOC, TP1, TP2, UN.

"Vehicle type with regard to system power" means a group of vehicles which do not differ with respect to the criteria defined in paragraph 9.1.

"Technically permissible maximum laden mass" means the maximum mass allocated to a vehicle on the basis of its construction features and design performances.

"Fixed speed mode" means the dynamometer operating mode in which the dynamometer absorbs the vehicle's power output so as to maintain it at a fixed dynamometer speed.

"Road load mode" means the dynamometer operating mode in which the dynamometer exerts on the vehicle a force equivalent to the force exerted while driving on a road.

"Powertrain" means the total combination of propulsion energy storage system(s), propulsion energy converter(s) and drivetrain(s) providing mechanical energy at the wheels, plus peripheral devices.

"Peripheral devices" means energy consuming/converting/storing/supplying devices whose energy is not used for propulsion but which are essential to powertrain operation, and are therefore part of the powertrain.

"Auxiliary devices" means non-peripheral energy devices installed for purposes other than propulsion, therefore not part of the powertrain.

"Drivetrain" means the connected elements of the powertrain for transmission of mechanical energy between the propulsion energy converter(s) and the wheels.

"Energy converter" means a system where the form of energy output differs from the form of energy input.

"Propulsion energy converter" means a non-peripheral powertrain energy converter whose output is used directly or indirectly for propulsion.

"Charge-depleting operating condition" — REESS energy decreases on average until transition to charge-sustaining operation.

"Charge-sustaining operating condition" — REESS energy is, on average, maintained at a neutral charging balance.

"Category of propulsion energy converter" means (i) an internal combustion engine, (ii) an electric machine, or (iii) a fuel cell.

"Energy storage system" stores energy and releases it in the same form as input.

"Propulsion energy storage system" — a non-peripheral powertrain storage system whose output is used for propulsion.

"Category of propulsion energy storage system" means (i) a fuel storage system, (ii) a rechargeable electric energy storage system, or (iii) a rechargeable mechanical energy storage system.

"Form of energy" means (i) electrical, (ii) mechanical, or (iii) chemical energy (including fuels).

"Fuel storage system" means a propulsion energy storage system storing chemical energy as liquid or gaseous fuel.

"Electric machine" means an energy converter transforming between electrical and mechanical energy.

"Off-vehicle charging hybrid electric vehicle" (OVC-HEV) can be charged from an external source; "Not off-vehicle charging hybrid electric vehicle" (NOVC-HEV) cannot.

"Hybrid vehicle" has a powertrain with at least two different categories of propulsion energy converters and at least two different categories of propulsion energy storage systems.

"Hybrid electric vehicle" — a hybrid vehicle with at least one electric motor/motor-generator and at least one ICE as propulsion energy converters.

"Pure electric vehicle" (PEV) — exclusively electric machines as propulsion energy converters and exclusively rechargeable electric energy storage systems.

"Rechargeable electrical energy storage system" (REESS) — a rechargeable propulsion energy storage system storing electrical energy. A starting/lighting/auxiliary battery is not a REESS.

"State of charge" (SOC) — the available electrical charge in a REESS as a percentage of its rated capacity.

"Driver-selectable mode" — a distinct driver-selectable condition affecting emissions, fuel/energy consumption, or maximum system power output.

"Test procedure 1" (TP1) — determines a vehicle system power rating via measured electrical power and determined ICE power.

"Test procedure 2" (TP2) — determines it via measured torque and speed at the axles or wheel hubs.

"Power determination reference point" (or "reference point") means a point in the mechanical power flow path of a powertrain where any portion of the mechanical energy that drives the wheels under the maximum power condition is first produced as mechanical energy by a propulsion energy converter from a propulsion energy storage system.

"Power-rating mode" means the driver-selectable mode (if any) for which a vehicle system power rating is desired.

"Speed of maximum power" — the fixed dynamometer speed at which a maximum accelerator pedal command, given for at least ten seconds in power-rating mode, delivers the greatest peak power.

"Maximum power condition" — the vehicle on a dynamometer in power-rating mode, the dynamometer in fixed speed mode at the speed of maximum power, with the maximum accelerator command for at least ten seconds.

"Vehicle system power rating" — the total power transmitted through all reference point(s) as determined by TP1 or TP2.

"Mechanical energy path" — a distinct parallel path within a drivetrain conducting a portion of the total mechanical energy.

"Peak vehicle system power" — the maximum value of a 2-second moving average filter applied for the 10-second measurement time.

"Sustained vehicle system power" — the average power within the measurement time window from 8 s to 10 s.

"System bench" — a simulated vehicle powertrain on a test bench combining storage systems, converters and drivetrains plus peripheral devices. "Simulators" — a virtual software model of some powertrain elements.

The application shall be submitted by the manufacturer or their authorised representative to the Type Approval Authority.

The application shall be drawn up in accordance with the model of the information document set out in Annex 1.

An appropriate number of vehicles representative of the vehicle type to be approved shall be submitted to the Technical Service responsible for the approval tests.

Changes to the make of a system, component or separate technical unit after type-approval shall not automatically invalidate it, unless original characteristics or parameters are changed such that the system power is adversely affected.

The Type Approval Authority shall verify the existence of satisfactory provisions to ensure an effective check of conformity of production before approval is granted.

If the vehicle type meets all relevant requirements of this Regulation, approval shall be granted and an approval number assigned. The same Contracting Party shall not assign the same number to another vehicle type.

The type-approval number consists of four sections separated by '*': (1) 'E' + distinguishing number of the granting Contracting Party; (2) the Regulation number + 'R' + two digits for the amendment series (00 original) + '/' + two digits for the supplement; (3) a four-digit sequential number (from 0001); (4) a two-digit extension number (from 00). Example: E11*177R01/01*0123*01.

Notice of approval, extension or refusal shall be communicated to the Contracting Parties to the 1958 Agreement applying this Regulation by a form conforming to the model in Annex 2.

An international approval mark consisting of a circle surrounding the letter 'E' followed by the distinguishing number of the approving country.

The number of this Regulation, followed by 'R', a dash and the approval number, placed to the right of the circle.

If the vehicle is also approved under other Regulations in the same country, the symbol need not be repeated and the regulation/approval numbers are placed in vertical columns. The mark shall be clearly legible and indelible, placed close to or on the vehicle data plate. Annex 3 gives examples of the arrangement.

Dynamometer: the power absorption capacity in fixed speed control mode shall be sufficient for the maximum power of the vehicle. Due to the short duration of maximum power (~10 s), a short-duration power rating of the dynamometer may apply with approval of the Type-Approval Authority.

Test room: temperature set point of 25 °C, actual value within ±5 °C (23 °C at the manufacturer's request). Atmospheric pressure between 80 and 110 kPa. To ensure comparability with ICE power, if reference atmospheric conditions cannot be set, for SI engines 0.93 ≤ X ≤ 1.07 and for CI engines 0.9 ≤ Y ≤ 1.1 (X/Y per ISO 1585:2020, UN R85, or SAE J1349).

Cooling fan: a current of air of variable speed sufficient to maintain proper operating temperatures; above 5 km/h the blower outlet velocity equals the dynamometer speed within ±10%. Excessive cooling is prohibited.

Soak area: temperature set point of 25 °C, actual value within ±5 °C (23 °C at the manufacturer's request).

Measurement items and accuracy (Table 2), traceable to an approved standard: engine speed ±10 min⁻¹ or ±0.5%; voltage/current ±0.3% FSD or ±1% of reading; intake manifold pressure ±2%; fuel flow rate ±3%; axle torque ±6 Nm or ±0.5%; axle speed ±0.05 s⁻¹ or ±1%; dynamometer speed ±0.2 km/h; force ±10 N; time ±100 ms.

Measurement frequency: all items in Table 2, unless otherwise specified, shall be measured and recorded at ≥10 Hz. Atmospheric pressure and room temperature shall be recorded at least at the start and after the end of vehicle running.

TP1 is based on measured electrical power, estimated ICE power, and estimated electrical conversion efficiency. TP2 is based on measured torque and speed at the drive shaft(s)/wheel hub(s) and estimated mechanical conversion efficiency. They are intended to be technically equivalent. Each powered axle is tested by chassis or hub dynamometer; two powered axles require a 4WD chassis dynamometer or simultaneous hub dynamometers. Where maximum power exceeds available dynamometers, a system bench (possibly with simulators) may be used.

Power flow description: the manufacturer shall provide a description sufficient to identify the energy flow paths and conversions during the maximum power condition, from each propulsion energy storage system to each powered axle, indicating each non-propulsion auxiliary and peripheral powered by the REESS (including DC/DC converter and HV auxiliaries), the applicable reference points (Annex 4), the measurement points (TP1 or TP2), and the components to which K factors apply.

Energy conversion factors (K factors): for TP1, provide the electrical conversion efficiency K1 between each electrical measurement point and the corresponding reference point (output of electric machine(s) divided by input power to the inverter). K1 is verified by an applicable standard such as ISO 21782 or SAE J2907. For TP2, provide the mechanical conversion efficiency K2 for each powered axle (output power to the axle/hub divided by input power to the gearbox). K2 is determined by output/input power or other approved methods. Both are subject to verification by the Type-Approval Authority.

Speed of maximum power: shall be determined by the procedure in Annex 5, by the manufacturer or the Type-Approval Authority.

Other information: the manufacturer shall specify the normal operating range for each operational metric listed in 8.8.1, and for any dynamometer operation mode (see 8.7) shall provide a list of deactivated devices and justification.

Required measurements: the test vehicle shall be instrumented for the necessary inputs. Onboard data for engine speed, intake manifold pressure and fuel flow rate is permissible; onboard data for other measurements is permissible if accuracy/frequency per 7.2 is demonstrated. Measurements common to TP1 and TP2 include accelerator pedal command, atmospheric pressure, room temperature, and operational metrics. For internal validation (8.11), the power delivered to the dynamometer during the maximum power condition shall be recorded at ≥10 Hz.

Measurements specific to TP1: current and voltage at the REESS or inverter inputs (per 8.1.3.1), and ICE speed, intake manifold pressure and fuel flow rate (if an ICE contributes propulsion power). TP1 also requires an applicable full-load power curve for the ICE. If a DC/DC converter powers the 12 V bus, current/voltage at its input may be measured in lieu of the 1.0 kW default. If HV auxiliaries other than the DC/DC converter are REESS-powered, their consumption shall be measured or estimated.

Measurements specific to TP2: torque and rotational speed at the powered axle shafts or wheel hubs. If ICE power needs correction (8.9.3.2), TP1 current/voltage measurements may also apply. Wheel torque/speed may be provided by a hub dynamometer or calibrated devices. If a powered axle delivers power through a differential, instrumenting only one drive shaft/hub is sufficient and the measured torque is multiplied by 2.

Applicability of TP1 and TP2 varies with powertrain architecture. The Type-Approval Authority shall confirm that the reference points in the power flow description accord with Annex 4 and the 3.5.3 definition. Where both are applicable, the manufacturer may choose. The reported rating shall be identified as determined by TP1 or TP2.

Applicability of TP1 requires that the power passing through all reference points can be accurately determined. TP1 is typically applicable if 8.1.3.1.1 or 8.1.3.1.2 is fulfilled.

The power flow description indicates that current from each REESS powers a single electric machine, current and voltage at each REESS output can be determined, and an accurate K1 is provided. (Figure 16) Power at R [kW] = (U × I / 1000) × K1.

Or at least one of (a)–(d): (a) current/voltage at each inverter input with accurate K1(n) per reference point (Figure 17); (b) current/voltage at REESS output with combined K1comb (Figure 18); (c) REESS output with identical conversion efficiency, same K1 (Figure 19); (d) REESS output with distribution ratios DR(1), DR(2) from onboard torque commands (Figure 19a).

Applicability of TP2 requires that the power through all reference points can be accurately determined; each powered axle is evaluated separately, and TP2 applies only if applicable to all powered axles. TP2 is typically applicable to an axle if 8.1.3.2.1 or 8.1.3.2.2 is fulfilled.

Torque to the axle originates from a single reference point routed only to that axle, with an accurate K2. (Figure 20) Power at R1 [kW] = (2π × τ × rps / 1000) / K2.

Or the axle torque is a combined torque from a set of reference points routed via the same mechanical path with an accurate combined K2. (Figure 21) Power at (R1+R2) = (2π × τ × rps / 1000) / K2. TP2 is not applicable if R1, R2, or (R1+R2) cannot be resolved from the available measurement (Figure 22).

Roller (chassis dynamometer only): the roller(s) shall be clean, dry and free from foreign material that can cause tyre slippage.

Tyre slippage (chassis dynamometer only): measures shall be taken to stabilise tyre slippage during maximum power; any additional weight or other measures shall be recorded.

Dynamometer warm-up: warm up per the manufacturer's recommendation so the frictional losses stabilise.

Dynamometer control: for vehicle conditioning (8.8.3) the dynamometer is in road load mode; for the power test (8.8.6) it is in fixed speed mode.

Preparation of vehicle: presented in good condition and run-in per the manufacturer. OVC-/NOVC-HEVs shall be run-in 3,000–15,000 km; PEVs at least 300 km or one full charge distance. On a chassis dynamometer, original-equipment tyres inflated to the recommended pressure (which may be increased up to 50% to prevent slippage); the same pressure is used throughout and recorded. Manufacturer-specified lubricants and the ICE certification fuel shall be used.

Preparation of measurement devices: the measurement devices shall be installed at suitable position(s) within the vehicle.

Initial charge of REESS: for PEVs and OVC-HEVs, prior to or during soak, charge the REESS to an initial SOC at which maximum system power is obtained (the manufacturer may specify it). The initial charge is conducted at an ambient temperature of 20 ± 10 °C, per the manufacturer's normal-operation procedure; the SOC is confirmed by a manufacturer-provided method.

Vehicle soak: soak in the soak area for a minimum of 6 hours and a maximum of 36 hours (engine cover opened or closed). The manufacturer may recommend a specific time within 6–36 h to stabilise the high-voltage battery temperature. Soak conditions per 7.1.4.

Vehicle installation: install on the dynamometer per the dynamometer manufacturer's recommendation or regional/national regulations. Auxiliary devices shall be switched off/deactivated unless required by regional legislation. A dynamometer operation mode may be activated per the manufacturer's instruction; the list of deactivated devices and justification shall be provided and the mode approved by the Authority and recorded. The mode shall not alter any part affecting emissions, fuel/energy consumption, or maximum power. Onboard measurement devices shall be warmed up appropriately.

General: the test is carried out per 8.8.3–8.8.8 and 8.9–8.11 (Figure 23), stopped immediately if a powertrain warning indicator turns on. The following operational metrics, if present, are monitored and recorded throughout: (a) engine coolant temperature, (b) battery temperature, (c) transmission/gearbox oil temperature, (d) battery SOC, (e) electric machine temperature. The manufacturer specifies the normal operating range for each.

Speed of maximum power: if not provided by the manufacturer, or if the Authority wishes to verify it, determine it by the procedure in Annex 5.

Vehicle conditioning: start data collection; operate the vehicle until the manufacturer-specified normal operating temperature ranges are reached and stabilised. Initial conditioning: in power-rating mode at 60 km/h at the vehicle road load for at least 20 minutes (or as recommended). Record the operational metrics at the end; re-condition during the test as needed.

REESS adjustment: monitor SOC during conditioning and adjust at the end to the SOC at which maximum system power is obtained (as recommended). Adjustment may use light regenerative braking or coasting in fixed speed mode; the charge rate is monitored and limited to avoid battery overheating or de-rating.

Vehicle operation: for vehicles with driver-selectable modes, select and record the mode for which a rating is desired (power-rating mode). Place the dynamometer in fixed speed mode and set it to the speed of maximum power; allow it to stabilise.

Power test: give the maximum accelerator pedal command (by pedal position or vehicle network) for at least 10 s, as rapidly as possible. If needed, vary the command beforehand as recommended (e.g. kickdown). With driver-selectable gears, select the gear recommended for a typical driver to achieve maximum power; special non-typical modes are not permitted.

Repetition of power test: repeat for a total of five repetitions (Figure 23); before the 2nd and subsequent repetitions, adjust the REESS per 8.8.4. Monitor temperature-related metrics during all repetitions and re-condition between repetitions if necessary.

End of vehicle running: record the operational metrics; then stop the vehicle and measurement devices.

General: for the 2nd–5th repetitions, analyse the time series to compute peak (3.5.9) and sustained (3.5.10) power. The 10-second window begins when the accelerator command reaches maximum and the gear ratio has been constant for at least 10 s. The rating is the mean of the four repetitions; the variation of each is recorded and should be within ±5% of the mean; if too large, check settings and repeat; if not reducible, the rating is subject to Authority approval.

TP1 — ICE reference point: determine ICE power from the full-load power curve as a function of engine speed (the curve derived from the applicable engine standard — ISO 1585:2020, UN R85, or SAE J1349 — measured steady-state). If |measured fuel flow − certification| < 5% and |gauge pressure − certification| < 5% of the certification intake manifold pressure, use the curve value at the measured engine speed; otherwise re-test under the observed conditions. Linear interpolation may be used between measured speeds.

TP1 — electric machine, REESS output measurement: Ri [kW] = (U_REESS × I_REESS / 1000 − P_DCDC − P_aux) × K1, where P_DCDC is the 12 V DC/DC converter power (1.0 kW or measured) and P_aux the power to REESS-powered HV auxiliaries other than P_DCDC (measured or estimated; estimate subject to Authority approval). System power = Σ Ri.

TP1 — electric machine, inverter input measurement: Ri [kW] = (U_input × I_input / 1000) × K1.

TP2 — calculation: system power = Σ Ri, where Ri = P_axle / K2 and P_axle [kW] = (2π × axle speed[rev·s⁻¹] × axle torque[Nm]) / 1000.

TP2 — ICE power correction: the ICE power portion shall be corrected per ISO 1585:2020 §6 (or the equivalent of the applicable standard) if the reference atmospheric/temperature or automatic-control conditions cannot be fulfilled.

TP2 — corrected rating: where TP2 does not yield a distinct P_ICE (e.g. power-split, Figure 24): (a) identify the summed reference-point set including the ICE point; (b) perform TP1 to determine the non-ICE portion; (c) P_ICE = P_summed − P_summed,non-ICE; (d) correct P_ICE per ISO 1585:2020 §6; (e) corrected system power = Σ(non-ICE reference points) + P_ICE,corrected.

Interpretation of results: the manufacturer's stated peak/sustained system power is accepted if it does not differ by more than ±5% from the value measured by the Technical Service. The parameters/conditions at which peak or sustained power is reached are referenced in Annex 1 Appendix 1.

Internal validation: the implied downstream efficiency between the reference point(s) and the road shall not exceed 1, computed as the dynamometer 8–10 s average power divided by the sustained system power (before any 8.9.3.3 correction).

Only vehicles that are the same with respect to all of the following elements may be part of the same vehicle type: (a) powertrain system configuration, including number, type and mechanical arrangement of power sources and operating strategy; (b) ICE power rating; (c) net power and construction type (e.g. asynchronous, synchronous) of all electric machines and the type of electric energy converter(s) between the electric machine(s) and the battery; (d) type of battery cell (format, capacity, voltage, chemistry); (e) type of battery pack (configuration: number of cells in series and mode of connection); (f) nominal voltage of the battery; (g) maximum current of the battery; (h) type of vehicle (PEV, OVC-HEV, or NOVC-HEV). At the manufacturer's request, with Authority approval and appropriate technical justification, deviation from the above criteria is allowed.

Within a vehicle type, vehicles having the same characteristics with respect to their evaluation for system power may be grouped into vehicle families.

Identification of families for type-approval: to differentiate between different families within the same vehicle type (e.g. when different K-factors do not affect the parameters in paragraph 9.1), the manufacturer may specify a unique identifier of the format SP-nnnnnnnnnnnnnnn-WMI, where nnnnnnnnnnnnnnn is up to fifteen characters (0-9, A-Z, '_') and WMI is the world manufacturer identifier per ISO 3780:2009. The WMI owner ensures the combination is unique to the family.

Every modification of the vehicle type shall be notified to the Type Approval Authority that approved the vehicle type. The Authority may then either (10.1.1) or (10.1.2):

Consider that the modifications are contained within the families covered by the approval or are unlikely to have an appreciable adverse effect on the Type Approval values, in which case the original approval remains valid for the modified vehicle type; or

Require a further test report from the Technical Service responsible for conducting the tests.

Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 5.3 to the Contracting Parties to the Agreement which apply this Regulation.

The Type Approval Authority issuing the extension of approval shall assign a series number to the extension and inform the other Contracting Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex 2.

Extension of an approval: an existing type approval may be extended, e.g. by adding new vehicle families. The added families must also fulfil the requirements of paragraph 9.1. This may require further verification by the Type Approval Authority (e.g. when different K-factors apply).

Conformity of production: requirements for power determination of propulsion energy converters are covered by UN Regulation No. 85 §6; compliance with R85 CoP for all converters is considered sufficient. Absent R85 approvals, the manufacturer shall demonstrate compliance with R85 CoP.

Penalties: approval may be withdrawn for non-conformity; withdrawal is notified to other Contracting Parties via Annex 2. Production definitively discontinued: the approval holder informs the Authority, which notifies other Parties via Annex 2.

Introductory provisions: from the date of entry into force, Contracting Parties applying this Regulation and also UN R85 may refuse R85-based approvals for in-scope vehicles not also approved to this Regulation. Authorities: Parties communicate to the UN Secretariat the names and addresses of the Technical Services and Type Approval Authorities.

Annex 1: Engine and vehicle characteristics and information document (with an Appendix for the test report; drawings to appropriate scale in A4). Annex 2: Communication form (approval/extension/refusal/withdrawal). Annex 3: Arrangements of the approval mark.

Both TP1 and TP2 transform a set of measurements into a system power rating referenced to one or more reference points. The reference point is the point in the electrified powertrain closest to the engine output shaft of a conventional vehicle, defined in 3.5.3 as where the mechanical energy driving the wheels is first produced. For complex powertrains the reference points may depend on the operating mode or the rating sought.

Parallel architecture (Figure 25): reference points are generally (a) R1 at the engine and (b) R2 at the electric machine, which drives the engine output shaft directly. Both TP1 and TP2 are applicable.

Power-split architecture (Figure 26) often uses planetary gear sets; reference points R1 and R2REESS. TP1 determines R1 from engine speed/manifold pressure/fuel flow (full-load curve) and R2REESS from the REESS measurement with K1; TP2 is not applicable.

Pure series architecture (Figure 27) has no mechanical engine-to-road connection; reference points R1 and R2REESS. TP1 is performed as for the power-split case; TP2 is not applicable.

Where two or more axles drive the vehicle under the maximum power condition, both axles are tested simultaneously; TP1 determines R1 from engine measurements and the electric-machine reference points from inverter inputs with K1 factors. For other architectures not listed, the reference points and applicability are determined by the manufacturer and the responsible authority.

The speed of maximum power (3.5.5) is the speed at the maximum of the power-speed relationship (Figure 29). It is determined by the manufacturer or the Authority by operating the vehicle at a series of fixed dynamometer speeds spaced closely enough to identify it with sufficient confidence; at each operating point the power is taken from dynamometer data or from torque × speed. The result is reported as an integer in km/h. Where the manufacturer has specified it and verification is desired, test at points above and below the specified speed (Figure 30).