Adopted technical report on the development of draft Amendment 2 to global technical regulation No. 15 on Worldwide harmonized Light vehicles Test Procedures (WLTP).

Adopted technical report on the development of the draft new global technical regulation on evaporative emissions test procedure for use under the Worldwide harmonized Light vehicles Test Procedure (WLTP EVAP).

WLTP informal working group refinements to the amendment proposal.

Complete version of GTR No. 15 including the proposed Amendment 2 (GRPE/2017/7) and latest refinements by the WLTP informal group (GRPE-74-02). Amendment 2 corresponds to phase 2a development of the GTR, including the following modification to the text:

1. If an alternative value is applied for a parameter, such as a higher n_min_drive or an ASM, this parameter value has to be the same within an interpolation family (Paragraph 5.6.1.).
2. The mass in running order used for the calculation of the power to mass ratio is replaced by mass in running order minus 75 kg (paragraph 1. of Annex 1).
3. Idle engine speed n_idle is removed from the power curve measurement requirement (paragraph 2. of Annex 2).
4. The additional safety margin (ASM) value may be decided by manufacturer rather than the prescribed exponential curve (paragraph 3.4. of Annex 4).
5. The number of decimal place of road load coefficients is defined (paragraph 2.4. of Annex 4).
6. Additional restrictions are set to the application of the split run method for coastdown testing (paragraph 4.3.1.3.4. of Annex 4).
7. Specific data rejection criteria are added (paragraph 4.3.1.4.3. of Annex 4).
8. The “delta method” for road load determination is added (paragraph 6.8. of Annex 4 and other paragraphs. See section 4.4.25.for more detail).
9. The roller radius correction factor is modified(paragraph 6.6.3. of Annex 4).
10. The allowable combination of the test vehicle selection and family requirements are further clarified (paragraph 4.2.1.3. of Annex 4 and other paragraphs of Annex 4).
11. Provisions for an additional cooling fan are included(paragraph 1.1.5. and 1.1.6. of Annex 5).
12. The correction of measurement/recording frequency requirements are specified (over several annexes).
13. Calculation of the n/v ratio is defined (paragraph 8. of Annex 7).
14. The stepwise procedure for calculating the final test results of OVC-HEVs is added (paragraph 4.6. of Annex 8).

Official technical report detailing the rationale and decision-making behind the development of Amendment 2 (Development Phase 2a) of GTR No. 15.

Proposal to correct and clarify the text, including to

1. correct the constants for equation (34) to calculate exhaust mass flow using carbon balance method,
2. correct constants used for CVS verification,
3. correct the formula for regression analysis according to Annex 4, Appendix 3, and
4. correct the rise time (to 3.5 s from 2.5 s) for the PEM analyzers under paragraph A.2.2.1. of the 06 series.

Comprehensive amendment of document GRPE/2017/6 to align UN R49 with the latest amendments of EU Euro VI legislation (Reg. EU 2016/1718), including

1. OBD equivalency option for light commercial vehicles to be continued with step ‘D’,
2. editorial corrections (incl. keeping optional THC PEMS measurement for gas engines),
3. implementation dates in Appendix 9 table 1 (2016/1718) and Annex 3 table 1 (R49),
4. implement rejection note for retroactive applicability with regard to in-service conformity (paragraph 13.4.),
clarification of type approval provisions for ‘new vehicle types as of 2017’,
5. deletion of infeasible requirement related to the PEMS test (“…void if … no valid windows left in urban only”), second part of sentence in Annex 8, Appendix 1: A1.4.2.2.2.2.
6. deletion of inconsistency between work based window and CO2 mass based method regarding valid integration windows (A.1.4.2.2.2.2. versus A.1.4.3.1.2.2).

Pursuant to the development of a GTR on evaporative emissions under the WLTP informal group, ETRMA presents its views on the draft procedure in order to clarify the role of tyres.

Regulation (EU) 2016/1628, also known as the NRMM Regulation or Stage V Regulation, restructures the EU regulation of non-road mobile machinery ranging from lawn mowers to snow mobiles to bulldozers, but excludes agricultural machinery (to be subjected to a separate EU regulation). In order to maintain the alignment between UN Regulations on emissions and EU emissions regulations, the EC proposes GRPE work on a new series of amendments to UN R96 (and by extension UN R120) for publication in 2018.

In line with the need to update UN R96 in response to the new EU Stage V NRMM regulation, Regulation (EU) 2016/1628 would impact UN R132. Therefore, EUROMOT recommends updating UN R132 in parallel with UN R96 and UN R120. In particular, EUROMOT proposes establishing a specific annex to UN R132 in light of the similar stringencies of EURO VI heavy duty emissions requirements and those of NRMM Stage V that would specify all the necessary additional requirements for Stage V (in a manner similar to the existing Annex 12 for emission levels equivalent to the 06 series of amendments of UN R49).

The subject documents would permit Contracting Parties applying UN R83 and/or UN R101 and which have transposed GTR No. 15 (WLTP) into their local legislation to refuse to accept type approvals granted under the UN R83 and/or UN R101 as a compliance alternative to their national/regional legislation (i.e., aligned with GTR No. 15). OICA proposes to clarify the intent by deleting allusions to the measure as a form of derogation, to replace the phrase “may no longer accept” with “may refuse”, and to introduce a sunset clause to noting that the measure is intended as a stop-gap until such time as GTR No. 15 has been transposed into the corpus of UN Regulations.

European Commission report on the effort to transpose the GTR on light vehicle emissions into UN type approval regulations, including handling of current UN Regulations on emissions (notably, UN R83 and UN R101) and process for implementing the WLTP requirements.

Agenda updated to included latest document submissions.

Pursuant to GRPE discussions, the proposal adds the following paragraph to the amendment:
“At the manufacturer’s request, type approval granted under this Regulation may be extended from vehicles mentioned above to special purpose vehicles of categories M1, M2, N1 and N2 regardless of their reference mass. The manufacturer shall demonstrate to the Type Approval Authority which granted the type approval that the vehicle in question is a special purpose vehicle.”

Proposal to ensure that all replacement pollution control devices conform with the intent of UN R49 and to align UN R49 in this regard with Regulation (EU) 2016/1718. CLEPA proposes the establishment of a new annex under UN R49-05 R.49-05 to restrict the approval of a replacement device to one that “enables the engine and vehicle to comply with the rules with which it was originally in compliance”.

Report on the status of the International Whole Vehicle Type Approval program with regard to regulations under the purview of GRPE.

Proposal to restrict the application of CO2 specific emission limits only to NMHC and CO emissions (back-to-back comparison of NOx and PM to apply under the regulation in any case). The proposal also aligns the text where applicable with the intent of paragraph 2.3.15.: “R49 original emission limits” means the emission limits as defined in Regulation No. 49 to which the original engine system was approved."

Proposal to allow the use of compliance assessments of vehicles with a reference mass less than 2,610 kg in extending the type approval to special purpose vehicles (including armoured ones) having a reference mass exceeding 2,840 kg. This proposal would align UN R83 with provisions of European Directive 2007/46/EC.

Text prepared by the Evaporative emissions Task Force of the WLTP informal working group in line with Phase 2 of its mandate (ECE/TRANS/WP.29/AC.3/44). The WLTP referred to a first draft of this proposal (GRPE-73-12) at the seventy-third session of GRPE (see report ECE/TRANS/WP.29/GRPE/73, para. 12).

During the June 2016 GRPE session, AEGPL raised concerns regarding the back-to-back approach for the simplified test of retrofitted dual-fuel engines because, in some cases, the hydrocarbons (HC) and/or carbon monoxide (CO) emission values of the original diesel engine are far below the emission limit (see GRPE-73 session report, para. 28). AEGPL proposed a solution in document GRPE-73-07. However the Netherlands is concerned that:

1. The emission performance of the selected diesel engine is not known (above or below the emission limit and how far from the limit);
2. Non-methane hydrocarbons (NMHC) emission cannot be disregarded because NMHC is an important air quality regulated pollutant emission; and
3. The diesel emissions of CO and HC could be far below the emission limit and hence a factor of two would not be sufficient while increasing this factor is problematic.

Contracting Parties and stakeholders have discussed a solution, presented in this proposal, to compare measured emissions of a retrofitted dual-fuel engine with the brake specific emission limits using a CO2 specific emissions approach. This proposal would amend the draft regulation pending before WP.29 (document WP.29/2016/110).

Proposal to adapt the 06 and 07 series of amendments to Regulation No. 83 to Selective Catalytic Reduction (SCR) warning and inducement systems to current vehicles, emissions requirements and reagent infrastructure. In light of further vehicle weight reduction for CO2 optimization and the resultant vehicle packaging challenges, diesel cars will likely have smaller AdBlue® reagent tanks. For passenger cars, the warning indicator to refill AdBlue® has to be activated at 2,400 km of remaining reagent range which could result in very frequent refills of smaller reagent tanks. This proposal would allow for reagent refill inducement warnings as a percentage of tank capacity. For heavy-duty vehicles, the warning has to be activated at least at a reagent level of 10 per cent of total reagent tank volume. The inducement system has to be activated at least at 2.5 per cent of reagent level.

Proposal to introduce provisions to align UN R49 with recently introduced stage D EU legislation in order enable manufacturers to continue to utilize the provisions in paragraph 4 of Annex 9A to approve light commercial vehicles with a light duty OBD architecture under this regulation. This proposal incorporates all of the provisions of the latest amendment to EU legislation. As stage D is unrelated to OBD, the proposal is to make stage C and all subsequent stages equivalent to EOBD 6-2.

Amended Phase 2a Worldwide Light vehicles emissions Test Procedure (WLTP). Versions of the amended GTR highlighting the changes to the original regulation are available in word format and pdf format. The amendments address:

1. If an alternative value is applied for a parameter, such as a higher n_min_drive or an ASM, this parameter value has to be the same within an interpolation family (Paragraph 5.6.1.).
2. The mass in running order used for the calculation of the power to mass ratio is replaced by mass in running order minus 75 kg (paragraph 1. of Annex 1).
3. Idle engine speed n_idle is removed from the power curve measurement requirement (paragraph 2. of Annex 2).
4. The additional safety margin (ASM) value may be decided by manufacturer rather than the prescribed exponential curve (paragraph 3.4. of Annex 4).
5. The number of decimal place of road load coefficients is defined (paragraph 2.4. of Annex 4).
6. Additional restrictions are set to the application of the split run method for coastdown testing (paragraph 4.3.1.3.4. of Annex 4).
7. Specific data rejection criteria are added (paragraph 4.3.1.4.3. of Annex 4).
8. The “delta method” for road load determination is added (paragraph 6.8. of Annex 4 and other paragraphs. See section 4.4.25.for more detail).
9. The roller radius correction factor is modified(paragraph 6.6.3. of Annex 4).
10. The allowable combination of the test vehicle selection and family requirements are further clarified (paragraph 4.2.1.3. of Annex 4 and other paragraphs of Annex 4).
11. Provisions for an additional cooling fan are included(paragraph 1.1.5. and 1.1.6. of Annex 5).
12. The correction of measurement/recording frequency requirements are specified (over several annexes).
13. Calculation of the n/v ratio is defined (paragraph 8. of Annex 7).
14. The stepwise procedure for calculating the final test results of OVC-HEVs is added (paragraph 4.6. of Annex 8).