Proposal of amendments to the light vehicle emissions GTR (WLTP) pursuant to the “phase 2” mandate of the WLTP informal group. This proposal is also available in a marked-up version with changes tracked in word and pdf formats.

Proposal of a consolidated revision of UN R96 to align the UN Regulation with Regulation (EU) 2016/162 concerning gaseous and particulate pollutant emission limits and type-approval for internal combustion engines for non-road mobile machinery.

Proposal for amendments to GTR 19 pursuant to the “Phase 2” mandate of the WLTP informal group. This proposal addresses the evaporative emissions test procedure for sealed fuel tank systems. Versions of this proposal highlighting the changes are available in word and pdf formats.

Proposal to clarify the wording of the determination of the net power for electric motors and to correct an error in the formula presented in paragraph 5.4.2. Diesel engines – Factor αd. The parameter “f_m” in the equation should be a superscript (e.g., meaning “to the power of f_m”). Through a transcription error, this factor was rendered in normal text.

Proposal to clarify the text with regard to the extension of approvals for category N vehicles in order to avoid a possible misinterpretation that extensions may not be granted to vehicles with a reference mass greater than the mass of the type-approved vehicle.

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 or as a function of the average driving range with a complete tank of fuel.

Report on the development of Amendment 4 to GTR 15. Amendment 4 is part of the second phase development of the GTR mandated to:

1. Introduce definitions of response time, delay time and rise time harmonized with those in GTR Nos. 4 and 11
2. Introduce improvements to the gear shifting procedures
3. Ensure consistency in the use of the terms accuracy, precision, resolution, tolerance, repeatability and deviation
4. Address bi-fuel and bi-fuel gas vehicles in accordance with UN R83
5. Clearly define the appropriate positioning of payload mass (25 kg plus the mass of vehicle load)
6. Correct terminology such as “classes of rolling resistance coefficients”
7. Correct minor spelling and/or punctuation mistakes, and restructuring some paragraphs
8. orrect some equations and to make them all consistent with Word’s use of mathematical symbols
9. Exclude all Rechargeable Electric Energy Storage Systems (REESSs) that do not contribute to vehicle propulsion from monitoring
10. etter define the purity of certain gases such as nitrogen and synthetic air
11. Define more specifically the difference in mass of CO2 during charge sustaining between the test with the highest and lowest positive and negative electric energy charge

Proposal to improve the “random check requirement” and define the rounding of test results calculated according to Annex 4A in the 05 series of amendments.

Proposal to improve the Engine Control Unit (ECU) torque signal validation requirement in the 06 series of amendments to R49 with regard to dual-fuel or flex-fuel vehicles. Under the regulation, the ECU torque information can be calibrated only to one fuel’s heat value (usually the basic reference fuel) even though the heat value of the alternative fuel is different. In order to increase the accuracy of the torque values used for calculating the emission results during in-service conformity testing, OICA proposes to change the provisions to either:

1. Demonstrate that both fuels comply because the ODB system is able to detect the fuel used, or
2. Determine the torque deviation caused by the alternative fuel heat value compared to the standard fuel and apply this correction factor to calculate a more accurate power signal for the emission calculation.