Working draft of the text to introduce type approval provisions of fuel selection system.

Draft text to introduce type approval provisions for “valve control at stop-start”.

Document prepared for GRPE consideration following the approval by GRSG of amendments proposed by the LNG Task Force to introduce provisions for LNG systems into UN Regulation 110 (document GRSG/2013/7). This document concerns LNG holding time and the potential for methane release (i.e., venting from boil-off).

Overview of liquefied petroleum gas direct injection systems in dual fuel vehicles and implications for the amendment of UN R67.

Presentation on the aims of the proposal, to be considered at the June 2013 GRPE session, for a new UN Regulation concerning LPG (liquefied petroleum gases) or NG (compressed natural gas/bio‐methane/liquefied natural gas) dual fuel retrofit systems to be installed in heavy duty diesel applications.

13. In earlier discussions it was decided that the heavy duty D-F retrofit regulation would be created as an entirely new regulation and not part of an existing one (for example, R.115). Also discussed was the idea to expand the regulation to apply to off-road and agricultural vehicles.

14. Alberto Castagnini (AEB) made a revised PowerPoint presentation on behalf of AEGPL, based on the originally circulated presentation from GFV 26, which was not made due to lack of time (based on GFV 26-07, retrofit heavy duty dual-fuel systems). The revised version now includes agricultural and forestry tractors as well as non-road mobile machinery in the title.

15. Mr. Rijnders commented that we will have to take into consideration at first only the HD road vehicles, with other non-road vehicles in the regulation’s title to be considered at a later time. Other regulations covering these vehicles (or their engines) must be reviewed to see if they are impacted. Also we have to bring forth a suggested change that R.115 applies only to light-duty vehicles.

16. Mr. Renaudin agreed with this approach. He indicated that the new regulation should address the type approval of retrofitted engines rather than of retrofit systems because a gas retrofit system introduces several modifications to the original engine system, for instance , in comparison with Retrofit Emissions Control (REC) systems. Furthermore, there must be details and solid principals that apply to the other non-road vehicles and these may originate from the first round of retrofit regulations that will be created.

17. Mr Piccolo noted that also RECs -other than very simple passive filters- introduce relevant modifications to the engine system. Just for this reason, REC regulation provides proper requirements on that aspect as well as R 115 does in the case of gas retrofits. Retrofit-system-type-approval approach is applied in both regulations, and modifications to the original vehicle/engine are taken into account and properly validated. Mr. Piccolo added that a retrofitted engine would be considered as a new engine, i.e. a “new type”. Hence, at least in EU, the “new engine type” will have to comply with the latest emission stage, even if the base diesel engine conforms to previous stages, which he indicated could impede de facto the retrofitting.

18. As for the inclusion of non-road vehicles, Mr. Cagnoloti proposed to include them in the first instance due to the fact that the engines and operational principles are the same.

Draft new Regulation on uniform provisions concerning the approval of specific LPG (liquefied petroleum gases) or NG (compressed natural gas/bio-methane/liquefied natural gas) dual fuel retrofit systems to be installed in heavy duty applications equipped with Compression Ignition engines.

3. The 23 May 2013 minutes have been put on the website but due to the short notice since the last meeting we can adopt the minutes at the next meeting. Alternatively, with no comments or objections, the minutes are adopted. If anyone has comments changes can be noted at the next GFV meeting.

4. In the last meeting, GFV-26, some modifications to the amendments to Annex 4A were made, many of which were editorial. Type 3B engines in the D-F mode and the ETC cycle was discussed but needs further discussion.

5. Mr. Renaudin reviewed the amendments that were discussed at GFV-26 to Annex 4A sections. (These can be seen in GFV 26-09 or, in the document format, in the GRPE document ECE/TRANS/WP.29/GRPE/2013/7.) Also, as in the Euro VI, R.49 amendments the formulae ‘decimal separator’ (comma or period) were changed.

6. Mr. Dekker (TNO) has made some changes Annex 11 Appendix 4 but 4B is in better form than the current Annex 4A. Reference to Annex 4A was added with reference in Annex 4B. The changes are complicated by the fact that one has to look at both Annex 4A and 4B. If people have time to look at this to identify any mistakes Mr. Dekker would be interested in getting comments.

7. G-20 is not referenced in Annex 5 but now is amended to include it. Testing in ESC the same limits will be applied as a diesel engine but due to the discrepancy between gas and diesel on ETC takes into consideration a non-methane hydrocarbon (NMHC). Mr. Renaudin explained that the diesel principle is kept intact and the proportionality is indicated. The Figure 1 chart showing THC, CH4 and NMHC is corrected from the last meeting. (Illustration of the HC limits in the case of a HDDF Type2 engine operating in dual-fuel mode during the WHTC cycle (natural gas dual-fuel engines).

8. Mr. Stein (Daimler/OICA) indicated that the text must be changed in Annex 4B for type approval purposes and the change may have to be confirmed by the GRPE.

9. Mr. Rijnders indicated that the documents (Euro V) were sent to GRPE but now we realize there are some sm all corrections needed. He asked if the original document can remain as a formal document or if, due to corrections needed does this change the document, to become an informal document?

10. Mr. Stein suggested that if Annex 4B needs to be changed then the document could not be a final. This is a type approval document and without some of the suggested changes it would be difficult to be useful.

11. Annex is used only for calculations. Annex 4B is usable only based upon the use of Annex 4A, for dual-fuel engines.

12. Mr. Rijnders asked if the GFV agrees to explain to the GRPE the document with the small corrections made today (the graph and improved flexibility). There are no objections so the document will be brought to the GRPE for adoption.

4. Minutes of the 26th meeting of the GFV (23rd May in Brussels) were provided to 27th GFV with very short notice, so Mr. Rijnders asked to ‘re-approve’ the minutes of that meeting. These minutes were approved without comments as well.