GRPE-71-03 (GFV amendment R115 LPG & CNG retrofit)
4. The proposed amendment has been discussed, agreed and it was approved by the GFV. The proposal is made only to simplify the communication model for gaseous fuel vehicle approval. The amendment is designed to avoid having the manufacturer calculate the CO2 figure for each engine family. The new proposal uses a CO2 ratio for all the engine families so the CO2 and power figure are proposed to be removed. This idea does not represent a loss of information but only a simplification for the manufacturers of the retrofit kits. The proposal will be explained and justified at the full GRPE later this week as an informal document.

ECE-TRANS-WP29-GRPE-2015-13e (VPSD) (although gaseous fuel definitions are not yet included) and GFV-40-03
5. There is still a lot of work being done on the other definitions in the first phase dealing with various propulsion systems. GFV had provided VPSD with a set of definitions and the Chairman responded with his comments. On 11th May the GFV reacted to the VPSD comments and then developed refinements based on those comments and returned them to the VPSD for their further consideration. The VPSD chairman suggested that the gaseous fuel vehicle definitions must be ‘technology neutral’ and generic as possible. The GFV provided input on definitions for bi-fuel, dual-fuel, mono-fuel, and flex-fuel gaseous fuel vehicles.

6. The European Commission commented that the GFV use of ‘compression ignition’ in its original definitions was not ‘neutral’ enough. The new version of the definitions refer only to a ‘propulsion energy converter’, which is terminology adopted by the VPSD as an engine/motor. The thinking is to provide a generic definition at first and then to narrow it or make it more specific if it is required in some regulations. GFV provided optional definitions as ‘preferred’ and ‘acceptable’. The Commission indicated that, for dual-fuel the GFV’s ‘acceptable’ definition likely is one that can be used.

7. Question was raised how the Commission feels about the removal of ‘compression ignition’ but leaving in that ‘one fuel ignites the other’. The Commission expressed interest that this might be a reasonable approach.

8. India asked if the dual-fuel definition also is applicable to a ‘limp-home’ option in the dual-fuel energy storage system. The Chairman said that that this issue was fully discussed and that the GFV had settled on the more simplified approach.

9. India felt that the ‘limp home’ option in a gaseous fuel mono-fuel vehicle has to be an established part of the definition.

10. European Commission indicated that regulations 49 and 83 also have allowances for the limp-home mono-fuel vehicle. Mr. Rijnders indicated that there also are some other technical details of systems (like bi-fuel vehicles that can run on petrol/gas simultaneously).

11. These definitions are designed to be generic but not to replace the definitions in existing regulations. These new definitions would be aimed at new Global Technical Regulations. The new definitions should be clear but also to allow some of the variances and more detail as might be required in a particular regulation for clarification of specifics.

12. The Commission indicated that a definition might be changed in an amendment or made into an explanatory note. The substantive requirement of the definition should be in place.

13. During the second phase of discussions at the VPSD it should be noted that some additional requirements might be made so it is still within the scope of bi-fuel and dual-fuel vehicles in new regulations.
14. Question is whether the explanatory remarks being discussed now will be added to the VPSD. Mr. Rijnders indicated that this will be discussed when the VPSD enters its second phase of work. This document is only an internal GFV document.

15. Question is raised if other groups in the United Nations, like the International Maritime Organization, would be consulted for their input? Answer (by the Commission) is that the idea of harmonization and the use of these definitions will be included in safety and environmental regulations and at some future date other parts of the UN dealing with these issues will be considered.