Japan comments in relation to the EU submission WP.29-174-09.

OICA proposal to explore the possibilities for harmonizing RDE procedures adopted around the world.

Proposal to establish a WP.29 program to develop a UN GTR specifying a methodology for determining the real driving emissions of light-duty vehicles based on the European RDE methodology appropriately adapted for specific regional traffic conditions and boundaries.

Update of document WP.29/2018/80.

Draft terms pursuant to the first RDE informal group session.

Working draft text pursuant to the second RDE informal group session. The draft is also available in a marked-up version.

Submission by the secretariat revising the timeline of ECE/TRANS/WP.29/AC.3/51 to reflect the updated timeline, as agreed during the seventy eighth session of GRPE in January 2019.

Version with OICA comments.

Draft including Korea option and OICA comments based on the document pursuant to the 4th RDE informal group session.

Commented working draft version 3 versus version 2.

Proposed list of UN Regulations applicable to IWVTA Phase 2 (2018 – 2022).

Supersedes RDE-07-06.

Supersedes RDE-07-07.

Comparison against draft GTR.

Korean study of the exhaust emission level and engine control characteristics during EURO-VI Vehicle use a combination of EGR System & exhaust after treatment devices (LNT, SCR etc.). Comparison of test methods between NEDC, WLTP and RDE modes.

GRPE to consider the draft developed text of UN GTR on Real Driving Emissions by the RDE IWG

GRPE to consider the progress report from the Chairman (EC) of RDE IWG

This draft regulation from the RDE IWG aims at providing a worldwide harmonised method to determine the levels of Real Driving Emissions (RDE) of gaseous compounds and particles from light-duty vehicles.

Appendices concerning “assessment of overall trip dynamic using the moving averaging window method”, “calculation of the final RDE emissions results”, and “assessment of excess or absence of trip dynamics”.

Proposal from the European Commission and Japan for a new UN Regulation based on discussions with the Informal Working Group on Global Real Driving Emissions.

Draft text with OICA comments.

Web conference held on 11 May 2020.

This document is a first draft to restructure the most recent version of the RDE GTR (“20200216_GTR_RDE_draft_9b_JRC.docx”) to align, where appropriate, with the structure developed for UNR RDE (GRPE/2020/15 as amended by GRPE-81-16). The document also identifies where the requirements/provisions in the GTR were updated for the UNR – for decision as to whether the UNR provisions should be incorporated into the GTR.

GRPE proposal for a new UN Regulation on uniform provisions concerning the approval of light duty passenger and commercial vehicles with regards to real driving emissions (RDE).

Document also available in PDF and word versions with track changes
http://www.unece.org/fileadmin/DAM/trans/doc/2020/wp29grpe/GRPE-81-16e_track.pdf
http://www.unece.org/fileadmin/DAM/trans/doc/2020/wp29grpe/GRPE-81-16e_track.docx

Working draft informal document for presentation to the 82nd (January 2021) GRPE session.

Proposal from the informal working group on Periodical Technical Inspections to replace “visual” by “visible” with regard to the observation of excessive smoke emissions.

Proposal suggests that 2 new series of amendments are necessary: 83.08 to cover ISC for the WLTP Test and 83.09 to add ISC for the new UNR „RDE“ (which also has no ISC requirements) because Contracting Parties should be free to apply UNR 154 and UNR "RDE“, each with or without ISC without connection
A Contracting Party applying UNR 154 and UNR 83.08 but not UNR "RDE“ would be obliged to conduct or at least monitor RDE ISC in the absence of 83.09

Evaluation of alternative statistical procedures for the evaluation of in-service conformity emissions tests under the real-driving emissions (RDE) regulation.

The presentation by the experts from UTAC/CERAM on the introduction of comprehensive, simple rating information to consumers, fleet operators and other stakeholders

Proposal by the USA, European Union, Japan and the Republic of Korea to request revision of the authorization to develop a future proof global technical regulation of Real Driving Emissions based on Phase 2 work by the RDE informal working group.

Summary report discussing implications for developing a commercial passenger bus event data recorder (EDR) standard, focusing on the feasibility of equipping heavy vehicle event data recorders (HVEDRs) in motorcoaches, buses and school buses.

This document is also available with tracked changes in word format and pdf version.

Proposal to update the previously adopted text (GRPE/81/Add.2 and in document WP.29/2020/120) with changes introduced into European legislation on RDE. This document is available with tracked changes in pdf version and docx format.

Proposal to clarify and improve the text of the new Real Driving Emissions type approval regulation per the following justifications:

1. In paragraph 3.3.7. the text in brackets is a repeat of content in an Annex. It is good practice to keep definitions to one sentence where possible. Adding “of the tested vehicle” avoids any confusion with family test mass definitions.
2. The syntax of the term “power-to-mass-ratio” (with hyphens between all words) should be consistent throughout the document.
3. Where a requirement only applies to the approval authority which issued the approval this should be made clear in the text.
4. Additional to the technical specifications listed in Annex 5, the Regulation assumes measurement accuracy of PEMS equipment. It therefore appears reasonable that the PEMS equipment is required to also deliver these measurement accuracy.
5. As vehicles are designed to be driven predominantly forwards, and rearwards driving although normal practice is an exceptional situation, the possibility to drive rearwards for extended periods should be removed.
6. “Velocity” as a physical term is a vector and has to be accompanied by a direction. For clarity this should be replaced with “speed”.
7. A large (> 20 K) ambient temperature difference between one day and the next is not representative of real life and can result in unrepresentative catalyst performance. The possibility of a preconditioning at 23 °C followed by a test at below freezing should therefore be removed.

Proposal to introduce levels in the draft new UN Regulation on Real Driving Emissions type approvals based on the following:

1. Since RDE testing has been introduced in the European Union, there has been criticism of the difficulties encountered when planning a valid RDE test.
2. This situation would be worsened by introducing the requirement for a test to be suitable for analysis according to both 3-phase and 4-phase concepts.
3. As levels have already been introduced in Regulation No. 154 and these are becoming accepted and understood by technical services and approval authorities, the introduction of these levels in this Regulation would be a clear alignment.
4. As the temperature boundary conditions from this draft Regulation are already being transposed into European legislation, OICA members see no need to differentiate between boundary conditions for the proposed levels.
5. The inclusion of these few amendments would return the planning burden to that currently experienced in the EU, at least for markets which apply the 4-phase WLTP concept.

Additional information concerning the 08 series of amendments pursuant to UN R154 (WLTP) and work on real-driving emissions testing.

Proposal to ensure consistency in the vehicle categories within scope across emissions regulations and with regional requirements within Europe.

1. The current scope of the proposed UN Regulation on RDE (GRPE/2023/3) does not cover all vehicle categories within scope of other UN emissions regulations relevant for light duty vehicles and is inconsistent with regional legislation within the UK and Europe.
2. The proposed amendment seeks to allow Contracting Parties to optionally apply this regulation for vehicle category N2 and for M2 vehicles above 3,500 kg technical permissible maximum laden mass when the reference mass is below 2,610 kg. This would enable equivalent coverage of the scope to regional requirements in Europe and the acceptance of a full UNECE emissions regulation package for those vehicle categories in that region.
3. Provisions relating to the extension of type approvals to vehicles with a reference mass not exceeding 2,840 kg have also been applied to categories M2 and N2 where Contracting Parties are applying the broader scope of vehicle categories.