UN R83 Supplement 12 (06 series) · UNECE Regulation No. 83 (ECE R83) — Uniform provisions concerning the approval of vehicles with regard to the emission of pollutants according to engine fuel requirements.
UN R83 — Supplement 12 to the 06 series of amendments
Supplement 11 → 12
- What changed
- New paragraph 14. gives alternative procedures for periodical regenerating systems, the Type V test, the Type VI test and the OBD test.
- Annex 14 now sets which operating mode is selected for Condition A and Condition B tests of hybrid electric vehicles.
- Appendix 6 adds minimum reagent tank capacities, and reagent levels at which the warning system may activate at the choice of the manufacturer.
- Why
- Annex 14 paragraphs 3.1.1. and 3.2.1. left a lot of room for interpretation, so the table is replaced with clear mode selection guidance.
- The alternative procedures of paragraph 14. allow WLTP results to be used, which saves significant testing burden for vehicles approved according to WLTP.
- Informal document GRPE-77-11, which amends Appendix 6, aimed at clarifying the Selective Catalytic Reduction (SCR) level warning provisions.
Q1What changed102 changes
Mono-fuel and bi-fuel gas vehicle definitions (paras 2.22.1., 2.23. and 2.23.1.)
The "mono-fuel gas vehicle" definition now says "nominal capacity" of the petrol tank, instead of "capacity". The "bi-fuel vehicle" definition now says "designed to run primarily on only one fuel at a time". The simultaneous use of both fuels is now "permitted in limited amount and duration"; before, it was "limited in amount and duration". A "bi-fuel gas vehicle" is now a bi-fuel vehicle where the two fuels are petrol (petrol mode) and either LPG, NG/biomethane, or hydrogen.
Alternative procedures (new paragraph 14.)
New paragraph 14. gives alternative procedures for periodical regenerating systems, the Type V test, the Type VI test and the OBD test. For periodical regenerating systems, the manufacturer may use WLTP results from Amendment 4 of UN GTR No. 15 instead of the Annex 13 procedure. For the durability test, the WLTP road load, inertia weight class and Type I test cycle may replace those of this Regulation (paragraph 14.2.). Additional provisions apply in each case.
Hybrid electric vehicle test conditions and operating modes (Annex 14, paras 3.1.1. and 3.2.1.1. to 3.2.1.4.2.2.)
Condition A and Condition B tests are now "started" with the given state of charge; before, they were "carried out" with it. Under Condition B in paragraph 3.2.1.2., the test is also carried out with an operating mode keeping the vehicle in charge-sustaining operating condition. In agreement with the type approval authority and justified by the manufacturer, the operation modes in paragraph 3.2.1.3.(a) to (c) are not considered for testing. Examples given are 'charge mode', 'maintenance mode' and 'mountain mode'. New paragraphs 3.2.1.4. to 3.2.1.4.2.2. set which operating mode is selected for Condition A and for Condition B. The table that gave the operating mode switch position, and its notes, are deleted.
Reagent tank capacity and start of the warning system (Appendix 6, paras 1.1., 1.2., 2.1. and 3.5.)
If the reagent tank can be easily replenished, a full tank must not need replenishing over an average driving range of 5 full fuel tanks. If it is not easy to replenish, the minimum tank capacity is at least equivalent to an average driving distance of 15 full fuel tanks. These capacity restrictions do not apply if the manufacturer chooses to start the warning system at least 2,400 km before the reagent tank becomes empty. At the choice of the manufacturer, the warning system may activate at the latest at level (a) or (b) of paragraph 3.5., whichever occurs earlier. Level (a) is a level expected to be sufficient for driving 150% of an average driving range with a complete tank of fuel. Level (b) is 10% of the capacity of the reagent tank.
Activation and deactivation of the inducement system (Appendix 6, paras 8.2., 8.3.1., 8.3.4., 8.4. and 8.6.)
The inducement system must now activate at the latest at a reagent level that depends on how the warning system was activated (paragraph 8.2.). Paragraphs 8.3.1.1. to 8.3.1.4. and 8.3.4.1. to 8.3.4.4. now set when engine restarts are prevented, in the "no engine restart after countdown" and "performance restriction" approaches. In addition, engine restarts are prevented immediately after the reagent tank becomes empty, if this occurs earlier. After engine restarts are prevented, deactivation needs the irregularities of paragraphs 4., 5. or 6. rectified, or added reagent meeting a criterion of paragraph 8.4. Paragraph 8.6. is deleted, and paragraphs 8.7. and 8.8. become 8.6. and 8.7.
Warning system, dosing interruption, instructions and frozen reagent (Appendix 6, paras 3.1., 3.4., 5.5., 6.2., 9.3., 9.4. and 10.)
The warning system now informs the driver when an abnormality is detected in the reagent dosing (paragraph 3.1.). Paragraph 5.5. now says "initiated by the engine system" where it said "demanded by the engine ECU". Paragraphs 9.3. and 9.4. now use "replenish" wording instead of "refill" wording. For frozen reagent, paragraph 10. now says "liquefied and ready for correct operation" instead of "available for use".
Particulate emissions, temperature sensor and test annex wording (para. 5.3.1.2.4., Annex 4A, Appendix 2, Annex 7 and Annex 8)
Particulate pollutant emissions are now also recorded from vehicles with direct injection petrol engines, not only compression-ignition engines (paragraph 5.3.1.2.4.). The temperature sensor before the volume measuring device now needs a response time of 1.0 second or less, instead of 0.1 s. Both values apply at 62 per cent of a given temperature variation; the value may now be measured in water or silicone oil. The accuracy and precision are now given as ± 1 °C instead of ± 1 K. Annex 7, paragraph 7.4.4.3. now says "purge test procedure" instead of "purge tat procedure". Annex 8, paragraph 3.2.1. now refers to "Table A4a/1 and Figure A4a/1" instead of "Table 1 and Figure 1".
Q2Why it changed
- Proposed by
- Expert from the International Organization of Motor Vehicle Manufacturers; expert from the European Commission
- Working party
- GRPE, 77th session (June 2018)
Reasons
Annex 14 paragraphs 3.1.1. and 3.2.1. left a lot of room for interpretation, which could lead to physically unreasonable interpretations. Condition B should reflect a charging balance neutral SOC balance, that is, only the energy used for vehicle propulsion. Text from WLTP was used as the basis, and the table under paragraph 3.2.1. is replaced with clear mode selection guidance.
Sources (5)
“Annex 14, paragraphs 3.1.1. and 3.2.1. define condition A and condition B under which an OVC-HEV shall be tested according to this regulation.”
“nevertheless leave a lot of room for interpretation which could lead to physically unreasonable interpretations of the legislation.”
“Condition B shall reflect a charging balance neutral SOC balance which means that it should reflect only the energy used for vehicle propulsion.”
“Legislative text from WLTP has been used as basis and reference for the amendment.”
“Amendment removes the table under paragraph 3.2.1. and replaces it with a clear mode selection guidance.”
New paragraph 14. was proposed to allow the use of WLTP-based Ki and Deterioration Factor (DF) factors, and of On-Board Diagnostics (OBD) demos. The influence of different test cycles on the factors is limited, and WLTP provides the more recent and robust testing. For a vehicle approved according to WLTP, using those results also for UN Regulations No. 83 and No. 101 approvals saves significant testing burden.
Sources (3)
“to adapt the provisions in UN Regulation No. 83 to allow the usage of WLTP-based Ki and Deterioration Factor (DF) factors as well as On-Board Diagnostics (OBD) demos.”
“The influence of different test cycles on the factors is limited, additionally the WLTP provides the more recent and robust testing.”
“In the case a manufacturer approves a vehicle according to WLTP, it saves significant testing burden, if that results can also be used for UN Regulations No. 83 and No. 101 approvals.”
The previous response time of 0.1 seconds at 62 per cent, measured in silicone oil, is beyond the capability of most readily available temperature sensors. The sensors that meet it, namely exposed junction thermocouples, have several disadvantages, such as challenges with meeting calibration accuracy and greater susceptibility to electromagnetic interference.
Sources (2)
“The current response time of 0.1 seconds at 62% measured in silicone oil is beyond the capability of most readily available temperature sensors.”
“The sensors that can meet this response time – namely exposed junction thermocouples – introduce several disadvantages of their own such as greater challenges with meeting calibration accuracy, greater susceptibility to electromagnetic interference”
Informal document GRPE-77-11 aimed at clarifying the Selective Catalytic Reduction (SCR) level warning provisions.
Source
“The expert from EC presented informal document GRPE-77-11, superseding documents ECE/TRANS/WP.29/GRPE/76 (Annex IV), ECE/TRANS/WP.29/2018/48/Add.1 and ECE/TRANS/WP.29/2018/49/Add.1, aimed at clarifying Selective Catalytic Reduction (SCR) level warning provisions.”
Proposer's reason (informal document GRPE-77-11)
With the focus on smaller AdBlue® tanks, the 2,400 km warning distance would equal a high percentage of tank volume across the diesel car fleet. Customers would need to refill the AdBlue® tank at nearly every other refuelling stop. 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 heavy-duty warning and inducement requirements provide a reasonable starting point, which should be taken over as an option for the manufacturer. The provisions should permit the manufacturer, in agreement with the Type Approval Authority, to determine the starting point for warning and inducement system activation. The starting point should be within reasonable limits for the vehicle type, to avoid unsatisfied customers facing frequent and untimely warning messages.
Submitted by Expert from the European Commission. Working party adoption: ECE/TRANS/WP.29/GRPE/77, para. 11.
Sources (6)
“With the necessary focus on smaller AdBlue® tanks, the current warning scenario distance of 2,400 km would equal a high percentage of the total reagent tank volume across the diesel car fleet”
“would result in customers needing to refill the AdBlue® tank at nearly every other refuelling stop.”
“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 warning and inducement requirements for heavy-duty vehicles provides a reasonable starting point, which should be taken over into the Euro 6 legislation as an option for the manufacturer.”
“The provisions should permit the manufacturer in agreement with the Type Approval Authority to determine the starting point for warning and inducement system activation within reasonable limits for the vehicle type”
“to avoid unsatisfied customers facing frequent and untimely warning messages.”
Document trail
- 2018-03ProposalECE/TRANS/WP.29/GRPE/2018/13Proposal by the expert from OICA for paragraph 2.22.1.
- 2018-03ProposalECE/TRANS/WP.29/GRPE/2018/14Proposal by the expert from OICA on the selection of driving modes for testing OVC-HEVs
- 2018-03ProposalECE/TRANS/WP.29/GRPE/2018/15Proposal by the expert from OICA to allow WLTP-based Ki and DF factors and OBD demos
- 2018-03ProposalECE/TRANS/WP.29/GRPE/2018/18Proposal by the expert from OICA on the Constant Volume Sampling system temperature sensor response time
- —Amended in sessionGRPE-77-02Amendments by the expert from the Netherlands to ECE/TRANS/WP.29/GRPE/2018/14
- —Amended in sessionGRPE-77-31Amendments by the expert from OICA to ECE/TRANS/WP.29/GRPE/2018/18
- —ProposalGRPE-77-11Proposal by the expert from the European Commission for Appendix 6
- —Working party adoptsECE/TRANS/WP.29/GRPE/77Session report, paras 7 to 12: GRPE adopted the proposals and asked the secretariat to submit them to WP.29 and AC.1
- 2018-08Sent to WP.29ECE/TRANS/WP.29/2018/147Text that GRPE sent to WP.29 and AC.1
- 2018-11WP.29 adoptsECE/TRANS/WP.29/1142Adopted at the 176th session (session report, para. 172)
- 2019-05-28In forceC.N.246.2019.TREATIES-XI.B.16.83UN depositary notification
Q3Who is affected
Vehicle manufacturer
- Check reagent tank capacity against paragraph 1.1., unless the warning starts at least 2,400 km before the tank becomes empty.
- Set inducement activation to the paragraph 8.2. level that matches how the warning system was activated.
- Update engine restart prevention to the cases in paragraphs 8.3.1.1. to 8.3.1.4. and 8.3.4.1. to 8.3.4.4.
- Select the Condition A and Condition B operating mode by the rules of paragraphs 3.2.1.4.1. and 3.2.1.4.2.
- Justify, and agree with the type approval authority, any operation modes not considered for testing under paragraph 3.2.1.3.
Component supplier
- No direct action for this role.
Technical service / Approval authority
- From manufacturer information, make sure Table 1 emission limits are not exceeded in all hybrid modes, except 'maintenance mode'.
- Be ready for applications that use the alternative procedures of paragraph 14.
See every change side by side
RegVault customers compare every version of UN regulations, read the consolidated text and download the PDF.
ⓘ This report gives advice only. It is not legal or type-approval advice.
More UN R83 change reports
- 09 series — Supplement 1
- 09 series — Base text
- 08 series — Supplement 4
- 08 series — Supplement 3
- 08 series — Supplement 2
- 08 series — Supplement 1
- 08 series — Base text
- 07 series — Supplement 18
- 07 series — Supplement 17
- 07 series — Supplement 16
- 07 series — Supplement 15
- 07 series — Supplement 14
- 07 series — Supplement 13
- 07 series — Supplement 12
- 07 series — Supplement 11
- 07 series — Supplement 9
- 07 series — Supplement 8
- 07 series — Supplement 7
- 06 series — Supplement 21
- 06 series — Supplement 20
- 06 series — Supplement 19
- 06 series — Supplement 18
- 06 series — Supplement 17
- 06 series — Supplement 16
- 06 series — Supplement 15
- 06 series — Supplement 14
- 06 series — Supplement 13
- 06 series — Supplement 11