UN R83 Supplement 14 (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 14 to the 06 series of amendments
Supplement 13 → 14
- What changed
- New Appendix 7b to Annex 4a gives a road load power calculation method. The manufacturer may choose it when the vehicle road load has been determined according to WLTP procedures as defined in UN GTR No. 15.
- Paragraph 3.8.1. of Annex 11 now lists its own criteria (a) to (c) for erasing a fault code. Before, it referred to the criteria in paragraphs 7.5.1.(a)–(c) of Annex 11, Appendix 1, which also have elevation and ambient temperature conditions.
- New item (g) of paragraph 7.3.2. lets manufacturers request special denominator conditions for certain components or systems. Approval needs a demonstration to the Type Approval Authority, with data and/or an engineering evaluation, that other conditions are necessary for reliable malfunction detection.
- Why
- The road load amendment avoids the burden of a new road load determination when a WLTP road load has been performed.
- The definition to erase fault codes would not (or not sufficiently) allow fault code erasing in cold regions (below -7°C) and high altitude (above 2440m).
- Upcoming emission requirements will bring up additional aftertreatment components, and such new systems might require specific conditions to enable the monitoring.
Q1What changed81 changes
Mono-fuel gas vehicles (paras. 5.3.1.2.1.2., 5.3.2.1.2. and 5.3.3.1.2.; Annex 1, footnote **)
Paragraphs 5.3.1.2.1.2., 5.3.2.1.2. and 5.3.3.1.2. now apply to “mono-fuel gas vehicles”. They will be regarded for the Type I, Type II and Type III test respectively as vehicles that can only run on a gaseous fuel. This applies notwithstanding the requirement of paragraphs 5.3.1.2.1.1., 5.3.2.1.1. and 5.3.3.1.1. respectively. Before, the paragraphs named vehicles that can be fuelled with either petrol or a gaseous fuel. In the old wording, the petrol system is fitted for emergency purposes or starting only, and the petrol tank cannot contain more than 15 litres. Footnote ** in Annex 1 now also uses the term “Mono-fuel gas vehicles”.
Vehicles that use a reagent (para. 5.3.9. and Appendix 6, para. 1.)
Under new paragraph 5.3.9., vehicles that use a reagent for the exhaust after-treatment system must meet the requirements described in Appendix 6 to this Regulation. In paragraph 1. of Appendix 6, the text now says “this appendix” instead of “this Annex”, in two places.
Fuel tank drawing and chamber fans (Annex 1, para. 3.2.12.2.5.5.; Annex 7, para. 4.7.2.)
Item 3.2.12.2.5.5. of Annex 1 now reads “Schematic drawing of the fuel tank with indication of nominal capacity and material”. Before, it said “capacity” instead of “nominal capacity”. Under paragraph 4.7.2. of Annex 7, the chamber must have one or more fans or blowers of like capacity 0.1 to 0.5 m3/sec. Before, the capacity was 0.1 to 0.5 m3/min.
Permanent emission default mode, limp-home routines and the MI (Annex 11, paras. 2.14.1., 2.21. and 3.5.1.)
New paragraph 2.14.1. says that “permanent”, in this context, means that the default mode is not recoverable. That is, the diagnostic or control strategy that caused the emission default mode cannot run in the next driving cycle. It also cannot confirm that the conditions that caused the emission default mode are not present anymore. All other emission default modes are considered not to be permanent. New paragraph 2.21. defines “Limp-home routines” as any default mode other than emission default mode. Paragraph 3.5.1. adds “emission default modes” to the purposes for which the MI may be used, and adds “which effect the emission system” after “limp-home routines”.
Fault codes (Annex 11, paras. 3.1.1. and 3.8.1.)
Paragraph 3.1.1. now says that all emission-related fault codes must be consistent with paragraph 6.5.3.5. of Appendix 1 to this annex, instead of paragraph 6.5.3.4. Paragraph 3.8.1. now lists in the paragraph itself the criteria (a) to (c) for the vehicle operation in the 40 driving cycles. They cover cumulative time since engine start, cumulative vehicle operation at or above 40 km/h, and continuous vehicle operation at idle. Before, paragraph 3.8.1. referred to the criteria specified in paragraphs 7.5.1.(a)–(c) of Annex 11, Appendix 1. Each of those criteria also requires an elevation of less than 2,440 m above sea level and an ambient temperature of at least -7 °C.
Denominator conditions (Annex 11, para. 7.3.2.)
Paragraph 7.3.2. now begins “In addition to the requirements of paragraph 7.3.1. of this appendix:” and lists items (a) to (g). Items (a) to (d) cover secondary air systems, systems only active during cold start, VVT and/or control systems, diesel oxidation catalysts and diesel particulate filters. Items (e) and (f) cover temperature sensors (if and only if the driving cycle started with a cold start) and the boost pressure control system. New item (g) lets manufacturers request special denominator conditions for certain components or systems. The request can be approved only if it can be demonstrated to the Type Approval Authority by submitting data and/or an engineering evaluation. The demonstration must show that other conditions are necessary to allow for reliable detection of malfunctions.
Road load procedures (Annex 4a, para. 5.1., Appendices 7a and 7b)
Appendix 7 of Annex 4a is renamed Appendix 7a, and paragraph 5.1. now refers to Appendix 7a for measuring the vehicle road load. Paragraph 5.1. also allows the Appendix 7b methodology where the vehicle road load has already been determined according to WLTP procedures (UN GTR No. 15). Under paragraph 5.1., these procedures (before: “This procedure”) are not required if the chassis dynamometer load is to be set according to the reference mass. New Appendix 7b gives a method to determine the NEDC road load coefficients of the vehicle from its WLTP road load coefficients. It takes into account the effects of different tyre pressure prescriptions, tyre tread depth, different inertia and rotating parts. A new footnote reads “As defined in UN GTR No. 15”.
Q2Why it changed
- Proposed by
- Expert from the International Organization of Motor Vehicle Manufacturers (OICA)
- Working party
- GRPE, 80th session (January 2020)
Reasons
UN GTR No. 15 (WLTP) has introduced changes to some of the parameters in the process of road load determination. The EU has defined, in its correlation Regulation, the methodology to derive an NEDC road load from a WLTP road load. The amendment avoids the burden of a new road load determination when a WLTP road load has been performed.
Sources (3)
“UN GTR No. 15 (WLTP) has introduced changes to some of the parameters in the process of road load determination.”
“EU have defined in its correlation Regulation, the methodology to derive an NEDC Road Load from a WLTP Road Load”
“This amendment avoids the burden of a new road load determination when a WLTP road load has been performed.”
The definition to erase fault codes would not (or not sufficiently) allow fault code erasing in cold regions (below -7°C) and high altitude (above 2440m). A further update was therefore proposed to adapt the definition by deleting the two environmental conditions. Except for these two criteria, the conditions to erase a fault code are identical.
Sources (3)
“this updated definition (like paragraphs 7.5.1.(a)–(c)* of Appendix I to Annex 11) to erase fault codes would not (or not sufficiently) allow fault code erasing in cold regions (below -7°C) and high altitude (above 2440m).”
“Therefore, a further update is proposed to adapt the definition by deleting the two environmental conditions (ambient temperature < -7°C and high altitude > 2440m).”
“Except for these two criteria, the conditions to erase a fault code are identical.”
Upcoming emission requirements will bring up additional aftertreatment components, like Gasoline Particulate Filters (GPF) or new designs with more than one SCR catalyst. Such new systems or catalyst combinations might require specific conditions to enable the monitoring, especially when their purpose is designed for such conditions.
Sources (2)
“Upcoming emission requirements will bring up additional aftertreatment components like Gasoline Particulate Filters (GPF) or new designs with more than one SCR catalyst.”
“Such new systems or catalyst combinations might require specific conditions to enable the monitoring, especially when their purpose is designed for such conditions.”
The term “permanent” was not further specified and left room for different interpretations. A more precise definition of “permanent” in the context of emission default modes “would be appreciated” to make the Regulation more comprehensive. The proposal defines the term “limp-home routine” and clarifies “permanent emission default mode”.
Sources (3)
“The term “permanent” is not further specified and leaves room for different interpretations.”
“A more precise definition of the term “permanent” in the context of emission default modes would be appreciated to make the Regulation more comprehensive.”
“This proposal defines the terms “limp-home routine” and clarifies “permanent emission default mode” in UN Regulation No. 83.”
The definition of “mono-fuel gas vehicle” was clarified in working paper ECE/TRANS/WP.29/GRPE/2018/13. A further reading of the Regulation revealed that the content of this definition has been used in several places rather than the defined term. The proposal would replace those usages with the defined term.
Sources (3)
“The definition of “mono-fuel gas vehicle” was clarified in working paper ECE/TRANS/WP.29/GRPE/2018/13”
“A further reading of the Regulation however revealed that despite the existence of a definition, the content of this definition has been used in several places rather than using the defined term.”
“This proposal would replace those usages with the defined term.”
Document trail
- 2019-10ProposalECE/TRANS/WP.29/GRPE/2020/2Proposal on mono fuel gas vehicles and administrative issues
- 2019-10ProposalECE/TRANS/WP.29/GRPE/2020/5Proposal on “permanent emission default mode” and a special denominator
- —RevisedGRPE-80-07Proposal superseding ECE/TRANS/WP.29/GRPE/2020/2
- —RevisedGRPE-80-08Proposal superseding ECE/TRANS/WP.29/GRPE/2020/5
- —Amended in sessionGRPE-80-16Amendment to ECE/TRANS/WP.29/GRPE/2020/5 on erasing fault codes
- —ProposalGRPE-80-18-Rev.1Proposal on alternative road load power determination
- —Working party adoptsECE/TRANS/WP.29/GRPE/80Session report, paras. 8 to 10: GRPE adopted the proposals, as amended by Annexes V, VI and VII
- 2020-04Sent to WP.29ECE/TRANS/WP.29/2020/62Text that GRPE sent to WP.29 and AC.1
- 2020-06WP.29 adoptsAdopted at the 181st session
- 2021-01-03In forceC.N.27.2021.TREATIES-XI.B.16.83UN depositary notification
Q3Who is affected
Vehicle manufacturer
- If WLTP procedures (UN GTR No. 15) already determined your vehicle road load, decide whether to use Appendix 7b.
- If you use Appendix 7b, determine the NEDC road load coefficients as paragraph 2.2.4. of that appendix specifies.
- Check how your OBD system erases fault codes against the driving cycle criteria (a) to (c) of paragraph 3.8.1.
- To request special denominator conditions, demonstrate by data and/or engineering evaluation that other conditions are necessary for reliable malfunction detection.
Component supplier
- If you supply OBD software, check how it erases fault codes against criteria (a) to (c) of paragraph 3.8.1.
- If your OBD monitors need special denominator conditions, give the manufacturer the data and/or engineering evaluation.
Technical service / Approval authority
- Check that the chamber has fans or blowers of like capacity 0.1 to 0.5 m3/sec (Annex 7, paragraph 4.7.2.).
- Be ready to check NEDC road load coefficients that manufacturers calculate with Appendix 7b.
- Be ready for manufacturer requests for special denominator conditions, with data and/or an engineering evaluation.
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ⓘ This report gives advice only. It is not legal or type-approval advice.
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