UN R83 Supplement 8 (07 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 8 to the 07 series of amendments
Supplement 7 → 8
- What changed
- The reagent warning system may now activate, at the choice of the manufacturer, at the latest at one of two reagent levels, whichever occurs earlier.
- Paragraph 14. adds alternative procedures from UN GTR No. 15 for periodical regenerating systems and the Type V, Type VI and OBD tests.
- Paragraph 5.3.1.2.4. now says that particulate pollutant emissions are also recorded from vehicles equipped with direct injection petrol engines.
- Why
- The expert from the EC presented informal document GRPE-77-11, aimed at clarifying Selective Catalytic Reduction (SCR) level warning provisions.
- The use of “nominal capacity” in other places of UN GTR No. 19 can lead to other interpretations of the mono-fuel gas vehicle definition.
- The alternative procedures of paragraph 14. allow WLTP results to be used, which saves significant testing burden for vehicles approved according to WLTP.
Q1What changed78 changes
Definitions of mono-fuel gas, bi-fuel and bi-fuel gas vehicles (paras. 2.22.1., 2.23. and 2.23.1.)
The definition of “Mono-fuel gas vehicle” now says “nominal capacity” of the petrol tank instead of “capacity”. The limit of 15 litres is the same. The definition of “Bi-fuel vehicle” now says the vehicle is designed to run “primarily” on only one fuel at a time. It also says the simultaneous use of both fuels “is permitted in limited amount and duration”; before, this use “is 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”.
Particulate emissions and dilute exhaust volume measurement (paras. 5.3.1.2.4. and 1.3.5.)
Paragraph 5.3.1.2.4. now says that particulate pollutant emissions are also recorded from vehicles equipped with direct injection petrol engines. Before, it named vehicles equipped with compression-ignition engines. In paragraph 1.3.5. of Annex 4A, Appendix 2, the temperature sensor must now have a response time of 1.0 second or less. Before, the response time was 0.1 s; both apply at 62 per cent of a given temperature variation. The value is now measured in water or silicone oil, instead of in silicone oil. The accuracy and precision of the sensor are now given as ± 1 °C instead of ± 1 K.
Alternative procedures (para. 14.)
New “Alternative procedures” in paragraph 14. give four alternatives that refer to Amendment 4 of the UN GTR No. 15, each with additional provisions. For periodical regenerating systems (paragraph 14.1.), the manufacturer may use the results determined by the WLTP procedure as an alternative to the Annex 13 procedure. For the durability test (paragraph 14.2.), the road load, inertia weight class and Type I test cycle from the WLTP may be used. For the Type VI test (paragraph 14.3.), the road load coefficients and test mass of WLTP may be used as an alternative. For the OBD test (paragraph 14.4.), the Type I test cycle of Annex 6 of Amendment 4 of UN GTR No. 15 may be used.
Reagent tank capacity (Appendix 6, paras. 1.1. and 1.2.)
Paragraph 1. now says that every reference “in this Annex” to 'reagent tank' also applies to other containers in which a reagent is stored. Under new paragraph 1.1., a full reagent tank that can be easily replenished must last an average driving range of 5 full fuel tanks. If not easy to replenish, the tank's minimum capacity must be 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. New paragraph 1.2. explains the term “average driving distance” in this appendix. It is taken to be derived from fuel or reagent consumption during a Type 1 test, for a fuel tank and a reagent tank respectively.
Driver warning system for reagent (Appendix 6, paras. 2.1., 3.1., 3.4., 3.5., 5.5. and 6.2.)
Paragraph 3.1.: the warning system now informs the driver when an abnormality is detected in the reagent dosing, for example when emissions are too high. Paragraph 3.5. keeps the warning at least 2,400 km before the reagent tank becomes empty, as one option. At the choice of the manufacturer, it may instead activate at the latest at one of two reagent levels, 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. For paragraph 6.2., the situations are now presumed to occur when the applicable NOx limit in paragraph 5.3.1.4., multiplied by 1.5, is exceeded.
Driver inducement system (Appendix 6, paras. 8.2. to 8.7.)
Paragraph 8.2. now sets the reagent level at which the inducement system must activate at the latest, depending on how the warning system was activated. For example, after a warning at the level in paragraph 3.5.(b), this level is 5 per cent of the capacity of the reagent tank. Before, one level applied: a level equivalent to the average driving range of the vehicle with a complete tank of fuel. New paragraphs 8.3.1.1. to 8.3.1.4. and 8.3.4.1. to 8.3.4.4. set when engine restarts must be prevented. Under paragraph 8.4., deactivation after engine restarts are prevented needs rectified irregularities or added reagent that meets at least one of two criteria. Paragraph 8.6. is deleted, and paragraphs 8.7. and 8.8. are renumbered as 8.6. and 8.7.
Instructions and frozen reagent (Appendix 6, paras. 9.3., 9.4. and 10.)
In paragraphs 9.3. and 9.4., the instructions now use “replenish” instead of “refill”. Paragraph 9.3. now refers to the “vehicle driver” instead of the “vehicle operator”. Paragraph 9.4. now refers to the “type approval issued for that vehicle type” instead of the “certificate of conformity”. If the reagent is frozen, it must now be liquefied and ready for correct operation of the emission control system within 20 minutes. This time counts from the vehicle being started at 258 K (-15 °C) measured inside the reagent tank. Before, the reagent had to be available for use within that time.
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
The wording of the “mono-fuel gas vehicle” definition still allows some differing interpretations. The use of “nominal capacity” in UN GTR No. 19, in several places other than this definition, can lead to other interpretations. So the word “nominal” should be inserted into the definition. In addition, the amendments to the bi-fuel vehicle definitions align with the new amendments to the definitions in UN GTR No. 15.
Sources (4)
“This improvement in wording however still allows some differing interpretations.”
“the use of the term “nominal capacity” in UN GTR No. 19 in several places other than the definition of “mono-fuel gas vehicle” can lead to other interpretations of the definition.”
“The word “nominal” should therefore be inserted into the definition in both series of amendments.”
“In addition, the amendments to the definitions for bi-fuel vehicles align with the new amendments to the definitions in UN GTR No.15.”
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”
The expert from the EC presented informal document GRPE-77-11, aimed at clarifying Selective Catalytic Reduction (SCR) level warning provisions. GRPE adopted it as reproduced in Addendum 1.
Sources (2)
“The expert from EC presented informal document GRPE-77-11, superseding documents”
“aimed at clarifying Selective Catalytic Reduction (SCR) level warning provisions. GRPE adopted GRPE-77-11 as reproduced in Addendum 1.”
Proposer's reason (informal document GRPE-77-11)
The need for further vehicle weight reduction for CO2 optimisation and vehicle packaging problems will imply smaller AdBlue® tanks. With smaller tanks, the current 2,400 km warning distance would make customers refill the AdBlue® tank at nearly every other refuelling stop. 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. 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. These heavy-duty requirements give a reasonable starting point; they should be taken over into the Euro 6 legislation as an option for the manufacturer.
Submitted by Expert from the European Commission. Working party adoption: ECE/TRANS/WP.29/GRPE/77, para. 11.
Sources (7)
“The need for further vehicle weight reduction for CO2 optimisation and vehicle packaging problems will imply smaller AdBlue® tanks.”
“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.”
“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.”
“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.”
Document trail
- 2018-03ProposalECE/TRANS/WP.29/GRPE/2018/13Proposal by the expert from the International Organization of Motor Vehicle Manufacturers
- 2018-03ProposalECE/TRANS/WP.29/GRPE/2018/14Proposal by the expert from the International Organization of Motor Vehicle Manufacturers (bi-fuel definitions and paragraph 5.3.1.2.4.)
- 2018-03ProposalECE/TRANS/WP.29/GRPE/2018/15Proposal by the expert from the International Organization of Motor Vehicle Manufacturers (WLTP-based Ki and DF factors and OBD demos)
- 2018-03ProposalECE/TRANS/WP.29/GRPE/2018/18Proposal by the expert from the International Organization of Motor Vehicle Manufacturers (Constant Volume Sampling system temperature sensor)
- —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
- —Working party adoptsECE/TRANS/WP.29/GRPE/77Session report: GRPE adopted the proposals (paras. 7 to 11)
- 2018-08Sent to WP.29ECE/TRANS/WP.29/2018/148Text that GRPE sent to WP.29 and AC.1
- —Amended in sessionECE/TRANS/WP.29/1142WP.29 corrections to paragraph 14.3. and to Appendix 6, paragraph 1., before the AC.1 vote
- 2018-11WP.29 adoptsECE/TRANS/WP.29/1142Adopted at the 176th session (session report, para. 172)
- 2019-05-28In forceC.N.251.2019.TREATIES-XI.B.16.83UN depositary notification
Q3Who is affected
Vehicle manufacturer
- Check when your reagent warning system activates against the options in paragraph 3.5.
- Check that the inducement system activates at the latest at the reagent level in paragraph 8.2.
- Check that engine restarts are prevented as set in paragraphs 8.3.1.1. to 8.3.1.4. or 8.3.4.1. to 8.3.4.4.
- Check the reagent tank capacity against paragraph 1.1., except with the 2,400 km warning option of paragraph 3.5.
- For the paragraph 6.2. demonstration, use 1.5 times the applicable NOx limit of paragraph 5.3.1.4. as the threshold.
- If you use an alternative procedure of paragraph 14., apply its additional provisions.
Component supplier
- No direct action for this role.
Technical service / Approval authority
- Check that the temperature sensor responds in 1.0 second or less at 62 per cent of a given temperature variation.
- Be ready for manufacturers that use the alternative procedures of paragraph 14.
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ⓘ This report gives advice only. It is not legal or type-approval advice.
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