heavy duty on-board diagnostics - california
TRANSCRIPT
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Heavy Duty On-BoardDiagnostics
California Air Resources BoardMobile Source Control Division
July 21, 2005Sacramento, California
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Today’s Presentation
• Background• Proposed OBD Monitoring
Requirements• Costs and Emission Impacts• Summary
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What is On-BoardDiagnostics?
• A system in the engine’s on-boardcomputer that monitors the performanceof emission-related components formalfunctions
• Uses information from sensors• Mostly software that runs diagnostics in
the background
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Malfunction Indicator Light(MIL)
• Should a malfunctionbe detected, a warninglight will appear on thevehicle's instrumentpanel to alert the driver
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Standardized Information
• When a malfunction isdetected, information aboutthe malfunctioningcomponent is stored
• Technicians can downloadthe information with a “scantool”
• Information is communicatedin a standardized format soone tool works with allvehicles
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How Does OBD Work?
• Uses information from sensors to judge theperformance of the emission controls
• These sensors do not directly measureemissions
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Example of how OBDworks
• Fuel system pressure control• Fuel pressure sensor measures how well
pressure is controlled• Manufacturer correlates pressure control error
to corresponding emission increase• OBD system is calibrated to turn on MIL when
pressure is outside limits
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Benefits of OBD
• Encourages design of durable emissioncontrol systems
• Aids diagnosis and repair of complexelectronic engine controls
• Helps keep emissions low by identifyingemission controls in need of repair
• Works for life of the vehicle
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What vehicles have OBDtoday?
• All passenger cars, SUVs, and smalltrucks
• Started in 1996 for gasoline and 1997 fordiesel
• Over 120 million OBD II-equippedvehicles operating in the United Statestoday
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Why OBD for Heavy-DutyVehicles?
• Substantial source of emissions• Engine is computer-controlled• Emission controls complex, numerous• Engines last a million miles
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Air Resources BoardCalifornia Environmental Protection Agency
Heavy-Duty DieselEmissions are Substantial
Off-Road Diesel
17%
On-Road Diesel22%
Other Mobile
Sources38%
Stationary/Area
Sources23%
NOx Diesel PM
Off-Road74%
On-Road19%
Stationary/Area
Sources6%
Source: EMFAC state-wide projection for 2010
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0
1
2
3
4
5
6
g/bh
p-hr
1998 2004 2007 2010
Engine Model Year
NMHC+NOx
PMx10
Emission Standards BecomingMore Stringent
Air Resources BoardCalifornia Environmental Protection Agency
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Heavy-duty diesel enginesremain in the fleet a long time
Mileage accumulation of a 2010 MY HDD Truck
Miles Driven
0
200000
400000
600000
800000
1000000
1200000
1400000
0 5 10 15 20 25
Vehicle Age (Years)
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Heavy-duty diesel enginesremain in the fleet a long time
Life of the 2010 MY HDD Truck Fleet
Miles Driven
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0 5 10 15 20 25
Vehicle Age (Years)
Percent ofVehicles stillon road
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Why wasn’t OBD required forHeavy-Duty before now?
• Heavy-duty engines lag in usingelectronic engine controls andaftertreatment
• More stringent emission standardsstarting in 2007-2010 are changingthat
Air Resources BoardCalifornia Environmental Protection Agency
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Potential Technologies forHD Diesel Engines in 2010
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Status of OBD for Heavy-Duty Engines
• First step taken by the Board in 2004• Requires Engine Manufacturer Diagnostic
(EMD) system starting in 2007• Basic system not tied to emissions
• Staff directed to come back in 2005 witha comprehensive OBD proposal
• Today’s proposal is for comprehensiveOBD
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Today’s Presentation
• Background• Proposed OBD Monitoring
Requirements• Costs and Emission Impacts• Summary
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Proposed Regulation:Who is Affected & When?
• On-road heavy-duty engines–Delivery, trash trucks, buses, line haul, etc–Diesel and gasoline
• Starts in 2010–Fully phased-in 2016
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Proposed Requirements
• Threshold monitoring– Warning light on when emissions increase X%– 8-10 per engine
• Non-threshold monitoring– Functional, rational, electrical– 75-100 checks per engine
• OBD testing and validation– Pre- and post-production; by engine
manufacturer
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Threshold Monitoring
• Most important systems (8-10), e.g.– PM filter - NOx catalyst– EGR - Fuel System
• Thresholds (‘light on’) set at multiplesof emission standard, e.g.
– PM filter 5X initially 3X later– NOx catalyst 2.5X “ 2X “– Others (typical) 2.5X “ 2X “
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Phase-in
• Gradual, 6 year phase-in– Addresses workload; test facility limits
• Full system requirements– 2010: 1 rating of 1 engine family– 2013: All ratings of 2010 family, 1-2 more
representative ratings– 2016 : All engines/ratings
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Initial 2010 Phase-in of OBD
Air Resources BoardCalifornia Environmental Protection Agency
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Partial 2013 Phase-in of OBD
Air Resources BoardCalifornia Environmental Protection Agency
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Standardization
• Simplifiesdiagnosis
• Lower costinstrumentation(scan tools)
• Begins in 2013–Eases implementationwith truck builders
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Reduced Compliance Liability(In-use)
• Extrapolated systems (no testing)– No penalty if threshold exceeded
• Fully compliant engines (tested)– No violation unless exceed double the
threshold– Through 2018 model year– Example: NOx catalyst (2010): 5X standard
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Gasoline Engine OBDRequirements
• Very similar to light- andmedium-duty OBD IIrequirements– Similar emission control
technology• Evaporative system monitor is
specific to gasoline engines
Air Resources BoardCalifornia Environmental Protection Agency
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OBD Testing and ValidationFour Requirements
• Validate threshold calibration (engineemission test)
• Verify communication to scan tool (ontruck)
• Verify that non-threshold monitors work(on truck)
• Verify that monitors run frequently (ontruck)
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Why Is Validation TestingNeeded?
• OBD problems found post-productionin passenger vehicles– Resulted in recalls, penalties
• Avoid these problems with HD OBD– Validation testing accomplishes this
• Volume of testing kept small– Spot check identifies problems
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Validate threshold calibration(engine emission test)
• Problem: Threshold monitorscalibrated incorrectly
• Fix: Require manufacturer toemission test engines to verifythresholds
• Proposal: Test 1-3 engines per year
Air Resources BoardCalifornia Environmental Protection Agency
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Air Resources BoardCalifornia Environmental Protection Agency
Verify communication toscan tool
• Problem: Vehicles didn’t comply withstandardization
• Fix: Use test equipment to confirm the truckcomplies with the specifications
• Proposal: Test 10 different trucks per enginefamily per year starting in 2013
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Air Resources BoardCalifornia Environmental Protection Agency
Verify that non-thresholdmonitors work
• Problem: Some monitors didn’t work• Fix: Spot-check a few production vehicles
each year and verify each and everydiagnostic works correctly
• Proposal: Test 1-3 trucks per year startingin 2010
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Air Resources BoardCalifornia Environmental Protection Agency
Verify that monitors runfrequently
• Problem: Monitor rarely runs in-use
• Fix: Require every vehicle to track monitorfrequency and require manufacturers toreport that data
• Proposal: Collect and report data from 15trucks per grouping of similar vehicles
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Remaining Issues:Raised by Engine Manufacturers
• Technical Feasibility:• Monitoring of all failure modes of PM filter
not possible• Thresholds for NOx catalyst not feasible
• OBD Testing and validation• Testing too burdensome
Air Resources BoardCalifornia Environmental Protection Agency
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PM Filter Feasibility
• EMA Issue: Monitoring for all failures of the PM filter isnot technically feasible
• Staff Response: PM filter is the most important PMemission control and monitoring method has beenidentified by staff• Comparison of backpressure at various exhaust flows to modeled engine
out PM levels recommended
• Manufacturers just now developing methodology• Authority in regulation to revise required failure modes and thresholds
Air Resources BoardCalifornia Environmental Protection Agency
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NOx Catalyst Feasibility
• EMA Issue: Thresholds for NOx catalyst monitoring arenot feasible
• Staff Response: NOx catalyst is one of the technologiesbeing considered to achieve the 2010 NOx standards butthe technology is not fully matured• Acceptability of the technology relies on a robust NOx sensor• Successful NOx catalyst monitoring would follow
• NOx sensor location could be varied to accommodate best availablesensor resolution and still achieve monitoring
Air Resources BoardCalifornia Environmental Protection Agency
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Today’s Presentation
• Background• Proposed OBD Monitoring Requirements• Costs and Emission Impacts• Summary
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Cost Effectiveness of ProposedRequirements
• Limited additional increase in engine cost calculated:$132 per engine (<2% of price of engine)• Uses existing sensors
• Cost-effectiveness compares favorably with otherrecently adopted regulations:• $0.05/lb of NOx+NMHC and $13.08/lb of PM• Emission benefit derived from repair of emission-
related malfunctions• Cost includes added engine costs plus repair costs
Air Resources BoardCalifornia Environmental Protection Agency
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• Several emission controls being added tomeet the stringent 2010 heavy-duty emissionstandards
• Proposed OBD regulation necessary to helpmaintain low emissions for entire life
• OBD is feasible and necessary• OBD is cost effective
Air Resources BoardCalifornia Environmental Protection Agency
Summary