Browse Topic: Emissions certification
This SAE Recommended Practice supersedes SAE J1930 MAR2017 and is technically equivalent to ISO 15031-2. This document is applicable to all light-duty gasoline and diesel passenger vehicles and trucks, and to heavy-duty gasoline vehicles. Specific applications of this document include diagnostic, service and repair manuals, bulletins and updates, training manuals, repair databases, underhood emission labels, and emission certification applications. This document should be used in conjunction with SAE J1930DA Digital Annexes, which contain all of the information previously contained within the SAE J1930 tables. These documents focus on diagnostic terms applicable to electrical/electronic systems, and therefore also contain related mechanical terms, definitions, abbreviations, and acronyms. Even though the use and appropriate updating of these documents is strongly encouraged, nothing in these documents should be construed as prohibiting the introduction of a term, abbreviation, or
This document specifies the procedure to be used for a manufacturer to certify the net power and torque rating of a production engine according to SAE J1349 (Rev. 8/04) or the gross engine power of a production engine according to SAE J1995. Manufacturers who advertise their engine power and torque ratings as certified to SAE J1349 or SAE J1995 shall follow this procedure. Certification of engine power and torque to SAE J1349 or SAE J1995 is voluntary; however, this power certification process is mandatory for those advertising power ratings as “Certified to SAE J1349” or “Certified to SAE J1995.” In the event that an engine made by one manufacturer is sold to a consumer in a vehicle produced by a second manufacturer, engine certification may be completed by either manufacturer or by both manufacturers working together. An example of the latter would be the completion of witness testing by the engine manufacturer with the submission of certification documents by the vehicle
The battery of a vehicle with an electrified powertrain (Hybrid Electric Vehicle or Battery Electric Vehicle), is required to operate with highly dynamic power outputs, both for charging and discharging operation. Consequently, the battery current varies within an extensive range during operation and the battery temperature also changes. In some cases, the relationship between the current flow and the change in the electrical energy stored seems to be affected by inefficiencies, in literature described as current losses, and nonlinearities, typically associated with the complex chemical and physical processes taking place in the battery. When calculating the vehicle electrical energy consumption over a trip, the change in the electrical energy stored at vehicle-level has to be taken into account. This quantity, what we could call the vehicle electricity balance, is typically obtained through a time-based integration of the battery current of all the vehicle batteries during operation
The automotive industry is gearing up to meet the accelerated emission compliance changes posed by the government. This transition to eco-friendly system would also necessitate an automotive engineer to retain the engine packaging as compact and simple as possible. The packaging layout considered should not be at the expense of deteriorating engine performance. The work started with concept level layout development, with the aim of having simplified system with minimum number of components. The engine on which the work was carried out was 4cylinder 3Liter with OHC configuration A number of layouts were developed which included gear type, belt drive and integrated shaft arrangement for driving FIP. Each of these concepts were brainstormed with its advantages and disadvantages, based on which two concepts were initially proposed for driving FIP system (i) Front Driven FIP (ii) Rear Driven FIP. The difference between the two layouts was that in the latter case the FIP system was directly
The forecast scenarios regarding the environmental pollution raises a question whether the current vehicle emission certification is reliable enough to assure fleet agreement with the legal limits. Type approval tests have been performed on chassis dynamometer in order to evaluate the emission factors and fuel consumption for passenger cars. Standardized procedures such as the FTP-75 proposed in the United States (currently incorporated in the Brazilian legislation) and the Worldwide harmonized Light vehicles Test Cycle (WLTC), a transient driving cycle model designed by the European Union to overcome the shortcomings of the New European Driving Cycle (NEDC), are discussed in this paper. Both cycles were performed in a chassis dynamometer with a flex-fuel passenger car running on ethanol blend (E92W08). The driver, vehicle and fuel were kept constant so the comparison between the cycles would not be compromised. The vehicle chosen was a 1.4 dm3 displaced volume FIAT sedan with maximum
Partially premixed combustion (PPC) has shown to produce high gross indicated efficiencies while yielding lower pollutant emissions, such as oxides of nitrogen and soot, than conventional diesel combustion. Gasoline fuels with a research octane number (RON) of 60-70 have been proposed as optimal for PPC as they balance the trade-off between ensuring good combustion stability at low engine loads and avoiding excessive peak pressure rise rates at high loads. However, measures have to be taken when optimizing the engine operating parameters to avoid soot emissions. In contrast, methanol has a much lower propensity for soot formation. However, due to a higher RON of methanol the required intake temperature is higher for the same engine compression ratio to ensure auto-ignition at an appropriate timing. Increasing the compression ratio allows a lower intake temperature and improves combustion stability as well as engine brake efficiency. Nevertheless, a higher compression ratio generally
Climate change is primary driver in the current discussions on CO2 reduction in the automotive industry. Current Type approval emissions tests (BS III, BS IV) covers only tailpipe emissions, however the emissions produced in upstream and downstream processes (e.g. raw material sourcing, manufacturing, transportation, vehicle usage, recycle phases) are not considered in the evaluation. The objective of this project is to assess the environmental impact of the product considering all stages of the life cycle, understand the real opportunities to reduce environmental impact across the product life cycle. As a part of environmental sustainability journey in business value chain, lifecycle assessment (LCA) technique helps to understand the environmental impact categories. To measure overall impact, a cradle to grave approach helps to assess entire life cycle impact throughout various stages. LCA is a technique to assess environmental impacts associated with all the stages of a product's
This article focuses on a comparative research of the emissions discharged from four vehicles equipped with SI engines, which comply with different emission control systems (Euro 6, Euro 5, and Euro 3). The vehicles used for this work were installed with two different fuel injection technologies (direct injection and port fuel injection) and were operated with three different types of fuels (RON 95, M15, and E10). The tests were performed at the Joint Research Center (JRC) in Ispra using a state-of-the-art emissions test facility according to the European emissions legislation. The test bench included a chassis dynamometer and two different driving cycles were used: NEDC and US06. The main conclusions observed by this article are: (1) Emissions levels from vehicles fueled with M15 are similar to or lower than from those fueled with RON95. (2) Using M15 has the potential to decrease carbon dioxide emissions and to save fuel on an energetic basis. (3) PM emissions are lower for gasoline
In order to meet the worldwide increasingly stringent particulate matter (PM) and particulate number (PN) emission limits, the diesel particulate filter (DPF) is widely used today and has been considered to be an indispensable feature of modern diesel engines. To estimate the soot loading amount in the DPF accurately and in real-time is a key function of realizing systematic and efficient applications of diesel engines, as starting the thermal regeneration of DPF too early or too late will lead to either fuel economy penalty or system reliability issues. In this work, an open-loop and on-line approach to estimating the DPF soot loading on the basis of soot mass balance is developed and experimentally investigated, through establishing and combining prediction models of the NOx and soot emissions out of the engine and a model of the catalytic soot oxidation characteristics of passive regeneration in the DPF. The emission testing results under the New European Driving Cycle (NEDC) show
This document provides design guidelines, test procedure references, and performance requirements for omnidirectional and selective coverage optical warning devices used on authorized emergency, maintenance, and service vehicles. It is intended to apply to, but is not limited to, surface land vehicles
Regulations regarding evaporative emissions have set more and more stringent limits over the last years. To fulfill these specifications, original equipment manufacturers (OEMs) now tend to break down the sum value of evaporative emissions for the whole car onto single parts or components. Especially small, fuel-containing components (fuel lines, pressure sensors, injection systems, etc.) are challenging. Very low emission rates (<1 mg/24 h) must be measured precisely, and also the stability of these values must be verified due to fuel equilibration effects. Standard SHED (sealed housing evaporative determination) systems or test chambers for measuring volatile organic compound (VOC) emissions are often too big and have too high background levels to achieve reliable results. In addition they are quite expensive which affects the costs per measurement. Our aim was to develop a low-cost Micro-SHED system which fulfills the abovementioned requirements. Commercial gas-tight aluminum boxes
The current procedure for testing emissions from new vehicles, the World Harmonised Light Vehicle Test Procedure (WLTP), was introduced in September 2017. The WLTP was developed by collecting over 765,000 kilometres worth of data in order to isolate driver behaviour from other real world variables. However, this is a very time consuming and costly process. This paper discusses the suitability of a cheaper and more time efficient alternative. Driver behaviour has a significant impact on the emissions produced from the same vehicle. This study explores the feasibility of utilising virtual environments as an alternative to real world testing to isolate driver behaviour to develop future drive cycles. The use of virtual environments have some significant advantages over real world testing: they can be strictly controlled in terms of the weather, topography and vehicle characteristics, thereby aiding the isolation of driver behaviour from other variables. A driving simulator facility based
Catalyzed gasoline particulate filter (cGPF) is the prime technology to meet future stringent regulations for particulates from gasoline direct injection (GDI) engines. One of the technical concerns is the ultimate durability of cGPF in regards to engine lubricant formulations. This study investigated two tailored lubricant formulations on catalyzed GPFs which were aged on engine followed by emission testing on vehicle. An engine accelerated aging protocol was developed for cGPFs to simulate thermal aging, ash and soot loading that is at least equivalent to 200,000 km durability requirement. Evaluations include tailpipe emission levels, backpressure, catalytic performance, and post-mortem analysis. Both formulations have demonstrated a high level of cGPF performance retention; performance being assessed in terms of emission level at the end of durability demonstration testing. These formulations provide flexibility in selecting robust lubricant to meet various system requirements
A significant share of the emissions of a vehicle with internal combustion engine originates from the cold start. In addition to the more stringent limits for particulate emissions due the introduction of the Euro 6c standard for gasoline engines with direct injection (GDI), exhaust gas emission testing is currently performed applying the real driving emission test procedure (RDE) required by the Euro 6d TEMP standard. The RDE test procedure is not clearly defined, potentially allowing high loads immediately after the engine start. Under such circumstances the combustion chamber features low surface temperatures impairing emission performance and in particular provoking the excessive generation of hydrocarbon and particulate emissions. It is therefore important not only to examine the heating of the catalytic converter during the cold start, but also the preconditioning of the combustion chamber itself. This paper describes the influence of different catalytic converter heating
The new European Commission Regulations for vehicle certification include a new laboratory procedure for fuel consumption and require Real Driving Emissions (RDE) to be gauged on-road with Portable Emissions Measurement Systems (PEMS). The goal of this investigation is to underline some critical issues in the development of RDE cycles with particular reference to the repeatability on-road and the reproducibility on-track. More specifically, the study includes an optimization of the route for RDE cycles to ensure robustness with respect to traffic conditions, an analysis of emissions variability on-road in hot weather and a discussion about the possibility to reproduce RDE cycles on-track. The tests were performed with a start&stop Diesel Class3b vehicle that was equipped with a PEMS instrumentation and tested over an optimized route in summer in the southern Italy. The tests on the track were performed on the testing facilities of the Nardò Technical Center. The emissions levels
To check the regulated emission limits, mass emissions test for a vehicle is conducted on a chassis dynamometer following a driving cycle. However, the driving cycle and laboratory test are different from the real-world driving. This article presents a study conducted on a mid-size gasoline car on chassis dynamometer as well as on-road (real-world). It determines the effect of real-world driving, different drive modes (idle, acceleration, deceleration and cruising) on vehicle emissions and fuel consumption and their comparison with the laboratory data. The emissions tests were conducted on the chassis dynamometer following the Modified Indian Driving Cycle and on the selected traffic routes in Dehradun city using a Portable Emission Measurement System (OBS-2200). It was observed from the study that average on-road emission rates in gram per second were 1.35 to 2.39 times higher for CO, 1.12 to 1.39 times higher for CO2, 2.04 to 2.32 times higher for NOx and 2.17 to 5.0 times higher for
Drive cycles have been an integral part of emission tests and virtual simulations for decades. A drive cycle is a representation of running behavior of a typical vehicle, involving the drive pattern, road characteristics and traffic characteristics. Drive cycles are typically used to assess vehicle performance parameters, perform system sizing and perform accelerated testing on a test bed or a virtual test environment, hence reducing the expenses on road tests. This study is an attempt to design a relatively robust process to generate a real world drive cycle. It is based on a Six Sigma design approach which utilizes data acquired from real world road trials. It explicitly describes the process of generating a drive cycle which closely represents the real world road drive scenario. The study also focuses on validation of the process by simulation and statistical analysis
Gasoline particulate filter (GPF) is considered a suitable solution to meet the increasingly stringent particle number (PN) regulations for both gasoline direct injection (GDI) and multi-port fuel injection (MPI) engines. Generally, GDI engines emit more particulate matter (PM) and PN. In recent years, GDI engines have gained significant market penetration in the automobile industry owing to better fuel economy and drivability. In this study, an accelerated ash loading method was tested by doping lubricating oil into the fuel for a GDI engine. Emission tests were performed at different ash loads with different driving cycles and GPF combinations. The results showed that the GPF could significantly reduce particle emissions to meet the China 6 regulation. With further ash loading, the filtration efficiency increased above 99% and the effects on fuel consumption and backpressure were found to be limited, even with an ash loading of up to 50 g/l
With the implementation of the “Worldwide harmonized Light duty Test Procedure” (WLTP) and the highly dynamic “Real Driving Emissions” (RDE) tests in Europe, different engineering methodologies from virtual calibration approaches to Engine-in-the-loop (EiL) methods have to be considered to define and calibrate efficient exhaust gas aftertreatment technologies without the availability of prototype vehicles in early project phases. Since different types of testing facilities can be used, the effects of test benches as well as real and virtual vehicle operators have to be determined. Moreover, in order to effectively reduce harmful emissions, the reproducibility of test cycles is essential for an accurate and efficient application of exhaust gas aftertreatment systems and the calibration of internal combustion engines. In this paper, the influence of different human drivers on the particle count of a passenger car with a small turbocharged three-inline-cylinder gasoline engine with intake
There is a distinct difference between plug-in hybrid electric vehicles in the market today. One key distinction that can be made is to classify a plug-in hybrid electric vehicle (PHEV) according to its operational behavior in charge depleting (CD) mode. Some PHEVs are capable of using the electric-only propulsion system to achieve all-electric operation for all driving conditions in CD mode, including full power performance. In contrast, some PHEVs, henceforth termed “blended PHEVs”, cannot satisfy the power requirements of all driving conditions with the electric-only propulsion system and occasionally utilize blended CD operation whereby it is necessary to blend the use of the internal combustion (IC) engine with the use of the electric motor(s) to help power the vehicle. This characteristic can result in a unique phenomenon where it is possible for a blended PHEV to drive for miles in electric-only mode at the start of a trip before encountering a rapid acceleration that generates
To meet US EPA light-duty vehicle emission standards, the vehicle powertrain has to be optimally controlled in addition to maintaining very high catalyst system efficiency. If vehicles are operated outside the bounds of a standard laboratory exhaust emission test (e.g., on-road or off-cycle) the operating control strategy may shift to optimize other desirable parameters such as fuel economy and drivability. Under these circumstances. The engine control system could be operating in a different state space from an emission control stand point. This control state-space can be observed based on four principal parameters: NOx, Lambda and exhaust temperature (measured at the tailpipe) and vehicle acceleration. These vehicle emission control patterns can be characterized by their corresponding emission control signatures, such as cold start, transient fuel control, and high speed/high load open loop. These emission control signatures are unique to a variety of engine technologies as well
The scope of this SAE Information Report is to supply the user with sufficient information so that he may decide whether acoustic emission test methods apply to his particular inspection problem. Detailed technical information can be obtained by referring to Section 2
Items per page:
50
1 – 50 of 658