Browse Topic: Environmental testing

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Guidelines for Specifying LVDTs and RVDTsARP5554 (Current)11/26/2025
As per Committee/Henry E. Harschburger recommendations
A-6B1 Hydraulic Servo Actuation Committee
USCAR 11242025 TestUSCAR11242000000000000000000000-1 (Current)11/24/2025
USCAR 11242025 Test
USCAR
Heavy-Duty Electrical Connector Performance StandardJ2030_202511 (Current)11/21/2025
This SAE Standard encompasses connectors between two cables or between a cable and an electrical component and focuses on the connectors external to the electrical component. This document provides environmental test requirements and acceptance criteria for the application of connectors for direct current electrical systems of 50 V or less in the majority of heavy-duty applications typically used in off-highway machinery. Severe applications can require higher test levels, or field-testing on the intended application.
CTTC C2, Electrical Components and Systems
TightAIR12122024A (Current)12/12/2024
New Scoop
A-6 Aerospace Actuation, Control and Fluid Power Systems
Questions about Real Driving Emissions in BrazilSAE-PP-002272/2/2021
The motor vehicles are the main source of atmospheric pollution, especially carbon monoxide, hydrocarbons and nitrogen oxides (NOx). To reduce these emissions for environmentally acceptable levels, Europe and the United States have developed control programs, where are set emissions limits for new vehicles, which are gradually reduced over time and the compliance must be done through standardized tests in laboratories. However, Europe is facing a problem: NOx level in the cities is not being reduced in the same proportion of the homologation limits, due to two factors: the poor representativeness of the test procedures in comparison of the “real world” and the use of engine management software that produces low pollutants just in laboratory tests. Several studies about real world emissions have pointed to vehicles, approved in the laboratory, emitting in the streets about 7 up to 40 times more NOx than the homologation limit. To fix this problem, since September/2017 Europe will add to the vehicles type-approval process a real driving emissions test (Real Driving Emissions - RDE), where the vehicle must meet the limits when running in streets coupled to a portable measuring system. In order for the RDE procedure be applied effectively to the Brazilian reality, it is necessary to discuss three relevant points: the differences between the national and the European fleet, the procedure itself, focused on NOx control and the specific characteristics of Brazilian cities. This paper has the objective to discuss about RDE principles and how it can to be applied in the Brazilian reality.
Anthony, Lindsay
Accelerated Environmental Testing for Bonded Automotive AssembliesJ2100_202101 (Current)1/7/2021
This SAE Recommended Practice defines conditions to which bonded assemblies can be exposed to simulate environmental aging. These recommendations are generally based on existing Original Equipment Manufacturer requirements at this time. (Environmental specifications used for this proposal were from General Motors, Ford, and Chrysler.) The substrate type, dimension, and number are described by the standard for materials being tested and should include control specimens which receive no environmental aging.
Materials, Processes and Parts Council
LEAD-FREE SOLDER VALIDATION TEST PLANUSCAR40-2 (Current)11/19/2020
This guideline is applicable to existing lead solder production products that will change to lead-free solder processes to meet the ELV Directive 2000/53/EC Annex II, exemption 8B requirements. This guideline is applicable to similar products used by multiple OEM's that have the same manufacturing processes / equipment. The intent is to streamline the supplier’s environmental testing via common qualification to reduce timing, quantities, and costs.
USCAR
Procedure for the Continuous Sampling and Measurement of Non-Volatile Particle Emissions from Aircraft Turbine EnginesAIR6241A (Current)7/28/2020
This Aerospace Information Report (AIR) is a historical technical record describing procedures, required continuous sampling conditions, and instrumentation for the measurement of non-volatile particle number and mass concentrations from the exhaust of aircraft gas turbine engines. Procedures are included to calculate sampling loss performance. This AIR is not intended for in-flight testing, nor does it apply to engine operating in the afterburning mode. This Aerospace Information Report is a historical technical record of the initial document detailing the measurement of non-volatile particle emissions at the exit plane of aircraft gas turbine engines. This methodology was adopted by ICAO into Annex 16 Vol II and updated into Aerospace Recommended Practice ARP6320. Future updates of this document may include explanations of the reasoning and assumptions used to develop this measurement methodology.
E-31P Particulate Matter Committee
Air Data Computer – Minimum Performance StandardAS8002B (Current)4/28/2020
This SAE Aerospace Standard (AS) covers air data computer equipment (hereinafter designated the computer) which when connected to sources of aircraft electrical power, static pressure, total pressure, outside air temperature, and others specified by the manufacturer (singly or in combination) provides some or all of the following computed air data output signals (in analog and/or digital form) which may supply primary and/or standby flight instruments: Pressure Altitude Pressure Altitude, Baro-Corrected Vertical Speed Calibrated Airspeed Mach Number Maximum Allowable Airspeed Over-speed Warning Total Air Temperature
A-4 Air Data Subcommittee
Characteristics of Transient NOx Emissions of HEV under Real Road Driving2020-01-03804/14/2020
To meet the request of China National 6b emission regulations which will be officially implemented in China, firstly including the RDE emission test limits, the transient emissions on real road condition are paid more attention. A non-plug-in hybrid light-duty gasoline vehicles (HEV) sold in the Chinese market was selected to study real road emissions employed fast response NOx analyzer from Cambustion Ltd. with a sampling frequency of 100Hz, which can measure the missing NO peaks by standard RDE gas analyzer now. Emissions from PEMS were also recorded and compared with the results from fast response NOx analyzer. The concentration of NOx emissions before and after the Three Way Catalyst (TWC) of the hybrid vehicle were also sampled and analyzed, and the working efficiency of the TWC in real road driving process was investigated. It is found that when the engine is at high-speed and heavy-load conditions, especially when fuel is injected after fuel cut, instantaneous spikes in tailpipe NO emissions could be observed, which means that traffic positions such as crosswalks, speed bumps, expressway entrances, traffic lights, would lead to higher NOx emissions, because the instantaneous fuel cut-off occurs during the acceleration shifting process, the TWC is in an oxygen-rich state. Obvious transient effects were revealed and the results could be used for further reducing NOx emissions from automotive RDE and engine calibration of RDE.
Zhang, Yonghao, Deng, Jun, Li, Qiang, Liu, Yintong, He, Bo, Hu, Zongjie, Bo, Shi, Li, Liguang
Motor Vehicle Emission Control Quality Monitoring for On-Road Driving: Dynamic Signature Recognition of NO x & NH 3 Emissions2020-01-03724/14/2020
Motor vehicle emission testing during on-road driving is important to assess a vehicle’s exhaust emission control design, its compliance with Federal regulations and its impact on air quality. The U.S. Environmental Protection Agency (EPA) has been developing new approaches to screen the characteristics of vehicle dynamic emission control behaviors (its operating signature) while driving both on-road and on-dynamometer. The so-called “signature device” used for this testing is equipped with an O2/NOx sensor, thermocouple and GPS to record dynamic exhaust NOx concentration, air fuel ratio-controlled tailpipe lambda (λ), tailpipe temperature and vehicle speed (acceleration). In the early EPA research, signature screening was used to characterize a vehicle’s PCM control behaviors (cause/effect bijectivity), which help distinguish operation in normal control state-space and abnormal state-space. Currently, signature devices are being used to recognize when ammonia (NH3) has been emitted and to estimate the presence of NOx and NH3 within on-road and on-dyno driving. The presence of NH3 is observed by the signature device’s NOx sensor at times when tailpipe lambda readings are biased rich, after the engine three-way-catalyst (TWC) has warmed up. To study the production of NH3, EPA established a vehicle test program to gather and evaluate the emissions from on-road driving conditions. The same driving conditions were then replicated on an indoor chassis dynamometer (dyno) while using a bag analyzer bench, a raw exhaust modal bench, and a signature device to measure vehicle emissions and control behaviors. EPA ascertained, under certain operating conditions, that stoichiometric engine exhaust passing through a TWC can create hydrogen (CO+H2O→H2), which is then available to produce unregulated ammonia (CO+NO+H2→NH3). These reactions can accelerate when the engine operates with slightly rich-biased lambda introduced either by control or by calibration design. Under current Light-Duty Tier 3 emission regulations, NOx and NMOG emissions are counted together, creating an “opportunity” for more of this type of engine operation.
Tang, Xiaoguo, Kargul, John, McBryde, Dan
RDE-Compliant PEMS Testing of a Gasoline Euro 6d-TEMP Passenger Car at Two Ambient Temperatures with a Focus on the Cold Start Effect2020-01-03794/14/2020
European Union RDE (real driving emissions) legislation requires that new vehicles be subjected to emissions tests on public roads. Performing emissions testing outside a laboratory setting immediately raises the question of the impact of ambient conditions - especially temperature - on the results. In the spirit of RDE legislation, a wide range of ambient temperatures are permissible, with mathematical moderation (correction) of the results only permissible for ambient temperatures <0°C and >+30°C. Within the standard range of temperatures (0°C to +30°C), no correction for temperature is applied to emissions results and the applicable emissions limits have to be met. Given the well-known link between the thermal state of an engine and its emissions following cold start, ambient temperature can be of great importance in determining whether a vehicle meets emissions requirements during an RDE test. This paper reports the results of full RDE-compliant on-road emissions tests performed on a Euro 6d-TEMP passenger car with a direct injection spark ignition engine and a gasoline particle filter. Testing was performed at two temperatures, both lying within the “standard” temperature range for RDE testing: +25°C and +8°C. Regulated gaseous emissions, particle number and CO2/fuel consumption results are presented and discussed. Overall, as expected, emissions following cold start were significantly higher at the lower test temperature. Nevertheless, the long distance covered during RDE tests (~70-100 km) and their urban phases (>16 km, often ~25 km) weakens the impact of this effect. Some simple mathematical analyses of the results from various portions of the trip are presented.
Bielaczyc, Piotr, Merkisz, Jerzy, Pielecha, Jacek, Woodburn, Joseph
EDITORIAL: The case for hybrids remains strong20AUTP03_053/1/2020
What's the most effective business strategy for achieving a zero-emission future? In a utopian world, the legacy automakers that are still committed to nasty tailpipes, catalysts and liquid-hydrocarbon fuel would simply end production of all IC-engine vehicles one day and switch over to battery-electrics the next. Everybody pushes a big red button and voila!-it's done. Strident and impractical environmentalists, of whom I know a few, would love it. Reality is of course forcing the industry down a far more protracted and complex path. As recent news is demonstrating.
Brooke, Lindsay
Leading Women in Engineering & Science: Sarah Charette, Product ManagerTBMG-362593/1/2020
Soft, Skin-Like Structures for Robotic Locomotion and TransportationTBMG-359992/1/2020
Stretchable, skin-like robots that can be rolled up and put in your pocket have been developed using a new way of embedding artificial muscles and electrical adhesion into soft materials. This new advance could create new thin and light robots for environmental monitoring and deployment in hazardous environments, robot grippers for delicate objects, and new wearable technologies.
Optical Window for Far-IR Instruments Using Thin TOPAS® FilmTBMG-358091/1/2020
Most flight instruments that use cryogenics or non-cryogenics require physical isolation of their internal instruments (sensors, detectors, spectrometers) from the external environment. This isolating window film also needs to be transparent in the operational frequency of the internal instruments to detect electromagnetic waves. As such, the film needs to have the necessary strength to hold the vacuum pull and provide a low transmission loss.
Products of Tomorrow: December 2019TBMG-3570712/1/2019
This column presents technologies that have applications in commercial areas, possibly creating the products of tomorrow. To learn more about each technology, see the contact information provided for that innovation.
A Fast, Simple Sampling Method for Characterizing Volatile Organic Compounds Emitted from Medical DevicesTBMG-3551211/1/2019
In 2018, an update on regulations for respiratory medical devices meant that volatile organic compounds (VOCs) emitted from the devices must be addressed. ISO 10993-1 highlights the need for medical device engineers and manufacturers to characterize these chemicals, particularly plastics, because these often emit chemicals such as phthalates and polychlorinated biphenyls, which are thought to be a health concern.1,2
Design of Experiments for Effects and Interactions during Brake Emissions Testing Using High-Fidelity Computational Fluid Dynamics2019-01-21399/15/2019
The investigation and measurement of particle emissions from foundation brakes require the use of a special adaptation of inertia dynamometer test systems. To have proper measurements for particle mass and particle number, the sampling system needs to minimize transport losses and reduce residence times inside the brake enclosure. Existing models and spreadsheets estimate key transport losses (diffusion, turbophoretic, contractions, gravitational, bends, and sampling isokinetics). A significant limitation of such models is that they cannot assess the turbulent flow and associated particle dynamics inside the brake enclosure; which are anticipated to be important. This paper presents a Design of Experiments (DOE) approach using Computational Fluid Dynamics (CFD) to predict the flow within a dynamometer enclosure under relevant operating conditions. The systematic approach allows the quantification of turbulence intensity, mean velocity profiles, and residence times. The factors of the DOE include: a) airflow level, b) brake size, c) rotor style, d) caliper position, e) brake rotation, f) brake rotational speed, and g) fixture style. Numerical simulations are performed using NGA, a high-order, multi-physics large-eddy simulation code. Particles are tracked individually in a Lagrangian manner. The CFD code is coupled with a conservative immersed boundary method to handle complex geometries. The second part of the study investigates the flow behaviour and the associated isokinetics near the sampling plane in the different nozzles that feed the air samples to the various instruments. In order to better understand the transport and fate of solid particles, the model uses a log-normal particle size distribution between 0.55 μm and 20 μm.
Agudelo, Carlos, Vedula, Ravi Teja, Capecelatro, Jesse, Wang, Qingquan
Diesel Vehicle with Ultra-Low NOx Emissions on the Road2019-24-01459/9/2019
The gap between diesel vehicle emissions in laboratory tests compared to those in use has been addressed by the introduction of the Real Driving Emissions (RDE) requirements. Modern diesel technology now demonstrates low emissions on the road over a wide range of driving conditions. This paper further demonstrates that consistent low nitrogen oxide (NOx) and particle number (PN) emissions can be achieved over a wide range of driving conditions beyond Euro 6d RDE requirements, with emission control technologies combined in an integrated approach. An LNT (Lean NOx Trap) is combined with a dual-dosing SCR (Selective Catalytic Reduction) system. Low-load NOx control is achieved by the LNT in combination with a close-coupled SCR coated on the Diesel Particulate Filter (SDPF). High load conditions, on the other hand, are covered by the underfloor SCR system with a second AdBlue® injector. A P0 48V mild-hybrid system is also available to support the NOx control and to ensure good driving performance and fuel efficiency. An advanced control strategy is implemented to ensure optimal interaction between all emission control functionalities. The system was implemented on a C-segment demonstrator vehicle. The paper discusses the emissions tests performed and the results achieved. A combination of tests on the road and in the lab were carried out to cover a wide range of driving conditions. Special attention was paid to the robustness of the emission performance under urban and motorway driving conditions. Results demonstrate that each aftertreatment component contributes to achieving consistently low NOx emissions under all driving conditions. Particulate emissions are effectively controlled by the DPF.
Demuynck, Joachim, Favre, Cecile, Bosteels, Dirk, Bunar, Frank, Spitta, Joachim, Kuhrt, Andreas
Understanding Fiber Optic Transceiver Design and Test RulesTBMG-351199/1/2019
The design of avionics systems must balance several factors. First, engineers want to increase the performance of the systems installed in aircraft or spacecraft. Second, they want to reduce the size and weight of the equipment that must be carried. Third, they want to maximize the safety of the in-flight systems and maintain communication between the aircraft or spacecraft and other flight vessels and the command center, regardless of the circumstances.
Organic Semiconductor Thin-Film Sensors Detect Disease Markers in BreathTBMG-348958/1/2019
Organic semiconductors (OSCs) have emerged as a new class of electronic materials promising a wide range of applications including organic field-effect transistors (OFET), solar cells, thermoelectrics, electronic skins, and chemical and mechanical sensors by virtue of their chemical versatility, solution processability, and mechanical flexibility.
Cleaner Trucks Initiative starts NOx-reduction journey19TOFHP06_126/1/2019
The U.S. Environmental Protection Agency (EPA) is in the beginning stages of establishing new NOx regulations for heavy-duty on-highway trucks. The agency is spurred by advances in technology and a desire to streamline the certification process. The EPA last revised NOx standards for on-road heavy-duty trucks and buses in January 2001. The process that culminated in those standards actually started in the late 1990s. Rulemaking takes time, both to understand technology trends and incorporate a wide group of stakeholders. It will take no less time to update those NOx standards under the program called the Cleaner Trucks Initiative (CTI), announced by the EPA in November 2018.
Morey, Bruce
Smart Agriculture Sensors: Helping Small Farmers and Positively Impacting Global Issues, TooTBMG-345856/1/2019
Smart agriculture, also known as precision agriculture, allows farmers to maximize yields using minimal resources such as water, fertilizer, and seeds. By deploying sensors and mapping fields, farmers can begin to understand their crops at a micro scale, conserve resources, and reduce impacts on the environment. Smart agriculture has roots going back to the 1980s when Global Positioning System (GPS) capability became accessible for civilian use. Once farmers were able to accurately map their crop fields, they could monitor and apply fertilizer and weed treatments only to areas that required it. During the 1990s, early precision agriculture users adopted crop yield monitoring to generate fertilizer and pH correction recommendations. As more variables could be measured and entered into a crop model, more accurate recommendations for fertilizer application, watering, and even peak yield harvesting, could be made.
Should We Walk or Take a Car for Minimum Greenhouse Gas Emissions?2019-01-09964/2/2019
This paper compares the greenhouse gas (GHG) emissions attributed to driving a popular production vehicle powered by an internal combustion engine (ICE), as well as a hybrid electric vehicle (HEV), with GHG emissions associated with walking, running and bicycling. The purpose of this study is to offer a different perspective on the problem of global warming due to anthropogenic causes, specifically on transportation and eating patterns. In order to accurately estimate emissions, a full life cycle of food has been considered coupled with energy expenditures of the aforementioned activities obtained from several different sources and averaged for more reliable results. The GHG emissions were calculated for Sweden, the UK, and the US. Depending on the availability of certain data, the methodology for different countries was altered slightly. The question whether walking, running or taking a bicycle is better for the environment than driving a car cannot be answered uniquely. This study demonstrates that the answer depends on several factors, such as diet composition, the number of people commuting, vehicle powertrain, as well as the country analyzed. The conclusion is that if one has an eco-friendly diet and travels alone the preferred modes of transport would be bicycling, walking and running, the cleanest of which by far is bicycling. However, if the diet has a higher CO2 footprint, as in the case of diets containing a large amount of meat and/or imported products, then the preference shifts towards cars, among which the most environmentally friendly are hybrid electric vehicles. The same conclusion applies to the cases where the number of people commuting together exceeds two-three persons.
Babayev, Rafig, Johansson, Bengt
Products of Tomorrow: February 2019TBMG-336962/1/2019
This column presents technologies that have applications in commercial areas, possibly creating the products of tomorrow. To learn more about each technology, see the contact information provided for that innovation.
5 Ws of the Lead-Detection Smartphone SystemTBMG-335861/1/2019
Individuals needing or wanting to examine lead content in their drinking water on-demand and in virtually any environmental setting.
Portable Acousto-Optic SpectrometersTBMG-3339812/1/2018
Spectrometers are widely used for applications such as chemical analysis, remote sensing, quality control, environmental monitoring, spaceborne measurements, and optical measurements. Most spectrometers are based on using dispersive elements such as prisms, gratings, or etalons. These spectrometers typically have moving parts that induce spurious readings due to vibrations, and have limited use due to their limited spectral range and resolution capabilities, which in turn limit their use when needed for portable field applications.
ED-247 (VISTAS) Gateway for Hybrid Test Systems2018-01-194910/30/2018
Testing a full Aircraft System that includes several on-board computers, physical I/O, and communication buses requires connecting the system to adequate test benches to stimulate or monitor the I/O in a suitable manner. Next generation benches are controlled by test scenarios that reproduce flight situations that occur in a real aircraft. In many situations, it makes sense to replace one or several real computers with a virtual device. Basically, a software representation of the equipment running on a PC helps achieving Verification & Validation (V&V) tasks, even when the real systems are not all available yet. This type of setup, which combines real and virtualized systems, is called a hybrid test system. The required high level of fidelity requires that the next generation bench handles avionic I/O and buses on virtual equipment. ED-247 EUROCAE standard, also called VISTAS, which was recently brought to a mature state allows for this. The main idea behind this approach is to encapsulate I/O or bus information in UDP multicast datagrams on an Ethernet network. Once this is done, several virtualized computers can be interconnected and distributed simulations can be run on them, as if they were the real devices. One difficulty arises in hybrid testing configurations if real devices and virtualized ones have to be interconnected. In general, a real computer is connected to a simulator that provides the counterpart of buses and I /O. Multiple simulators can be combined, with the help of a communication layer, such as the one defined in the research project VHTNG (Virtual and Hybrid Testing Next Generation). But the communication layer purpose is different from the ED247 standard and combining both requires a suitable gateway. In the scope of the VHTNG project, dSPACE France researches the gateway functionalities required between the communication layer and virtualized computers that have an ED247 interface. The gateway translates a description of real I/O or buses to the equivalent ED247 form and vice-versa. In this paper, after a short introduction, we will present the VHTNG research project, which is the working frame for this activity. Then, some general considerations about virtualization and VISTAS/ED247 will be discussed. The next part of this paper focuses on the VISTAS Gateway and its implementation, followed by further information about the current project status and the future work planned for next months.
Hildenbrand, Yannick
Environmental Degradation of Composite MaterialsARP6287 (Current)10/18/2018
In accordance with § 4.11 of AS36100, materials used in the construction of pallets, nets, and containers shall take into account the effects of environmental conditions, such as temperature, humidity, and UV degradation, expected in service. In accordance with (E)TSO-C90, the applicant shall consider environmental degradation due to aging, ultra-violet (UV) exposure, weathering, etc., for any materials used in the construction of pallets, nets, and containers. The purpose of this Aerospace Recommended Practice (ARP) is to provide guidelines for the basic requirements to be considered regarding environmental degradation effects when qualifying composite materials in the design to fulfill the (E)TSO-C90 Minimum Performance Standard. Material qualification is the verifying of a materials attributes and characterizations, which are typically determined through testing. Material variances related to raw materials and manufacturing processes are not part of this Aerospace Recommended Practice (ARP), nor is damage tolerance. However, these variances cannot be neglected, as all variances shall be considered when deciding the test factors for environmental effects.
AGE-2 Air Cargo
Idaho National LaboratoryTBMG-3310510/1/2018
In 1951, the first nuclear reactor in Idaho was built, starting a legacy at what is now Idaho National Laboratory (INL). INL is the site where 52 pioneering nuclear reactors were designed and constructed, including the first reactor to generate usable amounts of electricity. It was here that nuclear-generated electricity first powered an American community.
Quantum Computing: Learning to Speak a Whole New TechnologyTBMG-3311510/1/2018
Imagine trying to use a computer that looks and acts like no computer you've ever seen. There is no keyboard or screen. Code designed for a normal computer is useless. The components don't even follow the laws of classical physics. Quantum computing would be radically new and fundamentally different from the classical computers we're used to.
Impact of Demanding Low Temperature Urban Operation on the Real Driving Emissions Performance of Three European Diesel Passenger Cars2018-01-18199/10/2018
In Europe, the development and implementation of new regulatory test procedures including the chassis dynamometer (CD) based World Harmonised Light Duty Test Procedure (WLTP) and the Real Driving Emissions (RDE) procedure, has been driven by the close scrutiny that real driving emissions and fuel consumption from passenger cars have come under in recent times. This is due to a divergence between stated certification performance and measured on-road performance, and has been most pointed in the case of NOx (oxides of nitrogen) emissions from diesel cars. The RDE test is certainly more relevant than CD test cycles, but currently certification RDE cycles will not necessarily include the most extreme low speed congested or low temperature conditions which are likely to be more challenging for NOx after-treatment systems. To build understanding of the emissions and fuel consumption performance of the latest available diesel passenger cars, Concawe has conducted a study of the performance of three vehicle types. Two of the vehicles featured urea-dosed Selective Catalytic Reduction (SCR) after-treatment, whilst the third was fitted with a Lean NOx Trap (LNT) and a downstream passive SCR catalyst (pSCR). For each vehicle, triplicate tests were conducted over a moderate RDE on-road cycle, as well as CD testing of the Transport for London (TfL) Urban Inter Peak (UIP) cycle, developed directly from real-driving trips in the City of London, UK. The TfL UIP is considered a severe urban cycle and was run over ambient temperatures ranging from −15 °C to 23 °C. After the initial 2-3 minute warm up period, the SCR-equipped vehicles were effective at controlling NOx, while the LNT-equipped vehicle was more effective in the initial minutes of running. The data generated provides insights into the emissions performance of Euro 6 diesel passenger cars, and their after-treatment systems, in extreme congested cold urban conditions including, and beyond, the most demanding likely to be encountered under regulatory RDE testing.
Williams, Rod, Andersson, Jon, Hamje, Heather, Ziman, Pauline, Kar, Kenneth, Fittavolini, Corrado, Pellegrini, Leonardo, Gunther, Garry, Oliva, Fermin, Van de Heijning, Paul
Engine Accelerated Aging Method Developed to Study the Effect of Lubricant Formulations on Catalyzed Gasoline Particulate Filter Durability2018-01-18049/10/2018
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.
Shao, Huifang, Carpentier, Guillaume, Yin, Danhua, Wang, Yinhui, Remias, Joesph, Roos, Joseph, Xia, Wenzheng, Zheng, Yi, Yuan, Xinbo, Yang, Dongxia, He, Xiaokun, Yin, Zenghui
Emission Reduction during Cold Start by Combustion Controlled Increase of In-Cylinder Temperatures2018-01-17409/10/2018
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 strategies on the emissions during heating operation, as well as during the subsequent load demand. Furthermore, the influence of the engine temperature at engine start is investigated. In addition to a stoichiometric and a lean heating operation strategy another combustion process strategy is presented. The novel strategy provides heating of the combustion chamber, without decreasing the catalyst converter heating significantly. The studies were carried out on a 2.0 liter gasoline engine with direct injection (SIDI) on an engine test bench. Both gaseous emissions and particulate emissions were monitored. Furthermore, the origins of particulate emissions were examined in more detail by means of high-speed camera recordings of the soot radiation inside the combustion chamber. To assess the flame propagation, high-speed camera footage was combined with the signals from a fiber optical sparkplug (FOSP).
Titus, Fabian, Berlet, Peter, Sobek, Florian, Wessling, Justus
Nano/Micro Mechanical Environmental Test CellTBMG-328289/1/2018
A device and method have been developed to conduct compression and tensile tests on soft materials such as flocculated sediments, biopolymers, biological materials, and food stuffs. The device facilitates compression tests of small particles in the 10- to 5,000-micron range in the exact aqueous environmental conditions (e.g. pH, salinity, elevation) in which the sample is typically found. The device enables real-time imaging of the deformation process, and is compatible with a variety of commercially available test frames and load cells.
Near-Zero-Power Temperature SensorTBMG-296847/1/2018
A temperature sensor was developed that runs on 113 picowatts of power — about 10 billion times smaller than a Watt. The technology could enable devices that can be powered by harvesting energy from low-power sources, such as the body or the surrounding environment. Potentially, the system could run for years on a tiny battery.
Real-Time Airborne Particle AnalyzerTBMG-296867/1/2018
Particle analysis is useful for determining chemical compositions in a wide range of disciplines, from ascertaining the source of a petroleum sample to duplicating a fragrance. The technique is appealing to a broad cross-section of analytical sciences, but its applications are limited because, for existing equipment, sample size is limited, and testing is carried out under a high vacuum.
A High(er)-Definition Nose Sensor Could Improve Sensors that SniffTBMG-290146/1/2018
Sensors that sniff out chemicals in the air to warn us about everything from fires to carbon monoxide to drunk drivers to explosive devices hidden in luggage have improved so much that they can even detect diseases on a person’s breath. Researchers from Drexel University and the Korea Advanced Institute of Science and Technology have made a discovery that could make our best “chemical noses” even more sensitive.
Handling and Packaging of Materials and Components for Emissions TestingJ2989_201804 (Current)4/5/2018
This standard is intended for the automotive industry. Testing methods may specifically define the handling and packaging conditions for the material to be analyzed. In these cases, follow the method as closely as possible. Use this standard as a guide, where the protocol for handling and packaging the samples between part production and testing may be undefined.
Volatile Organic Compounds
Solid Particle Number and Ash Emissions from Heavy-Duty Natural Gas and Diesel w/SCRF Engines2018-01-03624/3/2018
Solid and metallic ash particle number (PN) and particulate matter (PM) mass emission measurements were performed on a heavy-duty (HD) on-highway diesel engine and a compressed natural gas (CNG) engine. Measurements were conducted under transient engine operation that included the FTP, WHTC and RMC. Both engines were calibrated to meet CARB ultra low NOX emission target of 0.02 g/hp-hr, a 90% reduction from current emissions limit. The HD diesel engine final exhaust configuration included a number of aftertreatement sub-systems in addition to a selective catalytic reduction filter (SCRF). The stoichiometric CNG engine final configuration included a closed coupled Three Way Catalyst (ccTWC) and an under floor TWC (ufTWC). The aftertreatment systems for both engines were aged for a full useful life (FUL) of 435,000 miles, prior to emissions testing. PM mass emissions from both engines were comparable and well below the US EPA emissions standard. However, the CNG engine emitted a substantially higher number of solid particles, larger and smaller than 25 nm in diameter, compared to the number of particles emitted from the HD diesel engine for each of the three transient cycles tested. The CNG engine metallic ash particle number emission was also much higher than that of the diesel. The stringent solid particle number regulation in the EU and China will address the CNG particle number emission problem. However, in the USA there is no such regulation to specifically address particle number emissions, which is a short coming. Ultrafine PN emissions from engines is a health concern. Reducing solid particle number emissions from old and new CNG engines to a level comparable to that of a diesel with DPF is an important task that needs to be addressed by policy makers around the globe.
Khalek, Imad A., Badshah, Huzeifa, Premnath, Vinay, Brezny, Rasto
2021-12-29.TEST Sine Wave Pulse Width Modulation Study for Improving Vehicle Lighting Control *CSP Meta Testing*2018-01-00014/3/2018
Vehicle lighting has become more demanding with different load requirements, strict Electromagnetic Compatibility (EMC) requirements, accuracy requirements, and power consumption requirements. These requirements are all under the constraint of ever shrinking PCB’s driving up the cost of PCB real estate. Pulse width modulation (PWM) is used to control the interior and exterior lighting in vehicles and meet all these requirements. One or more electronic control units in the body domain of a vehicle contain a number of integrated circuits that drive loads using PWM signals. In addition to driving loads, PWM signals are used for things such as dimming and diagnostic functions. In current technology the PWM signal is usually composed of a trapezoidal wave or rounded wave which control bulbs and light emitting diodes (LED) loads in a vehicle. The trapezoidal or rounded wave may not be the most efficient way to meet requirements in the automotive industry due to their sharp rising edges so different methods have been developed to improve functionality and reduce cost. Using PWM with sine wave control could be an improvement over the current technology. This study looks at two integrated circuits that use each control method, the rounded wave and the sine wave. Both control methods are studied with the same PCB layout and environmental conditions then compared through testing such as radiated emissions testing and thermal testing. The comparison is used to determine which method is more beneficial for use in controlling automotive lighting. Other methods in recent literature are also reviewed along with future outlooks on controlling lighting loads in the automotive industry.
Bseileh, Mouhamed
Characterization of Gaseous Emissions from Blended Plug-In Hybrid Electric Vehicles during High-Power Cold-Starts2018-01-04284/3/2018
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 a need for blended CD operation. Under such circumstances, blended PHEVs can have a high-power cold-start where the initial IC engine start occurs under high vehicle torque demand, even when the battery state of charge (SOC) is high. Conventional IC engine vehicles do not experience high-power cold-starts since the initial IC engine start typically occurs under a very low initial torque requirement when the vehicle is stopped, in park or in neutral, and some driving is usually required before a high-power driving maneuver is encountered. Testing of various blended PHEVs found that high-power cold-starts have different emission characteristics compared to conventional vehicle cold-starts. California Air Resources Board (CARB) staff conducted vehicle tests to investigate the effects of high-power cold-starts on the gaseous exhaust emissions of blended PHEVs. Conditions that triggered high-power cold-starts were characterized from on-road driving and the resulting vehicle speed traces were then used to conduct chassis dynamometer exhaust emission tests. A new methodology was developed to compare the cold-start emissions from the high-power cold-start acceleration cycles to emissions from regulated emission certification test cycles. The results from these tests indicated that high-power cold-starts may be yielding significantly higher exhaust emissions than those observed during the regulated emission test cycles that are conducted for vehicle exhaust emission certification. This paper provides a summary of the high-power cold-start test cycle development, the methodology that was utilized to compare test cycle emissions, and the high-power cold-start gaseous emissions results.
Pham, Allen, Jeftic, Marko
Benefits of Pd Doped Zeolites for Cold Start HC/NOx Emission Reductions for Gasoline and E85 Fueled Vehicles2018-01-09484/3/2018
In the development of HC traps (HCT) for reducing vehicle cold start hydrocarbon (HC)/nitrogen oxide (NOx) emissions, zeolite-based adsorbent materials were studied as key components for the capture and release of the main gasoline-type HC/NOx species in the vehicle exhaust gas. Typical zeolite materials capture and release certain HC and NOx species at low temperatures (<200°C), which is lower than the light-off temperature of a typical three-way catalyst (TWC) (≥250°C). Therefore, a zeolite alone is not effective in enhancing cold start HC/NOx emission control. We have found that a small amount of Pd (<0.5 wt%) dispersed in the zeolite (i.e., BEA) can significantly increase the conversion efficiency of certain HC/NOx species by increasing their release temperature. Pd was also found to modify the adsorption process from pure physisorption to chemisorption and may have played a role in the transformation of the adsorbed HCs to higher molecular weight species. Both these processes led to desorption at higher temperatures and more efficient conversion. Laboratory studies on BEA zeolite, with and without Pd, are described. These studies show the benefits of Pd-zeolite on the capture and release of HC/NOx species such as ethanol, ethylene, propylene, and toluene. It was also observed that the benefit of Pd in the zeolite was not stable under high-temperature rich conditions. This indicates a possible limitation for the application of Pd-beta in stoichiometric engine exhaust. A base metal was also added to the Pd-zeolite that stabilized emissions trapping after high-temperature rich aging conditions. Parallel vehicle emission test results also confirmed the benefits of the base metal-stabilized Pd-BEA zeolite in reducing cold start HC emissions.
Xu, Lifeng, Lupescu, Jason, Ura, Justin, Harwell, Amy, Paxton, William A., Nunan, John, Alltizer, Chad
Passive Hydrocarbon Trap to Enable SULEV-30 Tailpipe Emissions from a Flex-Fuel Vehicle on E85 Fuel2018-01-09444/3/2018
Future LEV-III tailpipe (TP) emission regulations pose an enormous challenge forcing the fleet average of light-duty vehicles produced in the 2025 model year to perform at the super ultralow emission vehicle (SULEV-30) certification levels (versus less than 20% produced today). To achieve SULEV-30, regulated TP emissions of non-methane organic gas (NMOG) hydrocarbons (HCs) and oxygenates plus oxides of nitrogen (NOx) must be below a combined 30 mg/mi (18.6 mg/km) standard as measured on the federal emissions certification cycle (FTP-75). However, when flex-fuel vehicles use E85 fuel instead of gasoline, NMOG emissions at cold start are nearly doubled, before the catalytic converter is active. Passive HC traps (HCTs) are a potential solution to reduce TP NMOG emissions. The conventional HCT design was modified by changing the zeolite chemistry so as to improve HC retention coupled with more efficient combustion during the desorption phase. Increased trapping efficiently was achieved by (a) modifying the acidic properties of the zeolite, (b) inclusion of Pd in order to more efficiently trap alkenes and NOx, and (c) the introduction of a new redox function that promoted HC combustion prior to the full desorption phase of the trap. A 2.0 L direct-injection Ford Focus with E85 fuel, utilizing the newly designed HCT developed by Ford and Umicore and having a significantly reduced platinum group metal (PGM) loading of only 0.53 g/L, was able to lower NMOG emissions by about 60% compared to the baseline underbody three-way catalyst (TWC). This in turn achieved combined NMOG + NOx emissions at an average of 19 mg/mi (11.8 mg/km), just below the SULEV-20 limit. The new trap formulation not only improved HC storage and conversion efficiency but substantially decreased the PGM content in line with current LEV-II partial zero-emission vehicle (PZEV) underbody loadings and will ensure continued sales of future flex-fuel vehicles.
Lupescu, Jason, Xu, Lifeng, Nunan, John, Alltizer, Chad
Tier 2 Test Fuel Impact to Tier 3 Aftertreatment Systems and Calibration Countermeasures2018-01-09414/3/2018
During the course of emissions and fuel economy (FE) testing, vehicles that are calibrated to meet Tier 3 emissions requirements currently must demonstrate compliance on Tier 3 E10 fuel while maintaining emissions capability with Tier 2 E0 fuel used for FE label determination. Tier 3 emissions regulations prescribe lower sulfur E10 gasoline blends for the U.S. market. Tier 3 emissions test fuels specified by EPA are required to contain 9.54 volume % ethanol and 8-11 ppm sulfur content. EPA Tier 2 E0 test fuel has no ethanol and has nominal 30 ppm sulfur content. Under Tier 3 rules, Tier 2 E0 test fuel is still used to determine FE. Tier 3 calibrations can have difficulty meeting low Tier 3 emissions targets while testing with Tier 2 E0 fuel. Research has revealed that the primary cause of the high emissions is deactivation of the aftertreatment system due to sulfur accumulation on the catalysts. The emissions drive cycles used in the test sequence play a significant role in catalyst deactivation. It is possible to desulfur the catalyst by employing an aggressive drive cycle to sustain catalyst temperatures above 650°C (1202°F). Drive cycles that produce the higher sustained catalyst temperatures are not found in the miles per gallon (MPG) method FE test sequence. Therefore, the aftertreatment system and calibration must be robust to sulfur accumulation during less aggressive drive cycles. A number of control tuning strategies were tested, and their robustness to sulfur accumulation on the catalysts was determined.
White, Eugene D., Anderson, Bruce, Ranspach, Paul
A New Catalyzed HC Trap Technology that Enhances the Conversion of Gasoline Fuel Cold-Start Emissions2018-01-09384/3/2018
Passive in-line catalyzed hydrocarbon (HC) traps have been used by some manufacturers in the automotive industry to reduce regulated tailpipe (TP) emissions of non-methane organic gas (NMOG) during engine cold-start conditions. However, most NMOG molecules produced during gasoline combustion are only weakly adsorbed via physisorption onto the zeolites typically used in a HC trap. As a consequence, NMOG desorption occurs at low temperatures resulting in the use of very high platinum group metal (PGM) loadings in an effort to combust NMOG before it escapes from a HC trap. In the current study, a 2.0 L direct-injection (DI) Ford Focus running on gasoline fuel was evaluated with full useful life aftertreatment where the underbody converter was either a three-way catalyst (TWC) or a HC trap. A new HC trap technology developed by Ford and Umicore demonstrated reduced TP NMOG emissions of 50% over the TWC-only system without any increase in oxides of oxygen (NOx) emissions. Other HC trap technologies had at best a 25% NMOG emission reduction. Parallel laboratory reactor studies were conducted in an effort to understand the improved trapping and NMOG combustion features of the newly developed HC trap. Increased trapping efficiency of certain aromatics (toluene) and alkenes (2-methylpropene) was assigned to rapid and efficient polymerization of these species due to a combination of strong Brønsted acidity, precious metal (i.e., Pd), and base redox active metals. During the emissions desorption phase, the combustion of the adsorbed NMOG occurred without gas-phase oxygen due to the delayed desorption of the large NMOG molecules coupled with the high activity of the base redox active metal in the presence of steam. Besides acting as a source of oxygen during combustion, the ion-exchanged form of the base metal also stabilized Pd against sintering during the hot, four-mode aging process.
Lupescu, Jason, Xu, Lifeng, Jen, Hung-Wen, Harwell, Amy, Nunan, John, Alltizer, Chad, Denison, Gregory
Influence of Vehicle Operators and Fuel Grades on Particulate Emissions of an SI Engine in Dynamic Cycles2018-01-03504/3/2018
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-manifold fuel injection is presented. Furthermore, the effects of one human driver in comparison to a virtual driver regarding the reproducibility of the test results are shown. In this setup several particulate measurement systems with different measurement principles are taken into account to validate the results. In the second part of the paper, including the same engine and measurement systems, the effects and influences of seasonal RON 95 gasoline fuel qualities (winter and summer) on the size distribution (5,6-560 nm) and the particulate count are discussed. With the introduction of the Euro 6d emission standards, there is no longer a legal specification in place for the fuel to be used for RDE emission testing. Hence, it must be considered that due to seasonal climate changes, specifically designed fuels are sold at regular gas stations. Although summer and winter fuels are supposed to guarantee the same physical properties, they differ in composition which can lead to considerable differences in particulate emissions. To avoid a mixing of the different climate-dependent fuel types during the test program, the fuel tank has been extensively flushed before refilling it with the next test fuel. As prescribed all fuels were bought at public gas stations and have been analyzed by a third-party laboratory to guarantee the immaculateness of each fuel type.
Guse, Daniel, Roehrich, Henning, Lenz, Martin, Pischinger, Stefan
Hunting New Mining Deposits with Hyperspectral ImagingTBMG-285133/1/2018
How much gold remains to be mined on Earth? How about the lesser-known element, indium, necessary for computer and smartphone displays? With known sources of some essential metals facing depletion within the next few decades, there is more pressure on pursuing alternatives to existing mining exploration technologies. How can we more easily find needed deposits on earth and in space?
Near-Zero-Power Temperature SensorTBMG-285303/1/2018
A temperature sensor was developed that runs on 113 picowatts of power — about 10 billion times smaller than a Watt. The technology could enable devices that can be powered by harvesting energy from low-power sources, such as the body or the surrounding environment. Potentially, the system could run for years on a tiny battery.
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