Search Results

Studies of emissions from vehicles equipped with catalysts have shown that some unregulated emissions can increase when a catalyst is used. One example of this is sulfuric acid, which has been studied extensively. Other unregulated emissions include ammonia and hydrogen cyanide. In a number of studies, these unregulated pollutant emissions have been measured from light-duty vehicles and heavy-duty engines. These emission levels were used in air quality dispersion models to predict the resultant air quality levels. The ambient concentrations predicted for each pollutant were then compared to suggested concentrations at which adverse health effects may be found to determine if additional monitoring or control would be indicated for these pollutants. It was determined that mobile source emissions of sulfuric acid, hydrogen cyanide, and ammonia do not in general result in ambient levels of concern for the air quality situations studied.

In 2015 the U.S. Environmental Protection Agency (EPA) and the U.S. Department of Transportation's National Highway Traffic Safety Administration (NHTSA) proposed a new steady-state engine dynamometer test procedure by which heavy-duty engine manufacturers would be required to create engine fuel rate versus engine speed and torque “maps”.[1] These maps would then be used within the agencies' Greenhouse Gas Emission Model (GEM)[2] for full vehicle certification to the agencies' proposed heavy-duty fuel efficiency and greenhouse gas (GHG) emissions standards. This paper presents an alternative to the agencies' proposal, where an engine is tested over the same duty cycles simulated in GEM. This paper explains how a range of vehicle configurations could be specified for GEM to generate engine duty cycles that would then be used for engine testing.

The advent of emission control technology has resulted in significant changes in both the total mass and detailed patterns of hydrocarbons emitted from automobiles. Emission rates of 56 hydrocarbons from 22 motor vehicles, including catalyst and noncatalyst configurations, were determined for the Federal Urban Driving Cycle. An increased relative abundance of methane is indicated for vehicles equipped with oxidation catalysts. In view of the photochemically non-reactive nature of methane, simple and economic procedures for determination of vehicle nonmethane hydrocarbon emission rates are evaluated. In general the procedures evaluated require independent total hydrocarbon and methane analysis, with the nonmethane hydrocarbon level calculated by difference. The procedures are evaluated by comparison of indicated nonmethane hydrocarbon emission rates with rates obtained by summation of individual compound rates determined by advanced gas chromatographic procedures.

A Methanol catalyst test program has been conducted in two phases. The purpose of Phase I was to determine whether a base metal or lightly-loaded noble metal catalyst could reduce Methanol engine exhaust emissions with an efficiency comparable to conventional gasoline engine catalytic converters. The goal of Phase II was the reduction of aldehyde and unburned fuel emissions to very low levels by the use of noble metal catalysts with catalyst loadings higher than those in Phase I. Catalysts tested in Phase I were evaluated as three-way converters as well as under simulated oxidation catalyst conditions. Phase II catalysts were tested as three-way converters only. For Phase I, the most consistently efficient catalysts over the range of pollutants measured were platinum/rhodium configurations. None of the catalysts tested in Phase I were able to meet a NOx level of 1 gram per mile when operated in the oxidation mode.

This paper describes the development of adjustment factors applicable to the EPA City and Highway MPG values. The paper discusses the data bases used, and the analytical methods employed to arrive at adjustment factors of 0.90 for the EPA City MPG value and 0.78 for the EPA Highway MPG value.

Twenty in-use vehicles that had failed the I/M test in the State of Michigan were inspected for engine mechanical condition as well as the state of the emission control system. Mass emission tests were conducted before and after repairs to the emission control system. The internal engine condition (i.e., high or low levels of cylinder leakage, or compression difference) showed little effect on the ability of the repaired vehicles to achieve moderate mass emission levels. Nine of the twenty vehicles were recruited after three years, and with the exception of tampering, the original emission control system repairs proved to be durable.

We hypothesize that components designed to improve fuel economy by reducing power requirements should also result in a decrease in emissions of oxides of nitrogen (NOx). Fuel economy and NOx emissions of a pair of class 8 tractor-trailers were measured on a test track to evaluate the effects of single wide tires and trailer aerodynamic devices. Fuel economy was measured using a modified version of SAE test procedure J1321. NOx emissions were measured using a portable emissions monitoring system (PEMS). Fuel consumption was estimated by a carbon balance on PEMS output and correlated to fuel meter measurements. Tests were conducted using drive cycles simulating highway operations at 55 mph and 65 mph and suburban stop-and-go traffic. The tests showed a negative correlation (significant at p < 0.05) between fuel economy and NOx emissions. Single wide tires and trailer aerodynamic devices resulted in increased fuel economy and decreased NOx emissions relative to the baseline tests.

An experimental program was conducted to characterize the gaseous and particulate emissions from a 1975 Peugeot 504D light duty diesel-powered vehicle. The vehicle was tested over the 1975 Federal Test Procedure, Highway Fuel Economy Test, and Sulfate Emissions Test driving cycles using four different fuels covering a fair range of composition, density, and sulfur content. In addition to fuel economy and regulated gaseous emission measurements of hydrocarbons, carbon monoxide, and oxides of nitrogen, emission measurements were also obtained for non-regulated pollutants including sulfur dioxide, sulfates, aldehydes, benzo[a]pyrene, carbonyl sulfide, hydrogen cyanide, nonreactive hydrocarbons, and particulate matter. The results are discussed in terms of emission trends due to either fuel type or driving cycle influence.

Current SAE practices for evaluating potential improvements in fuel economy on heavy-duty vehicles rely on gravimetric measurements of fuel tanks. However, the recent evolution of portable emissions measurement systems (PEMS) offers an alternative means of evaluating real-world fuel economy that may be faster and more cost effective. This paper provides a direct comparison of these two methods based on a recent EPA study conducted at Southwest Research Institute. More than 228 on-road tests were performed on two pairs of class 8 tractor-trailers according to SAE test procedure J1321 in an assessment of various chassis components designed to reduce drag losses on the vehicle. During these tests, SEMTECH-D™ portable emissions measurement systems from Sensor's, Incorporated were operating in each of the vehicles to evaluate emissions and to provide a redundant measure of fuel economy.

The Schatz Heat Battery stores excess heat energy from the engine cooling system during vehicle operation. This excess energy may be returned to the coolant upon the ensuing cold start, shortening the engine warm-up period and decreasing cold start related emissions of unburned fuel and carbon monoxide (CO). A Heat Battery was evaluated on a test vehicle to determine its effect on unburned fuel emissions, CO emissions, and fuel economy over the cold start portion (Bag 1) of the Federal Test Procedure (FTP) at 24°C and -7°C ambient conditions. The Heat Battery was mounted in a vehicle fueled alternately with indolene clear (unleaded gasoline) and M85 high methanol blend fuels. Several Heat Battery/coolant flow configurations were evaluated to determine which would result in lowest cold start emissions.

The cyclic and steady-state vehicle emissions, fuel economy, performance, and cold start behavior of an automobile equipped with a direct injection methanol engine are compared with those of three other comparable vehicles. One of the comparable vehicles was powered by a gasoline-fueled engine, and the other two were Diesels. One of the Diesel-powered vehicles was naturally aspirated and the other was turbocharged. All evaluations were made using the same road load horsepower and equivalent test weight. All the evaluations were conducted at low mileage. The emissions of the methanol vehicle are compared to California low emission vehicle standards, and to the emissions of another methanol vehicle.

This is a summary compilation and analysis of exhaust-emission results and operating parameters from forty-five heavy-duty gasoline and diesel-powered vehicles tested over a 7.24-mile road course known as the San Antonio Road Route (SARR); and, for correlative purposes, on a chassis dynamometer.(2) Exhaust samples were collected and analyzed using the Constant Volume Sampler (CVS) technique similar to that used in emission testing of light-duty vehicles. On the road course, all equipment and instrumentation were located on the vehicle while electrical power was supplied by a trailer-mounted generator. In addition to exhaust emissions, operating parameters such as vehicle speed, engine speed, manifold vacuum, and transmission gear were simultaneously measured and recorded on magnetic tape. The forty-five vehicles tested represent various model years, GVW ratings, and engine types and sizes.

Reducing aerodynamic drag and tire rolling resistance in trucks using cooled EGR engines meeting EPA 2004 emissions standards has been observed to result in increases in fuel economy and decreases in NOx emissions. We report here on tests conducted using vehicles equipped a non-EGR engine meeting EPA 2004 emission standards and an electronically-controlled engine meeting EPA 1998 emissions standards. The effects of trailer fairings and single-wide tires on fuel economy and NOx emissions were tested using SAE test procedure J1321. NOx emissions were measured using a portable emissions monitoring system (PEMS). Fuel consumption was estimated by a carbon balance on PEMS output and by the gravimetric method specified by test procedure J1321. Fuel consumption decreased and fuel economy increased by a maximum of about 10 percent, and NOx emissions decreased by a maximum of 20 percent relative to baseline.

This report describes an evaluation of fuel economy of in-use passenger cars conducted by the U.S. Environmental Protection Agency during 1980. A total of 440 vehicles from the 1975-1980 model years were obtained from private owners in several cities. Each vehicle was tested according to the Federal Test Procedure and the Highway Fuel Economy Test. After the laboratory testing, the owners were asked to record their next four fuel purchases on a reply postcard. The results from the survey were analyzed and compared with the test results, estimates by the owner, and the values published in EPA's Gas Mileage Guide.

An inexpensive system was designed that would allow repair shops to verify the adequacy of repairs made to cars that had previously failed the new high-tech I/M test (IM240). Before and after repair tests on a limited number of vehicles were performed with both official IM240 and prototype repair grade (RG240) equipment systems. Analyses were performed to determine if the RG240 system concept is capable of determining if the repairs performed resulted in adequate emissions reductions to assure a passing IM240 retest. This study focuses on development of a prototype RG240 system consisting of a 100 SCFM CVS, a dynamometer with an eddy current power absorber and non-adjustable 2000 pound inertia flywheel, and a BAR 90 emissions analyzer with an additional nitric oxide analyzer.

This paper presents the results of several emission testing programs conducted by the U.S. Environmental Protection Agency. The test vehicles were primarily 1980 and 1981 passenger cars which were obtained at random from private owners. Some 1982 models were also tested. The 1328 vehicles were selected from the Los Angeles area as well as from a number of other low-altitude locations. The test sequence included the Federal Test Procedure, the Highway Fuel Economy Test and several short cycle tests. The primary purpose of the program was to gather information on current vehicles which could be used in calculations and projections of air quality and aid development of programs to improve it. The results of the program indicate that these vehicles are capable of maintaining low emission levels although high levels are also possible due to defects, deterioration, or tampering. Inspection/Maintenance programs are a feasible and effective means for correcting high levels when they occur.

Six in-use vehicles were tested on a baseline gasoline and nine gasoline/ethanol blends to determine the effect of ethanol content in fuels on automotive exhaust emissions and fuel economy. The baseline gasoline was representative of average summer gasoline and served as the base from which the other fuels were blended. For the majority of the vehicles, total hydrocarbon, and carbon monoxide exhaust emissions as well as fuel economy decreased while NOx and acetaldehyde exhaust emissions increased as the ethanol content in the test fuel increased. Formaldehyde and carbon dioxide emissions were relatively unaffected by the addition of ethanol. The emission responses to the increased fuel oxygen levels were consistent with what would be expected from leaning-out the air/fuel ratio for a spark ignition engine. The results are shown graphically and a linear regression is performed utilizing the method of least squares to investigate statistically significant trends in the data.

EPA Fuel economy figures are presented for model year 1982 cars and light duty trucks. Comparisons with the MPG figures of prior years are included. Sales penetrations of various vehicle, engine, and emission control design features are given, and domestic cars' MPG characteristics are compared to that of imports', gasoline vehicle MPG is compared to Diesel MPG, and 49-states MPG is compared to California MPG. Usage of newer vehicle technologies is continuing to increase, leading to continued growth in fuel economy capability in spite of stringent emission standards.

This, the thirteenth in a series of papers on trends in EPA fuel economy, covers both passenger cars and light trucks and concentrates on the current model year, 1985. It differs from previous papers in two ways: 1) Model years 1975, 1980 and 1985 are highlighted, with the model years in between these rarely discussed; 2) The progress of the industry, as a whole, in improving fuel economy since 1975 is emphasized, and individual manufacturer data are de-emphasized. Conclusions are presented on the trends in fuel economy of the car and light truck fleets; the Domestic, European and Japanese market sectors; and various vehicle classes.