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The accuracy of low-level emission measurements has become increasingly important, due to the development and implementation of SULEV and PZEV vehicles. One technique to test the low-level measurement performance of a CVS is to inject a known mass of a trace gas, such as propane, into the sample system and verify that substantially all of the mass injected is recovered, typically within 2% of the total injected mass. A Vehicle Exhaust Emission Simulator has been used to inject precise amounts of trace gases with a known accuracy in the range of 0.5% to 1.0%. Recoveries for propane, carbon monoxide, and carbon dioxide are typically 98% or higher, while recoveries for nitrogen oxide are sometimes as low as 95% to 96%. In other words, as much as 5% of the injected nitrogen oxide mass is not recovered by the CVS. This represents an unexpected loss of 3% to 4% of the injected nitrogen oxide.

The accuracy of low-level emission measurements has become increasingly important, due to the development and implementation of SULEV and PZEV vehicles. One technique to test the low-level measurement performance of a CVS is to inject a known mass of a trace gas, such as propane, into the sample system and verify that substantially all of the mass injected is recovered, typically within 2% of the total injected mass. A Vehicle Exhaust Emission Simulator has been used to inject precise amounts of trace gases with a known accuracy in the range of 0.5% to 1.0%. Recoveries for propane, carbon monoxide, and carbon dioxide are typically 98% or higher, while recoveries for nitrogen oxide are sometimes as low as 95% to 96%. In other words, as much as 5% of the injected nitrogen oxide mass is not recovered by the CVS. This represents an unexpected loss of 3% to 4% of the injected nitrogen oxide.

A test cell was developed for evaluating a 6-speed automatic transmission. The target vehicle had an internal combustion 5.4L gasoline V8 engine. An electric dynamometer was used to closely simulate the engine characteristics. This included generating mean torque from the ECU engine map, with a transient capability of 10,000 rpm/second. Engine inertia was simulated with a transient capability of 20,000 rpm/second, and torque pulsation was simulated individually for each piston, with a transient capability of 50,000 rpm/second. Quantitative results are presented for the correlation between the engine driven and the dynamometer driven transmission performance over more than 60 test cycles. Concerns about using the virtual engine in validation testing are discussed, and related to the high frequency transient performance required from the electric dynamometer. Qualitative differences between the fueled engine and electric driven testing are presented.

This paper summarizes the validation testing of the Horiba Instruments OBS-2200 gaseous portable emissions measurement system (PEMS) for in-use compliance testing per Title 40 of the Code of Federal Regulations (CFR) Part 1065.920 (Section 1065.920). The qualification process included analyzer verifications as well as engine testing on a model-year 2007 heavy-duty diesel engine produced by Volvo Powertrain. The measurements of brake-specific emissions with the OBS-2200 were compared to those of a CFR Part 1065-compliant CVS test cell over a series of not-to-exceed (NTE) events. The OBS-2200 passed all linearity verifications and analyzer checks required of PEMS. Engine test validation was achieved for all three regulated gaseous emissions (CO, NMHC, and NOX) per 40 CFR Part 1065.920(b)(5)(i), which requires a minimum of 91 percent of the measurement allowance adjusted deltas to be less than or equal to zero.

A vehicle-mounted emissions measurement system that continuously measures CO, CO2, HC, NOx, and A/F as concentrations and also measures exhaust gas flow rate, mass emissions and fuel consumption is presented. The limitations of the accuracy and precision of the on-board emissions system are characterized using a vehicle exhaust emissions simulator. The simulator provides accurate simulated exhaust flows in the range of 10-120 SCFM. The simulator has demonstrated in tests of injected versus recovered CVS mass emissions an overall accuracy of approximately 0.5% of the requested values. The simulated exhaust tests include both fixed and transient concentrations, as well as simulations of an EPA-75 test for a typical vehicle..

The application of Selective Catalytic Reduction (SCR) to control nitric oxides (NOx) in diesel engines (2010, Tier 2, Bin5) introduced significant amounts of Ammonia (NH3) and Urea to the NOx exhaust gas analyzers and sampling systems. Under some test conditions, reactions in the sampling system precipitate a white powder, which can accumulate to block sample lines, rendering the exhaust emission sampling inoperable. NOx gas analyzers used for exhaust measurement are also susceptible to precipitation within the sample path and detector components. The contamination requires immediate maintenance for powder removal to restore baseline performance. The results of experiments to eliminate the powder are presented. Analysis of the powder identifies it as ammonium nitrate (NH4NO3) and ammonium sulfate ((NH4)2SO4), which is consistent with the white crystalline precipitate.

A single vehicle (3.8L V6) underwent FTP75, HWFE, and US06 emission tests over a 6-month period. A bag mini-diluter and exhaust flowmeter sample system was installed in series with a CVS, so that mass emission results from an individual test could be directly compared between the bag mini-diluter and CVS. At one-month intervals, the bag mini-diluter and exhaust flowmeter sampling system was replaced with new units, while the vehicle and CVS remained unchanged. Assuming that the vehicle and CVS produce constant results, the variability of emissions over the test period are highly correlated with the variability of the bag mini-diluters and exhaust flowmeters. The average CO2 mass comparison between the bag mini-diluter and CVS shows the separate sample systems match within 0.5% for an individual test. The established baseline determined from the CVS has a standard deviation of about 2%, which we believe is predominantly due to vehicle variability.

Presented are the technique, mathematical model and software for implementation of the optimal design of the radiators in terms of the criterion of the minimum total mass with the added mass of the power board system accounted for. The mathematical model takes into account the losses of pressure required for pumping the heat-transfer fluid through the hydraulic system of the radiator. The optimum values of the geometric parameters of the radiator and heat-transfer fluid flow rate are determined. The generalized geometric programming algorithm is used for optimization. Obtained are the results of solution as regards the radiators of the Orbital space station “MIR” research module. The recommendations covering reduction of the design mass of the radiators are disclosed. Both the technique the results can be used in design of other radiator systems of the space stations.

This paper deals with review of the issues associated with modelling the dynamic processes in the spacecraft two-phase thermal control systems. The work presents the results of modelling the nonstationary conditions of the evaporative and condensation heat exchangers functioning, investigates their response to the characteristic external influences. Disclosed are the results of the computer-aided modelling the two-phase thermal control system with a pump. The dynamic characteristics of the change in the inputs of pressures, temperatures and vapour content of a coolant in various branches of the system, as well as the lengths of the heat transfer zones in the evaporator and condenser under effect of the typical disturbing actions are obtained. The attained transients are analyzed.

A bi-fuel (Compressed Natural Gas [CNG] and gasoline) pickup truck has been developed using the Ford Alternative Fuel Qualified Vehicle Modifier (QVM) process. The base vehicle's 4.9L engine has been specially modified for improved durability on gaseous fuels. The base vehicle's configuration has been designed for conversion to bi-fuel CNG operation. A complete CNG fuel system has been designed and qualified, including fuel tanks, fuel system, and electrical interface. The completed vehicle has been safety and emission certified, demonstrating CARB Low Emission Vehicle (LEV) emissions in MY95. This paper details the design objectives, development process, CNG components, and integration of the two fuel systems.

An extremely tough alumina based ceramic coating produced by a modified anodizing process developed at Moscow Aviation Institute has been evaluated for light weight, wear resistant component applications in automotive powertrain. The process details and test results from comparative evaluation of friction and wear properties for cylinder bore application, referenced to cast iron baseline, are presented and discussed.

The overall highway fatality rate has dropped almost contintinously since 1925, from 20 to 2.5 per hundred million miles of travel in 1984. Still, the almost 44, 000 fatalities in 1984 can, and will, be decreased. In 1983, 5, 475 of the 42, 584 highway fatalities were in accidents involving medium or heavy trucks. Only 18% of these were occupants of the trucks themselves. 82% were pedestrians or occupants of the “other vehicle.” The greatest number of combination truck accidents take place on two-lane rural roads. Single-vehicle accidents are responsible for 70% of heavy truck occupant fatalities. Doubles and heavier trucks appear to be as safe as other heavy trucks. Rollover and ejection are responsible for the greatest number of truck occupant fatalities.

The overall highway fatality rate has dropped almost continuously since 1925, from 20 to 2.5 per 100 million miles of travel in 1984. Still, the almost 44,000 fatalities in 1984 can and will be decreased. In 1983, 5,475 of the 42,584 highway fatalities were in accidents involving medium or heavy trucks. Only 18 percent of these were occupants of the trucks themselves; 82 percent were pedestrians or occupants of the other vehicle. The greatest number of combination truck accidents takes place on two-lane rural roads. Single-vehicle accidents are responsible for 70 percent of heavy truck occupant fatalities. Doubles and heavier trucks appear to be as safe as other heavy trucks. Rollover and ejection are responsible for the greatest number of truck occupant fatalities. When asked about her top priority as the new Secretary of Transportation, Mrs. Dole replied, “There's no higher mandate for the Department than to promote safety….”

Splash and spray conditions created by tractor-trailer combinations operating on the Federal highway system have been studied and tested for many years with mixed results. Past events are reviewed briefly in this paper. In additional testing during 1983, using new state-of- the-art splash/spray suppressant devices, some encouragement was provided that these devices could work. The 1984 Motor Vehicle Manufacturers Association (MVMA) test program was designed to develop practicable and reliable test procedures to measure effectiveness of splash and spray reduction methods applied to tractor-trailer combination vehicles. Over 40 different combinations of splash/spray suppression devices on five different tractors and three van trailer types were tested. The spray-cloud densities for some 400 test runs were measured by laser transmissometers and also recorded by still photography, motion pictures, and videotape. On-site observers made subjective ratings of spray density.