§ 1968.2. Malfunction and Diagnostic System Requirements--2004 and Subsequent Model-Year Passen...
13 CA ADC § 1968.2Barclays Official California Code of RegulationsEffective: November 30, 2022
Effective: November 30, 2022
13 CCR § 1968.2
§ 1968.2. Malfunction and Diagnostic System Requirements--2004 and Subsequent Model-Year Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles and Engines.
The purpose of this regulation is to reduce motor vehicle and motor vehicle engine emissions by establishing emission standards and other requirements for onboard diagnostic systems (OBD II systems) that are installed on 2004 and subsequent model-year passenger cars, light-duty trucks, and medium-duty vehicles and engines certified for sale in California. The OBD II systems, through the use of an onboard computer(s), shall monitor emission systems in-use for the actual life of the vehicle and shall be capable of detecting malfunctions of the monitored emission systems, illuminating a malfunction indicator light (MIL) to notify the vehicle operator of detected malfunctions, and storing fault codes identifying the detected malfunctions. The use and operation of OBD systems will ensure reductions in in-use motor vehicle and motor vehicle engine emissions through improvements of emission system durability and performance.
Except as specified elsewhere in this regulation (title 13, CCR section 1968.2), all 2004 and subsequent model-year vehicles, defined as passenger cars, light-duty trucks, and medium-duty vehicles, including medium-duty vehicles with engines certified on an engine dynamometer and medium-duty passenger vehicles, shall be equipped with an OBD II system that has been certified by the Executive Officer as meeting all applicable requirements of this regulation (title 13, CCR section 1968.2). Except as specified in section (d)(2.2.5), medium-duty vehicles with engines certified on an engine dynamometer may comply with these requirements on an engine model year certification basis rather than a vehicle model year basis.
“Actual life” refers to the entire period that a vehicle is operated on public roads in California up to the time a vehicle is retired from use.
“Active off-cycle credit technology” refers to a technology that generates off-cycle credits in accordance with title 13, CCR section 1961.3(a)(8) or 40 Code of Federal Regulations (CFR) § 86.1869-12 as it existed on August 5, 2015, as applicable, and that must be activated by the vehicle or driver in order to provide a carbon dioxide (CO2) reduction benefit. Examples of active off-cycle credit technologies include active aerodynamic features (e.g., grill shutters or ride height that is automatically adjusted by the vehicle control system based on vehicle speed or other conditions), active engine warmup technologies, and driver coaching and/or feedback systems that encourage the driver to alter his/her actions to maximize efficiency. Examples of off-cycle credit technologies that are not required to be tracked under section (g)(6) include non-active technologies such as solar glazing and solar reflective paint, thermal control technologies specified in title 13, CCR section 1961.3(a)(8)(A)1.a. or 40 CFR § 86.1869-12(b)(1)(viii), as it existed on August 5, 2015, driver-activated technologies where the driver does not have a less efficient selectable option (e.g., high efficiency exterior lights), and technologies related solely to heating, ventilation, and air conditioning for vehicle cabin conditioning. For 2004 through 2023 model year vehicles, engine idle stop-start systems are not required to be tracked under section (g)(6). For 2024 and subsequent model year vehicles, engine idle stop-start systems are required to be tracked under section (g)(6).
“Alternate-fueled vehicle” refers to a vehicle with an engine using a fuel different from or in addition to gasoline fuel or diesel fuel (e.g., compressed natural gas (CNG), liquefied petroleum gas). For the purposes of this regulation, alternate-fueled vehicles include vehicles with dedicated alternate-fueled engines (i.e., engines designed to operate exclusively on the alternate fuel) and engines that can use more than one type of fuel but cannot be reasonably operated in-use exclusively on gasoline or diesel fuel (e.g., engines with diesel pilot injection and CNG main injection where engine operation is limited to idle if CNG fuel is not available or engines which use gasoline-only operation during cold start and CNG-only operation for the rest of the driving cycle and engine operation defaults to a limp-home restricted speed and load if CNG fuel is not available). For vehicles with engines that can use more than one type of fuel but can be operated in-use exclusively on gasoline or diesel fuel, the vehicles are considered alternate-fueled vehicles only for the portion of operation the engine uses a fuel other than exclusively gasoline or diesel (e.g., a gasoline and CNG vehicle with an engine that can operate exclusively on gasoline is considered an alternate-fueled vehicle only while operating on CNG and is not subject to the provisions or relief of this regulation for alternate-fueled vehicles while operating exclusively on gasoline). For alternate-fueled vehicles, the manufacturer shall meet the requirements of section (d)(7.1).
“Alternate phase-in” is a phase-in schedule that achieves equivalent compliance volume by the end of the last year of a scheduled phase-in provided in this regulation. The compliance volume is the number calculated by multiplying the percent of vehicles (based on the manufacturer's projected sales volume of all vehicles unless specifically stated otherwise in sections (d) through (g)) meeting the new requirements per year by the number of years implemented prior to and including the last year of the scheduled phase-in and then summing these yearly results to determine a cumulative total (e.g., a three year, 30/60/100 percent scheduled phase-in would be calculated as (30*3 years) + (60*2 years) + (100*1 year) = 310). On phase-ins scheduled to begin prior to the 2004 model year, manufacturers are allowed to include vehicles introduced before the first year of the scheduled phase-in (e.g., in the previous example, 10 percent introduced one year before the scheduled phase-in begins would be calculated as (10*4 years) and added to the cumulative total). However, on phase-ins scheduled to begin in 2004 or subsequent model years, manufacturers are only allowed to include vehicles introduced up to one model year before the first year of the scheduled phase-in. The Executive Officer shall consider acceptable any alternate phase-in that results in an equal or larger cumulative total by the end of the last year of the scheduled phase-in and ensures that all vehicles subject to the phase-in will comply with the respective requirements no later than two model years following the last year of the scheduled phase-in.
For alternate phase-in schedules resulting in all vehicles complying one model year following the last year of the scheduled phase-in, the compliance volume shall be calculated as described directly above. For example, a 30/60/100 percent scheduled phase-in during the 2010-2012 model years would have a cumulative total of 310. If the manufacturer's planned alternate phase-in schedule is 40/50/80/100 percent during the 2010-2013 model years, the final compliance volume calculation would be (40*3 years) + (50*2 years) + (80*1 year) = 300, which is less than 310 and therefore would not be acceptable as an alternate phase-in schedule.
For alternate phase-in schedules resulting in all vehicles complying two model years following the last year of the scheduled phase-in, the compliance volume calculation shall be calculated as described directly above and shall also include a negative calculation for vehicles not complying until one or two model years following the last year of the scheduled phase-in. The negative calculation shall be calculated by multiplying the percent of vehicles not meeting the new requirements in the final year of the phase-in by negative one and the percent of vehicles not meeting the new requirements in the one year after the final year of the phase-in by negative two. For example, if 10 percent of a manufacturer's vehicles did not comply by the final year of the scheduled phase-in and 5 percent did not comply by the end of the first year after the final year of the scheduled phase-in, the negative calculation result would be (10*(-1 years)) + (5*(-2 years)) = -20. The final compliance volume calculation is the sum of the original compliance volume calculation and the negative calculation. For example, a 30/60/100 percent scheduled phase-in during the 2010-2012 model years would have a cumulative total of 310. If a manufacturer's planned alternate phase-in schedule is 40/70/80/90/100 percent during the 2010-2014 model years, the final compliance volume calculation would be (40*3 years) + (70*2 years) + (80*1 year) + (20*(-1 year)) + (10*(-2 years)) = 300, which is less than 310 and therefore would not be acceptable as an alternate phase-in schedule.
“Applicable standards” refers to the specific exhaust emission standards or family emission limits (FEL) of the Federal Test Procedure (FTP) to which the vehicle or engine is certified. For 2010 and subsequent model year diesel engines, “applicable standards” shall also refer to the specific exhaust emission standards or family emission limits (FEL) of either the FTP or the Supplemental Emission Test (SET) to which the engine is certified, as determined according to section (d)(6).
“Auxiliary Emission Control Device (AECD)” refers to any approved AECD (as defined by 40 CFR 86.082-2 and 86.094-2 as they existed on January 25, 2018 and incorporated by reference herein).
“Base fuel schedule” refers to the fuel calibration schedule programmed into the Powertrain Control Module or PROM when manufactured or when updated by some off-board source, prior to any learned on-board correction.
“Calculated load value” refers to an indication of the percent engine capacity that is being used and is defined in SAE International (SAE) J1979 “E/E Diagnostic Test Modes”, (SAE J1979), incorporated by reference (section (g)(1.4) [FN1]), or SAE J1979-2 “E/E Diagnostic Test Modes--OBDonUDS”, (SAE J1979-2), incorporated by reference (section (g)(1.14)). For diesel applications, in lieu of the definitions in SAE J1979 and SAE J1979-2, the calculated load value may alternatively be determined by the ratio of current engine torque to maximum engine torque at current engine speed as defined by suspect parameter number (SPN) 92 of SAE J1939 “Serial Control and Communications Heavy Duty Vehicle Network--Top Level Document” (SAE J1939), incorporated by reference.
“Charge depleting operation” means the state of vehicle operation when the current battery state of charge (SOC) is higher than the charge sustaining target SOC value and, while it may fluctuate, the intent of the vehicle control system is to deplete the SOC from a higher level down to the charge sustaining target SOC value. For the purposes of tracking grid energy consumed during charge depleting operation in section (g)(6.4), charge depleting operation shall also include when the vehicle is connected to the grid for charging. For the purposes of defining the transition of the control system from charge depleting operation to charge sustaining operating once the charge sustaining target SOC value has been met, the first occurrence of fueled engine operation once the SOC is less than or equal to the charge sustaining target SOC value shall be used as the transition point.
“Charge sustaining operation” means the state of vehicle operation when the battery SOC may fluctuate but the intent of the vehicle control system is to maintain, on average, the current SOC. Examples of this state include when a plug-in hybrid electric vehicle is operating as a conventional hybrid vehicle (i.e., if the vehicle has depleted all of the grid energy from the battery and is controlling to the charge sustaining target SOC value) as well as operation in any driver-selectable modes designed to maintain the current SOC (e.g., a ‘hold’ button intended to save electric drive operation for later in the driving cycle, a ‘charge now’ button after it has reached its target SOC and the intent of the control system is to maintain, on average, that target SOC).
“Charge sustaining target SOC value” means the nominal target SOC that the control system is designed to maintain, on average, when operating as a conventional hybrid vehicle after depletion of any grid energy in the battery.
“Cold start emission reduction strategy (CSERS) monitoring conditions” is defined as a set of criteria that meet all the following conditions in a single driving cycle:
(1) at least 6 hours of engine-off time before the initial combustion engine start for non-hybrid vehicles, or the continuous time the vehicle is not in a state of “propulsion system active” during the period immediately preceding the start of “propulsion system active” is at least 6 hours for hybrid vehicles,
(2) the ambient temperature is greater than or equal to 20 degrees Fahrenheit (or -6.7 degrees Celsius), and
(3) the engine coolant temperature is less than or equal to 27 degrees Fahrenheit (or 15 degrees Celsius) higher than the ambient temperature.
“Confirmed fault code” is defined as the diagnostic trouble code stored when an OBD II system has confirmed that a malfunction exists (e.g., typically on the second driving cycle that the malfunction is detected) in accordance with the requirements of sections (e), (f), and (g)(4.4).
“Continuously,” if used in the context of monitoring conditions for circuit continuity, lack of circuit continuity, circuit faults, and out-of-range values, means monitoring is always enabled, unless alternate enable conditions have been approved by the Executive Officer in accordance with section (d)(3.1.1), and sampling of the signal used for monitoring occurs at a rate no less than two samples per second. If for control purposes, a computer input component is sampled less frequently, the signal of the component may instead be evaluated each time sampling occurs.
“Deactivate” means to turn-off, shutdown, desensitize, or otherwise make inoperable through software programming or other means during the actual life of the vehicle.
“Diagnostic or emission critical” electronic powertrain control unit refers to the engine and transmission control unit(s). For the 2005 and subsequent model years, it also includes any other on-board electronic powertrain control unit that:
(1) has primary control over any of the monitors required by sections (e)(1) through (e)(14), (e)(16), (f)(1) through (f)(14), and (f)(16), but does not include circuit or out-of-range fault monitors required by sections (e)(7.2.1)(B), (e)(7.2.2)(B), (e)(7.2.2)(D), (e)(7.2.3)(B), (e)(10.2.2)(A), (f)(5.2.1)(A)(ii), (f)(5.2.1)(B)(ii), (f)(5.2.2)(B), (f)(5.2.4)(B), and (f)(11.2.2)(A); or,
(2) except for anti-lock brake system (ABS) control units or stability/traction control units, has primary control over any rationality fault diagnostic or functional check for more than four input components or more than two output components required to be monitored by sections (e)(15) and (f)(15); or
(3) for 2019 and subsequent model year vehicles, except for anti-lock brake system (ABS) control units or stability/traction control units, is field reprogrammable and has primary control over any rationality fault diagnostic or functional check for any input or output component required to be monitored by sections (e)(15) and (f)(15).
For purposes of criteria (1) through (3) above, “primary control” over a monitor means the control unit does any of the following: (a) determines if any enable conditions are satisfied; (b) calculates all or part of the diagnostic decision statistic or metric by which pass or fail decisions are made (e.g., the comparison of a component's measured or calculated level of performance to a fault threshold); or (c) makes or processes pass or fail decisions (e.g., debounces diagnostic decision statistics or commands MIL illumination or fault code storage). Further, for purposes of criterion (2) above, all glow plugs in an engine shall be considered “one” component in lieu of each glow plug being considered a separate component. For purposes of criteria (2) and (3) above, “input component” and “output component” includes hybrid components required to be monitored in accordance with the requirements under section (e)(15.2.1), (e)(15.2.2), (f)(15.2.1), or (f)(15.2.2).
“Diesel engine” refers to an engine using a compression ignition thermodynamic cycle.
“Diesel vehicle” refers to a vehicle with a diesel engine.
“Driver-selectable charge increasing operation” means the state of vehicle operation where both: (a) the driver has selected a mode of operation different than the default or normal mode of the vehicle that is intended to increase the battery SOC (e.g., ‘charge now’ button); and (b) that the current intent of the vehicle control system is to increase the battery SOC from its current level to a higher SOC target value (i.e., the current SOC is lower than the target SOC). This state does not include operation in a driver-selectable mode where the control system has reached the target SOC and is now operating with the intent to maintain, on average, the target SOC. For the purposes of defining the transition of the control system from an intent to increase the SOC to an intent to maintain the SOC once the target has been reached, either the first time the SOC is greater than or equal to the target SOC or the first occurrence of engine off once the SOC is greater than or equal to the target SOC shall be used as the transition point. For continued operation in the driver-selectable mode once the system has transitioned to an intent to maintain the SOC, the operation shall be considered charge sustaining operation unless the actual SOC falls below the target SOC by more than five percent at which time the system will be considered as transitioned back to an intent to increase the SOC (driver-selectable charge increasing operation).
“Driving cycle” is defined as a trip that consists of engine start and engine shutoff and may include the period of engine off time up to the next engine start. For monitors that run during engine-off conditions, the period of engine off time following engine shutoff and up to the next engine start shall be considered part of the driving cycle. For vehicles that employ engine shutoff strategies (e.g., engine shutoff at idle), the manufacturer may request Executive Officer approval to use an alternate definition for driving cycle (e.g., key on and key off). Executive Officer approval of the alternate definition shall be based on equivalence to engine start and engine shutoff signaling the beginning and ending of a single driving event for a conventional vehicle. For applications that are used in both medium-duty and heavy-duty classes, the manufacturer may use the driving cycle definition of title 13, CCR, section 1971.1 in lieu of this definition. Engine restarts following an engine shut-off that has been neither commanded by the vehicle operator nor by the engine control strategy but caused by an event such as an engine stall may be considered a new driving cycle or a continuation of the existing driving cycle.
“Emission Increasing Auxiliary Emission Control Device (EI-AECD)” refers to any approved AECD that reduces the effectiveness of the emission control system under conditions which may reasonably be expected to be encountered in normal vehicle operation and use, and meets (1) or (2): (1) the need for the AECD is justified in terms of protecting the vehicle against damage or accident, or (2) for 2024 and subsequent model year medium-duty vehicles certified to an engine dynamometer tailpipe emission standard and 2026 and subsequent model year passenger cars, light-duty trucks, and medium-duty vehicles certified to a chassis dynamometer tailpipe emission standard, is related to adaptation or learning (e.g., selective catalytic reduction (SCR) system adaptation). For medium-duty vehicles certified to an engine dynamometer tailpipe emission standard, an AECD that is certified as an NTE deficiency shall not be considered an EI-AECD. An AECD that does not sense, measure, or calculate any parameter or command or trigger any action, algorithm, or alternate strategy shall not be considered an EI-AECD. An AECD that is activated solely due to any of the following conditions shall not be considered an EI-AECD: (1) operation of the vehicle above 8000 feet in elevation; (2) ambient temperature; (3) when the engine is warming up and is not reactivated once the engine has warmed up in the same driving cycle; (4) failure detection (storage of a fault code) by the OBD system; (5) execution of an OBD monitor; or (6) execution of an infrequent regeneration event.
“Emissions neutral default action” refers to any compensating control action or default mode of operation that meets all the following conditions:
(1) it cannot measurably increase emissions during any reasonable in-use driving condition,
(2) it does not cause any OBD II monitoring system to complete monitoring less frequently than required or cause its monitoring to be inaccurate,
(3) the compensating control action or default mode of operation remains activated for the remainder of the driving cycle. If the emissions neutral diagnostic and emissions neutral default action in the worst case take more than 30 seconds (from engine start or the first effect of the monitored system or component in the driving cycle) to detect the associated malfunction and completely achieve the emissions-neutral state, it must remain activated across driving cycles until: (a) the diagnostic that activated it has run and determined that a malfunction is no longer present or (b) the fault has been cleared with an external diagnostic tool,
(4) the OBD II system monitors and illuminates the MIL for any fault that prevents the compensating control action or default mode of operation from being activated (e.g., communication failure between modules prevents the default action from occurring) when the emissions neutral diagnostic that controls the control action or default mode of operation has detected that a fault is present, and
(5) if the default mode of operation prevents propulsion of the vehicle (e.g., no start condition, stuck in park condition), it is not activated by a component with a cost meeting or exceeding that of a “high-price” warranted part as defined by title 13, CCR section 2037(c).
“Emissions neutral diagnostic” refers to a monitoring strategy required pursuant to section (e)(15) or (f)(15) that meets the following conditions: (1) the diagnostic activates an emissions neutral default action (as defined in section (c)) when it detects a malfunction that would otherwise increase emissions or negatively impact OBD II system performance, and (2) the diagnostic is located within a diagnostic or emission critical electronic powertrain control unit or a control unit meeting the automotive safety integrity level C or D specifications as defined in International Organization for Standardization (ISO) 26262-5:2011 “Road vehicles -- Functional Safety -- Part 5: Product development at the hardware level”, November 15, 2011, which is incorporated by reference herein, unless the manufacturer demonstrates to the satisfaction of the Executive Officer that the control unit the diagnostic is located within is not likely to be tampered with in-use. An example of an emissions neutral diagnostic is a cruise control system with a default action that disables cruise control when a system malfunction has been detected. Another example of an emissions neutral diagnostic is a monitoring system that overrides disablement of the engine start-stop system based on inputs from the steering angle sensing system when a malfunction in the steering angle sensing system has been detected.
“Engine stall” is defined as a drop in the engine speed to zero revolutions-per-minute (rpm) at idle. For vehicles that employ engine shutoff strategies (e.g., hybrid vehicles or vehicles with a start-stop system that shut off the engine at idle), engine states where the engine speed is zero rpm due to the vehicle commanding the engine to shut off are not considered “engine stalls.”
“Engine start” is defined as the point when the engine reaches a speed 150 rpm below the normal, warmed-up idle speed (as determined in the drive position for vehicles equipped with an automatic transmission). For hybrid vehicles or for engines employing alternate engine start hardware or strategies (e.g., integrated starter and generators, etc.), the manufacturer may request Executive Officer approval to use an alternate definition for engine start (e.g., ignition key “on”). Executive Officer approval of the alternate definition shall be based on equivalence to an engine start for a conventional vehicle.
“Family Emission Limit (FEL)” refers to the exhaust emission levels to which an engine family is certified under the averaging, banking, and trading program incorporated by reference in title 13, CCR section 1956.8.
“Fault memory” means information pertaining to malfunctions stored in the onboard computer, including fault codes, stored engine conditions, and MIL status.
“Federal Test Procedure (FTP) test” refers to an exhaust emission test conducted according to the test procedures incorporated by reference in title 13, CCR section 1961(d) that is used to determine compliance with the FTP standard to which a vehicle is certified.
“FTP cycle”. For passenger vehicles, light-duty trucks, and medium-duty vehicles certified on a chassis dynamometer, FTP cycle refers to the driving schedule in Code of Federal Regulations (CFR) 40, Appendix I, Part 86, section (a) entitled, “EPA Urban Dynamometer Driving Schedule for Light-Duty Vehicles and Light-Duty Trucks” (i.e., the FTP-72 cycle or LA-4 cycle) as it existed on July 8, 2019 and incorporated by reference herein. For medium-duty engines certified on an engine dynamometer, FTP cycle refers to the engine dynamometer schedule in CFR 40, Appendix I, Part 86, section (f)(1), entitled, “EPA Engine Dynamometer Schedule for Heavy-Duty Otto-Cycle Engines,” or section (f)(2), entitled, “EPA Engine Dynamometer Schedule for Heavy-Duty Diesel Engines,” as those sections existed on January 25, 2018 and incorporated by reference herein.
“FTP standard” refers to the certification tailpipe exhaust emission full useful life standards and test procedures applicable to the FTP cycle and to the class to which the vehicle is certified.
“FTP full useful life standard” refers to the FTP standard applicable when the vehicle reaches the end of its full useful life as defined in the certification requirements and test procedures incorporated by reference in title 13, CCR section 1961(d).
“50°F FTP” refers to the “50°F Emission Test Procedure” defined in the “California 2015 and Subsequent Model Criteria Pollutant Exhaust Emission Standards and Test Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test Procedures for Passenger Cars, Light Duty Trucks, and Medium Duty Vehicles,” incorporated by reference in title 13, CCR section 1961.2.
“Field reprogrammable” means a control unit or device is capable of supporting a manufacturer service procedure intended to be executed in a dealership or other vehicle service environment (e.g., by over-the-air reprogramming) that results in the downloading of new software and/or calibration data into the control unit or device.
“Fuel trim” refers to feedback adjustments to the base fuel schedule. Short-term fuel trim refers to dynamic or instantaneous adjustments. Long-term fuel trim refers to much more gradual adjustments to the fuel calibration schedule than short-term trim adjustments.
“Fueled engine operation” is the state where any fuel is introduced into the engine for the purpose of combustion.
“Functional check” for an output component or system means verification of proper response of the component and system to a computer command.
“Gasoline engine” refers to an engine using a spark ignition thermodynamic cycle.
“Gasoline vehicle” refers to a vehicle with a gasoline engine.
“Grid energy”, for the purposes of tracking grid energy parameters in section (g)(6.4), means all energy into the battery while connected to grid power (e.g., plugged-in) and with the engine off. Grid energy shall not include electrical losses between the grid and the battery (e.g., from on-board charger inefficiency) or energy directly used by the vehicle without first going into the battery (e.g., electricity utilized directly from before or after the on-board charger to power on-vehicle devices for cabin conditioning, charging control, etc.). For the purposes of tracking grid energy consumed during charge depleting operation in section (g)(6.4), energy consumed (i.e., out of the battery) shall be considered non-grid energy until all non-grid energy is depleted. Additionally, on any trip where the vehicle transitions from charge depleting operation to charge sustaining operation once the charge sustaining target SOC value has been met, the values currently assumed for grid and non-grid energy remaining in the battery shall be reset to zero to minimize the accumulation of errors over time.
“Non-grid energy”, for the purposes of tracking grid energy parameters in section (g)(6.4), means all energy into the battery during charge depleting operation and during driver-selectable charge increasing operation from any source other than grid power (i.e., while not connected to a source of power for charging). Examples of non-grid energy include energy recovered during braking and energy supplied to the battery during engine operation. If an engine running condition exists while connected to a source of grid power for charging, all energy going into the battery during the engine running event shall be considered non-grid energy. Non-grid energy may not include any energy into the battery during charge sustaining operation.
“Highway Fuel Economy Driving Cycle” refers to the “Highway Driving Schedule” defined in Part II of the “California 2015 and Subsequent Model Criteria Pollutant Exhaust Emission Standards and Test Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test Procedures for Passenger Cars, Light Duty Trucks, and Medium Duty Vehicles,” incorporated by reference in section 1961.2, title 13, CCR.
“Highway Fuel Economy Test (HWFET)” refers to the test defined in 40 CFR 600 Subpart B or 40 CFR § 1066.840 with the migration provisions of 40 CFR § 600.111-08 introduction, as those sections existed on August 5, 2015.
*“Hybrid vehicle” refers to a vehicle (including a plug-in hybrid electric vehicle) that can draw propulsion energy from either or both of the following on-vehicle sources of stored energy: 1) a consumable fuel and 2) an energy storage device such as a battery, capacitor, or flywheel.
“Ignition cycle,” except as noted below for hybrid vehicles, means a trip that begins with engine start, meets the engine start definition for at least two seconds plus or minus one second, and ends with engine shut-off. For hybrid vehicles, “ignition cycle” means a trip that begins when the propulsion system active definition is met for at least two seconds plus or minus one second, and ends when the propulsion system active definition is no longer met.
“Keep-alive memory (KAM),” for the purposes of this regulation, is defined as a type of memory that retains its contents as long as power is provided to the on-board control unit. KAM is not erased upon shutting off the engine but may be erased if power to the on-board control unit is interrupted (e.g., vehicle battery disconnected, fuse to control unit removed). In some cases, portions of KAM may be erased with a scan tool command to reset KAM.
“Key on, engine off position” refers to a vehicle with the ignition key in the engine run position (not engine crank or accessory position) but not in the state of propulsion system active and not with the engine running.
“Light-duty truck” is defined in title 13, CCR section 1900 (b).
“Low Emission Vehicle I application” refers to a vehicle or engine certified in California to the exhaust emission standards defined in title 13, CCR sections 1956.8(g), 1960.1(g)(1), and 1960.1(h)(1) for any of the following vehicle emission categories: Transitional Low Emission Vehicle (TLEV), Low Emission Vehicle (LEV), Ultra Low Emission Vehicle (ULEV), or Super Ultra Low Emission Vehicle (SULEV). Additionally, vehicles certified to Federal emission standards (bins) in California but categorized in a Low Emission Vehicle I vehicle emission category for purposes of calculating non-methane organic gas (NMOG) fleet average in accordance with the certification requirements and test procedures incorporated by reference in title 13, CCR section 1961 (d) are subject to all monitoring requirements applicable to Low Emission Vehicle I applications but shall use the Federal tailpipe emission standard (i.e., the Federal bin) for purposes of determining the malfunction thresholds in sections (e) and (f).
“MDV SULEV vehicles” refer only to medium-duty Low Emission Vehicle I applications certified to the SULEV vehicle emission category.
“TLEV vehicles” refer only to Low Emission Vehicle I applications certified to the TLEV vehicle emission category.
“LEV vehicles” refer only to Low Emission Vehicle I applications certified to the LEV vehicle emission category.
“ULEV vehicles” refer only to Low Emission Vehicle I applications certified to the ULEV vehicle emission category.
“Low Emission Vehicle II application” refers to a vehicle or engine certified in California to the exhaust emission standards defined in title 13, CCR section 1961, or optionally certified to the exhaust emission standards defined in title 13, CCR section 1956.8, for any of the following emission categories: LEV, ULEV, or SULEV. Additionally, except as provided for in sections (e)(17.1.3) and (f)(17.1.2), vehicles certified to Federal emission standards (bins) in California but categorized in a Low Emission Vehicle II vehicle emission category for purposes of calculating NMOG fleet average in accordance with the certification requirements and test procedures incorporated by reference in title 13, CCR section 1961 (d) are subject to all monitoring requirements applicable to Low Emission Vehicle II applications but shall use the Federal tailpipe emission standard (i.e., the Federal bin) for purposes of determining the malfunction thresholds in sections (e) and (f).
“PC/LDT SULEV II vehicles” refer only to passenger car and light-duty truck Low Emission Vehicle II applications certified to the SULEV vehicle emission category.
“MDV SULEV II vehicles” refer only to medium-duty Low Emission Vehicle II applications certified to the SULEV vehicle emission category.
“LEV II vehicles” refer only to Low Emission Vehicle II applications certified to the LEV vehicle emission category.
“ULEV II vehicles” refer only to Low Emission Vehicle II applications certified to the ULEV vehicle emission category.
“Low Emission Vehicle III application” refers to a vehicle or engine certified in California to the exhaust emission standards defined in title 13, CCR section 1961.2. Additionally, vehicles certified to Federal emission standards (bins) in California but categorized in a Low Emission Vehicle III vehicle emission category for purposes of calculating NMOG+NOx fleet average in accordance with the certification requirements and test procedures incorporated by reference in title 13, CCR section 1961.2 (d) are subject to all monitoring requirements applicable to Low Emission Vehicle III applications but shall use the Federal tailpipe emission standard (i.e., the Federal bin) for purposes of determining the malfunction thresholds in sections (e) and (f).
“LEV160 vehicles” refer only to Low Emission Vehicle III applications certified to the LEV160 vehicle emission category.
“ULEV125 vehicles” refer only to Low Emission Vehicle III applications certified to the ULEV125 vehicle emission category.
“ULEV70 vehicles” refer only to Low Emission Vehicle III applications certified to the ULEV70 vehicle emission category.
“ULEV50 vehicles” refer only to Low Emission Vehicle III applications certified to the ULEV50 vehicle emission category.
“SULEV30 vehicles” refer only to Low Emission Vehicle III applications certified to the SULEV30 vehicle emission category.
“SULEV20 vehicles” refer only to Low Emission Vehicle III applications certified to the SULEV20 vehicle emission category.
“Low Emission Vehicle IV” application refers to a vehicle or engine certified in California to the exhaust emission standards defined in title 13, CCR section 1961.4. References to vehicle emission categories preceded by “LEV IV” refer to Low Emission Vehicle IV applications certified to that specific vehicle emission category defined in title 13, CCR section 1961.4 (e.g., “LEV IV SULEV15 vehicles” refer to Low Emission Vehicle IV applications certified to the Low Emission Vehicle IV SULEV15 vehicle emission category).
“Malfunction” means any deterioration or failure of a component or system that causes the performance to be outside of the applicable limits in sections (e) and (f).
“Medium-duty vehicle” or “MDV” is defined in title 13, CCR section 1900 (b).
“Medium-duty passenger vehicle” or “MDPV” is defined in Title 40, Section 86.1803-01, Code of Federal Regulations.
“Mild hybrid electric vehicle” means a hybrid vehicle that has start/stop capability and regenerative braking capability, where the recaptured braking energy over the FTP is at least 15 percent but less than 75 percent of the total braking energy, where the percent of recaptured braking energy is measured and calculated according to 40 CFR § 600.116(d), as it existed on August 5, 2015.
“Misfire” means lack of combustion in the cylinder due to absence of spark, poor fuel metering, poor compression, or any other cause. This does not include lack of combustion events in non-active cylinders due to default fuel shut-off or cylinder deactivation strategies.
“Non-volatile random access memory (NVRAM),” for the purposes of this regulation, is defined as a type of memory that retains its contents even when power to the on-board control unit is interrupted (e.g., vehicle battery disconnected, fuse to control unit removed). NVRAM is typically made non-volatile either by use of a back-up battery within the control unit or through the use of an electrically erasable and programmable read-only memory (EEPROM) chip.
“Not-To-Exceed (NTE) control area” refers to the bounded region of the engine's torque and speed map, as defined in 40 CFR 86.1370-2007, where emissions must not exceed a specific emission cap for a given pollutant under the NTE requirement.
“Manufacturer-specific NOx NTE carve-out area” refers to regions within the NTE control area for NOx where the manufacturer has limited NTE testing as allowed by 40 CFR 86.1370-2007(b)(7).
“Manufacturer-specific PM NTE carve-out area” refers to regions within the NTE control area for PM where the manufacturer has limited NTE testing as allowed by 40 CFR 86.1370-2007(b)(7).
“NTE deficiency” refers to regions or conditions within the NTE control area for NOx or PM where the manufacturer has received a deficiency as allowed by 40 CFR 86.007-11(a)(4)(iv).
“Normal production” is the time after the start of production when the manufacturer has produced two percent of the projected volume for the test group or calibration, whichever is specified in sections (j) and (k).
“Over-the-air reprogramming” refers to the remote reprogramming of a vehicle or engine controller using wireless technologies. No physical connection between any reprogramming equipment and the vehicle is made when using over-the-air reprogramming.
“Passenger car” is defined in title 13, CCR section 1900(b).
“Pending fault code” is defined as the diagnostic trouble code stored upon the initial detection of a malfunction (e.g., typically on a single driving cycle) prior to illumination of the MIL in accordance with the requirements of sections (e), (f), and (g)(4.4).
“Percentage of misfire” as used in (e)(3.2) and (f)(3.2) means the percentage of misfires out of the total number of intended combustion events for the specified interval.
“Permanent fault code” is defined as a confirmed fault code that is stored in NVRAM as specified in sections (d)(2) and (g)(4.4).
“Plug-in hybrid electric vehicle” means an “off-vehicle charge capable” hybrid electric vehicle as defined in the “California Exhaust Emission Standards and Test Procedures for 2018 and Subsequent Model Zero-Emission Vehicles and Hybrid Electric Vehicles, in the Passenger Car, Light-Duty Truck and Medium-Duty Vehicle Classes,” incorporated by reference in title 13, CCR section 1962.2.
“Power Take-Off (PTO) unit” refers to an engine driven output provision for the purposes of powering auxiliary equipment (e.g., a dump-truck bed, aerial bucket, or tow-truck winch).
“Propulsion system active” is the state where the powertrain (e.g., engine, electric machine) is enabled by the driver (e.g., after ignition on for conventional vehicles, after power button pushed for some hybrid vehicles, or after remote start activation) such that the vehicle is ready to be used (e.g., vehicle is ready to be driven, ready to be shifted from “park” to “drive”, heating, ventilation, and air conditioning (HVAC) turned on to condition cabin prior to driving). For purposes of this definition, “the state where the powertrain is enabled” does not include activations that are not driver-initiated (e.g., conditions where portions of the vehicle system wake up to perform OBD II monitoring or off-board charging). This state also does not include remote start activations that cannot cause the engine to start (e.g., in a remote activation to condition the cabin, the engine will not start until there is further action by the driver to enable the vehicle for operation regardless of cabin conditioning demand or length of cabin conditioning operation).
“Rationality fault diagnostic” for an input component means verification of the accuracy of the input signal while in the range of normal operation and when compared to all other available information.
“Redline engine speed” shall be defined by the manufacturer as either the recommended maximum engine speed as normally displayed on instrument panel tachometers or the engine speed at which fuel shutoff occurs.
“Response rate” for exhaust gas sensors refers to the delay from when the sensor is exposed to a different make-up of exhaust gas constituents until it outputs a signal reflecting the different make-up of exhaust gas constituents. For example, for oxygen sensors, response rate is the delay from when the oxygen sensor is exposed to a change in exhaust gas from richer/leaner than stoichiometric to leaner/richer than stoichiometric to the time when the oxygen sensor indicates the lean/rich condition. This includes delays in the sensor to initially react to a change in exhaust gas composition (i.e., delayed response) as well as slower transitions from a rich-to-lean (or lean-to-rich) sensor output (i.e., slow response). Similarly, for wide-range air-fuel (A/F) sensors, response rate is the delay from when the sensor is exposed to a different A/F ratio to the time it indicates the different A/F ratio. For NOx and PM sensors, response rate is the delay from when the sensor is exposed to a different NOx or PM exhaust gas level until it indicates the different NOx or PM exhaust gas level.
“Safety-only component or system” refers to a component or system that is designed and intended to be used by the vehicle solely to prevent or mitigate personal injury to the vehicle occupant(s), pedestrians, and/or service technicians. Examples include traction control systems, anti-lock braking systems, hybrid high voltage containment systems (e.g., high voltage interlock loop, high voltage isolation detection), and lane departure control systems.
“SC03 emission standards” refers to the certification tailpipe exhaust emission standards for the air conditioning (A/C) test of the Supplemental Federal Test Procedure Off-Cycle Emission Standards specified in title 13, CCR section 1961(a) applicable to the class to which the vehicle is certified.
“Secondary air” refers to air introduced into the exhaust system by means of a pump or aspirator valve or other means that is intended to aid in the oxidation of HC and CO contained in the exhaust gas stream.
“Similar conditions” as used in sections (e)(3), (e)(6), (f)(3), and (f)(4) means engine conditions having an engine speed within 375 rpm, load conditions within 20 percent, and the same warm-up status (i.e., cold or hot) as the engine conditions stored pursuant to (e)(3.4.4), (e)(6.4.5), (f)(3.4.2)(C), and (f)(4.4.2)(E). The Executive Officer may approve other definitions of similar conditions based on comparable timeliness and reliability in detecting similar engine operation.
“Small volume manufacturer” is defined in title 13, CCR section 1900(b). However, for a manufacturer that transitions from a small volume manufacturer to a non-small volume manufacturer, the manufacturer is still considered a small volume manufacturer for the first three model years that it no longer meets the definition in title 13, CCR section 1900(b).
“Smart device” refers to an electronic powertrain component or system that uses a microprocessor or microcontroller and does not meet the criteria to be classified as a “diagnostic or emission critical electronic powertrain control unit.” Devices that provide high level control of transmissions or battery packs are excluded from this definition. Any component or system externally connected to the smart device shall not be considered part of the smart device unless:
(1) It is a subcomponent integral to the function of the smart device;
(2) It is permanently attached to the smart device with wires or one-time connectors; and
(3) The smart device and subcomponent are designed, manufactured, installed, and serviced (per manufacturer published procedures) as a single component.
“Strong hybrid electric vehicle” means a hybrid vehicle that has start/stop capability and regenerative braking capability, where the recaptured braking energy over the FTP is at least 75 percent of the total braking energy, where the percent of recaptured braking energy is measured and calculated according to 40 CFR § 600.116(d), as it existed on August 5, 2015.
“Supplemental Emission Test (SET) cycle” refers to the driving schedule defined as the “supplemental steady state emission test” in 40 CFR 86.1360-2007, as amended July 13, 2005.
“Supplemental Federal Test Procedure (SFTP) Composite Emission Standard” refers to the “SFTP NMOG+NOx and CO Composite Exhaust Emission Standards” defined in the “California 2015 and Subsequent Model Criteria Pollutant Exhaust Emission Standards and Test Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test Procedures for Passenger Cars, Light Duty Trucks, and Medium Duty Vehicles,” incorporated by reference in title 13, CCR section 1961.2.
“SET standard” refers to the certification exhaust emission standards and test procedures applicable to the SET cycle incorporated by reference in title 13, CCR sections 1956.8(b) and (d) to which the engine is certified.
“Unified cycle” refers to the “Unified Cycle Driving Schedule” defined in Part II of the “California 2015 and Subsequent Model Criteria Pollutant Exhaust Emission Standards and Test Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test Procedures for Passenger Cars, Light Duty Trucks, and Medium Duty Vehicles,” incorporated by reference in title 13, CCR section 1961.2.
“US06 cycle” refers to the driving schedule in 40 CFR 86, Appendix 1, section (g), as amended July 13, 2005, entitled, “EPA US06 Driving Schedule for Light-Duty Vehicles and Light-Duty Trucks.”
“Warm-up cycle” means a driving cycle with sufficient vehicle operation such that the coolant temperature has risen by at least 40 degrees Fahrenheit or 22.2 degrees Celsius from engine start and reaches a minimum temperature of at least 160 degrees Fahrenheit or 71.1 degrees Celsius (140 degrees Fahrenheit or 60 degrees Celsius for applications with diesel engines). Alternatively, manufacturers may define warm-up cycle as a driving cycle with vehicle operation in which the criteria specified in sections (d)(2.5.2)(B)(iii)a. (or f. if applicable), b., and c. are met.
Section (d) sets forth the general requirements of the OBD II system. Specific performance requirements for components and systems that shall be monitored are set forth in sections (e) and (f) below.
(1.3) The OBD II system shall be designed to operate, without any required scheduled maintenance, for the actual life of the vehicle in which it is installed and may not be programmed or otherwise designed to deactivate based on age and/or mileage of the vehicle during the actual life of the vehicle. This section is not intended to alter existing law and enforcement practice regarding a manufacturer's liability for a vehicle beyond its useful life, except where a vehicle has been programmed or otherwise designed so that an OBD II system deactivates based on age and/or mileage of the vehicle.
(1.4) Computer-coded engine operating parameters may not be changeable without the use of specialized tools and procedures (e.g., soldered or potted computer components or sealed (or soldered) computer enclosures). Subject to Executive Officer approval, manufacturers may exempt from this requirement those product lines that are unlikely to require protection. Criteria to be evaluated in making an exemption include current availability of performance chips, high performance capability of the vehicle, and sales volume.
(2.1.1) The MIL shall be located on the driver's side instrument panel and be of sufficient illumination and location to be readily visible under all lighting conditions and shall be amber in color when illuminated. The MIL, when illuminated, shall display the phrase “Check Engine” or “Service Engine Soon”. The word “Powertrain” may be substituted for “Engine” in the previous phrases. Alternatively, the International Standards Organization (ISO) engine symbol may be substituted for the word “Engine” or for the entire phrase.
(2.1.2) The MIL shall illuminate in the key on, engine off position before engine cranking to indicate that the MIL is functional. For all 2019 and subsequent model year vehicles containing a non-analog MIL (e.g., liquid-crystal display), any delay in MIL illumination prior to the functional check may not exceed 5 seconds. For all 2005 and subsequent model year vehicles, the MIL shall continuously illuminate during this functional check for a minimum of 15 seconds. During this functional check of the MIL, the data stream value for MIL status shall indicate commanded off (see section (g)(4.2)) unless the MIL has also been commanded on for a detected malfunction. This functional check of the MIL is not required during vehicle operation in the key on, engine off position subsequent to the initial engine cranking of each driving cycle (e.g., due to an engine stall or other non-commanded engine shutoff).
(2.1.4) A manufacturer may request Executive Officer approval to also use the MIL to indicate which, if any, fault codes are currently stored (e.g., to “blink” the stored codes). The Executive Officer shall approve the request upon determining that the manufacturer has demonstrated that the method used to indicate the fault codes will not be activated during a California Inspection and Maintenance test or during routine driver operation.
(2.2.2) After storage of a pending fault code, if the identified malfunction is again detected before the end of the next driving cycle in which monitoring occurs, the MIL shall illuminate continuously and a confirmed fault code shall be stored within 10 seconds. Additionally, the pending fault code shall continue to be stored in accordance with section (g)(4.4.5). If a malfunction is not detected before the end of the next driving cycle in which monitoring occurs (i.e., there is no indication of the malfunction at any time during the driving cycle), the corresponding pending fault code set according to section (d)(2.2.1) shall be erased at the end of the driving cycle.
(2.2.3) Except as provided for in section (d)(2.6), the OBD II system shall illuminate the MIL and store a pending fault code and confirmed fault code within 10 seconds to inform the vehicle operator whenever the powertrain enters a default or “limp home” mode of operation that can affect emissions or the performance of the OBD II system or in the event of a malfunction of any on-board computer(s) that can affect the performance of the OBD II system.
(A) If the default or “limp home” mode of operation is recoverable (i.e., the diagnostic or control strategy that caused the default or “limp home” mode of operation can run on the next driving cycle and confirm the presence of the condition that caused the default or “limp home” operation), the OBD II system may, in lieu of illuminating the MIL and storing a confirmed fault code within 10 seconds on the first driving cycle where the default or “limp home” mode of operation is entered, delay illumination of the MIL and storage of a confirmed fault code until the condition causing the default or “limp home” mode of operation is again detected before the end of the next driving cycle, in which case the OBD II system shall illuminate the MIL and store a confirmed fault code within 10 seconds of detection.
(B) MIL illumination and fault code storage is not required for engine overtemperature default strategies that are only initiated after the temperature gauge indicates a temperature in the red zone, or after an overtemperature “hot” light is illuminated, or due to the verified occurrence of severe operating conditions (e.g., extended trailer towing up a grade).
(2.2.4) For all 2010 and subsequent model year vehicles, the OBD II system shall default to a MIL on state if the instrument panel receives and/or processes instructions or commands from other diagnostic or emission critical electronic powertrain control units to illuminate the MIL and a malfunction occurs (e.g., communication is lost) such that the instrument panel is no longer able to properly receive the MIL illumination requests. Storage of a fault code is not required for this malfunction.
(2.2.5) For 50 percent of all 2010, 75 percent of all 2011, and 100 percent of all 2012 and subsequent model year vehicles (including 2012 model year medium-duty vehicles with 2011 model year engines certified on an engine dynamometer), before the end of an ignition cycle, the OBD II system shall store confirmed fault codes that are currently causing the MIL to be illuminated in NVRAM as permanent fault codes (as defined in section (g)(4.4.6)).
(2.2.6) A manufacturer may request Executive Officer approval to employ alternate statistical MIL illumination and fault code storage protocols to those specified in these requirements. The Executive Officer shall grant approval upon determining that the manufacturer has provided data and/or engineering evaluation that demonstrate that the alternative protocols can evaluate system performance and detect malfunctions in a manner that is equally effective and timely. Except as otherwise provided in section (e) for evaporative system malfunctions, strategies requiring on average more than six driving cycles for MIL illumination may not be accepted.
(A) For vehicles using SAE J1979, a manufacturer shall store and erase freeze frame conditions in conjunction with storage and erasure of either pending or confirmed fault codes as required elsewhere in section (d)(2.2). If freeze frame conditions are currently stored for a fault code, the freeze frame conditions may not be replaced with freeze frame conditions for another fault code except as allowed for gasoline and diesel misfire and fuel system monitors under sections (e)(3.4.4), (e)(6.4.4), (f)(3.4.2)(B), and (f)(4.4.2)(D).
(B) For vehicles using SAE J1979-2, the OBD II system shall store freeze frame conditions on two frames of data (referred to as the “first frame” and “second frame”) for a given fault code in conjunction with the storage of a pending fault code. After storage of the pending fault code and freeze frame conditions, if the malfunction is again detected within the same driving cycle, the OBD II system may replace the stored freeze frame conditions on the second frame with freeze frame conditions for the redetected malfunction anytime the malfunction is redetected.
(ii) If the pending fault code matures to a confirmed fault code (as described in section (d)(2.2.2)), the OBD II system shall retain the freeze frame conditions stored with the pending fault code on the first frame and replace the stored freeze frame conditions on the second frame with freeze frame conditions of the confirmed fault code. After storage of the confirmed fault code and freeze frame conditions, if the malfunction is again detected within the same driving cycle, the OBD II system may replace the stored freeze frame conditions on the second frame with freeze frame conditions for the redetected malfunction anytime the malfunction is redetected.
(iii) If the malfunction is detected during a driving cycle after the driving cycle in which the confirmed fault code was first stored, the OBD II system shall replace the stored freeze frame conditions on the second frame with freeze frame conditions of the redetected malfunction. If the malfunction is again detected within the same driving cycle, the OBD II system may replace the stored freeze frame conditions on the second frame with freeze frame conditions for the redetected malfunction anytime the malfunction is redetected.
(v) Except as provided below in section (d)(2.2.7)(B)(v)a., if a fault code is stored when the maximum number of frames of freeze frame conditions is already stored in the diagnostic or emission critical powertrain control unit, the OBD II system may not replace any currently stored freeze frame conditions in the control unit with freeze frame conditions for the newly stored fault code.
a. For 2023 through 2026 model year vehicles, if a misfire or fuel system fault code is stored when the maximum number of frames of freeze frame conditions is already stored in the diagnostic or emission critical powertrain control unit, the OBD II system may replace any of the currently stored freeze frame conditions for a fault code in the control unit with freeze frame conditions for the newly stored fault code as allowed for gasoline and diesel misfire and fuel system monitors under sections (e)(3.4.4), (e)(6.4.4), (f)(3.4.2)(B), and (f)(4.4.2)(D).
Except as otherwise provided in sections (e)(3.4.6), (e)(4.4.2), (e)(6.4.6), (f)(2.4.2), (f)(3.4.2)(D), and (f)(4.4.2)(F) (for gasoline misfire, gasoline evaporative system, gasoline fuel system, diesel empty reductant tank, diesel misfire, and diesel fuel system malfunctions, respectively), once the MIL has been illuminated:
(2.3.1) For 2004 through 2018 model year vehicles, the MIL shall be extinguished after at least three subsequent sequential driving cycles during which the monitoring system responsible for illuminating the MIL functions and the previously detected malfunction is no longer present provided no other malfunction has been detected that would independently illuminate the MIL according to the requirements outlined above.
(2.3.2) For 2019 and subsequent model year vehicles, the MIL shall be extinguished after three subsequent sequential driving cycles during which the monitoring system responsible for illuminating the MIL functions and the previously detected malfunction is no longer present provided no other malfunction has been detected that would independently illuminate the MIL according to the requirements outlined above.
(2.4) Erasing a confirmed fault code. For 2004 through 2018 model year vehicles, the OBD II system may erase a confirmed fault code if the identified malfunction has not been again detected in at least 40 warm-up cycles, and the MIL is presently not illuminated for that malfunction. For 2019 and subsequent model year vehicles, the OBD II system shall erase a confirmed fault code: (1) no sooner than the end of the driving cycle in which the identified malfunction has not been again detected in at least 40 consecutive warm-up cycles and the MIL has not been illuminated for that malfunction for at least 40 consecutive warm-up cycles, and (2) no later than the end of the driving cycle in which no malfunction has been detected in 41 consecutive warm-up cycles and the MIL has not been illuminated for any malfunction for 41 consecutive warm-up cycles.
(2.5.1) If the OBD II system is commanding the MIL on, the OBD II system shall erase a permanent fault code only if the OBD II system itself determines that the malfunction that caused the permanent fault code to be stored is no longer present and is not commanding the MIL on, pursuant to the requirements of section (d)(2.3) (which for purposes of this section shall apply to all monitors). Erasure of the permanent fault code shall occur in conjunction with extinguishing the MIL or no later than the start of the first driving cycle that begins with the MIL commanded off.
(A) Except as provided for in sections (d)(2.5.2)(C) through (F), if the monitor of the malfunction that caused the permanent fault code to be stored is subject to the minimum ratio requirements of section (d)(3.2) (e.g., catalyst monitor, comprehensive component input component rationality fault diagnostics), the OBD II system shall erase the permanent fault code at the end of a driving cycle if the monitor has run and made one or more determinations during a driving cycle that the malfunction of the component or the system is not present and has not made any determinations within the same driving cycle that the malfunction is present.
(B) Except as provided for in sections (d)(2.5.2)(D) through (F), if the monitor of the malfunction that caused the permanent fault code to be stored is not subject to the minimum ratio requirements of section (d)(3.2) (e.g., gasoline misfire monitor, fuel system monitor, comprehensive component circuit continuity monitors), the OBD II system shall erase the permanent fault code at the end of a driving cycle if:
b. Except as provided in section (d)(2.5.2)(B)(iii)e. below, cumulative vehicle operation at or above 25 miles per hour occurs for greater than or equal to 300 seconds (medium-duty vehicles with diesel engines certified on an engine dynamometer may use cumulative operation at or above 1150 rpm in lieu of at or above 25 miles per hour for purposes of this criteria);
c. Continuous vehicle operation at idle (i.e., accelerator pedal released by driver and either vehicle speed less than or equal to one mile per hour or engine speed less than or equal to 200 rpm above normal warmed-up idle (as determined in the drive position for vehicles equipped with an automatic transmission)) for greater than or equal to 30 seconds; and
(E) If alternate criteria to erase the permanent fault code are approved by the Executive Officer under section (d)(2.5.2)(D), a manufacturer may continue to use the approved alternate criteria for 2011 model year vehicles previously certified in the 2009 or 2010 model year to the alternate criteria and carried over to the 2011 model year.
(F) For the engine cooling system monitors required to detect faults specified under sections (e)(10.2.1)(A) and (B), (e)(10.2.2)(B), (f)(11.2.1)(A) and (B), and (f)(11.2.2)(B) (e.g., thermostat monitor and ECT sensor time to closed-loop monitor), the manufacturer may erase the permanent fault code using the criteria under section (d)(2.5.2)(A) in lieu of the criteria under section (d)(2.5.2)(B).
(2.5.3) If more than one permanent fault code are currently stored, the OBD II system shall erase a specific permanent fault code immediately after the monitor for the specific permanent fault code meets the criteria above in section (d)(2.5.1) or (d)(2.5.2). The OBD II system may not require that the criteria under section (d)(2.5.1) or (d)(2.5.2) be met for all the stored permanent fault codes before erasing a specific permanent fault code.
(2.6.1) If the vehicle enters a default mode of operation that can affect emissions or the performance of the OBD II system, a manufacturer may request Executive Officer approval to be exempt from illuminating the MIL and storing a fault code. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or engineering evaluation that verify that the default strategy:
Section (d)(3) sets forth the general monitoring requirements while sections (e) and (f) set forth the specific monitoring requirements as well as identify which of the following general monitoring requirements in section (d)(3) are applicable for each monitored component or system identified in sections (e) and (f).
(3.1.1) As specifically provided for in sections (e) and (f), manufacturers shall define monitoring conditions, subject to Executive Officer approval, for detecting malfunctions identified in sections (e) and (f). The Executive Officer shall approve manufacturer defined monitoring conditions that are determined (based on manufacturer submitted data and/or other engineering documentation) to be: technically necessary to ensure robust detection of malfunctions (e.g., avoid false passes and false indications of malfunctions), designed to ensure monitoring will occur under conditions which may reasonably be expected to be encountered in normal urban vehicle operation and use, and designed to ensure monitoring will occur during the FTP cycle or Unified cycle.
(3.1.3) Manufacturers may request Executive Officer approval to define monitoring conditions that are not encountered during the FTP cycle or Unified cycle as required in section (d)(3.1.1). In evaluating the manufacturer's request, the Executive Officer shall consider the degree to which the requirement to run during the FTP or Unified cycle restricts in-use monitoring, the technical necessity for defining monitoring conditions that are not encountered during the FTP or Unified cycle, data and/or an engineering evaluation submitted by the manufacturer which demonstrate that the component/system does not normally function, or monitoring is otherwise not feasible, during the FTP or Unified cycle, and, where applicable in section (d)(3.2), the ability of the manufacturer to demonstrate the monitoring conditions will satisfy the minimum acceptable in-use monitor performance ratio requirement as defined in section (d)(3.2) (e.g., data which show in-use driving meets the minimum requirements).
(3.2) As specifically provided for in sections (e) and (f), manufacturers shall define monitoring conditions in accordance with the criteria in sections (d)(3.2.1) through (3.2.3). The requirements of section (d)(3.2) shall be phased in as follows: 30 percent of all 2005 model year vehicles, 60 percent of all 2006 model year vehicles, and 100 percent of all 2007 and subsequent model year vehicles. Manufacturers may use an alternate phase-in schedule in lieu of the required phase-in schedule if the alternate phase-in schedule provides for equivalent compliance volume as defined in section (c) with the exception that 100 percent of 2007 and subsequent model year vehicles shall comply with the requirements. Small volume manufacturers shall meet the requirements on 100 percent of 2007 and subsequent model year vehicles but shall not be required to meet the specific phase-in requirements for the 2005 and 2006 model years.
(3.2.1) Manufacturers shall define monitoring conditions that, in addition to meeting the criteria in section (d)(3.1), ensure that the monitor yields an in-use performance ratio (as defined in section (d)(4)) that meets or exceeds the minimum acceptable in-use monitor performance ratio on in-use vehicles. For purposes of this regulation, except as provided below in section (d)(3.2.1)(G), the minimum acceptable in-use monitor performance ratio is:
(A) 0.260 for secondary air system monitors and other cold start related monitors (except for the diesel cold start emission reduction strategy catalyst warm-up strategy monitor in section (f)(12.2.2) and the gasoline cold start emission reduction strategy cold start catalyst heating monitor in section (e)(11.2.3)) utilizing a denominator incremented in accordance with section (d)(4.3.2)(E) or (d)(4.3.2)(N);
(i) through the 2007 model year, for the first three years a vehicle is certified to the in-use performance ratio monitoring requirements of section (d)(3.2), 0.100 for all monitors specified in sections (d)(3.2.1)(A) through (C) and (F) above. For example, the 0.100 ratio shall apply to the 2004, 2005, and 2006 model years for vehicles first certified in the 2004 model year and to the 2007, 2008, and 2009 model years for vehicles first certified in the 2007 model year;
(A) Catalyst (section (e)(1.3) or, where applicable, (f)(1.3));
(B) Oxygen/exhaust gas sensor (section (e)(7.3.1)(A) or, where applicable, (f)(5.3.1)(A));
(C) Evaporative system (section (e)(4.3.2));
(D) EGR system (section (e)(8.3.1)) and VVT system (section (e)(13.3) or, where applicable, (f)(6.3.1)(A), (f)(6.3.1)(B), (f)(6.3.2), (f)(6.3.3), (f)(6.3.4), and, (f)(13.3));
(E) Secondary air system (section (e)(5.3.2)(B));
(F) PM filter (section (f)(9.3.1) and (f)(9.3.2));
(G) NOx adsorber (section (f)(8.3.1));
(H) NOx catalyst (section (f)(2.3.1));
(I) Secondary oxygen sensor (section (e)(7.3.2)(A));
(J) Boost pressure control system (sections (f)(7.3.1), (f)(7.3.2), and (f)(7.3.3)); and
(K) Fuel system (section (e)(6.3.2) or (f)(4.3.3)).
The OBD II system is not required to track or report in-use performance for monitors other than those specifically identified above.
(3.2.3) Manufacturers may not use the calculated ratio (or any element thereof) or any other indication of monitor frequency as a monitoring condition for any monitor (e.g., using a low ratio to enable more frequent monitoring through diagnostic executive priority or modification of other monitoring conditions, or using a high ratio to enable less frequent monitoring).
(i) Every monitoring condition necessary for the monitor of the specific component to detect a malfunction and store a pending fault code has been satisfied, including enable criteria, presence or absence of related fault codes, sufficient length of monitoring time, and diagnostic executive priority assignments (e.g., diagnostic “A” must execute prior to diagnostic “B”, etc.). For the purpose of incrementing the numerator, satisfying all the monitoring conditions necessary for a monitor to determine the component is passing may not, by itself, be sufficient to meet this criteria;
(iii) For monitors that require intrusive operation of components to detect a malfunction, a manufacturer shall request Executive Officer approval of the strategy used to determine that, had a malfunction been present, the monitor would have detected the malfunction. Executive Officer approval of the request shall be based on the equivalence of the strategy to actual intrusive operation and the ability of the strategy to accurately determine if every monitoring condition necessary for the intrusive event to occur was satisfied.
(iv) In addition to the requirements of section (d)(4.2.2)(B)(i) through (iii) above, the secondary air system monitor numerator(s) shall be incremented if and only if the criteria in section (B) above have been satisfied during normal operation of the secondary air system for vehicles that require monitoring during normal operation (sections (e)(5.2.2) through (5.2.4)). Monitoring during intrusive operation of the secondary air system later in the same driving cycle solely for the purpose of monitoring may not, by itself, be sufficient to meet this criteria.
(C) For monitors that can generate results in a “gray zone” or “non-detection zone” (i.e., results that indicate neither a passing system nor a malfunctioning system) or in a “non-decision zone” (e.g., monitors that increment and decrement counters until a pass or fail threshold is reached), the manufacturer shall submit a plan for appropriate incrementing of the numerator to the Executive Officer for review and approval. In general, the Executive Officer shall not approve plans that allow the numerator to be incremented when the monitor indicates a result in the “non-detection zone” or prior to the monitor reaching a decision. In reviewing the plan for approval, the Executive Officer shall consider data and/or engineering evaluation submitted by the manufacturer demonstrating the expected frequency of results in the “non-detection zone” and the ability of the monitor to accurately determine if a monitor would have detected a malfunction instead of a result in the “non-detection zone” had an actual malfunction been present.
(E) Except as specified in section (d)(4.2.2)(F) for exponentially weighted moving averages, manufacturers utilizing alternate statistical MIL illumination protocols as allowed in section (d)(2.2.6) for any of the monitors requiring a numerator shall submit a plan for appropriate incrementing of the numerator to the Executive Officer for review and approval. Executive Officer approval of the plan shall be conditioned upon the manufacturer providing supporting data and/or engineering evaluation for the proposed plan, the equivalence of the incrementing in the manufacturer's plan to the incrementing specified in section (d)(4.2.2) for monitors using the standard MIL illumination protocol, and the overall equivalence of the manufacturer's plan in determining that the minimum acceptable in-use performance ratio in section (d)(3.2.1) is satisfied.
(ii) After the number of decisions required in section (d)(4.2.2)(F)(i) above, the numerator, when incremented, shall be incremented by an integer of one and may not be incremented more than once per driving cycle. Incrementing of the numerator shall also be in accordance with sections (d)(4.2.2)(B), (C), and (D).
(ii) Except as provided in section (d)(4.3.2)(B)(iv) below, cumulative vehicle operation at or above 25 miles per hour occurs for greater than or equal to 300 seconds while at an elevation of less than 8,000 feet above sea level and at an ambient temperature of greater than or equal to 20 degrees Fahrenheit or -6.7 degrees Celsius (medium-duty vehicles with diesel engines certified on an engine dynamometer may use cumulative operation at or above 1150 rpm in lieu of at or above 25 miles per hour for purposes of this criteria); and
(iii) Continuous vehicle operation at idle (i.e., accelerator pedal released by driver and either vehicle speed less than or equal to one mile per hour or engine speed less than or equal to 200 rpm above normal warmed-up idle (as determined in the drive position for vehicles equipped with an automatic transmission)) for greater than or equal to 30 seconds while at an elevation of less than 8,000 feet above sea level and at an ambient temperature of greater than or equal to 20 degrees Fahrenheit or -6.7 degrees Celsius.
(C) In addition to the requirements of section (d)(4.3.2)(B) above, the secondary air system monitor denominator(s) shall be incremented if and only if commanded “on” operation of the secondary air system occurs for a cumulative time greater than or equal to ten seconds. For purposes of determining this commanded “on” time, the OBD II system may not include time during intrusive operation of the secondary air system solely for the purposes of monitoring;
(D) Except as provided for in sections (d)(4.3.2)(D)(iv) and (d)(4.3.2)(L), for the evaporative system monitors (sections (e)(4.2.2)(A) through (C)), the comprehensive component input component temperature sensor rationality fault diagnostics (sections (e)(15) and (f)(15))(e.g., intake air temperature sensor, hybrid component temperature sensor), and the engine cooling system input component rationality monitors (sections (e)(10.2.2)(C) and (D) and (f)(11.2.2)(C) and (D)), the denominator(s) shall be incremented if and only if:
(iii) Engine cold start occurs with engine coolant temperature at engine start greater than or equal to 40 degrees Fahrenheit (or 4.4 degrees Celsius) but less than or equal to 95 degrees Fahrenheit (or 35 degrees Celsius) and less than or equal to 12 degrees Fahrenheit (or 6.7 degrees Celsius) higher than ambient temperature at engine start.
For the comprehensive component input component temperature sensor rationality fault diagnostics and the engine cooling system input component rationality monitors, the manufacturer shall use the criteria in section (d)(4.3.2)(D) on 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year vehicles (except plug-in hybrid electric vehicles). For vehicles (except plug-in hybrid electric vehicles) not included in the phase-in, the manufacturer may use the criteria in section (d)(4.3.2)(H) in lieu of the criteria in section (d)(4.3.2)(D) for these monitors.
For purposes of determining this commanded “on” time, the OBD II system may not include time during intrusive operation of any of the components or strategies later in the same driving cycle solely for the purposes of monitoring.
(F) In addition to the requirements of section (d)(4.3.2)(B) above, the denominator(s) for the following component monitors (except those operated only at engine start-up and subject to the requirements of the previous section (d)(4.3.2)(E)) shall be incremented if and only if the component is commanded to function (e.g., commanded “on”, “open”, “closed”, “locked”, etc.) on two or more occasions for greater than two seconds during the driving cycle or for a cumulative time greater than or equal to ten seconds, whichever occurs first:
For the PM sensor heater monitor, as an alternative for 2013 through 2015 model year vehicles, the manufacturer may use the criteria in section (d)(4.3.2)(B) in lieu of the criteria specified in section (d)(4.3.2)(F) above.
For the PM filter active/intrusive injection monitor, as an alternative for 2013 through 2015 model year vehicles, the manufacturer may use the criteria in section (d)(4.3.2)(I) in lieu of the criteria specified in section (d)(4.3.2)(F) above.
(G) For the following monitors, the denominator(s) shall be incremented by one during a driving cycle in which the following two criteria are met: (1) the requirements of section (d)(4.3.2)(B) have been met on at least one driving cycle since the denominator was last incremented, and (2) the number of cumulative miles of vehicle operation since the denominator was last incremented is greater than or equal to 500 miles. The 500-mile counter shall be reset to zero and begin counting again after the denominator has been incremented and no later than the start of the next ignition cycle.
(i) Diesel NMHC converting catalyst (section (f)(1.2.2)) for 2004 and subsequent model year passenger cars, light-duty trucks, and medium-duty vehicles certified to a chassis dynamometer tailpipe emission standard and for 2004 through 2023 model year medium-duty vehicles certified to an engine dynamometer tailpipe emission standard
(iv) Diesel PM filter filtering performance and missing substrate (sections (f)(9.2.1) and (f)(9.2.5)) for 2004 through 2018 model year passenger cars, light-duty trucks, and medium-duty vehicles certified to a chassis dynamometer tailpipe emission standard and for 2004 through 2015 model year medium-duty vehicles certified to an engine dynamometer tailpipe emission standard
For the diesel NMHC converting catalyst monitor (section (f)(1.2.2)), as an alternative for 2004 through 2023 model year medium-duty vehicles certified to an engine dynamometer tailpipe emission standard, the manufacturer may use the criteria in section (d)(4.3.2)(I) in lieu of the criteria specified in section (d)(4.3.2)(G) above.
(H) For the following component monitors, the manufacturer may request Executive Officer approval to use alternate or additional criteria to that set forth in section (d)(4.3.2)(B) above for incrementing the denominator. Executive Officer approval of the proposed criteria shall be based on the equivalence of the proposed criteria in measuring the frequency of monitor operation relative to the amount of vehicle operation in accordance with the criteria in section (d)(4.3.2)(B) above:
(v) PM filter frequent regeneration (section (f)(9.2.2)) for 2004 and subsequent model year passenger cars, light-duty trucks, and medium-duty vehicles certified to a chassis dynamometer tailpipe emission standard and 2004 through 2023 model year medium-duty vehicles certified to an engine dynamometer tailpipe emission standard
(J) For vehicles that employ alternate engine start hardware or strategies (e.g., a vehicle with a start-stop system that does not meet the definition of a hybrid vehicle as defined in section (c)) or alternate-fuel vehicles, the manufacturer may request Executive Officer approval to use alternate criteria to that set forth in section (d)(4.3.2)(B) above for incrementing the denominator. In general, the Executive Officer shall not approve alternate criteria for vehicles that only employ engine shut off at or near idle/vehicle stop conditions. Executive Officer approval of the alternate criteria shall be based on the equivalence of the alternate criteria to determine the amount of vehicle operation relative to the measure of conventional vehicle operation in accordance with the criteria in section (d)(4.3.2)(B) above.
(ii) Cumulative vehicle operation at or above 25 miles per hour occurs for greater than or equal to 300 seconds while at an elevation of less than 8,000 feet above sea level and at an ambient temperature of greater than or equal to 20 degrees Fahrenheit (or -6.7 degrees Celsius) (medium-duty vehicles with diesel engines certified on an engine dynamometer may use cumulative operation at or above 1150 rpm in lieu of at or above 25 miles per hour for purposes of this criteria);
(iii) Continuous vehicle operation at idle (i.e., accelerator pedal released by driver and either vehicle speed less than or equal to one mile per hour or engine speed less than or equal to 200 rpm above normal warmed-up idle (as determined in the drive position for vehicles equipped with an automatic transmission)) for greater than or equal to 30 seconds while at an elevation of less than 8,000 feet above sea level and at an ambient temperature of greater than or equal to 20 degrees Fahrenheit (or -6.7 degrees Celsius); and
(L) For 2015 and subsequent model year plug-in hybrid electric vehicles, the denominators for the evaporative system monitors (sections (e)(4.2.2)(A) through (C)), the comprehensive component input component temperature sensor rationality fault diagnostics (sections (e)(15) and (f)(15))(e.g., intake air temperature sensor, hybrid component temperature sensor), and the engine cooling system input component rationality monitors (sections (e)(10.2.2)(C) and (D) and (f)(11.2.2)(C) and (D)) shall be incremented if and only if:
For the comprehensive component input component temperature sensor rationality fault diagnostics and the engine cooling system input component rationality monitors, as an alternative for 2015 through 2018 model year plug-in hybrid electric vehicles, the manufacturer may use the criteria in section (d)(4.3.2)(H) in lieu of the criteria specified in section (d)(4.3.2)(L) above.
For the evaporative system purge flow monitor (section (e)(4.2.2)(A)), as an alternative for 2015 through 2018 model year plug-in hybrid electric vehicles, the manufacturer may choose to increment the denominator if the requirements of section (d)(4.3.2)(K)(i) through (iii) have been met in lieu of the criteria specified in section (d)(4.3.2)(L)(i) above.
(M) The denominator(s) for the evaporative system high-load purge flow monitor (section (e)(4.2.2)(D)) and the positive crankcase ventilation/crankcase ventilation monitor for lines through which crankcase vapor flows under conditions where the intake manifold pressure is greater than ambient pressure on vehicles with forced induction engines (sections (e)(9.2.3) and (f)(10.2.3)) shall be incremented if and only if:
(ii) Cumulative time since engine start is greater than or equal to 600 seconds while at an ambient temperature of greater than or equal to 40 degrees Fahrenheit (or 4.4 degrees Celsius) (hybrid vehicles shall use cumulative propulsion system active time in lieu of cumulative time since engine start); and
As an alternative for 2004 through 2018 model year vehicles, the manufacturer may use the criteria in section (d)(4.3.2)(D) or (d)(4.3.2)(L), whichever is applicable, in lieu of the criteria specified above in section (d)(4.3.2)(M).
(N) In addition to the requirements of section (d)(4.3.2)(B) above, the denominator for the cold start emission reduction strategy catalyst warm-up strategy monitor (section (f)(12.2.2)) and the feature/component monitors (sections (e)(11.2.4) and (f)(12.2.3)) shall be incremented if and only if the CSERS monitoring conditions (as defined in section (c)) have been met.
(O) In addition to the requirements of section (d)(4.3.2)(B) above, the denominator for the cold start emission reduction strategy cold start catalyst heating monitor (section (e)(11.2.3)) shall be incremented if and only if the CSERS monitoring conditions (as defined in section (c)) have been met and idle operation in park or neutral during the first 30 seconds after engine start is greater than or equal to 10 seconds.
(4.5.1) Within ten seconds of a malfunction being detected that disables a monitor required to meet the monitoring conditions in section (d)(3.2.1) (i.e., a pending or confirmed code is stored), the OBD II system shall disable further incrementing of the corresponding numerator and denominator for each monitor that is disabled. When the malfunction is no longer detected (i.e., the pending code is erased through self-clearing or through a scan tool command), incrementing of all corresponding numerators and denominators shall resume within ten seconds.
(4.5.2) Within ten seconds of the start of a PTO (see section (c)) operation that disables a monitor required to meet the monitoring conditions in section (d)(3.2.1), the OBD II system shall disable further incrementing of the corresponding numerator and denominator for each monitor that is disabled. When the PTO operation ends, incrementing of all corresponding numerators and denominators shall resume within ten seconds.
(4.5.3) For 2004 through 2018 model year vehicles, the OBD II system shall disable further incrementing of all numerators and denominators within ten seconds if a malfunction of any component used to determine if the criteria of sections (d)(4.3.2)(B) through (D) are satisfied (i.e., vehicle speed, ambient temperature, elevation, idle operation, engine cold start, or time of operation) has been detected (i.e., a pending or confirmed fault code has been stored). When the malfunction is no longer detected (e.g., the pending code is erased through self-clearing or through a scan tool command), incrementing of all numerators and denominators shall resume within ten seconds.
(4.5.4) For 2019 and subsequent model year vehicles, the OBD II system shall disable further incrementing of all numerators and denominators within ten seconds if a malfunction has been detected (i.e., a pending or confirmed fault code has been stored) for any component used to determine if the criteria of section (d)(4.3.2)(B) or (d)(4.3.2)(K), whichever is applicable, are satisfied (i.e., vehicle speed, ambient temperature, elevation, idle operation, or time of operation). When the malfunction is no longer detected (e.g., the pending code is erased through self-clearing or through a scan tool command), incrementing of all numerators and denominators shall resume within ten seconds.
(4.5.5) For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year vehicles, within ten seconds of a malfunction being detected for any component used to determine if any of the criteria in sections (d)(4.3.2)(C) through (J) and (L) through (O) are satisfied (e.g., engine cold start), the OBD II system shall disable further incrementing of the corresponding numerator and denominator for each monitor that is affected. When the malfunction is no longer detected (i.e., the pending code is erased through self-clearing or through a scan tool command), incrementing of the corresponding numerators and denominators shall resume within ten seconds.
(5.1.1) For gasoline vehicles using SAE J1979, the OBD II system shall separately report an in-use monitor performance numerator and denominator for each of the following components: catalyst bank 1, catalyst bank 2, primary oxygen sensor bank 1, primary oxygen sensor bank 2, evaporative 0.020 inch leak detection system, EGR/VVT system, secondary air system, secondary oxygen sensor bank 1, secondary oxygen sensor bank 2, and fuel system. The OBD II system shall also report a general denominator and an ignition cycle counter(s) in the standardized format specified in sections (d)(5.5), (d)(5.6) and (g)(5).
(5.1.2) For diesel vehicles using SAE J1979, the OBD II system shall separately report an in-use monitor performance numerator and denominator for each of the following components: NMHC converting catalyst, NOx converting catalyst, fuel system, exhaust gas sensor, EGR/VVT system, boost pressure control system, NOx adsorber, and PM filter. The OBD II system shall also report a general denominator and an ignition cycle counter(s) in the standardized format specified in sections (d)(5.5), (d)(5.6) and (g)(5).
(5.1.3) For gasoline vehicles using SAE J1979-2, the OBD II system shall separately report an in-use monitor performance numerator and denominator for each supported fault code associated with each monitor of the following components: catalyst bank 1, catalyst bank 2, primary oxygen sensor bank 1, primary oxygen sensor bank 2, evaporative 0.020 inch leak detection system, EGR/VVT system, secondary air system, secondary oxygen sensor bank 1, secondary oxygen sensor bank 2, and fuel system. The OBD II system shall also report a general denominator, an ignition cycle counter(s), and supplemental monitor activity data in the standardized format specified in sections (d)(5.5), (d)(5.6), (d)(5.7), and (g)(5).
(5.1.4) For diesel vehicles using SAE J1979-2, the OBD II system shall separately report an in-use monitor performance numerator and denominator for each supported fault code associated with each monitor of the following components: NMHC converting catalyst, NOx converting catalyst, fuel system, exhaust gas sensor, EGR/VVT system, boost pressure control system, NOx adsorber, and PM filter. The OBD II system shall also report a general denominator, an ignition cycle counter(s), and supplemental monitor activity data in the standardized format specified in sections (d)(5.5), (d)(5.6), (d)(5.7), and (g)(5).
(B) For specific components or systems that have multiple monitors that are required to be reported under sections (e) or (f) (e.g., oxygen sensor bank 1 may have multiple monitors for sensor response or other sensor characteristics), the OBD II system shall separately track numerators and denominators for each of the specific monitors and report only the corresponding numerator and denominator for the specific monitor that has the lowest numerical ratio. If two or more specific monitors have identical ratios, the corresponding numerator and denominator for the specific monitor that has the highest denominator shall be reported for the specific component.
(B) For specific supported fault codes that have multiple monitors that are required to be reported under sections (e) or (f), the OBD II system shall separately track numerators and denominators for each of the monitors and report only the corresponding numerator and denominator for the specific supported fault code that has the lowest numerical ratio. If two or more specific monitors have identical ratios, the corresponding numerator and denominator for the specific monitor that has the highest denominator shall be reported for the specific supported fault code.
(B) Except as required in section (d)(5.5.1)(C) below, the OBD II system shall report one ignition cycle counter (as defined in section (d)(5.5.2)(B)). As an alternative, the OBD II system may report two ignition cycle counters, one counter defined in section (d)(5.5.2)(B) and one counter defined in section (d)(5.5.2)(C).
(C) In addition to the counter described in section (d)(5.5.2)(B) above, 2014 and subsequent model year plug-in hybrid electric vehicles shall track and report a second ignition cycle counter that shall be incremented within ten seconds if and only if the vehicle has met the fueled engine operation definition (see section (c)) for at least two seconds plus or minus one second.
(D) The OBD II system shall disable further incrementing of the ignition cycle counter(s) within ten seconds if a malfunction has been detected and the corresponding pending fault code has been stored for any component used to determine if the criteria in section (d)(5.5.2)(B) and (C) are satisfied (e.g., engine speed or time of operation). The ignition cycle counter(s) may not be disabled from incrementing for any other condition. Incrementing of the ignition cycle counter(s) shall resume within ten seconds when the malfunction is no longer present (e.g., pending code erased through self-clearing or by a scan tool command).
(C) The OBD II system shall disable further incrementing of the general denominator within ten seconds if a malfunction has been detected and the corresponding pending fault code has been stored for any component used to determine if the criteria in section (d)(4.3.2)(B) or (d)(4.3.2)(K) (whichever is applicable) are satisfied (i.e., vehicle speed, ambient temperature, elevation, idle operation, or time of operation). The general denominator may not be disabled from incrementing for any other condition (e.g., the disablement criteria in sections (d)(4.5.1) and (d)(4.5.2) may not disable the general denominator). Incrementing of the general denominator shall resume within ten seconds when the malfunction is no longer present (e.g., pending code erased through self-clearing or by a scan tool command).
(A) Definition: The mini-numerator is defined as the counter that indicates the number of driving cycles over which a monitor ran and completed since the last time the mini-denominator (defined below in section (d)(5.7.2)), was reset to zero. The OBD II system shall track and report a mini-numerator for each supported fault code that can illuminate the MIL.
(iii) The OBD II system shall pause further incrementing of the mini-numerator on a driving cycle if a malfunction has been detected which can illuminate the MIL as described in section (d)(2.2.2), and the diagnostic or emission-critical powertrain control unit that tracks and reports the mini-numerator stores a pending fault code for the malfunction. Incrementing of the mini-numerator shall resume for the next driving cycle in which no such fault code is present.
(A) Definition: The mini-denominator is defined as the counter that indicates the number of general denominators that have accumulated since the last time the mini-denominator was reset to zero. The OBD II system shall track and report a mini-denominator for each diagnostic or emission-critical powertrain control unit.
(ii) The mini-denominator for non-hybrid vehicles and hybrid vehicles that are not plug-in hybrid electric vehicles shall be incremented at the end of a driving cycle if and only if the general denominator increments during the driving cycle as described in section (d)(5.6.2). The mini-denominator for plug-in hybrid electric vehicles shall be incremented at the end of a driving cycle if and only if the criteria in section (d)(4.3.2)(K)(i) through (iv) are satisfied during the driving cycle.
(iii) The OBD II system shall pause further incrementing of the mini-denominator on a driving cycle if a malfunction has been detected which can illuminate the MIL as described in section (d)(2.2.2) and the diagnostic or emission-critical powertrain control unit that tracks and reports the mini-denominator stores a pending fault code for the malfunction. Incrementing of the mini-denominator shall resume for the next driving cycle in which no such fault code is present.
(C) Specifications for resetting: The OBD II system shall reset the mini-denominator to zero after the mini-denominator has reached a value of 255 and the OBD II system has updated the monitor activity ratio described below in section (d)(5.7.3). The reset shall occur before the beginning of the next driving cycle.
(A) Definition: The monitor activity ratio, or MAR, is defined as the ratio of the mini-numerator to the mini-denominator when the mini-denominator reaches its maximum value of 255. The MAR has a minimum value of zero and a maximum value of one. The OBD II system shall track and report a MAR for each supported fault code that can illuminate the MIL.
(5.7.4) In addition to the specifications for resetting described above in sections (d)(5.7.1)(C), (d)(5.7.2)(C), and (d)(5.7.3)(C), the mini-numerator, mini-denominator, and MAR may be reset to zero only when a non-volatile memory reset occurs (e.g., reprogramming event) or, if the numbers are stored in KAM, when KAM is lost due to an interruption in electrical power to the control module (e.g., battery disconnect). Numbers may not be reset to zero under any other circumstances including when a scan tool command to clear fault codes or reset KAM is received.
(6.1) For 2010 and subsequent model year medium-duty vehicles certified to an engine dynamometer exhaust emission standard, in determining the malfunction criteria for diesel engine monitors in section (f) that are required to indicate a malfunction before emissions exceed an emission threshold based on the applicable standard, the manufacturer shall:
(6.1.3) If the Executive Officer reasonably believes that a manufacturer has incorrectly determined the test cycle and standard that is more stringent, the Executive Officer shall require the manufacturer to provide emission data and/or engineering analysis showing that the other test cycle and standard are less stringent.
(6.2) For 2007 and subsequent model year light-duty and medium-duty vehicles equipped with emission controls that experience infrequent regeneration events (e.g., active PM filter regeneration, NOx adsorber desulfation), a manufacturer shall adjust the emission test results that are used to determine the malfunction criterion for monitors that are required to indicate a malfunction before emissions exceed a certain emission threshold. Except as provided in section (d)(6.2.7), for each monitor on medium-duty vehicles using engines certified on an engine dynamometer, the manufacturer shall adjust the emission result using the procedure described in CFR title 40, part 86.004-28(i) (as it existed on January 25, 2018, and incorporated by reference herein) on 2020 and earlier model year vehicles, or 1065.680 (as it existed on January 25, 2018, and incorporated by reference herein) on 2021 and subsequent model year vehicles with the component for which the malfunction criteria is being established deteriorated to the malfunction threshold. For light-duty and medium-duty vehicles certified on a chassis dynamometer, the manufacturer shall submit a plan for Executive Officer approval to adjust the emission results using an approach similar to the procedure described in CFR title 40, part 86.004-28(i). Executive Officer approval shall be based on the effectiveness of the proposed plan to quantify the emission impact and frequency of regeneration events. The adjusted emission value shall be used for purposes of determining whether or not the specified emission threshold is exceeded (e.g., a malfunction must be detected before the adjusted emission value exceeds 1.5 times any applicable standard).
(6.2.3) Except as specified in section (d)(6.2.4) for NMHC catalyst monitoring, for 2007 through 2009 model year vehicles, in lieu of establishing the adjustment factor for each monitor with the component for which the malfunction criteria is being established deteriorated to the malfunction threshold as required in section (d)(6.2), the manufacturer may use the adjustment factor established for certification (e.g., without components deteriorated to the malfunction threshold).
(6.2.4) For NMHC catalyst monitoring (section (f)(1)) on 2008 and subsequent model year vehicles, a manufacturer shall establish the adjustment factor for the NMHC catalyst monitor with the NMHC catalyst deteriorated to the malfunction threshold as required in section (d)(6.2). In lieu of establishing this adjustment factor for 2008 and 2009 model year vehicles, a manufacturer may provide emission data demonstrating that the worst case emission levels from a deteriorated NMHC catalyst are below the malfunction threshold specified in section (f)(1.2.2). The demonstration shall include emission testing with a NMHC catalyst deteriorated to the malfunction threshold or worse and with both the infrequent regeneration event occurring and without it occurring. The manufacturer shall calculate the worst case emission level by applying the frequency factor (“F” as calculated according to CFR, title 40, part 86.004-28(i)) of the infrequent regeneration event used for tailpipe certification to the measured emissions with the infrequent regeneration event occurring and adding that result to the measured emissions without the infrequent regeneration event occurring. This calculated final sum shall be used as the adjusted emission level and compared to the malfunction threshold for purposes of determining compliance with the monitoring requirements. The manufacturer shall submit a test plan for Executive Officer approval describing the emission testing procedure and how the worst case components will be established. The Executive Officer shall approve it upon finding the test procedure and components used will likely generate a worst case emission level.
(6.2.5) For purposes of determining the adjustment factors for each monitor, the manufacturer shall submit engineering data, analysis, and/or emission data to the Executive Officer for approval. The Executive Officer shall approve the factors upon finding the submitted information supports the adjustment factors.
(6.2.7) In lieu of using the procedure described in CFR title 40, part 86.004-28(i) or 1065.680, the manufacturer may submit an alternate plan to calculate the adjustment factors for determining the adjusted emission values to the Executive Officer for review and approval. Executive Officer approval of the plan shall be conditioned upon the manufacturer providing data and/or engineering evaluation demonstrating the procedure is consistent with good engineering judgment in determining appropriate modifications to the tailpipe certification adjustment factors.
(6.3.1) The manufacturer shall conduct in-use enforcement testing for compliance with the tailpipe emission standards in accordance with title 13, CCR sections 2136 through 2140. Within six months after OBD II certification of a test group, the manufacturer shall submit a plan for conducting the testing to the Executive Officer for approval. The Executive Officer shall approve the plan upon determining that the testing will be done in accordance with the procedures used by ARB when conducting such testing, that the plan will allow for a valid sample of at least 10 vehicles in the mileage range of 30,000 to 40,000 miles for comparison to the FTP intermediate (e.g., 50,000 mile) useful life standard and at least 10 vehicles in the mileage range of 90,000 to 100,000 miles for comparison to the FTP full useful life standard, and that copies of all records and data collected during the program will be provided to ARB. Manufacturers may also submit testing plans and supporting data for Executive Officer approval that differ from compliance testing under title 13, CCR, sections 2136 through 2140. The Executive Officer shall also approve the plans upon determining that the plan provides equivalent assurance in verifying vehicles are meeting the tailpipe emission standards within the useful life. The Executive Officer may use the submitted data in lieu of or in addition to data collected pursuant to title 13, CCR section 2139 for purposes of the notification and use of test results described in title 13, CCR section 2140; and
(6.3.2) The certification shall be conditioned upon the manufacturer agreeing that, for any test group(s) determined to be noncompliant in accordance with title 13, CCR section 2140 or title 13, CCR section 1968.5, the Executive Officer shall determine the excess emissions caused by the noncompliance and the manufacturer shall fund a program(s) that will offset any such excess emissions.
(6.4) For 2019 and subsequent model year vehicles equipped with emission controls that experience infrequent regeneration events, a manufacturer shall adjust the emission test results using the procedure described in CFR title 40, part 86.004-28(i) or 1065.680 as they existed on January 25, 2018, and incorporated by reference herein. The manufacturer shall conduct testing to determine the adjustment factors using the same deteriorated component(s) used to determine if the test-out criteria in the following sections are met:
(7.1.2) For 2019 and subsequent model year alternate-fueled vehicles, the manufacturer shall submit a plan to the Executive Officer for approval of the requirements in section 1968.2 (including the in-use monitor performance requirements in section (d), the monitoring requirements in sections (e) through (f), and the standardization requirements of section (g)) determined by the manufacturer to be applicable to the vehicle. Executive Officer approval shall be based on the appropriateness of the plan with respect to the components and systems on the vehicle (e.g., a spark-ignited dedicated CNG vehicle with a PM filter and a selective catalytic reduction (SCR) system would be monitored in accordance with the misfire monitoring requirements in section (e) for spark-ignited engines and with the PM filter and SCR system monitoring requirements in section (f) for diesel engines typically equipped with the same components).
(7.2) The requirements of section (d)(7.2) apply to gasoline vehicles equipped with components/systems that are not covered under sections (e)(1) through (14) but are analogous to components/systems covered under sections (f)(1) through (14), and apply to diesel vehicles equipped with components/systems that are not covered under sections (f)(1) through (14) but are analogous to components/systems covered under sections (e)(1) through (14). For these vehicles, the manufacturer shall submit a plan to the Executive Officer for approval of the requirements in section 1968.2 (including the in-use monitor performance requirements in section (d), the monitoring requirements in sections (e) through (f) and the standardization requirements of section (g)), determined by the manufacturer to be applicable to the vehicle. Executive Officer approval shall be based on the appropriateness of the plan with respect to the components and systems on the vehicle (e.g., a spark-ignited gasoline lean-burn vehicle with a NOx adsorber and an SCR system would be monitored in accordance with the misfire monitoring requirements in section (e) for spark-ignited engines and with the NOx adsorber and SCR system monitoring requirements in section (f) for diesel engines typically equipped with the same components).
(7.3) For 2019 and subsequent model year plug-in hybrid electric vehicles, malfunction criteria for each monitor in sections (e) or (f) that are required to indicate a malfunction before emissions exceed an emission threshold based on the applicable standard shall be determined in the driving mode that results in the worst case emissions (i.e., charge depleting or charge sustaining operation) for each monitor.
(8.2) Consistent with the requirements of title 13, CCR section 1968.5(b)(4)(A) for enforcement OBD II emission testing, the manufacturer shall make available upon request by the Executive Officer all test equipment (e.g., malfunction simulators, deteriorated “threshold” components, etc.) necessary to determine the malfunction criteria in sections (e) and (f) for major monitors subject to OBD II emission testing as defined in title 13, CCR section 1968.5. To meet the requirements of this section, the manufacturers shall only be required to make available test equipment necessary to duplicate “threshold” testing performed by the manufacturer. This test equipment shall include, but is not limited to, aged “threshold” catalyst systems and computer equipment used to simulate misfire, oxygen sensor, fuel system, VVT system, and cold start reduction strategy system faults. The manufacturer is not required to make available test equipment for vehicles that exceed the applicable full useful life age (e.g., 10 years for vehicles certified to a full useful life of 10 years and 100,000 miles).
(B) For demonstration testing of 2022 and 2023 model year diesel vehicles under section (h), the manufacturer may test 15 Executive Officer-selected component/system monitors in lieu of testing all the monitors listed under section (h)(4). The Executive Officer shall inform the manufacturer of the monitors to be tested during selection of the demonstration test vehicle under section (h)(2.1).
(10.1.2) Manufacturers may use an alternate phase-in schedule in lieu of the required phase-in schedule if the alternate phase-in schedule provides for equivalent compliance volume as defined in section (c) except as specifically noted for the phase-in of in-use monitor performance ratio monitoring conditions in section (d)(3.2).
(10.1.3) Small volume manufacturers may use an alternate phase-in schedule in accordance with section (d)(10.1.2) in lieu of the required phase-in schedule or may meet the requirement on all vehicles by the final year of the phase-in in lieu of meeting the specific phase-in requirements for each model year.
For non-Low Emission Vehicle III applications (e.g., Low Emission Vehicle applications and Low Emission Vehicle II applications), the emission thresholds are specified in the monitoring sections in section (e) below. For Low Emission Vehicle III applications, wherever an emission threshold for a malfunction on a diagnostic is required in section (e), the emission thresholds shall be set in accordance with Table 1 below:
Table 1
Table 1: LEV-III OBD II Gasoline Thresholds |
|---|
Exhaust Standards | Monitor Thresholds (except catalyst) | Catalyst Monitor Threshold |
|---|
Vehicle Type | Vehicle Emission Category | NMOG+ NOx Mult. | CO Mult. | PM Mult. | PM THD (mg/mi) | NMOG+NOx Mult. |
|---|---|---|---|---|---|---|
Passenger Cars, Light-Duty Trucks, and Chassis Certified MDPVs | LEV160 | 1.50 | 1.50 | N/A | 17.50 1 | 1.75 |
ULEV125 | ||||||
ULEV70 | 2.00 | 2.00 | ||||
ULEV50 | ||||||
SULEV30 | 2.50 | 2.50 | 2.50 | |||
SULEV20 4 | ||||||
Chassis Certified MDVs (except MDPVs) | All MDV Emission Categories | 1.50 | 1.50 | 1.50 2 | 17.50 3 | 1.75 |
1. Applies to 2019 and subsequent model year vehicles |
2. Applies to 2019 and subsequent model year vehicles not included in the phase-in of the PM standards set forth in title 13, CCR section 1961.2(a)(2)(B)2 |
3. Applies to 2019 and subsequent model year vehicles included in the phase-in of the PM standards set forth in title 13, CCR section 1961.2(a)(2)(B)2 |
4. Manufacturer shall use the 2.50 times NMOG+NOx multiplier for vehicles not using the provisions of section (e)(17.1.5) |
THD = Threshold; mg/mi = milligram per mile; Mult. = Multiplier to be used with the applicable standard (e.g., 2.0 times the NMOG+NOx standard);
(B) The average FTP test Non-Methane Hydrocarbon (NMHC) conversion efficiency of the monitored portion of the catalyst system falls below 50 percent (i.e., the cumulative NMHC emissions measured at the outlet of the monitored catalyst(s) are more than 50 percent of the cumulative engine-out emissions measured at the inlet of the catalyst(s)). With Executive Officer approval, manufacturers may use a conversion efficiency malfunction criteria of less than 50 percent if the catalyst system is designed such that the monitored portion of the catalyst system must be replaced along with an adjacent portion of the catalyst system sufficient to ensure that the total portion replaced will meet the 50 percent conversion efficiency criteria. Executive Officer approval shall be based on data and/or engineering evaluation demonstrating the conversion efficiency of the monitored portion and the total portion designed to be replaced, and the likelihood of the catalyst system design to ensure replacement of the monitored and adjacent portions of the catalyst system.
(1.2.4) 2004 through 2008 model year non-Low Emission Vehicle I or II applications: The OBD II system shall detect a catalyst system malfunction when the catalyst system's conversion capability decreases to the point that NMHC emissions increase by more than 1.5 times the applicable FTP full useful life standards over an FTP test performed with a representative 4000 mile catalyst system.
(1.2.5) In lieu of using the malfunction criteria in section (e)(1.2.2)(B) for all 2005 and 2006 model year Low Emission Vehicle II applications, a manufacturer may phase-in the malfunction criteria on a portion of its Low Emission Vehicle II applications as long as that portion of Low Emission Vehicle II applications comprises at least 30 percent of all 2005 model year vehicles and 60 percent of all 2006 model year vehicles. For 2005 and 2006 model year Low Emission Vehicle II applications not included in the phase-in, the malfunction criteria in section (e)(1.2.2)(A) shall be used.
(1.2.6) In lieu of using the malfunction criteria in section (e)(1.2.2)(C) for all 2009 model year vehicles, for the 2009 model year only, a manufacturer may continue to use the malfunction criteria in section (e)(1.2.2)(B) for any vehicles previously certified in the 2005, 2006, 2007, or 2008 model year to the malfunction criteria in section (e)(1.2.2)(B) and carried over to the 2009 model year.
(1.2.7) For purposes of determining the catalyst system malfunction criteria in sections (e)(1.2.1), (1.2.2)(A), and (1.2.4), the malfunction criteria shall be established by using a catalyst system with all monitored catalysts simultaneously deteriorated to the malfunction criteria while unmonitored catalysts shall be deteriorated to the end of the vehicle's full useful life.
(C) For vehicles using fuel shutoff to prevent over-fueling during misfire conditions (see section (e)(3.4.1)(D)), the malfunction criteria shall be established by using a catalyst system with all monitored catalysts simultaneously deteriorated to the malfunction criteria while unmonitored catalysts shall be deteriorated to the end of the vehicle's full useful life.
(1.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (e)(1.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, manufacturers shall track and report the in-use performance of the catalyst monitor under section (e)(1.2) in accordance with section (d)(3.2.2).
(1.3.2) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (e)(1.2) shall be tracked and reported separately as specified in section (d)(5.1.3) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(2.2.1) The OBD II system shall detect a catalyst heating system malfunction when the catalyst does not reach its designated heating temperature within a requisite time period after engine starting. The manufacturer shall determine the requisite time period, but the time period may not exceed the time that would cause emissions from a vehicle equipped with the heated catalyst system to exceed:
(2.2.2) Manufacturers may use other monitoring strategies for the heated catalyst but must submit the alternate plan to the Executive Officer for approval. The Executive Officer shall approve alternate strategies for monitoring heated catalyst systems based on comparable reliability and timeliness to these requirements in detecting a catalyst heating malfunction.
(3.1.2) The OBD II system shall identify the specific cylinder that is experiencing misfire. Manufacturers may request Executive Officer approval to store a general misfire fault code instead of a cylinder specific fault code under certain operating conditions. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that the misfiring cylinder cannot be reliably identified when the conditions occur.
(3.1.3) If more than one cylinder is misfiring, a separate fault code shall be stored indicating that multiple cylinders are misfiring except as allowed below. When identifying multiple cylinder misfire, the OBD II system is not required to also identify each of the misfiring cylinders individually through separate fault codes. For 2005 and subsequent model year vehicles, if more than 90 percent of the detected misfires occur in a single cylinder, the manufacturer may elect to store the appropriate fault code indicating the specific misfiring cylinder in lieu of the multiple cylinder misfire fault code. If, however, two or more cylinders individually have more than 10 percent of the total number of detected misfires, a multiple cylinder fault code must be stored.
(A) Manufacturers shall determine the percentage of misfire evaluated in 200 revolution increments for each engine speed and load condition that would result in a temperature that causes catalyst damage. The manufacturer shall submit documentation to support this percentage of misfire as required in section (i)(2.5). For every engine speed and load condition that this percentage of misfire is determined to be lower than five percent, the manufacturer may set the malfunction criteria at five percent.
(B) Subject to Executive Officer approval, a manufacturer may employ a longer interval than 200 revolutions but only for determining, on a given driving cycle, the first misfire exceedance as provided in section (e)(3.4.1)(A) below. Executive Officer approval shall be granted upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that catalyst damage would not occur due to unacceptably high catalyst temperatures before the interval has elapsed.
(C) A misfire malfunction shall be detected if the percentage of misfire established in section (e)(3.2.1)(A) is exceeded. For multiple cylinder misfire situations that result in a misfire rate greater than or equal to 50 percent of all engine firings, the OBD II system shall only be required to detect a misfire malfunction for situations that are caused by a single component failure.
(D) For purposes of establishing the temperature at which catalyst damage occurs as required in section (e)(3.2.1)(A), on 2005 and subsequent model year vehicles, manufacturers may not define catalyst damage at a temperature more severe than what the catalyst system could be operated at for ten consecutive hours and still meet the applicable FTP full useful life standards.
(A) Except as provided for plug-in hybrid electric vehicles in section (e)(3.2.3) below, manufacturers shall determine the percentage of misfire evaluated in 1000 revolution increments that would cause emissions from an emission durability demonstration vehicle to exceed the thresholds specified in section (e)(3.2.2)(A)(i) or (ii) if the percentage of misfire were present from the beginning of the test. To establish this percentage of misfire, the manufacturer shall utilize misfire events occurring at equally spaced, complete engine cycle intervals, across randomly selected cylinders throughout each 1000-revolution increment. If this percentage of misfire is determined to be lower than one percent, the manufacturer may set the malfunction criteria at one percent.
(C) A malfunction shall be detected if the percentage of misfire established in section (3.2.2)(A) is exceeded regardless of the pattern of misfire events (e.g., random, equally spaced, continuous, etc.). For multiple cylinder misfire situations that result in a misfire rate greater than or equal to 50 percent of all engine firings, the OBD II system shall only be required to detect a misfire malfunction for situations that are caused by a single component failure.
(B) Upon request by the manufacturer and upon determining that the manufacturer has submitted data and/or engineering evaluation which support the request, the Executive Officer shall revise the percentage of misfire malfunction criteria in section (e)(3.2.3)(A) upward to exclude detection of misfire that cannot cause the vehicle's emissions to exceed:
(C) Under all positive torque engine speeds and load conditions except within the following range: the engine operating region bound by the positive torque line (i.e., engine load with the transmission in neutral), and the two following engine operating points: an engine speed of 3000 rpm with the engine load at the positive torque line, and the redline engine speed (defined in section (c)) with the engine's manifold vacuum at four inches of mercury lower than that at the positive torque line.
(3.3.2) If a monitoring system cannot detect all misfire patterns under all required engine speed and load conditions as required in section (e)(3.3.1) above, the manufacturer may request Executive Officer approval to accept the monitoring system. In evaluating the manufacturer's request, the Executive Officer shall consider the following factors: the magnitude of the region(s) in which misfire detection is limited, the degree to which misfire detection is limited in the region(s) (i.e., the probability of detection of misfire events), the frequency with which said region(s) are expected to be encountered in-use, the type of misfire patterns for which misfire detection is troublesome, and demonstration that the monitoring technology employed is not inherently incapable of detecting misfire under required conditions (i.e., compliance can be achieved on other engines). The evaluation shall be based on the following misfire patterns: equally spaced misfire occurring on randomly selected cylinders, single cylinder continuous misfire, and paired cylinder (cylinders firing at the same crank angle) continuous misfire.
(3.3.3) A manufacturer may request Executive Officer approval of a monitoring system that has reduced misfire detection capability during the portion of the first 1000 revolutions after engine start that a cold start emission reduction strategy that reduces engine torque (e.g., spark retard strategies) is active. The Executive Officer shall approve the request upon determining that the manufacturer has demonstrated that the probability of detection is greater than or equal to 75 percent during the worst case condition (i.e., lowest generated torque) for a vehicle operated continuously at idle (park/neutral idle) on a cold start between 50-86 degrees Fahrenheit (or 10-30 degrees Celsius) and that the technology cannot reliably detect a higher percentage of the misfire events during the conditions.
(A) Upon determining that the manufacturer has presented documentation that demonstrates the disablement interval or period of use of an alternate malfunction criterion is limited only to that necessary for avoiding false detection, the Executive Officer shall approve the disablement or use of the alternate malfunction criterion for conditions involving:
(vi) portions of intrusive evaporative system or EGR diagnostics that can significantly affect engine stability (i.e., while the purge valve is open during the vacuum pull-down of a evaporative system leak check but not while the purge valve is closed and the evaporative system is sealed or while an EGR diagnostic causes the EGR valve to be intrusively cycled on and off during positive torque conditions), or
(B) Additionally, the Executive Officer will approve a manufacturer's request in accordance with sections (e)(17.3), (17.4), and (17.6) to disable misfire monitoring when fuel level is 15 percent or less of the nominal capacity of the fuel tank, when PTO units are active, or while engine coolant temperature is below 20 degrees Fahrenheit (or -6.7 degrees Celsius). The Executive Officer will approve a request to continue disablement on engine starts when engine coolant temperature is below 20 degrees Fahrenheit (or -6.7 Celsius) at engine start until engine coolant temperature exceeds 70 degrees Fahrenheit (or 21.1 degrees Celsius).
(C) In general, for 2005 and subsequent model year vehicles, the Executive Officer shall not approve disablement for conditions involving normal air conditioning compressor cycling from on-to-off or off-to-on, automatic transmission gear shifts (except for shifts occurring during wide open throttle operation), transitions from idle to off-idle, normal engine speed or load changes that occur during the engine speed rise time and settling time (i.e., “flare-up” and “flare-down”) immediately after engine starting without any vehicle operator-induced actions (e.g., throttle stabs), or excess acceleration (except for acceleration rates that exceed the maximum acceleration rate obtainable at wide open throttle while the vehicle is in gear due to abnormal conditions such as slipping of a clutch).
(D) The Executive Officer may approve misfire monitoring disablement or use of an alternate malfunction criterion for any other condition on a case by case basis upon determining that the manufacturer has demonstrated that the request is based on an unusual or unforeseen circumstance and that it is applying the best available computer and monitoring technology.
(3.3.5) For engines with more than eight cylinders that cannot meet the requirements of section (e)(3.3.1), a manufacturer may request Executive Officer approval to use alternative misfire monitoring conditions. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that misfire detection throughout the required operating region cannot be achieved when employing proven monitoring technology (i.e., a technology that provides for compliance with these requirements on other engines) and provided misfire is detected to the fullest extent permitted by the technology. However, the Executive Officer may not grant the request if the misfire detection system is unable to monitor during all positive torque operating conditions encountered during an FTP cycle.
(3.3.6) For engines that employ engine shutoff strategies that do not require the vehicle operator to restart the engine to continue driving (e.g., hybrid vehicle or a vehicle with a start-stop system with engine shutoff at idle), a manufacturer shall request Executive Officer approval of the monitoring conditions under which misfire monitoring occurs after engine fueling begins for the initial start and after each time fueling resumes. Executive Officer approval of the monitoring conditions shall be based on the equivalence of the conditions to those specified in section (e)(3.3.1)(A) above. For 2019 and subsequent model year hybrid vehicles, the OBD II system shall monitor for misfire from no later than the end of the second crankshaft revolution after engine fueling begins for the initial start and after each time fueling resumes.
(A) Pending fault codes (i) A pending fault code shall be stored immediately if, during a single driving cycle, the specified percentage of misfire is exceeded three times when operating in the positive torque region encountered during an FTP cycle or is exceeded on a single occasion when operating at any other engine speed and load condition in the positive torque region defined in section (e)(3.3.1).
b. If, at the time a misfire malfunction occurs, the MIL is already illuminated for a malfunction other than misfire, the MIL shall blink as previously specified in section (e)(3.4.1)(A)(ii) while misfire is occurring. If misfiring ceases, the MIL shall stop blinking but remain illuminated as required by the other malfunction.
(i) If a pending fault code for exceeding the percentage of misfire set forth in section (e)(3.2.1) is stored, the OBD II system shall immediately store a confirmed fault code if the percentage of misfire specified in section (e)(3.2.1) is again exceeded one or more times during any of the two following events: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to the engine conditions that occurred when the pending fault code was stored are encountered.
(ii) If a pending fault code for exceeding the percentage of misfire set forth in section (e)(3.2.2) is stored from a previous driving cycle, the OBD II system shall immediately store a confirmed fault code if the percentage of misfire specified in section (e)(3.2.1) is exceeded one or more times regardless of the conditions encountered.
(C) Erasure of pending fault codes Pending fault codes shall be erased at the end of the next driving cycle in which similar conditions to the engine conditions that occurred when the pending fault code was stored have been encountered without any ex-ceedance of the specified percentage of misfire. The pending code may also be erased if similar driving conditions are not encountered during the next 80 driving cycles subsequent to the initial detection of a malfunction.
(D) Exemptions for vehicles with fuel shutoff and default fuel control. Notwithstanding sections (e)(3.4.1)(A) and (B) above, in vehicles that provide for fuel shutoff and default fuel control to prevent over fueling during catalyst damage misfire conditions, the MIL need not blink. Instead, the MIL may illuminate continuously in accordance with the requirements for continuous MIL illumination in sections (e)(3.4.1)(B)(iii) above upon detection of misfire, provided that the fuel shutoff and default control are activated as soon as misfire is detected. Fuel shutoff and default fuel control may be deactivated only to permit fueling outside of the misfire range. Manufacturers may also periodically, but not more than once every 30 seconds, deactivate fuel shutoff and default fuel control to determine if the specified percentage of misfire for catalyst damage is still being exceeded. Normal fueling and fuel control may be resumed if the specified percentage of misfire for catalyst damage is no longer being exceeded.
(E) Manufacturers may request Executive Officer approval of strategies that continuously illuminate the MIL in lieu of blinking the MIL during extreme catalyst damage misfire conditions (i.e., catalyst damage misfire occurring at all engine speeds and loads). Executive Officer approval shall be granted upon determining that the manufacturer employs the strategy only when catalyst damage misfire levels cannot be avoided during reasonable driving conditions and the manufacturer has demonstrated that the strategy will encourage operation of the vehicle in conditions that will minimize catalyst damage (e.g., at low engine speeds and loads).
(ii) If a pending fault code is stored, the OBD II system shall illuminate the MIL and store a confirmed fault code within ten seconds if an excee-dance of the specified percentage of misfire is again detected in the first 1000 revolutions during any subsequent driving cycle, regardless of the conditions encountered during the driving cycle.
(iii) The pending fault code shall be erased at the end of the next driving cycle in which similar conditions to the engine conditions that occurred when the pending fault code was stored have been encountered without an exceedance of the specified percentage of misfire. The pending code may also be erased if similar conditions are not encountered during the next 80 driving cycles immediately following the initial detection of the malfunction.
(ii) If a pending fault code is stored, the OBD II system shall illuminate the MIL and store a confirmed fault code within ten seconds if the percentage of misfire specified in section (e)(3.2.2) is again exceeded four times during: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to the engine conditions that occurred when the pending fault code was stored are encountered. Additionally, the pending fault code shall continue to be stored in accordance with section (g)(4.4.5).
(iii) The pending fault code may be erased at the end of the next driving cycle in which similar conditions to the engine conditions that occurred when the pending fault code was stored have been encountered without an exceedance of the specified percentage of misfire. The pending code may also be erased if similar conditions are not encountered during the next 80 driving cycles immediately following initial detection of the malfunction.
(B) If a pending fault code is stored, the OBD II system shall illuminate the MIL and store a confirmed fault code within ten seconds if the percentage of misfire specified in section (e)(3.2.3)(A) is again exceeded one time during: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to the engine conditions that occurred when the pending fault code was stored are encountered. Additionally, the pending fault code shall continue to be stored in accordance with section (g)(4.4.5).
(C) The pending fault code may be erased at the end of the next driving cycle in which similar conditions to the engine conditions that occurred when the pending fault code was stored have been encountered without an exceedance of the specified percentage of misfire. The pending code may also be erased if similar conditions are not encountered during the next 80 driving cycles immediately following initial detection of the malfunction.
(ii) If freeze frame conditions are stored for a malfunction other than misfire or fuel system malfunction (see section (e)(6)) when a misfire fault code is stored as specified in section (e)(3.4) above, the stored freeze frame information shall be replaced with freeze frame information regarding the misfire malfunction.
(3.4.5) Storage of misfire conditions for similar conditions determination. Upon detection of misfire under sections (e)(3.4.1), (3.4.2), or (3.4.3), manufacturers shall store the following engine conditions: engine speed, load, and warm-up status of the first misfire event that resulted in the storage of the pending fault code.
(4.1) Requirement: The OBD II system shall verify purge flow from the evaporative system and shall monitor the complete evaporative system, excluding the tubing and connections between the purge valve and the intake manifold, for vapor leaks to the atmosphere. Individual components of the evaporative system (e.g. valves, sensors, etc.) shall be monitored in accordance with the comprehensive components requirements in section (e)(15) (e.g., for circuit continuity, out of range values, rationality, proper functional response, etc.). Vehicles not subject to evaporative emission standards shall be exempt from monitoring of the evaporative system. For alternate-fueled vehicles subject to evaporative emission standards, manufacturers shall submit a monitoring plan to the Executive Officer for approval. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for gasoline vehicles under section (e)(4).
(D) For high-load purge lines (i.e., lines for purging the evaporative system canister under conditions where the intake manifold pressure is greater than ambient pressure) on vehicles with forced induction engines, no purge flow from the evaporative system to the engine (i.e., to the enclosed area of the air intake system) can be detected by the OBD II system.
(4.2.3) On vehicles with fuel tank capacity greater than 25.0 gallons, a manufacturer may request the Executive Officer to revise the orifice size in sections (e)(4.2.2)(B) and/or (C) if the most reliable monitoring method available cannot reliably detect a system leak of the magnitudes specified. The Executive Officer shall approve the request upon determining that the manufacturer has provided data and/or engineering analysis that demonstrate the need for the request.
(4.2.4) Upon request by the manufacturer and upon determining that the manufacturer has submitted data and/or engineering evaluation which support the request, the Executive Officer shall revise the orifice size in sections (e)(4.2.2)(B) and/or (C) upward to exclude detection of leaks that cannot cause evaporative or running loss emissions to exceed 1.5 times the applicable standards.
(4.2.5) A manufacturer may request Executive Officer approval to revise the orifice size in section (e)(4.2.2)(B) to a 0.090 inch diameter orifice. The Executive Officer shall approve the request upon the manufacturer submitting data and/or engineering analysis and the Executive Officer finding that:
(4.2.6) For the 2004 and 2005 model years only, manufacturers that use separate monitors to identify leaks (as specified in (e)(4.2.2.)(B) or (C)) in different portions of the complete evaporative system (e.g., separate monitors for the fuel tank to canister portion and for the canister to purge valve portion of the system) may request Executive Officer approval to revise the malfunction criteria in sections (e)(4.2.2)(B) and (C) to identify a malfunction when the separately monitored portion of the evaporative system (e.g., the fuel tank to canister portion) has a leak (or leaks) that is greater than or equal to the specified size in lieu of when the complete evaporative system has a leak (or leaks) that is greater than or equal to the specified size. The Executive Officer shall approve the request upon determining that the manufacturer utilized the same monitoring strategy (e.g., monitoring portions of the complete system with separate monitors) on vehicles prior to the 2004 model year and that the monitoring strategy provides further isolation of the malfunction for repair technicians by utilizing separate fault codes for each monitored portion of the evaporative system.
(4.2.7) For vehicles with multiple fuel tanks, canisters, and/or purge valves, a manufacturer may request the Executive Officer to approve multiple “complete evaporative systems” on the vehicle with regards to the requirements of sections (e)(4.2.2)(B) and (C) if the most reliable monitoring method available cannot reliably detect a system leak of the magnitudes specified. The Executive Officer shall approve the request upon determining that the manufacturer has provided data and/or engineering analysis that demonstrate the need for the request and that show the “complete evaporative system” does not have any shared vapor lines or paths with any other “complete evaporative system” in the vehicle. The manufacturer is required to meet the requirements of sections (e)(4.2.2)(B) and (C) for each “complete evaporative system.”
(A) Except as provided for in sections (e)(4.2.8)(A)(i), (e)(4.2.8)(A)(ii), and (e)(4.2.8)(C)(i), for vehicles that utilize more than one purge flow path (e.g., a turbo-charged engine with a low-load purge line and a high-load purge line), the OBD II system shall verify the criteria of section (e)(4.2.2)(A) or (D) (i.e., purge flow to the engine) for all purge flow paths.
(i) Except as provided for high-load purge lines under section (e)(4.2.8)(A)(ii), if a manufacturer demonstrates that blockage, leakage, or disconnection of one of the purge flow paths cannot cause a measurable emission increase during any reasonable in-use driving conditions, monitoring of that flow path is not required.
(ii) For manufacturers subject to the requirements of section (e)(4.2.2)(D) on forced induction engines with separate low-load purge lines and high-load purge lines, if a manufacturer demonstrates that the purge mass flow through the high-load flow path is less than 1 percent of the total purge mass flow to the engine on the US06 cycle, monitoring of purge flow through the high-load purge line is not required.
(B) For monitoring strategies designed to detect malfunctions identified in sections (e)(4.2.2)(A) and (e)(4.2.2)(D), a manufacturer may request Executive Officer approval to detect the malfunctions using monitoring strategies that do not directly confirm evaporative purge delivery to the engine but infer it through other sensed parameters or conditions. The Executive Officer shall approve the monitoring strategy upon determining that data and/or engineering analysis submitted by the manufacturer demonstrate equivalent effectiveness in detecting malfunctions.
(i) For vehicles not included in the phase-in specified in section (e)(4.2.8)(C)(ii), a manufacturer may request Executive Officer approval of a monitoring strategy that cannot detect all disconnections, broken lines, blockages, or any other malfunctions that can impact purge flow delivery to the engine as required in section (e)(4.2.2)(D). The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or engineering evaluation demonstrating the following: the degree to which purge flow monitoring is limited is small relative to the fully monitored purge lines (e.g., blocked high-load purge lines can be detected but disconnections or broken lines cannot be detected, or high-load purge lines are fully monitored for purge flow delivery except for a one-inch portion after the venturi where a disconnection or broken fitting cannot be detected), the monitoring of the high-load purge lines cannot be fully achieved when employing proven monitoring technology (i.e., a technology that provides for compliance with these requirements on other engines), and the high-load purge system design is inherently resistant to deterioration (e.g., breakage, disconnections, blockage) of the unmonitored portions of the purge lines.
(ii) For 20 percent of 2019 model year vehicles, 50 percent of 2020 model year vehicles, and 100 percent of 2021 model year vehicles, the manufacturer may not design monitoring strategies for section (e)(4.2.2)(D) that cannot detect disconnections, broken lines, blockages, or any other malfunctions that prevent purge flow delivery to the engine (e.g., monitors that cannot detect a disconnection or blockage of any portion of the purge lines prior to purge flow delivery to the engine).
(4.3.2) Manufacturers shall define the monitoring conditions for malfunctions identified in section (e)(4.2.2)(C) (i.e., 0.020 inch leak detection) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, manufacturers shall track and report the in-use performance of the evaporative system monitors under section (e)(4.2.2)(C) in accordance with section (d)(3.2.2).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (e)(4.2.2)(C) shall be tracked and reported separately as specified in section (d)(5.1.3) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(4.3.4) Manufacturers may request Executive Officer approval to execute the evaporative system monitor only on driving cycles determined by the manufacturer to be cold starts if the condition is needed to ensure reliable monitoring. The Executive Officer may not approve criteria that exclude engine starts from being considered as cold starts solely on the basis that ambient temperature exceeds (i.e., indicates a higher temperature than) engine coolant temperature at engine start. The Executive Officer shall approve the request upon determining that data and/or an engineering evaluation submitted by the manufacturer demonstrate that a reliable check can only be made on driving cycles when the cold start criteria are satisfied.
(A) The manufacturer is not required to illuminate the MIL or store a fault code if the vehicle is equipped with an alternative indicator for notifying the vehicle operator of the malfunction. The alternative indicator shall be of sufficient illumination and location to be readily visible under all lighting conditions.
(B) If the vehicle is not equipped with an alternative indicator and the MIL illuminates, the MIL may be extinguished and the corresponding fault codes erased once the OBD II system has verified that the fuel cap has been securely fastened and the MIL has not been illuminated for any other type of malfunction.
(4.4.3) Notwithstanding section (d)(2.2.6), manufacturers may request Executive Officer approval to use alternative statistical MIL illumination and fault code storage protocols that require up to twelve driving cycles on average for monitoring strategies designed to detect malfunctions specified by section (e)(4.2.2)(C). Executive Officer approval shall be granted in accordance with the bases identified in section (d)(2.2.6) and upon determination that the manufacturer has submitted data and/or an engineering analysis demonstrating that the most reliable monitoring method available cannot reliably detect a malfunction of the specified size without the additional driving cycles and that the monitoring system will still meet the monitoring conditions requirements specified in sections (d)(3.1) and (3.2).
(5.1) Requirement: The OBD II system on vehicles equipped with any form of secondary air delivery system shall monitor the proper functioning of the secondary air delivery system including all air switching valve(s). The individual electronic components (e.g., actuators, valves, sensors, etc.) in the secondary air system shall be monitored in accordance with the comprehensive component requirements in section (e)(15).
(A) “Air flow” is defined as the air flow delivered by the secondary air system to the exhaust system. For vehicles using secondary air systems with multiple air flow paths/distribution points, the air flow to each bank (i.e., a group of cylinders that share a common exhaust manifold, catalyst, and control sensor) shall be monitored in accordance with the malfunction criteria in section (e)(5.2.3) unless complete blocking of air delivery to one bank does not cause a measurable increase in emissions.
(B) Manufacturers may request Executive Officer approval to detect a malfunction when no detectable amount of air flow is delivered in lieu of the malfunction criteria in section (e)(5.2.2)(A). The Executive Office shall grant approval upon determining that deterioration of the secondary air system is unlikely based on data and/or engineering evaluation submitted by the manufacturer demonstrating that the materials used for the secondary air system (e.g., air hoses, tubing, valves, connectors, etc.) are inherently resistant to disconnection, corrosion, or other deterioration.
(B) For 2006 and subsequent model year vehicles, except as provided in sections (e)(5.2.3)(C) and (D), the OBD II system shall detect a secondary air system malfunction prior to a decrease from the manufacturer's specified air flow during normal operation that would cause a vehicle's emissions to exceed:
(C) For 2006 and 2007 model year vehicles only, a manufacturer may request Executive Officer approval to detect a malfunction when no detectable amount of air flow is delivered during normal operation in lieu of the malfunction criteria in section (e)(5.2.3)(B) (e.g., 1.5 times the standard) during normal operation. Executive Officer approval shall be granted upon determining that the manufacturer has submitted data and/or engineering analysis that demonstrate that the monitoring system is capable of detecting malfunctions prior to a decrease from the manufacturer's specified air flow that would cause a vehicle's emissions to exceed 1.5 times any of the applicable FTP standards during an intrusive operation of the secondary air system later in the same driving cycle.
(D) For vehicles in which no deterioration or failure of the secondary air system would result in a vehicle's emissions exceeding the thresholds specified in section (e)(5.2.3)(B), the OBD II system shall detect a malfunction when no detectable amount of air flow is delivered during normal operation.
(B) For 2006 and subsequent model year vehicles, manufacturers shall define the monitoring conditions in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, manufacturers shall track and report the in-use performance of the secondary air system monitors under section (e)(5.2) in accordance with section (d)(3.2.2).
(i) For vehicles using J1979, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (e)(5.2) during normal operation of the secondary air system shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.1)(B).
(ii) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (e)(5.2) during normal operation of the secondary air system shall be tracked and reported separately as specified in section (d)(5.1.3) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(C) Except as required in section (e)(6.2.6), for 25 percent of all 2011 model year vehicles, 50 percent of all 2012 model year vehicles, 75 percent of all 2013 model year vehicles, and 100 percent of all 2014 model year vehicles, an air-fuel ratio cylinder imbalance (e.g., the air-fuel ratio in one or more cylinders is different than the other cylinders due to a cylinder specific malfunction such as an intake manifold leak at a particular cylinder, fuel injector problem, an individual cylinder EGR runner flow delivery problem, an individual variable cam lift malfunction such that an individual cylinder is operating on the wrong cam lift profile, or other similar problems) occurs in one or more cylinders such that the fuel delivery system is unable to maintain a vehicle's emissions at or below:
c. In lieu of using 1.5 times any of the applicable FTP standards for all 2015 model year applications, for the 2015 model year only, a manufacturer may continue to use 4.0 times any of the applicable FTP standards for PC/LDT SULEV II vehicles and 3.0 times any of the applicable FTP standards for other applications previously certified in the 2011, 2012, 2013, or 2014 model year to 4.0 times or 3.0 times any of the applicable FTP standards and carried over to the 2015 model year.
(6.2.3) If the vehicle is equipped with feedback control that is based on a secondary oxygen (or equivalent) sensor, the OBD II system is not required to detect a malfunction of the fuel system solely when the feedback control based on a secondary oxygen sensor has used up all of the adjustment allowed by the manufacturer. However, if a failure or deterioration results in vehicle emissions that exceed the malfunction criteria in section (e)(6.2.1)(B), the OBD II system is required to detect a malfunction.
(6.2.4) Except as provided in section (e)(6.2.4)(D) below, the OBD II system shall detect a malfunction whenever the fuel control system fails to enter closed-loop operation (if employed) within an Executive Officer approved time interval. Executive Officer approval of the time interval shall be granted upon determining that the data and/or engineering evaluation submitted by the manufacturer supports the specified times.
(C) For engines that employ engine shutoff strategies that do not require the vehicle operator to restart the engine to continue driving (e.g., hybrid vehicle or a vehicle with a start-stop system with engine shutoff at idle) on 2019 and subsequent model year vehicles, the OBD II system shall detect whenever the fuel control system fails to enter closed-loop operation within an Executive Officer-approved time interval after an engine restart. Executive Officer approval of the time interval shall be granted upon determining that the data and/or engineering evaluation submitted by the manufacturer supports the specified times.
(D) In lieu of detecting the malfunctions specified (e)(6.2.4) above with a fuel-system specific monitor, the OBD II system may monitor the individual parameters or components that are used as inputs for fuel system closed-loop operation if the manufacturer demonstrates that the monitor(s) detect all malfunctions and is equally as effective and timely in detecting faults that prevent achieving closed-loop operation in the time interval approved by the Executive Officer.
(6.2.6) Notwithstanding the phase-in specified in section (e)(6.2.1)(C), if a vehicle is equipped with separate EGR flow delivery passageways (internal or external) that deliver EGR flow to individual cylinders (e.g., an EGR system with individual delivery pipes to each cylinder), the OBD II system shall monitor the fuel delivery system for malfunctions specified in section (e)(6.2.1)(C) on all 2011 and subsequent model year vehicles so equipped.
(6.3.2) Manufacturers shall define monitoring conditions for malfunctions identified in section (e)(6.2.1)(C) (i.e., air-fuel ratio cylinder imbalance malfunctions) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, for 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year gasoline vehicles, manufacturers shall track and report the in-use performance of the fuel system monitors under section (e)(6.2.1)(C) in accordance with section (d)(3.2.2). Manufacturers that use other existing monitors (e.g., misfire monitor under section (e)(3), fuel system monitor under section (e)(6.2.1)(A)) to detect malfunctions identified in section (e)(6.2.1)(C) are subject to the tracking and reporting requirements of the other monitors.
(A) For vehicles using SAE J1979, for purposes of tracking and reporting as required in section (d)(3.2.2), all dedicated monitors used to detect malfunctions identified in section (e)(6.2.1)(C) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.1)(B).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all dedicated monitors used to detect malfunctions identified in section (e)(6.2.1)(C) shall be tracked and reported separately as specified in section (d)(5.1.3) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(6.3.4) Manufacturers shall define monitoring conditions for malfunctions identified in section (e)(6.2.4)(C) in accordance with section (d)(3.1) with the exception that monitoring shall occur every time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2).
(6.3.5) Manufacturers may request Executive Officer approval to temporarily disable continuous monitoring under conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false indications of malfunctions (e.g., for temporary introduction of large amounts of purge vapor). The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement interval is limited only to that which is technically necessary.
(6.4) MIL Illumination and Fault Code Storage: For malfunctions described under section (e)(6.2.1)(C) (i.e., air-fuel ratio cylinder imbalance malfunctions), general requirements for MIL illumination and fault code storage are set forth in section (d)(2). The stored fault code shall pinpoint the likely cause of the malfunction to the fullest extent that is inherently possible based on the monitoring strategy used. Further, the stored fault code is not required to specifically identify the air-fuel ratio cylinder imbalance malfunction (e.g., a fault code for misfire monitoring can be stored) if the manufacturer demonstrates that additional monitoring hardware would be necessary to make this identification and that the other monitor(s) robustly detects the malfunction. For all other fuel system malfunctions, the MIL illumination and fault code storage requirements are set forth in sections (e)(6.4.1) through (6.4.6) below.
(6.4.2) Except as provided below, if a pending fault code is stored, the OBD II system shall immediately illuminate the MIL and store a confirmed fault code if a malfunction is again detected during any of the following two events: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to those that occurred when the pending fault code was stored are encountered. Additionally, the pending fault code shall continue to be stored in accordance with section (g)(4.4.5).
(6.4.3) The pending fault code may be erased at the end of the next driving cycle in which similar conditions have been encountered without an exceedance of the specified fuel system malfunction criteria. The pending code may also be erased if similar conditions are not encountered during the 80 driving cycles immediately after the initial detection of a malfunction for which the pending code was set.
(ii) If freeze frame conditions are stored for a malfunction other than misfire (see section (e)(3)) or fuel system malfunction when a fuel system fault code is stored as specified in section (e)(6.4) above, the stored freeze frame information shall be replaced with freeze frame information regarding the fuel system malfunction.
(B) For fuel system faults detected using feedback control that is based on a secondary oxygen (or equivalent) sensor, the manufacturer may request Executive Officer approval to use an alternate definition of similar conditions in lieu of the definition specified in section (c). The Executive Officer shall approve the alternate definition upon the manufacturer providing data or analysis demonstrating that the alternate definition provides for equivalent robustness in detection of fuel system faults that vary in severity depending on engine speed, load, and/or warm-up status.
(7.1.4) For other types of sensors (e.g., hydrocarbon sensors, NOx sensors), the manufacturer shall submit a monitoring plan to the Executive Officer for approval. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for conventional sensors under section (e)(7).
(A) The OBD II system shall detect a malfunction prior to any failure or deterioration of the oxygen sensor voltage, response rate, amplitude, or other characteristic(s) (including drift or bias corrected for by secondary sensors) that would cause a vehicle's emissions to exceed the emission thresholds in sections (e)(7.2.1)(A)(i) or (ii) below. For response rate (see section (c)), the OBD II system shall detect asymmetric malfunctions (i.e., malfunctions that primarily affect only the lean-to-rich response rate or only the rich-to-lean response rate) and symmetric malfunctions (i.e., malfunctions that affect both the lean-to-rich and rich-to-lean response rates). As defined in section (c), response rate includes delays in the sensor to initially react to a change in exhaust gas composition (i.e., delayed response) as well as slower transitions from a rich-to-lean (or lean-to-rich) sensor output (i.e., slow response). For 25 percent of 2011, 50 percent of 2012, and 100 percent of 2013 and subsequent model year vehicles, the manufacturer shall submit data and/or engineering analysis to demonstrate that the calibration method used ensures proper detection of all symmetric and asymmetric response rate malfunctions as part of the certification application.
(C) The OBD II system shall detect a malfunction of the oxygen sensor when a sensor failure or deterioration causes the fuel system to stop using that sensor as a feedback input (e.g., causes default or open loop operation) or causes the fuel system to fail to enter closed-loop operation within a manufacturer-specified time interval.
(i) The OBD II system shall detect a malfunction of the oxygen sensor when the sensor output voltage, amplitude, activity, or other characteristics are no longer sufficient for use as an OBD II system monitoring device (e.g., for catalyst monitoring). For this requirement, “sufficient” is defined as the capability of the worst performing acceptable sensor to detect the best performing unacceptable other monitored system or component (e.g., catalyst).
(ii) For systems where it is not technically feasible to satisfy the criteria of section (e)(7.2.2)(C)(i) completely, the OBD II system shall, at a minimum, detect a slow rich-to-lean response malfunction during a fuel shut-off event (e.g., deceleration fuel cut event). The rich-to-lean response check shall monitor both the sensor response time from a rich condition (e.g., 0.7 Volts) prior to the start of fuel shut-off to a lean condition (e.g., 0.1 Volts) expected during fuel shut-off conditions and the sensor transition time in the intermediate sensor range (e.g., from 0.55 Volts to 0.3 Volts). Monitoring of the rich-to-lean response shall be phased in on at least 25 percent of the 2009, 50 percent of the 2010, and 100 percent of the 2011 model year vehicles. For purposes of this phase-in, vehicles meeting the criteria of section (e)(7.2.2)(C)(i) shall be counted as vehicles meeting the rich-to-lean response rate monitoring requirement of section (e)(7.2.2)(C)(ii).
(iii) Additionally, for systems where it is not technically feasible to satisfy the criteria in section (e)(7.2.2)(C)(i), prior to certification of 2009 model year vehicles, the manufacturer must submit a comprehensive plan to the Executive Officer demonstrating the manufacturer's efforts to minimize any gap remaining between the worst performing acceptable sensor and a sufficient sensor. The plan should include quantification of the gap and supporting documentation for efforts to close the gap including sensor monitoring improvements, other system component monitor improvements (e.g., changes to make the catalyst monitor less sensitive to oxygen sensor response), and sensor specification changes, if any. The Executive Officer shall approve the plan upon determining the submitted information supports the necessity of the gap and the plan demonstrates that the manufacturer is taking reasonable efforts to minimize or eliminate the gap in a timely manner.
(A) The OBD II system shall detect a malfunction of the heater performance when the current or voltage drop in the heater circuit is no longer within the manufacturer's specified limits for normal operation (i.e., within the criteria required to be met by the component vendor for heater circuit performance at high mileage). Subject to Executive Officer approval, other malfunction criteria for heater performance malfunctions may be used upon the Executive Officer determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate the monitoring reliability and timeliness to be equivalent to the stated criteria in section (e)(7.2.3)(A).
(A) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (e)(7.2.1)(A) and (D) (e.g., proper response rate) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, manufacturers shall track and report the in-use performance of the primary sensor monitors under sections (e)(7.2.1)(A) and (D) in accordance with section (d)(3.2.2).
(ii) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (e)(7.2.1)(A) and (D) shall be tracked and reported separately as specified in section (d)(5.1.3) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(C) A manufacturer may request Executive Officer approval to disable continuous oxygen sensor monitoring when an oxygen sensor malfunction cannot be distinguished from other effects (e.g., disable out-of-range low monitoring during fuel cut conditions). The Executive Officer shall approve the disablement upon determining that the manufacturer has submitted test data and/or documentation that demonstrate a properly functioning sensor cannot be distinguished from a malfunctioning sensor and that the disablement interval is limited only to that necessary for avoiding false detection.
(A) Manufacturers shall define monitoring conditions for malfunctions identified in sections (e)(7.2.2)(A) and (C) (e.g., proper sensor activity) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, for all 2010 and subsequent model year vehicles meeting the monitoring requirements of section (e)(7.2.2)(C)(i) or (ii), manufacturers shall track and report the in-use performance of the secondary sensor monitors under (e)(7.2.2)(A) and (C) in accordance with section (d)(3.2.2).
(ii) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (e)(7.2.2)(A) and (C) shall be tracked and reported separately as specified in section (d)(5.1.3) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(D) A manufacturer may request Executive Officer approval to disable continuous oxygen sensor monitoring when an oxygen sensor malfunction cannot be distinguished from other effects (e.g., disable out-of-range low monitoring during fuel cut conditions). The Executive Officer shall approve the disablement upon determining that the manufacturer has submitted test data and/or documentation that demonstrate a properly functioning sensor cannot be distinguished from a malfunctioning sensor and that the disablement interval is limited only to that necessary for avoiding false detection.
(7.4) MIL Illumination and Fault Code Storage: General requirements for MIL illumination and fault code storage are set forth in section (d)(2). To the extent feasible, the OBD II system shall separately detect lack of circuit continuity and out-of-range faults as required under sections (e)(7.2.1)(B), (e)(7.2.2)(B), and (e)(7.2.2)(D) and store different fault codes for each distinct malfunction (e.g., out-of-range low, out-of-range high, open circuit). For sensors with sensing elements externally connected to a sensor control module, manufacturers are not required to store different fault codes for lack of circuit continuity and out-of-range faults if: (1) the sensing element (i.e., probe or sensor externally connected to the sensor control module) is a subcomponent integral to the function of the complete sensor unit; (2) the sensing element is permanently attached to the sensor control module with wires or one-time connectors; (3) the complete sensor unit is designed, manufactured, installed, and serviced per manufacturer published procedures as a single component; and (4) the sensor control module and sensing element are calibrated together during the manufacturing process such that neither can be individually replaced in a repair scenario. Additionally, manufacturers are not required to store separate fault codes for lack of circuit continuity faults that cannot be distinguished from other out-of-range or circuit faults.
(8.1) Requirement: The OBD II system shall monitor the EGR system on vehicles so-equipped for low and high flow rate malfunctions. The individual electronic components (e.g., actuators, valves, sensors, etc.) that are used in the EGR system shall be monitored in accordance with the comprehensive component requirements in section (e)(15).
(8.2.3) For vehicles in which no failure or deterioration of the EGR system that causes a decrease in flow could result in a vehicle's emissions exceeding the thresholds specified in section (e)(8.2.1), the OBD II system shall detect a malfunction when either the EGR system has reached its control limits such that it cannot increase EGR flow to achieve the commanded flow rate or, for non-feedback controlled EGR systems, the system has no detectable amount of EGR flow when EGR flow is expected.
(8.2.4) For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year gasoline vehicles in which no failure or deterioration of the EGR system that causes an increase in flow could result in a vehicle's emissions exceeding the thresholds specified in section (e)(8.2.2), the OBD II system shall detect a malfunction when either the EGR system has reached its control limits such that it cannot reduce EGR flow to achieve the commanded flow rate or, for non-feedback controlled EGR systems, the EGR system has maximum detectable EGR flow when little or no EGR flow is expected. Manufacturers may request Executive Officer approval to be exempt from monitoring for this failure or deterioration. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or engineering evaluation that demonstrate that (1) the failure or deterioration cannot be detected during off-idle conditions, and (2) the failure or deterioration causes the vehicle to immediately stall during idle conditions.
(8.3.1) Manufacturers shall define the monitoring conditions for malfunctions identified in section (e)(8.2) (e.g., flow rate) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, manufacturers shall track and report the in-use performance of the EGR system monitors under section (e)(8.2) in accordance with section (d)(3.2.2).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (e)(8.2) shall be tracked and reported separately as specified in section (d)(5.1.3) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(8.3.2) Manufacturers may request Executive Officer approval to temporarily disable the EGR system check under specific conditions (e.g., when freezing may affect performance of the system). The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a reliable check cannot be made when these conditions exist.
(9.1.1) On all 2004 and subsequent model year vehicles, manufacturers shall monitor the PCV system on vehicles so-equipped for system integrity. A manufacturer may use an alternate phase-in schedule in lieu of meeting the requirements of section (e)(9) on all 2004 model year vehicles if the alternate phase-in schedule provides for equivalent compliance volume (as defined in section (c)) to the phase-in schedule specified in title 13, CCR section 1968.1(b)(10.1). Vehicles not subject to crankcase emission control requirements shall be exempt from monitoring of the PCV system.
(9.2.1) For the purposes of section (e)(9), “PCV system” is defined as any form of crankcase ventilation system, regardless of whether it utilizes positive pressure. “PCV valve” is defined as any form of valve or orifice used to restrict or control crankcase vapor flow. Further, any additional external PCV system tubing or hoses used to equalize crankcase pressure or to provide a ventilation path between various areas of the engine (e.g., between the crankcase and valve cover, between the crankcase and the fresh air intake system on naturally aspirated engines with dry sump lubrication systems) are considered part of the PCV system “between the crankcase and the PCV valve” in section (e)(9.2.2) and considered part of the “PCV system” in section (e)(9.2.3), and subject to the malfunction criteria in sections (e)(9.2.2) and (e)(9.2.3) below.
(B) If the PCV system is designed such that the PCV valve is fastened directly to the crankcase in a manner which makes it significantly more difficult to remove the valve from the crankcase rather than disconnect the line between the valve and the intake manifold (taking aging effects into consideration), the Executive Officer shall exempt the manufacturer from detection of disconnection between the crankcase and the PCV valve.
(C) Subject to Executive Officer approval, system designs that utilize tubing between the PCV valve and the crankcase shall also be exempted from the portion of the monitoring requirement for detection of disconnection between the crankcase and the PCV valve. The manufacturer shall file a request and submit data and/or engineering evaluation in support of the request. The Executive Officer shall approve the request upon determining that the connections between the valve and the crankcase are: (i) resistant to deterioration or accidental disconnection, (ii) significantly more difficult to disconnect than the line between the valve and the intake manifold, and (iii) not subject to disconnection per manufacturer's repair procedures for non-PCV system repair work.
(D) Manufacturers are not required to detect disconnections between the PCV valve and the intake manifold if said disconnection (1) causes the vehicle to stall immediately during idle operation; or (2) is unlikely to occur due to a PCV system design that is integral to the induction system (e.g., machined passages rather than tubing or hoses).
(A) Except as provided below, the OBD II system shall detect a PCV system malfunction when any hose, tube, or line that transports crankcase vapors contains a disconnection or break equal to or greater than the smallest internal cross-sectional area of that hose, tube, or line. For the purposes of section (e)(9.2.3), “hose, tube, or line” includes any fittings that are used for connection such as nipples or barbs that the hoses must be placed over for proper attachment.
(B) Manufacturers are not required to detect disconnections or breaks of any PCV system hose, tube, or line if said disconnection or breaks (1) causes the vehicle to stall immediately during idle operation; or (2) is unlikely to occur due to a PCV system design that is integral to the induction system (e.g., machined passages rather than tubing or hoses); (3) results in a rapid loss of oil or other overt indication of a PCV system malfunction such that the vehicle operator is certain to respond and have the vehicle repaired; or (4) occurs downstream of where the crankcase vapors are delivered to the air intake system.
(C) For engines with dry sump lubrication systems that cannot meet the requirements of sections (e)(9.2.3)(A) and (e)(9.2.3)(B) for any PCV system hose, tube, or line, a manufacturer may request Executive Officer approval to be exempt from monitoring the affected hose, tube, or line. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that monitoring of the PCV system hose, tube, or line cannot be achieved when employing proven monitoring technology (i.e., a technology that provides for compliance with these requirements on other engines) and provided the PCV system design meets the requirements of section (e)(9.2.2).
(D) For forced induction engines with PCV systems utilizing hoses, tubes or lines between the crankcase and fresh air intake system that are intended to evacuate the crankcase under boosted operation and/or supply fresh air to the crankcase, a manufacturer may request Executive Officer approval to be exempt from monitoring this hose, tube, or line. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that boosted operation does not occur on the US06 cycle.
(9.4) MIL Illumination and Fault Code Storage: General requirements for MIL illumination and fault code storage are set forth in section (d)(2). The stored fault code need not specifically identify the PCV system (e.g., a fault code for idle speed control or fuel system monitoring can be stored) if the manufacturer demonstrates that additional monitoring hardware would be necessary to make this identification, and provided the manufacturer's diagnostic and repair procedures for the detected malfunction include directions to check the integrity of the PCV system.
(10.1.3) For vehicles equipped with a component other than a thermostat that regulates the ECT (e.g., electric water pump), the manufacturer shall submit a monitoring plan to the Executive Officer for approval. The Executive Officer shall approve the plan upon determining that the manufacturer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring requirements specified for the thermostat under section (e)(10).
(10.1.4) For vehicles that use an engine and/or engine component temperature sensor or system (e.g. oil temperature sensor, cylinder head temperature sensor) in lieu of or in addition to the cooling system and ECT sensor for an indication of engine operating temperature for emission control purposes (e.g., to modify spark or fuel injection timing or quantity), the following requirements shall apply:
(A) For vehicles that use an engine and/or engine component temperature sensor or system in lieu of the cooling system and ECT sensor, the manufacturer shall submit a monitoring plan to the Executive Officer for approval. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring required for the engine cooling system under section (e)(10).
(B) For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year vehicles that use an engine and/or engine component temperature sensor or system in addition to the cooling system and ECT sensor (including systems that use more than one thermostat or flow control device to regulate different temperatures in different cooling circuits and use input from at least two temperature sensors in separate cooling circuits for an indication of engine operating temperatures for emission control purposes), the manufacturer shall submit a monitoring plan to the Executive Officer for approval. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring required for the engine cooling system under section (e)(10).
(ii) The coolant temperature does not reach a warmed-up temperature within 20 degrees Fahrenheit (or 11.1 degrees Celsius) of the manufacturer's nominal thermostat regulating temperature. Subject to Executive Officer approval, a manufacturer may utilize lower temperatures for this criterion upon the Executive Officer determining that the manufacturer has demonstrated that the fuel, spark timing, and/or other coolant temperature-based modifications to the engine control strategies would not cause an emission increase of 50 or more percent of any of the applicable standards (e.g., 50 degree Fahrenheit emission test, etc.).
(B) For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year gasoline vehicles, the OBD II system shall detect a thermostat fault if, after the coolant temperature has reached the temperatures indicated in sections (e)(10.2.1)(A)(i) and (ii), the coolant temperature drops below the temperature indicated in section (e)(10.2.1)(A)(i).
(D) For monitoring of malfunctions under section (e)(10.2.1)(A) and (B), with Executive Officer approval, a manufacturer may use alternate malfunction criteria and/or monitoring conditions (see section (e)(10.3)) that are a function of temperature at engine start on vehicles that do not reach the temperatures specified in the malfunction criteria when the thermostat is functioning properly. Executive Officer approval shall be granted upon determining that the manufacturer has submitted data that demonstrate that a properly operating system does not reach the specified temperatures, that the monitor is capable of meeting the specified malfunction criteria at engine start temperatures greater than 50?F, and that the overall effectiveness of the monitor is comparable to a monitor meeting these thermostat monitoring requirements at lower temperatures.
(E) A manufacturer may request Executive Officer approval to be exempted from the requirements of thermostat monitoring under sections (e)(10.2.1)(A) and (B). Executive Officer approval shall be granted upon determining that the manufacturer has demonstrated that a malfunctioning thermostat cannot cause a measurable increase in emissions during any reasonable driving condition nor cause any disablement of other monitors.
(i) The OBD II system shall detect a malfunction if the ECT sensor does not achieve the stabilized minimum temperature which is needed for the fuel control system to begin closed-loop operation (closed-loop enable temperature) within an Executive Officer approved time interval after starting the engine.
a. two minutes for engine start temperatures at or above 50 degrees Fahrenheit (or 10 degrees Celsius) and five minutes for engine start temperatures at or above 20 degrees Fahrenheit (or -6.7 degrees Celsius) and below 50 degrees Fahrenheit (or 10 degrees Celsius) for Low Emission Vehicle I applications and 2004 and 2005 model year Low Emission Vehicle II applications;
b. two minutes for engine start temperatures up to 15 degrees Fahrenheit (or 8.3 degrees Celsius) below the closed-loop enable temperature and five minutes for engine start temperatures between 15 and 35 degrees Fahrenheit (or between 8.3 and 19.4 degrees Celsius) below the closed-loop enable temperature for all 2006 through 2008 model year Low Emission Vehicle II applications and all 2009 and subsequent model year vehicles.
(iii) Executive Officer approval of the time interval shall be granted upon determining that the data and/or engineering evaluation submitted by the manufacturer supports the specified times and, for monitors meeting section (e)(10.2.2)(B)(i)b. above, demonstrates that closed-loop operation has been achieved across the range of engine loads observed on the FTP cycle. The Executive Officer shall allow longer time intervals upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that the vehicle requires a longer time to warm up under normal conditions.
(C) Stuck in Range Below the Highest Minimum Enable Temperature. To the extent feasible when using all available information, the OBD II system shall detect a malfunction if the ECT sensor inappropriately indicates a temperature below the highest minimum enable temperature required by the OBD II system to enable other diagnostics (e.g., an OBD II system that requires ECT to be greater than 140 degrees Fahrenheit to enable a diagnostic must detect malfunctions that cause the ECT sensor to inappropriately indicate a temperature below 140 degrees Fahrenheit). Manufacturers are exempted from this requirement for temperature regions in which the monitors required under sections (e)(10.2.1) or (e)(10.2.2)(B) will detect ECT sensor malfunctions as defined in section (e)(10.2.2)(C).
(i) To the extent feasible when using all available information, the OBD II system shall detect a malfunction if the ECT sensor inappropriately indicates a temperature above the lowest maximum enable temperature required by the OBD II system to enable other diagnostics (e.g., an OBD II system that requires ECT to be less than 90 degrees Fahrenheit at engine start to enable a diagnostic must detect malfunctions that cause the ECT sensor to inappropriately indicate a temperature above 90 degrees Fahrenheit).
(ii) Manufacturers are exempted from this requirement for temperature regions in which the monitors required under sections (e)(10.2.1), (e)(10.2.2)(B), or (e)(10.2.2)(C) (i.e., ECT sensor or thermostat malfunctions) will detect ECT sensor malfunctions as defined in section (e)(10.2.2)(D) or in which the MIL will be illuminated under the requirements of section (d)(2.2.3) for default mode operation (e.g., overtemperature protection strategies).
(iii) For Low Emission Vehicle I applications and 2004 and 2005 model year Low Emission Vehicle II applications only, manufacturers are also exempted from the requirements of section (e)(10.2.2)(D) for vehicles that have a temperature gauge (not a warning light) on the instrument panel and utilize the same ECT sensor for input to the OBD II system and the temperature gauge.
(iv) For 2006 through 2008 model year Low Emission Vehicle II applications and all 2009 and subsequent model year vehicles, manufacturers are also exempted from the requirements of section (e)(10.2.2)(D) for temperature regions where the temperature gauge indicates a temperature in the red zone (engine overheating zone) for vehicles that have a temperature gauge (not a warning light) on the instrument panel and utilize the same ECT sensor for input to the OBD II system and the temperature gauge.
(A) Manufacturers shall define the monitoring conditions for malfunctions identified in section (e)(10.2.1)(A) in accordance with section (d)(3.1) except as provided for in section (e)(10.3.1)(F). Additionally, except as provided for in sections (e)(10.3.1)(C) through (E), monitoring for malfunctions identified in section (e)(10.2.1)(A) shall be conducted once per driving cycle on every driving cycle in which the ECT sensor indicates, at engine start, a temperature lower than the temperature established as the malfunction criteria in section (e)(10.2.1)(A).
(D) Manufacturers may request Executive Officer approval to suspend or disable thermostat monitoring required under sections (e)(10.2.1)(A) and (B) if the vehicle is subjected to conditions which could lead to false diagnosis (e.g., vehicle operation at idle for more than 50 percent of the warm-up time, engine block heater operation). With respect to disablement on driving cycles solely due to warm ECT at engine start conditions for thermostat monitoring under section (e)(10.2.1)(A), the manufacturer shall disable the monitor during driving cycles where the ECT at engine start is within 35 degrees Fahrenheit (or 19.4 degrees Celsius) of the thermostat malfunction threshold temperature determined under section (e)(10.2.1)(A) (e.g., if the malfunction threshold temperature is 160 degrees Fahrenheit, the monitor shall be disabled if the ECT at engine start is above 125 degrees Fahrenheit).
(E) Notwithstanding section (e)(10.3.1)(D), manufacturers may request Executive Officer approval to enable thermostat monitoring required under section (e)(10.2.1)(A) during a portion of the driving cycles where the ECT at engine start is warmer than 35 degrees Fahrenheit (or 19.4 degrees Celsius) below the thermostat malfunction threshold temperature determined under section (e)(10.2.1)(A) (e.g., if the malfunction threshold temperature is 160 degrees Fahrenheit, the manufacturer may request approval to have the monitor enabled for a portion of the ECT at engine start region between 125 and 160 degrees Fahrenheit). The Executive Officer shall approve the request upon determining that the manufacturer has submitted test data and/or engineering evaluation that demonstrate that the monitor is able to robustly detect thermostat malfunctions (e.g., cannot result in false passes or false indications of malfunctions) on driving cycles where it is enabled.
(F) With respect to defining enable conditions that are encountered during the FTP or Unified cycle as required in (d)(3.1.1) for malfunctions identified in section (e)(10.2.1)(A), the FTP cycle or Unified cycle shall refer to on-road driving following the FTP or Unified cycle in lieu of testing on a chassis dynamometer.
(B) Manufacturers shall define the monitoring conditions for malfunctions identified in section (e)(10.2.2)(B) in accordance with section (d)(3.1). Additionally, except as provided for in section (e)(10.3.2)(D), monitoring for malfunctions identified in section (e)(10.2.2)(B) shall be conducted once per driving cycle on every driving cycle in which the ECT sensor indicates a temperature lower than the closed loop enable temperature at engine start (i.e., all engine start temperatures greater than the ECT sensor out of range low temperature and less than the closed loop enable temperature).
(E) A manufacturer may request Executive Officer approval to disable continuous ECT sensor monitoring when an ECT sensor malfunction cannot be distinguished from other effects. The Executive Officer shall approve the disablement upon determining that the manufacturer has submitted test data and/or engineering evaluation that demonstrate a properly functioning sensor cannot be distinguished from a malfunctioning sensor and that the disablement interval is limited only to that necessary for avoiding false detection.
(11.1.1) For all 2006 through 2008 model year Low Emission Vehicle II applications and all 2009 and subsequent model year applications, if a vehicle incorporates a specific engine control strategy to reduce cold start emissions, the OBD II system shall monitor the commanded elements/components for proper function (e.g., increased engine idle speed, commanded ignition timing retard), other than secondary air, while the control strategy is active to ensure proper operation of the control strategy. Secondary air systems shall be monitored under the provisions of section (e)(5).
(11.1.2) In lieu of meeting the requirements of section (e)(11) on all 2006 through 2008 model year Low Emission Vehicle II applications, a manufacturer may phase in the requirements on a portion of its Low Emission Vehicle II applications as long as that portion of Low Emission Vehicle II applications comprises at least 30 percent of all 2006 model year vehicles, 60 percent of all 2007 model year vehicles, and 100 percent of all 2008 and subsequent model year vehicles.
(11.1.3) For an element, feature, or component associated with the cold start emission reduction control strategy under section (e)(11) that is also required to be monitored elsewhere in section (e) (e.g., idle control system), the manufacturer shall use different diagnostics to distinguish faults detected under section (e)(11) (i.e., faults associated with the cold start strategy) from faults detected under sections other than section (e)(11) (i.e., faults not associated with the cold start strategy).
(A) The OBD II system shall detect a malfunction prior to any failure or deterioration of the individual elements/components associated with the cold start emission reduction control strategy that would cause a vehicle's emissions to exceed 1.5 times the applicable FTP standards. Manufacturers shall:
(ii) Provide an engineering evaluation for establishing the malfunction criteria for the remainder of the manufacturer's product line. The Executive Officer shall waive the evaluation requirement each year if, in the judgement of the Executive Officer, technological changes do not affect the previously determined malfunction criteria.
(B) For elements/components where no failure or deterioration of the element/component used for the cold start emission reduction strategy could result in a vehicle's emissions exceeding 1.5 times the applicable standards, the individual element/component shall be monitored for proper functional response in accordance with the malfunction criteria in section (e)(15.2) while the control strategy is active.
(A) For vehicles not included in the phase-in section (e)(11.2.4)(A), any single commanded element/component does not properly respond to the commanded action while the cold start strategy is active. For elements/components involving spark timing (e.g., retarded spark timing), the monitor may verify final commanded spark timing in lieu of verifying actual delivered spark timing. For purposes of this section, “properly respond” is defined as when the element/component responds:
(iii) above and beyond what the element/component would achieve on start-up without the cold start strategy active (e.g., if the cold start strategy commands a higher idle engine speed, a fault must be detected if there is no detectable amount of engine speed increase above what the system would achieve without the cold start strategy active);
(B) For vehicles not included in the phase-in section (e)(11.2.3), any failure or deterioration of the cold start emission reduction control strategy while the cold start strategy is active that would cause a vehicle's emissions to be equal to or above the emission thresholds in sections (e)(11.2.2)(B)(i) or (ii) below. For this requirement, the OBD II system shall either monitor elements/components of the system as a whole (e.g., measuring air flow and modeling overall heat into the exhaust) or the individual elements/components (e.g., increased engine speed, commanded final spark timing) for failures that cause vehicle emissions to exceed the emission thresholds in sections (e)(11.2.2)(B)(i) or (ii) below.
(11.2.3) Cold start catalyst heating monitor: For 20 percent of 2026, 50 percent of 2027, and 100 percent of 2028 and subsequent model year vehicles utilizing catalyst heating through combustion inefficiency during idle in park or neutral at cold start, except as provided for in section (e)(11.2.3)(C), the OBD II system shall monitor the commanded (or delivered, if feasible) extra cold start exhaust heat energy directed to the catalyst during idle in park or neutral. The monitor shall begin when the engine starts and the conditions of the CSERS monitoring conditions (as defined in section (c)) are met, and shall continue no longer than 30 seconds after engine start. Monitoring is not required if the idle operation in park or neutral during the first 30 seconds after engine start is less than 10 seconds.
(i) The heat energy delivery fails to achieve at least 20 percent of the additional element commanded by the cold start strategy (e.g., if an additional 20 degrees of spark retard are requested to provide additional heat to the catalyst during nominal cold starts on a properly functioning vehicle, the monitor must detect a malfunction if the strategy fails to command at least 4 degrees of additional spark retard). The additional element commanded by the cold start strategy shall be determined by comparing the commanded value of the element in a properly functioning vehicle during cold start with the commanded value of the element in a properly functioning fully warmed-up vehicle. A fully warmed-up vehicle shall be defined by driving the vehicle until the engine coolant and/or block temperature achieves the targeted regulated temperature for at least 2 minutes prior to shutting the engine off and then restarting the engine within 60 seconds of shut off.
(B) For purposes of meeting the requirements in section (e)(11.2.3)(A) above, the OBD II system must monitor the commanded (or delivered, if feasible) extra cold start exhaust heat energy directed to the catalyst during idle conditions (e.g., increasing airflow, increasing fuel flow, applying torque reserve or retarding spark timing, altering variable valve timing) by one of the methods defined below:
(i) Disabling the CSERS would not cause the vehicle to exceed the full useful life emission standards through the demonstration of a cold start FTP test cycle with the CSERS fully disabled (i.e., with the system configured to the fully warmed-up values as if the vehicle was shut off after the engine coolant and/or block temperature achieve the targeted regulated temperature for at least 2 minutes and immediately restarted within 60 seconds), or
(D) For purposes of meeting the monitoring exemption criterion in section (e)(11.2.3)(C)(i) on vehicles that utilize both electrically heated catalysts monitored in accordance with section (e)(2) and accelerated catalyst heating based on engine operating conditions, the manufacturer is not required to disable the electrically heated catalyst during the testing but may not increase electric heating beyond the levels of a properly functioning emission control system.
(A) For 20 percent of 2026, 50 percent of 2027, and 100 percent of 2028 and subsequent model year vehicles, the OBD II system shall detect a malfunction if any of the following components and features does not properly respond to the commanded action while the CSERS monitoring conditions (as defined in section (c)) are met:
(iii) above and beyond what the feature/component would achieve on start-up without the cold start strategy active (e.g., if the cold start strategy commands a higher fuel pressure, a fault must be detected if there is no detectable amount of fuel pressure increase above what the system would achieve without the cold start strategy active).
(C) For the idle speed control monitor in section (e)(11.2.4)(A)(ii), to meet the requirements in sections (e)(11.2.4)(A) and (B), the OBD II system shall detect a malfunction of the idle speed control when any of the following occurs while the CSERS monitoring conditions (as defined in section (c)) are met:
(11.2.5) For 2023 through 2025 model year vehicles, the manufacturer may meet the requirements in sections (e)(11.2.3) and (e)(11.2.4) above in lieu of meeting the requirements in section (e)(11.2.2). For non-Low Emission Vehicle III applications, the emission threshold for the requirement in section (e)(11.2.3)(A)(ii) is 1.5 times the applicable FTP standards.
(11.2.6) For the phase-in schedules described in sections (e)(11.2.3) and (e)(11.2.4)(A) above, the manufacturer may use an alternate phase-in schedule in lieu of the required phase-in schedule if the alternate phase-in schedule provides for equivalent compliance volume as defined in section (c) with the exception that 100 percent of 2028 and subsequent model year vehicles shall comply with the requirements.
(11.3.1) For the cold start catalyst heating monitor (section (e)(11.2.3), manufacturers may request Executive Officer approval to disable monitoring required under section (e)(11.2.3)(A) during certain conditions (e.g., low ambient temperatures) where robust detection of malfunctions is not possible (i.e., to avoid false passes and false indications of malfunctions). The Executive Officer shall approve the request upon determining that the manufacturer has submitted data or an engineering evaluation which demonstrate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement is limited only to those conditions in which it is technically necessary when using the best available monitoring technologies.
(12.1) Requirement: If a vehicle incorporates an engine control strategy that alters off-idle fuel and/or spark control when the A/C system is on, the OBD II system shall monitor all electronic air conditioning system components for malfunctions that cause the system to fail to invoke the alternate control while the A/C system is on or cause the system to invoke the alternate control while the A/C system is off. Additionally, the OBD II system shall monitor for malfunction all electronic air conditioning system components that are used as part of the diagnostic strategy for any other monitored system or component. The requirements of section (e)(12) shall be phased in as follows: 30 percent of all 2006 model year vehicles, 60 percent of all 2007 model year vehicles, and 100 percent of all 2008 and subsequent model year vehicles. As applicable, the A/C system shall also be subject to the comprehensive component monitoring requirements in section (e)(15.2.3)(B).
(12.2.1) The OBD II system shall detect a malfunction prior to any failure or deterioration of an electronic component of the air conditioning system that would cause any of the criteria in section (e)(12.2.1)(A) through (C) to be met. For sections (e)(12.2.1)(A) and (B), for malfunctions that result in the alternate control being erroneously invoked while the A/C system is off, the appropriate emission standards shall be the FTP standards. For malfunctions that result in the alternate control failing to be invoked while the A/C system is on, the appropriate emission standards shall be the SC03 emission standards.
(13.1) Requirement: On all 2006 through 2008 model year Low Emission Vehicle II applications and all 2009 and subsequent model year vehicles, the OBD II system shall monitor the VVT system on vehicles so-equipped for target error and slow response malfunctions. Manufacturers must perform a comprehensive failure modes and effects analysis for every reasonable hydraulic or mechanical failure (e.g., partial or complete blockage of hydraulic passages, broken return springs, a failure of a single cylinder-specific pin to move into the desired position on a lift mechanism) to identify target error and slow response malfunctions. The individual electronic components (e.g., actuators, valves, sensors, etc.) that are used in the VVT system shall be monitored in accordance with the comprehensive components requirements in section (e)(15). VVT systems on Low Emission Vehicle I applications and 2004 and 2005 model year Low Emission Vehicle II applications shall be monitored in accordance with the comprehensive components requirements in section (e)(15).
(13.2.1) Target Error. The OBD II system shall detect a malfunction prior to any failure or deterioration in the capability of the VVT system to achieve the commanded valve timing and/or control within a crank angle and/or lift tolerance that would cause a vehicle's emissions to exceed the emission thresholds in sections (e)(13.2.1)(A) or (B) below. Systems with discrete operating states (e.g., two step valve train systems) are not required to detect a malfunction prior to exceeding the threshold but are required to detect all failures that exceed the threshold.
(13.2.2) Slow Response. The OBD II system shall detect a malfunction prior to any failure or deterioration in the capability of the VVT system to achieve the commanded valve timing and/or control within a time that would cause a vehicle's emissions to exceed the emission thresholds in sections (e)(13.2.2)(A) or (B) below. Systems with discrete operating states are not required to detect a malfunction prior to exceeding the threshold but are required to detect all failures that exceed the threshold.
(13.2.3) For vehicles in which no failure or deterioration of the VVT system could result in a vehicle's emissions exceeding the thresholds specified in sections (e)(13.2.1) and (e)(13.2.2), the VVT system shall be monitored for proper functional response of the electronic components in accordance with the malfunction criteria in section (e)(15.2).
(13.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for VVT system malfunctions identified in section (e)(13.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2). Additionally, manufacturers shall track and report the in-use performance of the VVT system monitors under section (e)(13.2) in accordance with section (d)(3.2.2).
(13.3.2) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (e)(13.2) shall be tracked and reported separately as specified in section (d)(5.1.3) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(B) Identifying the DOR system component(s) as an emission control device on both the underhood emission control label and a separate label as specified below. The DOR system shall be included in the list of emission control devices on the underhood emission control label and be identified as a “DOR system” or other equivalent term from SAE J1930 “Electrical/Electronic Systems Diagnostic Terms, Definitions, Abbreviations, and Acronyms - Equivalent to ISO/TR 15031-2: (SAE 1930)”, incorporated by reference. A separate label shall be located on or near the DOR system component(s) in a location that is visible to repair technicians prior to the removal of any parts necessary to replace the DOR system component(s) and shall identify the components as a “DOR system” or other equivalent SAE J1930 term.
(A) For vehicles in which the NMOG credit assigned to the DOR system, as calculated in accordance with ARB MAC No. 99-06, is less than or equal to 50 percent of the applicable FTP NMOG standard, the OBD II system shall detect a malfunction when the DOR system has no detectable amount of ozone reduction.
(B) For vehicles in which the NMOG credit assigned to the DOR system, as calculated in accordance with ARB MAC No. 99-06, is greater than 50 percent of the applicable FTP NMOG standard, the OBD II system shall detect a malfunction when the ozone reduction performance of the DOR system deteriorates to a point where the difference between the NMOG credit assigned to the properly operating DOR system and the NMOG credit calculated for a DOR system performing at the level of the malfunctioning system exceeds 50 percent of the applicable FTP NMOG standard.
(C) For vehicles equipped with a DOR system, the manufacturer may modify any of the applicable NMOG malfunction criteria in sections (e)(1)-(3), (e)(5)-(8), (e)(11)-(e)(13), and (e)(16) by adding the NMOG credit received by the DOR system to the required NMOG malfunction criteria (e.g., a malfunction criteria of 1.5 x NMOG standard would be modified to (1.5 x NMOG standard) + DOR system NMOG credit).
(B) For vehicles in which the NMOG credit assigned to the DOR system, as calculated in accordance with ARB MAC No. 99-06, is greater 5 mg/mi NMOG, the OBD II system shall detect a malfunction when the ozone reduction performance of the DOR system deteriorates to a point where the difference between the NMOG credit assigned to the properly operating DOR system and the NMOG credit calculated for a DOR system performing at the level of the malfunctioning system exceeds 5 mg/mi NMOG.
(C) For vehicles equipped with a DOR system, the manufacturer may modify any of the applicable malfunction criteria in sections (e)(1)-(3), (e)(5)-(8), (e)(11)-(e)(13), and (e)(16) by adding the NMOG credit received by the DOR system to the required malfunction criteria (e.g., a malfunction criteria of 1.5 x NMOG+NOx standard would be modified to (1.5 x NMOG+NOx standard) + DOR system NMOG credit).
(15.1.1) Except as provided in sections (e)(15.1.3), (e)(15.1.4), (e)(15.1.5), and (e)(16), the OBD II system shall monitor for malfunction any electronic powertrain component/system not otherwise described in sections (e)(1) through (e)(14) that either provides input to (directly or indirectly) or receives commands from an on-board computer or smart device, and: (1) can affect emissions as determined by the criteria in section (e)(15.1.2), or (2) is used as part of the diagnostic strategy for any other monitored system or component. Each input to or output from a smart device that meets criterion (1) or (2) above shall be monitored pursuant to section (e)(15). Further detection or pinpointing of faults internal to the smart device is not required. If the control system detects deterioration or malfunction of the component/system and takes direct action to compensate or adjust for it, manufacturers may not use the criteria under section (e)(15.1.2) and are instead subject to the default action requirements of section (d)(2.2.3) or (e)(15.4.4), as applicable.
(A) Input Components: Input components required to be monitored may include the vehicle speed sensor, crank angle sensor, knock sensor, throttle position sensor, cam position sensor, fuel composition sensor (e.g. flexible fuel vehicles), and transmission electronic components such as sensors, modules, and solenoids which provide signals to the powertrain control system.
(B) Output Components/Systems: Output components/systems required to be monitored may include the idle speed control system, automatic transmission solenoids or controls, variable length intake manifold runner systems, supercharger or turbocharger electronic components, heated fuel preparation systems, and a warm-up catalyst bypass valve.
(15.1.2) For purposes of criteria (1) in section (e)(15.1.1) above, the manufacturer shall determine whether a powertrain input or output component/system can affect emissions when operating without any control system compensation or adjustment for deterioration or malfunction based on the following: (1) for 2004 through 2017 model year vehicles, the manufacturer shall use the criteria in section (e)(15.1.2)(G); and (2) for 2018 and subsequent model year vehicles, the manufacturer shall use the criteria in sections (e)(15.1.2) (A) through (F).
(i) Vehicle emissions to exceed any applicable standard, or (ii) An increase in vehicle emissions greater than 15 percent of the standard on the following test cycles: FTP test, 50°F FTP, HWFET, SC03, US06 cycle, Unified cycle. The emissions impact of the failure shall be determined by taking the mean of three or more emission measurements on a vehicle aged to represent full useful life with the component or system malfunctioning compared to the same testing without a malfunction present.
b. Additionally, if function of the component or system would not necessarily occur during any of the test cycles specified (e.g., global positioning system components that control engine start/stop operation based on battery state of charge, cruise control), the manufacturer shall request Executive Officer approval of an added alternate test cycle or vehicle operating conditions for which the emission increase will also be evaluated. Executive Officer approval shall be granted upon determining that the manufacturer has submitted data and/or engineering evaluation that demonstrate that the testing conditions proposed represent in-use driving conditions under which the component or system will function and where emissions are likely to be most affected by the malfunctioning component. The component or system is required to meet the monitoring requirements under section (e)(15) if any condition (e.g., deterioration, failure) of the component or the system could cause an increase in vehicle emissions greater than 15 percent of SFTP Composite Emission Standard.
(B) Manufacturers that have determined that a component or system is not subject to monitoring because a malfunction would not cause emissions to exceed the criteria specified in section (e)(15.1.2)(A) above shall demonstrate for purposes of OBD II system approval that the criteria are satisfied by meeting the requirements in either section (e)(15.1.2)(B)(i) or (e)(15.1.2)(B)(ii) below:
b. The manufacturer shall conduct testing using the component condition causing the largest emission impact during the worst case test cycle or in-use driving condition specified in section (e)(15.1.2)(A)(ii) (as determined by the manufacturer based on sound engineering judgment), and provide test data to show that the difference between the mean emission values do not exceed 15 percent of any standard.
(iii) The Executive Officer may request one additional test cycle for either section (e)(15.1.2)(B)(i) or (ii) above if the Executive Officer reasonably believes, based on the component being tested, that the manufacturer's engineering evaluation is insufficient or the cycle chosen by the manufacturer was not the worst case for demonstration of the malfunction.
(C) Notwithstanding successfully demonstrating that no malfunction would cause emissions to exceed the criteria specified in section (e)(15.1.2)(A)(ii) under the manufacturer-selected worst case test cycle, the manufacturer's determination that the component or system is not subject to monitoring under section (e)(15) is subject to Executive Officer review. If additional testing under any of the other conditions specified in section (e)(15.1.2)(A)(ii) demonstrate that the component or system meets the criteria of that section (i.e., that the component or system can affect emissions), the ARB may deny certification of test groups for which the component or system is not monitored by the OBD II system, and any vehicles produced with OBD II systems that do not monitor the component or system are subject to corrective action, up to and including recall.
(D) For purposes of verifying a manufacturer's determination that a component or system does not affect emissions under section (e)(15.1.2)(A), within six weeks of a request by the Executive Officer, the manufacturer shall make available all test equipment (e.g. malfunction simulators, deteriorated components) used to for the demonstration conducted pursuant to section (e)(15.1.2)(B) above.
(E) Components described in sections (e)(1) through (e)(14) (including components described in sections (e)(1) through (e)(14) that are required to meet the monitoring requirements of section (e)(15)) may not be exempted from any of the monitoring requirements of section (e)(1) through (e)(15) regardless of any demonstration that any malfunction of the component would not cause emissions to exceed the criteria specified in section (e)(15.1.2)(A).
(F) For 2018 and 2019 model year vehicles carried over from 2017 or earlier model year vehicles, a component/system is determined to not affect emissions and the manufacturer is not required to use the criteria in sections (e)(15.1.2)(A) through (E) if the Executive Officer determined that the component/system does not affect emissions on the vehicles in question in the 2017 or earlier model year in accordance with section (e)(15.1.2)(G).
(G) For 2004 through 2017 model year vehicles, in lieu of the criteria in sections (e)(15.1.2)(A) through (E) above, the manufacturer shall determine whether a powertrain input or output component/system can affect emissions during any reasonable in-use driving condition. If the Executive Officer reasonably believes that a manufacturer has incorrectly determined that a component/system cannot affect emissions, the Executive Officer shall require the manufacturer to provide emission data showing that the component/system, when malfunctioning and installed in a suitable test vehicle, does not have an emission effect. The Executive Officer may request emission data for any reasonable driving condition. Alternatively, for 2017 model year vehicles, manufacturers may use the criteria in sections (e)(15.1.2)(A) through (E) in lieu of the criteria stated above in section (e)(15.1.2)(G).
(15.1.3) A manufacturer may request Executive Officer approval to exempt safety-only components or systems from the monitoring requirements of section (e)(15). The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or engineering evaluation that demonstrate that the component or system (1) meets the definition of a “safety-only component or system” in section (c), and (2) is not used as part of the diagnostic strategy for any other monitored system or component.
(15.1.4) Manufacturers shall monitor for malfunction electronic powertrain input or output components/systems associated with an electronic transfer case, electronic power steering system, or other components that are driven by the engine and not related to the control of fueling, air handling, or emissions only if the component or system is used as part of the diagnostic strategy for any other monitored system or component.
(15.1.5) Except as specified for hybrid vehicles in section (e)(15.1.6), manufacturers shall monitor for malfunction electronic powertrain input or output components/systems associated with components that only affect emissions by causing additional electrical load to the engine and are not related to the control of fueling, air handling, or emissions only if the component or system is used as part of the diagnostic strategy for any other monitored system or component.
(15.1.6) For hybrid vehicles, manufacturers shall submit a plan to the Executive Officer for approval of the hybrid components determined by the manufacturer to be subject to monitoring in section (e)(15.1.1). In general, the Executive Officer shall approve the plan if it includes monitoring of all components/systems that affect emissions or are used as part of the diagnostic strategy for any other monitored system or component, monitoring of all energy input devices to the electrical propulsion system, monitoring of battery and charging system performance, monitoring of electric motor performance, and monitoring of regenerative braking performance. For 2019 and subsequent model year mild hybrid electric, strong hybrid electric, and plug-in hybrid electric vehicles, manufacturers are subject to the applicable requirements specified in (e)(15.2.3).
(A) The OBD II system shall detect malfunctions of input components caused by circuit faults (or for digital inputs, lack of communication to the on-board computer), out of range values, and, where feasible, rationality faults. To the extent feasible, the rationality fault diagnostics shall verify that a sensor output is neither inappropriately high nor inappropriately low (e.g., “two-sided” diagnostics).
(B) Except for input components monitored solely by emissions neutral diagnostics, for all 2005 and subsequent model year vehicles, rationality faults shall be separately detected and store different fault codes than the respective circuit fault and out of range diagnostics. Two-sided rationality diagnostics are not required to set separate fault codes for each side. Additionally:
(ii) For all other inputs: component circuit and out of range faults shall be separately detected and store different fault codes for each distinct malfunction (e.g., out-of-range low, out-of-range high, open circuit, etc.). Notwithstanding, manufacturers are not required to store separate fault codes for lack of circuit continuity faults that cannot be distinguished from other out-of-range faults. For sensors that are fixed to a circuit board within a diagnostic or emission critical control unit, as defined in section (c), manufacturers may combine circuit and out-of-range value faults into a single fault code that identifies the malfunctioning sensor.
(C) For vehicles that require precise alignment between the camshaft and the crankshaft, the OBD II system shall monitor the crankshaft position sensor(s) and camshaft position sensor(s) to verify proper alignment between the camshaft and crankshaft in addition to monitoring the sensors for circuit continuity and rationality malfunctions. Proper alignment monitoring between a camshaft and a crankshaft shall only be required in cases where both are equipped with position sensors.
(i) For 2006 through 2008 model year Low Emission Vehicle II applications, all 2009 through 2018 model year vehicles equipped with VVT cam phasing systems and a timing belt or chain, the OBD II system shall detect a malfunction if the alignment between the camshaft and crankshaft is off by one or more cam/crank sprocket cogs (e.g., the timing belt/chain has slipped by one or more teeth/cogs). If a manufacturer demonstrates that a single tooth/cog misalignment cannot cause a measurable increase in emissions during any reasonable driving condition, the manufacturer shall detect a malfunction when the minimum number of teeth/cogs misalignment needed to cause a measurable emission increase has occurred.
(ii) For the 2006 through 2009 model years only, a manufacturer may also request Executive Officer approval to use a larger threshold than one tooth/cog. The Executive Officer shall approve the request upon determining that the manufacturer has demonstrated that hardware modifications are necessary to meet the one tooth/cog threshold and that further software modifications are not able to reduce the larger threshold.
(D) For input components that are directly or indirectly used for any emission control strategies that are not covered under sections (e)(1) through (e)(14) (e.g., exhaust gas temperature sensors used for a control strategy that regulates catalyst inlet temperature within a target window), the OBD II system shall detect rationality malfunctions that prevent the component from correctly sensing any condition necessary for the strategy to operate in its intended manner. These malfunctions include faults that inappropriately prevent or delay the activation of the emission control strategy, cause the system to erroneously exit the emission control strategy, or where the control strategy has used up all of the adjustments or authority allowed by the manufacturer and is still unable to achieve the desired condition. The Executive Officer may waive detection of specific malfunctions upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that reliable detection of the malfunction is technically infeasible or would require additional hardware.
(A) The OBD II system shall detect a malfunction of an output component/system when proper functional response of the component and system to computer commands does not occur. If a functional check is not feasible, the OBD II system shall detect malfunctions of output components/systems caused by a lack of circuit continuity or circuit fault (e.g., short to ground or high voltage), or communication errors or the lack of communication if the signal to the output component is digital. For output component lack of circuit continuity faults and circuit faults, manufacturers are not required to store different fault codes for each distinct malfunction (e.g., open circuit, shorted low, etc.). Manufacturers are not required to activate an output component/system when it would not normally be active for the purposes of performing a functional check of the output component/system as required in section (e)(15).
(i) The idle speed control system cannot achieve the target idle speed within 200 revolutions per minute (rpm) above the target speed or 100 rpm below the target speed. The Executive Officer shall allow larger engine speed tolerances upon determining that a manufacturer has submitted data and/or an engineering evaluation which demonstrate that the tolerances can be exceeded without a malfunction being present.
(iii) For 20 percent of 2026, 50 percent of 2027, and 100 percent of 2028 and subsequent model year vehicles without manual transmissions (i.e., any transmission that relies on the vehicle operator to independently control clutch engagement/disengagement and gear selection), an engine stall (as defined in section (c)) occurs within 20 seconds after engine start at the beginning of a driving cycle.
b. The manufacturer may use an alternate phase-in schedule as defined in section (c) in lieu of the required phase-in schedule for the engine stall monitor in section (e)(15.2.2)(B)(iii) if the alternate phase-in schedule provides for equivalent compliance volume as defined in section (c) with the exception that 100 percent of 2028 and subsequent model year vehicles shall comply with the requirements.
(C) For output components/systems that are directly or indirectly used for any emission control strategies that are not covered under sections (e)(1) through (e)(14) (e.g., a high pressure fuel pump used for a control strategy that regulates fuel pressure), the OBD II system shall detect functional malfunctions that prevent the component/system from achieving the desired functional response necessary for the strategy to operate in its intended manner. These malfunctions include faults that inappropriately prevent or delay the activation of the emission control strategy, cause the system to erroneously exit the emission control strategy, or where the control strategy has used up all of the adjustments or authority allowed by the manufacturer and is still unable to achieve the desired condition. The Executive Officer may waive detection of specific malfunctions upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that reliable detection of the malfunction is technically infeasible or would require additional hardware.
(i) Manufacturers shall submit a plan for Executive Officer approval of the monitoring strategy, malfunction criteria, and monitoring conditions for monitoring of the hybrid ESS state of health. The Executive Officer shall approve the plan upon determining that the manufacturer has demonstrated the monitor properly detects malfunctions and that the monitor is able to detect any hybrid ESS state of health fault that prevents any of the following: (1) activating and maintaining emission control strategies, (2) operation of the vehicle to meet or exceed the minimum acceptable in-use monitor performance ratio requirements specified in section (d)(3.2.1), or (3) utilization of the ESS in movement of the vehicle (e.g. the engine cannot be started, the motor is unable to move the vehicle or provide motor assist due to ESS deterioration).
(iii) The OBD II system shall monitor the ESS cell balancing system for proper functional response to computer commands. The OBD II system shall detect a malfunction when the ESS cell balancing system can no longer maintain the individual cell voltages desired. In lieu of monitoring individual cell voltages, manufacturers may monitor the individual switches used to command cell balancing for proper functional response. If the OBD II system does not determine cell balance using individual cell voltages, manufacturers shall submit a plan for Executive Officer approval of the monitoring strategy, malfunction criteria, and monitoring conditions for monitoring the ESS cell balancing system. In general, the Executive Officer will approve the plan if it includes functional monitoring of components used for cell balancing.
(v) For monitors of malfunctions specified under sections (e)(15.2.3)(A)(iii) and (iv), manufacturers at a minimum shall store separate fault codes relating to hybrid ESS malfunctions pinpointing the smallest replaceable unit for in-use repair as defined by the manufacturer. Manufacturers may further pinpoint components and/or failure modes.
a. The individual electronic input and output components that are used for ESS thermal management (i.e., heating or cooling) shall be monitored in accordance with the requirements of sections (e)(15.2.1) and (15.2.2). Electronic components used for hybrid battery thermal management and commanded solely by driver demand are exempt from this monitoring requirement.
a. The individual electronic input and output components that are used for inverter thermal management (i.e., heating or cooling) shall be monitored in accordance with the requirements of sections (e)(15.2.1) and (15.2.2). Electronic components used for inverter thermal management and commanded solely by driver demand are exempt from this monitoring requirement.
(D) Drive Motor: Manufacturers shall submit a plan for Executive Officer approval of the monitoring strategy, malfunction criteria, and monitoring conditions for the drive motor system. The Executive Officer shall approve the plan upon determining that the manufacturer has demonstrated that the monitor properly detects malfunctions, and that the monitor is able to detect any drive motor fault that prevents any of the following: (1) activating and maintaining emission control strategies, (2) operation of the vehicle to meet or exceed the minimum acceptable in-use monitor performance ratio requirements specified in section (d)(3.2.1), or (3) utilization of the motor in movement of the vehicle (e.g. the motor can no longer be used to move the vehicle or provide assist, the engine cannot be started).
(E) Generator: Manufacturers shall submit a plan for Executive Officer approval of the monitoring strategy, malfunction criteria, and monitoring conditions for the generator system. The Executive Officer shall approve the plan upon determining that the manufacturer has demonstrated that the monitor properly detects malfunctions, and that the monitor is able to detect any generator fault that prevents any of the following: (1) activating and maintaining emission control strategies, (2) operation of the vehicle to meet or exceed the minimum acceptable in-use monitor performance ratio requirements specified in section (d)(3.2.1), or (3) proper functional response in accordance with the malfunction criteria in section (e)(15.2).
(F) Plug-in Hybrid Electric Vehicle ESS Charger: For plug-in hybrid electric vehicles, the OBD II system shall detect malfunctions of the onboard ESS charger when a failure disables ESS charging or affects charging performance (e.g., preventing the ESS from fully charging or limits charging rate). Detection of indeterminate ESS charging failures that cannot be distinguished from failures originating outside the vehicle (e.g., same symptom could be caused by a malfunction of a vehicle component or the off-board power supply) or charging failures originating outside the vehicle (e.g., malfunction of the electric vehicle supply equipment, poor electrical service) is not required.
(G) For hybrid components that are not addressed in sections (e)(15.2.3)(A) through (F) above, manufacturers shall monitor those hybrid components determined by the manufacturer to be subject to monitoring in section (e)(15.1.1) in accordance with the input component and output component requirements in sections (e)(15.2.1) and (e)(15.2.2).
b. An increase greater than 15 percent of the integrated net energy used for a mean of three or more tests conducted with a malfunction compared to testing without a malfunction for any of the following test cycles where a properly-functioning fully charged vehicle does not start its engine during a single test cycle: FTP test, US06 cycle, HWFET, and Unified cycle. All tests shall be run with a fully charged high voltage battery, with integrated net energy measured at the electric drive system inlet. If measuring the electric drive system's inlet net energy is not feasible, the Executive Officer may approve an alternative method based on the ability of that method to measure net energy delivered to the powertrain.
(iii) For hybrid thermal management systems, in lieu of the test procedure specified in section (e)(15.2.3)(I)(ii) above, manufacturers shall submit a plan for Executive Officer approval for an alternate test cycle/vehicle operating conditions for the purposes of determining whether a malfunction would cause an engine in a vehicle with a fully-charged ESS to start where a properly-functioning fully charged vehicle does not and a 15 percent reduction of all electric range if the component/system is malfunctioning. Executive Officer approval shall be granted upon determining that the manufacturer has submitted data and/or engineering evaluation that considers all conditions under which the thermal management system may be activated (e.g., high ambient temperatures, ESS charging, high load driving) and demonstrates that the chosen test cycle and operating conditions are representative of in-use conditions where all electric range is likely to be most affected by the malfunctioning component/system.
(iv) If function of the hybrid component or system would not necessarily occur during any of the test cycles specified in section (e)(15.2.3)(I)(ii) above (e.g., global positioning system components that control plug-in hybrid operation based on battery state of charge), the manufacturer shall request Executive Officer approval of an added alternate test cycle or vehicle operating conditions for which the determination of vehicle engine starts and increase in integrated net energy will be evaluated. Executive Officer approval shall be granted upon determining that the manufacturer has submitted data and/or engineering evaluation that demonstrate that the testing conditions proposed represent in-use driving conditions under which the component or system will function and where energy usage is likely to be most affected by the malfunctioning component. The component or system is required to meet the monitoring requirements under section (e)(15) if any condition (e.g., deterioration, failure) of the component or the system could cause the vehicle's engine to start when it otherwise would not, or an increase greater than 15 percent of the integrated net energy used for a mean of three or more tests conducted with a malfunction compared to testing without a malfunction.
(ii) For 2005 and subsequent model year vehicles, manufacturers shall define the monitoring conditions for detecting malfunctions in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that rationality fault diagnostics shall occur every time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2).
(C) A manufacturer may request Executive Officer approval to disable continuous input component proper range of values or circuit continuity monitoring when a malfunction cannot be distinguished from other effects. The Executive Officer shall approve the disablement upon determining that the manufacturer has submitted test data and/or documentation that demonstrate a properly functioning input component cannot be distinguished from a malfunctioning input component and that the disablement interval is limited only to that necessary for avoiding false detection.
(i) For malfunctions identified in sections (e)(15.2.2)(B)(i) and (ii), manufacturers shall define the monitoring conditions for functional checks in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that functional checks shall occur every time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2).
(D) A manufacturer may request Executive Officer approval to disable continuous output component circuit continuity or circuit fault monitoring when a malfunction cannot be distinguished from other effects. The Executive Officer shall approve the disablement upon determining that the manufacturer has submitted test data and/or documentation that demonstrate a properly functioning output component cannot be distinguished from a malfunctioning output component and that the disablement interval is limited only to that necessary for avoiding false detection.
(A) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (e)(15.2.3)(A)(i) through (iii), (e)(15.2.3)(B)(i)b., (e)(15.2.3)(B)(ii)b., and (e)(15.2.3)(C) through (F) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2).
(15.4.1) Except as provided in sections (e)(15.4.2) and (15.4.4) below, general requirements for MIL illumination and fault code storage are set forth in section (d)(2). Additional fault code storage requirements are provided in section (e)(15.2.1)(B) for input components, section (e)(15.2.2)(A) for output components/systems, and section (e)(15.2.3)(A)(v) for hybrid components.
(15.4.2) Exceptions to general requirements for MIL illumination. For applications that are not using the criteria of sections (e)(15.1.2)(A) through (E) to determine if a component/system can affect emissions, MIL illumination is not required in conjunction with storing a confirmed fault code for any comprehensive component if both conditions (A) and (B) below are met:
(15.4.3) For purposes of determining the emission increase in section (e)(15.4.2)(A), the manufacturer shall request Executive Officer approval of the test cycle/vehicle operating conditions for which the emission increase will be determined. Executive Officer approval shall be granted upon determining that the manufacturer has submitted data and/or engineering evaluation that demonstrate that the testing conditions represent in-use driving conditions where emissions are likely to be most affected by the malfunctioning component. For purposes of determining whether the specified percentages in section (e)(15.4.2)(A) are exceeded, if the approved testing conditions are comprised of an emission test cycle with an exhaust emission standard, the measured increase shall be compared to a percentage of the exhaust emission standard (e.g., if the increase is equal to or more than 15 percent of the exhaust emission standard for that test cycle). If the approved testing conditions are comprised of a test cycle or vehicle operating condition that does not have an exhaust emission standard, the measured increase shall be calculated as a percentage of the baseline test (e.g., if the increase from a back-to-back test sequence between normal and malfunctioning condition is equal to or more than 15 percent of the baseline test results from the normal condition).
(15.4.4) Exceptions to general requirements for MIL illumination and fault code storage. MIL illumination and fault code storage is not required for faults of components/systems monitored solely by emissions neutral diagnostics. Executive Officer approval is required for the emissions neutral default action activated by the emissions neutral diagnostic. The Executive Officer shall approve the emissions neutral default action upon determining that the manufacturer has submitted data and/or engineering evaluation adequately demonstrating that the action meets the conditions described under the definition of “emissions neutral default action” in section (c).
(15.4.5) Exceptions to general requirements for MIL illumination and fault code storage. For monitors of malfunctions described in section (e)(15.2.2)(B)(iii), in lieu of storing a pending fault code and a confirmed fault code and illuminating the MIL as described in sections (d)(2.2.1) and (d)(2.2.2), the OBD II system may use any of the following fault code storage and MIL illumination procedures:
(16.1) Requirement: For other emission control or source systems that are: (1) not identified or addressed in sections (e)(1) through (e)(15) (e.g., hydrocarbon traps, homogeneous charge compression ignition (HCCI) controls, NOx storage devices, fuel-fired passenger compartment heaters, etc.), or (2) identified or addressed in section (e)(15) but not corrected or compensated for by the adaptive fuel control system (e.g., swirl control valves), manufacturers shall submit a plan for Executive Officer approval of the monitoring strategy, malfunction criteria, and monitoring conditions prior to introduction on a production vehicle intended for sale in California. Executive Officer approval shall be based on the effectiveness of the monitoring strategy, the malfunction criteria utilized, the monitoring conditions required by the diagnostic, and, if applicable, the determination that the requirements of sections (e)(16.3) and (e)(16.4) below are satisfied.
(16.2) For purposes of section (e)(16), emission source systems are components or devices that emit pollutants subject to vehicle evaporative and exhaust emission standards (e.g., NMOG, CO, NOx, PM, etc.) and include non-electronic components and non-powertrain components (e.g., fuel-fired passenger compartment heaters, on-board reformers, etc.).
(16.3) Except as provided below in this paragraph, for 2005 and subsequent model year vehicles that utilize emission control systems that alter intake air flow or cylinder charge characteristics by actuating valve(s), flap(s), etc. in the intake air delivery system (e.g., swirl control valve systems), the manufacturers, in addition to meeting the requirements of section (e)(16.1) above, may elect to have the OBD II system monitor the shaft to which all valves in one intake bank are physically attached in lieu of monitoring the intake air flow, cylinder charge, or individual valve(s)/flap(s) for proper functional response. For non-metal shafts or segmented shafts, the monitor shall verify all shaft segments for proper functional response (e.g., by verifying the segment or portion of the shaft furthest from the actuator properly functions). For systems that have more than one shaft to operate valves in multiple intake banks, manufacturers are not required to add more than one set of detection hardware (e.g., sensor, switch, etc.) per intake bank to meet this requirement. Vehicles utilizing these emission control systems designed and certified for 2004 or earlier model year vehicles and carried over to the 2005 through 2009 model year shall be not be required to meet the provisions of section (e)(16.3) until the engine or intake air delivery system is redesigned.
(16.4) For emission control strategies that are not covered under sections (e)(1) through (e)(14) (e.g., a control strategy that regulates fuel pressure), Executive Officer approval shall be based on the effectiveness of the plan in detecting malfunctions that prevent the strategy from operating in its intended manner. These malfunctions include faults that inappropriately prevent or delay the activation of the emission control strategy, faults that cause the system to erroneously exit the emission control strategy, and faults where the control strategy has used up all of the adjustments or authority allowed by the manufacturer and is still unable to achieve the desired condition. The Executive Officer may waive detection of specific malfunctions upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that reliable detection of the malfunction is technically infeasible or would require additional hardware.
(17.1) Except as provided in sections (e)(17.1.1) through (17.1.3), (e)(17.1.4)(B), and (e)(17.1.5) below, upon request of a manufacturer or upon the best engineering judgment of the ARB, the Executive Officer may revise the emission threshold for a malfunction on any diagnostic required in section (e) if the most reliable monitoring method developed requires a higher threshold to prevent false indications of a malfunction.
(17.1.2) For 2004 model year PC/LDT SULEV II vehicles only, the Executive Officer shall approve monitors with thresholds that exceed 2.5 times the applicable FTP standard if the manufacturer demonstrates that a higher threshold is needed given the state of development of the vehicle and that the malfunction criteria and monitoring approach and technology (e.g., fuel system limits, percent misfire, monitored catalyst volume, etc.) are at least as stringent as comparable ULEV (not ULEV II) vehicles.
(A) For vehicles certified to Tier 2 Federal Bin 3 or Bin 4 tailpipe emission standards (as defined in 40 CFR 86.1811-04, as it existed on August 5, 2015), manufacturers shall utilize the ULEV II vehicle NMOG and CO malfunction criteria (e.g., 1.5 times the Bin 3 or Bin 4 NMOG and CO standards) and the PC/LDT SULEV II vehicle NOx malfunction criteria (e.g., 2.5 times the Bin 3 or Bin 4 NOx standards).
(B) For vehicles certified to the Tier 3 Federal Bin 85 or Bin 110 tailpipe emission standards (as defined in 40 CFR 86.1811-17, as it existed on August 5, 2015), manufacturers shall utilize the following malfunction criteria in accordance with the table below (with the NMOG+NOx and CO multipliers to be used with the applicable standard (e.g., 2.0 times the NMOG+NOx standard)):
NMOG+NOx Multiplier | CO Multiplier | PM Threshold (mg/mi) 1 | |
Monitors (except for catalyst) | 1.85 | 1.50 | 17.50 |
Catalyst Monitor | 2.00 | N/A | N/A |
1. Applies to 2019 and subsequent model year vehicles |
(A) Except as povided for in sections (e)(17.1.4)(B) and (C) below, the manufacturer shall request Executive Officer approval of a malfunction criterion that is equivalent to that proposed for each monitor in section (e). The Executive Officer shall approve the request upon finding that the manufacturer has used good engineering judgment in determining the equivalent malfunction criterion and that the criterion will provide for similar timeliness in detection of malfunctioning components.
c. Comply with the 1-binned moving average window method for in-use testing as described in section 86.1370.B of “California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Otto-Cycle Engines and Vehicles,” incorporated by reference in section 1956.8(d), title 13, CCR.
(C) Alternate malfunction criteria for engine cooling system thermostat monitor: For 2022 and 2023 model year vehicles using engines that meet the criteria under sections (e)(17.1.4)(B)(i)a. through c. and 2024 and subsequent model year vehicles using engines certified to an FTP engine NOx standard of 0.10 g/bhp-hr or lower or certified to an FTP engine PM standard of 0.005 g/bhp-hr or lower, for the thermostat monitor malfunction criteria specified under section (e)(10.2.1)(A)(ii) where fuel, spark timing, and/or other coolant temperature-based modifications to the engine control strategies would not cause an emissions increase of 50 or more percent of the applicable standards, the manufacturer shall use the following NOx or PM standard:
(17.1.5) For Low Emission III SULEV20 vehicles, in lieu of the NMOG+NOx emission threshold set forth in Table 1 in the beginning of section (e), manufacturers may use a malfunction criterion of 3.25 times the applicable NMOG+NOx standard for the first three model years a vehicle is certified, but no later than the 2025 model year. For example, for SULEV20 vehicles first certified to the SULEV20 standard in the 2024 model year, the manufacturer may use the 3.25 multiplier for the 2024 and 2025 model years and shall use the NMOG+NOx emission threshold set forth in Table 1 in the beginning of section (e) for the 2026 and subsequent model years.
(i) For vehicles certified to the LEV IV ULEV125, LEV IV ULEV70, LEV IV ULEV50, LEV IV SULEV30, LEV IV SULEV20, LEV IV ULEV200, LEV IV SULEV170, LEV IV SULEV150, LEV IV ULEV400, LEV IV ULEV270, LEV IV SULEV230, or LEV IV SULEV200 emission category, except as provided for LEV IV SULEV20 vehicles in sections (e)(17.1.6)(A)(v) and (vi), the manufacturer shall use the malfunction criteria described for the same vehicle emission category for Low Emission Vehicle III applications in Table 1 in the beginning of section (e) (e.g., a Low Emission Vehicle IV vehicle certified to the LEV IV ULEV50 category shall use the same malfunction criteria as the Low Emission Vehicle III vehicle certified to the ULEV50 category in Table 1, a Low Emission Vehicle IV vehicle certified to the LEV IV SULEV170 category shall use the same malfunction criteria as the Low Emission Vehicle III chassis certified medium-duty vehicles (except MDPVs)) in Table 1).
Table 1-A
Monitor Thresholds (Except Catalyst) | Catalyst Monitor Thresholds |
|---|
Vehicle Emission Category | NMOG+NOx Multiplier | CO Multiplier | PM Threshold (mg/mi) | NMOG+ NOx Multiplier |
|---|
LEV IV ULEV60 | 2.00 | 1.50 | 17.50 | 2.00 |
LEV IV ULEV40 | 2.25 | 1.50 | 17.50 | 2.25 |
LEV IV SULEV25 | 2.80 | 2.50 | 17.50 | 2.80 |
LEV IV SULEV15 | 3.33 | 2.50 | 17.50 | 3.33 |
Table 1-B
Monitor Thresholds (Except Catalyst) | Catalyst Monitor Thresholds |
|---|
Vehicle Emission Category | NMOG+NOx Multiplier | CO Multiplier | PM Threshold (mg/mi) | NMOG+ NOx Multiplier |
|---|
LEV IV SULEV125 | 1.75 | 1.50 | 17.50 | 2.00 |
LEV IV SULEV100 | 1.75 | 1.50 | 17.50 | 2.00 |
LEV IV SULEV85 | 2.00 | 1.50 | 17.50 | 2.50 |
LEV IV SULEV75 | 2.00 | 1.50 | 17.50 | 2.50 |
Table 1-C
Monitor Thresholds (Except Catalyst) | Catalyst Monitor Thresholds |
|---|
Vehicle Emission Category | NMOG+NOx Multiplier | CO Multiplier | PM Threshold (mg/mi) | NMOG+ NOx Multiplier |
|---|
LEV IV SULEV175 | 1.50 | 1.50 | 17.50 | 1.75 |
LEV IV SULEV150 | 1.75 | 1.50 | 17.50 | 2.00 |
LEV IV SULEV125 | 2.00 | 1.50 | 17.50 | 2.25 |
LEV IV SULEV100 | 2.00 | 1.50 | 17.50 | 2.50 |
(v) For LEV IV SULEV20 vehicles that were not certified to the Low Emission Vehicle III SULEV20 standards in a previous model year, in lieu of the NMOG+NOx emission thresholds set forth in section (e)(17.1.6)(A)(i), manufacturers may use a malfunction criterion of 3.25 times the applicable NMOG+NOx standard for the first three model years a vehicle is certified, but no later than the 2030 model year. For example, for LEV IV SULEV20 vehicles first certified to the LEV IV SULEV20 standard in the 2029 model year, the manufacturer may use the 3.25 multiplier for the 2029 and 2030 model years and shall use the NMOG+NOx emission threshold set forth in section (e)(17.1.6)(A)(i) for the 2031 and subsequent model years.
(vi) For LEV IV SULEV20 vehicles that were first certified to the Low Emission Vehicle III SULEV20 standards in the 2024 or 2025 model year, in lieu of the NMOG+NOx emission thresholds set forth in section (e)(17.1.6)(A)(i), the manufacturer may use a malfunction criterion of 3.25 times the applicable NMOG+NOx standard for the following vehicles:
(vii) For LEV IV SULEV15 vehicles, in lieu of the NMOG+NOx emission thresholds set forth in section (e)(17.1.6)(A)(ii), manufacturers may use a malfunction criterion of 4.33 times the applicable NMOG+NOx standard for the first three model years a vehicle is certified, but no later than the 2030 model year. For example, for LEV IV SULEV15 vehicles first certified to the LEV IV SULEV15 standard in the 2029 model year, the manufacturer may use the 4.33 multiplier for the 2029 and 2030 model years and shall use the NMOG+NOx emission threshold set forth in section (e)(17.1.6)(A)(ii) for the 2031 and subsequent model years.
(B) Alternate malfunction criteria for engine cooling system thermostat monitor: For the thermostat monitor malfunction criteria specified under section (e)(10.2.1)(A)(ii) where fuel, spark timing, and/or other coolant temperature-based modifications to the engine control strategies would not cause an emissions increase of 50 percent or more of the applicable standards, the manufacturer shall base the “applicable standards” on the standards to which the vehicle is certified except as provided below:
(C) Alternate test-out criteria: For the test-out criteria (i.e., criteria used to determine if the specific component or function is exempt from the monitoring requirements) specified in sections (e)(11.2.3)(C) and (e)(15.1.2), when determining if no malfunction can cause emissions to exceed the standards or increase by the maximum allowed percentage of the standards, the manufacturer shall use the full useful life FTP exhaust emission standards to which the vehicle is certified except as provided below:
(17.2.2) Manufacturers may use an alternate phase-in schedule in lieu of the required phase-in schedule if the alternate phase-in schedule provides for equivalent compliance volume as defined in section (c) except as specifically noted for the phase in of in-use monitor performance ratio monitoring conditions in section (d)(3.2).
(17.2.3) Small volume manufacturers may use an alternate phase-in schedule in accordance with section (e)(17.2.2) in lieu of the required phase-in schedule or may meet the requirement on all vehicles by the final year of the phase-in in lieu of meeting the specific phase-in requirements for each model year (e.g., in the example in section (e)(17.2), small volume manufacturers are required to meet 100 percent in the 2008 model year for cold start emission reduction strategy monitoring, but not 30 percent in the 2006 model year or 60 percent in the 2007 model year).
(17.3) Manufacturers may request Executive Officer approval to disable an OBD II system monitor at ambient temperatures below 20 degrees Fahrenheit (or -6.7 degrees Celsius) (low ambient temperature conditions may be determined based on intake air or engine coolant temperature) or at elevations above 8000 feet above sea level. The Executive Officer shall approve the request upon determining that the manufacturer has provided data and/or an engineering evaluation that demonstrate that monitoring during the conditions would be unreliable. A manufacturer may further request, and the Executive Officer shall approve, that an OBD II system monitor be disabled at other ambient temperatures or altitudes upon determining that the manufacturer has demonstrated with data and/or an engineering evaluation that misdiagnosis would occur at the ambient temperatures or altitudes because of its effect on the component itself (e.g., component freezing).
(17.4) Manufacturers may request Executive Officer approval to disable monitoring systems that can be affected by low fuel level or running out of fuel (e.g., misfire detection) when the fuel level is 15 percent or less of the nominal capacity of the fuel tank. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that monitoring at the fuel levels would be unreliable.
(17.5.1) For monitoring systems affected by low vehicle battery or system voltages, manufacturers may disable monitoring systems when the battery or system voltage is below 11.0 Volts. Manufacturers may request Executive Officer approval to utilize a voltage threshold higher than 11.0 Volts to disable system monitoring. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that monitoring at the voltages would be unreliable and that either operation of a vehicle below the disablement criteria for extended periods of time is unlikely or the OBD II system monitors the battery or system voltage and will detect a malfunction at the voltage used to disable other monitors.
(17.5.2) For monitoring systems affected by high vehicle battery or system voltages, manufacturers may request Executive Officer approval to disable monitoring systems when the battery or system voltage exceeds a manufacturer-defined voltage. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that monitoring above the manufacturer-defined voltage would be unreliable and that one of the following conditions is met:
(B) The instrument cluster completely shuts down at the voltage used to disable other monitors. For purposes of this section, “instrument cluster shutdown” is defined as a lack of display or improper zero reading of, at a minimum, vehicle speed, fuel level, and engine speed, and includes information displayed on alternate duplicate displays (e.g., heads up displays).
(17.6.1) Except as allowed in section (e)(17.6.2) below, a manufacturer may request Executive Officer approval to disable an affected monitor provided disablement occurs only while the PTO unit is active and the OBD II readiness status (specified under section (g)(4.1)) and PTO activation time are appropriately tracked and erased as described in this section. The Executive Officer shall approve the request for disablement based on the manufacturer's demonstration that the affected monitor cannot robustly detect malfunctions (e.g., cannot avoid false passes or false indications of malfunctions) while the PTO unit is active. The OBD II system shall track the cumulative engine runtime with PTO active and clear OBD II readiness status (i.e., set all monitors to indicate “not complete”) no later than the start of the next ignition cycle if 750 minutes of cumulative engine runtime with PTO active has occurred since the last time the affected monitor has determined the component or system monitored by the affected monitor is or is not malfunctioning (i.e., has completed). The PTO timer shall pause whenever PTO changes from active to not active and resume counting when PTO is re-activated. The timer shall be reset to zero after the affected monitor has completed and no later than the start of the next ignition cycle. Once the PTO timer has reached 750 minutes and the OBD II readiness status has been cleared, the PTO timer may not cause the OBD system to clear the readiness status again until after the PTO timer has reset to zero (after the monitor has completed) and again reached 750 minutes.
(17.6.2) In lieu of requesting Executive Officer approval for disabling an affected monitor according to section (e)(17.6.1) above, a manufacturer may disable affected monitors, provided disablement occurs only while the PTO unit is active and the OBD II readiness status is cleared by the on-board computer (i.e., all monitors set to indicate “not complete”) while the PTO unit is activated (see section (g)(4.1)). If the disablement occurs, the readiness status may be restored to its state prior to PTO activation when the disablement ends.
(17.7) A manufacturer may request Executive Officer approval to disable affected monitoring systems in vehicles equipped with tire pressure monitoring systems that cause a vehicle to enter a default mode of operation (e.g., reduced top speed) when a tire pressure problem is detected. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that the default mode can affect monitoring system performance, that the tire pressure monitoring system will likely result in action by the consumer to correct the problem, and that the disablement will not prevent or hinder effective testing in an Inspection and Maintenance program.
(17.8) The manufacturer may request to exempt a specific component from all monitoring requirements if all malfunctions of the component affect emissions or the diagnostic strategy for any other monitored component or system only when the ambient temperature is below 20 degrees Fahrenheit. The Executive Officer shall approve the request upon the manufacturer submittal of data or engineering evaluation supporting that the following criteria are met when the ambient temperature is above 20 degrees Fahrenheit (or -6.7 degrees Celsius): (1) a malfunction of the component does not affect emissions during any reasonable driving condition, (2) a malfunction of the component does not affect the diagnostic strategy for any other monitored component or system, and (3) the ambient temperature is determined based on a temperature sensor monitored by the OBD II system (e.g., IAT sensor). If the Executive Officer reasonably believes that a manufacturer has incorrectly determined that a component/system meets these criteria, the Executive Officer shall require the manufacturer to provide emission and/or other diagnostic data showing that the component/system, when malfunctioning and installed in a suitable test vehicle, does not have an effect on emissions or other diagnostic strategies. The Executive Officer may request emission data for any reasonable driving condition at ambient temperatures above 20 degrees Fahrenheit (or -6.7 degrees Celsius).
(17.9) The manufacturer may request to exempt a specific component from all monitoring requirements if all malfunctions of the component affect emissions or the diagnostic strategy for any other monitored component or system only when the vehicle speed is above 82 miles-per-hour. The Executive Officer shall approve the request upon the manufacturer submittal of data or engineering evaluation supporting that the following criteria are met when the vehicle speed is below 82 miles-per-hour: (1) a malfunction of the component does not affect emissions during any reasonable driving condition, (2) a malfunction of the component does not affect the diagnostic strategy for any other monitored component or system, and (3) the vehicle speed is determined based on a sensor monitored by the OBD II system (e.g., vehicle speed sensor). If the Executive Officer reasonably believes that a manufacturer has incorrectly determined that a component/system meets these criteria, the Executive Officer shall require the manufacturer to provide emission and/or other diagnostic data showing that the component/system, when malfunctioning and installed in a suitable test vehicle, does not have an effect on emissions or other diagnostic strategies.
(17.10) Whenever the requirements in section (e) of this regulation require monitoring “to the extent feasible”, the manufacturer shall submit its proposed monitor(s) for Executive Officer approval. The Executive Officer shall approve the proposal upon determining that the proposed monitor(s) meets the criteria of “to the extent feasible” by considering the best available monitoring technology to the extent that it is known or should have been known to the manufacturer and given the limitations of the manufacturer's existing hardware, the extent and degree to which the monitoring requirements are met in full, the limitations of monitoring necessary to prevent significant errors of commission and omission, and the extent to which the manufacturer has considered and pursued alternative monitoring concepts to meet the requirements in full. The manufacturer's consideration and pursuit of alternative monitoring concepts shall include evaluation of other modifications to the proposed monitor(s), the monitored components themselves, and other monitors that use the monitored components (e.g., altering other monitors to lessen the sensitivity and reliance on the component or characteristic of the component subject to the proposed monitor(s)).
(17.11) For 2004 model year vehicles certified to run on alternate fuels, manufacturers may request the Executive Officer to waive specific monitoring requirements in section (e) for which monitoring may not be reliable with respect to the use of alternate fuels. The Executive Officer shall grant the request upon determining that the manufacturer has demonstrated that the use of the alternate fuel could cause false illumination of the MIL even when using the best available monitoring technologies.
(17.12) For 2004 model year vehicles only, wherever the requirements of section (e) reflect a substantive change from the requirements of title 13, CCR section 1968.1(b) for 2003 model year vehicles, the manufacturer may request Executive Officer approval to continue to use the requirements of section 1968.1 in lieu of the requirements of section (e). The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or engineering evaluation that demonstrate that software or hardware changes would be required to comply with the requirements of section (e) and that the system complies with the requirements of section 1968.1(b).
For non-Low Emission Vehicle III applications (e.g., Low Emission Vehicle applications and Low Emission Vehicle II applications), the emission thresholds are specified in the monitoring sections in section (f) below. For Low Emission Vehicle III applications, wherever an emission threshold for a malfunction on a diagnostic is required in section (f), the emission thresholds shall be set in accordance with Table 2 and Table 3 below:
Table 2
LEV-III OBD II Diesel Thresholds |
|---|
Exhaust Standards | Monitor Thresholds 1 | Aftertreatment Monitor Thresholds 2 |
|---|
Vehicle Type | Vehicle Emission Category | NMOG+ NOx Mult. | CO Mult. | PM Mult. | NMOG+ NOx Mult. | CO Mult. 3 | PM Mult. |
|---|---|---|---|---|---|---|---|
Passenger | LEV160 | 1.50 | 1.50 | 2.00 | 1.75 | 1.50 | 2.00 3 |
Cars, Light-Duty | ULEV125 | ||||||
Trucks, and | ULEV70 | 2.00 | 2.00 | ||||
Chassis | ULEV50 | ||||||
Certified | SULEV30 | 2.50 | 2.50 | 2.50 | 2.50 | ||
MDPVs | SULEV20 6 | ||||||
2016MY-2018MY Chassis Certified MDVs (except MDPVs) | All MDV Emission Categories | 1.50 | 1.50 | 2.00 | 1.75 | N/A | N/A |
2019+MY Chassis Certified MDVs (except MDPVs) | All MDV Emission Categories | 1.50 | 1.50 | 1.50 4 or 2.00 5 | 1.75 | 1.50 | 1.50 4 or 2.00 5 |
1. Applies to (f)(3.2.5), (f)(4)-(f)(7), (f)(9.2.2), (f)(12)-(f)(13) |
2. Applies to (f)(1)-(f)(2), (f)(8), and (f)(9.2.4) |
3. Applies to 2019 and subsequent model years |
4. Applies to vehicles not included in the phase-in of the PM standards set forth in title 13, CCR section 1961.2(a)(2)(B)2 |
5. Applies to vehicles included in the phase-in of the PM standards set forth in title 13, CCR section 1961.2(a)(2)(B)2 |
6. Manufacturer shall use the 2.50 times NMOG+NOx multiplier for vehicles not using the provisions of section (f)(17.1.7) |
Table 3
LEV-III OBD II Diesel PM Filter Filtering Performance Monitor Threshold | |||||
|---|---|---|---|---|---|
Exhaust Standards | PM Filter Filtering Performance Monitor Threshold | ||||
Vehicle Type | Vehicle Emission Category | NMOG+ NOx Mult. 1 | CO Mult. 1 | PM Mult. | PM THD (mg/mi) |
Passenger Cars, Light-Duty Trucks, and Chassis Certified MDPVs | LEV160 | 1.50 | 1.50 | N/A | Up to and including the 2025 model year: 17.50 |
ULEV125 | |||||
ULEV70 | 2.00 | ||||
ULEV50 | Option 1 5: 2026-2028MY: 17.50 2029+MY: 10.00 | ||||
SULEV30 | 2.50 | 2.50 | |||
SULEV20 4 | Option 2 5: 2026+MY: 10.00 | ||||
2016MY-2018MY Chassis Certified MDVs (except MDPVs) | All MDV Emission Categories | N/A | N/A | 1.75 2 | 17.50 3 |
2019+MY Chassis Certified MDVs (except MDPVs) 8,500-10,000 lbs. GVWR | All MDV Emission Categories | 1.50 | 1.50 | 1.50 2 | Up to and including the 2028MY: 17.50 3 2029+MY: 14.00 |
2019+MY Chassis Certified MDVs (except MDPVs) 10,001-14,000 lbs. GVWR | All MDV Emission Categories | 1.50 | 1.50 | 1.50 2 | 17.50 3 |
1 Applies to 2019 and subsequent model years
2 Applies to vehicles not included in the phase-in of the PM standards set forth in title 13, CCR section 1961.2(a)(2)(B)2
3 Applies to vehicles included in the phase-in of the PM standards set forth in title 13, CCR section 1961.2(a)(2)(B)2
4 Manufacturer shall use the 2.50 times NMOG+NOx multiplier for vehicles not using the provisions of section (f)(17.1.7)
5 All vehicles within a specific test group shall meet the same Option (either Option 1 or Option 2). A test group that is carried over to a subsequent model year(s) may use one Option one year, then use the other Option another year. In order for a test group to qualify for the provisions of sections (h)(2.2.1) and (k)(7.3), the PM filter filtering performance monitor must detect a malfunction before emissions exceed the PM threshold under Option 2 (e.g., the PM filter filtering performance monitor may not have a deficiency for not being able to detect a malfunction before emissions exceed the PM threshold under Option 2) and must meet the minimum acceptable ratio in section (d)(3.2.1)(G)(vi).
(1.1) Requirement: The OBD II system shall monitor the NMHC converting catalyst(s) for proper NMHC conversion capability. For vehicles equipped with catalyzed PM filters that convert NMHC emissions, the catalyst function of the PM filter shall be monitored in accordance with the PM filter requirements in section (f)(9).
(B) Except as provided below in section (f)(1.2.2)(C), if no failure or deterioration of the catalyst conversion capability could result in emissions exceeding the applicable malfunction criteria of section (f)(1.2.2)(A), the OBD II system shall detect a malfunction when the catalyst has no detectable amount of conversion capability.
(C) For 2004 through 2009 model year vehicles, a manufacturer may request to be exempted from the requirements for NMHC catalyst conversion efficiency monitoring. The Executive Officer shall approve the request upon determining that the manufacturer has demonstrated, through data and/or engineering evaluation, that the average FTP test NMHC conversion efficiency of the system is less than 30 percent (i.e., the cumulative NMHC emissions measured at the outlet of the catalyst are more than 70 percent of the cumulative engine-out NMHC emissions measured at the inlet of the catalyst(s)).
(i) For 2015 through 2024 model year passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard and 2015 through 2024 model year medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, except as provided for in sections (f)(1.2.3)(B)(i)a. through c. below, for catalysts used to generate a feedgas constituency to assist SCR systems (e.g., to increase NO2 concentration upstream of an SCR system), the OBD II system shall detect a malfunction when the catalyst is unable to generate the necessary feedgas constituents for proper SCR system operation. For purposes of this monitoring requirement, the manufacturer shall monitor feedgas generation performance of the NMHC catalyst either by itself or in combination with the catalyzed PM filter described under section (f)(9.2.4)(B).
a. Catalysts are exempt from this monitoring if both of the following criteria are satisfied: (1) no malfunction of the catalyst's feedgas generation ability can cause emissions to increase by 30 percent or more of the applicable full useful life NOx (or NMOG+NOx, if applicable) standard as measured from an applicable emission test cycle; and (2) no malfunction of the catalyst's feedgas generation ability can cause emissions to exceed the applicable full useful life NOx (or NMOG+NOx, if applicable) standard as measured from an applicable emission test cycle.
b. For purposes of using the monitoring exemption allowance above, the manufacturer shall submit a catalyst deterioration plan to the Executive Officer for review and approval. Executive Officer approval of the plan shall be based on the representativeness of the deterioration method to real world catalyst deterioration replicating a total loss of feedgas generation while still maintaining NMHC conversion capability (e.g., a catalyst loaded only with the production-level specification of palladium), and
c. For purposes of using the monitoring exemption allowance above, the manufacturer shall conduct the testing using the NMHC catalyst either by itself or in combination with the catalyzed PM filter described under section (f)(9.2.4)(B).
(ii) For 2025 and subsequent model year vehicles, for catalysts used to generate a feedgas constituency to assist SCR systems (e.g., to increase NO2 concentration upstream of an SCR system), the OBD II system shall detect a malfunction when the catalyst is unable to generate the necessary feedgas constituents to the point when emissions exceed:
(iii) For OBD II systems that have an NMHC catalyst conversion efficiency monitor that fulfills the requirements of section (f)(1.2.2), the manufacturer may use the NMHC catalyst conversion efficiency monitor (i.e., is not required to have a specific feedgas generation performance monitor) to fulfill the feedgas generation performance monitoring requirements of sections (f)(1.2.3)(B)(i) and (f)(1.2.3)(B)(ii).
(D) For catalysts located downstream of an SCR system (e.g., to prevent ammonia slip), the OBD II system shall detect a malfunction when the catalyst has no detectable amount of NMHC, CO, NOx, or PM conversion capability. Catalysts are exempt from this monitoring if both of the following criteria are satisfied: (1) the catalyst is part of the SCR catalyst and monitored as part of the SCR system; and (2) the catalyst is aged as part of the SCR system for the purposes of determining the SCR system monitor malfunction criteria under section (f)(2.2.2). For catalysts located outside the SCR system, except as provided for in section (f)(1.2.3)(D)(i), catalysts are exempt from this monitoring if both of the following criteria are satisfied: (1) no malfunction of the catalyst's conversion capability can cause emissions to increase by 15 percent or more of the applicable full useful life NMHC, NOx (or NMOG+NOx, if applicable), CO, or PM standard as measured from an applicable emission test cycle; and (2) no malfunction of the catalyst's conversion capability can cause emissions to exceed the applicable full useful life NMHC, NOx (or NMOG+NOx, if applicable), CO, or PM standard as measured from an applicable emission test cycle.
(i) For 2022 and subsequent model year medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, monitoring of the catalyst is not required if there is no measurable emission impact on the criteria pollutants (i.e., NMHC, CO, NOx, and PM) during any reasonable driving condition in which the catalyst is most likely to affect criteria pollutants (e.g., during conditions most likely to result in ammonia generation or excessive reductant delivery).
(A) For purposes of determining the catalyst malfunction criteria in sections (f)(1.2.2) and (1.2.3), the manufacturer shall submit a catalyst system aging and monitoring plan to the Executive Officer for review and approval. The plan shall include the description, emission control purpose, and location of each component, the monitoring strategy for each component and/or combination of components, and the method for determining the malfunction criteria of sections (f)(1.2.2) and (1.2.3) including the deterioration/aging process. If the catalyst system contains catalysts in parallel (e.g., a two bank exhaust system where each bank has its own catalyst), the malfunction criteria shall be determined with the “parallel” catalysts equally deteriorated. Executive Officer approval of the plan shall be based on the representativeness of the aging to real world catalyst system component deterioration under normal and malfunctioning engine operating conditions, the effectiveness of the method used to determine the malfunction criteria of section (f)(1.2), the ability of the component monitor(s) to pinpoint the likely area of malfunction and ensure the correct components are repaired/replaced in-use, and the ability of the component monitor(s) to accurately verify that each catalyst component is functioning as designed and as required in sections (f)(1.2.2) and (1.2.3).
(i) In addition to the information described above in section (f)(1.2.4)(A), the catalyst system aging and monitoring plan described above in section (f)(1.2.4)(A) shall also include the timeline for submitting the information and data described under section (f)(1.2.4)(B)(ii) below. The manufacturer may include several dates in the timeline for data submission for new emission control system designs where the manufacturer has not achieved sufficient in-use aging to demonstrate real world deterioration prior to certification of the OBD II system.
(ii) Information and data to support methods established by the manufacturer to represent real world catalyst deterioration under normal and malfunctioning engine operating conditions in sections (f)(1.2.4)(A) shall be submitted to the Executive Officer and shall include an analysis of the potential failure modes and effects, highlighting the most likely cause of failure, comparison of laboratory aged versus real world aged catalysts, and include the following for a laboratory-aged catalyst and three field returned catalysts (data for all field-returned catalysts that are collected for this aging correlation analysis must be submitted to the Executive Officer):
(iii) The Executive Officer shall approve the catalyst aging method upon finding the data passes each of the following “pass” criteria below. If the manufacturer is not able to locate at least one catalyst to be evaluated under pass criteria 1 through 3 below, the manufacturer may propose to include an additional catalyst described in another pass criterion (e.g., if a catalyst described in pass criterion 2 cannot be located, the manufacturer may use an additional catalyst described in either pass criterion 1 or 3 instead) as representative of the missing catalyst.
a. Pass criterion 1: High mileage or field-returned parts with FTP emission results from section (f)(1.2.4)(B)(ii)a. that are less than the OBD emission limit (i.e., parts degraded by less than 2 sigma below the catalyst monitor malfunction threshold) are passing the NMHC catalyst conversion efficiency monitor without MIL illumination. If the vehicle is certified with an NMHC catalyst monitor deficiency for not detecting a malfunction before emissions exceed the malfunction criteria, the emission levels at which the malfunction was detected when the OBD system was certified by the Executive Officer per section (k) will be used in place of the OBD thresholds specified in the regulation.
b. Pass criterion 2: Field-returned parts that have a conversion efficiency averaged over the FTP test that is representative of the manufacturer's durability demonstration part (i.e., parts degraded within 2 sigma of the catalyst monitor malfunction threshold) meet the following: 1) the NMHC catalyst conversion efficiency monitor illuminates the MIL during the applicable cycle (i.e., the FTP cycle, Unified cycle, or alternate monitoring conditions approved under section (d)(3.1.3)) and emissions are below the emission threshold, and 2) the data and analysis show robust detection of NMHC catalyst conversion efficiency malfunctions during conditions meeting the applicable cycle (i.e., the FTP cycle, Unified cycle, or alternate monitoring conditions approved under section (d)(3.1.3)) and all other monitoring conditions. This testing can be done on road or on a dynamometer. If the vehicle is certified with an NMHC catalyst monitor deficiency for not detecting a malfunction before emissions exceed the malfunction criteria, the emission levels at which the malfunction was detected when the OBD system was certified by the Executive Officer per section (k) will be used in place of the OBD thresholds specified in the regulation.
c. Pass criterion 3: Field-returned parts that have a conversion efficiency averaged over the FTP test that is worse than the best performing unacceptable conversion efficiency (i.e., degraded by more than 2 sigma from the catalyst monitor malfunction threshold) or have catastrophically failed meet the following: 1) the NMHC catalyst conversion efficiency monitor illuminates the MIL during the applicable cycle (i.e., the FTP cycle, Unified cycle, or alternate monitoring conditions approved under section (d)(3.1.3)), and 2) the data and analysis show robust detection of NMHC catalyst conversion efficiency malfunctions during conditions meeting the applicable cycle (i.e., the FTP cycle, Unified cycle, or alternate monitoring conditions approved under section (d)(3.1.3)) and all other monitoring conditions. This testing can be done on road or on a dynamometer. If the vehicle is certified with an NMHC catalyst monitor deficiency for not detecting a malfunction before emissions exceed the malfunction criteria, the test cycle conversion efficiency of the manufacturer's deficient durability demonstration part for section (h)(4) testing will be used for this assessment.
(C) The Executive Officer may waive the requirements for the submittal of the plan and data under sections (f)(1.2.4)(A) and (B) above for a test group if the plan and data have been submitted for a previous model year, the aging method has not changed from the previous model year, and the calibrations and hardware of the NMHC catalyst monitor, the engine, and the emission control system for the current model year have not changed to the extent aging mechanisms are affected from the previous model year.
(1.3.1) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (f)(1.2.2) and (1.2.3) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, manufacturers shall track and report the in-use performance of the NMHC converting catalyst monitors under sections (f)(1.2.2) and (f)(1.2.3) in accordance with section (d)(3.2.2).
(A) For vehicles using SAE J1979, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(1.2.2) and (1.2.3) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.1)(B).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(1.2.2) and (1.2.3) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(2.1) Requirement: The OBD II system shall monitor the NOx converting catalyst(s) for proper conversion capability. For vehicles equipped with selective catalytic reduction (SCR) systems or other catalyst systems that utilize an active/intrusive reductant injection (e.g., active lean NOx catalysts utilizing diesel fuel injection), the OBD II system shall monitor the SCR or active/intrusive reductant injection system for proper performance. The individual electronic components (e.g., actuators, valves, sensors, heaters, pumps) in the SCR or active/intrusive reductant injection system shall be monitored in accordance with the comprehensive component requirements in section (f)(15).
(B) Except as provided below in section (f)(2.2.2)(C), if no failure or deterioration of the catalyst conversion capability could result in emissions exceeding the applicable malfunction criteria of section (f)(2.2.2), the OBD II system shall detect a malfunction when the catalyst has no detectable amount of conversion capability.
(C) For 2004 through 2009 model year vehicles, a manufacturer may request to be exempted from the requirements for NOx catalyst conversion efficiency monitoring. The Executive Officer shall approve the request upon determining that the manufacturer has demonstrated, through data and/or engineering evaluation, that the average FTP test NOx conversion efficiency of the system is less than 30 percent (i.e., the cumulative NOx emissions measured at the outlet of the catalyst are more than 70 percent of the cumulative engine-out NOx emissions measured at the inlet of the catalyst(s)).
(i) For 2007 and subsequent model year vehicles, the OBD II system shall detect a system malfunction prior to any failure or deterioration of the system to properly regulate reductant delivery (e.g., urea injection, separate injector fuel injection, post injection of fuel, air assisted injection/mixing) that would cause a vehicle's emissions to exceed the applicable emission levels specified in sections (f)(2.2.2)(A).
(ii) If no failure or deterioration of the reductant delivery system could result in a vehicle's emissions exceeding the applicable malfunction criteria specified in section (f)(2.2.3)(A)(i), the OBD II system shall detect a malfunction when the system has reached its control limits such that it is no longer able to deliver the desired quantity of reductant.
(B) Except as provided for in section (f)(2.2.3)(G), if the catalyst system uses a reductant other than the fuel used for the engine or uses a reservoir/tank for the reductant that is separate from the fuel tank used for the engine, the OBD II system shall detect a malfunction when there is no longer sufficient reductant available to properly operate the reductant system (e.g., the reductant tank is empty).
(C) Except as provided for in section (f)(2.2.3)(H), if the catalyst system uses a reservoir/tank for the reductant that is separate from the fuel tank used for the vehicle, the OBD II system shall detect a malfunction when an improper reductant is used in the reductant reservoir/tank (e.g., the reductant tank is filled with something other than the reductant).
(E) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfunction criteria specified in section (f)(2.2.3)(D)(iii) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a properly operating system. The Executive Officer shall approve the disablement upon the manufacturer submitting data and/or analysis demonstrating that the control system, when operating as designed on a vehicle with all emission controls working properly, routinely operates during these conditions with all of the adjustment allowed by the manufacturer used up.
(F) In lieu of detecting the malfunctions specified in sections (f)(2.2.3)(D)(i) and (ii) with a reductant injection system-specific monitor, the OBD II system may monitor the individual parameters or components that are used as inputs for reductant injection feedback control provided that the monitors detect all malfunctions that meet the criteria in sections (f)(2.2.3)(D)(i) and (ii).
(G) A manufacturer may request to be exempted from the monitoring requirements specified in section (f)(2.2.3)(B) (i.e., monitoring for insufficient reductant). The Executive Officer shall approve the request upon determining that the vehicle has an inducement strategy designed to prevent sustained vehicle operation with no reductant and that the manufacturer is monitoring all inputs to the inducement strategy (e.g., reductant level sensor) in accordance with the comprehensive component requirements in section (f)(15).
(H) A manufacturer may request to be exempted from the monitoring requirements specified in section (f)(2.2.3)(C) (i.e., monitoring for improper reductant). The Executive Officer shall approve the request upon determining that the vehicle has an inducement strategy designed to prevent sustained vehicle operation with poor quality reductant and that the manufacturer is monitoring all inputs to the inducement strategy (e.g., reductant quality sensor) in accordance with the comprehensive component requirements in section (f)(15).
(A) For purposes of determining the catalyst malfunction criteria in section (f)(2.2.2), the manufacturer shall submit a catalyst system aging and monitoring plan to the Executive Officer for review and approval. The plan shall include the description, emission control purpose, and location of each component, the monitoring strategy for each component and/or combination of components, and the method for determining the malfunction criteria of section (f)(2.2.2) including the deterioration/aging process. If the catalyst system contains catalysts in parallel (e.g., a two bank exhaust system where each bank has its own catalyst), the malfunction criteria shall be determined with the “parallel” catalysts equally deteriorated. Executive Officer approval of the plan shall be based on the representativeness of the aging to real world catalyst system component deterioration under normal and malfunctioning engine operating conditions, the effectiveness of the method used to determine the malfunction criteria of section (f)(2.2.2), the ability of the component monitor(s) to pinpoint the likely area of malfunction and ensure the correct components are repaired/replaced in-use, and the ability of the component monitor(s) to accurately verify that each catalyst component is functioning as designed and as required in section (f)(2.2.2).
(i) In addition to the information described above in section (f)(2.2.4)(A), the catalyst system aging and monitoring plan described above in section (f)(2.2.4)(A) shall also include the timeline for submitting the information and data described under section (f)(2.2.4)(B)(ii) below. The manufacturer may include several dates in the timeline for data submission for new emission control system designs where the manufacturer has not achieved sufficient in-use aging to demonstrate real world deterioration prior to certification of the OBD II system.
(ii) Information and data to support methods established by the manufacturer to represent real world catalyst deterioration under normal and malfunctioning engine operating conditions in section (f)(2.2.4)(A) shall be submitted to the Executive Officer and shall include an analysis of the potential failure modes and effects, highlighting the most likely cause of failure, comparison of laboratory aged versus real world aged catalysts, and include the following for a laboratory-aged catalyst and three field-returned catalysts (data for all field-returned catalysts that are collected for this aging correlation analysis must be submitted to the Executive Officer):
(iii) The Executive Officer shall approve the catalyst aging method upon finding the data passes each of the following “pass” criteria below. If the manufacturer is not able to locate at least one catalyst to be evaluated under pass criteria 1 through 3 below, the manufacturer may propose to include an additional catalyst described in another pass criterion (e.g., if a catalyst described in pass criterion 2 cannot be located, the manufacturer may use an additional catalyst described in either pass criterion 1 or 3 instead) as representative of the missing catalyst.
a. Pass criterion 1: High mileage or field-returned parts with FTP emission results from section (f)(2.2.4)(B)(ii)a. that are less than the OBD emission threshold (i.e., parts degraded by less than 2 sigma below the catalyst monitor malfunction threshold) are passing the NOx catalyst conversion efficiency monitor without MIL illumination. If the vehicle is certified with a NOx catalyst monitor deficiency for not detecting a malfunction before emissions exceed the malfunction criteria, the emission levels at which the malfunction was detected when the OBD system was certified by the Executive Officer per section (k) will be used in place of the OBD thresholds specified in the regulation.
b. Pass criterion 2: Field-returned parts that have a conversion efficiency averaged over the FTP test that is representative of the manufacturer's durability demonstration part (i.e., parts degraded within 2 sigma of the catalyst monitor malfunction threshold) meet the following: 1) the NOx catalyst conversion efficiency monitor illuminates the MIL during the applicable cycle (i.e., the FTP cycle, Unified cycle, or alternate monitoring conditions approved under section (d)(3.1.3)) and emissions are below the emission threshold, and 2) the data and analysis show robust detection of NOx catalyst conversion efficiency malfunctions during conditions meeting the applicable cycle (i.e., the FTP cycle, Unified cycle, or alternate monitoring conditions approved under section (d)(3.1.3)) and all other monitoring conditions. This testing can be done on road or on a dynamometer. If the vehicle is certified with a NOx catalyst monitor deficiency for not detecting a malfunction before emissions exceed the malfunction criteria, the emission levels at which the malfunction was detected when the OBD system was certified by the Executive Officer per section (k) will be used in place of the OBD thresholds specified in the regulation.
c. Pass criterion 3: Field-returned parts that have a conversion efficiency averaged over the FTP test that is worse than the best performing unacceptable conversion efficiency (i.e., degraded by more than 2 sigma from the catalyst monitor malfunction threshold) or have catastrophically failed meet the following: 1) the NOx catalyst conversion efficiency monitor illuminates the MIL during the applicable cycle (i.e., the FTP cycle, Unified cycle, or alternate monitoring conditions approved under section (d)(3.1.3)) and 2) the data and analysis show robust detection or NOx catalyst conversion efficiency malfunctions during conditions meeting the applicable cycle (i.e., the FTP cycle, Unified cycle, or alternate monitoring conditions approved under section (d)(3.1.3)) and all other monitoring conditions. This testing can be done on road or on a dynamometer. If the vehicle or engine is certified with a NOx catalyst monitor deficiency for not detecting a malfunction before emissions exceed the malfunction criteria, the test cycle conversion efficiency of the manufacturer's deficient durability demonstration part for section (h)(4) testing will be used for this assessment.
(C) The Executive Officer may waive the requirements for the submittal of the plan and data under sections (f)(2.2.4)(A) and (B) above for a test group if the plan and data have been submitted for a previous model year, the aging method has not changed from the previous model year, and the calibrations and hardware of the NOx catalyst monitor, the engine, and the emission control system for the current model year have not changed to the extent aging mechanisms are affected from the previous model year.
(2.3.1) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (f)(2.2.2), (f)(2.2.3)(A), and (f)(2.2.3)(C) (i.e., catalyst efficiency, reductant delivery performance, and improper reductant) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, manufacturers shall track and report the in-use performance of the NOx converting catalyst monitors under section (f)(2.2.2) in accordance with section (d)(3.2.2).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (f)(2.2.2) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(2.3.3) Manufacturers may request Executive Officer approval to temporarily disable continuous monitoring under conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false indications of malfunctions. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement interval is limited only to that which is technically necessary.
(A) The manufacturer may request Executive Officer approval to delay illumination of the MIL if the vehicle is equipped with an alternative indicator for notifying the vehicle operator of the malfunction. The Executive Officer shall approve the request upon determining the alternative indicator is of sufficient illumination and location to be readily visible under all lighting conditions and provides equivalent assurance that a vehicle operator will be promptly notified and that corrective action will be undertaken.
(B) If the vehicle is not equipped with an alternative indicator and the MIL illuminates, the MIL may be immediately extinguished and the corresponding fault codes erased once the OBD II system has verified that the reductant tank has been properly refilled and the MIL has not been illuminated for any other type of malfunction.
(3.1.1) The OBD II system shall monitor the engine for misfire. The OBD II system shall be capable of detecting misfire occurring in one or more cylinders. To the extent possible without adding hardware for this specific purpose, the OBD II system shall also identify the specific misfiring cylinder.
(3.1.2) If more than one cylinder is misfiring, a separate fault code shall be stored indicating that multiple cylinders are misfiring. When identifying multiple cylinder misfire, the OBD II system is not required to also identify each of the misfiring cylinders individually through separate fault codes.
(3.2.2) Additionally, the requirements of section (f)(3.2.2) shall apply to the following vehicles: (1) for all combustion sensor or combustion quality sensor-equipped (e.g., for use in homogeneous charge compression ignition control systems) 2010 and subsequent model year passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard, (2) for all combustion sensor or combustion quality sensor-equipped 2010 through 2015 model year medium-duty vehicles, (3) for 20 percent of 2016 model year, 50 percent of 2017 model year, and 100 percent of 2018 model year medium-duty vehicles (percentage based on the manufacturer's projected California sales volume for all medium-duty diesel vehicles except MDPVs certified to a chassis dynamometer tailpipe emission standard), and (4) for 20 percent of 2019 model year, 50 percent of 2020 model year, and 100 percent of 2021 model year passenger cars and light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard (percentage based on the manufacturer's projected California sales volume for all passenger cars and light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard):
(3.2.5) Upon request by the manufacturer and upon determining that the manufacturer has submitted data and/or engineering evaluation which support the request, the Executive Officer shall revise the percentage of misfire malfunction criteria in section (f)(3.2.2)(A) upward to exclude detection of misfire that cannot cause the vehicle's emissions to exceed the following:
(3.3.1) Except as provided in section (f)(3.3.2), the OBD II system shall monitor for misfires identified in section (f)(3.2.1) during engine idle conditions at least once per driving cycle in which the monitoring conditions for misfire are met. A manufacturer shall submit monitoring conditions to the Executive Officer for approval. The Executive Officer shall approve manufacturer-defined monitoring conditions that are determined (based on manufacturer-submitted data and/or other engineering documentation) to: (i) be technically necessary to ensure robust detection of malfunctions (e.g., avoid false passes and false detection of malfunctions), (ii) require no more than 1000 cumulative engine revolutions, and (iii) do not require any single continuous idle operation of more than 15 seconds to make a determination that a malfunction is present (e.g., a decision can be made with data gathered during several idle operations of 15 seconds or less); or satisfy the requirements of (d)(3.1) with alternative engine operating conditions.
(3.3.2) Manufacturers may request Executive Officer approval to use alternate monitoring conditions (e.g., off-idle) in lieu of the monitoring conditions specified in section (f)(3.3.1). The Executive Officer shall approve alternate monitoring conditions that are determined (based on manufacturer-submitted data and/or other engineering documentation) to ensure equivalent robust detection of malfunctions and equivalent timeliness in detection of malfunctions.
(i) For 2010 through 2021 model year vehicles and 2022 and subsequent model year vehicles that are not included in the phase-in specified in section (f)(3.3.3)(A)(ii), under positive torque conditions up to75 percent of peak torque with engine speed up to 75 percent of the maximum engine speed except within the following range: the engine operating region bound by the positive torque line (i.e., engine torque with transmission in neutral) and the two following points: engine speed of 50 percent of maximum engine speed with the engine torque at the positive torque line, and 75 percent of the maximum engine speed with the engine torque at 5 percent of peak torque above the positive torque line.
(ii) For 20 percent of 2022 model year, 50 percent of 2023 model year, and 100 percent of 2024 model year vehicles (percentage based on the manufacturer's projected California sales volume for all passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard), under all positive torque engine speed conditions except within the following range: the engine operating region bound by the positive torque line (i.e., engine load with transmission in neutral) and the two following points: engine speed of 50 percent of maximum engine speed with the engine torque at the positive torque line, and 100 percent of the maximum engine speed with the engine torque at 10 percent of peak torque above the positive torque line.
(i) For 2010 through 2018 model year vehicles and 2019 and subsequent model year vehicles that are not included in the phase-in specified in section (f)(3.3.3)(B)(ii), under positive torque conditions up to 75 percent of peak torque with engine speed up to 75 percent of the maximum engine speed except within the following range: the engine operating region bound by the positive torque line (i.e., engine torque with transmission in neutral) and the two following points: engine speed of 50 percent of maximum engine speed with the engine torque at the positive torque line, and 75 percent of the maximum engine speed with the engine torque at 5 percent of peak torque above the positive torque line.
(ii) For 20 percent of 2019 model year, 50 percent of 2020 model year, and 100 percent of 2021 model year medium-duty vehicles (percentage based on the manufacturer's projected California sales volume for all medium-duty diesel vehicles except MDPVs certified to a chassis dynamometer tailpipe emission standard), under all positive torque engine speed conditions except within the following range: the engine operating region bound by the positive torque line (i.e., engine load with transmission in neutral) and the two following points: engine speed of 50 percent of maximum engine speed with the engine torque at the positive torque line, and 100 percent of the maximum engine speed with the engine torque at 10 percent of peak torque above the positive torque line.
(C) If a monitoring system cannot detect all misfire patterns under all required engine speed and load conditions as required in sections (f)(3.3.3)(A) and (B), the manufacturer may request Executive Officer approval to accept the monitoring system. In evaluating the manufacturer's request, the Executive Officer shall consider the following factors: the magnitude of the region(s) in which misfire detection is limited, the degree to which misfire detection is limited in the region(s) (i.e., the probability of detection of misfire events), the frequency with which said region(s) are expected to be encountered in-use, the type of misfire patterns for which misfire detection is troublesome, demonstration that the monitoring technology employed is not inherently incapable of detecting misfire under required conditions (i.e., compliance can be achieved on other engines), and the extent to which the most reliable monitoring method developed is unable to ensure robust detection of misfire in the region(s). The evaluation shall be based on the following misfire patterns: equally spaced misfire occurring on randomly selected cylinders, single cylinder continuous misfire, and paired cylinder (cylinders firing at the same crank angle) continuous misfire.
(D) A manufacturer may request Executive Officer approval to disable misfire monitoring or employ an alternate malfunction criterion when misfire cannot be distinguished from other effects. Upon determining that the manufacturer has presented documentation that demonstrates the disablement interval or period of use of an alternate malfunction criterion is limited only to that necessary for avoiding false detection, the Executive Officer shall approve the disablement or use of the alternate malfunction criterion. Such disablements may include but are not limited to events involving:
(ii) If a pending fault code is stored, the OBD II system shall illuminate the MIL and store a confirmed fault code within 10 seconds if the percentage of misfire specified in section (f)(3.2.2) is again exceeded four times during: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to the engine conditions that occurred when the pending fault code was stored are encountered. Additionally, the pending fault code shall continue to be stored in accordance with section (g)(4.4.5).
(iii) The pending fault code may be erased at the end of the next driving cycle in which similar conditions to the engine conditions that occurred when the pending fault code was stored have been encountered without an exceedance of the specified percentage of misfire. The pending code may also be erased if similar conditions are not encountered during the next 80 driving cycles immediately following initial detection of the malfunction.
b. If freeze frame conditions are stored for a malfunction other than a misfire or fuel system malfunction (see section (f)(4)) when a misfire fault code is stored as specified in section (f)(3.4.2), the stored freeze frame information shall be replaced with freeze frame information regarding the misfire malfunction. Alternatively, for the 2004 through 2018 model years, if freeze frame conditions are stored and reported for a fuel system malfunction (section (f)(4)) when a misfire fault code is stored as specified in section (f)(3.4.2) above, the stored freeze frame information may be replaced with freeze frame information regarding the misfire malfunction.
(C) Storage of misfire conditions for similar conditions determination. Upon detection of misfire under section (f)(3.4.2), the OBD II system shall store the following engine conditions: engine speed, load, and warm-up status of the first misfire event that resulted in the storage of the pending fault code.
The OBD II system shall monitor the fuel delivery system to determine its ability to comply with applicable standards. The individual electronic components (e.g., actuators, valves, sensors, pumps) that are used in the fuel system and not specifically addressed in this section shall be monitored in accordance with the comprehensive component requirements in section (f)(15).
b. 2.5 times any of the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2007 through 2012 model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp-hr NOx; and
c. 2.0 times any of the applicable NMHC or CO standards, the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp-hr NOx;
(B) For vehicles in which no failure or deterioration of the fuel system pressure control could result in a vehicle's emissions exceeding the applicable malfunction criteria specified in section (f)(4.2.1)(A), the OBD II system shall detect a malfunction when the system has reached its control limits such that the commanded fuel system pressure cannot be delivered.
(B) For vehicles in which no failure or deterioration of the fuel injection quantity could result in a vehicle's emissions exceeding the applicable malfunction criteria specified in section (f)(4.2.2)(A), the OBD II system shall detect a malfunction when the system has reached its control limits such that the commanded fuel quantity cannot be delivered.
(A) The OBD II system shall detect a malfunction of the fuel injection system when the system is unable to deliver fuel at the proper crank angle/timing (e.g., injection timing too advanced or too retarded) necessary to maintain a vehicle's NMHC, CO, NOx, and PM emissions at or below the applicable emission levels specified in sections (f)(4.2.2)(A).
(B) For vehicles in which no failure or deterioration of the fuel injection timing could result in a vehicle's emissions exceeding the applicable malfunction criteria specified in section (f)(4.2.3)(A), the OBD II system shall detect a malfunction when the system has reached its control limits such that the commanded fuel injection timing cannot be achieved.
(B) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfunction criteria specified in section (f)(4.2.4)(A)(iii) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a properly operating system. The Executive Officer shall approve the disablement upon the manufacturer submitting data and/or analysis demonstrating that the control system, when operating as designed on a vehicle with all emission controls working properly, routinely operates during these conditions with all of the adjustment allowed by the manufacturer used up.
(C) In lieu of detecting the malfunctions specified in sections (f)(4.2.4)(A)(i) and (ii) with a fuel system-specific monitor, the OBD II system may monitor the individual parameters or components that are used as inputs for fuel system feedback control provided that the monitors detect all malfunctions that meet the criteria in sections (f)(4.2.4)(A)(i) and (ii).
(A) For 2004 through 2018 model year passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard and 2004 through 2012 model year medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, the malfunction criteria shall be established by using a fault that affects either a single injector or all injectors equally.
(B) For 2019 and subsequent model year passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard and 2013 and subsequent model year medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, for section (f)(4.2.1), the malfunction criteria shall be established by using a fault that affects all injectors equally. Additionally, for systems that have single component failures which could affect a single injector (e.g., systems that build injection pressure within the injector that could have a single component pressure fault caused by the injector itself), the malfunction criteria shall also be established by using a fault that affects a single injector.
(C) For 2019 and subsequent model year passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard and 2013 and subsequent model year medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, for sections (f)(4.2.2) through (4.2.3), the malfunction criteria shall be established by both (1) a fault that affects all the injectors equally and (2) a fault that affects only one injector.
(4.3.2) For fuel systems that achieve injection fuel pressure within the injector or increase pressure within the injector (e.g. in the injector of an amplified common rail system), manufacturers may request Executive Officer approval to define the monitoring conditions for malfunctions identified in sections (f)(4.2.1) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). The Executive Officer shall approve the monitoring conditions upon the manufacturer submitting data and/or analysis identifying all possible failure modes and the effect each has (e.g., failure modes and effects analysis) on fuel pressure across the entire range of engine operating conditions, and upon the Executive Officer determining based on the data and/or analysis that the monitoring conditions allow for robust detection of all causes of fuel pressure malfunctions.
(4.3.3) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (f)(4.2.2) and (f)(4.2.3) (i.e., injection quantity and timing) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, for all 2013 and subsequent model year vehicles, manufacturers shall track and report the in-use performance of the fuel system monitors under sections (f)(4.2.2) and (f)(4.2.3) in accordance with section (d)(3.2.2).
(A) For vehicles using SAE J1979, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(4.2.2) and (f)(4.2.3) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.1)(B).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(4.2.2) and (f)(4.2.3) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(4.3.4) Manufacturers may request Executive Officer approval to temporarily disable continuous monitoring under conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false indications of malfunctions. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement interval is limited only to that which is technically necessary.
(B) Except as provided below, if a pending fault code is stored, the OBD II system shall immediately illuminate the MIL and store a confirmed fault code if a malfunction is again detected during any of the following two events: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to those that occurred when the pending fault code was stored are encountered. Additionally, the pending fault code shall continue to be stored in accordance with section (g)(4.4.5).
(C) The pending fault code may be erased at the end of the next driving cycle in which similar conditions have been encountered without an exceedance of the specified fuel system malfunction criteria. The pending code may also be erased if similar conditions are not encountered during the 80 driving cycles immediately after the initial detection of a malfunction for which the pending code was set.
b. If freeze frame conditions are stored for a malfunction other than misfire (see section (f)(3)) or fuel system malfunction when a fuel system fault code is stored as specified in section (f)(4.4.2) above, the stored freeze frame information shall be replaced with freeze frame information regarding the fuel system malfunction.
(ii) The manufacturer may request Executive Officer approval to use an alternate definition of similar conditions in lieu of the definition specified in section (c). The Executive Officer shall approve the alternate definition upon the manufacturer providing data or analysis demonstrating that the alternate definition provides for equivalent robustness in detection of fuel system faults that vary in severity depending on engine speed, load, and/or warm-up status.
(5.1.1) The OBD II system shall monitor all exhaust gas sensors (e.g., oxygen, air-fuel ratio, NOx) used for emission control system feedback (e.g., EGR control/feedback, SCR control/feedback, NOx adsorber control/feedback) or as a monitoring device for proper output signal, activity, response rate, and any other parameter that can affect emissions.
(i) Sensor performance faults: The OBD II system shall detect a malfunction prior to any failure or deterioration of the sensor voltage, resistance, impedance, current, response rate, amplitude, offset, or other characteristic(s) that would cause a vehicle's NMHC, CO, NOx, or PM emissions to exceed:
2. 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2007 through 2012 model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp-hr NOx; and
3. 2.0 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp-hr NOx.
(iv) Monitoring capability: To the extent feasible, the OBD II system shall detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity, offset, or other characteristics are no longer sufficient for use as an OBD II system monitoring device (e.g., for catalyst, EGR, SCR, or NOx adsorber monitoring).
(i) Sensor performance faults: The OBD II system shall detect a malfunction prior to any failure or deterioration of the sensor voltage, resistance, impedance, current, response rate, amplitude, offset, or other characteristic(s) that would cause a vehicle's NMHC, CO, NOx, or PM emissions to exceed:
1. 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.5 g/bhp-hr (e.g., cause NOx emissions to exceed 0.7 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.05 g/bhp-hr PM as measured from an applicable cycle emission test for 2007 through 2009 model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of greater than 0.50 g/bhp-hr NOx;
2. 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.05 g/bhp-hr PM as measured from an applicable cycle emission test for 2007 through 2012 model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp-hr NOx; and
3. 2.0 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp-hr NOx.
(iv) Monitoring capability: To the extent feasible, the OBD II system shall detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity, offset, or other characteristics are no longer sufficient for use as an OBD II system monitoring device (e.g., for catalyst, EGR, SCR, or NOx adsorber monitoring).
a. 2.5 times the applicable NMHC standards, the applicable NOx standard by more than 0.5 g/bhp-hr (e.g., cause NOx emissions to exceed 0.7 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 0.05 g/bhp-hr PM as measured from an applicable cycle emission test for 2007 through 2009 model year vehicles;
b. 2.5 times the applicable NMHC standards, the applicable NOx standard by more than 0.4 g/bhp-hr (e.g., cause NOx emissions to exceed 0.6 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 0.05 g/bhp-hr PM as measured from an applicable cycle emission test for 2010 through 2012 model year vehicles;
c. 2.0 times the applicable NMHC standard, the applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 through 2015 model year vehicles; and
d. 2.0 times the applicable NMHC standards, the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2016 and subsequent model year vehicles.
(D) Monitoring capability: To the extent feasible, the OBD II system shall detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity, offset, or other characteristics are no longer sufficient for use as an OBD II system monitoring device (e.g., for catalyst, EGR, PM filter, SCR, or NOx adsorber monitoring). The dependent monitor (e.g., catalyst, EGR, SCR, or NOx adsorber monitor) for which the sensor is used as an OBD II system monitoring device must make a robust diagnostic decision (e.g., avoid false passes of a best performing unacceptable catalyst and false fails of a nominal catalyst) with a deteriorated but passing exhaust gas sensor.
(i) For the NOx sensor on 2025 and subsequent model year vehicles, the manufacturer shall test each applicable failure mode of the NOx sensor (e.g., sensor offset high failure mode, sensor gain low failure mode) with the component/system for the dependent monitor set at the best performing unacceptable level (e.g., with a best performing unacceptable catalyst). For each applicable NOx sensor failure mode, the manufacturer shall collect one data point with the sensor performance set at the sensor monitor malfunction threshold, at least three data points with the sensor performance set above the sensor malfunction threshold, and at least three data points with the sensor performance set below the sensor malfunction threshold. The spacing between the data points shall be set at two sigma and calculated using the variance of the applicable NOx sensor monitor output (i.e., the variance calculated from the NOx sensor monitor result distribution for the malfunction threshold sensor for the sensor failure mode under consideration). The manufacturer shall also submit test data and/or engineering analysis demonstrating the NOx sensor monitor robustness against false-pass and false-fail decisions. The robustness data/analysis shall include test results from a wide range of sensor monitor enable conditions and may include data/analysis previously collected during development of the sensor monitor. For each applicable NOx sensor failure mode, the manufacturer shall perform tests of all the required data points without sending a scan tool code clear command between each data point test (e.g., for testing of the sensor offset high failure mode, the manufacturer shall perform tests of all seven data points without sending a code clear command in-between each test). The manufacturer shall send a scan tool code clear command between testing of each applicable NOx sensor failure mode (e.g., collect all seven data points for testing of the sensor offset high failure mode, then send a code clear command before testing of the sensor gain high failure mode). The NOx sensor monitor is deemed compliant if, during testing of each applicable sensor failure mode, all the following are met:
(ii) If the manufacturer data do not satisfy sections (f)(5.2.2)(D)(i)a., b., c., e., or f. above due to a result being in the 2 percent tail of a normal distribution or do not satisfy section (f)(5.2.2)(D)(i)d., the manufacturer may submit additional data points at the same sensor performance level to support the demonstration of compliance.
(iii) The Executive Officer may waive the requirements for the submittal of the data under section (f)(5.2.2)(D)(i) above for a test group if the data have been submitted for a previous model year and the calibrations of the NOx sensor monitor and dependent monitor for the current test group have not changed from the previous model year.
(E) NOx sensor activity faults: For 2022 and subsequent model year medium-duty vehicles, the OBD system shall detect a malfunction of the NOx sensor (e.g., internal sensor temperature not properly achieved/maintained, stabilization criteria not properly achieved/maintained) when the NOx sensor is not actively reporting NOx concentration data (i.e., the NOx sensor is not “active”) under conditions when it is technically feasible for a properly-working NOx sensor to be actively reporting NOx concentration data. The malfunctions include, at a minimum, faults that delay the time it takes for the NOx sensor to become “active” after start (e.g., time after start to satisfy NOx sensor stabilization criteria takes longer than normal) and faults that cause the NOx sensor to not be “active” for longer periods of time than normal (e.g., ratio of sensor “inactive” time to “active” time is higher than normal). If the NOx sensor activity fault is caused by a malfunction of a component other than the NOx sensor (e.g., a component that is used as an input necessary to make the NOx sensor become “active”), the OBD system shall monitor the component and detect a malfunction that prevents the NOx sensor from being “active”.
(A) For other exhaust gas sensors, the manufacturer shall submit a monitoring plan to the Executive Officer for approval. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for air-fuel ratio sensors, NOx sensors, and PM sensors under sections (f)(5.2.1) and (f)(5.2.2).
(A) The OBD II system shall detect a malfunction of the heater performance when the current or voltage drop in the heater circuit is no longer within the manufacturer's specified limits for normal operation (i.e., within the criteria required to be met by the component vendor for heater circuit performance at high mileage). Subject to Executive Officer approval, other malfunction criteria for heater performance malfunctions may be used upon the Executive Officer determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate the monitoring reliability and timeliness to be equivalent to the stated criteria in section (f)(5.2.4)(A).
(A) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (f)(5.2.1)(A)(i), (5.2.1)(B)(i), (5.2.2)(A), and (5.2.2)(D) (e.g., sensor performance faults) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, for all 2010 and subsequent model year vehicles, manufacturers shall track and report the in-use performance of the exhaust gas sensor monitors under sections (f)(5.2.1)(A)(i), (5.2.1)(B)(i), and (5.2.2)(A) in accordance with section (d)(3.2.2). Further, for all 2016 and subsequent model year medium-duty vehicles (except MDPVs certified to a chassis dynamometer tailpipe emission standard) and 2019 and subsequent model year passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard, manufacturers shall track and report the in-use performance of the exhaust gas sensor monitors under section (f)(5.2.2)(D) in accordance with section (d)(3.2.2).
(i) For vehicles using SAE J1979, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(5.2.1)(A)(i), (5.2.1)(B)(i), (5.2.2)(A), and (5.2.2)(D) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.1)(B).
(ii) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(5.2.1)(A)(i), (5.2.1)(B)(i), (5.2.2)(A), and (5.2.2)(D) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(C) Except as provided in section (f)(5.3.1)(D), monitoring for malfunctions identified in sections (f)(5.2.1)(A)(ii), (5.2.1)(A)(iii), (5.2.1)(B)(ii), (5.2.1)(B)(iii), (5.2.2)(B), (5.2.2)(C), and (5.2.2)(E) (i.e., circuit continuity, out-of-range, open-loop malfunctions, and NOx sensor activity malfunctions) shall be conducted continuously.
(D) A manufacturer may request Executive Officer approval to disable continuous exhaust gas sensor monitoring when an exhaust gas sensor malfunction cannot be distinguished from other effects (e.g., disable out-of-range low monitoring during fuel cut conditions). The Executive Officer shall approve the disablement upon determining that the manufacturer has submitted test data and/or documentation that demonstrate a properly functioning sensor cannot be distinguished from a malfunctioning sensor and that the disablement interval is limited only to that necessary for avoiding false detection.
(5.4) MIL Illumination and Fault Code Storage: General requirements for MIL illumination and fault code storage are set forth in section (d)(2). To the extent feasible, the OBD II system shall separately detect lack of circuit continuity and out-of-range faults as required under sections (f)(5.2.1)(A)(ii), (f)(5.2.1)(B)(ii), and (f)(5.2.2)(B) and store different fault codes for each distinct malfunction (e.g., out-of-range low, out-of-range high, open circuit). For sensors with sensing elements externally connected to a sensor control module, manufacturers are not required to store different fault codes for lack of circuit continuity and out-of-range faults if: (1) the sensing element (i.e., probe or sensor externally connected to the sensor control module) is a subcomponent integral to the function of the complete sensor unit; (2) the sensing element is permanently attached to the sensor control module with wires or one-time connectors; (3) the complete sensor unit is designed, manufactured, installed, and serviced per manufacturer published procedures as a single component; and (4) the sensor control module and sensing element are calibrated together during the manufacturing process such that neither can be individually replaced in a repair scenario. Additionally, manufacturers are not required to store separate fault codes for lack of circuit continuity faults that cannot be distinguished from other out-of-range or circuit faults.
(6.1.1) The OBD II system shall monitor the EGR system on vehicles so-equipped for low flow rate, high flow rate, and slow response malfunctions. For vehicles equipped with EGR coolers (e.g., heat exchangers), the OBD II system shall monitor the cooler system for insufficient cooling malfunctions. The individual electronic components (e.g., actuators, valves, sensors) that are used in the EGR system shall be monitored in accordance with the comprehensive component requirements in section (f)(15).
(6.1.2) For vehicles with other charge control strategies that affect EGR flow (e.g., systems that modify EGR flow to achieve a desired fresh air flow rate instead of a desired EGR flow rate), the manufacturer shall submit a monitoring plan to the Executive Officer for approval. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for EGR systems under section (f)(6).
c. 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2007 through 2012 model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp-hr NOx; and
d. 2.0 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp-hr NOx.
(B) For vehicles in which no failure or deterioration of the EGR system that causes a decrease in flow could result in a vehicle's emissions exceeding the malfunction criteria specified in section (f)(6.2.1)(A), the OBD II system shall detect a malfunction when either the EGR system has reached its control limits such that it cannot increase EGR flow to achieve the commanded flow rate or, for non-feedback controlled EGR systems, the EGR system has no detectable amount of EGR flow when EGR flow is expected.
(A) The OBD II system shall detect a malfunction of the EGR system, including a leaking EGR valve (i.e., exhaust gas flowing through the valve when the valve is commanded closed), at or prior to an increase from the manufacturer's specified EGR flow rate that would cause a vehicle's NMHC, CO, NOx, or PM emissions to exceed the applicable emission levels specified in sections (f)(6.2.1)(A):
(B) For vehicles in which no failure or deterioration of the EGR system that causes an increase in flow could result in a vehicle's emissions exceeding the malfunction criteria specified in section (f)(6.2.2)(A), the OBD II system shall detect a malfunction when either the EGR system has reached its control limits such that it cannot reduce EGR flow to achieve the commanded flow rate or, for non-feedback controlled EGR systems, the EGR system has maximum detectable EGR flow when little or no EGR flow is expected.
(A) The OBD II system shall detect a malfunction of the EGR system at or prior to any failure or deterioration in the EGR system response (e.g., capability to achieve the specified flow rate within a manufacturer-specified time) that would cause a vehicle's NMHC, CO, NOx, or PM emissions to exceed the applicable emission levels specified in sections (f)(6.2.1)(A). The OBD II system shall monitor the EGR system response under both increasing and decreasing EGR flow rates.
(B) For vehicles in which no failure or deterioration of the EGR system response could result in an engine's emissions exceeding the levels specified in section (f)(6.2.1)(A), the OBD II system shall detect a malfunction of the EGR system when no detectable response to a change in commanded or expected flow rate occurs.
(A) Except as provided for in section (f)(6.2.4)(B), if the vehicle is equipped with feedback or feed-forward control of the EGR system (e.g., feedback control of flow, valve position, pressure differential across the valve via intake throttle or exhaust backpressure), the OBD II system shall detect a malfunction:
(B) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfunction criteria specified in section (f)(6.2.4)(A)(iii) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a properly operating system. The Executive Officer shall approve the disablement upon the manufacturer submitting data and/or analysis demonstrating that the control system, when operating as designed on a vehicle with all emission controls working properly, routinely operates during these conditions with all of the adjustment allowed by the manufacturer used up.
(C) In lieu of detecting the malfunctions specified in sections (f)(6.2.4)(A)(i) and (ii) with an EGR system-specific monitor, the OBD II system may monitor the individual parameters or components that are used as inputs for EGR system feedback control provided that the monitors detect all malfunctions that meet the criteria in sections (f)(6.2.4)(A)(i) and (ii).
(C) For purposes of determining the EGR cooler performance malfunction criteria in section (f)(6.2.5)(A) for EGR cooler systems that consist of more than one cooler (e.g., a pre-cooler and a main cooler, two or more coolers in series), the manufacturer shall submit an EGR cooler system aging and monitoring plan to the Executive Officer for review and approval. The plan shall include the description and location of each component, the monitoring strategy for each component and combination of components, and the method for determining the malfunction criteria of section (f)(6.2.5)(A) including the deterioration/aging process. Executive Officer approval of the plan shall be based on the representativeness of the aging to real world EGR cooler system component deterioration under normal and malfunctioning engine operating conditions and the effectiveness of the method used to determine the malfunction criteria of section (f)(6.2.5)(A).
(C) EGR catalysts are exempt from this monitoring if both of the following criteria are satisfied: (1) no malfunction of the EGR catalyst can cause emissions to increase by 15 percent or more of the applicable full useful life NMHC, NOx (or NMOG+NOx, if applicable), CO, or PM standard as measured from an applicable emission test cycle; and (2) no malfunction of the EGR catalyst can cause emissions to exceed the applicable full useful life NMHC, NOx (or NMOG+NOx, if applicable), CO, or PM standard as measured from an applicable emission test cycle.
(A) Define monitoring conditions in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements) for 2004 through 2009 model year vehicles. Additionally, manufacturers shall track and report the in-use performance of the EGR system monitors under sections (f)(6.2.1) and (f)(6.2.2) in accordance with section (d)(3.2.2).
(i) For vehicles using SAE J1979, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(6.2.1) and (f)(6.2.2) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.1)(B).
(ii) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(6.2.1) and (f)(6.2.2) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(B) Except as provided in section (f)(6.3.5), ensure that monitoring is conducted continuously for all 2010 and subsequent model year vehicles. Additionally, for all 2024 and subsequent model year medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, manufacturers shall define monitoring conditions for malfunctions identified in sections (f)(6.2.1) and (f)(6.2.2) that are continuous and in accordance with section (d)(3.2) (i.e., the minimum ratio requirements), and manufacturers shall track and report the in-use performance of the EGR system monitors under sections (f)(6.2.1) and (f)(6.2.2) in accordance with section (d)(3.2.2).
(i) For vehicles using SAE J1979, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(6.2.1) and (f)(6.2.2) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.1)(B).
(ii) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(6.2.1) and (f)(6.2.2) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(6.3.2) Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(6.2.3) (i.e., slow response) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2). Additionally, manufacturers shall track and report the in-use performance of the EGR system monitors under section (f)(6.2.3) in accordance with section (d)(3.2.2).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (f)(6.2.3) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(6.3.3) The OBD II system shall monitor continuously for malfunctions identified in section (f)(6.2.4) (i.e., EGR feedback control). Additionally, for all 2024 and subsequent model year medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, manufacturers shall define monitoring conditions for malfunctions identified in section (f)(6.2.4) that are continuous and in accordance with section (d)(3.2) (i.e., the minimum ratio requirements), and manufacturers shall track and report the in-use performance of the EGR system monitors under section (f)(6.2.4) in accordance with section (d)(3.2.2).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (f)(6.2.4) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(6.3.4) Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(6.2.5) and (f)(6.2.6) (i.e., cooler performance and EGR catalyst performance) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, manufacturers shall track and report the in-use performance of the EGR system monitors under section (f)(6.2.5) in accordance with section (d)(3.2.2).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (f)(6.2.5) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(6.3.5) Manufacturers may request Executive Officer approval to temporarily disable continuous monitoring under specific conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false indications of malfunctions (e.g., disable EGR low flow monitoring when no or very little flow is commanded, disable EGR high and low flow monitoring when freezing may affect performance of the system). The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating EGR system cannot be distinguished from a malfunctioning EGR system and that the disablement interval is limited only to that which is technically necessary.
(B) Except as provided below, if a pending fault code is stored, the OBD II system shall immediately illuminate the MIL and store a confirmed fault code if a malfunction is again detected during either of the following two events: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to those that occurred when the pending fault code was stored are encountered. Additionally, the pending fault code shall continue to be stored in accordance with section (g)(4.4.5).
(C) The pending fault code shall be erased at the end of the next driving cycle in which similar conditions have been encountered without an exceedance of the specified EGR system malfunction criteria. The pending code may also be erased if similar conditions are not encountered during the 80 driving cycles immediately after the initial detection of a malfunction for which the pending code was set.
(ii) The manufacturer may request Executive Officer approval to use an alternate definition of similar conditions in lieu of the definition specified in section (c). The Executive Officer shall approve the alternate definition upon the manufacturer providing data or analysis demonstrating that the alternate definition provides for equivalent robustness in detection of EGR system faults that vary in severity depending on engine speed, load, and/or warm-up status.
(7.1.1) For 2010 and subsequent model year vehicles, the OBD II system shall monitor the boost pressure control system (e.g., turbocharger) on vehicles so-equipped for under and over boost malfunctions and slow response malfunctions. For vehicles equipped with charge air cooler systems, the OBD II system shall monitor the charge air cooler system for cooling system performance malfunctions. For 2004 and subsequent model year vehicles, the individual electronic components (e.g., actuators, valves, sensors) that are used in the boost pressure control system shall be monitored in accordance with the comprehensive component requirements in section (f)(15).
(7.1.2) For vehicles with other charge control strategies that affect boost pressure (e.g., systems that modify boost pressure to achieve a desired air-fuel ratio instead of a desired boost pressure), the manufacturer shall submit a monitoring plan to the Executive Officer for approval. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for boost pressure control systems under section (f)(7).
a. 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2010 through 2012 model year vehicles; and
b. 2.0 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles.
(B) For vehicles in which no failure or deterioration of the boost pressure control system that causes a decrease in boost could result in a vehicle's emissions exceeding the malfunction criteria specified in section (f)(7.2.1)(A), the OBD II system shall detect a malfunction when either the boost system has reached its control limits such that it cannot increase boost to achieve the commanded boost pressure or, for non-feedback controlled boost systems, the boost system has no detectable amount of boost when boost is expected.
(A) The OBD II system shall detect a malfunction of the boost pressure control system at or prior to an increase from the manufacturer's commanded or expected boost pressure that would cause a vehicle's NMHC, CO, NOx, or PM emissions to exceed the applicable emission levels specified in sections (f)(7.2.1)(A).
(B) For vehicles in which no failure or deterioration of the boost pressure control system that causes an increase in boost could result in a vehicle's emissions exceeding the malfunction criteria specified in section (f)(7.2.2)(A), the OBD II system shall detect a malfunction when either the boost system has reached its control limits such that it cannot decrease boost to achieve the commanded boost pressure or, for non-feedback controlled boost systems, the boost system has maximum detectable boost when little or no boost is expected.
(i) The OBD II system shall detect a malfunction at or prior to any failure or deterioration in the capability of the VGT system to achieve the commanded turbocharger geometry within a manufacturer-specified time that would cause a vehicle's NMHC, CO, NOx, or PM emissions to exceed the applicable emission levels specified in section (f)(7.2.1)(A).
(ii) For vehicles in which no failure or deterioration of the VGT system response could result in a vehicle's emissions exceeding the levels specified in section (f)(7.2.1)(A), the OBD II system shall detect a malfunction of the VGT system when no detectable response to a change in commanded turbocharger geometry occurs.
(i) The OBD II system shall detect a malfunction prior to any failure or deterioration in the boost pressure control system response (e.g., capability to achieve the commanded or expected boost pressure within a manufacturer-specified time) that would cause vehicle's NMHC, CO, NOx, or PM emissions to exceed the applicable emission levels specified in section (f)(7.2.1)(A).
(ii) For vehicles in which no failure or deterioration of the boost system response could result in an engine's emissions exceeding the levels specified in section (f)(7.2.1)(A), the OBD II system shall detect a malfunction of the boost system when no detectable response to a commanded or expected change in boost pressure occurs.
(B) For vehicles in which no failure or deterioration of the charge air cooling system that causes a decrease in cooling performance could result in a vehicle's emissions exceeding the malfunction criteria specified in section (f)(7.2.4)(A), the OBD II system shall detect a malfunction when the system has no detectable amount of charge air cooling.
(C) For purposes of determining the charge air cooling performance malfunction criteria in section (f)(7.2.4)(A) for charge air cooling systems that consist of more than one cooler (e.g., a pre-cooler and a main cooler, two or more coolers in series), the manufacturer shall submit a charge air cooling system aging and monitoring plan to the Executive Officer for review and approval. The plan shall include the description and location of each component, the monitoring strategy for each component and combination of components, and the method for determining the malfunction criteria of section (f)(7.2.4)(A) including the deterioration/aging process. Executive Officer approval of the plan shall be based on the representativeness of the aging to real world charge air cooling system component deterioration under normal and malfunctioning engine operating conditions and the effectiveness of the method used to determine the malfunction criteria of section (f)(7.2.4)(A).
(B) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfunction criteria specified in section (f)(7.2.5)(A)(iii) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a properly operating system. The Executive Officer shall approve the disablement upon the manufacturer submitting data and/or analysis demonstrating that the control system, when operating as designed on a vehicle with all emission controls working properly, routinely operates during these conditions with all of the adjustment allowed by the manufacturer used up.
(C) In lieu of detecting the malfunctions specified in sections (f)(7.2.5)(A)(i) and (ii) with a boost pressure system-specific monitor, the OBD II system may monitor the individual parameters or components that are used as inputs for boost pressure system feedback control provided that the monitors detect all malfunctions that meet the criteria in sections (f)(7.2.5)(A)(i) and (ii).
(7.3.1) Except as provided in section (f)(7.3.4), the OBD II system shall monitor continuously for malfunctions identified in sections (f)(7.2.1), (7.2.2), and (7.2.5) (i.e., over and under boost, feedback control). Additionally, for all 2024 and subsequent model year medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, manufacturers shall define monitoring conditions for malfunctions identified in sections (f)(7.2.1), (7.2.2), and (7.2.5) that are continuous and in accordance with section (d)(3.2) (i.e., the minimum ratio requirements), and manufacturers shall track and report the in-use performance of the boost pressure control system monitors under sections (f)(7.2.1), (7.2.2), and (7.2.5) in accordance with section (d)(3.2.2).
(A) For vehicles using SAE J1979, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(7.2.1), (7.2.2), and (7.2.5) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.1)(B).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(7.2.1), (7.2.2), and (7.2.5) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(7.3.2) Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(7.2.3) (i.e., slow response) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2). Additionally, for all 2010 and subsequent model year vehicles, manufacturers shall track and report the in-use performance of the boost pressure control system monitors under section (f)(7.2.3) in accordance with section (d)(3.2.2).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (f)(7.2.3) shall be tracked separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(7.3.3) Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(7.2.4) (i.e., charge air cooler performance) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, manufacturers shall track and report the in-use performance of the boost pressure control system monitors under section (f)(7.2.4) in accordance with section (d)(3.2.2).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (f)(7.2.4) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(7.3.4) Manufacturers may request Executive Officer approval to temporarily disable continuous monitoring under conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false indications of malfunctions (e.g., disable monitoring of underboost when commanded or expected boost pressure is very low). The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement interval is limited only to that technically necessary.
(B) Except as provided below, if a pending fault code is stored, the OBD II system shall immediately illuminate the MIL and store a confirmed fault code if a malfunction is again detected during either of the following two events: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to those that occurred when the pending fault code was stored are encountered. Additionally, the pending fault code shall continue to be stored in accordance with section (g)(4.4.5).
(C) The pending fault code shall be erased at the end of the next driving cycle in which similar conditions have been encountered without an exceedance of the specified boost pressure control system malfunction criteria. The pending code may also be erased if similar conditions are not encountered during the 80 driving cycles immediately after the initial detection of a malfunction for which the pending code was set.
(ii) The manufacturer may request Executive Officer approval to use an alternate definition of similar conditions in lieu of the definition specified in section (c). The Executive Officer shall approve the alternate definition upon the manufacturer providing data or analysis demonstrating that the alternate definition provides for equivalent robustness in detection of boost pressure control system faults that vary in severity depending on engine speed, load, and/or warm-up status.
(8.1) Requirement: The OBD II system shall monitor the NOx adsorber(s) on vehicles so-equipped for proper performance. For vehicles equipped with active/intrusive injection (e.g., in-exhaust fuel and/or air injection) to achieve desorption of the NOx adsorber(s), the OBD II system shall monitor the active/intrusive injection system for proper performance. The individual electronic components (e.g., injectors, valves, sensors) that are used in the active/intrusive injection system shall be monitored in accordance with the comprehensive component requirements in section (f)(15).
(B) If no failure or deterioration of the NOx adsorber system capability could result in a vehicle's emissions exceeding the applicable malfunction criteria specified in section (f)(8.2.1)(A), the OBD II system shall detect a malfunction when the system has no detectable amount of NOx adsorber capability.
(8.2.2) For systems that utilize active/intrusive injection (e.g., in-cylinder post fuel injection, in-exhaust air-assisted fuel injection) to achieve desorption of the NOx adsorber, the OBD II system shall detect a malfunction if any failure or deterioration of the injection system's ability to properly regulate injection causes the system to be unable to achieve desorption of the NOx adsorber.
(B) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfunction criteria specified in section (f)(8.2.3)(A)(iii) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a properly operating system. The Executive Officer shall approve the disablement upon the manufacturer submitting data and/or analysis demonstrating that the control system, when operating as designed on a vehicle with all emission controls working properly, routinely operates during these conditions with all of the adjustment allowed by the manufacturer used up.
(C) In lieu of detecting the malfunctions specified in sections (f)(8.2.3)(A)(i) and (ii) with a NOx adsorber-specific monitor, the OBD II system may monitor the individual parameters or components that are used as inputs for NOx adsorber or active/intrusive injection system feedback control provided that the monitors detect all malfunctions that meet the criteria in sections (f)(8.2.3)(A)(i) and (ii).
(A) For purposes of determining the NOx adsorber system malfunction criteria in section (f)(8.2.1) for NOx adsorber systems that consist of more than one NOx adsorber (e.g., two or more adsorbers in series), the manufacturer shall submit a system aging and monitoring plan to the Executive Officer for review and approval. The plan shall include the description and location of each component, the monitoring strategy for each component and/or combination of components, and the method for determining the malfunction criteria of section (f)(8.2.1) including the deterioration/aging process. Executive Officer approval of the plan shall be based on the representativeness of the aging to real world NOx adsorber system component deterioration under normal and malfunctioning engine operating conditions, the effectiveness of the method used to determine the malfunction criteria of section (f)(8.2.1), the ability of the component monitor(s) to pinpoint the likely area of malfunction and ensure the correct components are repaired/replaced in-use, and the ability of the component monitor(s) to accurately verify that each NOx adsorber system component is functioning as designed and as required in section (f)(8.2.1).
(i) In addition to the information described above in section (f)(8.2.4)(A), the adsorber system aging and monitoring plan described above in section (f)(8.2.4)(A) shall also include the timeline for submitting the information and data described under section (f)(8.2.4)(B)(ii) below. The manufacturer may include several dates in the timeline for data submission for new emission control system designs where the manufacturer has not achieved sufficient in-use aging to demonstrate real world deterioration prior to certification of the OBD II system.
(ii) Information and data to support methods established by the manufacturer to represent real world NOx adsorber system deterioration under normal and malfunctioning engine operating conditions in section (f)(8.2.4)(A) shall be submitted to the Executive Officer and shall include an analysis of the potential failure modes and effects, highlighting the most likely cause of failure, comparison of laboratory aged versus real world aged adsorbers, and include the following for a laboratory-aged adsorber and three field-returned NOx adsorbers (data for all field-returned adsorbers that are collected for this aging correlation analysis must be submitted to the Executive Officer):
(iii) The Executive Officer shall approve the adsorber aging method upon finding the data passes each of the following “pass” criteria below. If the manufacturer is not able to locate at least one adsorber to be evaluated under pass criteria 1 through 3 below, the manufacturer may propose to include an additional adsorber described in another pass criterion (e.g., if an adsorber described in pass criterion 2 cannot be located, the manufacturer may use an additional adsorber described in either pass criterion 1 or 3 instead) as representative of the missing adsorber.
a. Pass criterion 1: High mileage or field-returned parts with FTP emission results from section (f)(8.2.4)(B)(ii)a. that are less than the OBD emission threshold (i.e., parts degraded by less than 2 sigma below the adsorber monitor malfunction threshold) are passing the NOx adsorber capability monitor without MIL illumination. If the vehicle is certified with a NOx adsorber monitor deficiency for not detecting a malfunction before emissions exceed the malfunction criteria, the emission levels at which the malfunction was detected when the OBD system was certified by the Executive Officer per section (k) will be used in place of the OBD thresholds specified in the regulation.
b. Pass criterion 2: Field-returned parts that have an adsorber capability averaged over the FTP test that is representative of the manufacturer's durability demonstration part (i.e., parts degraded within 2 sigma of the adsorber monitor malfunction threshold) meet the following: 1) the NOx adsorber capability monitor illuminates the MIL during the applicable cycle (i.e., the FTP cycle, Unified cycle, or alternate monitoring conditions approved under section (d)(3.1.3)) and emissions are below the emission threshold, and 2) the data and analysis show robust detection of NOx adsorber capability malfunctions during conditions meeting the applicable cycle (i.e., the FTP cycle, Unified cycle, or alternate monitoring conditions approved under section (d)(3.1.3)) and all other monitoring conditions. This testing can be done on road or on a dynamometer. If the vehicle or engine is certified with a NOx adsorber monitor deficiency for not detecting a malfunction before emissions exceed the malfunction criteria, the emission levels at which the malfunction was detected when the OBD system was certified by the Executive Officer per section (k) will be used in place of the OBD thresholds specified in the regulation.
c. Pass criterion 3: Field-returned parts that have an adsorber capability averaged over the FTP test that is worse than the best performing unacceptable adsorber capability (i.e., degraded by more than 2 sigma from the adsorber monitor malfunction threshold) or have catastrophically failed meet the following: 1) the NOx adsorber capability monitor illuminates the MIL during the applicable cycle (i.e., the FTP cycle, Unified cycle, or alternate monitoring conditions approved under section (d)(3.1.3)), and 2) the data and analysis show robust detection during of NOx adsorber capability malfunctions during conditions meeting the applicable cycle (i.e., the FTP cycle, Unified cycle, or alternate monitoring conditions approved under section (d)(3.1.3)) and all other monitoring conditions. This testing can be done on road or on a dynamometer. If the vehicle or engine is certified with a NOx adsorber monitor deficiency for not detecting a malfunction before emissions exceed the malfunction criteria, the test cycle adsorber capability of the manufacturer's deficient durability demonstration part for section (h)(4) testing will be used for this assessment.
(C) The Executive Officer may waive the requirements for the submittal of the plan and data under sections (f)(8.2.4)(A) and (B) above for a test group if the plan and data have been submitted for a previous model year, the aging method has not changed from the previous model year, and the calibrations and hardware of the NOx adsorber monitor, the engine, and the emission control system for the current model year have not changed to the extent aging mechanisms are affected from the previous model year.
(8.3.1) Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(8.2.1) (i.e., adsorber capability) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, manufacturers shall track and report the in-use performance of the NOx adsorber monitors under section (f)(8.2.1) in accordance with section (d)(3.2.2).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (f)(8.2.1) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(8.3.3) Manufacturers may request Executive Officer approval to temporarily disable continuous monitoring under conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false indications of malfunctions. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement interval is limited only to that which is technically necessary.
(9.1) Requirement: The OBD II system shall monitor the PM filter on vehicles so-equipped for proper performance. For vehicles equipped with active regeneration systems that utilize an active/intrusive injection (e.g., in-exhaust fuel injection, in-exhaust fuel/air burner), the OBD II system shall monitor the active/intrusive injection system for proper performance. The individual electronic components (e.g., injectors, valves, sensors) that are used in the active/intrusive injection system shall be monitored in accordance with the comprehensive component requirements in section (f)(15).
d. the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test on 2024 and 2025 model year vehicles;
e. For 2026 and subsequent model year vehicles, the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or the PM thresholds (as measured from an applicable cycle emission test cycle) from either Option 1 or Option 2 as described below:
(iii) For 2014 through 2015 model year medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, the manufacturer shall use the malfunction criteria in section (f)(9.2.1)(A)(ii)c. above without using the provisions of section (f)(17.1) to exclude specific failure modes on vehicles under one of the following two options below:
(B) If no failure or deterioration causes an increase in the PM filter regeneration frequency that could result in a vehicle's emissions exceeding the applicable malfunction criteria specified in section (f)(9.2.2)(A), the OBD II system shall detect a malfunction when the PM filter regeneration frequency exceeds the manufacturer's specified design limits for allowable regeneration frequency.
(A) NMHC conversion: For 2015 and subsequent model year passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard and 2015 and subsequent model year medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard with catalyzed PM filters that convert NMHC emissions:
3. the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 2.0 times the applicable NMHC standards for 2024 and subsequent model year medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard; or
(iii) PM filters are exempt from the monitoring requirements of sections (f)(9.2.4)(A)(i) and (ii) if both of the following criteria are satisfied: (1) no malfunction of the PM filter's NMHC conversion capability can cause emissions to increase by 15 percent or more of the applicable full useful life NMHC, NOx (or NMOG+NOx, if applicable), CO, or PM standard as measured from an applicable emission test cycle; and (2) no malfunction of the PM filter's NMHC conversion capability can cause emissions to exceed the applicable full useful life NMHC, NOx (or NMOG+NOx, if applicable), CO, or PM standard as measured from an applicable emission test cycle.
(i) For 2016 through 2024 model year medium-duty vehicles (except MDPVs certified to a chassis dynamometer tailpipe emission standard) and 2019 through 2024 model year passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard with catalyzed PM filters used to generate a feedgas constituency to assist SCR systems (e.g., to increase NO2 concentration upstream of an SCR system), except as provided below in sections (f)(9.2.4)(B)(i)a. through c. below, the OBD II system shall detect a malfunction when the system is unable to generate the necessary feedgas constituents for proper SCR system operation. For purposes of this monitoring requirement, the manufacturer shall monitor feedgas generation performance of the catalyzed PM filter either by itself or in combination with the NMHC catalyst described under section (f)(1.2.3)(B).
a. Catalyzed PM filters are exempt from this monitoring if both of the following criteria are satisfied: (1) no malfunction of the catalyzed PM filter's feedgas generation ability can cause emissions to increase by 30 percent or more of the applicable full useful life NOx (or NMOG+NOx, if applicable) standard as measured from an applicable emission test cycle; and (2) no malfunction of the catalyzed PM filter's feedgas generation ability can cause emissions to exceed the applicable full useful life NOx (or NMOG+NOx, if applicable) standard as measured from an applicable emission test cycle.
b. For purposes of using the monitoring exemption allowance above, the manufacturer shall submit a catalyzed PM filter deterioration plan to the Executive Officer for review and approval. Executive Officer approval of the plan shall be based on the representativeness of the deterioration method to real world catalyzed PM filter deterioration replicating a total loss of feedgas generation while still maintaining NMHC conversion capability (e.g., a catalyzed PM filter loaded only with the production-level specification of palladium).
c. For purposes of using the monitoring exemption allowance above, the manufacturer shall conduct the testing using the catalyzed PM filter either by itself or in combination with the NMHC catalyst described under section (f)(1.2.3)(B).
(ii) For 2025 and subsequent model year vehicles, for catalyzed PM filters used to generate a feedgas constituency to assist SCR systems (e.g., to increase NO2 concentration upstream of an SCR system), the OBD II system shall detect a malfunction when the catalyzed PM filter is unable to generate the necessary feedgas constituents to the point when emissions exceed:
b. For medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test.
(iii) For OBD II systems that have a catalyzed PM filter NMHC conversion monitor or are exempt from the catalyzed PM filter NMHC conversion monitoring requirements in accordance with section (f)(9.2.4)(A), the manufacturer is not required to meet the feedgas generation performance monitoring requirements of sections (f)(9.2.4)(B)(i) and (f)(9.2.4)(B)(ii).
(9.2.6) Active/Intrusive Injection: For systems that utilize active/intrusive injection (e.g., in-cylinder post fuel injection, in-exhaust air-assisted fuel injection) to achieve regeneration of the PM filter, the OBD II system shall detect a malfunction if any failure or deterioration of the injection system's ability to properly regulate injection causes the system to be unable to achieve regeneration of the PM filter.
(A) Except as provided for in section (f)(9.2.7)(B), if the vehicle is equipped with feedback or feed-forward control of the PM filter regeneration (e.g., feedback control of oxidation catalyst inlet temperature, PM filter inlet or outlet temperature, in-cylinder or in-exhaust fuel injection), the OBD II system shall detect a malfunction:
(B) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfunction criteria specified in section (f)(9.2.7)(A)(iii) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a properly operating system. The Executive Officer shall approve the disablement upon the manufacturer submitting data and/or analysis demonstrating that the control system, when operating as designed on a vehicle with all emission controls working properly, routinely operates during these conditions with all of the adjustment allowed by the manufacturer used up.
(C) In lieu of detecting the malfunctions specified in sections (f)(9.2.7)(A)(i) and (ii) with a PM filter-specific monitor, the OBD II system may monitor the individual parameters or components that are used as inputs for PM filter regeneration feedback control provided that the monitors detect all malfunctions that meet the criteria in sections (f)(9.2.7)(A)(i) and (ii).
(9.3.1) Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(9.2.1) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). Additionally, for all 2010 and subsequent model year vehicles, manufacturers shall track and report the in-use performance of the PM filter monitors under section (f)(9.2.1) in accordance with section (d)(3.2.2).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (f)(9.2.1) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(9.3.2) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (f)(9.2.2) through (9.2.6) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2). Additionally, for all 2024 and subsequent model year medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, manufacturers shall track and report the in-use performance of the PM filter monitors under sections (f)(9.2.2), (f)(9.2.5), and (f)(9.2.6) in accordance with section (d)(3.2.2).
(A) For vehicles using SAE J1979, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(9.2.2), (f)(9.2.5), and (f)(9.2.6) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.1)(B).
(B) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(9.2.2), (f)(9.2.5), and (f)(9.2.6) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(9.3.4) Manufacturers may request Executive Officer approval to temporarily disable continuous monitoring under conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false indications of malfunctions. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement interval is limited only to that which is technically necessary.
(10.2.1) For the purposes of section (f)(10), “CV system” is defined as any form of crankcase ventilation system, regardless of whether it utilizes positive pressure or whether it vents to the atmosphere, the intake, or the exhaust. “CV valve” is defined as any form of valve, orifice, or filter/separator used to restrict, control, or alter the composition (e.g., remove oil vapor or particulate matter) of the crankcase vapor flow. Further, any additional external CV system tubing or hoses used to equalize crankcase pressure or to provide a ventilation path between various areas of the engine (e.g., crankcase and valve cover) are considered part of the CV system “between the crankcase and the CV valve” and subject to the malfunction criteria in section (f)(10.2.2) or (f)(10.2.3) below.
(C) Detection of a disconnection is not required if the disconnection cannot be made without first disconnecting a monitored portion of the system (e.g., the CV system is designed such that the CV valve is fastened directly to the crankcase in a manner which makes it significantly more difficult to remove the valve from the crankcase before disconnecting the line between the valve and the intake ducting (taking aging effects into consideration) and the line between the valve and the intake ducting is monitored for disconnection).
(D) Subject to Executive Officer approval, system designs that utilize tubing between the valve and the crankcase shall also be exempted from the monitoring requirement for detection of disconnection between the crankcase and the CV valve. The manufacturer shall file a request and submit data and/or engineering evaluation in support of the request. The Executive Officer shall approve the request upon determining that the connections between the valve and the crankcase are: (i) resistant to deterioration or accidental disconnection, (ii) significantly more difficult to disconnect than the line between the valve and the intake ducting, and (iii) not subject to disconnection per manufacturer's maintenance, service, and/or repair procedures for non-CV system repair work.
(F) For medium-duty vehicles with engines certified on an engine dynamometer having an open CV system (i.e., a system that releases crankcase emissions to the atmosphere without routing them to the intake ducting or to the exhaust upstream of the aftertreatment), the manufacturer shall submit a plan for Executive Officer approval of the monitoring strategy, malfunction criteria, and monitoring conditions prior to OBD certification. Executive Officer approval shall be based on the effectiveness of the monitoring strategy to (i) monitor the performance of the CV system to the extent feasible with respect to the malfunction criteria in section (f)(10.2.2) and the monitoring conditions required by the diagnostic, and (ii) monitor the ability of the CV system to control crankcase vapor emitted to the atmosphere relative to the manufacturer's design and performance specifications for a properly functioning system (e.g., if the system is equipped with a filter and/or separator to reduce crankcase emissions to the atmosphere, the OBD II system shall monitor the integrity of the filter and/or function of the separator).
(A) Except as provided below, the OBD II system shall detect a CV system malfunction of any hose, tube, or line that transports crankcase vapors when the system contains a disconnection or break equal to or greater than the smallest internal cross-sectional area of that hose, tube, or line. For the purposes of section (f)(10.2.3), “external hose, tubing, or line” includes any fittings that are used for connection such as nipples or barbs that the hoses must be placed over for proper attachment.
(B) Manufacturers are not required to detect disconnections or breaks of any CV system hose, tube, or line if said disconnection or break (1) causes the vehicle to stall immediately during idle operation; or (2) is unlikely to occur due to a CV system design that is integral to the induction system (e.g., machined passages rather than tubing or hoses); (3) results in a rapid loss of oil or other overt indication of a CV system malfunction such that the vehicle operator is certain to respond and have the vehicle repaired; or (4) occurs downstream of where the crankcase vapors are delivered to the air intake system.
(C) For medium-duty vehicles with engines certified on an engine dynamometer having an open CV system (i.e., a system that releases crankcase emissions to the atmosphere without routing them to the intake ducting or to the exhaust upstream of the aftertreatment), the manufacturer shall submit a plan for Executive Officer approval of the monitoring strategy, malfunction criteria, and monitoring conditions prior to OBD certification. Executive Officer approval shall be based on the effectiveness of the monitoring strategy to (i) monitor the performance of the CV system to the extent feasible with respect to the malfunction criteria in sections (f)(10.2.3)(A) and (B) and the monitoring conditions required by the diagnostic, and (ii) monitor the ability of the CV system to control crankcase vapor emitted to the atmosphere relative to the manufacturer's design and performance specifications for a properly functioning system (e.g., if the system is equipped with a filter and/or separator to reduce crankcase emissions to the atmosphere, the OBD II system shall monitor the integrity of the filter and/or function of the separator).
(10.4) MIL Illumination and Fault Code Storage: General requirements for MIL illumination and fault code storage are set forth in section (d)(2). The stored fault code need not specifically identify the CV system (e.g., a fault code for EGR or intake air mass flow rationality faults can be stored) if the manufacturer demonstrates that additional monitoring hardware would be necessary to make this identification and provided that the manufacturer's diagnostic and repair procedures for the detected malfunction include directions to check the integrity of the CV system.
(11.1.3) For vehicles equipped with a component other than a thermostat that regulates the ECT (e.g., electric water pump), the manufacturer shall submit a monitoring plan to the Executive Officer for approval. The Executive Officer shall approve the plan upon determining that the manufacturer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring requirements specified for the thermostat under section (f)(11).
(11.1.4) For vehicles that use an engine and/or engine component temperature sensor or system (e.g. oil temperature sensor, cylinder head temperature sensor) in lieu of or in addition to the cooling system and ECT sensor for an indication of engine operating temperature for emission control purposes (e.g., to modify fuel injection timing or quantity), the following requirements shall apply:
(A) For vehicles that use an engine and/or engine component temperature sensor or system in lieu of the cooling system and ECT sensor, the manufacturer shall submit a monitoring plan to the Executive Officer for approval. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring required for the engine cooling system under section (f)(11).
(B) For 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year vehicles that use an engine and/or engine component temperature sensor or system in addition to the cooling system and ECT sensor (including systems that use more than one thermostat or flow control device to regulate different temperatures in different cooling circuits and use input from at least two temperature sensors in separate cooling circuits for an indication of engine operating temperatures for emission control purposes), the manufacturer shall submit a monitoring plan to the Executive Officer for approval. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring required for the engine cooling system under section (f)(11).
(ii) The coolant temperature does not reach a warmed-up temperature within 20 degrees Fahrenheit (or 11.1 degrees Celsius) of the manufacturer's nominal thermostat regulating temperature. Subject to Executive Officer approval, a manufacturer may utilize lower temperatures for this criterion upon the Executive Officer determining that the manufacturer has demonstrated that the fuel, injection timing, and/or other coolant temperature-based modifications to the engine control strategies would not cause an emission increase of 50 or more percent of any of the applicable standards.
(B) For 2013 and subsequent model year vehicles, the OBD II system shall detect a thermostat fault if, after the coolant temperature has reached the temperatures indicated in sections (f)(11.2.1)(A)(i) and (ii), the coolant temperature drops below the temperature indicated in section (f)(11.2.1)(A)(i).
(D) For monitoring of malfunctions under section (f)(11.2.1)(A) and (B), with Executive Officer approval, a manufacturer may use alternate malfunction criteria and/or monitoring conditions (see section (f)(11.3)) that are a function of temperature at engine start on vehicles that do not reach the temperatures specified in the malfunction criteria when the thermostat is functioning properly. Executive Officer approval shall be granted upon determining that the manufacturer has submitted data that demonstrate that a properly operating system does not reach the specified temperatures, that the monitor is capable of meeting the specified malfunction criteria at engine start temperatures greater than 50 degrees Fahrenheit (or 10 degrees Celsius), and that the overall effectiveness of the monitor is comparable to a monitor meeting these thermostat monitoring requirements at lower temperatures.
(E) A manufacturer may request Executive Officer approval to be exempted from the requirements of thermostat monitoring under sections (f)(11.2.1)(A) and (B). Executive Officer approval shall be granted upon determining that the manufacturer has demonstrated that a malfunctioning thermostat cannot cause a measurable increase in emissions during any reasonable driving condition nor cause any disablement of other monitors.
(i) The OBD II system shall detect a malfunction if the ECT sensor does not achieve the highest stabilized minimum temperature which is needed to begin closed-loop, feedback, or feed-forward operation of all emission control strategies (e.g., feedback control of fuel pressure, EGR flow, boost pressure) within an Executive Officer approved time interval after engine start.
(C) Stuck in Range Below the Highest Minimum Enable Temperature. To the extent feasible when using all available information, the OBD II system shall detect a malfunction if the ECT sensor inappropriately indicates a temperature below the highest minimum enable temperature required by the OBD II system to enable other diagnostics (e.g., an OBD II system that requires ECT to be greater than 140 degrees Fahrenheit to enable a diagnostic must detect malfunctions that cause the ECT sensor to inappropriately indicate a temperature below 140 degrees Fahrenheit). Manufacturers are exempted from this requirement for temperature regions in which the monitors required under sections (f)(11.2.1) or (f)(11.2.2)(B) will detect ECT sensor malfunctions as defined in section (f)(11.2.2)(C).
(i) To the extent feasible when using all available information, the OBD II system shall detect a malfunction if the ECT sensor inappropriately indicates a temperature above the lowest maximum enable temperature required by the OBD II system to enable other diagnostics (e.g., an OBD II system that requires ECT to be less than 90 degrees Fahrenheit at engine start to enable a diagnostic must detect malfunctions that cause the ECT sensor to inappropriately indicate a temperature above 90 degrees Fahrenheit).
(ii) Manufacturers are exempted from this requirement for temperature regions in which the monitors required under sections (f)(11.2.1), (f)(11.2.2)(B), or (f)(11.2.2)(C) (i.e., ECT sensor or thermostat malfunctions) will detect ECT sensor malfunctions as defined in section (f)(11.2.2)(D) or in which the MIL will be illuminated under the requirements of section (d)(2.2.3) for default mode operation (e.g., overtemperature protection strategies).
(iii) For 2006 and subsequent model year applications, manufacturers are also exempted from the requirements of section (f)(11.2.2)(D) for temperature regions where the temperature gauge indicates a temperature in the red zone (engine overheating zone) or an overtemperature warning light is illuminated for vehicles that have a temperature gauge or warning light on the instrument panel and utilize the same ECT sensor for input to the OBD II system and the temperature gauge/warning light.
(A) Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(11.2.1)(A) in accordance with section (d)(3.1) except as provided for in section (f)(11.3.1)(E). Additionally, except as provided for in sections (f)(11.3.1)(C) through (E), monitoring for malfunctions identified in section (f)(11.2.1)(A) shall be conducted once per driving cycle on every driving cycle in which the ECT sensor indicates, at engine start, a temperature lower than the temperature established as the malfunction criteria in section (f)(11.2.1)(A).
(D) Manufacturers may request Executive Officer approval to suspend or disable thermostat monitoring required under sections (f)(11.2.1)(A) and (B) if the vehicle is subjected to conditions which could lead to false diagnosis (e.g., vehicle operation at idle for more than 50 percent of the warm-up time, engine block heater operation). With respect to disablement on driving cycles solely due to warm ECT at engine start conditions for thermostat monitoring under section (f)(11.2.1)(A), the manufacturer shall disable the monitor during driving cycles where the ECT at engine start is within 35 degrees Fahrenheit (or 19.4 degrees Celsius) of the thermostat malfunction threshold temperature determined under section (f)(11.2.1)(A) (e.g., if the malfunction threshold temperature is 160 degrees Fahrenheit, the monitor shall be disabled if the ECT at engine start is above 125 degrees Fahrenheit).
(E) Notwithstanding section (f)(11.3.1)(D), manufacturers may request Executive Officer approval to enable thermostat monitoring required under section (f)(11.2.1)(A) during a portion of the driving cycles where the ECT at engine start is warmer than 35 degrees Fahrenheit (or 19.4 degrees Celsius) below the thermostat malfunction threshold temperature determined under section (f)(11.2.1)(A) (e.g., if the malfunction threshold temperature is 160 degrees Fahrenheit, the manufacturer may request approval to have the monitor enabled for a portion of the ECT at engine start region between 125 and 160 degrees Fahrenheit). The Executive Officer shall approve the request upon determining that the manufacturer has submitted test data and/or engineering evaluation that demonstrate that the monitor is able to robustly detect thermostat malfunctions (e.g., cannot result in false passes or false indications of malfunctions) on driving cycles where it is enabled.
(F) With respect to defining enable conditions that are encountered during the FTP or Unified cycle as required in (d)(3.1.1) for malfunctions identified in section (f)(11.2.1)(A), the FTP cycle shall refer to on-road driving following the FTP cycle in lieu of testing on a chassis or engine dynamometer.
(B) Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(11.2.2)(B) in accordance with section (d)(3.1). Additionally, except as provided for in section (f)(11.3.2)(D), monitoring for malfunctions identified in section (f)(11.2.2)(B) shall be conducted once per driving cycle on every driving cycle in which the ECT sensor indicates a temperature lower than the closed-loop enable temperature at engine start (i.e., all engine start temperatures greater than the ECT sensor out-of-range low temperature and less than the closed-loop enable temperature).
(E) A manufacturer may request Executive Officer approval to disable continuous ECT sensor monitoring when an ECT sensor malfunction cannot be distinguished from other effects. The Executive Officer shall approve the disablement upon determining that the manufacturer has submitted test data and/or engineering evaluation that demonstrate a properly functioning sensor cannot be distinguished from a malfunctioning sensor and that the disablement interval is limited only to that necessary for avoiding false detection.
(12.1.1) For all 2010 and subsequent model year vehicles that incorporate a specific engine control strategy to reduce cold start emissions, the OBD II system shall monitor the strategy to verify that it achieves the desired effect (e.g., to achieve accelerated catalyst light-off temperature) and monitor the commanded elements/components for proper function (e.g., injection timing, increased engine idle speed, increased engine load via intake or exhaust throttle activation) while the control strategy is active to ensure proper operation of the control strategy.
(12.1.2) For an element, feature, or component associated with the cold start emission reduction control strategy under section (f)(12) that is also required to be monitored elsewhere in section (f) (e.g., fuel injection timing), the manufacturer shall use different diagnostics to distinguish faults detected under section (f)(12) (i.e., faults associated with the cold start strategy) from faults detected under sections other than section (f)(12) (i.e., faults not associated with the cold start strategy).
(A) For vehicles not included in the phase-in specified in section (f)(12.2.3)(A), any single commanded element/component does not properly respond to the commanded action while the cold start strategy is active. For purposes of this section, “properly respond” is defined as when the element responds:
(iii) above and beyond what the element/component would achieve on start-up without the cold start strategy active (e.g., if the cold start strategy commands a higher idle engine speed, a fault must be detected if there is no detectable amount of engine speed increase above what the system would achieve without the cold start strategy active);
a. 2.0 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles not included in the phase-in specified in section (f)(12.2.2).
(i) For 2010 through 2012 model year vehicles, the OBD II system shall either monitor the combined effect of the elements of the system as a whole or the individual elements (e.g., increased engine speed, increased engine load from restricting an exhaust throttle) for failures that cause emissions to exceed the applicable emission levels specified in section (f)(12.2.1)(B).
(ii) For 2013 and subsequent model year vehicles not included in the phase-in specified in section (f)(12.2.2), to the extent feasible (without adding hardware for this purpose), the OBD II system shall monitor the ability of the system to achieve the desired effect (e.g., strategies used to accelerate catalyst light-off by increasing catalyst inlet temperature shall verify the catalyst inlet temperature actually achieves the desired temperatures within an Executive Officer approved time interval after starting the engine) for failures that cause emissions to exceed the applicable emission levels specified in section (f)(12.2.1)(B). For strategies where it is not feasible to be monitored as a system, the OBD II system shall monitor the individual elements/components (e.g., increased engine speed, increased engine load from restricting an exhaust throttle) for failures that cause emissions to exceed the applicable emission levels specified in section (f)(12.2.1)(B).
(12.2.2) Catalyst warm-up strategy (CWS) monitor: For 20 percent of 2026, 50 percent of 2027, and 100 percent of 2028 and subsequent model year vehicles, the OBD II system shall monitor the CWS while the CSERS monitoring conditions (as defined in section (c)) are met by measuring the inlet temperature and/or energy to the first NOx reducing element (e.g., SCR) and comparing it with a modeled inlet temperature and/or energy to the first NOx reducing element.
(A) For 20 percent of 2026, 50 percent of 2027, and 100 percent of 2028 and subsequent model year vehicles, the OBD II system shall detect a malfunction if any of the following components and features does not properly respond to the commanded action while the CSERS monitoring conditions (as defined in section (c)) are met:
(12.2.4) For the phase-in schedules described in sections (f)(12.2.2) and (f)(12.2.3)(A) above, the manufacturer may use an alternate phase-in schedule in lieu of the required phase-in schedule if the alternate phase-in schedule provides for equivalent compliance volume as defined in section (c) with the exception that 100 percent of 2028 and subsequent model year vehicles shall comply with the requirements.
(13.1) Requirement: On all 2006 and subsequent model year applications, the OBD II system shall monitor the VVT system on vehicles so-equipped for target error and slow response malfunctions. Manufacturers must perform a comprehensive failure modes and effects analysis for every reasonable hydraulic or mechanical failure (e.g., partial or complete blockage of hydraulic passages, broken return springs, a failure of a single cylinder-specific pin to move into the desired position on a lift mechanism) to identify target error and slow response malfunctions. The individual electronic components (e.g., actuators, valves, sensors, etc.) that are used in the VVT system shall be monitored in accordance with the comprehensive components requirements in section (f)(15).
(13.2.1) Target Error: The OBD II system shall detect a malfunction prior to any failure or deterioration in the capability of the VVT system to achieve the commanded valve timing and/or control within a crank angle or lift tolerance that would cause a vehicle's NMHC, CO, NOx, or PM emissions to exceed the emission thresholds in sections (f)(13.2.1)(A) or (B) below. Systems with discrete operating states (e.g., two step valve train systems) are not required to detect a malfunction prior to exceeding the threshold but are required to detect all failures that exceed the threshold.
(ii) 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2006 through 2012 model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp-hr NOx; and
(iii) 2.0 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp-hr NOx.
(13.2.2) Slow Response: The OBD II system shall detect a malfunction prior to any failure or deterioration in the capability of the VVT system to achieve the commanded valve timing and/or control within a time that would cause a vehicle's emissions to exceed the applicable emission levels specified in sections (f)(13.2.1). Systems with discrete operating states are not required to detect a malfunction prior to exceeding the threshold but are required to detect all failures that exceed the threshold.
(13.2.3) For vehicles in which no failure or deterioration of the VVT system could result in a vehicle's emissions exceeding the levels specified in sections (f)(13.2.1), the VVT system shall be monitored for proper functional response of the electronic components in accordance with the malfunction criteria in section (f)(15.2).
(13.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for VVT system malfunctions identified in section (f)(13.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2). Additionally, manufacturers shall track and report the in-use performance of the VVT system monitors under section (f)(13.2) in accordance with section (d)(3.2.2).
(13.3.2) For vehicles using SAE J1979-2, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (f)(13.2) shall be tracked and reported separately as specified in section (d)(5.1.4) or tracked separately but reported as a single set of values as specified in section (d)(5.2.2)(B), whichever is applicable.
(14.1) Requirement: On all 2019 and subsequent model year Low Emission Vehicle III applications and Low Emission Vehicle IV applications, if a vehicle incorporates an engine control strategy that is altered when the A/C system is on, the OBD II system shall monitor all electronic air conditioning system components for malfunctions that cause the system to fail to invoke the alternate control while the A/C system is on or cause the system to invoke the alternate control while the A/C system is off. Additionally, the OBD II system shall monitor for malfunction all electronic air conditioning system components that are used as part of the diagnostic strategy for any other monitored system or component. As applicable, the A/C system shall also be subject to the comprehensive component monitoring requirements in section (f)(15.2.3)(B).
(14.2.1) The OBD II system shall detect a malfunction prior to any failure or deterioration of an electronic component of the air conditioning system that would cause a vehicle's emissions to exceed any of the applicable emission thresholds set forth in Table 2 in the beginning of section (f) or would, through software, effectively disable any other monitored system or component covered by this regulation. For malfunctions that result in the alternate control being erroneously invoked while the A/C system is off, the appropriate emission standards shall be the FTP standards. For malfunctions that result in the alternate control failing to be invoked while the A/C system is on, the appropriate emission standards shall be the SC03 emission standards.
(14.2.2) If no single electronic component failure or deterioration causes emissions to exceed the emission thresholds as defined above in section (f)(14.2.1) nor is used as part of the diagnostic strategy for any other monitored system or component, manufacturers are not required to monitor any air conditioning system component for purposes of section (f)(14).
(15.1.1) Except as provided in sections (f)(15.1.3), (f)(15.1.4), (f)(15.1.5), and (f)(16), the OBD II system shall monitor for malfunction any electronic powertrain component/system not otherwise described in sections (f)(1) through (f)(14) that either provides input to (directly or indirectly) or receives commands from an on-board computer or smart device, and: (1) can affect emissions as determined by the criteria in section (f)(15.1.2), (2) is used as part of the diagnostic strategy for any other monitored system or component, or (3) is used as part of an inducement strategy on 30 percent of 2019, 60 percent of 2020, and 100 percent of 2021 and subsequent model year diesel vehicles. Each input to or output from a smart device that meets criterion (1), (2), or (3) above shall be monitored pursuant to section (f)(15). Further detection or pinpointing of faults internal to the smart device is not required. If the vehicle compensates or adjusts for deterioration or malfunction of the component/system, manufacturers may not use the criteria under section (f)(15.1.2) and are instead subject to the default action requirements of section (d)(2.2.3) or (f)(15.4.5), as applicable.
(A) Input Components: Input components required to be monitored may include the vehicle speed sensor, crank angle sensor, pedal position sensor, mass air flow sensor, cam position sensor, fuel pressure sensor, intake air temperature sensor, exhaust temperature sensor, and transmission electronic components such as sensors, modules, and solenoids which provide signals to the powertrain control system.
(15.1.2) For purposes of criteria (1) in section (f)(15.1.1) above, the manufacturer shall determine whether a powertrain input or output component/system can affect emissions when operating without any control system compensation or adjustment for deterioration or malfunction based on the following: (1) for 2004 through 2017 model year vehicles, the manufacturer shall use the criteria in section (f)(15.1.2)(G); and (2) for 2018 and subsequent model year vehicles, the manufacturer shall use the criteria in sections (f)(15.1.2) (A) through (F).
(ii) An increase in vehicle emissions greater than 15 percent of the standard on the following test cycles: FTP test, 50°F FTP, HWFET, SC03, US06 cycle, Unified cycle. The emissions impact of the failure shall be determined by taking the mean of three or more emission measurements on a vehicle aged to represent full useful life with the component or system malfunctioning compared to the same testing without a malfunction present.
b. Additionally, if function of the component or system would not necessarily occur during any of the test cycles specified (e.g., global positioning system components that control engine start/stop operation based on battery state of charge, cruise control), the manufacturer shall request Executive Officer approval of an added alternate test cycle or vehicle operating conditions for which the emission increase will also be evaluated. Executive Officer approval shall be granted upon determining that the manufacturer has submitted data and/or engineering evaluation that demonstrate that the testing conditions proposed represent in-use driving conditions under which the component or system will function and where emissions are likely to be most affected by the malfunctioning component. The component or system is required to meet the monitoring requirements under section (f)(15) if any condition (e.g., deterioration, failure) of the component or the system could cause an increase in vehicle emissions greater than 15 percent of SFTP Composite Emission Standard.
(B) Manufacturers that have determined that a component or system is not subject to monitoring because a malfunction would not cause emissions to exceed the criteria specified in section (f)(15.1.2)(A) above shall demonstrate for purposes of OBD II system approval that the criteria are satisfied by meeting the requirements in either section (f)(15.1.2)(B)(i) or (f)(15.1.2)(B)(ii) below:
b. The manufacturer shall conduct testing using the component condition causing the largest emission impact during the worst case test cycle or in-use driving condition specified in section (f)(15.1.2)(A)(ii) (as determined by the manufacturer based on sound engineering judgment), and provide test data to show that the difference between the mean emission values do not exceed 15 percent of any standard.
(iii) The Executive Officer may request one additional test cycle for either section (f)(15.1.2)(B)(i) or (ii) above if the Executive Officer reasonably believes, based on the component being tested, that the engineering evaluation is insufficient or the cycle chosen by the manufacturer was not the worst case for demonstration of the malfunction.
(C) Notwithstanding successfully demonstrating that no malfunction would cause emissions to exceed the criteria specified in section (f)(15.1.2)(A)(ii) under the manufacturer-selected worst case test cycle, the manufacturer's determination that the component or system is not subject to monitoring under section (f)(15) is subject to Executive Officer review. If additional testing under any of the other conditions specified in section (f)(15.1.2)(A)(ii) demonstrate that the component or system meets the criteria of that section (i.e., that the component or system can affect emissions), the ARB may deny certification of test groups for which the component or system is not monitored by the OBD II system, and any vehicles produced with OBD II systems that do not monitor the component or system are subject to corrective action, up to and including recall.
(D) For purposes of verifying a manufacturer's determination that a component or system does not affect emissions under section (f)(15.1.2)(A), within six weeks of a request by the Executive Officer, the manufacturer shall make available all test equipment (e.g. malfunction simulators, deteriorated components) used to for the demonstration conducted pursuant to section (f)(15.1.2)(B) above.
(E) Components described in sections (f)(1) through (f)(14) (including components described in sections (f)(1) through (f)(14) that are required to meet the monitoring requirements of section (f)(15)) may not be exempted from any of the monitoring requirements of sections (f)(1) through (f)(15) regardless of any demonstration of compliance with the criteria specified in section (f)(15.1.2)(A).
(F) For 2018 and 2019 model year vehicles carried over from 2017 or earlier model year vehicles, a component/system is determined to not affect emissions and the manufacturer is not required to use the criteria in sections (f)(15.1.2)(A) through (E) if the Executive Officer determined that the component/system does not affect emissions on the vehicles in question in the 2017 or earlier model year in accordance with section (f)(15.1.2)(G).
(G) For 2004 through 2017 model year vehicles, in lieu of the criteria in sections (f)(15.1.2)(A) through (E) above, the manufacturer shall determine whether a powertrain input or output component/system can affect emissions during any reasonable in-use driving condition. If the Executive Officer reasonably believes that a manufacturer has incorrectly determined that a component/system cannot affect emissions, the Executive Officer shall require the manufacturer to provide emission data showing that the component/system, when malfunctioning and installed in a suitable test vehicle, does not have an emission effect. The Executive Officer may request emission data for any reasonable driving condition. Alternatively, for 2017 model year vehicles, manufacturers may use the criteria in sections (f)(15.1.2)(A) through (E) in lieu of the criteria stated above in section (f)(15.1.2)(G).
(15.1.3) A manufacturer may request Executive Officer approval to exempt safety-only components or systems from the monitoring requirements of section (f)(15). The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or engineering evaluation that demonstrate that the component or system (1) meets the definition of a “safety-only component or system” in section (c), and (2) is not used as part of the diagnostic strategy for any other monitored system or component.
(15.1.4) Manufacturers shall monitor for malfunction electronic powertrain input or output components/systems associated with an electronic transfer case, electronic power steering system, two speed axle, or other components that are driven by the engine and not related to the control of fueling, air handling, or emissions only if the component or system is used as part of the diagnostic strategy for any other monitored system or component.
(15.1.5) Except as specified for hybrid vehicles in section (f)(15.1.6), manufacturers shall monitor for malfunction electronic powertrain input or output components/systems associated with components that only affect emissions by causing additional electrical load to the engine and are not related to the control of fueling, air handling, or emissions only if the component or system is used as part of the diagnostic strategy for any other monitored system or component.
(15.1.6) For hybrid vehicles, manufacturers shall submit a plan to the Executive Officer for approval of the hybrid components determined by the manufacturer to be subject to monitoring in section (f)(15.1.1). In general, the Executive Officer shall approve the plan if it includes monitoring of all components/systems that affect emissions or are used as part of the diagnostic strategy for any other monitored system or component, monitoring of all energy input devices to the electrical propulsion system, monitoring of battery and charging system performance, monitoring of electric motor performance, and monitoring of regenerative braking performance. For 2019 and subsequent model year mild hybrid electric, strong hybrid electric, and plug-in hybrid electric vehicles, manufacturers are subject to the applicable requirements specified in (f)(15.2.3).
(A) The OBD II system shall detect malfunctions of input components caused by circuit faults (or for digital inputs, lack of communication to the on-board computer), out-of-range values, and, where feasible, rationality faults. To the extent feasible, the rationality fault diagnostics shall verify that a sensor output is neither inappropriately high nor inappropriately low (e.g., “two-sided” diagnostics).
(B) Except for input components monitored solely by emissions neutral diagnostics, rationality faults shall be separately detected and store different fault codes than the respective circuit fault and out of range diagnostics. Two-sided rationality diagnostics are not required to set separate fault codes for each side. Additionally:
(ii) For all other inputs: component circuit and out of range faults shall be separately detected and store different fault codes for each distinct malfunction (e.g., out-of-range low, out-of-range high, open circuit, etc.). Notwithstanding, manufacturers are not required to store separate fault codes for lack of circuit continuity faults that cannot be distinguished from other out-of-range faults. For sensors that are fixed to a circuit board within a diagnostic or emission critical control unit, as defined in section (c), manufacturers may combine circuit and out-of-range value faults into a single fault code that identifies the malfunctioning sensor.
(C) For input components that are directly or indirectly used for any emission control strategies that are not covered under sections (f)(1) through (f)(13) (e.g., exhaust temperature sensors used for a control strategy that regulates SCR catalyst inlet temperature within a target window), the OBD II system shall detect rationality malfunctions that prevent the component from correctly sensing any condition necessary for the strategy to operate in its intended manner. These malfunctions include faults that inappropriately prevent or delay the activation of the emission control strategy, cause the system to erroneously exit the emission control strategy, or where the control strategy has used up all of the adjustments or authority allowed by the manufacturer and is still unable to achieve the desired condition. The Executive Officer may waive detection of specific malfunctions upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that reliable detection of the malfunction is technically infeasible or would require additional hardware.
(A) The OBD II system shall detect a malfunction of an output component/system when proper functional response of the component and system to computer commands does not occur. If a functional check is not feasible, the OBD II system shall detect malfunctions of output components/systems caused by a lack of circuit continuity or circuit fault (e.g., short to ground or high voltage), or communication errors or the lack of communication if the signal to the output component is digital. For output component lack of circuit continuity faults and circuit faults, manufacturers are not required to store different fault codes for each distinct malfunction (e.g., open circuit, shorted low, etc.). Manufacturers are not required to activate an output component/system when it would not normally be active for the purposes of performing a functional check of the output component/system as required in section (f)(15).
(C) Glow plugs/intake air heaters shall be monitored for proper functional response to computer commands. The glow plug/intake air heater circuit(s) shall be monitored for proper current and voltage drop. The Executive Officer shall approve other monitoring strategies based on manufacturer's data and/or engineering analysis demonstrating equally reliable and timely detection of malfunctions. If a manufacturer demonstrates that a single glow plug failure cannot cause a measurable increase in emissions during any reasonable driving condition, the manufacturer shall detect a malfunction for the minimum number of glow plugs needed to cause an emission increase. Further, to the extent feasible on existing engine designs (without adding additional hardware for this purpose) and on all new design engines, the stored fault code shall identify the specific malfunctioning glow plug(s). For 2010 and subsequent model year vehicles, manufacturers shall detect a malfunction when a single glow plug/intake air heater no longer operates within the manufacturer's specified limits for normal operation (e.g., within specifications established by the manufacturer with the part supplier for acceptable part performance at high mileage).
(E) For output components/systems that are directly or indirectly used for any emission control strategies that are not covered under sections (f)(1) through (f)(13) (e.g., an intake throttle used for a control strategy that adjusts intake throttle position to regulate SCR catalyst inlet temperature within a target window), the OBD II system shall detect functional malfunctions that prevent the component/system from achieving the desired functional response necessary for the strategy to operate in its intended manner. These malfunctions include faults that inappropriately prevent or delay the activation of the emission control strategy, cause the system to erroneously exit the emission control strategy, or where the control strategy has used up all of the adjustments or authority allowed by the manufacturer and is still unable to achieve the desired condition. The Executive Officer may waive detection of specific malfunctions upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that reliable detection of the malfunction is technically infeasible or would require additional hardware.
(F) For 2015 and subsequent model year vehicles that utilize fuel control system components (e.g., injectors, fuel pump) that have tolerance compensation features implemented in hardware or software during production or repair procedures (e.g., individually coded injectors for flow characteristics that are programmed into an electronic control unit to compensate for injector to injector tolerances, fuel pumps that use in-line resistors to correct for differences in fuel pump volume output), the components shall be monitored to ensure the proper compensation is being used.
(i) The system shall detect a fault if the compensation being used by the control system does not match the compensation designated for the installed component (e.g., the flow characteristic coding designated on a specific injector does not match the compensation being used by the fuel control system for that injector). If a manufacturer demonstrates that a single component (e.g., injector) using the wrong compensation cannot cause a measurable increase in emissions during any reasonable driving condition, the manufacturer shall detect a malfunction for the minimum number of components using the wrong compensation needed to cause an emission increase. To the extent feasible, the stored fault code shall identify the specific component(s) for which the control system is using the wrong compensation.
(ii) Monitoring of the fuel control system components under section (f)(15.2.2)(F)(i) is not required if the manufacturer demonstrates that both of the following criteria are satisfied: (1) no fault of the components' tolerance compensation features (e.g., wrong compensation being used) could cause emissions to increase by 15 percent or more of the applicable full useful life NMHC, NOx (or NMOG+NOx, if applicable), CO, or PM standard as measured from an applicable emission test cycle; and (2) no fault of the components' tolerance compensation features could cause emissions to exceed the applicable full useful life NMHC, NOx (or NMOG+NOx, if applicable), CO, or PM standard as measured from an applicable emission test cycle. For purposes of determining if the emission criteria above are met, the manufacturers shall request Executive Officer approval of the test plan for which the emission impact will be determined. The test plan shall include the worst case component or combination of failed components and the degree of mismatch (e.g., wrong compensation) used as well as the test procedure and emission test cycles used to demonstrate the emission impact, including the necessary preconditioning cycles used by the system to correct or adapt for any mismatch and mitigate the emission impact. Executive Officer approval shall be granted upon determining that the manufacturer has submitted data and/or engineering analysis that demonstrate that the conditions necessary for the system to correct or adapt will readily occur in a timely manner during in-use operation, that the test conditions represent worst case emissions from typical in-use service actions when considering the distribution and variance of the compensation values and parts (e.g., replacement of one or more plus-one-sigma injectors with minus-one-sigma injectors without updating of the compensation value), and that the data and/or engineering analysis support the selection of the worst case failure mode (e.g., demonstration of the single-cylinder minus-one-sigma and single-cylinder plus-one-sigma failure modes versus the all-cylinder demonstration of minus-one-sigma and plus-one sigma).
(i) Manufacturers shall submit a plan for Executive Officer approval of the monitoring strategy, malfunction criteria, and monitoring conditions for monitoring of the hybrid ESS state of health. The Executive Officer shall approve the plan upon determining that the manufacturer has demonstrated the monitor properly detects malfunctions and that the monitor is able to detect any hybrid ESS state of health fault that prevents any of the following: (1) activating and maintaining emission control strategies, (2) operation of the vehicle to meet or exceed the minimum acceptable in-use monitor performance ratio requirements specified in section (d)(3.2.1), or (3) utilization of the ESS in movement of the vehicle (e.g. the engine cannot be started, the motor is unable to move the vehicle or provide motor assist due to ESS deterioration).
(iii) The OBD II system shall monitor the ESS cell balancing system for proper functional response to computer commands. The OBD II system shall detect a malfunction when the ESS cell balancing system can no longer maintain the individual cell voltages desired. In lieu of monitoring individual cell voltages, manufacturers may monitor the individual switches used to command cell balancing for proper functional response. If the OBD II system does not determine cell balance using individual cell voltages, manufacturers shall submit a plan for Executive Officer approval of the monitoring strategy, malfunction criteria, and monitoring conditions for monitoring the ESS cell balancing system. In general, the Executive Officer will approve the plan if it includes functional monitoring of components used for cell balancing.
(v) For monitors of malfunctions specified under sections (f)(15.2.3)(A)(iii) and (iv), manufacturers at a minimum shall store separate fault codes relating to hybrid ESS malfunctions pinpointing the smallest replaceable unit for in-use repair as defined by the manufacturer. Manufacturers may further pinpoint components and/or failure modes.
a. The individual electronic input and output components that are used for ESS thermal management (i.e., heating or cooling) shall be monitored in accordance with the requirements of sections (f)(15.2.1) and (15.2.2). Electronic components used for hybrid battery thermal management and commanded solely by driver demand are exempt from this monitoring requirement.
a. The individual electronic input and output components that are used for inverter thermal management (i.e., heating or cooling) shall be monitored in accordance with the requirements of sections (f)(15.2.1) and (15.2.2). Electronic components used for inverter thermal management and commanded solely by driver demand are exempt from this monitoring requirement.
(D) Drive Motor: Manufacturers shall submit a plan for Executive Officer approval of the monitoring strategy, malfunction criteria, and monitoring conditions for the drive motor system. The Executive Officer shall approve the plan upon determining that the manufacturer has demonstrated that the monitor properly detects malfunctions, and that the monitor is able to detect any drive motor fault that prevents any of the following: (1) activating and maintaining emission control strategies, (2) operation of the vehicle to meet or exceed the minimum acceptable in-use monitor performance ratio requirements specified in section (d)(3.2.1), or (3) utilization of the motor in movement of the vehicle (e.g. the motor can no longer be used to move the vehicle or provide assist, the engine cannot be started).
(E) Generator: Manufacturers shall submit a plan for Executive Officer approval of the monitoring strategy, malfunction criteria, and monitoring conditions for the generator system. The Executive Officer shall approve the plan upon determining that the manufacturer has demonstrated that the monitor properly detects malfunctions, and that the monitor is able to detect any generator fault that prevents any of the following: (1) activating and maintaining emission control strategies, (2) operation of the vehicle to meet or exceed the minimum acceptable in-use monitor performance ratio requirements specified in section (d)(3.2.1), or (3) proper functional response in accordance with the malfunction criteria in section (f)(15.2).
(F) Plug-in Hybrid Electric Vehicle ESS Charger: For plug-in hybrid electric vehicles, the OBD II system shall detect malfunctions of the onboard ESS charger when a failure disables ESS charging or affects charging performance (e.g., preventing the ESS from fully charging or limits charging rate). Detection of indeterminate ESS charging failures that cannot be distinguished from failures originating outside the vehicle (e.g., same symptom could be caused by a malfunction of a vehicle component or the off-board power supply) or charging failures originating outside the vehicle (e.g., malfunction of the electric vehicle supply equipment, poor electrical service) is not required.
(G) For hybrid components that are not addressed in sections (f)(15.2.3)(A) through (F) above, manufacturers shall monitor those hybrid components determined by the manufacturer to be subject to monitoring in section (f)(15.1.1) in accordance with the input component and output component requirements in sections (f)(15.2.1) and (f)(15.2.2).
b. An increase greater than 15 percent of the integrated net energy used for a mean of three or more tests conducted with a malfunction compared to testing without a malfunction for any of the following test cycles where a properly functioning fully charged vehicle does not start its engine during a single test cycle: FTP test, US06 cycle, HWFET, and Unified cycle. All tests shall be run with a fully charged high voltage battery, with integrated net energy measured at the electric drive system inlet. If measuring the electric drive system's inlet net energy is not feasible, the Executive Officer may approve an alternative method based on the ability of that method to measure net energy delivered to the powertrain.
(iii) For hybrid thermal management systems, in lieu of the test procedure specified in section (f)(15.2.3)(I)(ii) above, manufacturers shall submit a plan for Executive Officer approval for an alternate test cycle/vehicle operating conditions for the purposes of determining whether a malfunction would cause an engine in a vehicle with a fully charged ESS to start where a properly functioning, fully charged vehicle does not and a 15 percent reduction of all electric range if the component/system is malfunctioning. Executive Officer approval shall be granted upon determining that the manufacturer has submitted data and/or engineering evaluation that considers all conditions under which the thermal management system may be activated (e.g., high ambient temperatures, ESS charging, high load driving) and demonstrates that the chosen test cycle and operating conditions are representative of in-use conditions where all electric range is likely to be most affected by the malfunctioning component/system.