SCOPE & SCAN: Page 76 ] 1 LN Racing technology is driven by NASCAR's Car of Tomorrow ra LS bicseL | OBDIIOxidation Catalyst ‘The diesel oxidation catalyst and diesol particulate iter (OPF) Pree etre ietreeeye me Pt erie end perce ona Nc temperature-coetficient (PTC) sensors, meaning that their resistance increases as ther temperature increases. Emission Controls Pick Up Steam for Diesel Systems ‘Onboard diagnostic (OBD) systems were pioncered and refined in gasoline engines, but now this technology has cll, As of the 2007 model ye od vehicles rated at {VWR) must now meet OBDII requirem taken a firm hold in the diesel engine Jess than 14,000-pound gross vehicle we the performance of their emission control systems. Benjamin F Franklin had been able to look into the future, he might very well have added ever-tightening emission control regu lations to his list. Since the California Air Resources Board (CARB) frst started regulai tive impact on its state’ air quality, standards have only gotten tougher — and technology ing to meet these new challenges. ‘OBD systems are nothing new to diese!-powered vehicles. OBDII first started phasing into production vehicles in 1994 and then was required by both CARB and the U.S, Environmental Protection Agency (EPA) for light-duty diesel vehicles (less than 8,500-pound GVWR) stating in 1997, From 1997 on, California OBDIT compliance forall medium-duty vehicles (8,500-to 14,000-pound GVWR), both gasoline and diesel-pove ‘all diesel-pow nts for monitoring klin once wrote, “But i ‘world nothing can be said to be certain, except death and taxes” If ‘emissions that had a nega has been steadily improv Contributing Editor BO | Motocage 292008 snusmetonpecn ran ttVEHICLE EMISSION CONTROL INFORMATION TTT Sportin O ezsmnsrum | ti conrir ten e-Pir. te Errtneoaat iene sor (cae 10 200" woe WAR ‘is wonrec ones ns Low Ban BIEL PUR. Oy. ENGINE SPEEDOV/ [ENGINE COOLANT. TEMPERATURE(™C)_— VENTCLE. SPEED (KPH) CALCULATED LOND VALUE) This underhood label from a Dodge pickup includes alist of major emission system components. All of these components would be monitored under OBDII requiations cred. The EPA did not immediatly follow California's lad inthis area, however, and allowed an exemption from OBDIL compliance for federal vehicles in the 18,500- to 14,000-pound GVWR class. The required that onboard diagnostic systems be used, but it did not nced to be nearly as thorough as those that ‘were required for California vehicles. In have tobe made, and starting in 2004, OBDI began phasing into the EPA's “heavy-duty” class (8,500- to 14,000-pound GVWR). Aso the US in this weight class must be OBDIT compliant. ood time, it became clear that changes would 07, all vehicles sold in OBDIvs. BDI amber of model years where federal diesel-powered pickups and vans were being sold that were OBDIT exempt. These vehicles were required to have onboard diagnostics, but the systems did not need to be as comprehensive as their OBDIL counterparts. How different were the federal versions from the OBDII vehicles being sold in California and other states that have adopted California emission standards? the majority of the differences n Control Module (PCM) calibrations, a the same serial data bus, data link con: ‘Generally speakin were in specific Power nector and basic PCM software were used in both ver- sions. Fewer supported monitors were used in the fe cral models, ut the same generic and enhanced scan tool modes worked in both. For the most part it would be dificult to tell any major differences with a simple visual inspection An exception in some vehicles was the glow plug sys tem, where different hardware could be used to control and monitor operation of the glow plugs. Inthe federal vehicles, no glow plug monitor was required, whereas the California versions had to beable to diagnose a ‘malfunctioning glow plug, seta Diagnostic Trouble Code (DTC) and turn on the Malfunction Indic Light (MIL) accordingly. See the sidebar with det the federal (OBDI) c turbodiesel. Overall it is much les likely for the MIL to ils of libration for a 2003 Ford 6.0 liter {scan tool in generic mode shows the OBD require: ments for a specific module in a federal 2008 Ford 6.0 Iter Powerstroke. be ilkuminated in the federal vehicles than it would be in the OBDIl-compliant California models. Diesel Engine Monitors The function of an OBL I-compliant emission con: trol system pivots on the operation o s supported ‘monitors. With OBDII all components and systems that play a significant ‘output must be monitored using one or more of the ein the vehicle's emissions following tests Rlactrical tests. Testing sensors and actuat continuity, short circuits, signal out-of Rationality tests. In the case of sensors, determin Prat ieee een eet rie erse marry Ga ed ee rene ene a) funciona tests ae calibrated ot MIL control on fe ee eerie Corea eens Grr Cann eer tear) ee eee eet! Coad pete ee eee eae eet eee eet) ee eet ere eee eee eee eet Pres emitter cary PO197 and PO198 (EOT), PO237 and P0238 (MAP, ee Cael Tee een postion) verwaagcim Myc 2008. Mar Age | 3ing whether the data provided makes sense in light of other data input. Functional teste. Determining wheter a device is respondi Functional tests can be performed using either ative ‘or passive means. Passive testing is waiting for an actua- 1g properly to con tor to recive a command from a vehick’s computer during normal operation and then looking for ‘A Mass Air Flow (MAF) sensor (sensor at right of ‘photo) is used to monitor the operation of tho EGR ‘system on a Dodge/Cummins 6.7 liter turbodiese Information from the MAF Is also used in the opera tion ofthe vehicle's exhaust aftertreatment system, ‘The horizontal EGR cooler on a Ford 64 iter Powerstroke is only the first stage in the EGR cooling system. EGR gases are then sent o the vertical EGR. Cooler betore being metered into the intake airstream by the EGR valve. BB | MotorAge Much 2008 weaintoayecon MB TECHNICAL FEATURE Ml OBDII FOR DIESELS data that would indicate proper oper ing is where the computer takes control ofthe actuator for testing purposes only. Diesel engines use a number of monitors that are similar to those used on gasoline engines. shortlist of ‘examples would include comprehensive component n. Active test monitor and exhaust gas rectculation. There's also a misfire monitor, but it runs only at idle. In some cases, ‘components that we once exclusive to gasoline used to perform monitoring -gines, ‘good example of this is the Mass Air Flow (MAF) sensor, which is now being used with diesel engines to ‘monitor the operation ofthe Exhaust Gas Recirculation (EGR) system. Similar to gasoline applications, total airflow into the engine is measured while the EGR valve is closed, then an associated drop in aiflow is ‘expected to occur as the EGR valve opens Tn some cases, this new measurement is compared 10 4 speed-density calculation that is performed using a Manifold Absolute Pressure (MAP) sensor and the engine's rpm signal. The difference between the to engines now are ben functions in diesel measurements isthe effective EGR gas flow, and this is ‘compared to what was called for by the vehicle's com- puter to determing While there are certain monitors that diesel engines have in common with gasoline engines, there ae aso whether a fault exists in the system those that are unique to diesels. One example would be the EGR cooler monitor. The eshaust gas recirculation system plays a major role in controlling nitrogen oxide (NO,) output from today’s diesel engines. Very high rates of EGR flow are required, and it is necessary to «ool the EGR gases to achie For instance, the Ford 6.4 liter Powerstroke uses 0 liquid-cooled EGR coolers in series to perform this function. Because the EGR cooler has a major impact ed OBDIL ‘monitor to check on its operation. In the ease ofthe 6:4 the desired eflect. ‘on vehicle emissions, it must have an associa ke, two temperature sensors are used to monitor the EGR cooler operation: one on the exhaust manifold as it leads into the EGR system, and one neat the EGR vale itself When the EGR cooler monitor runs, the PCM ca check the efficiency of the coolers by looking fr a tem= perature dillerence between the inlet and outlet sensors with the EGR valve open, first failure of this test and freee frame, while a failure during the next trip would lead to a DTC being logged and the MIL illuminated. Another example of monitor that is unique to would generate a pending cod diesel engines isthe Diesel Oxidation Catalyst (DOC) efficiency monitor. The DOC is used to oxidize hydro: carbon (HC) and carbon monoxide (CO) et(BBB TECHNICAL FEATURE Ml OBDII FOR DIESELS << Continued from Page 32 ‘well a dealing with certain fractions of Particulate Matter (PM). Inthe past, DOCs have been used in diesel-powered pickups and van ‘was not monitored, even in California OBDII applica tions. This has changed as of the 2007 model yen (more specifically vehicles built since Jan. 1, 2007), and now these same vehicles must incorporate a catalyst cllicieney monitor in their OBD strategy ‘While catalysts in gasoline engine applications use but their oper ‘oxygen sensors, DOCS most oft use exhaust gas ten iency. Typically ‘this monitor will run during active regeneration of the Diesel Particulate Filter (DPF), wh stream from the DOC. A tiny amount of felis perature sensors to determine their eff nis located down jected ‘when the exhaust valve is open. When this post-injec tion fel makes its way into the DOC, exhaust gas tem- ‘perature will rise asthe catalyst oxidizes the excess HC The temperature of the exhaust gases is measured at the DOC ink the outlet The minimum expected temperature increase is based on the amount of fuel injected for DPF re nl this is compared to the readings at Why Don’t Diesel-powered Vehicles Use an EVAP Monitor? ‘The evaporative emissions (EVAP) monitor ina gasoline-powered vehicle is critical because gasoline evaporates at relatively ow ‘temperatures, and therefore can become a major contributor tothe overall vehicle emissions. Even small vapor leaks in a gasoline fuel “system can lead to large amounts of hydrocarbons (HC) being emit- ted into the atmosphere. HC sa contributor to smog formation and 's tightly regulated by local and federal agencies. ‘The term volatility” describes the tendency ofa liquid to evap” orate under agiven set of conditions. Gasoline has ahigh volatility relative to diese uel. In other words, gasoline will evaporate much more rapidly than diesel fuel ta given temperature. ‘An established method for measuring a fuel's volatility isthe Reid Vapor Pressure (RVP) test. A sample of thefuelis heated to 100 degrees Fahrenheit andi allowed to vaporize into a chamber of air saturated with water vapor. This increases the pressure and temperature in the chamber. The (ue’s RVP is calculated using the measured pressure in the air chamber and a correction factor for the temperature change. ‘According to EPA document AP-42, the least volatile blend of gasoline has an RVP of 74 psiat 100 degrees Fahrenheit. ncon- trast, No.2 diesel fuathas an RVP of 0.022 psi at 100 degrees Fahrenheit, making evaporative emissions virwally a non-issue in diesel powered vehicles. ‘The diesel oxidation catalyst (DOC) on a 2003 Ford F-350 with 6.0 liter Poworstroke. Oxidation catalysts have boon used with diesel engines for some time, but until the recent past have not been required to be ‘monitored by the OBD system. tion purposes. IFexhaust gas increase tothe expected minimum, a DTC is logged and the MIL illuminated. Closed Loop Operation In the not-too-distant future, we can expes mnperature does not tose closed-loop ope tom in diesel engines. New piezo resistive sensors have been developed that can be built into the same package with a glow plug. Because the slow plug reaches into the engine's combustion cham- bers it is now possible to measure cylinder pressures during a combustion event and make fuel contral adjustments based on this feedback. This is a huge leap forward in diesel emission control, because the ability to limit peak pressures in the combustion chamber will also limit NO, formation, Diesel engine OBD can also be enhanced with cy der pressure data that could be used to execute new and more sophisticated monitors, making the scan tool pro: gressively more important for diagnosing diesel engine ro system issues. If you're comfortable with scan tool diagnostics on ‘gasoline engines, youl definitely have an edge when i's fc and emission co time to work with these new diesel systems. But the still lot to learn — andl since some of Fora’ tra ‘material i already posted on Motorcraftcom, that might be a good place to start. Tomy Martin's asst profes of autrotive tcc the Unberay of Alaska South neu, Ala: He olds Concha bieronncl tatoo ase Jouryman toy Oty guj Macho He a is IBASE cerca rie GAT, CMTT andL2 READER INTEREST SURVEY venmctrogcom Mach2008 Meter Age | 37