SAE 2015 On-Board Diagnostics Symposium Technical Session Schedule

Transcription

1 SAE 2015 On-Board Diagnostics Symposium Technical Session Schedule As of 09/21/ :40 pm Tuesday, September 15 OBD 2015 Tuesday Technical Sessions Session Code: OBDTU Room TBD Session Time: ALL DAY Time Paper No. Title 8:15 a.m. 8:30 a.m. 9:15 a.m. 10:00 a.m. Welcome & Symposium Opening Bernard Challen, Shoreham Services Keynote Speaker Emissions from U.S. on-highway vehicles continue to decrease over time, leading to significant health and environmental benefits through the adoption of cleaner, more efficient engines. OBD is a big part of this journey in ensuring that emissions reductions are achieved in practice. This presentation will review the history of emissions and OBD and offer thoughts about the future direction. Challenges and opportunities and the need for increased collaboration will be discussed in the context of lower NOx and GHG requirements and the increased adoption of innovative technologies. Brian Mormino, Cummins Inc. OBD US Update Mike Regenfuss, California Air Resources Board BREAK 10:30 a.m. FCA US Group OBD Perspective This presentation will cover two topics of interest. The first topic covers diagnostic alternatives to a rationality monitor for a fuel rail pressure sensor in a non-gdi gasoline system. The intent of the presentation is to demonstrate how other diagnostics can yield robust diagnostic coverage with no gaps in detection, thus avoiding the need for redundant pressure sensors. The second topic addresses the fact that SAE J1979 states that airflow should be linearly correlated with engine vacuum this should be updated to indicate this only applies to engines that do not use variable valve lift or timing, or applies to those engines only if the cam is held in a fixed position. Clarification would facilitate elimination of incorrect enablement or disablement of Misfire Monitoring due to errors in calculated load which can result in incorrect determination of positive torque. Hal Zatorski, FCA US LLC

2 11:15 a.m. 12:00 p.m. 12:45 p.m. 1:00 p.m. Are OBD Freeze Frame Requirements Ready for an Update? Except for adding and requiring new PIDs in the freeze frame each time OBD regulations are updated, storage and erasure timing requirements have been relatively unchanged since the inception of OBDII in Furthermore, the requirements still leave available several methods of compliance. This allows manufacturers to have quite different implementations in the end for really no benefit. There has been some attempt to disambiguate the requirements in recent days, but there are those that think more needs to be done. This presentation will review the existing regulations. Then, we will discuss some basic freeze frame requirements and the pros and cons of different types of OBD freeze frame storage and erasure methods. The intention here is to determine if manufacturers and the service industry can agree on an improved, clear set of requirements that offers a standard, simple to understand, but effective method of freeze frame storage, retrieval, and interpretation. This industry work can then be referenced by CARB to update future OBDII freeze frame requirements. Daniel Grenn, General Motors Vehicle Engineering Cntr. Ford OBD Experiences Paul A. Baltusis, Ford Motor Company Exhibitor Introductions Bernard Challen, Shoreham Services Networking Lunch with Exhibits 2:00 p.m. 2:45 p.m. 3:30 p.m. 4:15 p.m. VW OBD Experiences Robert Gruszczynski, Volkswagen of America Toyota OBD Experiences Morton M. Smith, Toyota Continuous DEF Quality Monitoring in SCR/DEF Systems This presentation describes incorrect DEF quality patterns in SCR/DEF systems where a NOx-sensor based monitoring method is employed. This presentation also discusses the challenges in DEF quality monitoring and the synergies to find when combined with urea quality sensors. David Maillard, Jaguar Land Rover BREAK 4:45 p.m. OBD Workflows: New Product Launch vs. Current Product Support Extensive resources are necessary to achieve and maintain On- Board Diagnostics (OBD) compliance. This presentation will begin by offering a summary of Cummins standardized workflows aimed to ensure OBD compliance of new product launches. Unfortunately, even the smallest post-production changes to seemingly insignificant hardware or software components can render the OBD System incapable. As a result, Cummins has also developed separate, rigorous standardized workflows intended to catch and prevent such issues. These Changes With OBD In Mind (CWOBDIM) processes will be highlighted through specific recent examples of success and failure. A few thought provoking further improvement ideas will also be shared. Justin Owen, Cummins Inc.

3 5:45 p.m. Networking Reception with Exhibits from 5:45-7:00 p.m. Wednesday, September 16 OBD 2015 Wednesday Technical Sessions Session Code: OBDWE Room TBD Session Time: ALL DAY Time Paper No. Title 8:00 a.m. 8:45 a.m. 9:30 a.m. 10:15 a.m. 10:45 a.m. Worldwide OBD Update OBD system requirements were first developed by the California Air Resources Board, the U.S. Environmental Protection Agency, and the European Commission. New OBD requirements should be as consistent as possible with existing requirements to maximize reliability and to minimize system complexity, proliferation of configurations, and consumer cost. New OBD requirements from around the world are briefly reviewed and most are consistent with the original U.S. and European requirements. Recent discussions about future China 6 OBD requirements will also be reviewed. OBD Worldwide OBD requirements are being further harmonized under the United Nations, Economic Commission for Europe, World Forum for Harmonization of Vehicle Regulations (WP29). John Van Gilder, General Motors Co. OBD Communication Standards Update Paul A. Baltusis, Ford Motor Company; Robert Gruszczynski, Volkswagen of America Electrification Update (Safety Systems) In the new upcoming California Light Duty OBD regulation, CARB is focusing on hybrid componentry. This presentation will overview the noteworthy aspects of the new regulation from an Electrification perspective. Andrew Zettel, General Motors Co. Working Group 1 & 17 and Worldwide Harmonization Robert Gruszczynski, Volkswagen of America BREAK 11:15 a.m. Breakout Sessions The following Breakout Sessions will take place: <br> -Electrification, moderated by Andrew Zettel <br> -Communication Standards, moderated by Paul Baltusis <br> -Diesel Misfire, moderated by Jeff Potts <br> -Diesel Aftertreatment, moderated by Hal Zatorski & John Van Gilder

4 1:00 p.m. 1:15 p.m. Exhibitor Introductions Bernard Challen, Shoreham Services Networking Lunch with Exhibits 2:15 p.m. 3:15 p.m. Breakout Session Summaries and Q&A John Van Gilder, General Motors Co. Networking Break with Exhibits and STEM Student Activity SAE International and Cummins Inc. invite OBD Symposium attendees to join us in a fun and active STEM-related event with local Indianapolis-area middle school students. This will be a chance to invest in young impressionable students who may be interested in an area of science or engineering by working directly with them to build something tangible from scratch. 4:15 p.m. The SCR/Ammonia Oxidation Catalysts: Effects on OBD Selective Catalytic Reduction (SCR) is established as the preeminent choice for NOx control to meet the stringent EPA 2010 tailpipe regulations for all North American medium- and heavy duty on-road applications. Regulations are advancing with proposals of further tightening of standards for California, as well as the complete phase-in of green house gas (GHG) regulations. There is also continued discussion in further reducing the tailpipe NOx standard by 75-90%. All of these proposals not only require optimization of existing aftertreatment and engine/combustion strategies, but also bring about unique challenges to the on-board diagnostics (OBD) system. The OBD system needs to delineate between increasingly overlapping performances between good performing acceptable parts and deteriorated and unacceptable parts. Certain characteristics of a SCR system add further complexity to the OBD strategy. The Ammonia Oxidation Catalyst (AMOx) in most systems is present as a zone coat at the end of the SCR brick. This is done for not only packaging modularity but also to take advantage of the complex interplay between the oxidation functionality of the Platinum (Pt) layer and the redox properties of the zeolite-scr. This design makes it close to impossible to monitor the performance of the AMOx as a stand-alone device on the vehicle. The added cross-sensitivity of the NOx sensor further complicates the issue. DEF related solid deposits are inherent to a SCR system regardless of the mixer design. Dedicated clean-out strategies that are employed to remove so formed deposits from the exhaust system have significant implications on BPU selection and design, and also influence in-use performance ratios. The primary purpose of the paper is to explore the challenges faced by the OBD system in current production systems with a view of designing for the future. Shyam Santhanam, Navistar Inc.

5 4:45 p.m. New Comprehensive Components on a PHEV A Plug-In Hybrid Electric Vehicle (PHEV) creates a higher level of complexity in terms of systems integration when it comes to understanding which components are relevant to the comprehensive component monitoring requirements of This presentation is a case study of one such component. In the case of all-electric operation, the heat from the engine cannot be used to heat the passenger cabin as is customary in a traditional vehicle. Thus, the Fisker Karma utilizes a Positive Thermal Coefficient (PTC) heater to heat the passenger cabin during all-electric operation. However, once the engine starts it is expedient to parasitically use heat generated by the engine to heat the passenger cabin. The thermal system architecture of the Fisker Karma is designed based on this operating requirement. A thermostatic valve acts as a thermal barrier between the PTC Heater Loop and the Engine Cooling Loop. The thermostat isolates the PTC Heater Coolant from the Engine Coolant Temperature (ECT) Sensor until the engine starts. The operating temperature of the engine `overwhelms the thermostat such that it opens and engine-heated coolant flows through the HVAC system instead of PTC-heated coolant. Engineering analysis reveals that failure modes can occur in which the thermostat inappropriately opens. A missing thermostat, a stuck open thermostat, or one that prematurely opens at a cooler temperature than design intent are all examples of such failure modes. Due to the location of the ECT sensor in the engine used in the Fisker Karma relative to this heating loop, if there is no thermal barrier between the ECT sensor and the PTC Heater Loop, the reading of the ECT sensor will read falsely high compared to the temperature of the rest of the engine. The resulting engine behavior can include extremely poor start quality, including misfire at cold start, or an ineffective cold start emissions reduction strategy. This constitutes a direct impact on emissions performance. Furthermore, an inappropriate ECT indication can lead to a false indication of dewpoint, which is used to delay the heating of exhaust gas sensors to avoid sensor damage from the thermal shock. This potential component damage represents an indirect impact on emissions performance. Finally, a false ECT indication can lead to a false engine thermostat monitoring result, as well as inappropriately enabled diagnostic monitors using ECT as an enable criterion. This is a direct impact on the OBDII System. Fisker determined that this thermostatic valve is an OBDII Component because its failure, specifically if it fails open, will have an impact on engine, emissions, and OBDII System performance. Fisker developed a monitoring strategy that detects a stuck open, leaking, or incorrect thermostatic valve during all-electric operation, ultimately protecting the system against a false ECT Indication at Engine Start. This presentation will provide an overview of the monitoring strategy, including salient points for OEMs to consider when integrating traditional combustion engines into a PHEV. Michael Taljonick, IAV Automotive Engineering Inc.; Lindsey Heineman, Fisker Automotive

6 5:15 p.m. 5:45 p.m. Do Hybrids and Electric Vehicles Require a New Strategy for Serviceability? A study comparing diagnostic data available at the diagnostic port for hybrids and full electric vehicles for various vehicle manufacturers. Including information on what vehicles have J1962 connectors and which do not, followed by discussion about that decision. An open discussion on what could be considered OBD II data and why. Do Hybrids and Electric vehicles require a new strategy for serviceability? Are they service ready for the aftermarket? Kurt Immekus, Volkswagen Group of America Inc. Utilizing OBD ll in California s Smog Program In 2001, the EPA outlined a number of methods to detect I/M Smog inspectors who are engaging in `clean scanning. Continuing the effort to deter fraud, the state of California s Bureau of Automotive Repair (BAR) has implemented new methods of `finger printing vehicles including methods to determine repair longevity in their new OIS Smog program. Understanding these two issues is the next phase of teaching technicians the importance of not `clean piping. These concepts are new to technicians and pose new challenges to the current teaching methods. Most current teaching methods only teach technicians to look for codes and to see if the monitors run to complete, and nothing else. Repair verification and longevity is a new challenge that technicians are now facing in California s Smog Program. There will be two case studies discussed in this presentation. One will demonstrate how the BAR used OBD ll to detect clean piping, when there is no VIN available in the data stream. There are 5 different finger printing elements used to prove the technician was using a `mule vehicle to perform erroneous Smog inspections. When the VIN is available in the data stream as explained in the second study, service information in Service Mode $01 and $09 will be used to show repair longevity. Service mode modes $01 through $09 and $0A will be examined to show some of the information that is being collected and utilized in the California smog program. I am presenting this material to show the importance of OBDll and to ask SAE to help Instructors/ Instructional Designers to explain the importance of checking for repair longevity after repairs. This will help Manufacturers keep their warranty costs down and help prevent come backs, which will make customers happy. Steve Caruso, OBD2training.com Thursday, September 17 OBD 2015 Thursday Technical Sessions Session Code: OBDTH Room TBD Session Time: ALL DAY Time Paper No. Title

7 8:00 a.m. 8:30 a.m. 9:00 a.m. 9:30 a.m. Heavy Duty OBD Update Mike Regenfuss, California Air Resources Board Heavy Duty After-Treatment Aging Process for 2016 For 2016, Heavy Duty Engine Manufacturers must age the engine and after-treatment system for OBD demonstration testing to represent End of Useful (EUL) life systems. To demonstrate EUL systems, the manufacture is required to obtain real world high mileage systems from 2010 or newer engines and to collect emissions and quantify performance deterioration. Based on this data an accelerated aging process must be developed to age the engine, after-treatment system, and sensors. This presentation will discuss the process to obtain high mileage systems and details on how we developed the accelerated aging method for aftertreatment systems. Jeffrey Potts, Cummins Inc. J1939 Standards Update The SAE J1939 family of standards has an active history of supporting HD OBD concepts for 2010, 2013, and 2016 MY engines. Eric Swenson will comment on the recent and forthcoming publications for SAE J1939 et. al. and their relationship to California s HD OBD regulation, 13 CCR , including the change to 500K communications for 2016MY engines. This will be followed by an extended discussion on SAE J (re-) development for 2013 and 2016 MY engines that discusses the test precepts and vehicle integration concepts to support the requirements in 13 CCR (h), 13 CCR (d) and 13 CCR (l)(1). Eric Swenson, Navistar Inc. BREAK 10:00 a.m. Partial Volume Monitoring for Urea Based SCR Catalysts OBD emissions thresholds for diesel urea based SCR (selective catalytic reduction) catalyst have been driven down rapidly by regulatory authorities, and continue to be driven down with the LEV III regulations proposed by ARB. The accuracy of state of the art NOx sensing technology is not keeping pace with the OBD requirements, motivating the need to look for more advanced SCR monitoring approaches. One approach that has been employed with success for gasoline three way catalyst monitors is the so called partial volume monitor where only a portion of the catalyst is monitored with the assumption that that portion will be damaged first. In this presentation we investigate the potential benefit of partial volume SCR monitoring and the applicability of the assumptions. We support the analysis with experimental results. Michiel Van Nieuwstadt, Ford Motor Company

8 10:30 a.m. 11:00 a.m. 11:30 a.m. 12:00 p.m. OBD from an Engineering Consultant s View OBD development, implementation and certification is a unique challenge in North America. The complexities include correct interpretation of regulation to application, historic discussions, calibration principles, carry-over from other markets and time pressure from the overall program launch. Importance to OBD is getting attention by top management in the automotive industry, especially the diesel ones. Audience can elicit slew of information about OBD project planning to technical challenges as seen from an Engineering Consultant. Harsha K. Nanjundaswamy, FEV Inc. OBD Robustness Challenges With Aftermarket Products, Modifications to Vehicle and New Technology Customer sometimes modified the vehicle by relocating emission components, modified the production hardware, or installed aftermarket parts. Whether it s to gain more performance or reduce operating cost, these changes sometimes affect the expected behavior of the vehicle operation and jeopardize the onboard diagnostic robustness. This presentation is to share Ford's OBD experiences and challenges with aftermarket or modified parts, modifications to vehicle, and introduction of new emission component. Ace Koua Kue, Ford Motor Company Transition from EOBD to US HD-OBD, Considerations for Stoichiometric NG Engines The current and projected lower price of natural gas (NG) relative to diesel fuel continues to drive manufacturers to consider alternatives to the conventional diesel engine for the heavy and medium-duty applications. As more stringent OBD requirements for alternative fueled engines are phased in over the next few years, with a requirement for full HD-OBD compliance in 2018, manufacturers must understand the impact these regulations will have on their existing OBD strategies and calibration and what additional development will be required. Some manufacturers have introduced heavy and medium-duty stoichiometric spark-ignited (SI) NG engines for the European market, and may consider bringing these engines to the US market. These engines have diagnostic systems developed specifically for EOBD requirements. To successfully certify and introduce these EOBD equipped engines to the US market the additional HD-OBD requirements for these SI NG engines must be understood. This presentation will investigate the specific monitoring requirements for these HD applications and evaluate the effort and challenges to achieve a successful diagnostic system implementation for US regulations. The study will specifically consider the transition from EOBD to US HD-OBD as it applies to heavy-duty spark-ignited natural gas applications. Anna Szpindor, FEV Inc. Networking Lunch with Exhibits

9 1:00 p.m. OBD Strategy Review of Detection of Malfunctioned Diesel Particulate Filters Using a Particulate Sensor Starting in MY2016 the OBD threshold for malfunctioned diesel particulate filters will be 30 mg/bhp-hr. Monitor strategies utilizing a differential pressure sensor lack the ability to detect soot leakage at this threshold. Volvo has explored the usage of a particulate matter sensor for detection of malfunctioned diesel particulate filters as an alternative to a differential pressure sensor. The challenge to develop a robust strategy is large effort being taken by our industry. Volvo believes that sharing the testing process and results are in the best interest of the OBD community. This presentation will detail the process of designing a malfunctioned diesel particulate filter monitor using a particulate sensor. The first step of designing this monitor is documenting the behavior of the particulate matter sensor under different conditions. Laboratory engine dynamometer tests were used to gather both steady state and transient data. This data allowed the sensor and laboratory equipment measurements to be analyzed for comparison. Data was taken at different soot levels to better understand the sensor s accuracy as a function of different factors such as soot concentration and exhaust flow. Matlab and Simulink code was used to design and test a monitor strategy. A detailed explanation of how simulation was utilized to evaluate the monitor design is shown. The process of testing different calibration designs and reporting results is outlined. The simulation environment also allows users to study the difference between the strategy inaccuracies and the sensor inaccuracies. This was achieved by allowing the monitor to utilize both sensor and laboratory equipment measurements and provide two different outputs for comparison. The overview of this process provides a fresh look at the scope of designing and testing a new monitor and sensor as well as some specific details related to particulate matter sensors. Areas of success are highlighted as well as areas of concern. Volvo is confident that continual improvement is the key to the success of any monitor design. Heath Morris, Volvo Group Trucks Technology

10 1:30 p.m. OBD in Hybrid Systems The presentation gives an overview about OBD realized in different Power Control Units within the electric drive system. The contexts of Diagnostic development in the Power Control Unit are described. Hybrid systems bring additional complexity in the vehicle system architecture. Different aspects of development of new techniques which are suitable for series production are opposed. Additional system parts like High Voltage System, Electric drive system with new influences on traction, torque and temperatures increases the complexity in the vehicle system. New DECs (Diagnostic or Emission critical Control units) are integrated in classic system structures. They embody all parts of new system partners and have to handle these technical challenges. Within the DECs the combination of new technology with established principles and rules is done. Thinking the other way round, that means, with new technology new solutions are possible. 2:00 p.m. 2:30 p.m. 3:00 p.m. Bernd Kesch, Robert Bosch GmbH Heavy Duty Hybrid OBD This presentation will briefly summarize potential Heavy Duty Hybrid OBD impacts of the newly discussed EPA s Green House Gas Phase II and ARB s Innovative Technology regulation that are in the process of being worked by EPA and ARB staff. This presentation will also summarize the language of the Executive Orders for 2015 sales in California based on the existing regulatory language and the challenges of being called a combined manufacturer between the hybrid and engine manufacturers. Finally, this presentation will summarize recent additions to the J1939 standard and ongoing development work in the J1939 Hybrid Communication Task Force to establish standard Heavy Duty Hybrid interfaces. Chris C. Jones, BAE Systems HybriDrive Solutions Presenter Q&A Bernard Challen, Shoreham Services Conclusion of Event