Vehicle Test Procedures

In order to achieve a 10-second acceleration time from 0 to 100 km h and a 5 km h s highway passing acceleration rate on flat roads, the power of a passenger car needs to be around 80 kW. When climbing hills of around 20°, about 85% of the power output is used to work against gravity. 

With 6 kg of H2 onboard, a car could be driven for around 1200 and 600 km at an uninterrupted cruising velocity of 30 and 110 km h respectively. The frequent stops and breaking that are characteristic of local driving dramatically reduce driving distances. 

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SAE J227, Electric Vehicle Test Procedure," SME Recommended Practices, SAE, New York, Mar. 1971. 

Several of these items are already being discussed within the UNECE working group on a Worldwide Harmonized Light vehicle Test Procedure. 

Table 28. Emission of carbon monoxide, gaseous hydrocarbons, nitrogen oxides and particulate matter from a passenger car equipped with an IDI/NA diesel engine, and conversion over a diesel catalyst in the fresh and the engine aged state, in the different phases of the US-FTP 75 vehicle test procedure and of the European MVEG-A vehicle test procedure. ...

Figure 111. Emission of aldehydes, acrolein and various polynuclear aromatic hydrocarbons of two passenger cars equipped with an IDI/NA and with a DI/NA diesel engine, once without and once with a diesel oxidation catalyst, in the US-FTP 75 vehicle test cycle (monolith catalyst with 62 cells cm dedicated diesel washcoat formulation with a platinum loading of 1.76 g 1 in the fresh state vehicle dynamometer tests according to the US-FTP 75 vehicle test procedure, with passenger cars equipped with a DI/NA and with an IDI/NA diesel engine of displacement 2.0 1). Reprinted with permission from ref [70], 1990 Society of Automotive Engineers, Inc.

Table 3. PNGV battery system goals for Hybrid Electric Vehicles. Test procedures are available...

In the United States, federal regulations require automobile manufacturers to certify that vehicles are ia compliance with exhaust emission standards when tested under specific test procedures. 

Test Procedure. To comply with emission standards, representative vehicles must be mn for 80,000 km (Appendix IV of the Eederal Test Procedure (ETP)) (3). The first 6,400 km are considered a break-in portion. Exhaust emissions are measured each 8,000 km between approximately 6,400 and 80,000 km of accumulation and a deterioration factor (DE) of emissions is calculated. A DE of 1.15 for HC indicates that HC emissions increased by 15% between 6,400 and 80,000 km, and were within the 80,000 km standard. This DE is appHed to the 6,400 km emission test data points for all other model variations of the family of vehicles represented by the 80,000 km durabiUty car. 

Crankcase emissions no crankcase emissions shall be discharged into the ambient atmosphere. Fuel evaporative emissions 2 gm per test procedure for vehicles beginning with 1972. 

The latest CARB/EPA procedures require diurnal emissions to be measured during a real time, three day test that exposes the complete vehicle to daily temperature fluctuations. This test method has been employed to more accurately reflect the real world diurnal emissions that occur. Rutming loss emission measurements were also initiated in the latest test procedures. Evaporative emissions are measured... 

State of California Air Resource Board, California Fuel Evaporative Emissions Standard and Test Procedure for 1970 Model Light Duty Vehicles, April 16, 1968. 

The federal test procedure for new vehicle certification IS limited to a maximum acceleration rate of 3.3 mph/sccond and a maximum speed of 57 mph (and even that speed is for a veiy short duration). Based upon extensive data collected in Baltimore, Spokane, and Atlanta, more than 8.5 percent of all speeds exceeded 57 mph, and more than 88 percent of trips contained acceleration activity exceeding 4 mph/sec-ond. In fact, more than one-third of the trips monitored included an acceleration rate at some point during the trip of more than 7 mpli/second. Similarly, more than 15 percent of the deceleration activity exceeded -3.5 mph/second. Hence, enrichment events are significant in real-world emissions inventories. 

To counter the elevated emissions associated with enrichment, the EPA has adopted supplemental federal test procedures. The new laboratory test procedures contain higher speeds, higher acceleration and deceleration rates, rapid speed changes, and a test that requires the air conditioning to be in operation. These tests increase the probability that vehicles will go into enrichment under laboratory test conditions. Hence, manufacturers have an incentive to reduce the frequency of enrichment occurrence in the real world. Future catalytic converters and emissions control systems will be resistant to the high-temperature conditions associated with engine load, and will be less likely to require enrichment for protection. Thus, enrichment contributions to emissions will continue to decline. 

U.S. Environmental Protection Agency. (1996). Final Regulations for Revisions to the Federal Test Procedure for Emissions from Motor Vehicles. Federal Register. 61 54852-54906. 

General rules for corrosion tests applicable to storage conditions Filiform corrosion test on steel Liquefied petroleum gases-corrosiveness to copper. Copper strip test Road vehicles-brake linings-resistance to water, saline solution, oil and brake fluid-test procedure... 

Road vehicles-brake linings-seizure to ferrous mating surfaces due to corrosion-test procedure... 

U.S. Code of Federal Regulations, Control of Air Pollution From New Motor Vehicles and New Motor Vehicle Engines Certification and Test Procedures, Title 40, Part 86. 

SAE Standards Fomm SAE Vehicle Standards - in the early stages of developing standards for safety, performance, reliability and recyclability. Also establish testing procedures. 

SAE has established a Fuel Cells Standard Forum that is chartered with the establishment of standards and test procedures for fuel cell powered vehicles. The committee was established in 1999. The standards will cover the safety, performance, reliability and recyclability of fuel cell systems in vehicles with emphasis on efficiency and environmental impact. The standards will also establish test procedures for uniformity in test results for the vehicle/systems/components performance, and define interface requirements of the systems to the vehicle. Task Groups have been formed in the areas of safety, performance, reliability, emissions, recyclability, interface and miscellaneous. 

RAFs are adopted in Section 13 of the California Exhaust Emission Standards and Test Procedures for 1988 and Subsequent Model Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles, and the process for establishing RAFs is in Appendix VIII of that document. The document is incorporated by reference in Title 13, California Code of Regulations, Section 1960.l(k) see also California Air Resources Board (1992a, 1993). The last amended date is March 19, 1998. 

The solvent should not contain substances that contribute significantly to the production of photochemical smog and troposphere ozone. The volatile organic content of the product, as used, should not exceed 50 g/L. None of the components of the product will have a maximum incremental reactivity (MIR) exceeding 1.9 g Ofg of compound (the MIR for toluene). MIR values can be obtained from the maximum incremental reactivity list found in Appendix VII of the California Air Resources Board s California Exhaust Emission Standards and Test Procedures for 1988 and Subsequent Model Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicles as amended on September 22, 1993. 

For cars and light-duty vehicles the current and future test procedures and limit values have been consolidated in the Euro 5 and Euro 6 legislation [Regulation (EC) No. 692/2008]. In the exhaust emission test a production vehicle is placed on a... 

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