Title 13, California Code Regulations, Section 1968.2
Malfunction and Diagnostic System Requirements for 2004 and Subsequent Model-Year Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles and Engines(OBD II). OAL-Approved Final Regulation Order for OBD II and Emission Warranty Regulations: approved on November 9, 2007.
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© DEFINITIONS
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.
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) 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 Code of Federal Regulations (CFR) 86.082–2 and 86.094–2). “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 the need for the AECD is justified in terms of protecting the vehicle against damage or accident. 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 operation of the vehicle above 8000 feet in elevation shall not be considered an EI-AECD.
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 Society of Automotive Engineers (SAE) J1979 “E/E Diagnostic Test Modes – Equivalent to ISO/DIS 15031- 5:April 30, 2002″, April 2002 (SAE J1979), incorporated by reference (section (f)1.4). For diesel applications, the calculated load value is determined by the ratio of current output torque to maximum output torque at current engine speed as defined by suspect parameter number (SPN) 92 of SAE J1939 “Recommended Practice for a Serial Control and Communications Vehicle Network” (SAE J1939), incorporated by reference.
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 containing software that has primary control over any of the monitors required by sections (e)(1.0) through (e)(14.0), and (e)(16.0), (f)(1) through (f)(14), and (f)(16) or, excluding anti-lock brake system (ABS) control units or stability/traction control units, has primary control over the diagnostics for more than two of the components required to be monitored by sections (e)(15.0) and (f)(15).
Diesel engines
refers to engines using a compression ignition thermodynamic cycle.
Driving cycle
consists of engine startup and engine shutoff and includes the period of engine off time up to the next engine startup. 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 startup 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.
Engine 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.
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 1, Part 86, section (a) entitled, “EPA Urban Dynamometer Driving Schedule for Light-Duty Vehicles and Light-Duty Trucks.” For medium-duty engines certified on an engine dynamometer, FTP cycle refers to the engine dynamometer schedule in CFR 40, Appendix 1, 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.”
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).
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.
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 Otto-cycle engine or an alternate-fueled engine.
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 onboard 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 with the engine not 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 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 mediumduty 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 vehiclee
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.
Malfunction
means any deterioration or failure of a component that causes the performance to be outside of the applicable limits in sections (e) and (f).
Medium-duty vehicle
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.
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 2% two percent of the projected volume for the test group or calibration, whichever is being evaluated in accordance with section (j).
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 singled 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 firing events for the specified interval.
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).
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. 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.
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)©, 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).
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.
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
is defined in “Speed Versus Time Data for California’s Unified Driving Cycle”, dated December 12, 1996, incorporated by reference.
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 sufficient vehicle operation such that the coolant temperature has risen by at least 40 degrees Fahrenheit from engine starting and reaches a minimum temperature of at least 160 degrees Fahrenheit (140 degrees Fahrenheit for applications with diesel engines).
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