Method for cyclic emissions testing during vehicle technical inspection

Abstract

Emissions data for a vehicle can cover modes used in operation of the vehicle. For example, the modes can include idle, low acceleration, medium acceleration, high acceleration, and deceleration. The emissions data is compared against a boundary value for each of the modes. The emissions data can be collected during a road test using an emissions measurement system. At least one of the modes can be assigned to at least some period of the emissions data.

Description

METHOD FOR CYCLIC EMISSIONS TESTING DURING VEHICLE TECHNICAL INSPECTIONCROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to the provisional patent application filed October 12, 2021 and assigned U.S. App. No. 63 / 254,859, the disclosure of which is hereby incorporated by reference.FIELD OF THE DISCLOSURE

[0002] This disclosure relates to vehicle emissions testing.BACKGROUND OF THE DISCLOSURE

[0003] Vehicle and transportation sector-related emissions continue to be a leading source of greenhouse gases (GHG) and air pollution in urban areas around the globe. As an example, there were over 279 million vehicles in the United States in 2019 that emitted 33% (1,750 million metric tons) of total U.S. CO2 emissions. In the same year, the U.S. transportation sector share of total U.S. emissions for CO, N0x, and particulate matter (PM) were 54%, 59%, and 8%, respectively. Therefore, resources continue to focus on emission reduction tactics that typically fall into two categories: current fleet inventory upgrade (e.g., roadside and / or engine bay inspection and maintenance (I / M) programs, aftermarket engine / vehicle / fuel programs, etc.) or new vehicle manufacturing (e.g., revisions of standards for newly manufactured vehicles, etc.).

[0004] Gaseous emissions can have an adverse effect on the environment, having the potential, depending on level of exposure and composition, to be both profoundly harmful to human health and detrimental to ecosystems and infrastructure alike. As a result, many industries face ever-increasing pressure to monitor, reduce, and / or limit certain emissions generated by internal combustion engines, stacks, other systems that generate emissions, or other sources.

[0005] Vehicle emissions have been linked to the increase in air pollution over the previous decades. As a result, many governments and agencies around the globe have begun to require the routine inspection of road-faring vehicles for both roadworthiness and emissions output. Through routine technical inspections and emissions testing, vehicles that are unsafe or excessively contribute to air pollution can be removed from the road until remedied. Around theworld, desire for these routine vehicle tests is becoming increasingly more common. As tests in each country or region can vary, standardization becomes more difficult.

[0006] Routine technical inspections and emissions testing has become more common in Europe in a technical inspection known as the Periodic (or Periodical) Technical Inspection (PTI). Partly due to the diverse nature of European countries, many different testing procedures and protocols have been created to meet PTI requirements. As such, different governing bodies may require different amounts or types of emissions test data for a vehicle to pass or fail its routine technical inspection. Additionally, each PTI testing site may have a different testing layout. The layout at each testing site is based on many factors such as cost, logistics, available area, clientele, capacity, etc. The discrepancies between each testing site leads to many logistical problems such as variations in test data and different pass / fail criteria. Technical inspection sites in Europe tend to fall under one or a combination of the following layouts: multiple zone, single zone, or parking lot / road testing.

[0007] The most common technical inspection layout is the multiple zone arrangement. In this layout, a vehicle enters the testing site (typically indoors) and drives through multiple stations. The vehicle may spend anywhere from ten seconds to five minutes at each station, but the exact time depends on the type of test performed and the operator’s speed and experience in performing the tests. A group of multiple zone testing sites may have dissimilar methods for performing each part of the inspection, resulting in further discrepancies among tests. Typical “zones” or stations in this layout may include a brake test, suspension test, headlight test, chassis inspection, and an emissions test. In general, the spacing between each station is around thirty seconds and the complete technical inspection may take over twenty minutes. In this configuration, the emissions test is less than a minute and is performed during idle and potentially at a few snaps of higher engine speeds. This testing scheme provides only a minimal amount of data, which does not include driving data with the vehicle moving and an engine under load. As a result, this emissions testing scheme at a technical inspection site can lead to an increase in false negative test results. With vehicles becoming substantially cleaner, idle emissions measurements of this style will not be sufficient.

[0008] At a single zone technical inspection site, the tests are performed at a dynamometer or adaptation of such device. For this style of testing, the emissions test provides data while the engine is under load, providing a more realistic set of results in determining if avehicle is clean enough for public roadways. Single zone technical inspection sites have advantages in the size category but come with slowness and costliness. During the construction and setup phases of the testing sites, the layout can be selected based on criteria such as location, environment, etc. For example, a testing site in a rural countryside may not see the need for high- capacity testing sites with multiple lanes and / or multiple zones, instead opting for a single zone layout. This makes the possibility of converting all testing sites to the same layout difficult and inefficient.

[0009] Parking lot / road testing is a type of testing format that has the most randomness. In this configuration, there are many possible layouts. The vehicle may move through stations for inspection of its major components (e.g., brakes, chassis, suspension, etc.). The vehicle may be driven around and checked during the drive. This technical inspection process may allow for the collection of valuable real-driving emissions. Although better emissions data can be collected, this layout is not suitable for every application. This technical inspection process can be lengthy, and mechanical vehicle checks may not be as reliable due to the absence of permanent mounted measuring equipment.

[0010] These various testing methods provide varying data reliability and no standardization, which in combination with the different pass-fail criteria, results in no comparability between the emissions of vehicles that are tested at different sites. Each testing site layout is optimized based on the environment so a conversion of all sites to the same layout is presently not feasible. Therefore, what is needed is a technique to make the emissions testing portion of each technical inspection procedure be consistent and comparable regardless of prior technical inspection layout or process.BRIEF SUMMARY OF THE DISCLOSURE

[0011] A method is provided in a first embodiment. The method includes receiving emissions data for a vehicle at a processor. The emissions data covers a plurality of modes used in operation of the vehicle. Using the processor, the emissions data is compared against a boundary value for each of the modes. The modes can include idle, low acceleration, medium acceleration, high acceleration, and deceleration. The processor can be configured to assign one of the modes to at least some period (e.g., the entirety or less than an entirety) of the emissions data. The emissions data can be generated from a road test.

[0012] The method can include collecting the emissions data from the vehicle during a road test using an emissions measurement system. In an instance, the emissions data is collected at least once per second. The collecting can begin when a spike in CO2 is recognized.

[0013] The method can include comparing one of the modes in the emissions data to the one of the modes in emissions data for a different vehicle. The emissions data for the vehicle and the emissions data for the different vehicle can be generated using different tests.

[0014] The vehicle can be a personal vehicle, a non-road vehicle, or an off-road vehicle.

[0015] The emissions data can include at least one value per second during the operation of the vehicle.

[0016] The method can include determining, using the processor, a pass / fail result for each of the modes by comparing against the boundary value for a corresponding one of the modes. The method can further include determining, using the processor, an overall pass / fail for the vehicle based on the emissions data. The pass / fail result can be based on one or more of particle number, particle size, hydrocarbons, or gases present.

[0017] The method can include plotting, using the processor, the emissions data against the boundary values for one or more of the modes.

[0018] A non-transitory computer readable medium can store a program configured to instruct the processor to execute the method of the first embodiment.DESCRIPTION OF THE DRAWINGS

[0019] For a fuller understanding of the nature and objects of the disclosure, reference should be made to the following detailed description taken in conjunction with the accompanying drawings, in which:FIGS. 1A and IB are schematics of a single testing zone technical inspection and a multiple testing zone technical inspection, respectively;FIG. 2 is a flowchart of an embodiment of a method and system of the Vehicle Emissions Cycle- Testing Operation Routine (VECTOR) method;FIG. 3 is a schematic of the implemented VECTOR method;FIG. 4 is a flowchart of an embodiment of data normalization of the VECTOR technique;FIG. 5 shows a graphical overlay with engine load factor and mode data collected from a vehicle during the VECTOR method at a single zone inspection site, which uses graphical overlay for engine load factor and mode data collected from a vehicle during the VECTOR method, wherein the indicated engine load factor markers indicate theoretical numeric thresholds distinguishing different acceleration modes used in the data normalization process;FIG. 6 shows a graphical overlay with engine load factor and mode data collected from a vehicle during the VECTOR method at a parking lot, which uses the same graphical overlay format as FIG. 5; andFIG. 7 shows a graphical overlay with engine load factor and mode data collected from a vehicle during the VECTOR method at a multiple zone inspection site, which uses the same graphical overlay format as FIG. 5.DETAILED DESCRIPTION OF THE DISCLOSURE

[0020] Although claimed subject matter will be described in terms of certain embodiments, other embodiments, including embodiments that do not provide all of the benefits and features set forth herein, are also within the scope of this disclosure. Various structural, logical, process step, and electronic changes may be made without departing from the scope of the disclosure. Accordingly, the scope of the disclosure is defined only by reference to the appended claims.

[0021] A method for vehicle emissions testing during technical inspection of a vehicle is disclosed. This allows the collection and normalization of critical pass-fail emissions test data during the cyclic testing of vehicles in different technical inspection environments. Through use of these embodiments, a longer, real-driving emissions test may be performed on the vehicle (which includes non-road vehicles such as a locomotive or forklift, off-road vehicles such as a 4x4, and personal vehicles), providing more accurate results and more data than previous techniques in addition to the reduction of costs and overall technical inspection time to comparable methods. Additionally, the present invention may be implemented in any current technical inspection environment, which results in consistency among different testing procedures and sites. Therefore, emissions data from different technical inspection sites can be compared.

[0022] The method of the present invention provides for the collection of vehicle emissions data during the vehicles’ startup, idle, acceleration, deceleration, and snaps at higherengine speeds during a technical inspection. This covers nearly all aspects of a vehicle’s emission profile while also reducing the time required to perform the technical inspection to comparable methods. Through use of the method and system disclosed herein, a longer and more realistic emissions test may be performed on the vehicle, providing more accurate results and more vital data. Embodiments disclosed herein may be implemented in any existing technical inspection environment and allow for the comparison of the resulting emissions data.

[0023] A method for simultaneous vehicle emissions testing during a vehicle technical inspection is disclosed. Through use of the VECTOR method and system, the emissions testing portion of a vehicle technical inspection occurs simultaneously while also providing more accurate results due to emissions measurements during the startup, idle, acceleration, deceleration, and snaps at higher engine speeds of the vehicle being tested. Through use of the embodiments disclosed herein, more accurate and reliable emissions data is recorded without the added size, time, and cost of previous emissions testing techniques in a technical inspection. The embodiments disclosed herein also provide a method for creating comparable emissions tests between different testing site configurations, solving dissimilar results with prior testing processes.

[0024] As shown in FIGS. 1A and IB, a vehicle arrives at the testing site and typically idles at the beginning of the technical inspection process. FIG. 1A is an illustration of a single zone testing site. In this testing setup, the vehicle is inspected for safety (e.g., chassis, brakes, headlights) and emissions, at a single zone, such as using a dynamometer or car hoist. The vehicle is then dismounted, driven out of the testing site, and receives a pass or fail.

[0025] FIG. IB is an illustration of a multiple zone testing site. In this testing setup, there can be several testing zones. FIG. IB is shown as having four zones, but different numbers of zones are possible. Each zone has the equipment required to perform a different test. In an example, zone 1 may be a headlight test, zone 2 may be a chassis inspection, zone 3 may be a seatbelt inspection, and zone 4 may be an emissions test. The vehicle travels through each zone and receives a pass or fail before leaving the testing site. Exemplary times at each zone are shown in FIG. IB, however there is additional travel time between the zones. The complete test time can be based on several factors such as operator experience, testing layout, etc.

[0026] FIG. 2 is a flowchart of an embodiment of a method and system of the VECTOR technique. In an embodiment, emissions measuring equipment is installed on the vehicle prior tothe inspection process. Once the inspection finishes, the equipment is uninstalled and serviced before repeating the cycle. The collected data is normalized and analyzed to provide a pass or fail result.

[0027] A more detailed illustration of the VECTOR method is shown in FIG. 3. The method can include two components: a testing component and a data analysis portion. The testing portion is further comprised of six steps, which are labeled in FIG. 3 and described in detail below.

[0028] Step 1 is equipment installation. In the method, a Portable Emissions Measurement System (PEMS), which is a small, lightweight, low-cost, and accurate type of emissions measurement equipment, is installed on the vehicle. An example of a PEMS is shown in U.S. Patent No. 10,190,945, which is incorporated by reference in its entirety. Other emissions testing systems can be used and this PEMS is only one example. The installation occurs while the vehicle is waiting at the entrance of the testing site for its inspection and requires less than one minute. The PEMS can measure the vehicle emissions in addition to engine parameters through the vehicle’s Electronic Control Unit (ECU). The measured vehicle emissions may include carbon dioxide (CO2), carbon monoxide (CO), hydrocarbons (HC), oxygen (O2), nitric oxide (NO), nitrogen dioxide (NO2), and particle number / mass (PN / PM). The measured engine parameters may include, for example, identification information (i.e., VIN), intake manifold absolute pressure, engine torque, engine load factor, intake mass air flow, engine RPM, throttle position, etc. Vehicle identification information from the ECU can be used to upload the test results to a database after the test.

[0029] Correct installation of the PEMS can be verified by measured CO2 levels increasing above ambient levels (0.04%) to those outputted by an engine (e.g., 15% for gasoline or 4% for diesel).

[0030] Step 2 is to perform a previous vehicle technical inspection without any emissions testing. When FIG. 3 is compared to FIG. IB, it can be seen that testing zone 4, the emissions test, has been removed. With the VECTOR technique, the emissions test is now the entire vehicle inspection routine. During the technical inspection, the vehicle will perform accelerations and decelerations every time it moves, providing valuable emissions data. This provides more emissions data with improved accuracy since a portion of it is with the engine under load as opposed to a typical idle test. The total length of test is also reduced because there is not astandalone emissions test (e.g., 3-5 minutes). There is, however, an added PEMS installation / uninstallation time, which is over 50% less than the standalone emissions test. Total test time is further reduced because the vehicle does not stop / start at a fourth zone. Instead, the vehicle drives through that area. Furthermore, the emissions test may now be 15-20 minutes at different operational modes rather than just 3-5 minutes at idle, for example. This provides a more accurate and valuable emissions test than previously.

[0031] Step 3 occurs after the technical inspection. In step 3, the vehicle (with the PEMS equipment still installed), drives back to the start of the test. This is performed outside of the testing site and provides space and distance for performing higher load driving. It also allows the PEMS to return back to the beginning of the test before step 4.

[0032] Step 4 occurs at the end of the emissions testing portion and is where the equipment is uninstalled, which typically takes less than one minute. The vehicle owner can receive notice of the results. For example, the vehicle owner can receive notice of green, yellow or red test results. Green indicates the vehicle passes all requirements; yellow indicates passing of two (vehicle must be retested in a period of time). Red indicates the vehicle failed all thresholds and must be retested after maintenance.

[0033] Step 5 is the where the equipment is serviced (if necessary). The equipment is reviewed for accuracy and precision before restarting the cycle on anew vehicle. For example, it can be checked for calibration accuracy, zeroing offset, and battery life.

[0034] Step 6 is equivalent to step 1 and is installation of the PEMS on a new vehicle at the start of the inspection and represents the start of a new cycle.

[0035] For maximum efficiency at testing sites, there can exist “n+2” PEMS, where n is the number of testing zones. Therefore, at a four-zone testing site there could be six PEMS circulating so that there can be a different vehicle at each zone plus one PEMS that is on a waiting vehicle at the start and one PEMS undergoing service before being installed on a vehicle. Therefore, the cycle is continuous. This would represent a case where the testing site is at maximum capacity. At lower testing site capacities, fewer PEMS are required for maximum efficiency. The use of additional PEMS is offset by the lower cost of each PEMS and increased efficiency / accuracy of the testing method.

[0036] The second component of the VECTOR technique is data normalization, which enables the method to be implemented at any testing layout and ensure the emissions data is comparable. This component typically occurs real-time during the test so that there is no waiting time for the test results at the end of the test. Conversely, the data may be stored on the PEMS and processed later. This may occur if the testing site is large enough that a real-time wireless connection is lost with the computer. The data normalization requires both emissions data and ECU data from the vehicle. ECU data is recorded by the PEMS through the vehicle’s on-board diagnostics (OBD) port. The data may be sent to a computer at the test site or remotely where it is processed using a computer program or pattern recognition software.

[0037] Data normalization can occur by partitioning the emissions data based on the vehicle’s instantaneous operational mode. In the preferred embodiment, there exists five modes, however more or fewer modes are possible. The VECTOR operational modes include idle, acceleration, and deceleration. The acceleration mode is further broken into low, medium, and high acceleration, resulting in five total operational modes.

[0038] Any number of operational modes can be used, with the number of operational modes depending on the length and type of test. A shorter test will have fewer operational modes. In a shorter test, there may be only idle, acceleration, and deceleration. In an even shorter (stationary idle) test, there may be only low idle and high idle. For example, present PTI emissions testing has two modes: low idle and high idle. VECTOR can include five dynamic operational modes, leading to a more accurate emissions test.

[0039] A higher number of operational modes can be used on a shorter test, but some modes may contain too little or no data. Such modes can then be condensed into a broader operational mode, for example, low idle and high idle both belong to the idle mode.

[0040] Determination of the operational mode may involve the use of one or more binning parameters. The binning parameters are outputted by the vehicle ECU. To determine acceleration, the vehicle speed is used since acceleration is the first derivative of speed. A negative acceleration distinguishes deceleration. Zero acceleration may distinguish idle, although other parameters may be used to verify.

[0041] FIG. 4 is a flowchart showing the data normalization process. In an example, the ECU data is read by the software and first determines if the vehicle is in cold start. If YES, thenthe corresponding emissions data is binned into the cold start bin. An operational mode for cold start can exist, but typically this data would be discarded. The cold start mode is binned by the after-treatment temperature, outputted by the ECU. For vehicles without after-treatment temperature, the coolant temperature can be used instead. The lambda value or oxygen sensor output also may be used to determine when the engine is in cold start.

[0042] If NO, the software determines the vehicle’s operational mode, which can be, for example, idle, acceleration, or deceleration. Idle can be determined using one or more of the ECU parameters such as vehicle speed, throttle position, and / or engine RPM. Acceleration and deceleration are determined using the first derivative of the vehicle speed. A negative derivative distinguishes deceleration. For the acceleration mode, low, medium, and high using engine load can be used as the binning parameter.

[0043] Engine load may be represented using a variety of binning parameters. For example, the engine load can be represented by engine torque, where a higher torque means the engine is under higher load. Engine torque is not an available output for every ECU. Therefore, a different binning parameter could be used. In order of decreasing preference for this example, the binning parameter could be intake manifold absolute pressure, engine torque, engine load factor, intake mass air flow, or engine RPM, which all correlate to engine load in varying strengths, can be used. The engine load is represented, for example, on a relative scale from 0 to 1 and not in absolute values, which allows comparison between different vehicles. The minimum of 0 can be the minimum value of the binning parameter recorded. The maximum of 1 can be the maximum value of the binning parameter recorded. Each absolute value between the minimum and maximum correlate to a number between 0 and 1.

[0044] Low, medium, and high acceleration can represent three different aspects of engine use. Each can involve different amounts of energy input. The more energy required, the greater the emissions output, sometimes exponentially. Thus, the low, medium, and high acceleration modes can help improve results because the emissions difference between low and high acceleration modes are substantial.

[0045] Vehicle speed can be used to determine acceleration versus deceleration. The derivative / rate of change of the speed can provide the acceleration. If negative, then it is a deceleration. If positive, then it is an acceleration. Once that is determined, the low, medium, and high acceleration is represented with low, medium, and high engine load, expressed on therelative scale from 0 to 1 as an engine load factor. Engine load and vehicle acceleration can be correlated, but engine load also can account for inclines and vehicle weight. This can make engine load an improved grouping tool. For parameters, the engine load factor can be based on anything from the vehicle ECU that correlates to engine load such as intake manifold absolute pressure, engine torque, engine load factor, intake mass air flow, engine RPM, or other information. Intake manifold absolute pressure may be the best parameter, but any of these parameters can be used.

[0046] For example, consider an example of the general acceleration mode that uses intake manifold pressure as the engine load binning parameter. If the intake manifold pressure for the acceleration mode varies from 40 to 100 kPa, a corresponding scale from 0 to 1 where 0 corresponds to 40 kPa and 1 corresponds to 100 kPa is created. Therefore, 60 kPa corresponds to 0.33 and 80 kPa corresponds to 0.66 on the relative scale. When a different vehicle is tested, a new relative scale is created. For the example, assume low engine load is from 0-0.33, medium from 0.33-0.66 and high from 0.66 to 1. This relative scale is called the engine load factor. The emissions data between vehicles can then be compared on their relative scales for each operational mode (low, medium, and high). The idle and deceleration modes do not require further binning since they are broader operational modes.

[0047] Using a relative scale is further illustrated by using a parameter such as passenger-miles or ton-miles. For example, a bus that is on a busy route and carries thirty passengers has a higher absolute engine load but could have a lower passenger-miles number than a low absolute engine load car that carries two passengers.

[0048] If engine load is not determinable due to limited ECU outputs or other factors, vehicle acceleration can be used to define the low, medium, and high acceleration modes. In most cases, vehicle acceleration is akin to engine load where higher acceleration is higher engine load. Engine load may be preferred because it accounts for vehicle weight, terrain incline, etc.

[0049] For each operational mode, numeric thresholds can be provided. These thresholds can be based on previous emissions studies to determine which thresholds are the most critical for the emissions measurement.

[0050] After binning, emission data from the same operational mode is comparable to each other, regardless of which testing site the data is from. The pollutants and correspondingallowable emissions amount is set by a regulatory agency. The PEMS can measure either all pollutants or only those required by the agency. In most cases, the PEMS will measure all pollutants, which reduces complexity and allows the present method to be used at any testing site in any country under any regulatory agency without changes to the method. The agency would only pass or fail a vehicle based on what pollutants they regulate. This could be different at each testing site accordingly.

[0051] The boundary values (e.g., distinguishing low, medium, and high acceleration) for the range of each operational mode may be based on prior laboratory emissions testing, which may determine the most impactful periods, or based on a certifying agency’s criteria for pass-fail emissions testing. These values, along with the emissions pass / fail criteria, may be user-defined inputs into the processing software. In an example, a pass requirement during the idle mode may be set as a particle number of less than 5,000,000 per cm3.

[0052] The software pulls the emissions data for each operational mode and compares it to the overriding agency or government’s pass / fail requirements. If, for example, there exists multiple idle modes throughout the test, the emissions data may be averaged or statistically combined over the seconds that meet that operational mode criteria. This same process of data recognition and normalization can be done for each preset mode of operation. The data normalization occurs real-time, and updates continuously to minimize the time it takes to get the test results.

[0053] The embodiments disclosed herein can measure and analyze the emissions of a vehicle for the duration or period of a technical inspection on the vehicle. The vehicle that is tested for emission can operate at different engine loads and various states of motion. A data normalization procedure is followed independently of the type or layout of technical inspection. Test data from different technical inspection sites can be compared despite their prior layout or procedures.

[0054] An embodiment of the VECTOR method of the present disclosure is provided in a method with the following steps.

[0055] First, boundary values for each mode and emissions pass / fail criteria are set. The boundary values may define a range of acceleration or engine load values that define each measured engine mode. For example, the modes can include idle, low acceleration, mediumacceleration, high acceleration, and deceleration, and the boundary values may set upper and lower limits for the engine load values corresponding to each acceleration mode. The acceleration and the determined engine load factor may define current engine mode of the vehicle. While example boundary values are provided as engine load factor, any other value which relates to the amount of vehicle emissions and can be measured from the vehicle during an emissions test may be used.

[0056] The pass / fail criteria may be, for example, carbon dioxide (CO2), carbon monoxide (CO), hydrocarbons (HC), oxygen (O2), nitric oxide (NO), nitrogen dioxide (NO2), and particle number / mass (PN / PM). The particular type of pass / fail criteria may be limited by the measurement capabilities of the equipment used to measure emissions in the emissions test.

[0057] The boundary values and pass / fail criteria may be user inputs provided into fields of the data processing software. The software may impose limitations on the user inputs, for example, by setting minimum and / or maximum bounds. For example, the minimum and maximum bounds may prevent a user from inputting a boundary value that is outside of physical operation or measurability. The software may also prevent user inputs from establishing overlapping bounds in the operational mode. This may prevent data from being lost and may reduce errors in the results.

[0058] The user inputs may be saved in the pattern recognition software. In this way, the boundary values and the pass / fail criteria may be saved for use in future emissions tests. The user inputs may be used to establish a graphical overlay, generated by the software, which may be used to plot data from any type of emissions test.

[0059] Second, a vehicle is set up with emissions equipment. The emissions equipment may be connected to the software. The emissions equipment may include a plurality of devices configured to measure emissions data, engine data, or both. Each device may be separately connected to the software. The software may recognize that emissions testing has begun when both engine data and emissions data are received, and that emissions testing has ended when one of the engine data or emissions data is no longer received. For example, the software may recognize that emissions collection has begun due to a spike in CO2. This may prevent a false start if the engine data is received but not emissions data, or vice-versa.

[0060] Third, the software receives, in real-time, engine and emissions data. The data may be provided by a wireless OBD scanner (which measures the engine data) and a wireless emission device (which measures the emissions data). It should be understood that the emissions test may start whenever all of the data is received by the software and may not necessarily correspond with vehicle startup. For example, the emissions test may begin while the vehicle is in motion or idling.

[0061] The amount of data received by the software may depend on the sampling rate of the received data. For example, the software may receive the data every second, millisecond, or any other sampling timeframe. A high sampling rate may result in slower processing time, and a low sampling rate may result in loss of data or loss of features in the data. The particular sampling rate may be set as a balance of accuracy and processing efficiency for the particular emissions test. The data may be recorded continuously during the test.

[0062] Fourth, the software analyzes the received data. The software may determine which mode of operation is being experienced based on the received data. For example, based on the measured vehicle speed and the engine load factor, the software may determine the corresponding engine mode. During each mode, the emissions data is compared to the pass / fail criteria for that mode, and pass / fail results may be continuously provided. As the test continues, the pass / fail results may be continuously updated. If the same mode occurs more than once during the emissions test, the data may be combined within the mode. For example, data within the mode may be averaged or otherwise condensed to establish an emissions result for the mode.

[0063] Fifth, final pass / fail results are generated. The final pass / fail results may be generated by the software from the pass / fail results continuously updated over the course of the emissions test. The final pass / fail results may include the pass / fail results for each mode. Whether or not the vehicle passes the overall emissions test may depend on the strictness of the test. A vehicle that fails some aspects of the emissions test may require follow-up testing. For example, a failing result of CO measurements in one or more modes may indicate that the catalytic converter of the vehicle needs to be repaired. In such an instance, the vehicle may be retested after the repair. These instructions may be included in the final pass / fail results. The final pass / fail results may be provided to the user via email, print, etc.

[0064] While disclosed with respect to PTI testing, the embodiments disclosed herein also can be used for other applications. Other applications may include personal vehicles, fleet vehicles, non-road (e.g., golf carts, tractors, forklifts, boats), or off-road vehicles.

[0065] The present disclosure provides five examples of emissions testing using the VECTOR technique. In each example, the engine load factor ranges for each acceleration mode are provided in Table I, and the emissions pass / fail criteria are provided in Table II.

[0066] Table I:

[0067] Table II:

[0068] EXAMPLE 1:

[0069] In this example, technical inspection is performed at a single zone inspection site using a dynamometer. Using the VECTOR technique, vehicle data is received. FIG. 5 shows the engine load factor plot of the vehicle under test. The vertical lines in the chart indicate a change in the operational mode between idle, acceleration, and deceleration, where “IDLE” indicates that the vehicle is idling, “LA” indicates low acceleration, “MA” indicates medium acceleration, “HA” indicates high acceleration, and “D” indicates deceleration. The software found the following periods: two periods of idle, three periods of low acceleration, two periods of medium acceleration, one period of high acceleration, and two periods of deceleration. Note that the y-axis is engine load factor, which is only used to determine the acceleration mode. Idle occurs at or near an engine load factor of 0 because the engine is under little to no load when compared to the acceleration and deceleration modes. In some cases, idle could even be negative on the relative engine load factor scale since it is based only on the acceleration mode. For each mode, the emissions data is averaged and compared to the pass / fail criteria. The final pass / fail results are provided in Table III. The final pass / fail results indicate that the vehicle should be repaired by a certified mechanic and retested (e.g., within one month).

[0070] Table III:

[0071] EXAMPLE 2:

[0072] In this example, technical inspection of the vehicle is performed in a parking lot. Using the VECTOR method, vehicle data is received. FIG. 6 shows the shows the engine load factor plot of the vehicle under test. The vertical lines indicate a change in the operational mode between idle, acceleration, and deceleration, where “IDLE” indicates that the vehicle is idling, “LA” indicates low acceleration, “MA” indicates medium acceleration, “HA” indicates high acceleration, and “D” indicates deceleration. The software found the following periods: one period of idle, six periods of low acceleration, three periods of medium acceleration, two periods of high acceleration, and three periods of deceleration. For each mode, the emissions data is averaged and compared to the pass / fail criteria. The final pass / fail results are provided in Table IV. The final pass / fail results indicate that the vehicle passed all required emissions testing.

[0073] Table IV:

[0074] EXAMPLE S:

[0075] In this example, technical inspection of the vehicle is performed in a multiple zone inspection site. Using the VECTOR method, vehicle data is received. FIG. 7 shows the engine load factor plot of the vehicle under test. The vertical lines indicate a change in the operational mode between idle, acceleration, and deceleration, where “IDLE” indicates that the vehicle is idling, “LA” indicates low acceleration, “MA” indicates medium acceleration, “HA” indicates high acceleration, and “D” indicates deceleration. The software found the following periods: one period of idle, four periods of low acceleration, four periods of medium acceleration, one period of high acceleration, and two periods of deceleration. The final pass / fail results are provided in Table V. The final pass / fail results indicate that the vehicle has a catalytic converter that may be potentially faulty, and the vehicle should be repaired by a certified mechanic and retested (e.g., within one month).

[0076] Table V:

[0077] EXAMPLE 4:

[0078] This example relates to using the VECTOR method for a fleet of vehicles. When implemented with a fleet of vehicles, the most likely testing site will be a parking lot. The test may occur at the beginning or end of the workday, allowing drivers of the vehicles to bring their vehicles into the lot for inspection. A line will form at the beginning of the testing site. A technician will install the first PEMS on the first vehicle and then it will drive through the parking lot to perform its technical inspection. One or more technicians may exist to install the equipment and keep the cycle continuous. The drivers are directed to designated separate stations where the vehicles are evaluated for specific criteria (i.e. , windows, lights, oil and fluids). After technical inspection, the vehicles are directed to an area of the lot where road cones are set up to allow for assessing the vehicle under different engine loads and accelerations. This may be a short 20-meter drive back to the start of the testing site. Once the vehicle is done being evaluated, the PEMS device is removed, serviced, and the data is logged in the database. In a fleet, the vehicles will have an identifier which is stored with the data. After data review, some vehicles may be recalled into the shop for repair or troubleshooting if necessary.

[0079] EXAMPLE S:

[0080] This example relates to non-road testing, specifically, water vessels. A start and end of the testing site is determined, such as the boat dock. The boat arrives at the dock, where the emissions equipment is attached to the boat. The boat is then sent out on its route, which may be a technical inspection or daily work duties. The device is storing the emissions data it receives throughout the trip. When the boat docks back at the end of its journey, the emissions equipment is removed, and the data is processed for comparison. For water vessels, the entire test or a portion of the test may occur at a dry dock where the hull is inspected for mechanical integrity, for example.

[0081] With the VECTOR method according to the present disclosure, emissions testing may be performed using any type of inspections site and may be easily adjusted by the user to set bounding values and pass / fail criteria for a particular application. The final pass / fail results may be presented in a uniform manner for consistency and ease of comparison.

[0082] It will be understood that, while exemplary features of a method of emissions testing have been described, such an arrangement is not to be construed as limiting to such features. The method may be implemented in software, firmware, hardware, or a combination thereof. In one mode, the method is implemented in software, as an executable program, and isexecuted by one or more special or general purpose digital computer(s), such as a personal computer (PC; IBM-compatible, Apple-compatible, or otherwise), personal digital assistant, workstation, minicomputer, or mainframe computer. In an instance, the method is performed using a wireless device, such as a cell phone, tablet, or personal digital assistant. The steps of the method may be implemented by a server or computer in which the software modules reside or partially reside.

[0083] Generally, in terms of hardware architecture, such a computer will include, as will be well understood by the person skilled in the art, a processor, memory, and one or more input and / or output (I / O) devices (or peripherals) that are communicatively coupled via a local interface. The local interface can be, for example, but not limited to, one or more buses or other wired or wireless connections, as is known in the art. The local interface may have additional elements, such as controllers, buffers (caches), drivers, repeaters, and receivers, to enable communications. Further, the local interface may include address, control, and / or data connections to enable appropriate communications among the other computer components.

[0084] The processor(s) (i.e., of the control system) may be programmed to perform the functions of the method of emissions testing. The processor(s) is a hardware device for executing software, particularly software stored in memory. Processor(s) can be any custom made or commercially available processor, a primary processing unit (CPU), an auxiliary processor among several processors associated with a computer, a semiconductor-based microprocessor (in the form of a microchip or chip set), a macro-processor, or generally any device for executing software instructions.

[0085] Memory is associated with processor(s) and can include any one or a combination of volatile memory elements (e.g., random access memory (RAM, such as DRAM, SRAM, SDRAM, etc.)) and non-volatile memory elements (e.g., ROM, hard drive, tape, CDROM, etc.). Moreover, memory may incorporate electronic, magnetic, optical, and / or other types of storage media. Memory can have a distributed architecture where various components are situated remote from one another, but are still accessed by processor(s).

[0086] The software in memory may include one or more separate programs. The separate programs comprise ordered listings of executable instructions for implementing logical functions in order to implement the functions of the modules. In the example of described herein,the software in memory includes the one or more components of the method and is executable on a suitable operating system (O / S).

[0087] The present disclosure may include components provided as a source program executable program (object code), script, or any other entity comprising a set of instructions to be performed. When a source program, the program needs to be translated via a compiler, assembler, interpreter, or the like, which may or may not be included within the memory, so as to operate properly in connection with the O / S. Furthermore, a methodology implemented according to the teaching may be expressed as (a) an object-oriented programming language, which has classes of data and methods, or (b) a procedural programming language, which has routines, subroutines, and / or functions, for example but not limited to, C, C++, Pascal, Basic, Fortran, Cobol, Ped, Java, and Ada.

[0088] The software disclosed herein can be a binning / grouping algorithm or an Al trained to identify patterns in the data. For example, this may be an Al screening tool that can help ensure that like mobile sources are sorted into like bins. The software can use various aspects of pattern recognition, mathematical deltas, and “management by exception” techniques. The pattern recognition software can use engine data such as VIN number to expand upon the basic screening process and group the mobile sources further. For example, the software can further group by geographic location, lifespan, end usage, and unique “emissions fingerprint” of the mobile source. Specifically, the software may recognize that the mobile source is a Cummins diesel engine with 6.7L displacement with a current usage amount of approximately 24,000 hours, operating in Montana for a mining company that has twenty -three same models of the equipment, but this device has a certain amount of usage and has unique “emissions fingerprint.” This represents one data set, but in conjunction with a grouping this can enable verification that the data is authentic and real. Each tested device has a unique “emissions fingerprint.” No two mobile sources will be identical. For example, after testing numerous Volkswagens, the software will be able to notice vehicles that stand out based on their “emissions fingerprint” and extend a red flag.

[0089] The data processed using embodiments disclosed herein can be used to create and / or trade carbon credits. Data analysis and data binning can be applied to emission data to generate a representative data reference before converting it into one or more tradable credits for use in a carbon trading system or for carbon offsets for the voluntary carbon markets. Aggregatedata from multiple vehicles can be binned, such as by make, model, year, mileage, engine, fuel source, class, intended usage, weight, etc. The aggregate data can be converted into tradeable carbon credits. For vehicles, tradeable credits typically represent the total CO2 equivalent emissions over one or more years. To get an exact number for the emissions amount, the emissions would have to be measured for every second that the vehicle is turned on, which is not possible or efficient. Traditional methods of finding an emissions amount include guessing and poorly represent the actual emissions amount, which leads to lesser value in tradeable credits. Resulting test data collected can show a general status of vehicles or improvements in the emissions generated by vehicles.

[0090] Although the present disclosure has been described with respect to one or more particular embodiments, it will be understood that other embodiments of the present disclosure may be made without departing from the scope of the present disclosure. Hence, the present disclosure is deemed limited only by the appended claims and the reasonable interpretation thereof.

Claims

What is claimed is:

1. A method comprising: receiving emissions data for a vehicle at a processor, wherein the emissions data covers a plurality of modes used in operation of the vehicle; and comparing, using the processor, the emissions data against a boundary value for each of the modes.

2. The method of claim 1, wherein the modes include idle, low acceleration, medium acceleration, high acceleration, and deceleration.

3. The method of claim 2, wherein the processor is configured to assign one of the modes to at least some period of the emissions data.

4. The method of claim 1, wherein the emissions data is generated from a road test.

5. The method of claim 1, further comprising collecting the emissions data from the vehicle during a road test using an emissions measurement system.

6. The method of claim 5, wherein the emissions data is collected at least once per second.

7. The method of claim 5, wherein the collecting begins when a spike in CO2 is recognized.

8. The method of claim 1, further comprising comparing one of the modes in the emissions data to the one of the modes in emissions data for a different vehicle.

9. The method of claim 8, wherein the emissions data for the vehicle and the emissions data for the different vehicle are generated using different tests.

10. The method of claim 1, wherein the vehicle is a personal vehicle, anon-road vehicle, or an off-road vehicle.

11. The method of claim 1, wherein the emissions data includes at least one value per second during the operation of the vehicle.

12. The method of claim 1, further comprising determining, using the processor, a pass / fail result for each of the modes by comparing against the boundary value for a corresponding one of the modes.2213. The method of claim 12, further comprising determining, using the processor, an overall pass / fail for the vehicle based on the emissions data.

14. The method of claim 12, wherein the pass / fail result is based on one or more of particle number, particle size, hydrocarbons, or gases present.

15. The method of claim 1, further comprising plotting, using the processor, the emissions data against the boundary values for one or more of the modes.

16. A non-transitory computer readable medium storing a program configured to instruct the processor to execute the method of claim 1.

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