California Code of Regulations › Title 13 - Motor Vehicles › Division 3 - Air Resources Board › Chapter 1 - Motor Vehicle Pollution Control Devices › Article 2 - Approval of Motor Vehicle Pollution Control Devices (New Vehicles) › Section 1971.1 - On-Board Diagnostic System Requirements - 2010 and Subsequent Model-Year Heavy-Duty Engines

Current through Register 2024 Notice Reg. No. 28, July 12, 2024
(a)
Purpose
.
The purpose of this regulation is to reduce motor vehicle and motor vehicle engine emissions by establishing emission standards and other requirements for onboard diagnostic systems (OBD systems) that are installed on 2010 and subsequent model-year engines certified for sale in heavy-duty applications in California. The OBD systems, through the use of an onboard computer(s), shall monitor emission systems in-use for the actual life of the engine and shall be capable of detecting malfunctions of the monitored emission systems, illuminating a malfunction indicator light (MIL) to notify the vehicle operator of detected malfunctions, and storing fault codes identifying the detected malfunctions. The use and operation of OBD systems will ensure reductions in in-use motor vehicle and motor vehicle engine emissions through improvements of emission system durability and performance.
(b)
Applicability
.
Except as specified in section (d)(7) and elsewhere in this regulation (title 13, CCR section 1971.1), all 2010 and subsequent model-year heavy-duty engines shall be equipped with an OBD system that has been certified by the Executive Officer as meeting all applicable requirements of this regulation (title 13, CCR section 1971.1).1
(c)
Definitions
.
"Active technology" refers to a system, device, or distinct operational mode that reduces carbon dioxide emissions or fuel consumption when activated, and is either controlled by the engine or required to be monitored by the OBD system in accordance with section 1971.1. Some examples of this technology include active technologies that improve the aerodynamic profile of the vehicle (e.g., adjustable grille shutters, retractable gap fairings), intelligent control technologies that, when activated, control a vehicle in such a way as to obtain maximum fuel efficiency (e.g., predictive cruise control, neutral coast), vehicle speed limiter, cylinder deactivation, and driver-selectable hybrid modes (e.g., eco mode, sport mode, mountain mode).
"Actual life" refers to the entire period that an engine is operated on public roads in California up to the time an engine is retired from use.
"Alternate-fueled engine" refers to an engine using a fuel different from or in addition to gasoline fuel or diesel fuel (e.g., compressed natural gas (CNG), liquefied petroleum gas). For the purposes of this regulation, alternate-fueled engines include dedicated alternate-fueled engines (i.e., engines designed to operate exclusively on the alternate fuel) and engines that can use more than one type of fuel but cannot be reasonably operated in-use exclusively on gasoline or diesel fuel (e.g., engines with diesel pilot injection and CNG main injection where engine operation is limited to idle if CNG fuel is not available or engines which use gasoline-only operation during cold start and CNG-only operation for the rest of the driving cycle and engine operation defaults to a limp-home restricted speed and load if CNG fuel is not available). For engines that can use more than one type of fuel but can be operated in-use exclusively on gasoline or diesel fuel, the engines are considered alternate-fueled engines only for the portion of operation the engine uses a fuel other than exclusively gasoline or diesel (e.g., a gasoline and CNG engine that can operate exclusively on gasoline is considered an alternate-fueled engine only while operating on CNG and is not subject to the provisions or relief of this regulation for alternate-fueled engines while operating exclusively on gasoline). For alternate-fueled engines, the manufacturer shall meet the requirements of section (d)(7.5).
"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 engines (based on the manufacturer's projected sales volume of all engines unless specifically stated otherwise in sections (e) through (h)) 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, 20/50/100 percent scheduled phase-in would be calculated as (20*3 years) + (50*2 years) + (100*1 year) = 260; a two-year 20/50 percent scheduled phase-in would be calculated as (20*2 years) + (50*1 year) = 90). Manufacturers are allowed to include engines 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, manufacturers are only allowed to include engines 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 engines 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 engines 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 20/50/100 percent scheduled phase-in during the 2016-2018 model years would have a cumulative total of 260. If the manufacturer's planned alternate phase-in schedule is 40/50/80/100 percent during the 2016-2019 model years, the final compliance volume calculation would be (40*3 years) + (50*2 years) + (80*1 year) = 300, which is greater than 260 and therefore would be acceptable as an alternate phase-in schedule.
For alternate phase-in schedules resulting in all engines 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 engines 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 engines not meeting the new requirements in the final year of the phase-in by negative one and the percent of engines 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 engines 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 20/50/100 percent scheduled phase-in during the 2016-2018 model years would have a cumulative total of 260. If a manufacturer's planned alternate phase-in schedule is 40/70/80/90/100 percent during the 2016-2020 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 greater than 260 and therefore would be acceptable as an alternate phase-in schedule.
"Applicable standards" refers to the specific exhaust emission standards or family emission limits (FEL), including the Federal Test Procedure (FTP) and Supplemental Emission Test (SET) standards, to which the engine is certified.
"Automatic engine shutdown technology" refers to a technology that shuts down the engine within a threshold inactivity period (e.g., 300 seconds or less for tractors) when the transmission is set to park, or the transmission is in neutral and the parking brake is engaged.
"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 as they existed on January 25, 2018, and incorporated by reference herein).
"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 meets (1) or (2):
(1) the need for the AECD is justified in terms of protecting the vehicle against damage or accident, or
(2) for 2024 and subsequent model year engines, is related to adaptation or learning (e.g., selective catalytic reduction (SCR) system adaptation). 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 any of the following conditions shall not be considered an EI-AECD:
(1) operation of the vehicle above 8000 feet in elevation;
(2) ambient temperature;
(3) when the engine is warming up and is not reactivated once the engine has warmed up in the same driving cycle;
(4) failure detection (storage of a fault code) by the OBD system;
(5) execution of an OBD monitor; or
(6) execution of an infrequent regeneration event.
"Base fuel schedule" refers to the fuel calibration schedule programmed into the Powertrain Control Module or programmable read-only memory (PROM) when manufactured or when updated by some off-board source, prior to any learned on-board correction.
"Calculated load value" refers to the percent of engine capacity being used and is defined in SAE International (SAE) J1979 "E/E Diagnostic Test Modes," (SAE J1979), incorporated by reference (section (h)(1.4)), or SAE J1979-2 "E/E Diagnostic Test Modes--OBDonUDS", (SAE J1972-2), incorporated by reference (section (h)(1.13)). For diesel applications, the calculated load value is determined by the ratio of current engine output torque to maximum engine output torque at current engine speed as defined by suspect parameter number (SPN) 92 of SAE J1939-71 "Vehicle Application Layer," incorporated by reference (section (h)(1.7.8)).
"Charge depleting operation" means the state of vehicle operation when the current battery state of charge (SOC) is higher than the charge sustaining target SOC value and, while it may fluctuate, the intent of the vehicle control system is to deplete the SOC from a higher level down to the charge sustaining target SOC value. For the purposes of tracking grid energy consumed in charge depleting operation in section (h)(5), charge depleting operation shall also include when the vehicle is connected to the grid for charging. For the purposes of defining the transition of the control system from charge depleting operation to charge sustaining operating once the charge sustaining target SOC value has been met, the first occurrence of fueled engine operation once the SOC is less than or equal to the charge sustaining target SOC value shall be used as the transition point.
"Charge sustaining operation" means the state of vehicle operation when the battery SOC may fluctuate but the intent of the vehicle control system is to maintain, on average, the current SOC. Examples of this state include when a plug-in hybrid electric vehicle is operating as a conventional hybrid vehicle (i.e., if the vehicle has depleted all of the grid energy from the battery and is controlling to the charge sustaining target SOC value) as well as operation in any driver-selectable modes designed to maintain the current SOC (e.g., a 'hold' button intended to save electric drive operation for later in the driving cycle, a 'charge now' button after it has reached its target SOC and the intent of the control system is to maintain, on average, that target SOC).
"Charge sustaining target SOC value" means the nominal target SOC that the control system is designed to maintain, on average, when operating as a conventional hybrid vehicle after depletion of any grid energy in the battery.
"Chassis odometer" refers to lifetime vehicle distance.
"Cold start emission reduction strategy (CSERS) monitoring conditions" is defined as a set of criteria that meet all the following conditions in a single driving cycle:
(1) at least 6 hours of engine-off time before the initial combustion engine start for non-hybrid vehicles, or the continuous time the vehicle is not in a state of "propulsion system active" during the period immediately preceding the start of "propulsion system active" is at least 6 hours for hybrid vehicles,
(2) the ambient temperature is greater than or equal to 20 degrees Fahrenheit (or -6.7 degrees Celsius), and
(3) the engine coolant temperature is less than or equal to 27 degrees Fahrenheit (or 15 degrees Celsius) higher than the ambient temperature.
"Confirmed fault code," for purposes of engines using International Standards Organization (ISO) 15765-4, is defined as the diagnostic trouble code stored when an OBD 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 (d)(2), (e) through (g), and (h)(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 a computer input component is sampled less frequently for control purposes, 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 engine.
"Diagnostic or emission critical" electronic control unit refers to the engine control unit and any other on-board electronic powertrain control unit that:
(1) has primary control over any of the monitors required by sections (e)(1) through (f)(9), (g)(1) through (g)(2), and (g)(4), but does not include circuit or out-of-range fault monitors required by sections (e)(9.2.1)(A)(ii), (e)(9.2.1)(B)(ii), (e)(9.2.2)(B), (e)(9.2.4)(B), (f)(8.2.1)(B), (f)(8.2.2)(B), (f)(8.2.2)(D), (f)(8.2.3)(B), and (g)(1.2.2)(A); or
(2) except for anti-lock brake system (ABS) control units or stability/traction control units,:
(a) has primary control over any rationality fault diagnostic or functional check for more than four input components or more than two output components required to be monitored by section (g)(3); or
(b) for 2016 and subsequent model year engines, is field reprogrammable and has primary control over any rationality fault diagnostic or function check for any input or output component required to be monitored by section (g)(3).
For purposes of criteria (1) and (2) above, "primary control" over a monitor means the control unit does any of the following:
(a) determines if any enable conditions are satisfied;
(b) calculates all or part of the diagnostic decision statistic or metric by which pass or fail decisions are made (e.g., the comparison of a component's measured or calculated level of performance to a fault threshold); or
(c) makes or processes pass or fail decisions (e.g., debounces diagnostic decision statistics or commands MIL illumination or fault code storage). Further, for purposes of criterion (2)(a) above, all glow plugs in an engine shall be considered "one" output component in lieu of each glow plug being considered a separate component. For purposes of criteria (2)(a) and (2)(b) above, "input component" and "output component" includes hybrid components required to be monitored in accordance with the requirements under sections (g)(3.2.1) and (g)(3.2.2).
"Diesel engine" refers to an engine using a compression ignition thermodynamic cycle.
"Driver-selectable charge increasing operation" means the state of vehicle operation where both:
(a) the driver has selected a mode of operation different than the default or normal mode of the vehicle that is intended to increase the battery SOC (e.g., 'charge now' button); and
(b) that the current intent of the vehicle control system is to increase the battery SOC from its current level to a higher SOC target value (i.e., the current SOC is lower than the target SOC). This state does not include operation in a driver-selectable mode where the control system has reached the target SOC and is now operating with the intent to maintain, on average, the target SOC. For the purposes of defining the transition of the control system from an intent to increase the SOC to an intent to maintain the SOC once the target has been reached, either the first time the SOC is greater than or equal to the target SOC or the first occurrence of engine off once the SOC is greater than or equal to the target SOC shall be used as the transition point. For continued operation in the driver-selectable mode once the system has transitioned to an intent to maintain the SOC, the operation shall be considered charge sustaining operation unless the actual SOC falls below the target SOC by more than five percent at which time the system will be considered as transitioned back to an intent to increase the SOC (driver-selectable charge increasing operation).
"Driving cycle" is defined as a trip that meets any of the four conditions below:
(1) Begins with engine start and ends with engine shutoff;
(2) Begins with engine start and ends after four hours of continuous engine-on operation;
(3) Begins at the end of the previous four hours of continuous engine-on operation and ends after four hours of continuous engine-on operation; or
(4) Begins at the end of the previous four hours of continuous engine-on operation and ends with engine shutoff.
For monitors that run during engine-off conditions, the period of engine-off time following engine shutoff and up to the next engine start may be considered part of the driving cycle for conditions (1) and (4). For vehicles that employ engine shutoff strategies that do not require the vehicle operator to restart the engine to continue driving (e.g., hybrid bus with 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. 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. For engines that are not likely to be routinely operated for long continuous periods of time, a manufacturer may also request Executive Officer approval to use an alternate definition for driving cycle (e.g., solely based on engine start and engine shutoff without regard to four hours of continuous engine-on time). Executive Officer approval of the alternate definition shall be based on manufacturer-submitted data and/or information demonstrating the typical usage, operating habits, and/or driving patterns of these vehicles.
"Engine family" means a grouping of vehicles or engines in a manufacturer's product line determined in accordance with 40 CFR 86.096-24 as it existed on January 25, 2018, and incorporated by reference herein.
"Engine odometer" refers to lifetime vehicle distance with the current engine installed.
"Engine rating" means a unique combination of displacement, rated power, calibration (fuel, emission, and engine control), AECDs, and other engine and emission control components within an engine family.
"OBD parent rating" means the specific engine rating selected according to section (d)(7.1.1) or (d)(7.2.2)(B) for compliance with section 1971.1.
"OBD child rating" means an engine rating (other than the OBD parent rating) within the engine family containing the OBD parent rating selected according to section (d)(7.1.1) or an engine rating within the OBD group(s) defined according to section (d)(7.2.1) and subject to section (d)(7.2.3).
"Engine stall" is defined as a drop in the engine speed to zero revolutions-per-minute (rpm) at idle. For vehicles that employ engine shutoff strategies (e.g., hybrid vehicles or vehicles with a start-stop system that shut off the engine at idle), engine states where the engine speed is zero rpm due to the vehicle commanding the engine to shut off are not considered "engine stalls."
"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), 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 1956.8(b) and (d)  that is used to determine compliance with the FTP standard to which an engine is certified.
"FTP cycle". For engines certified on an engine dynamometer, FTP cycle refers to the engine dynamometer schedule in 40 CFR appendix 1 of 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," as those sections existed on January 25, 2018, and incorporated by reference herein.
"FTP standard" refers to the certification exhaust emission standards and test procedures applicable to the FTP cycle incorporated by reference in title 13, CCR sections 1956.8(b) and (d)  to which the engine is certified.
"Field fix" refers to an emission control system or OBD system-related calibration or hardware change to an engine (family, rating, or model) which occurs after certification (i.e., the Executive Order has been issued) and after production of the engine.
"Field reprogrammable" means a control unit that is capable of supporting a manufacturer service procedure intended to be executed in a dealership or other vehicle service environment (e.g., by over-the-air reprogramming) that results in the downloading of new software and/or calibration data into the control unit.
"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.
"Fueled engine operation" is the state where any fuel is introduced into the engine for the purposes of combustion.
"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 engine using a spark ignition thermodynamic cycle.
"Grid energy", for the purposes of tracking grid energy parameters in section (h)(5), means all energy into the battery while connected to grid power (e.g., plugged-in) and with the engine off. Grid energy shall not include electrical losses between the grid and the battery (e.g., from onboard charger inefficiency) or energy directly used by the vehicle without first going into the battery (e.g., electricity utilized directly from before or after the on-board charger to power on-vehicle devices for cabin conditioning, charging control). For the purposes of tracking grid energy consumed in charge depleting operation in section (h)(5), energy consumed (i.e., out of the battery) shall be considered non-grid energy until all non-grid energy is depleted. Additionally, on any trip where the vehicle transitions from charge depleting operation to charge sustaining operation once the charge sustaining target SOC value has been met, the values currently assumed for grid and non-grid energy remaining in the battery shall be reset to zero to minimize the accumulation of errors over time.
"Heavy-duty engine" means an engine that is used to propel a heavy-duty vehicle.
"Heavy heavy-duty engine" is defined in title 13, CCR section 1956.8(i).
"Heavy-duty vehicle" means any motor vehicle having a manufacturer's gross vehicle weight rating (GVWR) greater than 14,000 pounds.
"Hybrid vehicle" refers to a vehicle (including a plug-in hybrid electric vehicle) that has both of the following on-vehicle sources of stored energy and can draw propulsion energy from the source mentioned in 2):
1) a consumable fuel and
2) an energy storage device such as a battery, capacitor, pressure reservoir, flywheel, or hydraulic energy storage.
"Ignition cycle," except as noted below for hybrid vehicles, means a trip that begins with engine start, meets the engine start definition for at least two seconds plus or minus one second, and ends with engine shut-off. For hybrid vehicles and non-hybrid vehicles with engine start-stop systems (e.g., engine shutoff at idle), "ignition cycle" means a trip that begins when the propulsion system active definition is met for at least two seconds plus or minus one second, and ends when the propulsion system active definition is no longer met. For plug-in hybrid electric vehicles, for purposes of the second ignition cycle counter under section (d)(5.5.2)(C), "ignition cycle" means a trip that begins when the fueled engine operation definition is met for at least two seconds plus or minus one second and ends when the propulsion system active definition is no longer met.
"Intrusive diagnostic" refers to an AECD that is activated for the purposes of determining whether or not a component or system is failing or for purposes of pinpointing the fault by the OBD system.
"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 on-board 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 not in the state of propulsion system active and not with the engine running.
"Light heavy-duty engine" is defined in title 13, CCR section 1956.8(i).
"Malfunction" means any deterioration or failure of a component or system that causes the performance to be outside of the applicable limits in sections (e) through (g).
"Manufacturer" for the purpose of this regulation means the holder of the Executive Order for the engine family.
"Medium heavy-duty engine" is defined in title 13, CCR section 1956.8(i).
"MIL-on fault code," for purposes of engines using SAE J1939, refers to the diagnostic trouble code stored when an OBD system has confirmed that a malfunction exists (e.g., typically on the second driving cycle that the malfunction is detected) and has commanded the MIL on in accordance with the requirements of sections (d)(2), (e) through (g), and (h)(4.4).
"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.
"Non-grid energy", for the purposes of tracking grid energy parameters in section (h)(5), means all energy into the battery during charge depleting operation and during driver-selectable charge increasing operation from any source other than grid power (i.e., while not connected to a source of power for charging). Examples of non-grid energy include energy recovered during braking and energy supplied to the battery during engine operation. If an engine running condition exists while connected to a source of grid power for charging, all energy going into the battery during the engine running event shall be considered non-grid energy. Non-grid energy may not include any energy into the battery during charge sustaining operation.
"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 as it existed on January 25, 2018, and incorporated by reference herein, 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(b)(7) as it existed on January 25, 2018, and incorporated by reference herein.
"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(b)(7) as it existed on January 25, 2018, and incorporated by reference herein.
"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) as it existed on January 25, 2018, and incorporated by reference herein.
"OBD group" refers to a combination of engines, engine families, or engine ratings that use the same OBD strategies and similar calibrations. A manufacturer is required to submit a grouping plan for Executive Officer review and approval detailing the OBD groups and the engine families and engine ratings within each group for a model year.
"Optional Low NOx emission standard" refers to the "Optional Low NOx emission standards," incorporated by reference in title 13, CCR secitons 1956.8(a)(2)(A) and (c)(1)(B) to which the engine is certified.
"Over-the-air reprogramming" refers to the remote reprogramming of a vehicle or engine electronic control unit using wireless technologies. No physical connection between any reprogramming equipment and the vehicle is made when using over-the-air reprogramming.
"Pending fault code" is defined as the diagnostic trouble code stored upon the initial detection of a malfunction (e.g., typically on a single driving cycle) prior to illumination of the MIL in accordance with the requirements of sections (d)(2), (e) through (g), and (h)(4.4).
"Permanent fault code" is defined as a confirmed or MIL-on fault code that is stored in NVRAM as specified in sections (d)(2) and (h)(4.4).
"Percentage of misfire" as used in sections (e)(2) and (f)(2) means the percentage of misfires out of the total number of intended combustion events for the specified interval.
"Plug-in hybrid electric vehicle" means a hybrid vehicle that has the capability to charge a battery from an off-vehicle electric source, such that the off-vehicle source cannot be connected to the vehicle while the vehicle is in motion.
"Power Take-Off (PTO) unit" refers to an engine driven output provision for the purposes of powering military equipment (e.g., a dump-truck bed, aerial bucket, or tow-truck winch).
"Previously MIL-on fault code," for purposes of engines using SAE J1939, is defined as the diagnostic trouble code stored when an OBD system has confirmed that a malfunction no longer exists (e.g., after the third consecutive driving cycle in which the corresponding monitor runs and the malfunction is not detected), extinguishes the MIL, and erases the corresponding MIL-on fault code in accordance with the requirements of sections (d)(2), (e) through (g), and (h)(4.4).
"Propulsion system active" is the state where the powertrain (e.g., engine, electric machine) is enabled by the driver (e.g., after ignition on for conventional vehicles, after power button pushed for some hybrid vehicles) such that the vehicle is ready to be used (e.g., vehicle is ready to be driven, ready to be shifted from "park" to "drive"). For purposes of this definition, "the state where the powertrain is enabled" does not include activations that are not driver-initiated (e.g., conditions where portions of the vehicle system wake up to perform OBD monitoring). This state also does not include remote start activations that cannot cause the engine to start (e.g., in a remote activation to condition the cabin, the engine will not start until there is further action by the driver to enable the vehicle for operation regardless of cabin conditioning demand or length of cabin conditioning operation).
"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. This includes delays in the sensor to initially react to a change in exhaust gas composition (i.e., delayed response) as well as slower transitions from a rich-to-lean (or lean-to-rich) sensor output (i.e., slow response). 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.
"Running change" refers to an emission or OBD system-related calibration, software, or hardware change to an engine (family, rating, or model) or an addition of an engine (rating or model) which occurs after certification (i.e., the Executive Order has been issued) but during engine production.
"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)(1), (e)(2), (e)(3), (e)(4), (f)(1), and (f)(2) 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)(1.4.2)(E), (e)(2.4.2)(C), (e)(3.4.2)(D), (e)(4.4.2)(D), (f)(1.4.5), and (f)(2.4.4). 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), with the exception that California sales of less than 1200 heavy-duty engines will be used in lieu of 4500 heavy-duty engines.
"Smart device" refers to an electronic powertrain component or system that uses a microprocessor or microcontroller and does not meet the criteria to be classified as a "diagnostic or emission critical electronic powertrain control unit." Devices that provide high level control of transmissions or battery packs are excluded from this definition. Any component or system externally connected to the smart device shall not be considered part of the smart device unless:
(1) It is a subcomponent integral to the function of the smart device;
(2) It is permanently attached to the smart device with wires or one-time connectors; and
(3) The smart device and subcomponent are designed, manufactured, installed, and serviced (per manufacturer published procedures) as a single component.
"Start of engine production" is the time when the manufacturer has produced two percent of the projected volume for the engine. In sections (j), (k), and (
l
), the start of engine production shall be based on the engine rating subject to the specific regulatory provision.
"Start of vehicle production" is the time when the manufacturer has produced two percent of the projected volume for the vehicle. In sections (j), (k), and (
l
), the start of vehicle production shall be based on the engine rating and chassis application combination for the engine rating subject to the specific regulatory provision.
"Start-stop technology" refers to a technology that shuts down a vehicle's engine within a threshold inactivity period (e.g., 5 seconds) after the vehicle's brake pedal is depressed when the vehicle speed is zero.
"Supplemental Emission Test (SET) cycle" refers to the driving schedule defined as the "supplemental emission test" in 40 CFR 86.1360 as it existed on January 25, 2018, and incorporated by reference herein.
"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
"Warm-up cycle" means an ignition cycle with sufficient vehicle operation such that the coolant temperature has risen by at least 40 degrees Fahrenheit or 22.2 degrees Celsius from engine start and reaches a minimum temperature of at least 160 degrees Fahrenheit or 71.1 degrees Celsius (140 degrees Fahrenheit or 60 degrees Celsius for applications with diesel engines). Alternatively, manufacturers may define warm-up cycle as an ignition cycle with vehicle operation in which the following criteria are met: for vehicles using the ISO 15765-4 protocol, the manufacturers may use the criteria specified in sections (d)(2.3.1)(C)(ii)b.3.i. (or v. if applicable), ii., and iii. herein, and for vehicles using the SAE J1939 protocol, the manufacturer may use the criteria specified in sections (d)(2.3.2)(D)(ii)b.3.i. (or v. is applicable), ii., and iii. herein.
"Waste heat recovery (WHR) technology" refers to a technology that captures heat that would otherwise be lost through the exhaust system or through the engine cooling system and converts that heat to electrical or mechanical energy to meet the requirements of the vehicle. Examples include Rankine WHR and turbo-compounding with clutch.
"Weighted sales number" means a manufacturer's projected sales number for engines to be used in California heavy-duty vehicles multiplied by a weight class factor. Sales numbers for diesel engines for heavy-duty vehicles less than 19,499 pounds GVWR shall be multiplied by 1.0. Sales numbers for diesel engines for heavy-duty vehicles from 19,500 to 33,000 pounds shall be multiplied by 1.68. Sales numbers for diesel engines for heavy-duty vehicles greater than 33,000 pounds and urban buses shall be multiplied by 3.95. Sales numbers for all gasoline engines for heavy-duty vehicles shall be multiplied by 1.0.