Current through Register 2024 Notice Reg. No. 38, September 20, 2024
(a)
(1) Engines certified under Option 1 of
Section 2442(b)(1):
All 2007 and 2008 model year spark-ignition standard
performance sterndrive/inboard marine engines certified to the 5.0 grams per
kilowatt-hour HC+NOx standard shall comply with the
requirements for subsections (b) through (i) below, except as noted. For all
2009 model year and later spark-ignition standard performance
sterndrive/inboard marine engines, the requirements in italics
shall also apply.
(2)
Engines certified under Option 2 of Section
2442(b)(1):
All 2008-2009 model year spark-ignition standard
performance sterndrive/inboard marine engines shall comply with the
requirements for subsections (b) through (i) below, except as noted. For all
2010 model year and later spark-ignition standard performance
sterndrive/inboard marine engines, the requirements in italics shall also
apply.
(3) High Performance
Engines
All 2009-2010 model year spark-ignition high performance
sterndrive/inboard marine engines shall comply with the requirements for
subsections (b) through (i) below, except as noted and applicable. For all 2011
model year and later spark-ignition high performance sterndrive/inboard marine
engines, the requirements in italics shall also apply.
This section shall be implemented according to the
provisions of the following subsections or by means determined by the Executive
Officer to be equivalent in meeting the requirements of this
section.
(b)
General requirements.
(1) Spark-ignition
sterndrive/inboard marine engines sold as new shall be equipped with an
integrated malfunction detection and notification system, hereinafter known as
On-Board Diagnostics-Marine (OBD-M) system, to identify emission-related
malfunctions of the catalyst, fuel system, primary oxygen sensors used for
feedback fuel control, secondary oxygen sensors (if equipped) used for catalyst
monitoring, computer-sensed comprehensive components, and the on-board computer
itself, by means of diagnostic trouble codes stored in non-volatile computer
memory. For this section, a computer-sensed comprehensive component is any
electronic device that:
(A) provides
information to the on-board computer and significantly impacts emissions when
malfunctioning; or
(B) is used to
enable or disable any other OBD-M monitoring strategy.
(2) For model years 2010 and subsequent, the
OBD-M system shall be required to identify engine misfire per the provisions in
subsection (c)(5) except as otherwise permitted in these regulations. Alternate
misfire monitoring strategies shall be considered by the Executive Officer and
may be implemented in lieu of subsection (c)(5) if demonstrated by the engine
manufacturer to provide an equivalent degree of catalyst protection. Otherwise
the provisions of that subsection shall be voluntary.
(3) The OBD-M system shall not be required to
detect any emissions-related malfunction that prevents the engine from
starting. The OBD-M system shall not be required to monitor any
emissions-related component or system if the only reliable way to accomplish
such monitoring would either significantly impair engine/vessel operability or
decrease the safety involved with operating the engine/vessel.
(4) OBD-M systems shall have the capability
to activate an audio or visual alert device located on the marine vessel to
inform vessel occupants in the event of a malfunction, and to transmit
diagnostic information locally via a standardized data link
connector.
(5) Spark-ignition
sterndrive/inboard marine vessels shall be equipped with an audio alert device
and/or visual alert device that is compatible with the activation function of
the OBD-M system on the installed engine.
(A)
If equipped, the audio alert device shall provide sufficient volume and
intensity to be readily perceptible to vessel occupants during normal modes of
vessel operation and occupant activity, but shall not exceed applicable maximum
noise levels as set by authorized federal or State agencies. Further, the audio
alert device shall in no way impede the function of required sound-signaling
devices, or other safety-related devices, already present on the vessel. The
audio alert device shall sound briefly in the engine-run key position before
engine cranking to indicate that the audio alert device is
functional.
(B) If equipped, the
visual alert device shall provide sufficient activation and be located such
that it is readily visible under normal lighting conditions, but shall in no
way impede the function of any visual distress-signaling device, fog signal, or
navigational light. The visual alert device shall activate in the engine-run
key position before engine cranking to indicate that the visual alert device is
functional and shall, when activated, display the phrase "Service Required" or
an equivalent standardized phrase or symbol to be determined as specified in
Subsection (h).
(6)
Malfunction thresholds for catalyst, misfire, fuel system, oxygen sensor, and
computer-sensed comprehensive component diagnostics shall be determined by the
engine manufacturer. However, the engine manufacturer must demonstrate that the
determination of these thresholds is sufficient for detecting emission-related
malfunctions in a timely and meaningful manner subject to Executive Officer
approval (see Subsection (f)(2)).
(7) Regarding diagnostic system monitoring
and audio/visual alert device activation requirements, engine manufacturers are
required to define monitoring conditions that are representative of typical
in-use operation, and which will result in the routine execution and completion
of all OBD-M diagnostics in-use.
(8) For model years 2007-2008 on engines
complying with paragraph (a)(1) of this section, for model years 2008-2009 on
engines complying with paragraph (a)(2) of this section, and for model years
2009-2010 on engines complying with paragraph (a)(3) of this section,
activation of the audio/visual alert device upon detection of excessive engine
misfire or a catalyst, fuel system, or oxygen sensor malfunction shall be
optional. However, there are no exemptions from storing diagnostic trouble
codes in non-volatile computer memory during these model years for any
malfunction. The OBD-M must be capable of fully communicating stored
information to a generic scan tool via the standardized data link
connector.
(9) Engine manufacturers
may employ alternate statistical audio/visual alert device activation and
diagnostic trouble code storage protocols to those specified in these
requirements, subject to Executive Officer approval, based on comparable
timeliness in detecting a malfunction and evaluating system
performance.
(10) Should emission
control devices/strategies be introduced on the engine in addition to those
identified herein as requiring monitoring (e.g., exhaust gas recirculation),
the engine manufacturers shall notify the Executive Officer and submit a plan
for monitoring the new device/strategy prior to its incorporation into the
OBD-M system. This would not apply to carbon canisters, non permeable fuel
tanks, or low-permeation hoses used to comply with the evaporative requirements
for high performance engines in §
2442(b)(2), the
Option 2 requirements for standard performance engines in §
2442(b)(4), or
the alternative requirements for large volume dual category manufacturers in
§
2442(b)(5).
(11) Engine manufacturers may request
Executive Officer approval to disable any diagnostic strategy at ambient engine
starting temperatures below forty (40) degrees Fahrenheit (low ambient
temperature conditions may be determined based on intake air or engine coolant
temperature at engine starting), and at elevations above six thousand five
hundred (6,500) feet above sea level provided the engine manufacturer submits
data and/or an engineering evaluation which adequately demonstrate that
monitoring would be unreliable when such conditions exist. Notwithstanding,
diagnostic system disablement may be requested at other ambient engine starting
temperatures if the engine manufacturer adequately demonstrates with data
and/or an engineering evaluation that misdiagnosis would occur due to the
impact of such ambient temperatures on the performance of the component
itself.
(12) Engine manufacturers
may disable individual monitors that can be affected by running out of fuel,
provided disablement will not occur when the fuel level is above fifteen
percent of the nominal capacity of the fuel tank.
(13) The Executive Officer may grant an
extension for compliance with the requirements of this section, with respect to
an engine model or engine family, if the engine manufacturer demonstrates that
a present electronic control system cannot be modified in time for the 2007,
2008, or 2009 model year, as applicable per subsection (a) of this section,
because major design changes, not consistent with the engine manufacturer's
projected changeover schedule, would be needed to comply with the provisions of
the regulation. The period of extension shall not exceed that period of time
necessary to enable modification of the electronic control system in accordance
with the engine manufacturer's projected changeover schedule, or a period of
two years, whichever first occurs. Engine manufacturers requesting an extension
shall, no later than six months prior to the applicable model year, submit to
the Executive Officer a written request for exemption, setting forth the
required demonstration and specifying the period for which the extension is
requested.
(14) All engines
certified to the 5.0 gram per kilowatt-hour HC+NOx
standard, including those engines certified using the corporate averaging
provisions in 2442(b) and discontinuation allowance in 2442(g)(2), must be
equipped with OBD-M for the engine's emission-related components.
Notwithstanding, current production engines not yet required to possess an
OBD-M system would not be required to incorporate OBD-M under the
discontinuation allowance until the allowance had expired.
(c) Monitoring requirements.
(1) Catalyst monitoring.
(A) Purpose and scope:
1. The diagnostic system shall monitor the
catalyst system on spark-ignited marine engines to ensure that the performance
of the catalyst has not been compromised due to engine misfire or other factors
that can decrease catalyst durability.
2. Manufacturers of spark-ignited lean-burn
marine engines may request that the Executive Officer exempt such applications
from these catalyst monitoring requirements if it can be demonstrated that a
reliable monitoring technology is not available. The Executive Officer shall
approve such a request upon determining that all reasonable monitoring
technologies have been considered to the extent possible.
(B) Malfunction criteria:
1. The catalyst system shall be considered
malfunctioning when the temperature of the measured catalyst(s) exceeds a
threshold value, as determined by the engine manufacturer, indicating
abnormally high operating temperature; or when the catalyst temperature fails
to reach a minimum value, as determined by the engine manufacturer, indicating
"light-off" of the catalyst after a manufacturer-specified time interval has
elapsed.
2. Subject to executive
officer approval, alternate malfunction criteria (e.g., correlating oxygen
sensor frequencies to catalyst conversion efficiency) may be employed by the
engine manufacturer if the alternate criteria are appropriate and would provide
for enhanced monitoring capability.
(C) Monitoring conditions:
1. The engine manufacturer shall define
conditions for monitoring the catalyst with the constraints that the check
shall:
a. be conducted at the earliest
acceptable opportunity encountered after the beginning of each operating cycle;
and
b. the monitoring system shall
operate at least once per in-use operating cycle during which the engine
manufacturer-defined monitoring conditions are
met.
(D)
Malfunction notification and diagnostic trouble code storage:
1. Upon detection of a catalyst malfunction,
the audio/visual alert device shall be activated and a diagnostic trouble code
stored no later than the end of the next operating cycle during which
monitoring occurs provided the malfunction is again present.
2. The diagnostic system shall temporarily
disable catalyst monitoring when a malfunction exists that could affect the
proper evaluation of catalyst efficiency.
3. The monitoring method for the catalyst(s)
shall be capable of detecting when a catalyst trouble code has been cleared
(except diagnostic system self-clearing), but the catalyst has not been
replaced (e.g., catalyst over-temperature approaches may not be
acceptable).
(2) Fuel system monitoring.
(A) Purpose and scope: The diagnostic system
shall monitor the fuel delivery system for its ability to dynamically adjust
fuel delivery.
(B) Malfunction
criteria: The engine manufacturer shall establish malfunction criteria to
monitor the fuel delivery system. If the engine is equipped with fuel trim
circuitry, the engine manufacturer shall include as one of the malfunction
criteria the condition where the trim circuitry has used up all of the trim
adjustment allowed within the engine manufacturer's selected limit(s). Engine
manufacturers may compensate the criteria limit(s) appropriately for changes in
altitude or for other similar identifiable operating conditions when they
occur.
(C) Monitoring conditions:
The fuel system shall be monitored continuously for the presence of a
malfunction.
(D) Malfunction
notification and diagnostic trouble code storage:
1. For fuel systems with short-term trim only
capability, the diagnostic system shall store a diagnostic trouble code after
the fuel system has attained the criteria limit for an engine
manufacturer-defined time interval sufficient to determine a malfunction. If
the malfunction criteria limit and time interval are exceeded, the audio/visual
alert device shall be activated and a diagnostic trouble code stored no later
than the end of the next operating cycle in which the criteria and interval are
again exceeded; unless operating conditions similar to those under which the
problem was originally detected (manufacturer-defined conditions) have been
encountered without such an exceedance, in which case the initial temporary
code and stored conditions may be erased. Furthermore, if similar operating
conditions are not encountered during forty (40) operating cycles subsequent to
the initial detection of a malfunction, the initial temporary code and stored
conditions may be erased.
2. For
fuel systems with long-term fuel trim capability, upon attaining a long-term
based malfunction criteria limit independent of, or in combination with, the
short-term trim system status, the audio/visual alert device shall be activated
and a diagnostic trouble code stored no later than the end of the next
operating cycle if the malfunction is again detected. If the malfunction is not
detected during the second operating cycle, the audio/visual alert device shall
be activated and a diagnostic trouble code stored no later than the next
operating cycle in which the malfunction is again detected; unless operating
conditions similar to those under which the problem was originally detected
(manufacturer-defined conditions) have been encountered without an indication
of a malfunction, in which case the initial temporary code and stored
conditions may be erased. Furthermore, if similar operating conditions are not
encountered during forty (40) operating cycles subsequent to the initial
detection of a malfunction, the initial temporary code and stored conditions
may be erased.
(3) Oxygen sensor monitoring.
(A) Purpose and scope:
1. The diagnostic system shall monitor the
output voltage and response rate of all primary (fuel control) oxygen (lambda)
sensors for malfunction. It shall also monitor secondary oxygen sensors when
used as a monitoring device for proper output voltage and/or response rate.
Response rate is the time required for the oxygen sensor to switch from
lean-to-rich once it is exposed to a richer than stoichiometric exhaust gas
mixture or from rich-to-lean when exposed to a leaner than stoichiometric
exhaust gas mixture. As a precaution, measuring oxygen sensor switching
frequency may not be an adequate indicator of oxygen sensor response rate,
particularly at low speeds.
2.
Either the lean-to-rich or both the lean-to-rich and rich-to-lean response
rates shall be checked. Response rate checks shall evaluate the portions of the
sensor's dynamic signal that are most affected by sensor malfunctions such as
aging or poisoning.
Engine manufacturers may observe the voltage envelope of
the sensor when cycled at a frequency of 1.5 Hertz or greater, as determined by
the engine manufacturer, to evaluate a slow response rate sensor (i.e., a slow
sensor cannot achieve maximum and/or minimum voltage as will a good sensor,
given a properly chosen switching frequency and fuel step change for the
check). With Executive Officer approval, engine manufacturers may use
alternative parameters to comply with this requirement such as voltage ranges
and fuel-air switching frequencies based on a determination that the
modifications will result in an accurate and timely evaluation of the
sensor.
3. For sensors with
different characteristics, the engine manufacturer shall submit data and an
engineering evaluation to the Executive Officer for approval based on showing
equivalent evaluation of the sensor.
(B) Malfunction criteria:
An oxygen sensor shall be considered malfunctioning when
the voltage, response rate, or other criteria, as determined by the engine
manufacturer, are exceeded, or when sensor output characteristics are no longer
sufficient (e.g., lack of sensor switching) for use as a diagnostic system
monitoring device (e.g., for catalyst efficiency monitoring).
(C) Monitoring conditions:
1. The engine manufacturer shall define
conditions for monitoring the oxygen sensor(s) with the constraints that the
check shall:
a. be conducted at the earliest
acceptable opportunity encountered after the beginning of each operating cycle;
and
b. operate at least once per
in-use operating cycle during which the engine manufacturer-defined monitoring
conditions are met.
2.
For primary oxygen sensors(s) used for fuel control, the response rate and
output voltage shall be monitored for malfunction after the engine has
commenced closed-loop operation. If the oxygen sensor(s) is used as part of the
monitoring strategy for the catalyst, the oxygen sensor(s) diagnostics should
be scheduled to execute before the catalyst diagnostics
begin.
(D) Malfunction
notification and diagnostic trouble code storage: Upon detection of any oxygen
sensor malfunction, the diagnostic system shall store a diagnostic trouble code
and the audio/visual alert device shall activate no later than the end of the
next operating cycle during which monitoring occurs provided the malfunction is
again present.
(4)
Computer-sensed comprehensive component monitoring.
(A) Purpose and scope: The diagnostic system
shall monitor for malfunction any computer-sensed electronic engine components
not otherwise described in this subsection that provide input to (directly or
indirectly) the on-board computer, and that can affect emissions during any
reasonable in-use operating condition or are used as part of the diagnostic
strategy for any other monitored system or component.
1. The monitoring system shall have the
capability of detecting, at a minimum, lack of circuit
continuity and out of range values to ensure proper operation of the
input device. The determination of out of range values shall include logic
evaluation of available information to determine if a component is operating
within its normal range (e.g., a low throttle position sensor voltage would not
be reasonable at a high engine speed with a high mass airflow sensor reading).
To the extent feasible, said logic evaluation shall be "two-sided" (i.e.,
verify a sensor output is not inappropriately high or low).
2. Computer-sensed comprehensive components
may include, but are not limited to, the engine speed sensor, crank angle
sensor, knock sensor, throttle position sensor, coolant temperature sensor, cam
position sensor, and other electronic components such as sensors and fuel
injectors.
3.
The coolant
temperature sensor shall be monitored for achieving a stabilized minimum
temperature level that is needed to achieve closed-loop operation within an
engine manufacturer-specified time interval after starting the engine. The time
interval shall be a function of starting engine coolant temperature and/or a
function of intake air temperature. Engine manufacturers may suspend or delay
the diagnostic if the engine is subjected to conditions which could lead to
false diagnosis (e.g., engine operation at idle for more than 50 to 75 percent
of the warm-up time).
(B) Malfunction criteria:
Computer-sensed comprehensive components shall be
considered malfunctioning when, at a minimum, lack of circuit
continuity or engine manufacturer-specified out-of-range
values occur.
(C)
Monitoring conditions:
Computer-sensed components shall be monitored continuously
for proper range of values and circuit continuity. For
rationality monitoring (where applicable), engine manufacturers shall define
appropriate operating conditions that are representative of typical in-use
operation and will result in the routine execution and completion of all
diagnostics in-use. Rationality monitoring shall occur at least once per
operating cycle during which the engine manufacturer-defined monitoring
conditions are met.
(D) Malfunction notification and diagnostic
trouble code storage:
Upon detecting a malfunction, the diagnostic system shall
store a diagnostic trouble code and activate the audio/visual alert device no
later than the end of the next operating cycle during which monitoring occurs
provided the malfunction is again detected.
(5) Misfire monitoring.
(A) Purpose and scope: The diagnostic system
shall identify the occurrence of engine misfire that can result in damage to
the catalyst system. Identification of the misfiring cylinder is not required,
however all patterns of misfire must be identified regardless of whether it
occurs in a single or multiple number of cylinders.
(B) Malfunctioning criteria: The diagnostic
system shall identify a malfunction when the total number of misfires evaluated
in 200 crankshaft-revolution increments for each engine speed and load
condition exceeds a percentage (determined by the engine manufacturer to cause
damage to the catalyst system) of the total number of firing events in each
increment. These threshold percentages shall be provided in the certification
documentation. Subject to Executive Officer approval, an interval longer than
200 crankshaft-revolutions may be used. The engine manufacturer shall submit in
the certification documentation catalyst temperature data versus percent
misfire over the full range of engine speed and load conditions. Alternatively,
catalyst temperature data may be submitted for every 500 rpm increment along
the Propeller Law curve beginning at engine idle and continuing throughout the
"Not to Exceed Zone" for marine propulsion engines with Fixed- and
Variable-pitch propellers, as defined in 40 CFR, section 94.106, (July 1,
2001), which is incorporated by reference herein. The data shall be obtained
from a representative cross section (from small to large displacements) of an
engine manufacturer's production. Up to three such engine evaluations shall be
documented per engine manufacturer, though an engine manufacturer may submit
more data, if desired. An engineering evaluation shall be provided for
establishing malfunction criteria for the remainder of engine families in the
engine manufacturer's product line. The Executive Officer shall waive the
evaluation requirement each year if, in the judgment of the Executive Officer,
technological changes do not affect the previously determined malfunction
criteria.
(C) Monitoring
conditions:
1. Monitoring for misfire shall
be continuous from engine starting under all steady-state positive torque
engine speeds and load conditions.
2. As an exception to monitoring misfire
during all positive torque operating conditions, engine manufacturers may
disable misfire monitoring in the engine operating region bound by the positive
torque line (i.e., engine load with the transmission in neutral), and the two
following engine operating points:
a. an
engine speed of 3,000 rpm with the engine load at the positive torque line;
and
b. the redline engine speed
(defined in section
2441) with the engine's manifold
vacuum at four inches of mercury lower than that at the positive torque line.
Misfire detection systems unable to detect all misfire
patterns under all required conditions shall be evaluated for compliance by the
Executive Officer based on, but not limited to, the following
factors:
c. the magnitude of
the region(s) in which misfire detection is limited,
d. the degree to which misfire detection is
limited in the region(s) (i.e., the probability of detection of misfire
events),
e. the frequency with
which said region(s) are expected to be encountered in-use,
f. the type of misfire patterns for which
misfire detection is troublesome, and
g. demonstration that the monitoring
technology employed is not inherently incapable of detecting misfire under
required conditions (i.e., compliance can be achieved on other engines).
The evaluation shall be based on the following misfire
patterns:
h. equally spaced
misfire occurring on randomly selected cylinders,
i. single cylinder continuous misfire;
and
j. paired cylinder (cylinders
firing at the same crank angle) continuous misfire.
Further, with Executive Officer approval, the engine
manufacturer may disable misfire monitoring or employ higher malfunction
criteria when misfire cannot be distinguished from other effects (e.g.,
turbulence causing the propeller to alternately emerge from then re-submerge
into the water.) when using the best reasonably available monitoring
technology. The engine manufacturer shall present data and/or an engineering
evaluation to the Executive Officer to justify the proposed action. Executive
Officer approval shall be based on the extent to which monitoring is expected
to be disabled in relation to the capabilities of the best available monitoring
technologies as applied to other engines. However, any such disablement
occurring within the first 5 seconds after engine starting shall not require
Executive Officer approval. Additionally, for engines with greater than eight
cylinders, the Executive Officer shall waive the requirements of this section
provided the engine manufacturer submits data and/or an engineering evaluation
which adequately demonstrates that misfire detection throughout the required
operating region cannot be achieved when employing proven monitoring technology
(i.e., a technology that provides for compliance with these requirements on
other engines) and provided misfire is detected to the fullest extent permitted
by the technology.
(D) Malfunction notification and diagnostic
trouble code storage:
1. Upon detection of the
level of misfire specified in subsection (b)(5)(B) above, the following
criteria shall apply for audio/visual alert device activation and diagnostic
trouble code storage:
a. A temporary
diagnostic trouble code shall be stored no later than after the third
exceedance of the specified misfire level when operating in the region bound by
modes 2 through 5 of the spark-ignition marine engine test cycle and no later
than after the first exceedance of the specified misfire level when operating
at any other engine speed and load condition during a single operating cycle.
If the level of misfire is exceeded again (a single exceedance) during the
following operating cycle, or the next operating cycle in which similar
conditions are encountered (manufacturer defined conditions), the audio/visual
alert device shall activate, a diagnostic trouble code shall be stored, and the
audio/visual alert device shall remain continuously activated, even if the
misfire ceases. The initial temporary code and stored conditions may be erased
if misfire is not detected during the following operating cycle and similar
conditions have been encountered without an exceedance of the specified misfire
level. The code and conditions may also be erased if similar operating
conditions are not encountered during forty operating cycles subsequent to the
initial detection of a malfunction.
b. Notwithstanding, in engines that provide
fuel shutoff and default fuel control to prevent over fueling during misfire
conditions, the audio/visual alert device need not activate provided that the
fuel shutoff and default control shall be activated as soon as misfire is
detected. Fuel shutoff and default fuel control may be deactivated only to
permit fueling outside of the misfire
range.
(d) Additional audio/visual alert device
activation and diagnostic trouble code storage protocol.
(1) Audio/visual alert device activation: For
all emission-related components/systems, upon final determination of a
malfunction, the OBD-M system shall activate an audio or visual alert device.
(A) If so equipped, visual alert devices
shall remain activated continuously whenever a malfunction has been identified
by the OBD-M system, and may be deactivated only according to the provisions in
paragraph (2) below, or with a scan tool after appropriate repairs have been
effected.
(B) If so equipped, audio
alert devices may remain activated continuously when a malfunction has been
identified by the OBD-M system; however, the Executive Officer shall consider
alternative strategies in which the audio alert is activated on a
discontinuous, but repetitive, basis. To be acceptable, discontinuous audio
alert strategies must convey a sense of urgency to vessel operators regarding
the presence of OBD-M malfunctions.
Upon fulfillment of the standardization processes referred
to in subsection (g) below, a protocol for audio alert device activation shall
be specified authorizing only discontinuous activation. A standardized
notification format is necessary to facilitate consumer association of the
audio alert pattern with the identification of an OBD-M malfunction independent
of manufacturer or platform. OBD-M system designers are encouraged to cooperate
fully with each other and the ARB early on in this endeavor to minimize the
redesigning of OBD-M audio alert activation algorithms once a standardized
protocol has been finalized.
(C) The diagnostic system shall store a
diagnostic trouble code whenever the audio/visual alert device is activated.
The diagnostic system shall activate the audio/visual alert device and shall
store a diagnostic trouble code whenever the engine enters a default or "limp
home" mode of operation. The diagnostic system shall activate the audio/visual
alert device and shall store a diagnostic trouble code whenever the engine
control system fails to enter closed-loop operation (if employed) within an
engine manufacturer specified minimum time interval.
(2) Audio/visual alert device deactivation:
(A)
Misfire and Fuel System
Malfunctions: For misfire or fuel system malfunctions, the
audio/visual alert device may be deactivated if the fault does not recur when
monitored during three subsequent sequential operating cycles in which
conditions are similar to those under which the malfunction was first
determined.
(B) All Other
Malfunctions: For all other faults, the audio/visual alert device may be
deactivated after three subsequent sequential operating cycles during which the
monitoring system responsible for activating the audio/visual alert device
functions without detecting the malfunction and if no other malfunction has
been identified that would independently activate the audio/visual alert device
according to the requirements outlined above.
(3) Erasing a diagnostic trouble code: The
diagnostic system may erase a diagnostic trouble code if the same fault is not
re-registered in at least forty (40) engine warm-up cycles, and the
audio/visual alert device is not activated for that diagnostic trouble
code.
(e) Tampering
protection: Computer-coded engine operating parameters shall not be changeable
without the use of specialized tools and procedures (e.g. soldered or potted
computer components or sealed (or soldered) computer enclosures). Subject to
Executive Officer approval, engine manufacturers may exempt from this
requirement those product lines that are unlikely to require protection.
Criteria to be evaluated in making an exemption include, but are not limited
to, current availability of performance chips, high performance capability of
the engine, and sales volume.
(f)
Certification documentation: The engine manufacturer shall submit the following
documentation for each engine family at the time of certification. With
Executive Officer approval, one or more of the documentation requirements
specified in this section may be waived or altered if the information required
would be redundant or unnecessarily burdensome to generate:
(1) A written description of the functional
operation of each monitoring strategy within the diagnostic system.
(2) A table providing the following
information for each monitored component or system (either computer-sensed or
-controlled) of the emission control system:
(A) corresponding diagnostic trouble
code.
(B) monitoring method or
procedure for malfunction detection.
(C) primary malfunction detection parameter
and its type of output signal.
(D)
fault criteria limits used to evaluate output signal of primary
parameter.
(E) other monitored
secondary parameters and conditions (in engineering units) necessary for
malfunction detection.
(F)
monitoring time length and frequency of checks.
(G) criteria for activating the audio/visual
alert device.
(3) A logic
flowchart describing the general method of detecting malfunctions for each
monitored emission-related component or system. To the extent possible,
abbreviations in SAE J1930 "Electrical/Electronic Systems Diagnostic Terms,
Definitions, Abbreviations, and Acronyms," May 1998, shall be used. J1930 is
incorporated by reference herein. The information required in the table under
(2) above may instead be included in this flow chart, provided all of the
information required in (2) is included.
(4) A listing and block diagram of the input
parameters used to calculate or determine calculated load values and the input
parameters used to calculate or determine fuel trim values.
(5) Any other information determined by the
Executive Officer to be necessary to demonstrate compliance with the
requirements of this section.
(g) Confirmatory testing: The ARB may perform
confirmatory testing of engine manufacturers' diagnostic systems for compliance
with requirements of this section in accordance with malfunction criteria
submitted in the engine manufacturer's approved certification documentation.
The ARB or its designee may install appropriately deteriorated or
malfunctioning components in an otherwise properly functioning test engine (or
simulate a deteriorated or malfunctioning component response) in order to test
the fuel system, oxygen sensor, catalyst system, and misfire (if applicable)
monitors for compliance with the applicable constraints in this section.
Diagnostic systems of a representative sample of engines that uniformly fail to
meet the requirements of this section may be recalled for correction.
(h) Standardization: To ensure universal
compatibility regarding diagnostic trouble code formats, communication
protocols, and scan tool connectivity, OBD-M systems must incorporate the
standardized conventions defined in the Society of Automotive Engineers (SAE)
implementation guidance document J1939-05, issued February 2008, as well as the
other standardized conventions referenced elsewhere in this section.
Manufacturers may petition the Executive Officer to use updated versions of the
referenced standardized conventions or the temporary employment of alternative
conventions under the provisions of §
2442(g)(3).
(i) Implementation schedule.
(1) These OBD-M requirements, unless
otherwise specified, shall be implemented beginning with the 2007 model year
for engines complying with (a)(1) of this section, with the 2008 model year for
engines complying with (a)(2) of this section, and with the 2009 model year for
engines complying with (a)(3) of this section.
(2) All engine manufacturers shall meet these
OBD-M requirements by the 2009 model year for engines complying with (a)(1) of
this section, the 2010 model year for engines complying with (a)(2) of this
section, and the 2011 model year for engines complying with (a)(3) of this
section.
(3) The Executive Officer,
upon receipt of an application from the engine manufacturer, may certify the
engines in question even though said engines may not comply with one or more of
the requirements of these subsections. Such certification is contingent upon
the extent to which these requirements are satisfied overall on the engine
applications in question and a demonstrated good-faith effort to meet these
requirements in full by evaluating and considering the best available
monitoring technology. Each incident of non-compliance will be recorded as a
deficiency.
(A) Engine manufacturers of
non-complying systems shall be subject to fines pursuant to section
43016
of the California Health and Safety Code for each deficiency identified subject
to the following limitations:
1. The specified
fines shall apply to the third and subsequently identified deficiencies, with
the exception that fines shall apply to all monitoring system deficiencies
wherein a required monitoring strategy is completely absent from the OBD-M
system; and
2. Engine manufacturers
may not carry over monitoring system deficiencies for more than two model years
unless it can be adequately demonstrated that substantial engine hardware
modifications and additional lead time beyond two years would be necessary to
correct the deficiency, in which case the deficiency may be carried over for
three model years.
(B)
For the third deficiency and every deficiency thereafter identified in an
engine model, the fines shall be in the amount of $25 per deficiency per engine
for non-compliance with any of the monitoring requirements specified in this
section. Total fines per engine under this section shall not exceed $250 per
engine and shall be payable to the State Treasurer for deposit in the Air
Pollution Control Fund.
1. New
section filed 7-22-2002; operative 8-21-2002 (Register 2002, No.
30).
2. Redesignation and amendment of introductory paragraphs as
subsections (a)-(a)(2), subsection relettering, amendment of newly designated
subsections (b)(2), (b)(5)(B), (b)(8), (b)(10) and (b)(13), new subsection
(b)(14) and amendment of newly designated subsections (c)(5) and (h)(1)-(2)
filed 11-13-2006; operative 12-13-2006 (Register 2006, No. 46).
3.
Amendment of section heading and section filed 7-17-2009; operative 8-16-2009
(Register 2009, No. 29).
Note: Authority cited: Sections 39515, 39600, 39601,
43013, 43018, 43104 and 44036.2, Health and Safety Code; Sections 27156 and
38395, Vehicle Code. Reference: Sections 39002, 39003, 39667, 43000, 43004,
43008.6, 43013, 43016, 43018, 43100, 43101, 43101.5, 43102, 43104, 43105,
43106, 43204 and 44036.2, Health and Safety Code; Sections 27156, 38391 and
38395, Vehicle Code.
