Study of Vehicle Exhaust Variation with Test Modes

Nowadays harmful gas in vehicle exhaust has pollute d air heavily. To prevent the environment from polluting, the request of emissions control legislation becomes more stringent. New legislation prescribes not only the emissions limitation of vehicles, but also testing instruments and methods. Test car must be operated on the chassis dynamometer and data must be collect ed and analyzed with prescriptive exhaust analysis system as well. The mass of harmful exhaust gas, containing the concentration and volume of emis sion, which is independent from the model of automobile and engine, can be used as a criterion to evaluate the pollution of an automobile. Constant Volume Sampl e System (CVS) is used to measure vehicle emissions, but it is too expensive to apply extensively. The Vehicle Mass Analysis System(Vmas), a new vehicle exhaust mass analysis system produced in USA late 1990s,is used to test and analyze veh icle exhaust. As a test instrument, it has the virtue of cheapness and easy mana geability. In this paper, Vmas is used to measure the emissions of a light truck CA1020F. A ccording to 15 running modes of Vehicle Exhaust Legislation, the test car is ope rated on the chassis dynamometer and data are collected and analyzed with Vmas. The test results show that it is viable to measure and evaluate automobile emiss ion with Vmas. Most of HC exhaust is produced when the car is decelerating. The major factor that influences the mass of HC emission is the sudden decrease of e ngine load causing incomplete combustion in decelerating mode. Test results indi cate CO and NOx are mainly produced in the process of increasing load. The forme r reason is incomplete combustion and the latter is high burning temperature cau sed by the increasing load. The methods of reducing automobile emission are also discussed in this paper.

Test Vector Optimization Using Pocofan-Poframe Partitionin

This paper presents an automated POCOFAN-POFRAME algorithm thatpartitions large combinational digital VLSI circuits for pseudo exhaustive testing. In thispaper, a simulation framework and partitioning technique are presented to guide VLSIcircuits to work under with fewer test vectors in order to reduce testing time and todevelop VLSI circuit designs. This framework utilizes two methods of partitioningPrimary Output Cone Fanout Partitioning (POCOFAN) and POFRAME partitioning todetermine number of test vectors in the circuit. The key role of partitioning is to identifyreconvergent fanout branch pairs and the optimal value of primary input node N andfanout F partitioning using I-PIFAN algorithm. The number of reconvergent fanout andits locations are critical for testing of VLSI circuits and design for testability. Hence, theirselection is crucial in order to optimize system performance and reliability. In the presentwork, the design constraints of the partitioned circuit considered for optimizationincludes critical path delay and test time. POCOFAN-POFRAME algorithm uses theparameters with optimal values of circuits maximum primary input cone size (N) andminimum fan-out value (F) to determine the number of test vectors, number of partitionsand its locations. The ISCAS’85 benchmark circuits have been successfully partitioned,the test results of C499 shows 45% reduction in the test vectors and the experimentalresults are compared with other partitioning methods, our algorithm makes fewer testvectors.

APPLIED RESEARCH ON NEW MULTI-FUNCTION GASOLINE ADDITIVE

In order to assess the performance of a new cleansing and combustion-improving gasoline additive （MAZ）, and to explore the evaluation methods of additives, two engines with the same model number and performance indices, fueled with and without the MAZ gasoline additive respectively, are carried through 100 h strenuous tests on a bench. The results obtained in full load characteristic and load characteristics of different operational modes are compared. It indicates that the power, economy and emission of the engine fueled with the MAZ additive all have obvious improvement in comparison with the engine without adding the additive： the power increasing by 16.43%, specific fuel consumption （SFC） decreasing 5.39%, and the emission of CO, HC and NOx falling by 28.61%, 54.38% and 10.1% respectively. Wear and tear of the engine cylinder is weakened, and sediment of combustion chamber inner side is reduced. In addition, no negative effect on the catalytic conversion device is found.