Approval Details

Valid E.O.

Validity

This Executive Order approved the specified parts on on May 13, 1992.
As of Monday, January 20th, 2025 this Executive Order has not been overturned or superceeded.

Approved Parts

Models
1992 and older model year diesel powered engine with displacement between 6.0 and 14 liters

This Executive Order may be listed as:
  • C.A.R.B.E.O. D-249
  • Executive Order 249 / D249
  • ARB # D-249
  • Executive Order No: D-249
  • C.A.R.B. No. D-249
  • Resolution D-249
For Free CARB Executive Order Status verification, email an image of the device Executive Order label as well as the Year/Make/Model and Test Group # of the vehicle to [email protected]

Download: Executive Order D-249 PDF

D-249 Document:

CARB_D-249

(Page 1 of 2) State of California AIR RESOURCES BOARD EXECUTIVE ORDER D—249 Relating to Exemptions Under Section 27156 of the Yehicle Code DONALDSON COMPANY, INC. DONALDSON DIESEL PARTICULATE TRAP SYSTEM anmenm o+ sn nvemnpem immn cmnrernmmnirmninmenmrementmamnzmnc Pursuant to the authority vested in the Air Resources Board by Section 27156 of the Vehicle Code; and Pursuant to the authority vested in the undersigned by Sections 39515 and 39516 of the Health and Safety Code and Executive Order G—45—5; IT IS ORDERED AND RESOLYED: That the installation of the Donaldson Diesel Pfarticulate Trap System (dual wallflow ceramic monolith) comprised of a heater element, filter monolith, blower, micro—processor and air intake sensor, manufactured by Donaldson Company, Inc. of P. 0. Box 1299, Minneapolis, MN 55440—1299, has been found not to reduce the effectiveness of the applicable vehicle pollution control system and, therefore, is exempt from the prohibitions of Section 27156 of the Vehicle Code for 1992 and older diesel—powered engines with a displacement between 6.0 liters and 14.0 liters. This Executive Order is valid provided that installation instructions for his particulate trap will not recommend tuning the vehicle to evese pecifications different from those submitted by Donaldson Company, Inc. { Changes mada to the design or operating conditions of the particulate trap, omm wonmemers rommmngpers=> . as exempt by the Air Resources Board, which adversely affect the performance of a vehicle‘s pollution control system shall invalidate this Executive Order . Marketing of this particulate trap using any identification other than that shown in this Executive Order or marketing of this particulate trap for an application other than those listed in this Executive Order shall be prohibited unless prior approval is obtained from the Air Resources Board. Exemption of the particulate trap shall not be construed as exemption to sell, offer for sale, or advertise any component of the kit as an individual device. This Executive Order does not constitute any opinion as to the effect the use of this particulate trap may have on any warranty either expressed or implied by the vehicle manufacturer. THIS EXECUTIVE ORDER DOES NOT CONSTITUTE A CERTIFICATION, ACCREDITATION, APPROVAL, OR ANY OTHER TYPE OF ENDORSEMENT BY THE AIR RESQURCES BOARD Of CLAIMS OF THE APPLICANT CONCERNING ANTI—POLLUTION BENEFITS OR ANY ALLEGED BENEFITS OF THE DONALOSON COMPANY, INC.‘S DIESEL PARTICULATE TRAP SYSTEM.

DONALCSON COMPANY, INC. EXECUTIVE ORDER D—249 DIESEL PARTICULATE TRAP SYSTEM (Page 2 of 2) .No claim of any kind, such as "Approved by the Air Resources Board" may be made with respect to the actton taken herein in any advertising or other oral or written communication. Violation of any of the above conditions shall be grounds for revocation of this order. The order may be revoked only after ten day written notice of intention to revoke the order, in which period the holder of the order may request in writing a hearing to contest the proposed revocation. If a hearing is requested, it shall be held within ten days of receipt of the request and the order may not be revoked until a determination after hearing that grounds for rjiffation exist. p— Executed at El Monte, California, this _zfiél day qf May, 1992. Assi?tant Division Chief Mobile Source Division

State of California AIR RESOURCES BOARD EVALUATION OF DONALDSON COMPANY, INC.‘S DIESEL PARTICULATE TRAP SYSTEM > FOR EXEMPTION FROM THE PROHIBITIONS OF VEHICLE CODE SECTION 27156 IN ACCORDANCE WITH SECTION 2222, TITLE 13, OF THE CALIFORNIA CODE OF REGULATIONS May 1992

State of California AIR RESOURCES BOARD EVALUATION OF DONALDSQON COMPANY, INC.‘S DIESEL PARTICULATE TRAP SYSTEM FOR EXEMPTION FROM THE PROHIBITIONS OF VEKHICLE CODE SECTION 27156 IN ACCORDANCE WITH SECTION 2222, TITLE 13, OFf THE CALIFORNIA CODE OF REGULATIONS by Mobile Source Division State of California Air Resources Board 9528 Telstar Avenue E1 Monte, CA 91731—2990 (This report has been reviewed by the staff of the California Air Resources Board and approved for publication. Approval does not signify that the contents necessarily reflect the views and policies of the Air Resources Board, nor does mention of trade names or commercial products constitute endorsement or recommendation for use.)

@ sumser Donaldson Company, Inc., of P. 0. Box 1299, Minneapolis, Minnesota 5§5440—1299, has applied for an exemption from the prohibitions in Section 27156 of the California Vehicle Code (VC) for the Donaldson Diesel Particulate Trap System. The particulate trap is designed for installation on all 1992 and older diesel—powered engines with displacements between 6.0 and 14.0 liters. Based on the results from emission tests performed at an independent laboratory on a 1990 Detroit Diesel 6V—92TA DDEC diesel bus engine, the staff concludes that Donaldson Company, Inc.‘s Diesel Particulate Trap System will not adversely affect exhaust emission from vehicles for which an exemption is requested. The staff recommends that Donaldson Company, Inc. be granted an ption as requested and that Executive Order D—249 be issued.

Page Number SUMMARY 1 CONTENTS i1 I. INTRODUCTION 1 II. CONCLUSION 1 I1I. RECOMMENDATION 1 IV. DEVICE DESCRIPTION 2 ¥. PARTICULATE TRAP EVALUATION AND DISCUSSION 4 APPENDIX APPENDIX A: DIAGNOSTIC TROUBLE CODES APPENDIX B: PARTICULATE TRAP SCHEMATIC APPENDIX C: COMPOSITE RESULT EVALUATION METHOD 11

EVALUATIQON OF DONALDSON COMPANY, INC.‘S DIESEL PARTICULATE TRAP SYSTEM FOR EXEMPTION FROM THE PROHIBITIONS OF VEHICLE CODE SECTIQN 27156 IN ACCORDANCE WITH SECTION 2222, TITLE 13, OF THE CALIFORNIA CODE OF REGULATIONS I. INIRODUCTION Donaldson Company, Inc. of P. 0. Box 1299, Minneapolis, Minnesota 5540— 1299, has applied for an exemption from the prohibitions in Section 27156 of the California Vehicle Code for the Donaldson Diesel Particulate Trap System. The particulate trap is designed for installation on 1992 and older model—year diesel—powered engines with displacements between 6.0 liters and 14.0 liters. Donaldson Company, Inc. has submitted data from emission tests conducted on a 1990 Detroit Diesel 6¥—92TA DDEC bus engine at the United States Environmental Protection Agency laboratory, Ann Arbor, Michigan. II. CONCLUSIONS , Based on the results from emission test conducted at the United States nvironmental Protectton Agency laboratory on a 1990 Detroit Diesel 6V—92TA DDEC bus engine, the staff concludes that Donaldson Company, Inc.‘s Diesel Particulate Trap System will not adversely affect exhaust emissions from vehicles for which an exemption is requested. 1II. RECOMMENDATION The staff recommends that Donaldson Company, Inc. be granted Executive Order D—249 for exemption of their Diesel Particulate Trap System for installation on 1992 and older model—year diesel—powered engines with displacements between 6.0 liters and 14.0 liters.

IV. DESCRIPTION The Donaldson Diesel Particulate Trap System is designed for installation on 1992 and older model—year diesel—powered engines with displacements between 6.0 liters and 14.0 liters. It functions as an automatic diesel engine exhaust particuiate filter, oxidizer, and muffler system. Engine exhaust flows into a cleaner assembly that catches and holds the exhaust particulate. When the filter element is full, the engine exhaust is diverted to a second cleaner assembly and the first one is automatically regenerated, or cleaned. Exhaust particulate continues to accumulate in the second cleaner until its element is full. fEngine exhaust is then routed back to the first cleaner, the second cleaner regenerates, and the cycle is repeated. The Donaldson Diesel Particulate Trap System consists of several interrelated ‘subsystems: the air and exhaust system, heater system, sensor system, control system and the diagnostic system. The kit operates in conjunction with the riginal equipment manufacturer {OEM) emission control systems already Qrtified with the stock engine. The tune—up specifications remain the same. The air and exhaust system components include the engine air cleaner, an engine intake air flow sensor, engine exhaust piping, exhaust cleaners, exhaust tail pipes and a mechanical exhaust pressure relief valve. The air and exhaust system assembly serves two primary purposes: it filters the engine exhaust to remove particulate matter and it reduces the exhaust noise level to satisfy noise pollution requirements. The heater system consists of an electrical resistance coil heater element, a ceramic heat reflecting disc, an electric relay and a circuit breaker. The system‘s function is to heat the trapped particulate to ignition temperature so that it will burn and can be passed to the atmosphere in a

gaseous form, the regeneration cycle. The sensor system monitors pressure and temperature inputs from the ‘ystem. It includes pressure transducers and thermocouples. The output information consists of electrical signals sent to the controller. The control system, consisting of a microprocessor, thermocouple interface module, and wiring harness, monitors the condition of the cleaner assemblies and controls the filter element loading and regeneration cycles. Three types of sensors are used to determine when a filter element is full, a pressure transducer provides a differential pressure reading across the filter element, a thermocouple measures the temperature at each filter element inlet, and an air flow sensor measures engine intake air flow. The controller microprocessor uses this information to monitor the filter element load and to initiate and control the cleaner switching and regeneration process. Regeneration consists of heating the particulate caught in the filter element to a temperature at which it oxidizes or burns. A blower injects air into the eaner to provide oxygen required to burn the particulate and to expel the gas out of the particulate trap to the exhaust tail pipe in a gaseous form. The diagnostic system assists in determining the cause of mailfunctions as well as alert the vehicle operator of its occurrence. A sgrvice light is mounted on the instrument panel so the vehicle operator will know when a fault has occurred in the particulate trap system. The light is illuminated when the vehicle run switch is in the "on" position and the engine is not running. When the engine is started and the RPM cutout is energized, the light will turn off if certain diagnostic codes do not exist in the particulate trap system. If there are active codes, the service light will be illuminated when the engine is running. There are two types of codes, active codes and historic codes.

The active code indicates a condition that has occurred since the engine was last started, while a historic code indicates a condition that occurred prior Qc the last time the engine was stopped and then restarted. A fault that occurs, but does not recur after an engine stop and restart, will result in a historic code without a corresponding active code. Appendix A contains a list of the diagnostic codes used for the particulate trap system. Appendix B contains a schematic of the Donaldson Particulate Trap System. Y. PARTIICULATETRAPEVALUATIONANDDISCUSSION A 1990 Detroit Diesel 6V—92TA DDEC diesel bus engine was used for the evaluation of the Donaldson Diesel Particulate Trap System. Donaldson Company, Inc. also submitted test data conducted by Chevron Research and Technology Company on an Detroit Diesel 6V—92TA engine using the Central Business District Cycle but the test data was not used in the evaluation since baseline emission levels using the same test engine were not provided. . Emission tests against the baseline were conducted by the United States Environmental Protection Agency Laboratory for Donaldson Company, Inc. consisting of one Heavy—Duty Federal Test Procedure emission test in the baseline configuration and one Heavy—Duty Federal Test Procedure emission test in the modified (particulate trap system) configuration. During the particulate trap emission test, emission measurements were performed when the particulate trap was regenerating. Appendix C contains the composite result evaluation method which shows how the regeneration portion was compiled in the final emission test results. The regeneration weighing factor (1/6) is conservative compared to the weighing factor currently used by the original equipment manufacturers (1/12—1/20). This calculation procedure is designed to

generate an emission result/value which approximates the average emission rate that the system would generate in the field. A critical assumption of this procedure is that a heavy—duty Federal Test Procedure which occurs when a trap is half—loaded generates emission results which represent an average of those produced throughout the loading of a trap. The ARB did not perform tests to confirm the test results submitted by the applicant. A summary of the test results is shown below;: Exhaust Emissions Test Results On A 1990 Detroit Diesel 6V—92TA DDEC Diesel Bus Engine Test Exhaust Emissions (gm/BHP—hr) Mode HG £Q NOx PM PMc* Device .592 3.015 4.830 .053 .092 Baseline 696 2.543 5.015 .352 .391 Standard 1.3 15.5 6.0 .60 * Corrected for use of low sulfur fuel. The device emission test results did not show any significant increase . ‘1 emissions. The staff also reviewed the durability of the particulate trap system and its impact on emission performance of the affected vehicles. Donaldson has been field testing their particulate trap system on a fleet of 400 urban buses in New York for approximately 3 years with mifiima] problems. With the many hours of operation and its malfunction diagnostic capability, staff is confident the Donaldson Diesel Particulate Trap System will not affect the durability of the vehicle‘s emission control system. Detroit Diesel is currently going through new engine certification using the Donaldson Diesel Particulate Trap System as a component. While fhe Detroit Diesel particulate trap engine did have a failure during durability testing, it was due to a weld

in the particulate trap bracket and not the actual particulate trap system. The bad weld caused the heater coils to deteriorate and fail. The ARB, however, allowed Detroit Diesel to replace the heater coils and continue durability testing since the core was not damaged. The core is the component in the particulate trap which controls the emission values. The staff viewed the failure of the bracket weld as an installation problem committed by Detroit Diesel, and not as a design deficiency of the particulate trap. Therefore, the installation of the Donaldson Diesel Particulate Trap System will not have an adverse effect of exhaust emissions on the affected vehicles. Donaldson Company, Inc. submitted all the required information and fulfilled the requirements for exemption.

Appendix

2e manual APPENDIX A Diagnostlc Code Chart i SYSTEM DIAGNOSTK# CODE CHART . GO TO DIAGNOSTIC CODES CHECK REPAIR SECTION 10 Space between Software Version and Active and Historic Codes 11| No codes in the system 12* |#2 inlet remperature low for Heater power —12V & 24V 1 , regencration | Vehicle charging system 11 i | & Vehicle Mfr Info [ Inlet valve 2 C | Thermocouple 7 | TIM 8 i | ECM 8 ' 13* |#1 filter inlet remperature Thermocouple 7 ; too high during loading TIM § 6 i ECM 8 | 14* |#2 filter inlet temperature Thermocouple 7 too high during loading TIM 8 | ECM 8 15 |Engine air flow sensor over |Engine air flow sensor 6 i range ‘ ECM 8 : 16 —|Engine air flow sensor Engine air flow sensor 6 under range ECM g 17 |{Not used 18 |Not used 19 |Not used 20 Not used 21* |#1 differential pressure Pressure transducer 5 sensor above range Combustion air blower 4 system 1 TIM 8 [ ECM 8 NOTE: Codes marked with an asterisk (*) will iluminate an instrument panel light. 2/27191 © 1991 Donaldson Company, Inc. Shi1 A—1

| Service Manual curer ..aaasrsiio Code Chart 1 | GO TO ‘ DIAGNOSTIC CODES CHECK REPAIR SECTION 22 |#1 differential pressure too Inlet valve 2 high for cleaner not | Pressure transducer 5 processing exhaust > TIM 3 ECM 8 23* |#2 differential pressure Pressure transducer 5 : sensor above range i Combustion air blower 4 system TIM 8 i ECM 8 24 |#2 differential pressure too Inlet valve ; 2 high fo‘f cleaner not | Pressure transducer 5 processing exhaust TIM §3 | ECM 8 25 |Not used 26 |#1 temperature too low at |Thermocouple 7 : high engine air flow during |ppyf ~, loading | i ECM 27 |Not used : 28 |#2 temperature too low at Thermocouple . high engine air flow duriag qy g i loadi j cacing ECM 29 |Notused 30* |#1 inlet temp low for : Heater power —12V & 24V 1 regeneration ‘ Vehicle charging system so o * & Vehicle Mfrf Info Inlet valve 2 Thenmnocouple 7 TIM . 8 1 ECM <o 8 31| Not used | 32 |Not used | ul "E: Codes marked with an asterisk (*) will illuminate an ix{slrumcnt panel light. B—2 _ © 1991 Donaldson Company, Inc. 2127191 S A~2

curvieeManual Diagnostlc Code Chart BIAGNOSTIC CODI%S CHECK REPAIGROS’fi(()I’I‘ION 33| Not used 34 |#1 differential pressure Pressure transducer 5 sensor below range TIM 8 | ECM 8 35 |#2 differential pressure Pressure transducer 5 sensor below range _ TIM g } ECM 8 36 Back pressure sensor below Pressure transducer 5 range TIM 8 ECM 8 37| 24V vehicle battery voltage Vehicle charging system 11 too low ‘ & Vehicle Mff Info Combustion air blower 4 system TIM 8 i ECM . 8 38 |12V vehicle battery yoltage Vehicle charging system 11 too low : & Vehicle Mfr Info ;| 39 |Notused ~ 40 Not used 41| Not used i 42| Not used 43 |Not used 44* |#1 temperature above range Thermocouple 7 TIM _ 8 ECM 8 45* |#2 temperature above range Th(:rmocoup’lc 7 ; TIM 8 | ECM 8 46 Not used | NOTE: Codes marked with an astérisk (*) will illuminate an instrument panel light. f 2/27191 © 1991 Donaldson Company, Inc. Skin A~3

Service Manual ,eeagnoSde Code Chart ; co To DIAGNOSTIC CODES CHECK REPAIR SECTION 47 Not used i P |i 48 — Not used 49* Back pressure sensor above Pressure transducer 5 range TIM 8 ECM 8 50 24V vehicle battery voltage Vehicle charging system 11 too high ‘ & Vehicle Mfr Info TIM 8 ECM 8 51. |12V vehicle battery voltage Vehicle charging system 11 too high | & Vehicle Mfr Info ‘ TIM 8 ECM 8 §2 |Not used §3 Not used 4* |#1 filkter load not calculated Engine air flowsensor 6 for over 30 minutes Pressure transducer 5 ; {TM 8 | ECM 8 55* {#2 filter load not calculated Engine air flow sensor 6 for over 30 minutes ; Pressure transducer 5 ; TIM 8 : ECM 8 NOTE: Codes marked with an asterisk (*) will iuminate an instrument panel light. 8—4 © 1991 Donaldson Company,Inc. 2127791 Sn A—A

ins LE/PE/L VEHICLE §; SYSTEM Engine Engine Engine t AIR Air Cleaner AirFlow Turbocharger I Sensor § rJ H _ g\ Cleaner Intet —> &C Alr Solenolds ~~ I Exhaust Back Pressure 1 1 BP I I Pressure [ \ Relle! .1 | A\ Vaive k m en en ro n mm mdns ueni t 3 _________ n__..._.._] l rg ‘ouj ‘Auedwen uospjevoeq L66t ® e——————— Cleaner Inlet Valve ——————® % [ essm /—_ ———————————————————————————— -l_ w_w__ | a~~ cceoc Perforated PI@te =___oj» ————— H x { ( _ Ceramic Heat—reflecting Disc __ ® Pod [::Z]‘L Heater 24V J _ 1 Loo s h—anpaonenntonr— t _A _ & <— Thermocouple —s im —L Blower Air > tC Filter 1 s Sotenoids «4——— erin ___, %_{_?) fos Pressure AUH Motor Filter > and Fan ___, Element Filter Out Air Cieaner. —éfln 1O0D <=—— pressure ~——* C AIR BLOWER 41 CLEANER 2 CLEANER 1 J' & ASSEMBLY 3 12/24V Tallpipe Talipipe o € Engine Exhaust Cleaner s&

as © ESW darld dukutit su uww CRAFYT APPENDIX C Composite Result Evaluation Method ‘E » emission in grams | g P « power t bap—hr 3 S «: Cold Start 88 — «C a. h +: Hot Start & ad T: Regeneration a r @0 s 40 5o 40 i Ttansient Tests Completed (oximple) 31 Bee <(piit) § 1 5 + g(E6)) . ;’ : j’ 6 w 24. Final Vaiue for a Eingle Trap Ares 8( on — g0m) 2 Ej+ E3 2 E = ; =5~ ® Final Composite Vaiue for Systom Pl + PZ P 2 | ccmpoqsitu Rasult Ev-.luution HeChod | rigua:u i i


Document Created: 2005-09-01 12:41:10
Document Modified: 2005-09-01 12:41:10

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