Orientador: Antônio Celso Fonseca de Arruda / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica / Made available in DSpace on 2018-08-24T07:27:34Z (GMT). No. of bitstreams: 1 Paixao_EdsonVieira_M.pdf: 2011118 bytes, checksum: 949a108a8596c8dc3f48843a56e9dd43 (MD5) Previous issue date: 2013 / Resumo: O PROCONVE, programa de controle de emissões de poluentes veiculares brasileiro, instituído em 1986, definiu limites de emissões que são periodicamente atualizados. Ao longo dos anos, a indústria automobilística nacional tem desenvolvido soluções tecnológicas de controle de emissões visando atender aos referidos limites. Desde 1992, o catalisador automotivo é adotado em conjunto com outras soluções nos veículos comercializados no país. O PROCONVE estabelece, entre outros pontos, que qualquer modelo de veículo comercializado no Brasil deve passar por uma homologação oficial, onde se verifica a conformidade dos valores de emissões de poluentes. Estabelece também que programas de verificação da conformidade dos valores de emissões da frota circulante devem ser verificados em campo. A cidade de São Paulo implementou em 2008, o programa de Inspeção Veicular para todos os veículos de sua frota circulante. O objetivo desse trabalho é verificar a influência do catalisador automotivo nos resultados da Inspeção Veicular realizada em um veículo representativo da frota circulante. Para isso, o veículo foi devidamente instrumentado e diversos ensaios foram realizados em laboratório, para verificação da eficiência do catalisador. Concluiu-se que, devido às características do procedimento adotado pela Inspeção Veicular, o catalisador do veículo em questão apresentou baixa eficiência, levando o veículo a ser reprovado na inspeção. Este estudo deve ser estendido a outros veículos, bem como deve ser desenvolvido o método adotado pela Inspeção Veicular, no sentido de garantir que o catalisador funcione corretamente, durante sua realização / Abstract: PROCONVE, Brazilian's Vehicle Emission Program, started in 1986, has defined emissions limits, periodically in revision process. Since then, local automotive industry is developing emission control solutions in order to reach these limits. Since 1992 automotive catalyst is adopted with other solutions on local vehicles. PROCONVE establishes that any vehicle model sold in the country must be certificated by government, when its emissions are verified against legislation limits. It also establishes that fleet emissions conformity should be checked in field. In 2008, São Paulo city implemented its own Inspection Program for its fleet. The objective here is verify the influence of catalyst in a Inspection procedure adopted by São Paulo city, using a fleet representative vehicle. Emissions tests were performed in a Emissions Laboratory in order to verify catalyst efficiency. Due to the characteristic of Inspection procedure, the catalyst presented low efficiency and vehicle has been not approved. This study should be extended to other vehicles and Inspection methods should be improved, in order to guarantee a minimum efficiency temperature for catalyst / Mestrado / Materiais e Processos de Fabricação / Mestre em Engenharia Mecânica

Emissions from light-duty passenger vehicles represent a significant portion of total criteria pollutant emissions in the United States. Since the 1970s, emissions testing of these vehicles has been required in many major metropolitan areas, including Atlanta, GA, that were designated to be in non-attainment for one or more of the National Ambient Air Quality Standards. While emissions inspections have successfully reduced emissions by identifying and repairing high emitting vehicles, they have been increasingly inefficient as emissions control systems have become more durable and fewer vehicles are in need of repair. Currently, only about 9% of Atlanta area vehicles fail emissions inspection, but every vehicle is inspected annually. This research addresses explores ways to create a more efficient emissions testing program while continuing to use existing testing infrastructure. To achieve this objective, on road vehicle emissions data were collected as a part of the Continuous Atlanta Fleet Evaluation program sponsored the Georgia Department of Natural Resources. These remote sensing data were combined with in-program vehicle inspection data from the Atlanta Vehicle Inspection and Maintenance (I/M) program to establish the degree to which on road vehicle remote sensing could be used to enhance program efficiency. Based on this analysis, a multi-parameter model was developed to predict the probability of a particular vehicle failing an emissions inspection. The parameters found to influence the probability of failure include: vehicle characteristics, ownership history, vehicle usage, previous emission test results, and remote sensing emissions readings. This model was the foundation for a proposed emissions testing program that would create variable timing for vehicle retesting with high and low failure probability vehicles being more and less frequently, respectively, than the current annual cycle. Implementation of this program is estimated to reduce fleet emissions of 17% for carbon monoxide, 11% for hydrocarbons, and 5% for nitrogen oxides in Atlanta. These reductions would be achieved very cost-effectively at an estimated marginal cost of $149, $7,576 and $2,436 per-ton-per-year for carbon monoxide, hydrocarbons, and nitrogen oxides emissions reductions respectfully.

The Atlanta Inspection and Maintenance program ultimately aims to reduce on-road vehicular emission, a major source of air pollution. The program enforces eligible vehicles to be inspected and repaired, if necessary, before the annual registration renewal. However, various factors can influence the program implementation with respect to the motorists, inspectors, and testing technology. This research explores some of these factors by using empirical data from the Continuous Atlanta Fleet Evaluation project, the inspection transaction records, the Atlanta Household Travel Survey, and the U.S. Census Bureau. The study discusses policy implications of findings from the three essays and offers related recommendations. The first essay examines whether the higher income of a vehicle owner decreases the odds of the vehicle failing the first inspection. Findings show that vehicles owned by low-income households are more likely to fail the first inspection of the annual test cycle. However, after controlling for the vehicle characteristics, the odds of failing the first inspection are similar across households. This suggests that the maintenance behaviors are approximately the same for high- and low-income households. The second essay explains the motorists' decisions in selecting their inspection stations using a random utility model. The study finds that motorists are likely to choose the inspection stations that are located near their houses, charge lower fees, and can serve a large number of customers. Motorists are less likely to choose the stations with a relatively high failure ratio especially in an area of low station density. Moreover, motorists do not travel an extra mile to the stations with lower failure ratio. Understanding choices of vehicle owners can shed some light on the performance of inspection stations. The third essay investigates the validity and reliability of the on-board diagnostic generation II (OBD II) test, a new testing technology required for 1966 and newer model year vehicles. The study compares the inspection results with the observed on-road emission using the remote sensing device (RSD) of the same vehicles. This research finds that the agreement between the RSD measurement and the OBD II test is lower for the relatively older or higher use vehicle fleets