Browse Topic: Refueling emissions

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The Study on the Influence of Factors on Vehicle Refueling Emission Test2020-01-10704/14/2020
Two vehicles with ORVR system which are met with the US standard were studied. A comparative of refueling emissions test under different refueling rate and different refueling temperature were studied. The HC chemical analysis was carried out for the fuel gas emission from a sample car. The results show that with the increase of the refueling rates, the refueling emissions decline at first, and then gradually stabilize; with the increase of the refueling temperature, the results of refueling emissions show a gradual increase. Under the condition of 37 L / min refueling flow rate and 20 °C fuel temperature, 14 kinds of alkanes are emitted from the fuel, in which isobutane, isopentane and n-pentane are the highest emissive components, accounting for 57.66% of the total amount of VOCs.
Dai, Chunbei, Zhang, Taiyu, Zhong, Chongzhi, Chen, Qiang, Sun, Jiaxing, Wu, Xiaoliang, Yu, Tiefei
Modeling and Simulation of Refueling Emissions from Plug-in Hybrid Electric Vehicles04-12-03-001410/14/2019
Vehicular evaporative emissions are an important source of volatile organic compounds (VOCs). Moreover, the engines of plug-in hybrid electric vehicles (PHEVs) may not start for a long time, causing the activated carbon canister to not purge well in-use and to become saturated with fuel vapor. Therefore, the problems of evaporative emissions and refueling emissions of PHEVs are still severe. The objectives of this article are to model and simulate the refueling emissions from PHEVs to shorten the design and development cycle. To achieve the goals, the release of refueling emissions is divided into two stages: the depressurization stage and the refueling stage. The mathematical model has been established by means of the ideal gas law and the gas mass transfer and diffusion law. Then, the numerical model is built and the volume of fluid (VOF) model was applied in the simulation. Moreover, the numerical model was validated by experiment on internal pressure increase of the fuel tank. The baseline case is conducted under the condition that the fuel dispensing rate is 50 L/min. Finally, different fuel dispensing rates are set to simulate refueling emissions characteristics. The simulation results indicate that the pressure is negative at the outlet of the filler pipe connecting to the atmosphere, causing all the refueling vapors to flow to the activated carbon canister and potentially some vapor may be released to the atmosphere through the canister vent. Moreover, the mass of refueling emissions per liter of gasoline rises with the increasing fuel dispensing rate. The maximum mass of refueling emissions per liter of gasoline, under the condition of fuel dispensing rate of 50 L/min, is 0.01258 g/L, lower than the limit regulated in the new emission regulation (CHINA 6).
Liu, Shu, He, Ren
Summary and Analysis of 2000-2015 Model Year IUVP Evaporative and Refueling Emission Data2017-01-50089/11/2017
As part of an effort to shift focus from the emissions performance of pre-production prototypes in certification to the emissions performance of in-use vehicles, the US Environmental Protection Agency (EPA) and the California Air Resources Board (CARB) instituted the “CAP 2000” program. As part of that program, manufacturers are required to retrieve customer-operated in-use vehicles and test their emissions. The EPA and CARB rules contain specific sample size and mileage criteria. The program has been in place for over 15 model years. This paper examines the in-use performance results for 3115 refueling tests, 3844 hot soak+2-day diurnal evaporative emission tests covering five sets of regulatory emission standards, and evaluates several related regulatory issues such as in-use durability and the effectiveness of evaporative on-board diagnostic (OBD) systems. The in-use verification program (IUVP) test results show very high pass rates (95%+) for refueling and evaporative emission tests (except partial zero emission vehicles (PZEV)) and average compliance levels well below the applicable emission standard for odometer readings ranging from 10,000 to 130, 000 miles. PZEV evaporative pass rates were about 91 percent. There was no statistical relationship found between odometer mileage and emission rates. OBD systems performed well in not setting a diagnostic trouble code (DTC) when the vehicle passed the evaporative and refueling emission standards but were not as effective in identifying failures.
Passavant, Glenn W.
The Influence on Working Performance of the Canister Cavity Design2017-01-10813/28/2017
In order to study the single cavity and double cavity canister work performance, the L/D, as well as the similarities and differences among the diameter of the adsorption mouth, purge mouth and air mouth have been studied. At the same time, the work performance of ORVR canister and common canister is also studied. The results demonstrate that the similar of L/D, efficient work ability and efficient adsorption rate of the double cavity canister is better than the single cavity canister. The bigger of L/D, the stronger work ability of the canister. However, the excessive increase of the L/D is not conducive to the canister desorption, instead resulting in the increase of RARCP. The adsorption mouth diameter of common canister is generally smaller or similar to the purge mouth, while for ORVR canister the adsorption mouth diameter is bigger than the purge mouth and similar to air mouth. The vehicle purge flow test results demonstrate that the maximum purge flow of double cavity canister is bigger than that of single cavity, while the total amount of purge flow is similar with each other. The change of the quality about double cavity canister is smaller than that of single cavity. The results provide theoretical basis for canister design.
Zhong, Chongzhi, Fu, Tieqiang, Dai, Chunbei, Zhang, Taiyu, Wu, Ke, Gu, Wangwen
Fuel Filler System Check Valves - Dynamic Evaluation2017-01-13503/28/2017
The fuel filler tube check valve (FTCV) is an integral part of a vehicle’s refueling system. The primary function of this valve is to control the refueling characteristics in a manner that enables the vehicle to be refueled efficiently and under wide ranging conditions, while limiting the amount of fuel or fuel vapor emissions being released into the environment. These valves accomplish this function by allowing the flow of gasoline to pass through the valve and into the tank during the refueling process with minimal restriction while limiting the reverse flow as the fuel tank approaches full. The location of these valves varies from vehicle to vehicle but are generally located within the fuel filler or fuel tank system. They have been engineered and developed to ensure the vehicle will meet customer and industry refueling requirements as well as refueling emissions mandates from the Environmental Protection Agency (EPA) and the California Air Resources Board (CARB). Several research papers provide incomplete descriptions of the function of these valves and draw certain conclusions that do not fully consider the operation of these valves under dynamic loading conditions. This paper is intended to assess the performance of an FTCV under varying dynamic driving and laboratory loading events and will consider the anticipated function during a crash test event. In doing so, the authors will demonstrate the function of these valves and how they may perform during dynamic driving events, including a vehicle crash.
Olson, Jon, Fleming, Mark, Krishnaswami, Ram, Pellillo, Robert
VOC Emission Inventory Methodology from Refueling Otto Cycle Light Duty Vehicles in SPMA2015-36-01339/22/2015
In order to reduce tropospheric ozone level, it is necessary to reduce their precursors, including volatile organic compounds (VOC). Currently, CETESB′s mobile sources emissions inventory accounts only VOC emissions occurring in the vehicle operation. To calculate VOC emissions of vehicle powered by gasoline or ethanol during refueling, it is necessary to know the rate of evaporation of these fuels during the process. Knowing these rates, it is possible to calculate the emissions for each fuel and add this value to the previous VOC emissions. The results show that the refueling emission is significant and must be included in the annual inventory of mobile sources of SPMA, as well as it is necessary to carry out researches about refueling of fuels sold in Brazil.
Bales, Marcelo Pereira, Silva, Silmara Regina da, Honório, Rodrigo Marcel
Emissions Terminology and NomenclatureJ1145_201109 (Current)9/6/2011
This SAE Recommended Practice applies to nomenclature of emissions and emissions reduction apparatus as applied to various engines and vehicles. Modifying adjectives are omitted in some cases for the sake of simplicity. However, it is considered good practice to use such adjectives when they add to clarity and understanding.
SAE IC Powertrain Steering Committee
LPG Refueling Technology2002-01-273910/21/2002
A study was performed by Southwest Research Institute™ for the Propane Education and Research Council, under the cooperation and management of the Texas Railroad Commission to study and evaluate current LPG vehicle refueling technology. This study focused on connection systems, over-fill protection, and pumping/dispensing systems. Information was also compiled on the new standard for LPG refueling systems created and adopted by the European Committee for Standardization (CEN). The standard was created to reduce refueling emissions, increase operator safety, and improve the general operation and consumer acceptance level for LPG vehicles. This standard involves the LPG fill nozzle, nozzle receptacle, leakage rates, and pumping systems. This project was conducted in order to establish a firm starting point for the beginning of a standardization process for LPG vehicle refueling in the United States. To accomplish this, a study was first performed to find and evaluate the various types of refueling technologies available both inside and outside of the U.S.
Birch, Brian J., Jaeger, Steve
Instrumentation and Techniques for Vehicle Refueling Emissions MeasurementJ1045_200210 (Current)10/21/2002
This SAE Recommended Practice describes a procedure for measuring the hydrocarbon emissions occurring during the refueling of passenger cars and light trucks. It can be used as a method for investigating the effects of temperatures, fuel characteristics, etc., on refueling emissions in the laboratory. It also can be used to determine the effectiveness of evaporative emissions control systems to control refueling emissions. For this latter use, standard temperatures, fuel volatility, and fuel quantities are specified.
SAE IC Powertrain Steering Committee
Emissions Terminology and NomenclatureJ1145_200210 (Historical)10/21/2002
This SAE Recommended Practice applies to nomenclature of emissions and emissions reduction apparatus as applied to various engines and vehicles. Modifying adjectives are omitted in some cases for the sake of simplicity. However, it is considered good practice to use such adjectives when they add to clarity and understanding.
SAE IC Powertrain Steering Committee
EMISSIONS TERMINOLOGY AND NOMENCLATUREJ1145_199608 (Historical)8/1/1996
This SAE Recommended Practice applies to nomenclature of emissions and emissions reduction apparatus as applied to various engines and vehicles. Modifying adjectives are omitted in some cases for the sake of simplicity. However, it is considered good practice to use such adjectives when they add to clarity and understanding.
Emissions Systems Forum Committee
INSTRUMENTATION AND TECHNIQUES FOR VEHICLE REFUELING EMISSIONS MEASUREMENTJ1045_199406 (Historical)6/1/1994
This SAE Recommended Practice describes a procedure for measuring the hydrocarbon emissions occurring during the refueling of passenger cars and light trucks. It can be used as a method for investigating the effects of temperatures, fuel characteristics, etc., on refueling emissions in the laboratory. It also can be used to determine the effectiveness of evaporative emissions control systems to control refueling emissions. For this latter use, standard temperatures, fuel volatility, and fuel quantities are specified.
Emissions Systems Forum Committee
INSTRUMENTATION AND TECHNIQUES FOR VEHICLE REFUELING EMISSIONS MEASUREMENTJ1045_199305 (Historical)5/1/1993
This SAE Recommended Practice describes a procedure for measuring the hydrocarbon emissions occurring during the refueling of passenger cars and light trucks. It can be used as a method for investigating the effects of temperatures, fuel characteristics, etc., on refueling emissions in the laboratory. It also can be used to determine the effectiveness of evaporative emissions control systems to control refueling emissions. For this latter use, standard temperatures, fuel volatility, and fuel quantities are specified.
SAE IC Powertrain Steering Committee
Factors Influencing the Composition and Quantity of Passenger Car Refueling Emissions-Part II8807122/1/1988
Refueling emissions from a 1986 Pontiac Grand Am were characterized using 3 test fuels, including a winter, summer and intermediate blend gasoline under a variety of seasonal temperature conditions. The effects of varying fuel volatility (10.1 to 13.3 psi RVP), dispensed fuel temperature (50 to 88°F), and vehicle tank fuel temperature (40 to 108°F), were investigated. Hydrocarbon (HC) emissions ranged from 2.90 to 7.41 grams per gallon of delivered fuel. Detailed hydrocarbon analyses were completed for both the test fuels (dispensed fuel and tank fuel) and the refueling emissions. The average (all test fuels and temperature scenarios) test gasoline composition was 46.1% paraffins, 6.3% olefins, 45.2% aromatics, with an average carbon number of 7.42; the average HC emission rate was 4.69 g/gal; and the average emissions composition was 81.4% paraffins, 12.2% olefins, 5.4% aromatics, with an average carbon number of 4.79. Butanes and pentanes comprised about 70% of the total HC refueling emissions.
Braddock, James N.
Factors Influencing Benzene Emissions from Passenger Car Refueling86155910/1/1986
This report presents the results of an EPA test program designed to characterize benzene refueling emissions. It also examines several other available benzene refueling emission studies to form a combined data base. The combined data base is used to develop a prediction equation which estimates benzene refueling emissions using the following three parameters: 1) dispensed fuel temperature, 2) difference between fuel tank temperature and dispensed fuel temperature, and 3) benzene concentration in the liquid fuel. The prediction equation then uses information on national average gasoline benzene content and pertinent temperature information to estimate a national average benzene refueling emission factor of 0.048 grams benzene/gallon. This refueling emission factor is combined with the latest nationwide gasoline consumption figures to estimate a national benzene refueling emission inventory.
Laing, Paul M.
Factors Influencing the Composition and Quantity of Passenger Car Refueling Emissions — Part I86155810/1/1986
This paper describes the results of a study to examine the effects of various experimental variables on the quantity and composition of emissions associated with motor vehicle refueling. Problems related to accurate laboratory simulation of vehicle refueling are discussed. Preliminary results include emission rates for total hydrocarbons, benzene and 82 other hydrocarbon compounds for a single test vehicle under a variety of temperature and test conditions.
Braddock, James N., Gabele, Peter A., Lemmons, Thomas J.
Vehicle Onboard Control of Refueling Emissions — System Demonstration on a 1985 Vehicle86155110/1/1986
Two technologies for controlling vehicle refueling emissions have been under consideration by the U. S. Environmental Protection Agency. They are vehicle onboard systems and Stage II service station vapor recovery. A 1978 program showed that onboard systems are very effective in controlling refueling emissions with no significant effect on exhaust emissions. The work reported herein shows that vehicle onboard technology can be applied equally well to a car meeting more stringent 1985 exhaust and evaporative emission standards with the latest engine and emission control technology. This work also shows that a vehicle onboard refueling control system can provide substantially improved control of evaporative emissions. Refueling emissions were controlled with 98+% efficiency in tests with 9-to 11.5-psi RVP fuel at 88°F, using a procedure proposed by EPA for possible use in certification testing of vehicle onboard systems. Evaporative emissions were controlled to the extent that the present 2.0 g/test standard prescribed for 9-psi RVP certification fuel was met with an 11.5-psi RVP fuel, typical of commercial gasoline. The refueling control canister can be purged faster than necessary to restore its capacity in the current EPA draft procedure and without any significant effect on exhaust emissions or driveability. The system is simple in design and construction and should be readily adaptable to current automotive production methods and materials.
Koehl, W. J., Lloyd, D. W., McCabe, L. J.
A Comparison of Vehicle Refueling and Evaporative Emission Control Methods for Long-Term Hydrocarbon Control Progress86155210/1/1986
The U. S. Environmental Protection Agency is studying the merits of four strategies to reduce hydrocarbon emissions from motor vehicles. The four strategies include onboard control of vehicle refueling emissions. Stage II controls on service stations, tightening of existing vehicle evaporative control regulations, and restrictions on gasoline volatility. In this paper, emissions reductions and costs projected for each strategy will be compared. Of the four strategies, onboard refueling controls on new cars would be the most effective in reducing nationwide hydrocarbon emissions; however, the incremental emission reduction would be relatively small compared with future reductions from controls already in place.
Schleyer, C. H., Koehl, W. J.
Mathematical Prediction of Effects of Gasoline Composition on Reid Vapor Pressure, Refueling Emissions and their Reactivity8605322/1/1986
Concern over the impacts of changes in gasoline composition on refueling emissions stimulated a search for a simple technique to provide estimates of related fuel parameters. Accordingly, a mathematical computer model was developed based on the assumption that gasoline liquid-vapor equilibria can be predicted with reasonable accuracy from Raoult's law for ideal mixtures. Gasoline fuel parameters such as vapor pressure (including Reid Vapor Pressure, RVP), refueling loss, OH reactivity in forming atmospheric ozone pollution, and other fuel characteristics were addressed. The assumptions made and model results were validated by comparison to measured fuel parameters from 9 unleaded gasoline fuels. Extrapolations were made to illustrate fuel temperature and vapor/liquid ratio effects. Calculated RVP levels were found to be within 5% of measured values for the fuels evaluated. A complete listing of the model's source code written specifically for a Fortune 32 : 16 microcomputer is provided.
Shiller, J. W.
A Comparison of Refueling Emissions Control With Onboard and Stage II Systems8512046/1/1985
A comparison of alternative methods for the control of motor vehicle refueling emissions indicates that Stage II control systems installed at gasoline service stations can provide greater control at lower cost than Onboard control systems installed on motor vehicles. In addition, Stage II control can be achieved with a shorter implementation schedule. Because of this advantage, Stage II controls can achieve more than twice the hydrocarbon reductions possible with Onboard systems during the next ten years, when additional reductions are needed to meet the ambient air quality standard for ozone. Several assumptions are critical to a comparison of Stage II and Onboard controls. These include service station population and size cut-offs, whether “breathing loss” emissions are considered, system cost and lead time, and whether additional evaporative emission controls are considered under both Stage II and Onboard control programs. Recent comparisons of Stage II and Onboard control alternatives published by others have shown Onboard control to be relatively more attractive. However, an analysis of these other comparisons indicates that several of the critical assumptions were either inaccurate or unrealistic.
Austin, Thomas C., Rubenstein, Gary S.
Analysis of Benzene Emissions from Vehicles and Vehicle Refueling84139710/1/1984
In recent years, several investigators have characterized and measured hydrocarbon components, including benzene, in vehicle exhaust. This paper presents an analysis of benzene exhaust emission data reported from approximately 100 light-duty vehicles. Results indicate that on average, benzene exhaust emissions from catalyst-equipped vehicles are significantly less than those from non-catalyst vehicles. In addition, benzene exhaust emissions from 3-way catalyst vehicles appear to be significantly less than those from oxidation catalyst vehicles, on average. These observations parallel analogous average reductions in total hydrocarbons, indicating that modern catalyst-based exhaust emission controls reduce benzene emissions to approximately the same degree as they reduce total hydrocarbons. Also, benzene evaporative emissions from 3-way catalyst vehicles appear to be substantially less than those from oxidation catalyst vehicles. Finally, a benzene refueling emission rate was calculated. Its contribution to total benzene emissions appears to be very small.
Raley, Daniel L, McCallum, Peter W., Shadis, William J.
An Experimental Study of Vehicle Refueling Emissions7603072/1/1976
When automobiles are refueled, hydrocarbon vapors are displaced from the vehicle tank and emitted to the atmosphere. An experimental program was carried out to measure both the mass and the volume of these emissions as a function of three variables: vehicle tank temperature, dispensed fuel temperature, and fuel volatility measured as Reid vapor pressure. Based on the experimental results, regression equations were developed which can be used to accurately predict refueling emissions under a wide range of conditions. An analysis of the experimental results shows that the vapor balance system, the simpler, less expensive of the two systems being considered for control of refueling emissions, has the potential to meet strict standards under temperature conditions where ozone is likely to form in the atmosphere.
Hochhauser, Albert M., Campion, Raymond J.
Control of Refueling Emissions with an Activated Carbon Canister on the Vehicle7509052/1/1975
This report documents the investigation of the technical and economic feasibility of using a carbon canister on board the vehicle to retain displaced hydrocarbon vapors during refueling. Denoted by the API as an Interim Report of Project EF-14, this report is a sequel to the Project's Phase I Report of April 1973, “Cost Effectiveness of Methods to Control Vehicle Refueling Emissions.” To initiate the design of a prototype carbon canister system capable of handling refueling vapor losses, studies were undertaken on a bench-test system to define the total amount of refueling vapor to be handled, vapor retention capacity of activated carbon, and purge capacity over a range of refueling conditions and fuel system parameters. In addition, extensive exhaust and evaporative emission tests were performed on the baseline vehicle and the modified vehicle. Detailed cost and effectiveness analyses were performed. The study shows that this type of control is technically feasible for refueling and evaporative emissions, fuel savings can approach the cost of the refueling control system, driveability was not impaired, and exhaust CO emissions increased.
Gunderson, J. A., Lawrence, D. K.
INSTRUMENTATION AND TECHNIQUES FOR VEHICLE REFUELING EMISSIONS MEASUREMENTJ1045_197308 (Historical)8/1/1973
This SAE Recommended Practice describes a procedure for measuring the hydrocarbon emissions occurring during the refueling of passenger cars and light trucks. It can be used as a method for investigating the effects of temperatures, fuel characteristics, etc., on refueling emissions in the laboratory. It also can be used for determining the reduction in emissions achieved with emission control hardware. For this latter use, standard temperatures, fuel volatility, and fuel quantities are specified.
SAE IC Powertrain Steering Committee
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