P. 1 

# OAR Box 1147 Prepped by Ollie Stewart

Document

Number: 

# 234)IV-E-10 9 Docket Number: 

# A-87-1 1

Printed 4/22/2008 2:42:59 PM

Sheet 234 of 242P. 2

' j^ 8 * * . 

# KWJ UNITE D STATE S ENVIRONMENTA L PROTECTIO N AGENC Y AN N ARBOR . MICHIGA N 4810 5 AU G 0 6 199 3 

## A-87-1 1

OFFIC E O F AI R AN D RADIATIO N MEMORANDU M SUBJECT : Meetin g wit h Toyot a Regardin g Onboar d Refuelin g

Tes t Procedure s FROM : Michae l J . Samulski , Mechanica l Engin e

Engin e an d Vehicl e Regulation s Branc h THRU : Joann e I . Goldhand , Chie f

Engin e an d Vehicl e Regulation s TO : Publi c Docke t A-87-1 1 O n Jul y27 , 199 3 member s o f th e Environmenta l Protectio n Agenc y(EPA ) staf f me t wit h representative s o f Toyot a t o discus s potentia l change s t o th e refuelin g emissio n tes t procedure s a s lai d ou t i n EPA' s recentl ypublishe d Federa l Registe r notic e o n thi s issu e (Ma

y27 , 1993 , 5 8 F R 30731) . Th e meetin g whic h wa s hel d a t th e EP Ala b i n An n Arbo r wa s i n follow-u p t o th e Onboar d Refuelin g Vapo r Recover yHearin g o f Jul y19 , 1993 . Th e materia l presente d b yToyot a i s attached . Discussion s focuse d o n shortenin g th e tes t procedur e t o reduc e labo r cost s an d o n th e effect s o f initia l caniste r loadin g o n purge . Th e followin g person s attended :

NAM E Joann e Goldhan d Mik e Samulsk i Matthe w Kevnic k Kazu o Takeuch i Nobutak a Morimits u Edmun d Brun e AFFILIATIO N EP A EP A Toyot a Toyot a Toyot a Toyot aP. 3



# COMMENT S O N ORV R RULEMAKIN G Jul y 2 2 199 3 Toyot a Technica l Center , US A Inc . K . TAKEUCH I M . KEVNIC K Toyota Moto rCorporatio n N . MORIMITS U 

# m COMMENT S O M ORV R RULEMAKIN G Jul y 2 2 199 3 1 . Goo d afternoon , Gentlemen . M y nam e i s Ma t Kevnick o f Toyot a Technica l Center USA . Wit h m e toda y ar e Kazu o Takeuch

i o f TT C USA , NobutakaMorimitsu , manage r of TM C Japan . O n behal f of Toyota , I' d like t

o presen t ou r comment s wit

h respec t t o the ORV Rproposal rule .P. 4



# OUTLIN E

/ . Introductio n A

) Genera l Commen t B ) Implementatio n // . Tes t Procedur e Comment s

A ) Genera l Commen t B) Optio n "B1 " C ) Toyot a Ide a C1 . Integrate d Syste m C2 . Non-Integrate d Syste m /// . Othe r Issue s A

) Partia l Refuelin g B ) Constan t Purg e C ) Puf f Los s HV. Conclusio n 

# m OUTLIN E 2 . A s show n on thi s outline , ou r comment s wil l consis t

of : Firs t i s introduction , Genera

l Comment , Toyot apositio n an dopinio n o n Implementation . Secondly , tes t

procedur e comment s wil l includ e Optio n B l andToyota' s Ide afor abbreviate d tes t

sequence . Then w e woul d lik

e t o stat e ou r positio n regarding , Partial Refueling , Constan t Purg e an d Puf f Loss , an d the n conclude the presentation .P. 5 

## GENERA L 1 TOYOT A recognize s nee d t o contro l Refuelin g Emissions . 2.TOYOT

A believe s STAG E I I t o b e safe rtha n ORVR . 3.Whil e w e respec

t th e judgemen t of th e Court , th e safety issu e remains . TOYOT A believe s tha t ORV R regulatio n shoul d b e develope d t o minimiz e thi s concern . 4.Implementatio n o

f ORV R mus

t procee d cautiousl y an d judiciousl y t o provid e adequat e leadtim e an d conside r vehicl e phas e in . 

# m

GENERA L 3. 1 woul d like to stat

e Toyota' s genera

l positio n wit

h regard s t

o the ORV Rregulation . Whil e Toyot arecognize s the healt h an denvironmenta

l benefit s associate dwit

h the contro l o

f gasoline refueling vapors , Toyot abelieve s as we hav e state d previously , tha t stag e I I provide s asafe

r contro l methodology , fo

r accomplishin g thi s means . Sinc e th e safet

y issue s remains , Toyot

astate s tha

t the ORV Rregulatio n shoul db e develope d to minimiz e thi s safet y concern . It i s our positio n tha

t implementatio n o

f ORV Rmus t procee dcautiously an d judiciousl y in amanner

which addresse s safet

y whil e providin g adequat e lea d ti e and vehicl e phas e i n consideration .P. 6 

## IMPLEMENTATIO N

1 . W e reques t tha t a n exemptio n b e allowe d fo rsmal l sale s volum e vehicl e models . 2 . Wit h regard t o th e extensio n of ORV R applicatio n beyon d LDV , TOYOT

A believe s tha t thi s issu e shoul d b e discusse d afte rissuin g th e LD V ORV R fina l rule , becaus e o f tim e concerns . 

# m IMPLEMENTATIO N 4 . EP A ha s requeste d comment s regardin g implementatio n o f ORVR . Toyot afeel s that , i

n order to addres s the limite dopportunit y fo r incorp . ORV Ronto lo w sale s volum

e vehicles , a

n exemptio n b e allowe dfo r whos e type s o

f vehicl e models . Wit h regard t o the extensio n o

f ORV Rapplicatio n beyon dLDV , TOYOT A believe s tha

t thi s issu e shouldb e considere dafte r issuanc e o

f th e LD V ORVRfina

l rule , primar

y due t o time concerns . In additio n t o providin g som e relief t o manufacturers , thi s consideratio n woul d ensure effectiveness , integrity , andabov e all , the safet y o f ORV R systemapplicatio n t

o LDT' s an

d HDVs .P. 7



# TES T PROCEDUR E COMMENT S B TES T PROCEDUR E COMMENT S 5 . A t thi s time , I' d lik

e t o direc t ou r comment s to th

e tes t procedur e issues .

*«. -P. 8



## GENERA L COMMENT S O N TES T

PROCEDUR E 1 Th e purpos e of th e tes t i s t o verif y desig n integrity an d syste m performance . 2.Tes t shoul d b e capabl e o f evaluatin g refuelin g emission s eithe rindependentl y o ri n conjunctio n wit h evap . an d tailpip e emissio n measurement . 3Tes t procedure shoul d b e simpl e an d conside rRea l Worl d Conditions . 4.Caniste rpreconditionin g i s th e mos t critica l concern . 

# H GENERA L COMMENT

S O N TEST PROCEDUR E 6 . TOYOT A feel s that , first,th e purpos e o f th e tes t shoul db e t o verif

y desig n integrit y an dsyste mperformance.Second , t o addres s th e resourc e burden , tes t

shoul db e capabl e o f

evaluatin g refuelin g emission s eithe r independentl y o r

i n conjunctio n wit

h evap . an dtailpip e emissio n measurement . Third , t o permi t

desig n flexibility fo

r addressin g safet

y concern , th e tes t procedur e shoul db e simpl e ye t effectiv e an dconside r

Rea l Worl d Condition . An dfourth , sinc e th e refuelin g tes t procedur e itsel f

ha s bee n unde r consideratio n fo r

som e time , i t

i s mos t importan t

at thi s poin t

t o conside r th e manne r

i n whic h caniste r

preconditionin g i s treated .P. 9



# EPA' s PROPOSAL S WIL

L TAK E APPROX . 4 DAY S

MO N TU E

TH U Integrate d Syste m

Optio n B l

Caniste r Preconditionin g 12-36 h V R T inpT-Un n ^- V B.T . Load i LA- 4 Cold/Ho t ^ Runnin g Los s Drive ] W E D frbrai n duelin g 10% ] Optio n A

Caniste r Preconditionin g Rt j Preconditionin g 12-36 h £ Orai n / •in o LA- 4 Cold/Ho t Fuelin o 10% ] Optio n B

Drai n / duelin g 40% k Caniste r 12-36 h ,1.5'W. C Loadin g 1 l A-dCnWHp > j O Runnin g Los s Driv e , praii p / Fijqlln rm% j i : SOA K6-12 h . i SOA K6-12 h * .



### ^s J ; Non-integrate d Syste m

Drai n / Fuelin g 40% y SOAK12-36JT""S s Re(.Can.=1.5-W. C Evap.Can.=B T R

'. —^.: : Purg e Cycle s



## EPA' s PROPOSAL S WIL L TAK E APPROX . 4 DAY S 7 . Thi s char

t depict s the tim

e requiredfo

r completio n o

f the tes t proposal s tha

t EP A ha s describe d i

n the Federa

l Register . TOYOT A think s tha

t it i s unreasonabl e t

o reques t such atime consumin g andcomplicate d tes t

procedur e i n orde r t o accomplis h canister

an d vehicl e preconditionin g befor e th e refueling test . TOYOT A feel s tha

t the ORV Rtes t coul d b e simplifie dfro

mth e 4 da

y lengt h withou t acompromis e t

o th e tes t integrity . W e woul dno w lik e t o addres s our

preference s to accomplis h this .P.1 0



## EP A Optio n B 1 i s preferabl e y wit h som e modificatio n Integrate d Onboar d / Evaporativ

e Tes t Option s Objective s o

f modifications : a) Vapo rloadin g an d Caniste rpurg e whic h represent s rea l world . b ) Reduc e tes t tim e burden . rr-r-rjTnS a 3 mUim ••••"•— - '••" - f " c aim ITvitunnnT T 7?. M F aiarMr * 

# 0 REFUBJN O OPTIO N B 1 ur-i>ur-it n R&uaN Q IUOOS.2WCC . UOCS OPTTONA ' I 

# i WRtTP. 4* * I K



## G

- t c s 

# s c IV«t m m l uoos.2mcc.UDO a 

## 3

REFUEUN G OPTON 8 

## ©

Orin ' 10 % » / soa k Ratw q M I Ow n /10 % I I f H U | V«nc i M H | 

## E U EP A Optio n B 1 i s preferabl e wit h som e modificatio n 8 . O f th e option s provided , TOYOT A think s tha

t EP A OPTION B l woul db e preferabl e provide d som e modificatio n wer

e permitted . A diagra mo f thi s proposa

l a s provide d in th e Federa

l Register i s show n here . Thes e modification s woul daddres s canister preconditionin g specially t o conside r vapo r loading an

dcanister purg e representin g rea

l world , abbreviatin g tes t

tim e burden .P.1 1



## CANISTE R LOA D i n EPA' s Optio n B 1 TES T SEQUENC

E

Fua l drai n 1 H I •RVP , 40 % « l VaMdoSoa k 68-8« P Preconditionin g drlv o on a UOOScyd a Fua l drai n 1 I M 40 % VaMdaSoa k Col d atar i axhaua t teat Ho i atar i atchaua t laa t Additiona l drivin g U003 . 7 NYCC . UD0 3 Drain/10 % H I • ' i n So«k ZZZZZZZZ Z Rvfuafln- g to«t INTEGRATE D CANISTE

R LOA D CONDITIO

N



## CANISTE R LOA D i n EPA' s Optio n B 1 9 . Befor e I discus s TOYOTA' S ide ao n thes e modifications , I' dlik e t o provide fo r referenc e purposes , a

n estimatio n o

f th e canister conditio n a

t eac h phas e o

f the EP A B l tes t procedure . The B l tes t

sequenc e i s o n the left . Th e step s abov e ar

e considere das preconditionin g befor

e actua l refuelin g test . An dcaniste r preconditionin g represent 2 g brea k through . TOYOTA' s proposa

l consider s ashorte

r tes t sequenc e whic h wil l provide d asimila

r severit y fo r caniste r loadconditio n andon e i n which i t i s mor e representativ e o

f actua l events .P.1 2

fEP A Optio n Bf } Star t t-ua l drai n & I 9RVP . 40 % fil 3T ~ 

## TOYOT

A PROPOSA L | Vehicl e Soa k

68-8 6 F | Preconditionin g driv e on a UDD S cyd e 

## c Fua l drai n & fil l 40 % I Vehicl e Soa k

" t •^^T^TT^tTTyTli|.^^T^TTTT*^TW^Tf . Disconnec t Caniste r Caniste rpreconditionin g 2 g Brea k Throug h Connec t Caniste r | iai a sar i ixnaus i ias i \ | Ho i sta g exnaus t tes t \ T 

### ( Additiona l drivin g UODS^NYCCJJDD : 

## j Disconnect Caniste r ( Drain/10 % fil l f f Vehicl e Soa k „__ _ 

# c Refuelin g tes t Fue l t o >95 % Connect Caniste r 

# <5 " < LOADIN G

^ftiflWJS^^jQ^^ I I I PURGIN G 

# J "xnaseeea VEHICL E ! SETU P Loa d Caniste r

3DB L eauivalen t 5 C 

# H lailpip»fcvaporativ e lest ! Completio n o f 3BD L I ]ft. short tri o ouro e 1 UDOSJ I urainTR w

ueun g as'iE " Disconnec t Caniste r

Benc h Purgin g Purg e volum e i s determine d by usin g purg e rate . (Optio n B 1 equivalent ) ( Drain/Refuelin g 10 % _ ( Vehid e Soa k

6-2 4 h r, 

## G Refuelin g Tes t i n SHE D 

# (5 " Connec t Caniste r 

# H TOYOTA'" " PROPOSA L 10 . Th e figur

e show s EPA' s option B l o n the lef t an dcenter i s addressin g to thre e phase , Loading , Purging , andVehicl e Set Up . O n th e righ t side , TOYOTA' s proposal i s show n whic h contains : Preferabl e loadin g o

f a3 da y DB L equivalent

which we believ e i s mos t sever e condition s o

f rea l world , ashor

t tri p purg e cycle , then 95 % refueling . An d apurg e rate recommendatio n t o b e performe dvi aabenc h operatio n usin g apurg e volum

e to b e equivalen

t t o the B l R/

L test .P.1 3 

## GENERA L IDE A FO R ABBREVIATE D SEQUENC E 1 . Purgin g ability i s sufficientl y evaluate d i n tailpipe/ evaporativ e tes t procedure . 2 . I n ORV R test , loadin g o f caniste rdurin g preconditionin g an d evaluatio n o

f vapo rcapture performanc e are most important . 3 . T o loa d caniste rt o WC*1. 5 i s unreasonable . Vapo rloadin g shoul d b e don e b

y actua l refuelin g process . 

## Q D GENERA L IDE A FO R ABBREVIATE D SEQUENC E 11 . I' dlike t o tak

e amomen

t an dexplai n th e rational e use dfo r developin g thi s TOYOT

A proposal . First , becaus e o

f the desig n o

f the enhance d eva

p test , purgin g abilit

y i s alread y sufficiently evaluate d i

n thi s procedure , s o th e provisio n to us e benc h purgin g shoul db e reasonabl e an d acceptable . Second , I n consideratio n o

f the ORV Rabbreviate dtes t

sequence , loadin g o f th e canister

during preconditionin g an

d evaluatio n o

f vapo r captur e performanc e wer

e determine dt

o b e th e mos t importan t parameters . Third , vapo r

loadin g i s t

o b e don e b y actua l refueling process . In particula r loadin g the caniste

r t o 1. 5 time s workin g capacit

y i s ver y unreasonable . TOYOT

A feel s tha

t ORV Rsystemdesign s coul db e compromise d wit

h thes e type s o

f loadin g requirement .P.1 4 

## COMPARISO N O F 

# TOYOT AAN D EP

APROPOSA L

COMPARISO

NO F TOYOT AAN D EP APROPOSA

L 12 . Wher e providin g arepresentativ e leve l o f stringenc y t

o EPA' s B l proposal , th e TOYOT

A proposa l ca n b e accomplishe dwithi n a24 hou r perio d a s show n here . Yet th e TOYOT

A proposal provide s canister loadin g more representativ e o f rea l worl dcondition s as opposedt o the unreasonabl e loadin g procedure s no w unde

r consideration .P.1 5



## SIMULAT E REA L WORL D TRI P PATTER N AN D CANISTE R LOA D NORMA L CONDITIO

N

MO N TUE WE D PATTER N ASSUMI-HO N arltin g .^Drivin g

TH U FR I SA T SU N FUEL INTEGRATE D SYSTE M

VAPO R LOA D IMAG E EM P B.T . 15*W C SEVER

E CONDITIO

N

MO N TU E A/E D PATTER N ASSUMPTIO N 'aikin g .Drivin g

TH U FR I SA T SU N _FVEL INTEGRATE D SYSTE M

VAPO R LOA D IMAG E EM P ai . 1.5*W C •t 1

1 3 

## SIMULAT E REA L WORL D TRI P PATTER N AN D

CANISTE R LOA D 13 . T o suppor

t ou r contentio n wha

t the current

caniste r loadin g condition s d o no t

duplicat e rea l world conditions . I' dlik

e to provid e thi s figur e whic h simulate s rea

l worl d tri p patter n an dcaniste r load . Th e lef

t side whic h i s labele d "Norma l Condition " represent s afrequen t drive r who use s hi s vehicl e ever

y day . ( a7. 5 mil e FTP estimatio n wa s made. ) W e ca n se e tha t under the colum n labele d "vapor

load" , th e canister

i s almos t alway s purge d an

d certainly neve

r achieve s abrea

k throug h o r 1. 5 time s workin g capacit

y loade d state . Th e right sid e i s aver

y sever e condition , on e i s representativ e o f th e eva p procedure , ( 3 da

y Diurna l plu s Refuelin

g event) . Eve

n under thi s condition , th e caniste

r load o f a n enhance d eva

p systemwoul dnever achiev e thes e type s o

f loadings .P.1 6 

## VAPO R DESORPTIO N CHARACTERISTIC S SATURATED ! 0 DESORPTIO N (g/LiterA.C. ) -50 A.C:Activate d Carbo r Benc h Purgin g (7. 5 BV/min ) (15BV/min) - -10 0 rPur g n g b

y Vehicl e — Integrate d system=15 0 BV/LA- 4 Nonintegrate d system=2 5 BV/LA- 4 0 25

0 50 0 750 100

0 Purg e Volum e (Be d Volum e 

# 0 VAPO R DESORPTIO N CHARACTERISTIC S 14 . Justificatio n fo

r the us e o f th e bench purg e in the TOYOT A proposa l i s offered here . Thi s char

t compare s the vapo r

desorptio n characteristic s o f activate d carbo n caniste

r subjected t

o vehicl e purg e andbenc h purge . Sinc e desorptio n characteristic s depend upo n purg e ai r volume , i n actua

l vehicle s there i s n o differenc e i n desorptio n characteristic s betwee n the integrate dsystemand non-integrate d system . W e ca n se e also , tha

t abenc h ai

r flo w purg e rat

e o f 7. 5 B V yield s th

e sam e desorptio n effec

t provide db

y vehicl e purging . Therefore , benc h purgin g ca n easil y simulat e vehicl e driv e purg e conditions .-EJLZ L



## ABBREVIATE D SEQUENC E -INTEGRATE D SYSTEM TES T SEQUENC E Tailpipe/Evaporativ e Tes t ~ | Completio n o f 3DB L | 1 STAR T Loa d Caniste r 3DB L equivalen t A snor t tri p purg e ~ I | 1 uuo s I * T | urainmetueitn g 9b-/ o \ DISCONNECT v ....... . ^ I DrairVRetuelin a 10 % \

• SOA K6-2 4 h r Vehicl e Temperatur e Conditionin g * Refuelin g Tes t i n SHED l Benc h Purgin c Purg e volum e i s determinedb y usin g IT S OW N purg e rate . (Optio n B 1 equivalent )

I CONNECT CANISTER LOA D CONDITIO N EM P B 1 

## I _J t*ili;*l><X><X>00 ( J ; MAXIMVM

WADlNfT 

# k^ « T

Test Time : 24 hr 

# 0 ABBREVIATE D SEQUENCE-INTEGRATE D

SYSTEM 15 . Thi s figur

e depict s th e TOYOT

A abbreviate dsequenc e proposal fo r a n integrate d systemand provide s o n illustratio n o

f th e canister

load condition . Th e sequenc e o

f rational e ar

e a s follows : •Loa dcanister t o a3 da y diurna l equivalen

t level . •Driv e on e LA- 4 cycl e to simulat e adriv e t o fuel station . •Loa dcanister agai n b y refueling , thu s amaximumloade dconditio n woul db e produced . •Disconnec t

canister , an d subject

t o benc h purg e (equivalent

o f B l optio n level) . •Simultaneously soa

k vehicle . •Reconnec t

caniste r and perfor

mrefueling test . Fro mth e canister

simulatio n illustrate dhere , i t ca n b e see n tha

t a s sever e o f aloadin g patter

n exist s fo r thi s require da s i s containe dB l sequence . Ye t i t i s more representativ e o

f actua l conditions . A s mentione d previously , thi s procedur e tes t time i s 2 4 hours .P.1 8



## ABBREVIATE D SEQUENC E -NON-INTEGRATE D SYSTEM TES T SEQUENC E STAR T A shor t tri p purg e 1 UDD S Orain/Refuelin a 95 % 1 VEHICLE TEMPERATURE CONDITIONING DISCONNECT CANISTER Orain/Hetuelm o 10 % 1 SOA K6-2 4 h r Vehicl e Temperatur

e Conditionin g Benc h Purgin g Purg e volume i s aetarmine d b y usin g fue l economy, tan k capacity , purge rate . Refuelin g Tes t i n SHE D CONNECT CANISTER LOA D CONDITIO N REFUELIN G CANISTE R EM P B.

T 

# E ?

~~~V ^ i i^Ev»por»tiv

e Canister ) fllfeFUEUNG CANISTER ) '

Test Time : 24 hr 

# H ABBREVIATE D SEQUENC E -NON-INTEGRATE D

SYSTEM 16 . Similarly , the abbreviate d sequenc e ca n b e applie dto th e non-integrate dsystem . Th e sequenc e an

d rational e follow s i

n the sam e manne r as integrate d system . Th e major exceptio n i s amoun

t o f bench purgin g t

o empt y th e refueling canister . Caniste r load conditio n fo

r the separat

e refueling canister

i s show n here also . Agai n thi s sequenc e coul d b e performed i n 2 4 hours .P.1 9



### MODIFICATIO N T O CURREN T TAILPIPE / Origina l Eva p Star t FvaA drai

n 8fl U 9RVF\40 % J

H •\ /Modified X 

### EVAP . SEQUENC E

Fuaidrain&f U SRVP , 40 % U "T I Vaftd a Soa k 68-8 6 F I | Wad a Sor t66-8 6 F | 

### ' i i Loa d Caniste r 30B L aativalen t fracondtionin Q driv e ^npf t i inn s rvrtf t n m 

## ] [ Preoondrtorin g driv e nr-f t Unn g fvrtf t 

## ] I Fu.liani*U.to % I I fua l Ora m A til &* . I 1 • J [

, . , J L ' Carista r pracondMorin g & VaNd a Sor t -RsrasSriiirTOr i VaMdaSor t68-8 6 F Canrsta r disconrwcta d C«ista r connacta d Loa d Carista r 3DB L aquvalan t I Col d sta n aimaus l tas t I | Ho t na n ««haus l taa t | Ruinin g tos s tost UOOS . 2

NYCC . UDO S Ho t soa k

tost 9 6 +/- 5 anto-ien t 3 C Vehicl e soa k las t 6 hou r a t 7 2 F Diurna l emissio n t*s t 3 hea t buH d i n 7 2 H r 75-9 6 F excursio n 

### C^> Preconditionn g dnv e on a UDO S cvet a 

### J / rue l dra m 4 li

J !JS % } ( hue l drai n & hl l IU % 1 SOA K6-2 4 h r VeNd e Tenperatur e ^^JJjjjjjJtjojjijj^^ ^ fljjj [Benc h Purging I

(Refuelin g Tes t i n SHED ) 

# E D MODIFICATIO N T O CURREN T TAILPIPE/EVAP .

SEQUENC E 17 . Takin g thi s abbreviate dsequenc e propose don e ste p further , thi s char

t show s ho w th e enhance d eva p tes t sequenc e coul db e modifie dt o provide consistent an d mor e realisti c caniste

r loadin g throughout

th e tes t sequenc e whil e offerin

g reductio n i

n tes t tim e fro mt o us e other

one week . In additio n thi s procedur

e provide s the opportunit

y t o evaluate evap , exhaus t and refueling emissio n i

n on e continuou s sequenc e o

r provide a singl e ORVRtes t

sequence .P.2 0



# OTHE R ISSUE S

1 8 

## OTHE R ISSUE S 18 . Other issues .

H i -P.2 1



## PARTIA L REFUELIN G REQUIREMEN T i n Non-Integrate d Syste m

15 0 DESORPTIO N (9 ) 100 REFUELIN G 10 0 VAPO R GENERATIO N (g )

— » 5 0 2 0 30 UDD S CYCLE S 1 9 

## PARTIA L REFUELIN G REQUIREMEN T i n Non-Integrate d Syste m 19 . TOYOT

A believe s tha

t EPA' s consideratio n o

f apartial refueling requirement

fo r non-integrate d system , in order t o ensur e ORV Rsystem s hav e adequat

e desig n margin , i s not

necessary . Vapor generatio n fro

mrefueling increase s linearl y i n proportio n to the amoun t o f fue l consume dfro

mth e numbe r o f cycle s driven . Thi s i s shown b y th e diagona

l line . O n the other

hand , the desorptio n characteristic s o f the canister

chang e exponentiall y a s shown b y th e curved line . Th e differenc e betwee n the desorptio n o

f th e canister

and the amoun

t o f refueling vapo r

generatio n i s th e canister Workin g Capacit

y margin . Thu s margi n i s smalles t

i n th e cas e o

f afull-refueling test , a s show n o n the fa r right . Therefor e w e sugges t

tha t anything othe

r tha n aful l refuelin g woul db e a wast e o f time .P.2 2



## CONSTAN T PURG E REQUIREMEN T i n Non-Integrate d Syste m 200 15 0 DESORPTIO N (9 ) 10 0 •PURGIN G B Y VEHICL E RUNNIN G 20 0 15 0 REFUELIN G 10 0 VAPO R GENERAT E (g ) 5 0

REDUCIN G PURG E RAT E 2 0 3 0 UDDS CYCLE S 2 0 

## CONSTAN T PURG E REQUIREMEN T i n Non-Integrate d Syste m 20 . W e ar e ver y concer n about EPA' s consideratio n o

f Constan t Purg e Requirement

fo r Non-integrate d System . EP A suggest s tha

t i n orde r t o preclud e inappropriat

e purg e strategies , thi s constant purg e woul d b e require d durin g eac h UDD S cycle . TOYOT A doe s no t

thin k thi s requiremen

t i s reasonable . Manufacturer s mus t hav e th e abilit

y to modif y o r reduc e the purg e rat

e i n orde r t o minimiz e th e impac t

tha t purgin g o f refueling vapor s ha s on tailpip e emissions . T o requir

e constan t purg e woul dpresent

aformidabl e challeng e t

o non-integrate d syste

mdesign . TOYOT A believe s tha

t purg e should b e manage dfro mth e spa n o f one refueling event

t o the next , and i

n orde r t o minimiz e exhaus t

emissio n interaction .P.2 3 

## PUF F LOS S

1 . Fo rcontro l o f evaporativ e emission s durin g ca p removal , eithe rPuf f Los s o rFue l Tan k

Pressure Requiremen t ca n b e equall y effective . 2 . Sinc e th e Tan k

Pressure Requiremen t exist s i n th e eva p emissio n regulation , th e Puf f Los s requiremen t become s redundan t an d shoul d b e eliminated . 3 . TOYOT

A believe s that , fo ra syste m designe d t o reliev e tan k pressure before th e ca p i s opened , eithe rrequiremen t i s unnecessary . 

## E D

PUF F LOS S 21 . Next , I' d like to addres s Puf f Los s issue . First , fo r contro l o f evaporativ e emission s durin g ca p removal , either Puf f Los s or Fue l Tan k Pressur e Requiremen

t ca n b e equall y effective . Since , th e tank

pressure requiremen

t exist s in the eva

p emissio n regulation , th e Puf

f Los s Requiremen

t become s redundant

an dshoul db e eliminated . In addition , TOYOT

A believe s that , fo

r asystemdesigne dt

o reliev e tan k pressure befor

e th e ca p i s opened , either

requirement

i s unnecessary .P.2 4 T ' r' . " • 

## SELECTIV E ENFORCEMEN T AUDI T

1 . T o requir e SHE D fo rSE A woul d b e a significan t burde n t o manufacturers . 2 . SE A testin g i s not necessary . ORV R performanc e i s decide d by syste m design .

2 2 

## SELECTIV E ENFORCEMEN T AUDI T 22 . Next , Selectiv e Enforcemen t Audit . T o require SHE

D fo r SE A wouldb e asignifican

t burden t o manufacturers . TOYOT A feel s tha

t SE A testin g i s not

necessary , becaus e ORV

R performanc e i s decide d b y syste mdesign .P.2 5



# CONCLUSIO N

1 .Pruden t an d carefu l consideratio n b e give n t o ORV R implementatio n phase-i n by ; a ) considerin g LDT , HD V implementatio n independent . b ) allowin g a n ORV R exemptio n fo rsmal l sale s volum e vehicl e models . 2.Establis h th e ORV R tes t sequenc e wit h th e followin g modifications ; a ) accep t a caniste rloadin g conditio n wit h 3DBL , 1UDDS , 95%fi! l a s suggeste d b y Toyota , b ) allo w us e o f "bench " purgin g instea d o f actua l driving . 3.Conside rmodificatio n t o th e enhance d evaporativ e emissio n tes t procedur e fo rvehicle s designe d wit h a n integrate d ORV R system ; a ) caniste rloadin g requiremen t shoul d b e consisten t wit h ORV R recommendation .

2 3



## CONCLUSIO N 23 . I n conclusion , Toyotarecommend s that : First , prudent

and carefu

l consideratio n b e given t

o ORV R implementatio n phase-i n by ; considerin g LD T an

d HDV implementatio n independently , allowin g a n ORV Rexemptio n fo

r smal l sale s volum

e vehicl e models . Second , establis h the ORV Rtes t sequenc e wit

h the followin g modifications ; . accep t acanister loadin g condition , tha

t i s 3DBL , one UDDS,an d 95 % fueling a s suggeste db y Toyota , an d allo w us e o

f "bench " purgin g instead of actua l driving . Third , consider

modificatio n t

o the enhance devaporativ e emissio n tes t procedur e fo r vehicle s designe d wit

h a n integrate dORV

Rsystem , caniste r loadin g requiremen

t shouldb e consistent

wit h ORV R recommendation .

*=. -P.2 6

2 4 

## EN D 24 . Than k yo u fo r you r attentio n