# OAR Box 1830

Prepped by Ollie Stewart



## Document

Number: 

# 8 ) IV-B-4
Docket Number: 

# A-87-1 1

Printed 11/13/20087:20:51 AM Sheet 8of 232 P. 1P. 2

March6 , 197 9
Statu s o f I a Huf i taftfUn g Los s

Marti nReinenan , SBf t

Rober t E . Maxwell , Chief , SDS B

Tw o AP I tea t vehicles , th e Exxo n197 8 Californi a Pint o an d th a Mobi l 197 8 Californi a Sunblrd , have bee n—mine * la hone* torrefWlin * contro l effectiveness . Refuelin g los e tai W

ha w ^Os o beaa

r conducts* ? wit hanin-hous o fue l tan k modifie

d fo r sutaergof f fill . HP A conducte

d severa l test s t*»ailf y tha t operation } o f th

a Af t vefcfclas

v A s reporte

d b y Exxo nan d Mobil , theae vehicle s ar e capabl e o f controllin g refuelin

g los s t o bette r tha

n9 5 perecnr whil e stil l MosTin g feat-It?* «kftfwr*L » " emissio nstandards ^ Sinc e «K e EPA test tkwaStaf

suypuig " "eW'aerHer^ ! ' - » finding s b

y Exxs v an d Mobil , the

y wil l not ; be

> reporte

d further , lather , thi s memo present s an d discusse s tes t dat a onth e subject s o f tes t pfinilui e eanrlTlvity , refualia g los e ceofro l feeoifclllt r v*tb^ * pro ductio nevaporativ

e canister , an

d aiihnsvgii

d fil l fsosfMl'lgy

v ' ; Procedur e Sensitivit y Tha measure

d refueling/exhaus t emissio ninteractio

nl a know

nt o b e a funotia v o f iwii l variables , one o f th * mom* important bwlag ? th

e tes t procedure ^ A

cosjparlsot

i o f eh a tesi * procedure * used " by 4 E«»1 » an

d Mobi l t o Measur e raruaixnglosse s to usefu l fo r Observin

g interactio

neffects . Th e basi c differenc e betwee nthe Exxon - an

d Mobi l tes t procedure s I s th e locatio no f th e refuelin

g operatio

nia " th * sequence - o f event s whic his ' currently

require

d fo xexhaus t an

d evaporative - eelsslo naeasurenent . Exxo nlocate s th

e refuelin

g tes t lmsediately

befor e th

e FTP , whil e Mobi l locate s th

e refuelin

g tes t o

nth e da y before th

e FTP . Th

e Mobi l tes t procedure follow

s th e refuelin

g operatio

nwitha preconditionin g LA- 4 an d thus , tho Mobi l tes t sequenc e doe s no t peradt a nasaeaswenfr o f col d stave - anission s laaediately followin

g th a refuelin

g operation . Thi a latte r conditio

nrepresent s a sor e severe (althoug himpractica l for a rea l worl d simulation ) tes t condition . Experiment i The Mobi l Sunbir

d wa s tested ) usin

g th e followin

g sequence : o f events :

SDSB : M . Reineman , wgw , 256 5 Plymout hRd. , Ext . 227 , 3-9-7 9P. 3

ENVIRONMENTA L PROTECTIO N 

### SE P 

### - 2 1988 GfciSirs"*"-.

. DOCKE TP. 4

-2 -

-" * Saturat e canlsts r wit hgasolin e vapor . Preconditio n vehicl e wit ha serie s o f LA-4 a an d one-hou

r ho t soaks . Da y 2 - Diurna l hea t buil d (fue l tan k draine

d an d fille d t o 4 0 percent without loadin g th e refuelin

g canister) . FTP wit hemissio

nmeasurements . Conditio nvehicl e wit hLA-4 s an d one-hou

r ho t soaks . Da y 3 - Sam

e aa Da y 2 . Da y 4 ' : - Same , a s Da y 2 . Da y 5 - Diurna l SHE D tes t (fue l tan

k draine

d an d fille d to 4 0 percent without loadin g canister) . Refue l tan k (1 0 percent t

o 10 0 percent capacit y refueling) . FT P wit h emission s meaaurements . Ho t soa k SHE D teat . Da y * - Diurna l has t build - (fue l tan k draine

d aaaV.iilU

d to 4 0 percent withou t loading - canlstsr) * JTP;.wifc hemission s measurement . Bo t soa k SBFJf c tear . Othe r equipment uae d fo r measurin

g refualia

g losss s include

d th e large SHED wit hexplosion-proo f aixln g fan s an

d a aodifie

d fue l car t capabl e o f deliverin

g 8S* F fue l at a 9. 3 gp m flo w rata . A

nitril a sea l (sup plie d b y AftC O a s par t o f th

a AT I project ) mounte d l a the fillpipe prevente

d vapo r fro

m escapin

g a t th e noxsle/fillpip e latarf i Thi s tes t sequenc e i s simila r t o th e test ; procedur e uae d b y Mobi l t o asses e th

e effec t o f refuelin g control a o

nexhaus t emissions . Th e EP A procedur e measure s exhaus t emission s o nDay s 2 , 3 , en

d 4 an d measure s th e refuelin

g an d exhaus t emission s o nDa y 5 . Result s reporte d o nDa y 6 represent dat a obtaine d whenth

e refuelin

g loe s tes t an

d th e exhaus t emissio ntes t sr e no t conducte d o nth e sam e da y (Mobi l tes t method) . Results : Tabl e 1 summarise s tes t result s obtaine d durin g th e week startin

g Januar y 22nd .

Da y 2 Jan . 2 3 Table . 1

Refueling/Emission s Interactio n Da y 3 Da

y 4 Da

y 5 Da

y 6 Jan . 2 4 Jan . 2 5 Jan . 2 6 Jan . 2 7 Mobi l Baselin e n- 1 0P. 5



### -3 -

.r-*'.3T- __5

c r ' H C ^M3 : 0^5 0 C O 8. 4 9. 2
NO * .._

• 1.0 3 0.9 8
MF C 22. 4 21. 0 Evaporativ

e Emission s (g ) Diurna l
Ho t Soak 0.4 *



### 8. 6 0.9 4 21. 5 0.6 3

12. 0 0.9 1 22. 3

0.3 2 2.1 7 0.4 7



### 8. 6 0.9 6 21. 0

0.4 6 3.6 9 0.3 9

6. 4 0.9 8

0.8 7 U 1 2

The result s fro

m tw o refuelin

g loee test s a t a a iaetheraa l conditio no f 85* F sho

w tha t refuelin

g emission s ar e controlle d inexcee e o f 9 8 per cent . Controlle

d refuelin

g emission s consistently average

d les s tha

n 0. 2 g/gal . Dlseusslom

i Thes e result s sho

w a substantia l refueling/exhaus t cmlssls a Interactio n proble m onDa y 3 , whil e result s o nDa y 6 as e similar t o th e dat a re porte d b y Mobil . Assumin

g th e vehicle' s purg e contro l syste m an d th e aleeeeVloo

p feedbac

k contro l syste

m ar c workin

g properly

(assumptions whic har e presentl y begi nverified): , thes e reault s ar e Indicativ e o f th e rang e o f exhaus t emission s whic hca nb e expecte

d whenusin

g th e sam e vehicl e bu t different tea t procedures . Th s result s reportsd o nDa y 5 aro representativ e o f result s whichmight be expecte

d whenth

e refuelin

g tes t I s conducte

d immediately

befor e th

e FTP . 2 . Test s wit hSmal l Caniater A singl e refuelin

g tes t wa s conducte d usin g th e Sunbir

d wit ha produc tio nevaporativ

e emissio

ncontro l canister replacin g th e singl e larg

e refueling/evaporativ e caniater . Experiment t •

- • Th e productio

ncanister wa s purge d wit ha vacuu

m pum p fo r three hour s a

t a nai r flo

w rat e o f approximately 2 0 liters/tain . The caniater wa s the n installe

d inth e vehicl e an

d loade d wit hevaporativ

e emission s fro

m a diurna l hea t buil d an d a ho t soak * Wit hth e fue l tan

k vent s connecte

dP. 6

- 4 - t o a productio ncaniate r (on e t o th e fue l tank por t an don e t o th e carburete r ^ert) , the-vehicl e wa a refuele disotharaall y a t 83 * fro

m a conditio ne f 1 0 percen t fue l tank capacit y t o 100 - percen t capacity » Results*
Fue l Adde dSEE P E C Increase dCaniate r H C Increas e XControlle d 17. 1 gallon s 23 . (S g 45 g 6 6 Discussion :
Anearlie r fue l fil l tea t wit ha 197 8 productio nvehicl e (n o refuelin g contro l hardware ) demonstrate dtha t tan k pressur e buildu pwa a to o high t o permi t refuelin g wit ha modifie dStag e I I nozsle . Automati c shutof f occurre dafte r approximatel y tw o gallon s o f fue l wer e adde dt o th e fue l tank . Th e particula r nozzl e wa s designe dt o shu t of f a t abou t 2 5 Inche s o f wate r pressure . T o preven t excessiv e pressur e buildu pI nthi s test , th e 5/8 " I D vapo r lin e i nth e Sunbir d wa s teedInt o th e diurna l andho t soa k port s o a th e productio ncanlstsr . Th e result s o f thi s tes t serv e a s a neatlmat e o f th e refuelin g contro l effectivenes s whic hma y b e obtaine dwhe na smal l caniate r (150 0 cc ) replace a th a larg e caniste r (435 0 ec) . A conversatio nwit hSt uMarten s reveele d tha t durin g a serie s o f refuelin g loe e experiments , G M onc e accidentall y

refuele de vehicl e wit ha productio ncaniate r i nth e SHE D and foundtha t abou t 1/ 3 o f th e hydrocarbo nmas s wa a retaine di nth e systea . St udidn' t kno w th e tes t condition s whic hproduce dthi s result , bu t h e assume dth e SA E J104 5 procedur e fo r measurin g refuelin g emission s wa s probabl y

used . I f so , th e tee t conditlon e were : fue l tan k liqui d temperatur e —

95* ; dispense dfue l temperatur e — 82* ; fue l quantit y i n th e tan k a t atar t o f tes t — 2 5 percen t o f tank volume ; an dfil l rat e — 8 gpm . Thes e condition s produce duncontrolle demissio nfactor s o f abou t 5 g/gal . o f dispense dfuel , whic hcompare dwit hAP I uncontrolle demis sio nfactor s tha t average d abou t 4. 5 g/gal . Thi s implie s tha t the mas s o f hydrocarbo nvapo r t o b e adsorbe dby th e contro l syste a wa s abou t th e same fo r th e GM

andEP A

tests . Additiona l wor k woul db e require dt o resolv e th e differenc e I ncontro l efficiencie s measure dby GM an dEPA . 3 . Submerge dFil l Tea t
A 8ingl e refuelin g los s tes t wa s conducte dwit ha modifie d fue l tank i n th e larg e SHE D t o asses s th e effectivenes s o f th e submerge dfil l tech niqu e fo r obtainin g a sea l a t th e fillplpe/nozzl e Interface . Experiment : A 27-gallo nFor dfue l tank wa s modifie d fo r submerge dfil l by th e fabricatin g a nextende dfillpipe , addin g a fue l ven t lin e fro m th e tank t o th e Mobi l carbo ncaniater , andinstallin g a plexiglas s observatio nP. 7



### -5 - windo w I ntms ) fue l tank . Th e fue l tan k fillpip

e we e extende

d t o abou

t one Inc he#uttsf botto

m e t th e tank , an

d exceede

d out o f th e fue l tan k approximately

I S inches , o r abou t 1 0 inche s abov

e th e to p o f th e tank , fue l vapor s wer e vente d t o th e Mobi l canlsts r throug ha 1/2 " JD^plp e tee d int o tw

o 3/6* * 0 0 lines . 2. 7 gallon s o f fue l wer e adde d t o cove s th e ti p o f th

e fillpipe * Fue l tan k temperature at th e star t o f th

e refuelin

g wa s 76 * an

d th e dispense

d fue l temperature wa a 85* . 19. 7 gallon s o f fue l wer e adde d a t a fil l rat e o f 9. 3 gallons/min . befor e automati c shutof f occurred * Results : The followin

g value s wer e measured :

SHE D HC Increas e - O.Sl g Caniste r H C Increas e - 67* g Th e maximu

m recorde

d fil l pressure wa s approximately 1. 6 inche s o f water . Discussion : Althoug hth e los s to th

e SHE D i s smal l an

d compare s ver

y wil l wit h loose s fro

m teet s usin

g th e ARC O nltril e sea l o

r th e Exxo ntrl-clover fitting s a s method s o f preventin g vapo r escape , theee result s d o no t permi t a calculatio no f contro l effectivenes s du e to th e larg e quanitit

y o f vapo r whichcondense d Inth e llnee t o th

e canister . I t woul d b e neceasar

y t o hea t th

e vapo r line

a to permi t a

naccurat e determinatio no f th e tota l vapor s vente d to th e canister . A secon d submerge

d fil l tes t t

o determin

e fil l capacit

y resulte

d Ina larger quantit

y (22. 9 gallons ) o f fue l bein g adde d befor e automati c shutof f occurred . Mobi l observe

d som e condensatio

nInth e vapo r vent lin

e durin g thei r refuelin

g tests . T o prevent excessiv e condensation , Mobi l route d th e vapor ven t lin

e eloeer t o th

e exhaus t pipe . I t appeara that additiona l wor k i a necessar

y t o resolv

e th e proble

m o f vapor condensation . Insummary , ln-hous e refuelin g los s test s hav

e demonstrate

d th e fol lowing : 1 . The AP I vehicle s perfor m a s claime

d b y Exxo nan d Mobil .

Significant amount s o f condense d vapor wer e observe d i nth e line s betwee

nth e fue l tan

k an d caniater .P. 8

-6 - 2 . Te e effectivenes s o f th e Mobi l onboar

d contro l syste

m i s e fmmteia m o f th e teat procedure uae d t o asses s th

e exhaus t emission s Interaction .

/ 3 . A algnlfleant leve l o f refuelin g los s contro l i s achievabl e usin g s refuelin

g los s contro l syste m wit ha standar

d evap orativ e emiaaion

a caniater . 4 . Submerge

d fil l ia a

neffectiv

e metho d o f obtainin

g a vapor aea l at th

e fillplpe/nozzl e Interface .