P. 1 

# OAR Box 1819 Prepped byOllie Stewart



### Document

Number: 

# 161 ) IV-D-17 5 Docket Number: 

# A-87-1 1

Printed 11/10/20088:57:01 AM Sheet 161 of 348P. 2



# Multinationa l Business Services . Inc . 133 3 Ne wHampshir e Avenue , N
. W
. Washington , D
. C
. 2003 6 U
. S
. A
. (202 ) 293-588 6 Regulator yan d Trad e Counsellor s Januar y6 , 198 7
TheHon . J . Crai g Potte r Assistan t

Administrato r

fo r Ai r an dRadiatio n Environmenta lProtectio nAgency 40 1 M Street , SW.Roo m93 7 W Washington , D

C 2046 0 Dear Mr . Potter : Multinationa l Busines s Service s ("MBS" ) ha s begu n a stud

yo f the cos t impact s o f onboar d vapo r recover ycontrol s i n conjunctio n wit hth e consultin g engineering fir

mo f Muelle r Associates , Inc . ("MAI") . MB S i s contributing it s expertis e i n regulator yanalysi s an

d economic s an

d MA I i s contributing it s expertis e i n mechanica l engineering , productio n engineering , and cos t estimating . Th e stud yi s bein

g sponsored b

ythe Moto r Vehicl e Manufacturer s Associatio n o f the United States , Inc . an d the Automobil e Importer s o f America , Inc . A n importan t initia l ste p i n thi s studyi s th e desig n o f a practica l representative onboard syste mtha t coul d be added o n t o model s alread yfull y designed , an

d a syste

mtha t coul d be incorporated int o model s t o be designed i n the future . Thes e design s wil l for mthe basi s fo r estimating capita l (or "up front" ) cost s an

d uni t cost s fo r implementin g onboard controls . MB S an d MAI , i n consultation wit hexpert s fro mman ydomesti c an

d foreign aut o manufacturers , hav e prepare d design s for suchrepresentative "add-on " an d "clean sheet " systems . W e ar e enclosing thes e design s fo r your review , an d w e invit e your comments . Yo u wil l fin

d tha t thes e design s diffe r i n some respect s fro mdesign s which have previousl yappeared i n variou s studie s an d papers . Th e text accompanying the design s explain s thos e difference s an d wh ythe yar e deeme d necessary . W e fee l tha t the design s ar e based on a realisti c appraisa l o f vapo r recover y effectivenes s factors , safetyrequirements , an d driveabilityan

d durability concerns ; however , w e d o no t claimt o have completel yresolved al l the problems faced b yonboard system s i n thos e areas . Sinc e the design s incorporat e a numbe r o f valves , solenoids , filter s an d othe r part s tha t ma ynee d periodi c maintenanc e o r replacement , w e als o plan t o evaluat e suchneed s an d the associated cost s for includin g onboard control s i n I&Mprograms . W e woul d appreciat e an ycomment s you migh t have on thi s aspec t o f the stud

ya s well . Trad e & Financ e Center* . 1 1 Dupont Circle , Washington Telex. * 49 9 387 0 MB S U I Europea n Office : Hamburg , Wes t German y(40 ) 220-427 7 Fa r Eas t Office : Tokyo , Japa n (03)423-185 1P. 3 V

ENV,no NMENTA'Lpa ftT t

Ar^r v ROTBCr 'ON J

### M ' 2 5

### sny

### ^

Multinationa l Busines s Services , Inc
.

- 2 - Th e nex t ste pi o -j>ur

? stud ywil l be t o estimat e the uni t cost s fo r the variou s component s o f th e representativ e designs . Afte r that , w e wil l examin e howt o fi t th e representativ

e add-o n design t o certai n specifi c model s and the n estimat e th

e cost s fo

r an y necessar

ymodification s an d fittings . Four model s hav e bee

nselecte

dfo r thi s exercise : Th e Honda Civi c Station Wagon , the Dodg e ShadowSedan , th

e Ford Tauru s V- 6 Sedan , an d the Chevrole t Capric e V- 6 Sedan . W e believe thes e fou r models , intended t o represen t the subcompact , compact , intermediate , an

d larg e ca r classes , shoul d provide a basi s fro mwhic ht o extrapolat e the approximat e capita l cost s t o individua l manufacturer s fo r modifying model s whichhave alread ybeen designed . Included i n the packag e wit hthe representative design s i s the methodolog ytha t w e plan t o us e t o estimat e the cost s fo r addin g the representative systems ont o the specifi c models . A s you wil l observe , w e have devoted considerabl e effor t t o developin g a soun

d technica l foundation fo r thi s study . Therefore , we an d MA I reques t tha t you and you r staf f mee t wit hu s soo n t o discus s thes e design s an d the cos t methodology . W e wil l contac t you shortl yt o arrang e a mutuall ysatisfactor y tim e fo r sucha meeting . Sincerely , 

### Willia mG . *y\yyjy t 

### '* Enclosur eP. 5



# ONBOAR D REFUELIN G VAPO R RECOVERY

COSTSTUDY

REPRESENTATIV E SYSTE M DESIGN S SYSTE M COMPONENT S COSTMETHODOLOG Y

DECEMBE R 198 6

MUELLE R ASSOCIATES , INC . Consultin g Engineer s 

### 140 1 S
. Edgewoo d Street Baltimore , Marylan d 2122 7



# Multinationa l Busines s Services , Inc
. 133 3 Ne wHampshir e Avenue , N..W
. Washington , D.C
. 2003 6P. 6



### TABLE O F CONTENT S

INTRODUCTIO

N REPRESENTATIV

E SYSTE MDESIGNS Mechanica l Sea l Onboard Refueling SystemDesign Liqui d Sea l Onboard Refueling SystemDesignWit h Dua l Canister s "Clean-Sheet " Design SYSTE MCOMPONENT S Nozzl e Seal/Relie f Valve Assembl y(Mechanica l Seal ) Refueling Vapo r Ven t Valve Assembl y Anti-Spitbac k Gat e Assembl y Refueling Ven t Shutof f Valve an d Condensat e Retur n Chec k Valve
Vapor/Liqui d Separato r Activate d Carbo n Caniste r COS T METHODOLOG

Y3 0 Pag e 1 3 4 8 1 2 1 4 1 5 1 7 1 9 2 1 2 3 2 5P. 7

INTRODUCTIO N Thi s documen t describe s thre e generi c onboar d refuelin g vapo r recover ysystem s and thei r ke ycomponents . Thes e system s hav e bee n synthesize d base d upo nmeetin g th e Environmenta l Pro tectio n Agency' s (EPA's ) draf t testin g procedure s fo r bot h refuelin g vapo r recover ya s wel l a s th e norma l fue l tank evaporativ e emission s expecte d fromvehicl e operatio ni nth e field . I n addition , extensiv e us e wa s mad e o f previou s researc h and studie s regardin g refuelin g vapo r recovery . However , wha t i s presente d i n th e followin g page s represent s considerabl e though t and effor t beyond th e detai l leve l o f system s tha t hav e previous
lybee n presente d i n th e availabl e literature . Thi s additiona l effor t ha s bee n aime d a t gatherin g insigh t fromth e automotiv e manufacturer s and automotiv e hardwar e supplier s o nth e desig n option s o f th e candidat e system s and a t developin g mor e detaile d design s o f th e syste m component s representativ e o f high-volum e automotiv e production . Previou s system s ofte n looke d a t specifi c aspect s o f operation , fo r example , th e generatio no f vapo r volume s usin g differen t fue l pip e sea l configurations . However , mos t o f thos e system s wer e no t specifie d t o th e detai l necessar yt o mee t al l th e practical , real-worl d problem s face d b yanonboar d refuelin g vapo r recover ysystem , o r th e constraint s pose d b yimplementatio n withi nth e vehicl e structure . Fo r instance , integrit yo f th e fue l syste m(onboar d vapo r recover ysyste mcomponent s woul d b e considere d par t o f th e fue l system ) i s paramoun t fro mno t onl y componen t placemen t consideration s o nth e vehicle , bu t fromth e componen t desig nperspectiv e a s well . Regulator yconstraint s wil l als o influenc e th e desig no f onboar d refuelin g vapo r contro l systems . Fo r example , som e state s currentl yrequir e th e fille r tub e t o accommodat e Stag e I I refuelin g nozzles , eve n thoug hStag e I I system s woul d be rendere d redundan t fo r thos e vehicle s havin g onboar d vapo r recover y systems . I t i s presume d tha t fo r som e unspecifie d tim e period , vehicle s wit honboar d refuelin g vapo r recover ysystem s woul d stil l hav e t o compl ywit hStag e I I nozzl e requirement s becaus e o f th e tim e require d t o chang e stat e laws , becaus e implementatio n o f onboar d refuelin g vapo r control s mayb e don e o na phased-i n approach , and becaus e som e classe s o f vehicle s (e.g. , mediumand heav yduty , spar k ignitio ntrucks ) mayno t be require d t o us e onboar d refuelin g vapo r control s (meanin g tha t Stag e I I system s mayno t be abandone d in som e area s eve ni f onboar d refuelin g vapo r control s ar e implemente d o n ligh t dut yvehicles) . Propertie s o f fuel s likel yt o be encountere d i nth e futur e wer e als o considere d i n th e desig no f th e onboar d refuelin g syste mcomponents--al l th e elastomer s chose nar e thos e compatibl e wit halcohol-gasolin e fue l blends .P. 8

Al l the

_practical ^ real-worl d consideration s o f design , manufactur e and vehicl e integratio nhav e bee ntake nint o accoun t t o th e exten t tha t i s possibl e give nth e curren t statu s o f onboar d vapo r recover ysyste mdevelopmen t and engineerin g knowledge . Th e system s hav e bee ndevelope d t o a leve l tha t wil l permi t th e estimatio n o f thei r cos t usin g standar d industria l engineer
ing approaches . Thi s include s th e overal l dimension s o f syste m component s and subcomponents , th e materia l th e components / subcomponent s ar e t o b e fabricate d from , and othe r relate d in
formation . Sketche s o f th e develope d component s follo wdescrip
tion s o f thei r purpose , operation , locatio no nth e vehicle , an d material s use d fo r construction . Th e hardwar e describe d withi nthi s documen t wil l be use d a s a basi s fo r furthe r developin g th e cost s t o th e automobil e indus
tryan d th e consume r o f implementin g onboar d vapo r contro l sys tem s fo r ligh t dut yvehicles . O f majo r concer ni s th e capita l cos t portio n tha t wil l hav e t o be investe d b yth e industr yprio r t o th e manufactur e o f vehicle s containin g th e onboar d systems .P. 9



# REPRESENTATIV E SYSTE M DESIGN SP.1 0

Mechanica l Se a 1 Onboard . Refuelin g Syste mDesig n A . Syste mOperation/Desig n Consideration s Th e primar yfeatur e o f thi s syste mi s th e mechanica l nozzl e sea l whic hprevent s an yfue l vapor s fromescapin g durin g refuel
ing . Whe n refueling , th e gasolin e vapor s ar e route d fromth e tank throug hth e nozzle-actuate d ven t valve , throug hth e vapor / liqui d separator , the n t o th e onboar d canister . Contro l o f evaporativ e emission s durin g vehicl e operatio nbetwee nrefuel
ings , i s accomplishe d b ya typica l desig nevaporativ e emissio n contro l syste m

usin g a pressure/vacuumvalv e t o minimiz e vapo r generatio n(fue l weathering ) b yslightl ypressurizin g th e fue l tank . Evaporativ e fue l vapor s ar e route d t o th e onboar d refuel
in g canister . I nmos t cases , a singl e caniste r woul d be use d fo r bot hrefuelin g an d evaporativ e emissio ncontrol . However , i n som e vehicles , spac e availabilit yand/o r fue l syste mdesig nma y dictat e th e us e o f tw o separat e canisters . I f tw o canister s ar e used , th e refuelin g and evaporativ e function s ma yo r mayno t b e separated . Safet ypressur e relie f valve s ar e buil t int o th e mechanica l sea l and th e vapo r los s sea l t o ven t liqui d gasolin e bac k ou t th e fille r pip e i n th e even t o f a nozzl e shut-of f failure . Th e safet ypressur e relie f valve s ar e constructe d s o tha t th e gaso lin e wil l flo wou t a t lowvelocit ymuc ha s i t woul d wit ha nozzl e failur e even t wit ha conventional , curren t vehicl e fue l system ; tha t is , th e perso n dispensin g th e fue l woul d no t b e spraye d b ya high-velocit ystrea mo f gasoline . Aliqui d shut-of f valv e i s use d wit hthi s syste mt o contro l th e fil l leve l i n th e tank . Also , a s wit hcurren t designs , ullag e spac e i s alway s require d t o accommodat e liqui d expansion . Th e liqui d shut-of f valv e i s actuate d b yth e risin g leve l o f gasolin e i n th e tan k durin g refueling . Whe nth e desire d fil l leve l ha s bee nachieved , th e ven t t o th e caniste r i s closed , causin g dispense d gasolin e t o fil l th e fille r tube , actuatin g th e nozzl e shut-of f mechanism . Th e liqui d shut-of f valv e als o incor
porate s a one-wa yvalv e fo r th e lin e fro mth e vapor/liqui d separator .p.1 1

Th e fille r capinthi s syste mwoul d hav e t o b e a pressure / vacuumtype * servingth e functio no f safet yven t valve unde r bot h pressur e an

dvacuu

m conditions . Th e nozzl e safet ypressur e relie f valve s woul d hav e t o b e se t a t anopenin g pressur e lowe r tha n th e fille r cap fo r thi s syste mt o operat e properly . Th e vapo r sea l valv e shoul d offe r lo wresistanc e t o vacuum , assurin g th e fille r cap limit s vacuu mbuild-u p i nth e tank . Thi s syste muse s a mechanica l refuelin g vapo r ven t valv e actuate d b

ynozzl e insertio nt o ven t th e tank t o th e refuelin g caniste r durin g refueling . Th e mechanica l ven t valv e ha s a fue l shut-of f valv e t o preven t liqui d gasolin e frombein g pumpe d int o th e vapor/liqui d separato r (or eve n th e refuelin g canister ) i n th e even t o f a refuelin g nozzl e shut-of f failure . Whe nth e mechanica l ven t valv e i s closed , i t prevent s gasolin e fro mtrav elin g t o th e caniste r inth e even t o f a vehicl e rollover , thu s performin g th e functio n o f a rollove r valve . Som e vehicl e fue l system s maintai n pressur e i nth e fue l tank wheneve r th e condition s ar e suc htha t vapo r i s evolve d fro mth e gasoline . Th e pressur e i s dissipate d whe nrefuelin g b yremova l o f th e fue l tank cap . Th e los s o f hydrocarbon s fro mtank pressurizatio n i s estimate d t o be abou t 10 % o f tota l refuelin g losse s (fo r mechanica l sea l systems ) unde r wors t cas e condition s onl yfo r thos e system s whic hretai nfue l tan k pressur e unde r al l th e condition s whic hfavo r vapo r generation . (Thi s los s woul d b e les s o na percentag e basi s fo r liqui d sea l system s becaus e o f th e large r amoun t o f vapo r produce d wit hliqui d sea l systems. ) Becaus e o f th e variabl e requiremen t fo r containin g th e hydrocarbon s fro mtank pressurization , and th e smal l relativ e impact , hardwar e t o contai nthi s potentia l los s wa s no t include d i n th e generi c syste mdesig n fo r costin g purpose s a t thi s time . Th e curren t onboar d vapo r recover ytes t procedur e propose d b yth e EPAdoe s no t addres s th e los s o f hydrocarbon s fro mtank pressurizatio n whe n th e fue l cap i s remove d befor e refueling . Avapor/liqui d separato r i s locate d betwee nth e ven t valv e and th e caniste r t o preven t an yliqui d gasolin e fromreachin g th e canister . Alin e i s provide d fro mth e vapor/liqui d separato rP.1 2

bac kt o the .tan

kt o retur nan

y liqui d gasolin e and/o r condensat e to th e fuel - tank . A nanti-spitbac kgat e i s use d t o preven t an ypotentia l gasolin e los s throug hth e safet ypressur e relie f valve s fro m gasolin e travelin g up th e fille r tub e a t hig hvelocit ybecaus e o f fillin g dynamics . Thi s valv e i s locate d a t th e end o f th e fille r nec k i n th e tank . Thi s typ e o f valv e i s currentl yuse d o nsom e vehicles . Thi s syste m

assume s a fue l injecte d engine , s o ventin g o f th e fue l syste m

i nth e engin e compartmen t i s no t a concern . I t als o assume s tha t purgin g woul d b e accomplishe d usin g microprocesso r control . Asingl e electri c solenoi d purg e valv e control s th e flo wo f th e purg e streamint o th e engine . Th e solenoi d valv e mayhav e t o hav e increase d flo wcapacit yand th e microprocesso r purg e contro l logi c altere d t o accommodat e highe r purg e flo wrate s t o adequatel ypurg e th e onboar d caniste r whil e minimizin g driveabilit yan d exhaus t emissio neffects . B . Hardwar e Item s Unchange d Fro mCurren t Vehicl e Fue l System s
• Rollove r valve . • Tank ven t and/o r pressure/vacuumvalve . • Fille r cap (unles s no t alreadya pressure/vacuumtype) . • Fille r tub e anti-spitbac k gat e (i f used) . C . Hardwar e Item s Requirin g Revisio n
• Fille r tub e (attachmen t o f mechanica l ven t valve) . • Tank (additio no f liqui d shut-of f valv e opening) . • Caniste r (siz e and location ) t o accommodat e bot h refuelin g emission s and diurna l evaporativ e emissions . • Microprocesso r progra mrevisio n t o accommodat e expande d purg e contro l strategy . • Purg e solenoi d valv e (increased , flo wcapacity) .PURGE , T O ENGIN E VAPOR/LIQIH D SEPARATO R

SOLENOI D PURG E VALV E NOZZL E ACTUATE D VEN TVALV E

MECHANICA L NOZZL E SEA L EVAPORATIV E EMISSION S AN D REFUELIN G VAPO R CARBO N CANISTE R

ROLLOVE R VALVE /

PRODUCTIO N VEN TASSEMBL Y ANTI-SPITBAC KGAT E CONDENSAT E CHEC KVALV E AN D LIQUI D SHUT-OF F VALV E

VT W OltCmPTK M MATtMA L •PIC*** ' REFUELIN G VAPO R RECOVERY MECHANICA LNOZZL E SEA L MUELLE R ASSOCIATES . W C MlUa-IPf . M P »ATHl/*B/gfc[»CAH : NON E | |>A* M 1 Ot I

C

OLiqui d Sea l -Onboa.r d Refuelin g Syste mDesig nWit hDua l Canister s A . Syste

m Operation/Desig nConsideration s Thi s syste m

incorporate s tw o canister s primaril ybecaus e a carburete d fue l syste mi s assume d and th e carbureto r floa t bow l ho t soa k evaporativ e emission s nee d t o be accommodated . I n addition , th e syste m assume d her e use s a liqui d sea l t o obtai n a cos t estimat e i n compariso nt o a mechanica l sea l system . Th e origina l evaporativ e fue l syste mi s retaine d (thoughsize d t o handl e 11. 5 RVP fuel ) t o contro l evaporativ e and runnin g losses . Th e second caniste r i s devote d t o controllin g refuelin g emis
sions . Th e system s ar e separate d becaus e bac k pressur e durin g refuelin g coul d potentiall yforc e vapor s backwar d throug hth e carbureto r ven t and ou t th e ai r cleane r assembly . . Th e prominen t desig nfeatur e o f thi s syste mi s th e liqui d seal . Th e flo wo f gasolin e down th e fille r tub e i s assume d t o creat e a sligh t vacuum , drawin g fue l vapo r and a smal l amoun t o f ai r wit hi t whic hprevent s muc ho f th e refuelin g vapo r fro m escapin g up th e fille r tube . Th e liqui d sea l i s forme d throug ha tub e shap e simila r t o a "plumbin g trap. " Th e majo r advantage s o f th e liqui d sea l ar e it s relativ e simplicit ycompare d t o a me chanica l sea l and a resultan t potentia l lowe r cost . Amajo r disadvantag e o f liqui d sea l system s i s tha t mor e gasolin e vapo r i s generate d pe r gallo n o f fue l dispense d i ncompariso nt o me chanica l sea l systems . Th e increas e i s believe d t o be cause d b y increase d fue l agitatio n and th e additio no f smal l amount s o f ai r draw n int o th e tank durin g refueling . Mechanica l sea l system s physicall ypreven t an ylos s o f refuelin g vapor s and caus e les s fue l agitatio nbecaus e vapo r an d ai r ar e no t bein g drawnint o th e tank wit hth e fuel . Thus , t o contai nrefuelin g emissions , a large r caniste r and vapor/liqui d separato r woul d b e require d fo r liqui d sea l system s relativ e t o th e sam e vehicl e fue l syste m usin g a mechanica l seal . Th e amoun t o f vapo r increas e fo r liq
ui d sea l system s relativ e t o mechanica l sea l system s i s believe d t o be aroun d 50 % base d onrecen t tes t dat a (SA E Pape r No . 861551 ) frominterna l and externa l liqui d seals , an d froma productio nP.1 5

fillpipe . T-h

e onboard_refuelin g caniste r fo r a liqui d sea l syste mwoul d therefor e hav e t o be mad e correspondingl ylarge r i n volum e compare d t o th e sam e syste musin g a mechanica l seal . Liqui d sea l system s nee d a minimumheigh t betwee nth e fille r tub e entranc e t o th e dispensin g poin t insid e th e fue l tank t o wor k properly . Som e vehicle s woul d requir e majo r relocatio no f thei r fille r tub e relativ e t o th e tank t o attai nth e minimum height . Thos e vehicle s woul d probabl yhav e t o us e a mechanica l sea l syste m

i nth e interi munti l a majo r redesig no f th e bod yi s done , becaus e o f th e cos t o f redesign . Thus , th e decisio no n whic hsyste m

t o us e depend s onman yfactor s tha t mayno t be readil yobvious . Liqui d sea l system s ar e attractiv e i ntha t the ypresen t no chang e i nrefuelin g procedur e fromtha t presentl yrequire d fo r vehicle s usin g unleade d fuel . Compare d t o liqui d sea l systems , mechanica l sea l system s ar e likel yt o hav e a "nuisanc e factor " associate d wit hnozzl e insertion . Prope r operatio no f liqui d sea l system s i s dependen t o n consisten t dispensin g fue l pum p flo wwithi nth e prope r rang e o f flo wrates . I norde r fo r a liqui d sea l t o wor k a t it s bes t effectivenes s require s a constan t gasolin e flo wa t a rat e hig h enoug ht o kee p th e J-tub e fille d and t o dra wvapor s release d i n th e fille r tub e int o th e fue l tank . Aflo wrat e whic hi s to o highmaycaus e repeated , prematur e shut-off s t o occur . (EP Aha s suggeste d a 1 0 gallon/minut e maximumflo wrat e fromgasolin e dispenser s t o addres s thi s issue. ) Aflo wrat e whic hi s to o lo w ma yallo wgasolin e vapor s t o escap e bac k ou t th e fille r tub e durin g refueling . Avarian t o f th e liqui d sea l approac hi s th e so-calle d "no seal " syste m

wher e th e presen t fille r tub e syste mi s retaine d withou t modificatio n in conjunctio nwit hanonboar d refuelin g canister . Thi s approac hwa s no t considere d becaus e o f it s dubi
ou s contro l efficiency , it s potentia l fo r spitback , and minima l cos t saving s ove r a liqui d sea l design . Aliqui d shut-of f valv e i s use d t o contro l th e fil l leve l i n th e tank , jus t a s i n th e singl e caniste r system . Th e refuelin gP.1 6

vapor s ar e routed , throughth e mechanica l vent valve to the vapo r liqui dseparator . Th e mechanica l ven t valve i s requiredt o allo w pressurizatio nof the tan kdurin g operatio n(t o retardvapor formation ) an

dserve s a s a rollove r valv e fo r th e lin e t o the vapor/liquid-separator . Th e vapor/liqui d separato r i s require d t o remov e entraine d droplet s from

th e refuelin g vapor s and channe l the mbac k t o th e fue l tank alon g wit han ycondense d vapors . Achec k valv e i nth e condensat e lin e (locate d i n th e liqui d shut-of f valve ) prevent s bac k flowo f vapo r and/o r liqui d fromth e tank . Eac hcaniste r require s it s ownpurg e lin e t o th e engine . Purg e i s assume d t o be microprocesso r controlled . Asingl e purg e solenoi d i s assume d t o be abl e t o contro l th e purg e frombot h canisters , thoug hwit hincrease d flo wcapacity . Purg e rate s from eac hcaniste r woul d be controlle d usin g orifice s an d lin e back
pressure . However , revise d purg e logi c an d memor yrequirement s ar e assume d t o b e require d t o adequatel ypurg e th e canister s withou t advers e impac t on driveabilit yand/o r exhaus t emissions . Aliqui d sea l syste mwil l be mor e sensitiv e t o refuelin g syste mbackpressure . Therefore , th e refuelin g ven t line , mechan
ica l ven t valve , vapor/liqui d separator , and refuelin g caniste r mus t al l be size d large r tha nthei r mechanica l sea l counterparts . 

### B .

C . Hardwar e Item s Unchange d FromCurren t Vehicl e Fue l System s

Rollove r valve . Pressure/vacuum

valv e i nevaporativ e emissio npurg e line . ardwar e Item s Requirin g Revisio n Tank (Provisio n fo r liqui d shut-of f valve) . Fille r tub e (additio n o f nozzle-actuate d mechanica l ven t valve) . Resize d evaporativ e caniste r t o accommodat e 11. 5 RVP fuel . Microprocesso r programmodifie d t o accommodat e revise d purg e strategy . Solenoi d purg e valv e (increase d flo wcapacity) . 

### 1 0(T

REFUELIN G VAPO R CARBO N CANISTE R

SOLENOI D PURG E VALV E VAPOR/LIQUI D SEPARATO R

LIQUI D SHUT-OF F VALV E AN D CONDENSAT E CHEC KVALV E

LEA D RESTRICTO R DOO R
NOZZL E ACTUATE D VEN TVALV E EVAPORATIV E EMISSION S CARBO N CANISTE R J-BEN D LIQUI D SEA L PURGE , T O ENGIN E ROLLOVE R VALVE/PRODUCTIO N VEN TASSEMBL Y 

### T T W J9S . PHCt»TK m I MATKNIAL REFUELIN G VAPO R RECOVERY LIQUI D SEA LSYSTE M MUELLE R ASSOCIATIS . W C MWow . M P BATHl/lt/OfchCAtl . NQ N £| " |>A' M tor YP.1 8

"Clean-Sheet " Desig n A . Syste mOperation/Desig n Consideration s Th e clean-shee t desig n operate s i nprincipl e th e sam e a s a mechanica l sea l system . Th e majo r differenc e i s tha t th e ven t valve , rollove r valve , evaporativ e vent , and th e vapor/liqui d separato r ar e al l integrate d int o a singl e assembly . Thi s reduce s th e numbe r o f separat e component s required , require s on e les s hol e i nth e tank , reduce s inventor yand assembl ycosts , an d make s th e syste mles s susceptibl e t o damag e i na collision . Th e clea n shee t desig nrepresent s an optimumdesig napproac hwhic h woul d be bes t accommodate d b ya -phased-i n approac ht o incorporatio n i n newvehicl e design s shoul d onboar d refuelin g vapo r containmen t be require d b yEPAregulations . Th e previou s tw o design s ar e mor e typica l o f optimumtransitio nsystem s whic h woul d be applie d t o presen t desig n ligh t dut yvehicles . Thoug h th e syste msketc hdisplay s electrica l actuatio no f th e ven t valv e o f th e clean-shee t design , vacuumand mechanica l (vi a bowde n cable ) actuatio n ar e als o possible . Asingl e caniste r i s shown a s par t o f th e clean-shee t schemati c diagra mo nth e followin g page . However , som e vehicle s mayfind i t advantageou s t o us e mor e tha non e caniste r becaus e o f volum e constraint s i nth e vehicle . B . Hardwar e Item s Unchange d Fro mCurren t Vehicl e Fue l System s
• Fille r tub e ven t line . • Anti-spitbac k gat e (i f used) . C . Hardwar e Item s Requirin g Revisio n
• Refuelin g Cap . • Fille r Tub e (additio no f mechanica l sea l and evaporativ e seal ) . • Caniste r siz e an d location . • Microprocesso r progra mt o accommodat e revise d purg e logic .

1 2SOLENOI D PURG E VALVE

PURGE , T O ENGIN E VEN TVALVE , ROLLOVE R VALVE , EVAPORATIV E VEN TAN D VAPOR/LIQIU D SEPARATO R INTEGRATE D ASSY T, 1 2 VDC VEN TVALV E SOLENOI D DESIG N ULLAG E

ACTIVATE D CARBO N CANISTE R CAP-ACTIVATE D SWITC H ^6A P
MECHANICA L NOZZL E SEA L

FILLE R TUB E VEN TLIN E ANTI-SPITBAC KGAT E

w r OltCMPTIO M REFUELIN G VAPO R RECOVER Y

CLEA N SHEE TDESIG N MUBLLt n ASSOCIATES . IM C MHI«PW , M O , BAT ! H/tt/9t) | »CAH . NON E I F*— I Q* H .P.2 0



# SYSTE M COMPONENT S

1 4P.2 1

Nozzl e Seal/Relie f Valv e Assembl y(Mechanica l Seal ) Purpose : T o preven t fue l vapor s fro mescapin g t o th e atmos pher e durin g refueling . Operation : Whe n th e nozzl e i s inserte d throug hthi s device , a

sea l i s maintaine d aroun d th e nozzl e t o preven t fue l vapor s from

escapin g t o th e atmosphere . Asafet y pressur e relie f valv e i s incorporate d int o th e sea l t o ven t gasolin e bac k ou t th e fille r pip e i nth e even t o f a nozzl e shut-of f failure . Location : Entranc e o f fille r pipe . Materials : Terne-plate d steel ; Neopren e an d Buna- Nelastomer s



### 1 5iRIVET . TYP . 2 PLACE S 5 1 DETAI LB FLAPPE R VALV E

SE E DETAIL.'B ' 

# m 3D*" TY P

BOTTO M VIE W TO P VIE W 

# l r 1.3 8

. _4_ . j x d 

# xm. | L 

# kJgj^=L i LO O REt =

SECT . A- A

NOTES : ^REMOV E AL L BURR S AM O SHAR P EOGES . .0 1 R MAX . O R CHAMFER . ^ ROTAR YSHAF TSEA L I "i APURCHASE D PART . CAR TMO . T B P . A 1 UPPE RRETAINE R \ SSTAff t o TO) VALV E F1_APPE R

ROTAR YSHAF TSEA L LOWE. R RETAINE R OESCRIPTIO N STEEL .

VITO N STEEL . PURCHASE D

•*>ICH> . NOZZL E SEAL/RELIE F VALV E

ASSEMBL Y MUELLE R ASSOCIATES . IH C B»HlmOf . M O a*T l u/.a/ftfcl^CALE- . FUL L | |>AO t| Q> TP.2 3

Refuelin g Vapo r Ven t Valv e Assembl y Purpose : T o openrefuelin g vapo r lin e onl ydurin g refueling .

Th e vapo r ven t lin e mus t remai nclose d whe nno t refuelin g fo r tw o reasons : 1 ) t o allo wtank pressur izatio n durin g vehicl e operatio nt o reduc e vapo r generation , an

d 2 ) t o preven t los s o f fue l fromth e tank whic hmigh t occu r i n a vehicl e rollover . Operation : Insertio n o f th e nozzl e durin g refuelin g operate s a

ca mwhic hlift s a ree d valv e allowin g refuelin g vapor s i n th e tan k t o trave l t o th e refuelin g canister . Location : A t th e top en d o f th e fille r pipe . Materials : Nylo nhousing ; terne-plate d steel ; Buna- Nelastome r



### 1 70 0 NOTES :

1 . REMOVE
. ALL&URRS-i , SHAR P EDGEt*.
. 2 . NYLO N PART S MA XB E FABRICATE O FROW ^ PLASTI C COMPATIBL E •/-/ / CIASOUN E AMETHANO L 3 . AL LDIMENSION S NO TSHOWN
.

0 4 1 V 

## , U

1 0 I RIVE TWASHE R PLAT E S . STEEL .

tarO V N Q RWE T

C A M SP/>CE R CA M PI N CAMIMATe O FLAPPE R CA M FOLLOWE R C A M FLOA TBAL L UPPE R VALV E MSN-S LOWE R VALV E HSNG . DESCRIPTIO N S . STEEL . ALUM . *}T . STEE L BUf4A-» 4 0**» STC£I
_ N XLO N ALUM
. NYLO N NYLO N NYLO N MAMMA L 3l« »

3»f c hOW-TS. 31 6

tOfel-TE .

REFUEUN G VAPO R VEN TVALV E MUELLE R ASSOCIATES . IN C BnlllmOf . M P CAT ty\/vlln\

SCALE : FULL . | |fAo e I ot * 1 .

r*o J*- .P.2 5

Anti-Spitbaqk Gat e Assembl y Purpose : T o preven t gasolin e fro msloshin g bac k u p th e fille r pip e fro m

th e fue l tank . Thi s valv e i s already presen t onsom e vehicle s and mayno t be require d a t al l i n som e systems . (I t i s include d her e fo r pur pose s o f completenes s fo r syste mcosting. ) Operation : Thi s valv e allow s gasolin e flo wonl yi non e directio n

b ybein g hinge d t o ope n wit hflo wo f gasolin e down th e fille r pipe . Location : At th e en d o f th e fille r pip e insid e th e tank . Materials : Terne-plate d steel .



### 1 9T- l

SIMPL E PIN/HING E ASSEMBL Y

r-O O 2.5DI A ANTI-SPITBAC K6AT E GASOLIN E TAN K



### W] HINa E TI N GAT E oi«ciu*>TK> M S . STEE L 51 6 S . 3TEEL . 31 6 

### ANTI-SPITBAC KGAT

E ASSY
. HU£U £ 111/ 1 •C R ASSOCIATES . IH C B<Mlmof . M O '»/6fe | tcui
. FUL L| |>Att l | OI> TP.2 7

Refuelin g Vqn t Shutof f Valv e and Condensat e Retur nChec kValve Purpose : T o clos e th e refuelingven t valv e whe nthe fue l leve l

i nth e tank reache s a certai n level . T o channe l liqui d from

th e vapor/liqui d separato r bac k int o th e fue l tank . Operation : A s th e fue l leve l i nth e tan k rise s durin g refueling , a buoyan t bal l withi na cag e rise s t o clos e of f th e ven t lin e t o th e refuelin g canister . Thi s cause s dispense d gasolin e t o rapidl yris e i nth e fille r tub e whic hthe n actuate s th e nozzl e shut-of f mechanism . Th e condensat e chec k valv e i s actuate d wheneve r a sligh t vacuumi s create d i n th e tank , allowin g liqui d t o be drawnbac k int o th e tank . (The chec k valv e i s no t require d i f th e vapor/liqui d separato r i s mounte d o nth e tank a t th e originatio no f th e refuelin g ven t line. ) Location : O n th e to p hal f o f th e fue l tank . Materials : Terne-plate d steel , Buna- Nelastomers , nylon .



### 2 12.1 3 RE F — •

.0 9
.1 9

7 5 DIA
. t o t o

NOTE S : l REMOV E BURR S *> 5 SHAR P EDC.ES
. 2.NYUJ N PART 5 MA Y6 E FA6RICATE O FRO M PLASTIC S COMPATiei e w / 6ASOL.IN E \

METHANOL
. 3 . AL LDIMENSION S NO TNeCE-SSARlL Y GWEj-4
. DE.TA1 LA SCALE : 2/ 1

SECTIO N A- A

(•R T K t I "Or GASKE T SPRIN G RETAINE R SPRIN G VALV C STE M ASSY
. HOS E NIPPL E INSER T FLOA TBAL L FLOA TVALV E BOD Y HOUSIN G OESCRIPTIO N BUNA- N STEE L STEE L NYLO M STEE L NYLOJ M NYLO N STEEL
. SPECIF . REFUELIN G VEN TSHUTOF F VALVE
. AM O CONDENSAT E RETVJR M CHECKVALVE
. MUELLE R ASSOCIATES
. IN C Bfltlmpf , M P PATE i./yl/tV. | fjCAt^ l *
. FUL LI 1* , » 0 « \ °-* T

to COP.2 9

Vapor/Liguid.

_Separato r Purpose : T o intercep t and retai n droplet s entraine d i nth e

refuelin g vapo r strea mand allo wfo r liqui d (whethe r r-etaine

d droplet s o r vapo r condensate ) t o retur nt o th e fue l tank . Operation : Th e droplet s ar e separate d fromth e vapo r streamb y impingemen t and b

ygravit yseparation . Th e desig n o f impingemen t separator s i s no t a nexac t science , especiall yfo r th e veryfin e gasolin e droplet s (i n th e rang e o f 0. 1 t o 1 0 microns ) tha t woul d b e expect ed t o be entraine d i n refuelin g vapors . Muc hexperi
mentatio n wil l be require d t o identif yth e siz e an d configuratio n o f th e vapor/liqui d separato r s o tha t i t wil l perfor mwit hhig hseparatio nefficienc ybu t wit hlo wflo wrestriction . Location : I nth e refuelin g ven t lin e betwee nth e fue l tank an d th e refuelin g canister . Maybe mounte d directl yt o th e tan k a t th e initiatio n o f th e refuelin g ven t line . Materials : Polyethylen e housin g an d nylo nmes hcompatibl e wit h alcohol-gasolin e blends .



### 2 3VAPO R OU T

t o j** . 12 5 TY P



# 1 ' " M ~ ADHESIV E SEA L
-.7 5 HOS E TY P VAPOR/UQU D I N

UQUD/CONOENSAT E RETUR N UQUI D REUE FSLOT
MOUNTIN G TAB S (3 ) \»

_A/ 

# s

Z.O _ J

4 A R OPE N CEL Ll=OA M A R MES H FABRI C KYLO M UPPE R HOUSIN G PLASTI C 

## "V LOWE R H0U5IN G PLA6TI C WT MaCMFTKM t MATIMA L VAPO R - LIQUI D SEFtARATO R nu.LLi w*I«OCIATE» . w c •ammoam. « F »* " ll/ia/Bfj »cm i FU L L| |>AO« | O F rActivate d Carbo n Caniste r P.3 1

Purpose : T o adsor ban d stor e fue l vapo r unti l th e vapo r i s purge d fro mth e caniste r and directe d int o th e en gine' s intak e manifold . Operation : Upo nvehicl e refueling , fue l vapo r i s force d fro m

th e tan

k t o th e activate d carbo n caniste r vi a a tank vapo r releas e valve . Norma l diurna l effect s als o forc e vapo r int o th e carbo ncanister , al
though , i nsom e systems , thi s caniste r maybe a n entirel yseparat e unit . Th e onboar d microproces
so r activate s th e purg e valv e solenoi d onl ywhe n th e engin e i s runnin g and a t a prese t operatin g temperature . Whil e purging , filtere d ai r i s pulle d i nthroug hth e activate d carbon , thu s drawin g th e fue l vapo r molecule s fro mth e carbo n granule s an

d freein g themfo r us e i nth e engine' s intak e system . Assumptions : Th e caniste r i s th e larges t singl e componen t o f th e

onboar d syste man d a s suc hi t i s th e componen t tha t potentiall ywil l b e th e hardes t t o integrat e int o th e vehicle . Fo r th e purpose s o f thi s cos t esti
matin g stud

yth e followin g assumption s o ncaniste r performanc e wer e used :
• Carbo n apparen t density : 27 0 + ^ 3 0 gms/liter .
• 3 0 gm s butane/lite r workin g capacit y(base d o n Mobi l an

d Exxo nSA E paper s Nos . 86156 0 an d 86155 1 an

d carbo n supplie r literature) .

• 7. 3 gm s hydrocarbon/gallo n gasolin e dispense d base d o n usin g th e equatio n develope d b yEP A assumin g an11. 5 RV P fuel , 83° F dispense d fue l temperature , a tank fue l temperatur e o f 8 0 F , and a mechanica l seal . Liqui d sea l system s ar e assume d t o generat e 1 1 gm s hydrocarbon/gallo n ( a



### 2 5. nomina l 50 % increase ) whic hi s basedo nexperi mental ' test s conducte dt o dat e (SA E Pape r No . 861551) . Refuelin g Los s (gm/gal ) = > -5.90 9 - 0.094 9 [ T ( F ) ] + 0.088 4 [ T (°F) ] + 0.48 5 [RV

P (Psi) ]

• 1 5 gallo nfue l tank a s bas e case .

• Tank refuelin g volum e 85 % o f rate d capacity .

• Diurna l hydrocarbo n emissions : 3 0 gms ; 11. 5 RV P fuel ; 1 5 gallo n tank (SA E 861551) .
• Carbo ncaniste r size d t o contai n refuelin g emission s an

d a diurna l hea t build , wit ha 10 % safet yfactor .
• Nomina l value s o f tank fue l temperatur e and dispense d fue l temperatur e fo r th e propose d EP A Tes t Procedur e wer e use d t o calculat e th e gram s o f vapo r generate d pe r gallo no f gasolin e dispensed . Th e wors t cas e combinatio no f tan k an d dispense d fue l temperatur e (7 8 F and 8 5 F , respectively ) woul d add 0.5 6 gram s vapo r pe r gallo n o f gasolin e dispense d t o th e nomina l valu e o f 7. 3 gram s vapo r pe r gallo n gasolin e dispensed .

• Cylindrica l shape d canisters , wheneve r possible . Usin g th e abov e assumption s a s a bas e result s i na calculate d carbo n volum e o f 4. 5 liters . Th e overal l siz e o f th e caniste r mus t tak e int o accoun t th e housin g and manifold s a t th e end s whic har e require d t o direc t th e flo wo f vapor s and purg e ai r t o th e carbo ni n a nefficien t manner . Mos t canister s hav e filter s i n th e manifold s t o preven t dir t from

contaminatin g th e carbon . A noveral l siz e increas e o f 20 % ove r th e volum e o f th e carbo n require d i s assume d t o tak e int o accoun t th e caniste r housin g wit hmanifolds . Fo r th e nominall y size d caniste r depicte d i n th e assumption s requirin g 4. 5 liter s o f carbon , anoveral l caniste r volum e o f 5. 6 liter s i s assume d t o be required . 2 6. The_caniste r dimension s listedo nthe caniste r sketc hassum e a lengt hove r diamete r rati o o f 1.5 , a commonl yuse d rati o for goo d caniste r perform ance . Irregularl yshape d canister s tend t o hav e lowe r workin g capacitie s whic hmus t b e take nint o accoun t i n practical , real-worl d installations . Asensitivit yanalysi s wil l b e performe d t o estimat e th e effec t o f fue l RV P o ncaniste r size . O f particula r interes t wil l b e lowe r fue l RVP s ( 9 Ps i t o 11. 5 Psi ) correspondin g t o value s whic h migh t be implemente d shoul d fue l volatilit y control s be require d b yEPAregulation . Clea npurg e ai r i s essentia l t o caniste r durability . Th e placemen t o f refuelin g canister s outsid e th e vehicl e structur e wher e theywil l be expose d t o roa d dus t an d wate r spra yincrease s th e requirement s onth e purg e ai r filter . Remotel y mounte d purg e filter s o r replacemen t a t regula r maintenanc e interval s maybe necessar yt o guarante e acceptabl e refuelin g caniste r life . T o preven t physica l deterioratio n o f th e carbo n particles , th e carbo n i n canister s i s packe d ver ytightl ydurin g manufacture . I f th e carbo n particle s ar e allowe d t o move , the ybrea k apart , compactin g togethe r whic hinhibit s vapo r flo wan d adsorptio n whic hdecrease s caniste r workin g capacity . A s th e caniste r get s larger , tigh t packin g get s increasingl ymor e difficul t t o accomplish . Thus , th e wal l strengt ho f canister s wil l hav e t o increas e i n a greate r proportio n tha n th e increas e i n volum e t o maintai ntigh t packin g o f th e carbo n ove r th e lif e o f th e canister . Large r canister s wil l hav e thicke r wal l section s and/o r reinforcemen t rib s t o maintai n rigidity . Th e reliabilit yan d durabilit yo f large r canister s ha s no t bee n demonstrate d (primaril ywit h
2 7- . .regard t p physica l degradation ) and i s a concer n especiall yfo r ligh t dut ytruck s whic hhav e longe r emissio n syste mlifetimes . Caniste r sizin g represent s th e mos t

- uncertaint yassociate d wit hth e desig no f al l o f th e onboar d refuelin g syste mcomponents . Experimentatio n usin g actua l hardwar e wil l be require d t o accuratel ydetermin e sizin g relationships . Item s whic hnee d t o b e determine d wit hmor e certaint yinclud e vapo r generatio nwit h liqui d sea l systems , th e siz e o f th e safet yfacto r chose n (10 % mayno t b e sufficient ) and vapo r generatio n froma diurna l hea t build . Location : Preferabl ynea r th e fue l tank a s thi s locatio n per mit s th e leas t pressur e dro p i nth e vapo r ven t lin e t o th e canister . However , du e t o spac e constraint s and drivetrai nconfiguratio n limitations , placemen t mayvaryfrommode l lin e t o mode l line . Materials : Plasti c housing , carbo n(currentl ywood
- o r coal
based) , perforate d stainles s steel , and ope ncel l foam .



### 2 8t o —- IS O



### DETAI LA N O SCAL E

.080THK .



### N0TE5 : i . THl 5 i EMISSION S PURG E FRES H AI R INLET , 2 NOk- VOIA . 4 

## @ i THK . b U SAIWL E CANSTE R 9ZE S VOL.IL ) 4 & 8 O'traJ C f 7. 3 "7. 7 LU* J 7 6 I 0 9 //. 9 WT.illn. ) 3.'7 C I 5.^ 3 6.9 9

DWS . 1 5 REPRESENTATIV E O F CHRYSLE R CORP . PAR TM O 0424183 6 8 A R SCREE N ACTIVATE D CARBO N
OOWNTUBE FILTE R CANISTE R HOUSIN Q oiBcmrno-a ST . STEC l

PLASTI C FOA M PLASTI C M W . 

### ACTIVATE D CARBO N CANISTE R yUELLI WASSOCIATE D W C »1M«OW . M D -*n\U\f,/nt. tcAn i NOM E &—\or\ |P.3 6



## COS TMETHODOLOG Y

3 0P.3 7

-.ONBOAR

D REFUELIN GVAPO RRECOVER YSYSTE M COS T ESTIMATIO NMETHODOLOG Y Th e purpos e o f thi s methodolog yi s t o provid e a realisti c an d consisten t approac ht o th e cos t estimatio no f onboar d vapo r recover yhardware . Th e cos t estimatin g methodolog ydescribe d belo wwil l allo wth e classificatio n o f cost s int o generall y accepte d industria l cos t accountin g categorie s s o tha t th e capi
ta l cos t t o th e manufacture r a s wel l a s th e retai l cos t t o th e consume r ca n be estimated . Cos t estimatin g i n produc t manufacturin g i s usuall ydefine d a s th e determinatio n o f th e factor ycos t fo r a component , subas
sembly , an

d fina l assembl ybase d o na define d manufacturin g proces s plan . Th e manufacturin g proces s pla ni s develope d base d o n th e proces s sequenc e (operation ) utilizin g labor , equipment , an d toolin g t o produc e th e manufacture d item . I n orde r t o arriv e a t th e sellin g pric e o f a product , cost s abov e factor ycost s and profi t margin s mus t als o be determined. . Atypica l cos t an d pric e structur e fo r a manufacture d produc t i s shown i n Exhibi t 1 . I n thi s structure , th e indicate d prim e cos t i s th e su

mo f direc t labo r and direc t material . Thi s cos t whe n sum'me d wit hmanufacturin g overhea d yield s factor ycos t o r cos t o f good s manufactured . Th e tota l produc t cos t i s the nobtaine d b y addin g sellin g expenses , genera l and administrativ e expenses , engineering/developmen t costs , and anycontingencie s t o th e factor ycost . Th e profi t i s the nadde d t o th e su mo f thes e cost s t o arriv e a t th e cos t t o th e consumer . Thi s exampl e i s a ver ysimplisti c on e and represent s a basi c case . Th e automotiv e industr yi s represente d b ya muc hmor e complicate d situatio n a s fa r a s produc t manufacturin g and cos t accounting . Fo r example , th e automotiv e industr yheavil yrelie s on outsid e vendor s fo r man yo f it s componen t parts ; thes e vendor s i n tur n rel yo nothe r vendor s fo r piec e part s fo r thes e compo nents . I n eac hcase , a cos t coul d be develope d usin g Exhibi t 1 t o arriv e a t a n estimat e o f th e tota l assembly . On e ca neasil y se e tha t fo r a studysuc ha s thi s on e th e leve l o f detai l ca n quickl ygro wou t o f hand . I norde r t o construc t a reasonabl e cos t estimat e fo r part s and system s tha t ar e no t full ydesigne d require s tha t manyassumption s b e mad e regardin g th e accountin g structur e o f th e industry . Asimplifie d mode l ha s bee nuse d i nth e pas t b ybot hth e Environmenta l Protectio n Agenc y(EPA ) and th e man yothe r automo tiv e industr yorganization s (1) . Th e mode l wa s develope d i n orde r t o arriv e a t th e sam e typ e o f estimate s tha t ar e th e goa l o f thi s cos t study : cos t t o th e consume r and th e capita l cos t t o th e manufacturin g organization s producin g th e product . Thi s mode l wa s develope d unde r EPAsupport . Th e reason s fo r usin g thi s mode l ar e twofold . First , th e mode l ha s bee nth e basi s fo r th e presen t estimate s fo r onboar d vapo r contro l b yEPA , MVMA , an

d 3 1API . Secondly , the mode l i

th e correc t leve l o f -detai l represen t wha t i s generall y "phas e two " estimate s wher e o f th e estimato r alon e wit h simila r complexity , materi a mat e i s base d o n earl ypro d developmen t o f th e desig n s ware . Th e preliminar yske t verte d t o cost s b yidentif y g o int o thei r manufacture , overhead , tooling , R&D , ce r basi c estimatin g techniqu e on th e industria l engineer ' leve l o f detai l woul d requ i woul d involv e detaile d pro c subassembly , an

d fina l ass e tes t equipmen t woul d be es t throug ha quotatio nproces s scop e o f thi s study . Howe v wil l utiliz e ha s prove nt o th e industr yapproac hwit h men t a s th e onboar d system s s structure dt o do the estimate s at The estimate s w

e ar e developing considere d t o b e preliminary o r phas e on e i s base d o nth e experienc e respec t t o part s o r assemblie s o f 1 , size , etc . Th e preliminar yesti
uc t desig nspecifications , henc e th e ketche s fo r th e vapo r contro l hard che s an d specification s can be con ing th e material s an d labo r tha t wil l Thi s cos t wil l the nbe modifie d wit h tification , and othe r costs . The fo r th e hardwar e stil l relie s heavil y s experience . A

nestimat e a t th e nex t re complet e desig nspecification s an d es s plannin g fo r eac hcomponent , mbly . Detaile d toolin g an d specia l imate d wit hthei r desig ncost s ofte n Thi s typ e o f detai l i s beyond th e er , th e accurac yo f th e approac hw e be quit e goo d an

d actuall yrepresent s hardwar e a t th e sam e stag e o f develop
Th e methodolog yassume s th e industria l makeu p a s indicate d i n Exhibi t 2 . Th e manufacturin g leve l ca nbe a supplier , vendor, o r anothe r divisio n withi nth e aut o company . Th e corporat e leve l represent s vehicl e assembly , wit hth e deale r retailin g th e vehi
cl e t o th e consumer . Th e tota l cos t woul d the nbe th e retai l pric e equivalen t o r RP E cos t (2) . I t shoul d b e note d tha t supplie r (or vendor ) and divisio n can be use d synonymousl ysinc e th e cos t t o th e corporat e leve l wil l b e th e sam e eve nthoug hth e divisio ni s manage d a s a profi t center . I n othe r words , th e corporatio nha s place d th e divisio n i n competitio n wit hothe r supplier s a s a mean s o f assurin g a high leve l o f efficiency . Therefore , th e division' s transfe r price , a s i t i s called , can be considere d t o be th e sam e a s anindepend
en t supplier' s pric e t o th e vehicl e manufacturer . Wit hth e thre e level s o f industr ymakin g u p th e majo r element s o f cos t t o th e consumer , or , a s use d i nthi s study , retai l pric e equivalen t (RPE) , th e basi c formul a is :

3 2P.3 9

Retai l Pric e Equivalen t Direc t Matexfa l 

### f l + 0 . 2 for Corporat e

Allocatio n Direc t Labo r
0. 2 fo r Fixed&

Variabl e Overhea d S u Pr 

# ] pplie r I + of i t Toolin g

Expens e Lan

d& Building s Expens e
+ X , fo r Corporat e +

Allocatio n X - fo r Corporat e Profi t fo r Deale r Overhea d Profi t
+ Researc h& Developmen t + Toolin g Expens e Or , i n abbreviate d form : RP E = = ( [D M + D L + OH ] [ 1 .4 ] + T E + LB E + RD + T E Direc t material s entai l thos e material s o f whic ha give n componen t i s comprised . Actua l weight s o f material s ca nb e used , bu t i n mos t instances , weigh t estimate s base d ondrawing s an d sketche s wil l b e utilized . T o determin e th e cos t of materials , price s pe r uni t weigh t a s quote d i nAmerica nMeta l Marke t wil l be used , plu s 10 % t o accoun t fo r materia l wast e and scrappings . Direc t labo r include s th e cos t o f laborer s directl yinvolve d i n th e fabricatio no f a give ncomponent . I t wil l be determine d b yusin g standar d industria l engineerin g dat a and procedures . Overhea d include s bot hth e fixe d and variabl e component s o f overhead . Th e fixe d portio ninclude s supervisor ysalaries , buildin g maintenance , heat , power , lighting , an d othe r cost s whic har e substantiall yunaffecte d b yproductio nvolum e whil e th e variabl e portio n include s smal l expendabl e tools , devices , an d material s use d i n production , repairs , an d maintenanc e mad e t o machine s directl yinvolved , an d othe r overhea d cost s whic htend t o var ywit hproductio n volume . Afigur e o f 20 % wil l be labor , and overhea d cost s t o i s th e amoun t neede d t o cov e fron t office . Als o t o th e s costs , a figur e o f 20 % wil l er' s profit , approximatel yh taxe s wit hth e remainin g po r disbursement s t o stockholde r use d t o financ e workin g cap i ren t asset s and/o r decrease s capita l expenditure s (long- t applie d t o th e determin e cor p r th e supplier ' u mo f material , be applie d t o d al f o f whic hi s tio nbein g div i s and retaine d ta l requiremen t i n curren t li a ermassets) . su mo f material , orat e allocatio n whic h s suppor t fromit s labor , and overhea d etermin e th e suppli
use d t o paycorporat e de d betwee n dividen d earnings , whic har e s (increase s i ncur bilities ) and/o r ne w 3 3P.4 0

/ / Tooling

_expens e consist s of four components : one-yea r recurringtoolingexpense s (too l bits , disposabl e jig s an dfix tures , etc.) ; three-yea r non-recurrin gtoolingexpense s (dies , etc.) ; twelve-yea r machinery an dequipmen t expenses ; an dtwelve yea r launchingcost s (machiner yfoundation s an dothe r incidenta l set-up costs ) whic hw e assume d t o b e 10 % o f th e cos t o f machiner y and equipment . Th e constructio no f ne wproductio nfacilitie s maybe re quire d i n som e case s an d thei r cos t wil l be amortize d ove r 4 0 years . I nmos t instances , however , spac e i nexistin g facilitie s wil l be assume d t o b e availabl e fo r productio npurpose s and , hence , i s covere d i n th e overhea d costs . Th e su mo f th e abov e costs , tha t is , material , labor , plan t overhead , toolin g expense , corporat e allocation , and profit , make s u

p th e pric e (or , i nth e cas e o f a division , transfe r price ) whic hth e supplie r charge s th e vehicl e manufacture r fo r a give ncomponent . A t th e vehicl e assembl ylevel , charge s wil l b e allocate d fo r th e vehicl e manufacturer' s corporat e leve l support , corporat e profit , an d th e dealer' s margi nwhic hinclude s sale s commissions , overhea d an d profit . Thes e charge s ar e denote d b y X. , X . and X 3 , respectivel yi n th e equation . Th e su mo f X. , X

_ and X

_i s denote d b

yXi n th e abbreviate d equation . Th e valu e of Xha s bee n unde r debat e fo r a lon g perio d o f tim e (3,4) , an d n o concensu s ha s bee n reache d t o date . Th e value s o f Xmos t ofte n mentione d and use d ar e 1.2 7 and 1. 8 (5) . Bot hthes e value s wil l b e use d i n th e cos t analysi s a s lowe r an d uppe r bound s o f th e rang e o f cost s onboar d refuelin g vapo r contro l system s ar e likel y, . t o fal l within . ( , ( Becaus e o f th e need , i nmanyinstances , t o mak e modifica
tion s t o th e vehicl e structur e o r bod yt o incorporat e a componen t and t o assembl e i t int o a vehicle , thes e additional
- cost s wil l b e accounte d fo r a t th e divisio n leve l and transferre d t o th e corpo rat e leve l a t vehicl e assembly . Productio n volum e i s a veryimportan t assumptio nsinc e i t dictate s no t onl yove r wha t numbe r o f unit s cost s wil l be amor tize d o r spread , bu t als o onwha t scal e productio nwil l tak e place ; i n othe r words , th e type s and cost s o f machiner yan d equipmen t tha t wil l be involved . Fo r thi s reason , th e RP E esti
mate s determine d i n thi s studyar e meaningles s unles s the yar e qualifie d wit hthei r associate d productio nvolum e an d ar e accu rat e onl ywithi nsom e relevan t rang e o f volume s aroun d tha t productio n volume . I n som e instances , mor e tha n on e productio nvolum e wil l be assume d fo r th e variou s individua l part s makin g u p a give ncompo nen t o r system . Thi s result s fromth e assumptio no f necessar y economie s o f scal e fo r thes e part s wher e th e vehicl e manufacture r i s no t th e onl ycustome r fo r who mthe yar e produced . Fo r exam ple , hose s ar e frequentl yproduce d a t highe r uni t volume s i n orde r t o satisf ymor e tha njus t a singl e custome r o r market . 3 4P.4 1

Bydiscountin g aftermarke t sellin g prices , whe navailable , b ybetwee n17 4 t o 1/5-Mbracketin g o f th e supplier' s pric e ca n b e utilize d a s a chec k agains t develope d estimates . However , be
caus e o f difference s betwee n th e assumption s inheren t i nthi s studyand i nactua l production , variation s mayexist . I t ca n be assume d tha t thes e difference s resul t froma give ncomponen t eithe r being-o f a somewha t proprietar ynatur e and henc e price d highe r tha n develope d (possibly , a t wha t th e marke t wil l bear ) o r ar e a resul t o f subtl e changes , fo r whateve r reason , whic hd o no t allo wful l maximizatio n o f availabl e economie s o f scal e o r a combinatio no f th e abov e two reasons . Al l o f th e RP E estimate s t o be develope d ar e b ydefinitio n subjec t t o som e error . But , ingeneral , thos e component s tha t ar e describe d i n greate r detai l ca nb e expecte d t o b e somewha t mor e accurate . Th e assumption s mad e ar e reasonabl e give nth e desir e t o hav e a generi c representatio no f anautomotiv e manufac
turer . However , an yon e organizatio nwoul d hav e differen t econo mie s o f scal e o r migh t hav e differen t assumption s regardin g toolin g costs , amortizatio n schedules , profi t level , etc . fo r thei r ow

norganization . However , i t i s expecte d tha t a numbe r o f vehicl e manufacturer s woul d probabl yb e belo wthes e estimate s an d a simila r numbe r possibl yabove . A s a result , thi s approac ht o th e accumulatio n o f cost s shoul d provid e a reasonabl e estimat e o f th e cos t t o th e consume r and a cos t t o th e industry . I n orde r t o tak e int o accoun t th e variou s cost s associate d wit hth e research , development , testing , and manufacturin g o f onboar d vapo r recover ysystems , Exhibi t 3 wa s developed . Thi s exhibi t represent s th e genera l step s tha t wil l b e require d t o tak e th e onboar d syste mint o productio nan d ou t t o th e market . I t i s a generalizatio nand doe s no t represen t a specifi c company no r ever yste p i nth e process . However , i t shoul d represen t th e ke ystep s and categorie s b ywhic hcost s ca nb e estimate d and segregated . Th e purpos e fo r goin g t o thi s flo wchar t i s t o ensur e tha t ke ycapita l cos t component s ar e no t overlooke d durin g th e cours e o f th e analysis . Thi s typ e o f proces s char t lend s additiona l structur e t o th e cos t analysi s and estimatio ntha t i s t o b e conducted . Th e actua l wor k tha t i s bein g conducte d i nth e studyfollow s th e activit yflo wchar t showni nExhibi t 4 . Thi s exhibi t depict s bot hphase s o f th e effort . Th e firs t dealin g wit hth e develop
men t and costin g o f a prototyp e syste mtha t canb e applie d t o any vehicl e b

ycombinin g element s o f th e prototyp e an d b ysubstitu
tio n o f alternativ e elements . Fo r example , a liqui d sea l fo r th e fil l tub e rathe r tha n a mechanica l seal. ' Thi s approac hwil l allo wu s t o loo k a t a variet yo f vehicl e type s and b e abl e t o synthesiz e a reasonabl e onboar d vapo r recover ysystem . Th e outpu t o f Phas e 1 o f th e studywil l be cos t estimate s fo r th e Retai l Pric e Equivalen t (RPE ) fo r onboar d system s installe d i n fou r differen t vehicl e models . Mor e importantly , thi s firs t phas e wil l provid e capita l cos t and fixe d cos t dat a associate d wit hth e fou r vehicl e types . Thes e dat a alon g wit ha knowledg e 3 5P.4 2

o f the industry

an dho w thes e model s relat e t o the tota l vehicl e populationca

nb e used"t o estimat e the tota l fixedan dcapita l cost s associate dwit hth e introductio no f onboardsystems . Phas e 2 , a s show

ni nExhibi t 4 , wil l take th e capita l an

d fixe d cost s fro

m Phas e 1 and su

mthe mfo r th e industry . Thi s phas e wil l requir e th e developmen t o f assumption s regardin g the transferabilit yo f RDT& E result s betwee nvehicl e line s o f a singl e manufacturer , th e tim e phasin g o f onboar d contro l int o th e manufacturer s lin e o f vehicles , an d othe r factors . Th e Phas e 2 fina l produc t wil l b e th e capita l o r "u p front " cost s associate d wit honboar d system s tha t wil l b e directl yborn e b yth e automo tiv e industry . Reference s 1 . Lindgren , L . H. , Cos t Estimation s fo r Emissio nContro l Relat
ed Components/System s an d Cos t Methodolog yDescription , EPA 460/3-78/002 , 1977 . 2 . Malstrom , E . M . (Ed.) , Manufacturin g Cos t Engineerin g Hand
boo k , Marce l Dekker , Inc. , Ne wYork , Ne wYork , 1984 . 3 . Memorandum

fro mPutnam , Haye s and Bartlett , Inc . to Wil l Smith , Economi c Analysi s Division , EPA , Septembe r 28 , 1984 . Subject : Repor t o n EPA' s Retai l Pric e Equivalen t Methodology . 4 . Jac k Faucet t Associates , Updat e o f EPA' s Moto r Vehicl e Emissio n Contro l Equipmen t Retai l Price.Equivalen t (RPE ) Calculatio nFormula , Ma y13 , 1985 . 5 . Lingren , L . H . Revise d Repor t o f API/LH L Cos t Estimat e o f On Boar d Vapo r Recover ySyste mand Revie wo f EPATechnica l Repor t EPA-AA-SDSB-84-0 1 o nFeasibility , Cos t an d Cos t Effectivenes s o f On-Boar d Vapo r Control , fo r MVMAContrac t Agreemen t 8504-CA-0900 , Septembe r 28 , 1984 .

3 6L O

- J TOTA L PRODUC T COS T 

# T

CONVERSIO N COST S 

# I PROFI T

CONTINGENCIE S SELLIN G EXPENS E ENGINEERING/DEVELOPMEN T GENERA L&ADMINISTRATIV E MANUFACTURIN G EXPENS E INDIREC TMATERIA L INDIREC TLABO R DIREC TLABO R DIREC TMATERIA L MANUFACTURIN G OVERHEA D COST S 

# t PRIM E COS T 

# J SELLIN G PRIC E FACTOR YCOS T O R COS TO F GOOD S MANUFACTURE D

EXHIBI T1 . STRUCTUR E OF ACOS TESTIMAT E FO

R AMANUFACTURE D PRODUC T Source : Referenc e 2 .P.4 4

FUL L COMPONENT / SYSTE MCOS T T O < CONSUME R(RETAI L PRIC E EQUIVALENT ) DEALE RLEVE L
CORPORAT E LEVE L (VEHICL E ASSEMBLY )

MANUFACTURE RLEVE L (SUPPLIER , VENDOR , O R DIVISION )

EXHIBI T 2 . THREE-LEVE L INDUSTRIA L MAKEU P Source : Referenc e 1 .



### 3 8COnSUME R OR RETAI LPRIC E EQUIVALEN T COS T CONCEPTUAL

SYSTE M OESIGN S FOR ONBOAR D StSTE M

VO

FIXE D AHO CAPIIA LCOS T OUTLAY S B TMANUFACTURE R COMPONENT FUNCTIONA

L SPECIFICATION AN OPRELIMINAR

Y DESIG N CONFIGURATIO N O F COMPONENT BILL O F MATERIAL S DIREC T MATERIAL S AN

D LABO RCOST S ESTIMATIO

N COMPONEN T TOO L IM GAN O RI DCOST S ESTIMATIO

N

SELECTIO

N O F SPECIFI C VEHICLE MODEL S INTEGRATIO N O F ONBOARD StSIEM S T

O VEHICLE S

RESEARC HAN

O (ADVANCED ) DEVELOPMENT PRODUC T (ENGINEERING ) DEVELOPMENTAN O TESTIN G DETERMINATIO N O F BOOY'STR'JCTUR

E MODIFICATION S STRUCIURE/BOOY TOOLIN GCOST S ESTIMATIO

N

PROOUCIIO

N ENGINEERIN

G AN DPLANNIN

G (SE E EXHIBI T« ) ±

* . ADDITIONA L FACILIT Y COST S ESTIMAT E CERTIFICATIO N COST S ESTIMAT E

TOOLIN G AN D EQUIPMEN

T PURCHAS E BUILOIN G AN DLAN D COST S SU M COST S USING COS T MOOE L

CERTIFICATIO

N [OSI S (PORTION S NOT COVERE O B YOTHER CATEGORIES )

TRAININ G MANUALS AN D TRAININ G COSTS SU M CAPlTAl/FIIE D COSTS SU H ACROS S INDUSTR V (MYMA/AIA ) /TOTAI X /UPFRON T\ 

# M A

EXHIBI T3 . MBS/MA I STUD YPROCES

S|PCNDIH G reoERAi ( REQUIREMEN T (M-BOAR O V.C . ADVANCE D DEVELOPMEN T AN D TESTIN G 0 MECHANICA L 0 LIQUI D SEA L O CARO/r.| . PRODUC TDEVELOPMEN T AN D TESTIN G
SPECIFI C MOOE L APPLICATIO N

CONCEP T LEVE L LABOR*TOR I EFFOR T -Ml CANISTEft(S ) {NO TCONFIGURA TION )

LOCATIO N AN O INTEGRATIO N O F CANISIER(S ) CONFIGURATION O F CANISTER(S )

0 VEN TVALV E O VAPOD/LIQUI O SEPARATO R 0 HOS E LOCATIONS . OIAMETE R I LENGTH S O FIL LVALV E O PURG E AI R FIHE R REQUIREMEN T lOEflTIF V PLACEMEN T O FOTHE R REQUIRE O COMPONENT S OCFfN C MOUNTIN G HAR0UAR E AN D

. STRUCTUR E CHANC E PROTOTYP E ENGINEERIN G (ftAROHAR C AN D SOFTWARE ) CONSTRUC T PKOTOIIP C

ITERAT E TES T PHOTO HP E REFUELIN G MI O FT P TES T SHOCK . VIBRATION , COLLISION /

O

ENGINEERING ORAMING S AN O jSPECIFICATION S PRODUCTIO N ElClNtERIN G AN D PLANNIN G

MAKE O U DE C I S O

R O N JQUTO tMOUSE PRODUCTIO N DRAUt.lG S Atl O SPECIFICATIOfi S -PRODUCTIO N ENGINEERIN G ANC PLANNIN G

DESIG N TOOLIN G AN O DIE S MANUFACTUR E TOOLIN G AN D DIE S

PRODUCTIO N INTECRAIIO N PMTSICA l PLAN T ALTERATION S O EQUIPMEN T 0 BUILOIN G TES T IOOUN C AN O 1
PRE-PRODUCTIO N VEHICLE S -t- -
CCRHflLATIO N PROCES S (RIO ) 

### -I- - ASSEHBL * INSTRUCTION S TRAI N WORKER S COMPONEN T



## " 1

' REQUIREMEN T 1 i

. 1 PROOUCTIO H

INVENTOR '

im VE H PROD U

JUS T I N TIM E

- P CL E

CTIM I

P«JOUCII< M

i l

FRO H INVEtlTOAT HAMCTI K AN O SALE S •

EXHIBI T4 . COS

TESTIMATIN G ACTIVIT YFLO WCHAR T



### I S