P. 1 

# OAR Box 1147 Prepped by Ollie Stewart



### Document

Number: 

# 194 ) IV-E-68 Docket Number: 

# A-87-1 1

Printed 4/22/2008 2:42:57

PM Sheet 194 of 242P. 2

a ^ 0 sr *r* <r _*•> o UNITE D STATES ENVIRONMENTA LPROTECTIO

NAGENC

Y WASHINGTON , D.C . 2046 0

SE P2 | IQfi POFFIC EO F AI RAN D RADIATIO N MEMORANDU

M SUBJECT : Meeting wit h Toyot a Moto r Corporatio n FROM : Donal d E . Zinger , Assistan t Directo r <-\J . £ . WwiA-^ 1 Offic e o f Mobil e Source s " f TO : Docke t A-87-1 1 On Septembe r 12 , 198 8 representative s o f Toyot a Moto r Corporatio n me t wit h Do n Clay , Acting Assistan t Administrator , Offic e o f Ai r an d Radiation . Theypresente d an d discusse d Toyota' s view s o n EPA' s proposa l t o requir e onboard , refueling emissio n controls . Attache d t o thi s memo i s a cop yo f thei r presentatio n materials . Representing Toyot a wer e Messr s K . Matsumoto , R . Ito , T . Iida an

d R . Penna , counsel . In additio n t o Mr . Clay , P . Anderso n an

d D . Zinge r o f EPAwer e i n attendance . Attachment s

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2 . ONBOARD VAPO

R RECOVER

Y 2- 1 Reviewo f the Toyota' s positio n We hav e been commenting on the vapo r recover ycontro l a s ofte n a s w e go t a chanc e t o comment . Today , i t i s the firs t ocasio n t o mee t you , Mr . Clay . So , I woul d lik e t o presen t yo u the summar yo f our positio n on thi s matter . First , We suppor t the goa l o f the clean ai r act , an d have been focusing ou r attentio n o n th e improvemen t o f ai r qualit ya s i s on e o f our majo r objective s in designining our vehicles . However , concerning refueling emissio n control , w e disagre e wit h EPA' s proposa l t o requir e onboar d systems . I f yo u conside r refueling vapo r recover ycontro l i s innevitable , we strongl yrecommen

d Stag e I I on servic e station , becaus e i t i s suitabl e measur e fo r the regiona l problemo f ozon e non-attainment , an d quic k effectiveness . I n addtio n t o the U S stag e I I implementatio n i n California , Washingto n D.C , Ne wJerseyan d Missouri , stag e I I tria l starte d i n Europe . Yo u ma yhave alread

ybe informed , bu t I wil l showyo u som e photo s whic h demonstrat e the tria l o f stag e I I servic e statio n in Goetheborg , Sweden . Stag e I I i s favorabl yaccepte d b ySwedis h peopl e becaus e o f non gasoline-odor . An

d we heard i t i s succeede d in commercia l bas e wit h n o problem . O n th e othe r hand , the onboard systeminvolve s a lo t o f problem s suc h a s packageabilit yo f larg e canister , increas e o f safet yris k du e t o modificatio n o f fue l system , an d the advers e effec t on tailpip e emissio n cause d b ythe highe r rat e o f vapo r purge . The syste mcomponen t cos t i s no t s o chea p a s EPA' s estimate . Finally , i f the onboar d contro l wer e adopte d in spit e o f abovementione d disadvantages , the implementatio n schedul e wil l be impractica l becaus e o f it s insufficien t leadtime . We need minimu

m four year s lea

d tim e wit h a moderat e phase-i n fo r thre e year s ove r four mode l year s an d som e exemptio n fo r certai n specia l models , i n orde r t o establis h technology , t o plan an d design fo r bod

yconstruction , o r t o prepar e testing facilit yan d tooling . We hav e commente d thes e item s i n detai l a t the publi c hearing , on writte n comments , an d a t SA E Governmen t Industr ymeeting . I woul d lik e t o focu s today' s discussio n on two majo r concerns : EPA' s simplifie d onboard systeman d topic s a t EP

Aworkshop .P. 4

2-2 . Comment s o n EPA' s prototyp e onboard system

Mr . Clay , I woul d lik e yo u t o keep i n min d tha t w e hav e bee n making a faithfu l effor t t o compl ywit h EPA' s propose d regulation . However , thi s wil l be a ver ydifficul t task . Whil e Toyot a continue s t o oppos e onboard controls , our intentio n fo r thi s meeting i s t o poin t ou t som e technica l defect s wit h you r systemtha t shoul d b e improved . I n fact , w e hav e adopte d certai n o f EPA' s ideas , such a s liqui d seal , int o our prototype . Through thi s discussio n I hop e yo u wil l understan d the reaso n wh your systemcan b e neithe r simpl e no r cheap . W e hav e alread

ysubmitte d a writte n commen t o n EPA' s prototyp e o f a n onboar d system , an d toda ywe woul d lik e t o explai n som e problem s fro

m the viewpoin t o f the fue l syste mdesigner .P. 5



# ONBOAR D SYSTE M DEVELOPE D B YEP A B ENLARG E C SHORTE N FRO V /^ N VAPO R LIN E

D 2.5f l CANISTE R
BREATHE R PIP E 

### ONBOAR D SYSTE M 3/8"DI A 8'LON G FUE L INLET 

### CURREN TSYSTE M *x-J=/ — EVAP. 1 C CANISTE R

ONBOAR D SYSTE M DEVELOPE D B Y EPA This ' figur e illustrate s EPA' s prototype . I t i s anticipate d thi s syste mwil l caus e overfillin g c f fue l o r wil l caus e spillag e throug h vapo r contro l valv e (floa t rol.lcve r valv e FROV) .P. 6



# OVERFILLIN G

LARG E FRO V 

### EPA TYP E MODIFICATIO N

EVAP . CANISTE R ROLLOVE R VALV E

CHEC K VALV E 

# 4 CURREN TSYSTE M

OVJiRFlXLINti.. ' Thi s figur e show s th e full-f i Lied conditio n wit h a typica l fue l tank an d a n overfille d situatio n wit h th e sam e typ e o f tank modifie d wit h EPA' s prototype . T o kee p th e sam e full-fil l level , th e floa t rollove r valv e o f th e EPAmodifie d syste mwa s relocated . Suc h modificatio n wil l resul t i n reductio n c f crashworthencss . We , however , wan t t o discus s over-fillin g here . I n th e curren t system , th e lowe r por t o f breathe r pip e wil l b e choke d whe n fue l i s fille d u

p and pressur e i n th e ai r spac e rises . The n th e flui d leve l i n th e fille r inle t rise s t e le t tho nozzl e automaticall yshut-off . I n EPA' s system , th e larg e floa t valv e mayeasil yreleas e ai r i n th e ai r space , whic h mean s overfilling , befor e shuttin g of f th e nozzle .P. 7



# OVERFIL L PREVENTIO N

HEAV YFLOAT SPRIN G BAL L FLOA T



## H23 3 EP A TYP E MODIFICATIO N EVAP . CANISTE R VAPO R VENTVALV E



### TOYOTA' S PROTOTYP E

OVERFIL L PREVENTIO N Thi s figur e illustrate s th e constructio n o f th e floa t rollove r valv e whic h i s simila r t o th e EPA' s syste man d th e overfill-limite r (cut
of f valve ) whic h i s applie d t o ou r prototyp e system . I f we wer e t o adop t th e floa t rollove r valv e simila r t o th e EPA's , th e followin g failur e mode s ar e anticipated . i)du e t o it s larg e diameter , inclinatio n o f th e valv e ma yloos e sealin g capability ; ii)du e t o inaccurac yo r deterioratio n o f th e spring , sealin g capabilit ymayb e reduced ; iii)du e t o complexit yo f th e valve , an yothe r problem s mayb e caused . Toyota' s prototyp e syste madopt s a reliabl e ball-floa t fo r overfill
prevention . An

d i t i s applie d wit h norma l dose d typ e vapo r ven t valv e whic h open s onl ydurin g refuelin g condition . Ou r prototyp e als o contain s a rollove r valv e a s a par t o f th e evaporativ e vapo r line , however , i t shoul d b e note d tha t th e locatio n o f th e rollove r valv e i s differen t fro m tha t o f th e cut-of f valve/vapo r ven t valv e assembly . Thi s wil l b e discusse d i n th e nex t figure .P. 8



# STATI C SPILLAG E

VAPO RVEN T VALVE

CLOSE D CHEC KVALVE 

## TOYOTA' S PROTOTYP E

PRESSURIZE D 

### EPA TYP E MODIFICATIO N

STATI C SPILLAG E Thi s figur e show s stati c spillag e in relatio n t o th e locatio n o f rollove r valve . I n th e fue l tank , ai r space*
- o f 1 0 t o 1 5 percen t o f nomina l tank capacit yi. s neede d fo r th e followin g purposes : i)t o absor b increase d volum e o f fue l associate d wit h th e hea t o f tank ; ii)t o assur e anti-spillag e performance ; iii)t o absor b los s o f tank volum e whic h mayb e cause d b ydeformatio n a t a crash . I n accordanc e wit h th e second purpose , ou r prototyp e se t th e rollove r valv e in th e ai r spac e are a wher e i t i s no t unde r th e fue l surfac e unti l som e sever e angl e o f vehicl e inclination . On th e contrary , EPA' s syste mdetermine s th e ful l -filled leve l b y th e floa t rollove r valv e itself , therefor e th e valv e wil l easil ybe unde r fue l whe n th e vehicl e i s o n a relativel ygentl e angl e slope . Unde r th e conditio n wit h diurna l heat-built , th e EPAsyste mwil l be pressurize d an

d sealin g performanc e wit h EPA' s larg e valv e canno t be expected . Liqui d fue l wil l easyl ypas s throug h th e vapo r lin e t o th e caniste r becaus e ther e i s nothin g t o restric t th e flo wi n th e line , the n i t wil l flo wou t th e caniste r o r a t leas t i t damage s th e caniste r workin g capacity .P. 9



# DYNAMI C SPILLAG E

OPE N T O CANISTE R



### EP

A TYP E MODIFICATIO N

DYNAMI C SPILLAG E Thi s figur e demonstrate s dynami c spillage . Unde r fue l swingin g conditio n i n th e tan k du e t o rapi d acceleration/deceleration , cornerin g o r drivin g o n a slope , fue l spillag e t o th e vapo r lin e an d caniste r ma yb e cause d wit h EPA' s system . Thi s i s becaus e EPA' s syste madopt s a normall yope n typ e valv e whic h doe s no t clos e unles s th e floa t i s pushe d u p b yth e fuel .P.1 0 

# REQUIREMEN TFO R FUE L TAN K 1 . FUE L FILLABILIT

Y 2 . RELIABL E AUT O SHUT-OF F O F NOZZL E 3 . CONTRO L EXCESSIV E VAPO R GENERATIO N 4 . PREVEN TOVERPRESSURIZATIO N 5 . PREVEN TSTATI C AN D DYNAMI C SPILLAG E 6 . PREVEN TFUE L LEAKAG E AFTE R CRAS H TESTteg . FMVSS301 ) O R OTHE R CRAS H EVENTS REQUIREMEN

T FO R FUE L TAN

K Thi s figur e summarize s the requirement s fo r fue l tan k design . The fue l tan

k o f the vehicl e i s no t a simpl e containe r but , b y considering rea l worl d conditions , i t i s designe d t o locat e al l the part s effectivel yin orde r t o satisf yal l th e requirement s mentione d here . The fue l tan

k o f EPA' s system

seem s t o be designe d fo r a ver y limite d intention . Suc h a simpl e modificatio n and/o r reductio n o f part s wil l damag e the require d functio n o f fue l tank . Thi s i s a ver ydangerou s modification . Ther e ar e othe r item s suc h a s difficult yi n vapo r lin e routing , hig h vapo r flo

wresistanc e wit h fue l fillability , insufficien t caniste r capacit y(som

e manufacture r ma

ybe happ

yi f EP Aaccep t suc h smal l caniste r fo r 1 6 gallo n fue l tank) , advers e effec t on tailpip e emissions , an

d reductio n o f crashwortheness , whic h wil l mak e the establishmen t o f a

n onboard syste

mdifficult. . Thi s system , however , shoul d no t com

e int o existenc e becaus e o f it s basi c proble m a s a fue l tan

k an d the overal l fue l system .

# ONBOAR D VAPO R RECOVER YSYSTE M p.1 1

PURG E CONTRO

L VALV E REFUEUN

G CAMSTE R 6-8 L

VAPO R VEN TVAIV E W/VAPOR UQUI D SEPARATE R WATE R SEPARATE R
UQUI D SEA

L EVAP. CAMSTE R 1-1.8 L VALV E OVERFIL

L LIMITE R



# TOYOTA' S PROTOTYP E

UQUI D SEA L w/FLAPPE R
REFUEUN G CANISTE R VAPO R VEN TVALV E w/OVERFIL L UMITE R

5/8 " VAPO R UN E //PURG E UN E

/ EVAP . LIN E T O ENGIN EP.1 2

2-3 . Concerning discussio n afte r Jun e 3 0 workshop We can imagin e the existenc e o f running loss , bu t the actua l stat e o f i t i s stil l unde r study . We reviewe d EPA' s availabl e dat a regarding thi s condition , however , i t i s no t clea r enough fo r u s t o mak e judgements . Nevertheless , we believ e the bes t wa yt o reduc e an

yrunning los s i s t o contro l the volatilit yo f the fue l during summe r time . Thi s actio n shoul d be take n a s quickl ya s possible . Anyway , we wil l continu e t o stud yhowmuc h vapo r ar e generated , unde r wha t conditions , an d howt o reduc e it . We heard a strang e opinio n tha t i f running los s contro l wil l be enforce d the caniste r siz e shal l become larg e enough t o contro l refueling vapo r recovery . We believ e thi s i s cause d b y misunderstanding o f the natur e o f the refueling caniste r an d the differenc e betwee n evaporativ e contro l including running los s an d refueling vapo r recovery . I n evaporativ e canister , fairl yhig h flo wresistanc e wil l be permitte d becaus e i t capture s pressurize d vapo r fro mfue l tank . An d so , i t i s possibl e t o ad d supplementarycaniste r in serie s wit h origina l on e t o enlarg e the working capacit ywhe n packageabilit yi s in problem . However , befor e EP Aconsider s requiring additiona l componrents , we believ e mor e thoroug h stud yo f the running los s issu e i s necessary . O n th e contrary , refueling caniste r shal l be limitte d t o be ver ylo w flo wresistanc e t o keep fue l fillability . T o devid e the caniste r int o serie s connectio n canno t be accepte d du e t o it s highe r flo w resistance , an

d t o devid e i t int o pararre l connectio n canno t be accepte d du e t o it s unbalanc e on loading vapo r an d purging performance . W e shal l conside r the difficult yo f onboard vapo r recover y countermeasure s on no t onl ysiz e an d installatio n o f the caniste r bu t the functio n o f whol e fue l tan k systeman

d whol e emissio n contro l system .

# ONBOAR D SYSTE M DEVELOPE D B ENLARG E C SHORTE N 

# B YEPA FRO V S~\

VAPO R LIN E
mt\ SPITBAC KVALV E 

# ONBOAR D SYSTE M D 2.50. CANISTE R
BREATHE R PIP E FRO V 3/8"DI A 8'LON G txj=^- — FUE L INLET EVAP . 1f i CANISTE R 

# CURREN TSYSTE M

Ic o

# OVERFILLIN G
LARG E FRO V 

# EP A TYP E MODIFICATIO N

EVAP . CANISTE R ROLLOVE R VALV E

CHEC K VALV E 

# CURREN TSYSTE M

# OVERFIL L PREVENTIO N

HEAV YFLOAT
SPRIN G BAL L FLOA T

VAPO RVENTVALV

E EVAP . CANISTE R


# EP A TYP E MODIFICATIO N TOYOTA' S PROTOTYP E

# STATI C SPILLAG E

VAPORVEN T VALV

E CLOSE D CHEC KVALV

E 

# TOYOTA' S PROTOTYP E

PRESSURIZE D 

# EP A TYP E MODIFICATIO N

# DYNAMI C SPILLAG E

OPE N T O CANISTE R



# EP

A TYP E MODIFICATIO N

# REQUIREMEN TFO R FUE L TAN K 1 . FUE L FILLABILIT

Y 2 . RELIABL E AUT O SHUT-OF F O F NOZZL E 3 . CONTRO L EXCESSIV E VAPO R GENERATIO N 4 . PREVEN TOVERPRESSURIZATIO N 5 . PREVEN TSTATI C AN D DYNAMI C SPILLAG E 6 . PREVEN TFUE L LEAKAG E AFTE R CRAS H TESTCeg FMVSS301 ) O R OTHE R CRAS H EVENTS

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