Summary and Analysis of 2000-2015 Model Year IUVP Evaporative and Refueling Emission Data

Passavant, Glenn W.

doi:10.4271/2017-01-5008

Cited by 7 publications

(3 citation statements)

References 1 publication

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“…In ORVR-equipped vehicles, a seal is formed inside the vehicle's filler neck during refueling to prevent the escape of fuel vapors, which are directed through a larger carbon canister system. In the US, over 20 years of data on ORVR implementation demonstrate that it can reliably capture at least 98% of evaporative NMVOC refueling emissions throughout the useful life of the vehicle [13]. While Stage II systems must be replaced periodically and incur annual operational costs, ORVR systems require no maintenance and can be installed on new vehicles at a cost of €10-€20 per vehicle [14].…”

mentioning

confidence: 99%

Effectiveness of emissions standards on automotive evaporative emissions in Europe under normal and extreme temperature conditions

Tipton

Lathem²,

Fu³

et al. 2022

Environ. Res. Commun.

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Non-methane volatile organic compounds (NMVOCs) are primary precursors for the formation of ozone and secondary organic aerosol which contribute to increased public health risks. Throughout Europe, passenger vehicles contribute significantly to NMVOC emissions due to automotive evaporative emissions controls that are less stringent than those in the United States, Canada, China, and Brazil. Evaporative NMVOC emissions increase significantly, and associated air quality impacts are exacerbated, during periods of high temperature such as heatwaves, which continue to increase in frequency, duration, and intensity. Adoption of strict evaporative emission standards and controls such as onboard refueling vapor recovery systems (ORVR) can significantly reduce evaporative emissions during such events; however, emissions inventories used to inform policy decisions are developed using average temperature profiles which fail to capture the impact of heatwave events on evaporative emissions. This study evaluates the effectiveness of the previous generation (Euro5), current (Euro6d), and proposed (Euro7) emission control standards on evaporative emissions at high temporal and spatial resolution in western and central Europe during July 2019, a month in which a significant heatwave swept through the region. Using temperatures obtained from the Weather Research and Forecasting (WRF) model with observation data and an improved method for estimating evaporative emissions, it is estimated that per-vehicle evaporative NMVOC emissions within the study domain and period are reduced by 25.0% under current Euro6d standards and controls relative to Euro5 standards, and that proposed Euro7 controls, including ORVR, would provide an additional 35.3% emissions reduction relative to Euro6d. During heatwave periods, Euro7 controls demonstrate improved attenuation of temperature-driven emissions increases relative to Euro6d controls, with associated emissions within the study period and domain increasing by 23.4% on average under Euro7 controls versus 29.4% under Euro6d controls. While this study does not quantify the effect of heatwaves and emissions controls on total annual emissions, the results for the study period of July 2019, combined with the low implementation cost of proposed Euro7 evaporative controls and projected continued dominance of petrol vehicles in the European fleet through the middle of this century, suggest that significant NMVOC emissions reductions and associated air quality and health impacts are achievable through the adoption of these more stringent standards and control systems

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mentioning

confidence: 99%

Effectiveness of emissions standards on automotive evaporative emissions in Europe under normal and extreme temperature conditions

Tipton

Lathem²,

Fu³

et al. 2022

Environ. Res. Commun.

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“…The emission standards were further strengthened in 1999 with that the CARB formally passed LEV (low emission vehicle) 2 and the EPA passed "transition" Tier 2 standards. The LEV 2 standard is stricter than the Tier 2 standard in hot soak + 2/3dirurnal test procedures [11] . To further control the vehicle emission, the CARB began to implement LEV 3 in 2013 and the EPA began to implement Tier 3 in 2017 respectively.…”

Section: Progress Of Evaporative Emission Standard In Americamentioning

confidence: 99%

Analysis on the progress of evaporative emission (type IV) standards for light-duty vehicles in China

2021

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This paper briefly introduces the progress of evaporative emission standards for light-duty vehicles in developed countries such as the United States and Europe, and the test procedures specified in the latest evaporative emission standard were concluded. Moreover, the development of evaporative emission standards for light-duty vehicles in China was comparatively analyzed. The evaporative emission test data from 2004 to 2019 was randomly selected for analysis of the trend of evaporative emission performance of vehicles in China with the use of EPR. Affected by the more stringent China 6 Evaporative Emissions standards issued in 2016, the EPR value of the evaporative emission test conducted according to the China 5 had continuously decreased to 41% in 2018. Subsequently, the EPR value increased again to a value of 60% in 2018 and 2019 due to strengthen of the emission limit from 2g to 0.7g and the raise of deterioration factor. Finally, based on the world's latest evaporative emission standards, the development trend of evaporative emission standards for light-duty vehicles in China is forecasted. The application of canister bench aging test, BETP, running loss emission test, and a test cycle with Chinese characteristics may be more conducive to control the light-duty vehicle emissions. Compared with the LEV 3, the evaporative emission limit of 0.7g/test specified in China 6 is still relatively larger. In addition, strengthen the control of durability test and in-use emission performance test would makes the HC emission less during the actual operation of the vehicle.

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“…Before the fuel tank is refueled, there is a certain concentration of oil and gas stay in the tank. During the refueling of vehicles, as the liquid oil is continuously added through the fuel gun, the pressure in the fuel tank rises due to the liquid surface rising, and the fuel flow which is rapidly leading to the mixing severely disturbed, so that the oil and gas are discharged from the return air pipe through the fuel tank port [9][10][11][12]. The evaporative emission from cars can promote the formation of ozone and seriously harm to human health.…”

Section: Introductionmentioning

confidence: 99%

Studied on the effect of refueling rate on fuel system refueling based on STAR-CCM+

2021

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A model of fuel system which is with ORVR is established based on STAR CCM +, to study the influence of different refueling velocity on the formation of liquid seal in refueling process. The simulation results show that the increase of refueling rate leads to the formation of liquid seal in the process of fuel flow, but it will lead to the deterioration of refueling smoothness. When the refueling rate is 15L/min, there is no liquid seal formed at the bottom of the refueling pipe, because of the small gas resistance formed in the refueling process, and when the refueling flow rate reaches 37L/min, a stable dynamic liquid seal can be formed at the bottom of the refueling pipe but the fuel accumulation at the refueling port has taken place. When the refueling flow rate reaches40L/min and 45L/min, a stable dynamic liquid seal is formed at the bottom of the refueling pipe at 4s, but until 4 seconds, fuel has been submerged in the refueling muzzle. At 10 seconds, the fuel accumulation state is the same as 5 seconds, indicating that the gun PSO had taken happened.

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Summary and Analysis of 2000-2015 Model Year IUVP Evaporative and Refueling Emission Data

Cited by 7 publications

References 1 publication

Effectiveness of emissions standards on automotive evaporative emissions in Europe under normal and extreme temperature conditions

Effectiveness of emissions standards on automotive evaporative emissions in Europe under normal and extreme temperature conditions

Analysis on the progress of evaporative emission (type IV) standards for light-duty vehicles in China

Studied on the effect of refueling rate on fuel system refueling based on STAR-CCM+

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