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原文传递 Fuel Tank Temperature Profile Development for Highway Driving, Final Report

题名：	Fuel Tank Temperature Profile Development for Highway Driving, Final Report
作者：	empty
关键词：	Decision making guidelines##Greenhouse gas (GHG)##Compliance##Fuel Tank Temperature##Highway Driving##Methodology needs##Carbon dioxide (CO2) capture technologies##Regulations performance##Development##Emissions testing##Epa (Environmental protection agency)##Ford’s Driveability Test Facility (DTF)##SGS- Environmental Testing Corporation (SGS-ETC)##
摘要：	This study, performed by Eastern Research Group (ERG) and subcontractor SGS- Environmental Testing Corporation (SGS-ETC), under contract to the US Environmental Protection Agency (EPA), was designed and conducted by EPA to develop fuel tank temperature profiles that could be used for running loss emissions testing and/or modeling to represent highway driving. Additional tests were performed to determine the repeat ability of certification temperature profiles developed by manufacturers and used in previous test programs. This work builds on prior evaporation emissions test programs performed to determine the prevalence and emission rates of diurnal and hot soak emissions in US vehicles1. The testing for this program took place at Ford’s Driveability Test Facility (DTF) in Allen Park, Michigan under contract to ERG and subcontractor SGS-ETC. Five vehicles supplied by EPA were tested using fuel with an RVP between 8.0 and 8.7 psi and an ethanol volume content of 10 +/- 0.2. The test cell simulated the following conditions of ambient air temperature of 95 °F, solar loading of 1000 W/m2, with a thermal mat to simulate pavement temperature of 125 ° Fahrenheit. Each vehicle was driven over three different drive cycles of similar length. The first cycle was the standard running loss cycle (FTTP) consisting of one Urban Dynamometer Driving Schedule (UDDS), a 2-minute idle, two New York City Cycles, another 2-minute idle, another UDDS, and then a final 2-minute idle (see §86.115). The second cycle was three LA-92 cycles run back to back. The third sequence consisted of two US-06 cycles, a 70 mph highway cruise, and two final US-06 cycles. Fuel tank temperature, vapor temperature, fuel tank pressure, and OBDII commanded purge (or purge solenoid voltage when OBDII commanded purge was not available) were recorded throughout testing. Results from the study showed the following:
总页数：	35
报告类型：	科技报告