Fuel Vapor Research Articles

Effect of Structure on Reactor Performance in Fuel Vapor Catalytic Inerting System for Aircraft Fuel Tanks

Effect of Structure on Reactor Performance in Fuel Vapor Catalytic Inerting System for Aircraft Fuel Tanks

CFD unified approach under Eulerian-Lagrangian framework for methanol and gasoline direct injection sprays in evaporative and flash boiling conditions

Innovative synthetic fuels for advanced propulsion systems, such as methanol and ammonia, and synthetic blended fuels (E00, E10, and E30), known for their high volatility, are often injected directly into combustion chambers. It follows that Eulerian-Lagrangian spray models need to accurately capture the spray collapse as a consequence of flash boiling onset and be capable of proficiently handling the preferential evaporation of multi-component fuels in evaporative scenarios.So, we performed the assessment of an Eulerian-Lagrangian CFD code for simulating methanol and E00 gasoline blend sprays in both early and late injection conditions involving flash boiling conditions and preferential evaporation. The adoption of an effervescent breakup model and of a non-equilibrium phase transition model for the discrete phase allows the adoption of a setup that is almost completely free from specific constant tuning, especially for what concerns the breakup model. We validated the simulations using experimental PLV maps of methanol and E00 sprays issued from the ECN Spray M injector. The results highlight a significantly different morphology of the methanol spray compared to the E00 one under late injection conditions. Under stratified combustion, low-volatile fuels are likely to be ignited first, and the flame propagates toward the high-volatile fuels. The spray collapse was also correctly reproduced, inducing the presence of a low-pressure zone and modifying the spray morphology.

A molecular dynamics study on the supercritical evaporation of liquid ammonia under forced convection conditions

Although the behavior of the supercritical transition during the evaporation of liquid fuels in engine combustion chambers has been studied by many researchers, the effects of convection on the phase transition of liquid fuel in supercritical environments have been little studied. Previous studies mainly focused on hydrocarbon fuels for supercritical evaporation, with fewer on the zero-carbon liquid ammonia fuel. Aiming at the above deficiencies, this study used molecular dynamics simulations (MD) to explore the phase transition of liquid ammonia in a nitrogen supercritical environment under forced convection conditions. The Peng-Robinson equation of state (PR-EoS) was used to calculate the vapor–liquid equilibrium of the ammonia–nitrogen system to determine the supercritical transition time of liquid ammonia under forced convection conditions. The effects of forced convection on the heat and mass transfer process and the evolution of the liquid-phase region and the vapor–liquid interface region were analyzed. It was found that forced convection can promote the mass and heat transfer process and accelerate the phase transition of liquid ammonia to some extent. Forced convection may have a greater effect on the single-phase diffusive mixing process compared to the two-phase evaporation process. The increase in the interfacial thickness under forced convection conditions is mainly attributed to the temperature increase promoted by convection. The interfacial temperature dominates the development of its thickness and the thickness is approximately linear with temperature during the diffusive mixing stage. The shear effect induced by convection has an inhibitory effect on the diffusion of ammonia molecules within the interface region along the vertical convection direction. The cases in this study indicate that forced convection may promote the supercritical transition of liquid ammonia. In addition, a dimensionless number κ was proposed to explore the possibility of scaling up the MD results to the engineering scale.

Corrigendum

Viktor Józsa, Dávid Csemány "Evaporation of Renewable Fuels in a Lean Premixed Prevaporized Burner", 60(2), pp. 82–88, 2016. (in this issue)https://doi.org/10.3311/PPme.8564When the above article was first published online Fig. 2 was incorrect. This has now been corrected in the online version. The correct version of Fig. 2 is published here.

Feasibility Study of Implementing Vapor Recovery Unit (VRU) To Control Evaporation in Fuel Storage Tanks

The PT X Fuel Terminal stores, stocks, and distributes fuel before it is delivered to end users. Fuel evaporation happens when Pertamax fuel is stored in storage tanks with vacant space when the liquid level drops. Product shrinkage (losses) from working loss is a frequent issue at the PT X gasoline terminal and is manageable with a vapor recovery unit. The entire working loss was determined to be 0.15% of the Pertamax throughput using information on working loss and investment in Vapor Recovery Unit equipment. With the implementation of the Vapor Recovery Unit, Pertamax losses can be controlled by 95%. The calculation results show that the recovery of Pertamax losses increases from IDR 4,755,933,859 to IDR 12,713,598,714 annually. Furthermore, the annual cost of the Vapor Recovery Unit is IDR 1,348,832,832, with an investment of IDR 6,975,719,896.61. The economic feasibility of its implementation was evaluated through investment profitability, the results showed a positive net present value of IDR 25,255,745,786.25, an IRR of 57%, a PI of 4.62, and a payback period of 2 years, 5 months, and 15 days.

A study of microstructures and corrosion behavior of HVOF/PVD duplex coating against 10 vol% HCl solution

Injection mold for ABS+PVC mixture confront severe HCl severe corrosion, resulting in its short service lifetime. To overcome this problem, a duplex coating, consisting of an inner thick anti-corrosion NiCr-30Cr3C2(containing 30 wt% Cr3C2) interlayer and an outermost nano-composite TiSiN coating, was designed and provided by combination of High Velocity Oxygen Fuel (HVOF) and physical vapor deposition (PVD). The results show that the NiCr-30Cr3C2interlayer is composed of γ-NiCr and Cr3C2phases, with high-density defects (Pores, Cracks and Un/semi-melted zones), whereas the TiSiN coating consists of fcc nanocrystallines embedded amorphous Si3N4 matrix, also containing high-density micro-particles. The corrosion experiments against 10 vol% HCl solution at 65 °Cshow that the HVOF-PVD duplex coating displays a much superior corrosion resistance compared to single HVOF layer or PVD coating. Poor corrosion resistance of NiCr-30Cr3C2 layer is mainly due to the strong destruction of chlorine ions on the passivation films and its high-density defects which are prone to the infiltration of electrolyte, whereas poor anti-corrosion of TiSiN coating is attributed to the TiSiN-coating delamination caused by coupling effects of particle-induced pitting corrosion, interfacial corrosion and cracking. While the superior corrosion resistance of HVOF/PVD duplex coating is associated with the chemical inertness of TiSiN coating and the existence of the anti-corrosionNiCr-30Cr3C2interlayer which effectively inhibits interfacial corrosion and the generation of cracks. This indicates that the HVOF/PVD duplex coating may be as a good candidate for injection molds under HCl environments.

Study on RP-3 Aviation Fuel Vapor Concentration

Fuel vapor concentration is a key parameter for assessing the flammability of aircraft fuel tanks. However, the current research on RP-3 (Rocket Propellant-3) fuel vapor concentration is inadequate. This study categorizes fuel components by the number of carbon atoms and utilizes Raoult’s law to estimate the gas–liquid equilibrium relationship of each constituent element under equilibrium conditions. The equilibrium-state model is experimentally validated, and the differences in the constituents and fuel vapor concentrations of RP-3 and Jet-A (Jet Fuel-A) fuels are analyzed. In addition, an empirical correlation between the overall hydrocarbon concentration of RP-3 fuel vapor and the temperature and pressure in the equilibrium state is established, providing a theoretical basis for determining RP-3 fuel vapor concentration in related investigations. Furthermore, a transient prediction model of fuel vapor concentration is developed using the lumped parameter approach that considers the heat exchange among the fuel, gas, wall, and environment. The model’s accuracy is confirmed by comparing it to existing literature. Then, the temperature and fuel vapor concentration variation patterns in the fuel tank are calculated and evaluated under two typical flight scenarios. The results show a significant difference between the calculated fuel vapor concentration values obtained through equilibrium-state and transient models. Therefore, in the design of fuel vapor catalytic inerting systems, it is crucial to consider both the equilibrium and transient fuel vapor concentration values rather than relying solely on the former. Throughout the flight envelope, gas phase and fuel phase temperatures in RP-3, Jet-A, and C10H22 fuel tanks exhibit minimal differences. However, significant variations in fuel vapor concentration exist depending on the flight state and envelope. Hence, regarding RP-3 as equivalent to C10H22 is inappropriate. Additionally, fuel vapor concentration is a more suitable metric than fuel temperature for assessing fuel tank flammability.

Heat Recuperation from Internal Combustion Engines by Fuel Reforming: Kinetics-Based Analysis

In an effort to estimate the feasibility of heat recuperation from an internal combustion engine (ICE) by steam reforming (SR) or by decomposition of the fuel, we study here the required size of a reformer heat exchanger in order to power a 3.7 kW engine. To that end, we experimentally test the heat transfer in a structured commercial reactor with ∼0.39 m2 of heat transfer area in an ∼1 L unit. We then simulate the required length for evaporation and reforming of several fuels, using published kinetics with a highly active catalyst, under a fixed exhaust temperature of 973 K, and study the effect of pressure and steam-to-fuel ratio. Both co- and counter-current schemes are considered. Methanol decomposition is probably the best solution from the energy point of view. However, it is known to lead to deactivation. Methanol SR (with S/M = 1) requires about 2 L of reformer-HE and seems to be a reasonable solution, yielding a chemical energy gain of ∼16%, a value close to the asymptotic thermodynamic value. Moreover, the presence of CO2 in the reformate is known to mitigate to NOx emissions down to zero-impact levels. Ethanol SR (with S/E = 1 or 3) yields poor results since CH4 is an intermediate, which requires high temperatures for reforming; operating ESR requires exhaust temperatures of ∼1250 °K or higher. While such high temperatures may be attained and may yield an energetic gain of more than 20%, it will require modification of the process. Methylal SR (S/MA = 1) yields good results as well.

Experimental Study on the Effect of Magnetic Fields on Combustion Characteristics of Biodiesel from Nyamplung (Calophyllum Inophyllum)

Nyamplung (Calophyllum Inophyllum) is an environmentally friendly alternative fuel that can be used to replace the consumption of fossil fuels. The purpose of this experiment was to analyze the effect of magnetic fields on the premixed flame of biodiesel from Calophyllum Inophyllum, the experiments were carried out on a bunsen burner. Fuel evaporation uses a temperature of 473 K and the equivalent ratio used is between ϕ 0.7; 0.8; 0.9; 1.0; 1.1 and 1.2. This experiment used a modified magnet that has magnetic force in 11.000 gausses with magnetic variations N-S, S-N, N-N, and S-S. Experiments revealed that magnetic fields have a significant effect to increase the value of laminar flame speed on magnetic variations point at S-S 3.8%; N-N 4.8%; S-N 17.09%, and the highest laminar flame speed were at point N-S 20.7%. The enhancement value of laminar flame speed indicated more optimum combustion processes. The magnetic fields can influence the O2, and H2O and change the orientation of the hydrocarbons which makes it easier for O2 and fuel to carry out the oxidation process, resulting in more optimal combustion.

Droplet evaporation characteristics of hydrogenated biodiesel-ethanol-diesel ternary fuel

ABSTRACT A multi-component blend of highly volatile ethanol with low volatile hydrogenated biodiesel and diesel is the subject of study. The internal vapor bubble dynamics and evaporation characteristics of individual droplets at high temperatures were investigated. The evaporation characteristics of droplet normalized square diameter and droplet lifetime of the blends of hydrogenated biodiesel, ethanol, and diesel were captured by means of the hanging droplet method and high-speed microscopic imaging in a constant temperature heating furnace. It is revealed that the rise in ambient temperature contributes to increasing the evaporation rate of fuel droplets and intensifies the micro explosion during evaporation and shortens the evaporation of droplets to a certain extent; Compared to diesel, the inhibition effect of evaporation is stronger with the increase of hydrogenated biodiesel in binary fuels and compared with binary fuels, ethanol in ternary fuels promotes micro explosions and shortens droplet evaporation; The droplet evaporation of binary fuels shows three typical phases of ethanol domination, ethanol, and diesel co-domination and co-evaporation of all three in sequence.

Thermodynamic study of integrated proton exchange membrane fuel cell with vapour adsorption refrigeration system

With the rising usage of fossil fuels, there is an urgent need to develop new technologies specifically based on renewable energy sources to power the vehicles running on fuel. A fuel cell is an electrochemical cell that is used to convert the chemical energy of a fuel directly to electric power. Fuels cells possess advantages such as smaller size, high efficiency, silent operation, etc. However, there can be significant variations in the size and power output of the fuel cells depending upon the application. The focus of this paper is to estimate the performance of an integrated system comprising of Polymer Exchange Membrane Fuel cell (PEMFC) and vapour adsorption refrigeration system to produce electric output and cooling effect simultaneously. The adsorption system in this study is based on activated carbon and methanol combination. The effect of operating parameters such as the operating temperature, current density and evaporator temperature on the energy and exergy efficiency of the system is presented. The study shows a remarkable improvement in the performance of the integrated system compared to PEMFC alone. The results show that the system energy and exergy efficiency decrease as the current density value increases. Maximum system energy and exergy efficiency of 63.01% and 29.88% are achieved. In addition, a maximum energy efficiency of 65.39% was reported at an evaporator temperature of 5 °C and a current density of 0.8 A/cm2.

A Novel Application of Photocatalysis: A UV-LED Photocatalytic Device for Controlling Diurnal Evaporative Fuel Vapor Emissions from Automobiles

A novel application of photocatalysis was investigated to reduce diurnal evaporative fuel vapor emissions from automobiles. A light-weight annulus photocatalytic device was designed, fabricated, and characterized for its performance for the oxidation of diurnal evaporative fuel vapor emissions. The prototype photocatalytic device was made with PVC pipe and ultraviolet (λ = 365 nm) light emitting diodes (UV LEDs) as light sources. Commercially available Evonik P25 TiO2 was used as the photocatalyst. The study results demonstrate that the UV LED photocatalytic device is capable of reducing diurnal evaporative fuel vapor emissions from automobiles by 60 wt%. However, the presence of high concentrations of light alkanes and aromatic fuel vapors in the diurnal emissions may limit the longevity of the device due to photocatalyst deactivation. Further development of the idea to enhance the longevity of its performance is recommended.

A molecular dynamics study of evaporation mode transition of hydrocarbon fuels under supercritical conditions

The mode transition of evaporation for single- and multi-component hydrocarbon fuels is investigated at the molecular level. This study scrutinizes first the subcritical and supercritical evaporation of n-hexadecane droplets and liquid films by molecular dynamics (MD) simulations. The mode regime map of n-hexadecane droplets is obtained. Then the mode transition of evaporation of a three-component droplet and a six-component droplet is studied. A critical dimensionless number τ0.9P of 0.5 based on the average displacement increment (ADI) of fuel atoms is used to identify the evaporation mode transition of fuels with any type and number of components. It is found that in the diffusion mode of evaporation, the entropy becomes the dominant factor in the evaporation of fuels, and the disorder of the fuel molecules increases significantly compared with that in the classic evaporation mode. Compared with the case of the quiescent droplet, with increasing relative velocity between the droplet and the ambient gas, the mode transition becomes easier, although this is a non-linear process. Fuel droplets and liquid films with different initial sizes are investigated to understand the size effect. In addition, for the same ambient temperature and pressure, the smaller the normalized specific heat transfer surface area of the fuel is, the easier the mode transition of evaporation is. A correlation was proposed to compare the possibility of mode transition of evaporation for single- and multi-component fuels.

Mathematical and Experimental Analysis of an Internally Finned Double Pipe Heat Exchanger for Coupling of Solid Oxide Fuel Cell Cathode Exhaust Heat and Vapor Absorption Refrigeration System on Refrigerated Trucks

Abstract Solid oxide fuel cells (SOFCs) generate electricity with high quality waste heat which if harnessed and used as energy source for vapor absorption refrigeration systems (VARS) will address the emission issues related to refrigerated transport infrastructure. The temperature range of the heat source required at the desorber of the VARS is between 120 °C and 200 °C, while SOFCs cathode exhaust heat temperatures are 600 °C and above. Therefore, an internally finned double pipe heat exchanger (DPHX) was used in this study with thermal oil as the coupling fluid to experimentally couple the SOFC cathode exhaust heat with the VARS indirectly. The experimental setup mimics a 5 kWe SOFC stack. Results showed that 1.84 kW of heat was recovered at a cathode exhaust flowrate of 24.64 L s−1 resulting in a heat exchanger effectiveness of 12.22% and overall heat transfer coefficient of 60.15 W m−2 K−1. The recovered 1.84 kW of heat are able to power a single effect VARS on board a small, refrigerated truck to supply 1 kW of cooling load. Results also revealed an exchanger effectiveness and overall heat transfer coefficient increase by 70.2% and 19.4%, respectively, at a reduced exhaust flowrate of 7.347 L s−1. Further improvement of 81.1% and 39.22%, respectively, of exchanger effectiveness and overall heat transfer coefficient was achieved at 4.653 L s−1 exhaust flowrate.

STUDY OF SMOKE OF EXHAUST GASES OF INTERNAL COMBUSTION ENGINES OPERATING ON DIESEL FUEL WITH BIOPLE ELEMENTS

The most popular vehicle in the world is the car, their number is constantly increasing. Older cars are being replaced by improved models, and new car designs and systems are being developed and implemented. Areas of improving the design of the car, in addition to improving safety, fuel economy and comfort, include improving environmental safety, as the car is a source of environmental pollution. Internal combustion engines are the main source of man-made air pollution. The operation of the internal combustion engine is accompanied by the formation of emissions of sulfur dioxide and nitrogen oxides, which is the cause of acid precipitation. Smog and the greenhouse effect due to hydrocarbon emissions are inevitable, and solid dust and soot particles cause weather changes (cold, fog and rain). All these factors, together with industrial emissions, are leading to global climate change. Fuel evaporation, crankcase and exhaust gases are among the main phenomena of harmful effects of the internal combustion engine on the environment and account for up to 78%. This article highlights the problem of soot formation in the soot filters of the car exhaust system. Groups of chemical elements that are part of exhaust gases are considered. The existing directions of reducing the toxicity of exhaust gases are analyzed. The influence of different types of fuel on the toxicity of exhaust gases and soot formation is determined. The principle of soot filter operation during filtration and regeneration is described. Types of regeneration and the principle of their action are described. Smoke of soot filters at different mileage was studied. The principle of using the Infracar D smoke meter is described. An experimental study of ultrasonic soot filter cleaning was performed. Based on the information received, conclusions are drawn.

Risco Químico associado ao setor dos Transportes de Passageiros e Mercadorias

Introduction/framework/objectives Drivers are subject to numerous occupational hazards; however, the associates at the Chemical level are not particularly developed, nor is bibliography on the subject easily found. The aim of this review was to summarize what is most relevant described, in order to enhance the work developed by the Occupational Health and Safety teams with clientes on this sector. Methodology This is a Bibliographic Review, initiated through a search carried out in February 2022, in the databases “CINALH plus with full text, Medline with full text, Database of Abstracts of Reviews of Effects, Cochrane Central Register of Controlled Trials, Cochrane Database of Systematic Reviews, Cochrane Methodology Register, Nursing and Allied Health Collection: comprehensive, MedicLatina and RCAAP”. Contents Individuals with jobs in this sector are exposed to chemical agents resulting from incomplete combustion, engine emissions and elements secondary to the evaporation of fuels. Although some exist in low concentrations, they have carcinogenic potential. After the decrease in lead in gasoline, other substances began to be used more, such as benzene, toluene and xylene; as well as ethanol and metanol, in order to increase efficiency. The International Agency for Research on Cancer has classified benzene as a human carcinogen. In practice, a decrease in the number of blood cells is observed (anemia, thrombocytopenia, leukopenia or even leukemia); although the mechanism is not fully understood. Taxi drivers are considered to be sufficiently exposed professionally to present these changes. The concentration of benzene for these is two to three times lower than that found in the vicinity of structures in the oil industry (for example), but still three times higher than the limit recommended by the American Conference of Government Industrial Hygienists. There is also exposure to other hydrocarbons, particulate matter, heavy metals such as lead and volatile organic compounds. Discussion and Conclusions The Chemical Risk associated with passenger and/or goods transport vehicles is relevant and reasonably little studied, although some medical consequences are very relevant. In terms of collective protection measures, only the use of HEPA filters are mentioned in some contexts, as well as having or not having the window open and the air circulation system on; in the context of individual protection measures, none of the consulted articles developed them. It would be relevant for a Health and Safety team with several clients in these sector, to better assess the situation and disseminate their data and conclusions through the publication of article(s), to have more knowledge to work in this area and be able to provide a healthier and safer work environment. Keywords: chemical risk, driver, taxi driver, occupational health and occupational medicine.

Study on Leak Detection Model and Influencing Factors of Vehicle Fuel Evaporation System

Abstract The evaporative emission and leak of vehicle fuel cause serious pollution to the environment. In order to find out the main influencing factors of the leak detection process of vehicle fuel evaporation system, the leak process and main influencing factors of vehicle fuel evaporation system were studied by means of simulation calculation and experimental research. The leak detection model of fuel evaporation system was established. The pressure decay process was simulated and calculated by matlab/simulink, and the calculated value was compared with the experimental value. The maximum relative error does not exceed 9.52%, indicating that the established mathematical model of pressure change is in good agreement with the test results, and the established mathematical model has high accuracy. Based on the positive pressure decay method, an experimental bench for leak detection of the fuel evaporation system was built, and the influence of different initial pressures and fuel volumes on the leak detection process of the fuel evaporation system under two leak hole diameters of 1 mm and 0.5 mm was studied. The results show that different initial pressures correspond to different decay rates. The greater the initial pressure is, the higher the pressure decay rate becomes. The higher the pressure decay rate is, the clearer the signal is, which is more conducive to leak detection. The fuel volume has a great influence on the pressure decay process, especially when the fuel volume is 80%, the difference in fuel volume is also 30%, and the pressure difference between 50% and 80% fuel volume is much larger than that between 20% and 50% fuel volume. Therefore, it is more important to select the appropriate range of fuel volume when conducting leak detection of the fuel evaporation system.

Design and Characteristics of a New Pre-Evaporation Chamber Geometry for Low-Grade Palm Oil Fuel Evaporation for Micro Gas Turbine Application

Recent increase in fuel prices, greenhouse emissions, global warming issue, as well as future predictions regarding fossil fuel depletion concerns have prompted widespread research on carbon-neutral renewable liquid biofuels as an alternative of petroleum fuels. In the present study, a numerical approach was used to design and optimize a novel design of pre-evaporation chamber, to pre-evaporate crude palm oil fuel using exhaust gas recycling to allow partially premixed fuel vapors to be introduced to the main combustion chamber. Discrete Phase Model (DPM) and species non-premixed model used in ANSYS-FLUENT software to simulate fuel evaporation. The pre-chamber optimization included the addition of variable number of revolve geometry to the walls to induce turbulence and to enhance the cyclonic motion caused by the tangential hot exhaust gas inlets with different fuel injection configurations. The number of revolves was varied in the range of 5-8 and diameter range of 40-90 mm with three injector configurations. The results revealed that the optimum chamber geometry consist of 7 revolves with 70 mm diameter with fuel evaporation rate about 0.0023kg/s and fuel evaporation percentage about 89%. Increasing the exhaust gas temperature from 950 °C up to 1050°C did not show a significant fuel evaporation enhancement. Results also showed that the evaporation enhancement is proportional to the number of fuel injectors where evaporation increased gradually from 73% to 89% when increasing number of injectors from 1 to 3.

Long-Term Behavior of Fuel Vapor Retaining Systems for Pure (E0) and Blended Fuels (E10) Part 2: Regeneration with Nitrogen of 70% Relative Humidity

In gasoline-driven vehicles, fuel vapor retaining systems are used to prevent the emission of hydrocarbons from the fuel tank into the atmosphere. In this paper, which is Part 2 of our publication, measurements of regeneration processes of the activated carbon by flushing it with humid nitrogen gas of 70% relative humidity are represented. Using purge air with high relative humidities, representing realistic conditions, it can be observed that water is accumulated in the activated carbon. For ethanol-containing fuel blends, additional accumulation of ethanol in the carbon occurs, decreasing the adsorption capacity of the carbon for standard fuel’s components considerably. State-of-the-art testing procedures use purge air with about 50% relative humidity for the regeneration of the activated carbon filters. As this often does not represent real operation conditions, the working limits of the fuel vapor retaining systems could not be identified up to now. Furthermore, the determination of the butane working capacity as a quality parameter of the fuel vapor retaining systems is also based on the assumption of relatively low air humidity. Consequently, a new quality criterion has to be established.

Long‐Term Behavior of Fuel Vapor Retaining Systems for Biofuels (E0, E10) Part 1: Regeneration with Dry Flushing Nitrogen

AbstractSeit 2011 werden dem fossilen Ottokraftstoff 5 bis 10 Vol.‐% Bioethanol beigemischt. Um den Einfluss des Ethanol‐Zusatzes auf die Funktionstüchtigkeit der Aktivkohlefilter von Kraftstoffdampfrückhaltesystemen untersuchen zu können, wurde eine spezielle Versuchsanlage konzipiert. Mit ihr sind Langzeitmessungen über mehrere Wochen möglich, so dass das Ad‐ und Desorptionsverhalten der Aktivkohlefilter detailliert erfasst werden kann. Die Ergebnisse zeigen bei Regeneration mit trockenem Spül‐Stickstoff deren Langzeittauglichkeit. Das dabei gewonnene Grundverständnis könnte den mit Ethanolblends und feuchtem Regenerationsfluid verstärkten Ausfall der Filter erklären.