Carburetor Evaporation Losses

Wentworth, J. T.

doi:10.4271/580256

Cited by 9 publications

(4 citation statements)

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“…Considerable evidence supports this latter phenomenon. Wentworth's (1969) data showed that an 80% reduction in this quench crevice volume gave a 40% reduction in total HC emissions, implying that about half the total HC came from the quench crevice. Tabaczynski et al (1972) showed that the vortex in their CFR engine experiments reached the valve when the piston was about 2 in.…”

Section: Origin Of Unburned Hydrocarbonsmentioning

confidence: 96%

“…where VQC is the quench crevice volume, F is the fuel:air ratio, and pu is the fuel-air mixture density at the pressure and temperature at which flame quenching at crevice entrance occurs. The relative importance of the piston crown-cylinder wall crevice is indicated by results of Wentworth (1969); a reduction in this crevice volume by 80% reduced exhaust HC by 40%.…”

Section: Origin Of Unburned Hydrocarbonsmentioning

confidence: 99%

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Formation of hydrocarbons and oxides of nitrogen in automobile engines

Heywood¹,

Keck²

1973

Environ. Sci. Technol.

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Section: Origin Of Unburned Hydrocarbonsmentioning

confidence: 96%

Section: Origin Of Unburned Hydrocarbonsmentioning

confidence: 99%

Formation of hydrocarbons and oxides of nitrogen in automobile engines

Heywood¹,

Keck²

1973

Environ. Sci. Technol.

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“…Control of these evaporative emissions became mandatory in California in 1970 and throughout the rest of the country in 1971. In 1958, J. T. Wentworth of General Motors reported an experimental program that had been conducted to quantify carburetor vent emissions from a small set of vehicles during on-road operation in Detroit and Phoenix [39]. This work showed that vent emissions were highly dependent upon carburetor bowl temperature and fuel volatility.…”

Section: Other Sources Of Vehicle Emissionsmentioning

confidence: 99%

Vehicle Emissions and Air Quality: The Early Years (1940s–1950s)

Hoekman

Welstand

2021

Atmosphere

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During the 1940s, an unusual form of air pollution was experienced in the Los Angeles (LA) area of Southern California. Referred to as LA smog, this pollution differed from previously known air pollution with respect to its temporal patterns (daytime formation and nighttime dissipation), eye irritation, high oxidant levels, and plant damage. Early laboratory and field experimentation discovered the photochemical origins of LA smog. Though mechanistic understanding was incomplete, it was determined that hydrocarbon (HC) compounds in the atmosphere participate in smog formation, enabling build-up of higher ozone concentrations than would otherwise occur. It being a significant source, there was great interest in characterizing and controlling HC emissions from motor vehicles. Considerable work was done in the 1940s and 1950s to understand how emissions varied with vehicle operating conditions and deterioration of engine components. During this time, procedures were developed (and improved) to sample and quantify vehicle emissions. Besides exhaust, HC emissions from crankcase blowby, carburetor evaporation, and fuel tank losses were measured and characterized. Initial versions of both catalytic and non-catalytic exhaust after-treatment systems were developed. The knowledge gained from this pre-1960 work laid the foundation for many advancements that reduced vehicle emissions and improved air quality during subsequent decades.

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“…The mechanisms whereby contaminants are emitted to the atmosphere and their quantities calculated are included in these reports. Information from an earlier paper by Wentworth 11 was applied in computing evaporation loss emissions from the carburetor during operation and during the "hot soak" period. * Evaporation emissions from automobile fuel tanks are based upon APCD test results which indicate that average emissions per tank are 0.045 pounds per day.…”

mentioning

confidence: 99%