Before emission controls were mandated on the internal combustion engines, other sources of engine pollutants were discovered, along with the exhaust emission. It was determined that engine combustion exhaust produced 60% of the total emission pollutants, fuel evaporation from the fuel tank and carburetor vents produced 20%, and the remaining 20% was produced through the crankcase as a by-product of the combustion process.
Crankcase emissions are made up of water, acids, unburned fuel, oil fumes and particulates. The emissions are classified as hydrocarbons (HC) and are formed by the small amount of unburned, compressed air/fuel mixture entering the crankcase from the combustion area during the compression and power strokes, between the cylinder walls and piston rings. The head of the compression and combustion help to form the remaining crankcase emissions.
Since the first engines, crankcase emissions were allowed into the atmosphere through a road draft tube, mounted on the lower side of the engine block. Fresh air came in through an open oil filler cap or breather. The air passed through the crankcase mixing with blow-by gases. The motion of the vehicle and the air blowing past the open end of the road draft tube caused a low pressure area at the end of the tube. Crankcase emissions were simply drawn out of the road draft tube into the air.
To control the crankcase emission, the road draft tube was deleted. A hose and/or tubing was routed from the crankcase to the intake manifold so the blow-by emission could be burned with the air/fuel mixture. However, it was found that intake manifold vacuum, used to draw the crankcase emissions into the manifold, would vary in strength at the wrong time and not allow the proper emission flow. A regulating type valve was needed to control the flow of air through the crankcase.
Testing, showed the removal of the blow-by gases from the crankcase as quickly as possible, was most important to the longevity of the engine. Should large accumulations of blow-by gases remain and condense, dilution of the engine oil would occur to form water, soots, resins, acids and lead salts, resulting in the formation of sludge and varnishes. This condensation of the blow-by gases occur more frequently on vehicles used in numerous starting and stopping conditions, excessive idling and when the engine is not allowed to attain normal operating temperature through short runs.
FUEL EVAPORATIVE EMISSIONS
Gasoline fuel is a major source of pollution, before and after it is burned in the automobile engine. From the time the fuel is refined, stored, pumped and transported, again stored until it is pumped into the fuel tank of the vehicle, the gasoline gives off unburned hydrocarbons (HC) into the atmosphere. Through redesigning of the storage areas and venting systems, the pollution factor was diminished, but not eliminated, from the refinery standpoint. However, the automobile still remained the primary source of vaporized, unburned hydrocarbon (HC) emissions.
Fuel pumped from an underground storage tank is cool but when exposed to a warmer ambient temperature, will expand. Before controls were mandated, an owner would fill the fuel tank with fuel from an underground storage tank and park the vehicle for some time in warm area, such as a parking lot. As the fuel would warm, it would expand and should no provisions or area be provided for the expansion, the fuel would spill out the filler neck and onto the ground, causing hydrocarbon (HC) pollution and creating a severe fire hazard. To correct this condition, the vehicle manufacturers added overflow plumbing and/or gasoline tanks with built in expansion areas or domes.
However, this did not control the fuel vapor emission from the fuel tank. It was determined that most of the fuel evaporation occurred when the vehicle was stationary and the engine not operating. Most vehicles carry 5-25 gallons (19-95 liters) of gasoline. Should a large concentration of vehicles be parked in one area, such as a large parking lot, excessive fuel vapor emissions would take place, increasing as the temperature increases.
To prevent the vapor emission from escaping into the atmosphere, the fuel system is designed to trap the fuel vapors while the vehicle is stationary, by sealing the fuel system from the atmosphere. A storage system is used to collect and hold the fuel vapors from the carburetor and the fuel tank when the engine is not operating. When the engine is started, the storage system is then purged of the fuel vapors, which are drawn into the engine and burned with the air/fuel mixture.