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Published in Heinz P. Bloch, Kenneth E. Bannister, Practical Lubrication for Industrial Facilities, 2020
Heinz P. Bloch, Kenneth E. Bannister
On the other hand, vapor pressure may be too high. An excess of high-volatility actions in hot weather can lead to vapor lock, preventing delivery of fuel to the carburetor. This is the result of the partial vacuum that exists at the suction end of the fuel pump and that, along with high temperatures, increases the tendency of the fuel to vaporize. If the fuel vapor pressure is too high, vapors formed in the suction line will interrupt the flow of liquid fuel to the pump, causing the engine to stall.
Gasoline
Published in Mark J. Kaiser, Arno de Klerk, James H. Gary, Glenn E. Hwerk, Petroleum Refining, 2019
Mark J. Kaiser, Arno de Klerk, James H. Gary, Glenn E. Hwerk
Vapor lock and hot fuel handling problems occur when excessive gasoline vapor accumulates somewhere in the fuel system (e.g., fuel pumps, fuel line, fuel injector) and reduces or interrupts the fuel supply to the engine. When the fuel supply is reduced, the air–fuel ratio becomes too fuel-lean, which may cause loss of power, surging, or backfiring. When the fuel supply is interrupted, the engine stops and may be difficult to restart until the fuel system has cooled and the vapor has condensed. Overheated fuel or overly volatile fuel is the main cause of hot-fuel drivability problems.
Biofuel Quality for Internal Combustion Engines
Published in K.A. Subramanian, Biofueled Reciprocating Internal Combustion Engines, 2017
The vapor pressure of gasoline should be controlled seasonally because engines need volatility corresponding to different ambient temperatures. The vapor pressure must be at a level that will avoid the possibility of hot-fuel handling problems such as vapor lock. Vapor pressure is also important at lower temperatures for ease of starting and part load performance. Therefore, the vapor pressure in a fuel must be within a range that allows for satisfactory performance of engines.
Feasibility of adding N-Butanol and di isopropyl ether with gasoline on its physico-chemical properties
Published in Petroleum Science and Technology, 2022
Gopinath Dhamodaran, Ganapathy Sundaram Esakkimuthu, Thennarasu Palani
The function and operations of gasoline engine are based on the fuel vapor pressure. The volatility of gasoline and other petroleum fuels are described by vapor pressure. The gasoline vapor pressure is affected when adding oxygenate, and it depends upon oxygenate vapor-liquid balance. Vapor pressure is exerted in vapor liquid form produced in the RVP closed container apparatus. This vapor pressure affects the performance characteristics of gasoline and other hydrocarbon fuels, particularly during cold-starting and vapor-lock conditions. Higher level of vaporization of fuel is suitable for operating the engine during winter conditions and lower level of vaporization of fuel is desirable for operating the engine during summer conditions to avoid vapor lock (Amine Manal et al. 2018). The variation of RVP of gasoline-oxygenate blend with the variation of oxygenate percentage is shown in Figure 6. Lower RVP value of 52.6 kPa and 51.20 kPa are observed for N30 and D30 blends respectively as compared to 58.4 kPa for gasoline. RVP for gasoline-N-Butanol and gasoline-DIPE blends decreased with increase in percentage of oxygenate. When the oxygenate percentage increases from 0% to 30% in gasoline, the RVP value decreased from 58.4 kPa to 51.2 kPa for DIPE blends and for N-Butanol blends it is decreased from 58.4 kPa to 52.6 kPa. Both N-Butanol and DIPE blends having acceptable vapor pressure limit to operate the engine in normal and summer weather conditions. The same trend is observed and reported by Shirazia Saeid Aghahossein et al. (2019).