Appendix 1

OPTIMIZATION OF PERFORMANCE PARAMETERS OF

SI ENGINE USING ELECTRONIC CONTROLLED LPG
GAS FUEL INJECTION SYSTEM
A PROJECT REPORT

Submitted in partial fulfillment for the award of the degree of

B.TECH.

in

MECHANICAL ENGINEERING

By

VIPIN MANGLA (10BME0056)

CHIRAG GOVIL (10BME0127)
KUNAL CHOUDHARY (10BME0138)
SURABHI SHOUCHE (10BME0277)

School of Mechanical and Building Sciences

VIT
UNIVERSITY
(Estd. u/s 3 of UGC Act 1956)

MAY 2014

1
 Appendix 2

DECLARATION BY THE CANDIDATE

I here by declare that the project report entitled “OPTIMIZATION OF

PERFORMANCE PARAMETERS OF SI ENGINE USING ELECTRONIC
CONTROLLED LPG GAS FUEL INJECTION SYSTEM” submitted by me
to Vellore Institute of Technology University, Vellore in partial fulfillment of
the requirement for the award of the degree of B.TECH. in Mechanical
Engineering is a record of bonafide project work carried out by me under
the guidance of Prof. Ravi k. I further declare that the work reported in
this project has not been submitted and will not be submitted, either in part
or in full, for the award of any other degree or diploma in this institute or
any other institute or university.

Place: Vellore Signature of the Candidate

Date:

2
 Appendix 3

VIT
UNIVERSITY
(Estd. u/s 3 of UGC Act 1956)

School of Mechanical and Building Sciences

CERTIFICATE

This is to certify that the project report entitled “OPTIMIZATION OF

PERFORMANCE PARAMETERS OF SI ENGINE USING ELECTRONIC
CONTROLLED LPG GAS FUEL INJECTION SYSTEM” submitted by
Vipin Mangla (10BME0056), Chirag Govil (10BME0127), Kunal
Choudhary (10BME0138), SURABHI SHOUCHE (10BME0277) to Vellore
Institute of Technology University, Vellore, in partial fulfillment of the
requirement for the award of the degree of B.TECH. in Mechanical
Engineering is a record of bona fide work carried out by him/her under my
guidance. The project fulfills the requirements as per the regulations of this
Institute and in my opinion meets the necessary standards for submission.
The contents of this report have not been submitted and will not be
submitted either in part or in full, for the award of any other degree or
diploma and the same is certified.

Guide External Examiner

Prof. Ravi K.

3
 Appendix 5

ACKNOWLEDGEMENT

I take this opportunity to express my profound gratitude and deep regards to my guide Prof.
Ravi K. for his exemplary guidance, monitoring and constant encouragement throughout the
course of this project.

I would like to acknowledge with much appreciation the crucial role of Prof. A. Senthil Kumar,
Dean, SMBS, who gave the permission to use all required machinery along with his guidance to
complete the project.

I would like to express my special gratitude to Mr. Vasudevan for his help in developing the EC
Unit. My thanks and appreciation to my team members and colleagues in developing the project
who have helped out with all their capabilities

Place : Vellore

Date :
Vipin Mangla
Chirag Govil
Kunal Choudhary
Surabhi Shouche

4
 Appendix 6

TABLE OF CONTENTS

CHAPTER NO. TITLE PAGE NO.

ABSTRACT 7

LIST OF TABLES 8

LIST OF FIGURES 9

1. INTRODUCTION 11

1.1 Overview 11

1.2 Problem Statement 12

1.3 Core Objectives 12

1.4 Advantages of EFI 12

2. LITERATURE SURVEY 13

3. DESIGN OF THE SETUP 21

3.1 Experimental details 21

3.2 ECU Unit 26

3.3 ECU circuit 28

4. CALCULATIONS 30

4.1 Injector and pulse width calculator 30

4.2 Theoretical Calculations 31

5
5. RESULTS 33

5.1 Data Obtained 33

5.2 Graphs 35

6. CONCLUSION 51

7. REFERENCES 52

6
ABSTRACT

In this particular project, a four-stroke carburettor spark-ignition (SI) engine was run using a
specially designed, electronically controlled liquefied petroleum gas (LPG) injection system in a
set of experiments conducted to compare the performance as electronic LPG gas injection system
can meet the needs for the goal of high engine power output and low exhaust emissions. An ECU
unit is made to control the gas flow rate and pulse width by the injector. With the LPG electronic
gas injection system, the air-fuel ratio can be optimized based on the requirements and CO and
NOx emission levels are decreased significantly compared with the LPG mechanical mixer fuel
supply system, based on the decreasing HC emission levels.
Experiments were carried out at 1500 rpm and fixed throttle positions of 25% of full opening to
determine performance parameters. During the tests, carried out in a test bed with a specially
designed, electronically controlled LPG injection unit, the excess air coefficient was maintained
within the range of 0.95–1.05 because the best emissions results are generally obtained in this
range. The test results showed that the LPG gas injection system developed in this project can
help to achieve higher engine power outputs, lower specific fuel consumption and lower exhaust
emissions thereby bringing us the chance to develop super low emission LPG motorcycles and
power plants.

7
 LIST OF TABLES
Sr. No. Table Page No.
1. 25% throttle opening for venturi 29
2. 25% throttle opening for EFI 29
3. 100% throttle opening for venturi 30
4. 100% throttle opening for EFI 30

8
 LIST OF FIGURES
Sr. No. Figure Page No.
1. Experimental setup 21
2. Actual experimental setup 22
3. Actual experimental setup 22
4. Fuel Injector 23
5. First decompression valve 23
6. Second decompression valve 23
7. Pressure stabilizing tank 25
8. Proximity sensor 25
9. ECU Unit Installed 26
10. ECU circuit 28
11. ECU circuit 28
12. Fuel injector size 29
13. Pulse width 29

9
PROJECT EVALUATION SUMMARY
Improper Air/Fuel ratio with LPG mechanical mixer fuel supply system is the major problem
which results in high level of exhaust emissions both CO and NOx which is to be eliminated.
Once if an optimized Air/fuel ratio is archived, exhaust emissions will automatically be
controlled to a very low level of emissions. Thus to resolve this problem, Electronic LPG fuel
injection system is developed in which an ECU unit helps in achieving the exact and precise
Air/Fuel ratio according to our need and requirement.
The Electronic Control System determines basic injection quantity based upon electrical signals
from the air flow meter and the engine rpm.
A two grade decompressed LPG fuel supply system with a stable pressure box is setup and the
effect of vacuum under the throttle on the gas flow characteristics is eliminated by means of a
pressure regulator as the second decompression valve according to the vacuum changes.
Comparisons with mechanical mixer LPG supply system; better emission levels of NOx, HC and
CO are reached by the means of the new LPG electronic fuel injection system.
The electronic LPG gas injection system for the small SI engine will promote a new way to
develop cleaner small power engines and motorcycles. Further matching work will be done
further based on above tests for better results on emission reduction and engine power output.

10
 CHAPTER.1
1.1 Overview
LPG is widely used as an alternative fuel for automobiles due to its efficient combustion
characteristics and low emissions .LPG can be liquefied at low pressures, in the range 0.7–0.8
MPa, and low atmospheric temperatures, which facilitates its use. Its higher octane number and
auto ignition temperature, greater flame velocity and wider flammability limits make LPG a
better spark-ignition engine fuel than gasoline. Liquefied Petroleum Gas (LPG) has been used
partly as an alternative fuel for public vehicle fleets in some parts of the world. There are three
advantages of using LPG as the vehicle fuel. First, LPG is a clean gaseous fuel compared with
the traditional fuels, gasoline and diesel. Second, energy structure can be optimized and is good
for the balance of fuel supply in some local areas or an entire country. Third, the cost for setting
up the LPG infrastructure system is much lower than that of the CNG. Due to these advantages,
in the last couple of decades we have seen many studies of LPG application and applications of
LPG in vehicles.
LPG is a powerful alternative to gasoline, but the advantages of LPG cannot be fully exploited
when it is used in gasoline engines with well-known techniques of conversion application. For
example, LPG-fuelled cars, having fuel systems converted from those of gasoline engines, can’t
take advantage of higher octane number of LPG. Only those which are manufactured specifically
for LPG use can have higher compression ratios and can achieve higher thermal efficiencies with
LPG.
LPG conversion of carburettor engines is rather primitive, and fuel flow is not directly
controlled. Therefore, the efficiency of such engines is very low, and emissions due to unburned
fuel or incomplete combustion are increased. Several researchers have investigated the use of
LPG fuel injection in spark-ignition engines. In these studies, LPG was injected into the
manifold in the vapour or liquid phase. Power loss is a problem with the use of LPG because
volumetric efficiency is influenced by gaseous fuels. In a study of reasons for power loss with
LPG, it was found that the electronic controlled fuel injection can improve the engine
power .Liquid injection of LPG would eliminate the disadvantages of low volumetric efficiency.
Therefore, many attempts have been made to develop systems for electronically controlled liquid
LPG injection to improve charging efficiencies and power.

11
1.2 Problem Statement
Improper Air/Fuel ratio with LPG mechanical mixer fuel supply system is the major problem
which results in high level of exhaust emissions both CO and NOx which is to be eliminated.
Once if an optimized Air/fuel ratio is achived, exhaust emissions will automatically be controlled
to a very low level of emissions. Thus to resolve this problem, Electronic LPG fuel injection
sysem is developed in which an ECU unit helps in achieving the exact and precise Air/Fuel ratio
according to our need and requirement.

1.3 Core Objectives

 The aim of this work is to study the effects of electronic LPG gas injection on engine
power output, specific fuel consumption and exhaust emissions.
 To study the increase in volumetric and thermal efficiency using electronic fuel injection
compared to LPG carburation.
 To study the reduction in emission levels of CO and NOx using electronic LPG injection.
1.4 Advantages of Electronic Fuel Injection
 Uniform Air/Fuel Mixture Distribution: Each cylinder has its own injector which delivers
fuel directly to the intake valve. This eliminates the need for fuel to travel through the
intake manifold, improving cylinder to cylinder distribution.
 Highly accurate air/fuel ratio control throughout all engine operating conditions: EFI
supplies a continously accurate air/fuel ratio to the engine no matter what operating
conditons are encoutered. This ensures a better driveability, fuel economy and emission
controls.
 Superior throttle response and power: By delivering fuel directly at the back of the intake
valve, the intake manifold design can be optimized to improve air velocity at the intake
valve. This improves torque and throttle response.
 Excellent fuel economy with improved emissions control: cold engine and wide open
throttle enrichment can be reduces with an EFI engine because fuel puddling in the intake
manifold is not a problem. This results in a better overall fuel economy and improved
emissions control.

12
 CHAPTER.2
2.1 LITERATURE SURVEY

LPG: a secure, cleaner transport fuel

Eric Johnson
Atlantic Consulting, Obstgartenstrasse 14, Gattikon CH-9136, Switzerland

 LPG is more secure than conventional and most alternative road-transport fuels.
 It is superior to most road-transport fuels with respect to public health and environmental
impact.
 It is available commercially today, which most alternatives are not.
 Policy makers should target a market share for LPG at 3–5% of road-transport fuel, up
from its current level ofabout 1%.

LPG: Pollutant emission and performance enhancementfor spark-ignition

four strokes outboard engines
S. Murillo, J.L. Mı´guez, J. Porteiro, L.M. Lo´pezGonza´lez , E. Granada, J.C. Mora´n

E.T.S. IngenierosIndustriales, Universidad de Vigo, Campus Lagoas-Marcosende, 36200-Vigo,

Espan˜ a, Spain

 To determine the basic parameters and quantify the emission index for carbon monoxide,
unburned hydrocarbons, and nitric oxides when LPG is used instead of gasoline.
 With the use of LPG, specific fuel consumption and CO emissions were much lower
without noticeable power loss.
 NOx emissions were higher, but could be kept below current and future emission limits.

Liquefied petroleum gas (LPG) as a medium-term option in the transition to

sustainable fuels and transport
Laurencas Raslavičiusa,n, Artūras Keršys a, Saulius Mockus a, Neringa Keršienė b, Martynas
Starevičius Department of Transport Engineering at Kaunas University of Technology ,Lithuania

 The changes spark ignition engines have undergone under the last 20–25 years has been
due to pressure from emission standards and fuel economy requirements becoming ever
stricter.
 Increasing emphasis on liquefied petroleum gas (LPG) as a clean,relatively low in cost
and abundant energy source to provide affordable fuel-efficient transportation,
encourages the search for the optimum approach to management of fuel,air and
combustion to achieve the best results in vehicle power,fuel efficiency and low gaseous
waste products.

13
  Leading to the course of establishing the new systems,including those for Otto engines
with direct gaseous fuel injection as well as direct liquid LPG injection.
An experimental study of the flame propagation and combustion
characteristics of LPG fuel
KihyungLeea,JeadukRyub
Department of Mechanical Engineering, Hanyang University, South Korea
Department of Mechanical Engineering, Graduate School of HanyangUnivesity, South Korea

 To determine the the flame propagation and combustion characteristics of LPG.

 The flame propagation reached a maximum speed at the stoichiometric equivalence ratio,
regardless of operating conditions.
 The effect of the equivalence ratio on both flame propagation and combustion
characteristics was greater than that of ambient conditions.
 The combustion stability worsened as the equivalence ratio moved into the lean region.

Performance of Single Cylinder Spark Ignition Engine Fueled by LPG

Sulaiman, M. Y., Ayob, M. R and Meran, I.
Mechanical Engineering
UniversitiTeknikal Malaysia Melaka,
Melaka, Malaysia.

 To analyze the characteristics of single cylinder SI engine fueled by LPG.

 The fuel consumption has been measured to identify which fuel is more practical for SI
engine.
 SI engine fueled by LPG has slightly decreased on power output up to 4 % compared to
unleaded petrol.
 Engine fueled by LPG reduce on specific fuel consumption (SFC).
 LPG engine have low energy price than unleaded petrol engine.

Experimental analysis on a spark ignition petrol engine fuelled with LPG

(liquefied petroleum gas)
Massimo Masi
Department of Management and Engineering, DTG University of Padova, Stradella S. Nicola, 3,
36100 Vicenza, Italy

 This paper deals with the theoretical advantages of using LPG as fuel for SI engines.
 Brake performance tests of a passenger car engine fed with petrol and LPG are analysed
and compared. The stock engine has beenequipped with a ―third-generation‖ standard kit
for dual-fuel operation.
 The performance reductions in LPG operation in both steady state and transient
condition.

14
  The modificationsto the set-up of both the petrol and LPG metering devices, designed for
a better justification ofthe measured performance has been evaluated.

A comparative study of carburation and injection fuel supply methods

in an LPG-fuelled SI engine
BarısErkus, Ali Surmen, M. IhsanKaramangil
Uludag University, Faculty of Engineering and Architecture, Dept. of Mechanical Eng., Bursa,
Turkey

 In this study, a four-stroke carburettor spark-ignition (SI) engine was run using a
specially designed, electronically controlled gas-phase manifold liquefied petroleum gas
(LPG) injection system in a set of experiments conducted to compare the performance of
different fuels and mixing systems.
 Volumetric efficiency values were also higher with LPG injection and gasoline
carburetion, compared to LPG carburetion and the highest volumetric efficiency values
were obtained with LPG injection method.
 The improvements in volumetric efficiency were found to be responsible for a large
portion of the considerable increase in engine power achieved, and the remainder of the
increase is believed to be due to increased indicated thermal efficiency.
 It has been observed that the LPG gas injection system developed in this study can help
to achieve higher engine power outputs, lower specific fuel consumption and lower
exhaust emissions.

Development of a Gas Phase LPG Injection system for a small SI engine

Liguang Li and Zhimin Liu , Shanghai Jiaotong University; Bin Jiang, FAW-Volkswagen
 This paper presents the development of an electronic control LPG gas injection system
and its application in a small SI engine.
 The tests results show that the developed LPG gas injection system can meet the needs
for the goal of high engine power output and low exhaust emissions based on the engine
bench tests.
 With the LPG electronic gas injection system, the air-fuel ratio can be optimized based
on the requirements and CO and NOx emission levels are decreased significantly
compared with the LPG mechanical mixer fuel supply system, based on the same HC
emission levels.
 Better emission levels for NOx, HC and CO are reached by means of the new LPG
electronic fuel injection system.
 The CO emission level is controlled under the 3.5%, nearly a 40% percent reduction with
the LPG mechanical mixer system.

15
 Experimental analysis on a spark ignition petrol engine fuelled with LPG
Massimo Masi, Department of Management and Engineering, DTG University of Padova,
Stradella S. Nicola, 3, 36100 Vicenza, Italy
 This paper deals with theoretical advantages of using LPG as fuel for SI engines.
 Brake performance tests of a passenger car engine fed with petrol and LPG are analysed
and compared.
 The stock engine has been equipped with a ―Third Generation‖ standard kit for dual fuel
operation.
 The performance reductions in LPG operations are discussed in both steady state and
transient condition.
 The results of some modifications to the setup of both the petrol and LPG metering
devices, designed for a better justification of the measured performance.

Performance and emission characteristics of an SI engine operated

with DME blended LPG fuel
SeokhwanLee ,Seungmook Oh, Young Choi
Engine Research Team, Green Eco-Machinery Research Division, Korea Institute of Machinery and
Materials, 171, Jang-Dong, Yuseong-gu, Taejon 305-343, Republic of Korea
Keywords:
DME (di-methyl ether)
 In this study, a spark ignition engine operated with DME blended LPG fuel was
experimentally investigated.
 Performance, emissions characteristics (including hydrocarbon, CO, and NOx
emissions),and combustion stability of an SI engine fuelled with DME blended LPG fuel
were examined at 1800 and 3600 rpm.
 Stable engine operation was possible for a wide range of engine loads up to 20% by mass
DME fuel.
 Exhaust emissions measurements showed that hydrocarbon and NOx emissions were
slightly increased when using the blended fuel at low engine speeds.
 Engine power output was decreased and break specific fuel consumption (BSFC)
severely deteriorated with the blended fuel since the energy content of DME is much
lower than that of LPG.
 The results of the engine power output and exhaust emissions, blended fuel up to 10%
DME by mass can be used as an alternative to LPG, and DME blended LPG fuel is
expected to have potential for enlarging the DME market.

16
Investigating the effects of LPG on spark ignition engine combustion and
performance
HakanBayraktar ,OrhanDurgun
Karadeniz Technical University, Faculty of Marine Science, Naval Architecture Department,
C¸ amburnu-Su¨ rmene, Trabzon 61530, Turkey

 A quasi-dimensional spark ignition (SI) engine cycle model is used to predict the cycle,
performance and exhaust emissions of an automotive engine for the cases of using
gasoline and LPG.
 In the computations performed at different engine speeds, the same fuel–air equivalence
ratios are selected for each fuel to make realistic comparisons from the fuel economy and
fuel consumption points of view.
 Comparisons show that if LPG fueled SI engines are operated at the same conditions with
those of gasoline fuelled SI engines, significant improvements in exhaust emissions can
be achieved.

Performance and emission characteristics of LPG powered four stroke SI

engine under variable stroke length and compression ratio
HakanOzcan ,Jehad A.A. Yamin
Department of Mechanical Engineering, OndokuzMayis University, 55162 Samsun, Turkey
Department of Mechanical Engineering, University of Jordan, Amman 11942, Jordan

 A computer simulation of a variable stroke length, LPG fuelled, four stroke, single
cylinder, water cooled spark ignition engine was done.
 The simulation results indicate the advantages and utility of variable stroke engines in
fuel economy and power issues.
 The brake specific fuel consumption has registered variations from a reduction of about
6% to an increase of about 3% at low speed and from a reduction of about 6% to an
increase of about 8% at high speed relative to the original engine design and for all stroke
lengths and engine speeds studied.
 An increase of pollutants of about 0.65–2% occurred at low speed. Larger stroke lengths
resulted in a reduction of the pollutants level of about 1.5% at higher speeds.
 At lower stroke lengths, an increase of about 2% occurred. Larger stroke lengths resulted
in increased exhaust temperature and, hence, make the exhaust valve work under high
temperature.

17
Effects of volumetric efficiency on the performance and emissions
characteristics of a dual fueled (gasoline and LPG) spark ignition engine
M. Gumus
Department of Mechanical Engineering, Faculty of Technology, Marmara University, Ziverbey,
34722, Istanbul, Turkey

 In this study, effects of variation in volumetric efficiency on the engine emissions

characteristics with different LPG usage levels (25%, 50%, 75%, and 100%), on an
engine operated with new generation closed loop, multipoint, and sequential gas injection
system were investigated.
 Experiments were carried out under constant engine speed (3800 rpm) and different load
(5%, 30%, 60%, 90%) conditions.
 The variations in volumetric efficiency, air–fuel ratio, brake thermal efficiency, brake
specific fuel consumption, brake specific energy consumption, and exhaust gasses were
examined.
 The volumetric efficiency decreased considerably at the use of 25% LPG level. As for the
50%, 75% and 100% LPG usage, volumetric efficiency decreased in proportion to LPG
usage level.
 Air–fuel ratio decreases with the increase in LPG usage level and the minimum air–fuel
ratio value was obtained at 100% LPG usage.
 At the use of mixture containing 25% LPG, brake specific fuel and energy consumption
decreased while the brake thermal efficiency was maintained.
 Positive results were obtained at all LPG usage levels in terms of exhaust emissions. Best
results were achieved at using 100% LPG for exhaust emissions.

Experimental study of dual fuel engine performance using variable LPG

composition and engine parameters
EmadElnajjar , Mohamed Y.E. Selim, Mohammad O. Hamdan
Mechanical Engineering Department, UAE University, Al-Ain, United Arab Emirates

 It investigates experimentally the effect of LPG fuel with different composition and
engine parameters on the performance of a dual compression engine.
 Five different blends of LPG fuels are used with Propane to Butane volume ratio of
100:0, 70:30, 55:45, 25:75, and 0:100.
 The engine performance under variable LPG fuel composition, engine load, pilot fuel
injection timing, compression ratio, pilot fuel mass and engine speed, are estimated by
comparing the following engine parameters: the cylinder maximum pressure, the
indicated mean effective pressure, the maximum rate of pressure rise, and the thermal
efficiency.
 It indicates that the engine parameters are playing a major role on the engine’s
performance. Different LPG fuel compositiondid not show a major effect on the engine
efficiency but directly impacted the levels of generated combustion noise.

18
Investigations on S.I. Engine Using Liquefied Petroleum Gas (LPG)
As an Alternative Fuel
Thirumal mamidi, Dr. J.G. Suryawnshi/ International Journal of Engineering Research and
Applications(IJERA)

 As compression ratio increases, brake thermal efficiency increases.LPG has a higher

octane rating and hence the engine can run effectively at relatively high compression
ratios without knock.
 The CO and HC emissions increase as the compression ratio, speed, and load increase.
 In the case of using LPG in SI engines, the burning rate of fuel is increased, and thus, the
combustion duration is decreases.
 LPG is free of lead and has very low sulphur content. Combustion of gaseous fuels like
LPG occurs in a nearly uniform fuel air mixture leading to a reduction in incomplete
combustion deposits such as soot on the walls of combustion chamber.

LPG Direct Injection: An Alternative Fuel Solution to the Two-Stroke

Emissions Problem

Horizon Gitano-Briggs, Khairil Faizi Mustafa, Yew Hang Toh

University Science Malaysia

 DI greatly reduces the emissions while simultaneously improving fuel economy. An

alternative to this is the direct injection of a gaseous fuel such as Compressed Natural
Gas (CNG) or Liquid Petroleum Gas (LPG), both of which may cost less than the
equivalent amount of gasoline.
 A gaseous fuel DI system may also cost less than an air-assisted gasoline DI system as
the gaseous system does not require a fuel pump, air pump or liquid fuel injector. In this
paper we compare gasoline and premixed LPG as an alternative fuel for retrofit
application to a 110 cc two-stroke motorcycle.
 Engine performance, emissions and fuel consumption are measured on a dynamometer at
various speeds and throttle settings.
 Results are compared for the original gasoline engine and the same engine running on
pre-mixed LPG and air. Initial results are also presented with the engine operating on
Direct-Injected LPG at idle. Results indicate that HC emissions (on a mass basis) and fuel
consumption are similar for premixed LPG and gasoline. At idle HC and CO emissions
are greatly reduced with Direct Injection of the LPG fuel.

19
An Experimental and Theoretical Study of Liquid LPG Injection
R. Sierens, University of Gent

 The tests have shown that the LPG injection system works perfectly for all speed and
load conditions of the engine. The advantages of LPG are confirmed with the tests:
prevention of knock at high compression ratios, less exhaust gas pollutants.
 Then a parametric study of the LPG injection engine has been done (ignition timing, air-
fuel ratio, compression ratio). The influences of these parameters on the engine
characteristics are given (influences on power output, efficiency, fuel consumption, NOx
concentration). A remarkable increase of the power output when the compression ratio is
increased is noted.
 Instantaneous and cumulative rates of combustion for different engine conditions are
presented, compared and discussed. Finally it is shown that the combustion phasing angle
(crank angle for which 50% of the fuel is burnt) is a useful tool to optimize the engine
parameters.

An Experimental and Theoretical Study of Liquid LPG Injection

R. Sierens, University of Gent

 The tests have shown that the LPG injection system works perfectly for all speed and
load conditions of the engine. The advantages of LPG are confirmed with the tests:
prevention of knock at high compression ratios, less exhaust gas pollutants.
 A parametric study of the LPG injection engine has been done (ignition timing, air-fuel
ratio, compression ratio). The influences of these parameters on the engine characteristics
are given (influences on power output, efficiency, fuel consumption, NOx concentration).
A remarkable increase of the power output when the compression ratio is increased is
noted.

Performance and Emissions Characteristics of an LPG Direct Injection Diesel

Engines
M. Kajiwara, K. Sugiyama, M. Sagara; Iwatanai International Corp.; Pennsylvania State
University

 Results showed that stable engine operation was possible for a wide range of engine
loads.
 Also, engine output power with cetane enhanced LPG was comparable to diesel fuel
operation.
 Exhaust emissions measurements showed NOx and smoke could be reduced with the
cetane enhanced LPG fuel.

20
 CHAPTER.3
3.1Experimental Details

Fig 1: Experimental setup

 Engine—A water-cooled, four-stroke, 661cc motorcycle SI engine with a carburetor fuel

system was modified to a LPG fuel injection engine.

Parameters Values
Cylinder bore (cm) 87.5
Stroke length (cm) 110
Compression ratio 11
Volumetric efficiency (%) 85
Speed (rpm) 1500
Power (kw) 4.4

21
 Testing System—An analyzer is used to measure the emission levels. The engine torque
is measured by an electrical dynamometer. The engine speed is measured by a sensor and
recorded by multi-channel data processing card.

 LPG Fuel—The composition of the LPG is composed of propane, iso-butane, and

butane, 2-propylene and 2-butylene.It has a high calorific value of 46.1 MJ/Kg.

Parameter Quantity Units

Composition: Butane 70 % by volume

Propane 30 % by volume

Density 2.26 kg/m3

Calorific Value 47731 kJ/kg

Minimum Ignition 410 °C

Temperature

Octane Number:
Research 99
Motor 110

Flame Speed 0.37 m/s

Flammability Limits: Rich 0.4019 Excess air ratio

Lean 1.9140

 LPG Electronic Injection System— The LPG electronic injection system is composed
of the LPG vessel, the first decompression valve, the pressure stable vessel, the second
decompression valve, the low-pressure gaseous injector, the injector’s driving circuit and
the ECU.

22
The function of the two-decompression valves is to decrease the LPG gas pressure from the
storage pressure in the vessel to the injection pressure — a low pressure, which is suitable to the
injector. As the gas injector requires stable pressure to remain in normal operation, one vessel to
maintain the stable pressure is arranged between two decompressed valves. It can keep the
pressure change as small as possible when the gas flow rate is changed under different engine
loads.

Fig. 2 & 3: Actual experimental setup

23
Fuel Injector

Fig 4: Fuel Injector

Specifications:
Operating Voltage – 12V
Operating Pressure- 1 bar
Mass flow rate - 0.39 gm/sec

First Decompression Valve

It reduces pressure from 10 bar to 3 bar.

Fig. 5

Second Decompression Valve

It further reduces the pressure from 3 bar to 1 bar.

Fig. 6

24
Pressure Stabilizing Tank
It is placed in between the two decompression valves to maintain stable pressure.

Fig. 7

Proximity Sensor
It works on the principle of electomagnetic radiation.

Fig. 8

3.2ECU UNIT
 Controls the fuel mixture used by the engine.

 This computer program receives several data and computes them to come up with the
appropriate amount.

 The ECU of an Electronic Fuel Injection also determines when is the right time to deliver
the air and fuel ratio to the engine. This process is called injection duration or injection
pulse width.

 The ECU system also controls the variable valve timing. This simply means that it
controls when the valves will open.

 Based on the data gathered by the ECU sensors, it can basically control the engine's
speed, coolant temperature, throttle angle and exhaust oxygen content.

25
Fig. 9: ECU unit installed

Components of the ECU

 Transformer, 9V 1 Amp – 1 No.

 PCB for Regulating board – 1 No.

 Bridge rectifiers – 2 Nos

 C-4700 microF/50V (radial) -1 no.

 7805 IC – 2 no.

 Bread board 4*6 inches

 SN 74121N -14 pin IC – 4 no.

 8 pin IC base – 4 nos

 TLP 250 – 2 nos

 TIP 122 – 2 nos

 220 ohm ¼ W -2 nos

 1K 1/4W – 6 nos

 2.2 microF/63V – 4 nos

 5k/10 ___ pot – 2nos with knob

 10K/10 ___ pot – 2 nos with knob

26
 2 pin and 3 pin pcb mounted pin and socket with wire – (6 nos and 5 nosresp)

 Lead, flux.

Monostablemultivibrator 74121
It is an electronic component in which one of the states is stable but the other state is
unstable (transient). A trigger pulse causes the circuit to enter the unstable state. After
entering the unstable state, the circuit will return to the stable state after a set time. Such a
circuit is useful for creating a timing period of fixed duration in response to some
external event.

Optocoupler
An optocoupler is an electronic component that transfers an electrical signal or voltage
from one part of a circuit to another, or from one circuit to another, while electrically
isolating the two circuits from each other.

27
 Darlington transistor
It is a compound structure consisting of two transistors connected in such a way that the
current amplified by the first transistor is amplified further by the second one. This
configuration gives a much higher common/emitter current gain than each transistor
taken separately.

Potentiometer
It is a small sized electronic component whose resistance can be adjusted manually.
Increasing or decreasing the value of resistance controls the amount of current flowing in
a circuit.

3.3ECU circuit

Fig. 10&11 : ECU circuit

28
 CHAPTER.4
4.1 Calculations

Injector size calculator

Fig. 13
Pulse width calculation

Fig. 14

29
4.2 Theoritical calculations

Calculations of mass flow rate

 Engine horse power- 4.5 kW

 Calorific value of LPG- 46.1 MJ/kg

 Efficiency of engine- 25%

 Mass Flow Rate x C.V x Efficiency = power output

 M x 46.1x10^6 x 0.25 = 4.5x10^3

 Mass flow rate = 0.39 g/sec

Calculations of pulse width

 Operating speed of the engine = 1500 rpm = 1500/60= 25 rev/sec = 12.5 cycles/sec

 Mass flow rate = 0.39 g/sec = 0.39/12.5 = 32 mg/cycle (approx)

 There are 25 revolutions in 1 sec,

 So, time for 1 revolution = 1/25 = 40 ms

 Time for 1 cycle = 40x2 = 80ms

 Time for each stroke = 80/4 = 20ms

 System stroke = 20 ms

 For 720 degrees – 80 ms

SO, for 33 degrees – (8/720)*33 = 3.66 ms

(Angle of Intake and exhaust stroke is 33 degrees)
 Therefore, effective time for fuel injection = 20-3.66 = 16.34 ms, approx 17 msi.e32 mg
of fuel is to be injected in 17 msfor every cycle.

30
For 25% throttle opening (Venturi)

Mass flow rate of fuel Mf= 0.825 kg/hr

Time for fuel injection = 96 sec
Brake power = 1 kW
1. BSFC = Mf / brake power

= 0.825/ 1 = 0.825 kg/kWhr

2. B.T.E (ἠbt) = {B.P. (KW) X 3600}/ {Mf. X c.v. of lpg)
= {1X3600}/{0.825X46000}
= 9.486 %

For 100% throttle opening (Venturi)

Mf. = 1.0954 kg/hr
time for fuel injection = 69.77 sec
Brake power = 0.9 KW
1. BSFC = Mf / brake power

= 1.0954/ 0.9 = 1.26129 kg/kWhr

2. B.T.E (ἠbt) = {B.P. (KW) X 3600}/ {m.f. X c.v. of lpg)
= {0.9X3600}/{1.0954X46000}
= 6.204 %

At 25% throttle (Electronic fuel injector)

Mf = 0.667 kg/hr
time for fuel injection = 120 sec
Brake power = 1.5 KW
1. BSFC = Mf / brake power

= 0.667/ 1.5 = 0.44 kg/kWhr

2. B.T.E (ἠbt) = {B.P. (KW) X 3600}/ {m.f. X c.v. of lpg)
= {1.5X3600}/{0.667X46000}
= 17.69 %

For 100% throttle (electronic fuel injector)

Mf. = 1.0374 kg/hr
Time for fuel injection = 76 sec
Brake Power = 1.1 KW
1. BSFC = Mf / brake power

= 1.0374/ 1.1 = 0.943 kg/kWhr

31
 CHAPTER.5
5.1 Data Obtained

Table 1: 25% throttle opening for Venturi

Table 2: 25% throttle opening for EFI

32
Table 3: 100% throttle opening for Venturi

Table 4: 100% throttle opening for EFI

33
5.2 GRAPHS
Comparison of Mechanical mixer system and Electronic fuel injection system at 25%
throttle opening.

Mechanical mixer

CO
2.5

2
CO (%)

1.5

1
CO
0.5

0
0 5 10 15 20 25
Load (N-m)

Electronic Injection

CO
1.4
1.2
1
CO (%)

0.8
0.6
CO
0.4
0.2
0
0 5 10 15 20 25
Load (N-m)

34
 Mechanical mixer

HC
1000

800
HC (ppm)

600

400
HC
200

0
0 5 10 15 20 25
Load (N-m)

Electronic Injection

HC
700
600
500
HC (ppm)

400
300
HC
200
100
0
0 5 10 15 20 25
Load (N-m)

35
Mechnical mixer

CO2
4
3.5
3
CO2 (%)

2.5
2
1.5 CO2
1
0.5
0
0 5 10 15 20 25
Load (N-m)

Electronic Injection

CO2
3.5
3
2.5
CO2 (%)

2
1.5
CO2
1
0.5
0
0 5 10 15 20 25
Load (N-m)

36
Mechanical mixer

Nox
600

500
NOx (ppm)

400

300

200 Nox

100

0
0 5 10 15 20 25

Load (N-m)

Electronic Injection

Nox
450
400
350
NOx (ppm)

300
250
200
150 Nox
100
50
0
0 5 10 15 20 25
Load (N-m)

37
Mechnical Mixer

BTHE
20

15
BTHE (%)

10

BTHE
5

0
0 5 10 15 20 25
Load (N-m)

Electronic Injection

BTHE
30

25
BTHE (%)

20

15

10 BTHE

0
0 5 10 15 20 25
Load (N-m)

38
Mechnical Mixer

BSFC
0.9
0.8
BSFC (kg/kWhr)

0.7
0.6
0.5
0.4
0.3 BSFC
0.2
0.1
0
0 5 10 15 20 25
Load (N-m)

Electronic Injection

BSFC
0.5

0.4
BSFC (kg/ kWhr)

0.3

0.2
BSFC
0.1

0
0 5 10 15 20 25
Load (N-m)

39
Mechanical Mixer

Power
3.5
3
Power (kW)

2.5
2
1.5
Power
1
0.5
0
0 5 10 15 20 25
Load (N-m)

Electronic Injection

Power
4.5
4
3.5
Power (kW)

3
2.5
2
1.5 Power
1
0.5
0
0 5 10 15 20 25
Load (N-m)

40
Comparison of Mechanical mixer system and Electronic fuel injection system at 100%
throttle opening.

Mechanical mixer

CO
0.14
0.12
0.1
CO (%)

0.08
0.06
CO
0.04
0.02
0
0 5 10 15 20 25 30
Load (N-m)

Electronic Injection

CO
0.09
0.08
0.07
0.06
CO (%)

0.05
0.04
0.03 CO
0.02
0.01
0
0 5 10 15 20 25 30
Load (N-m)

41
Mechanical mixer

HC
600

500
HC (ppm)

400

300

200 HC

100

0
0 5 10 15 20 25 30
Load (N-m)

Electronic Injection

HC
600

500
HC (ppm)

400

300

200 HC

100

0
0 5 10 15 20 25 30
Load (N-m)

42
Mechnaical mixer

CO2
3.5
3
2.5
CO2 (%)

2
1.5
CO2
1
0.5
0
0 5 10 15 20 25 30
Load (N-m)

Electronic Injection

CO2
3

2.5

2
CO2 (%)

1.5

1 CO2

0.5

0
0 5 10 15 20 25 30

Load (N-m)

43
Mechanical mixer

Nox
1800
1600
1400
NOx (ppm)

1200
1000
800
600 Nox
400
200
0
0 5 10 15 20 25 30
Load (N-m)

Electronic injection

Nox
1400
1200
NOx (ppm)

1000
800
600
Nox
400
200
0
0 5 10 15 20 25 30
Load (N-m)

44
Mechanical mixer

BTHE
25

20
BTHE (%)

15

10
BTHE
5

0
0 5 10 15 20 25 30
Load (N-m)

Electronic Injection

BTHE
30

25
BTHE (%)

20

15

10 BTHE

0
0 5 10 15 20 25 30
Load (N-m)

45
Mechanical mixer

BSFC
1.4
1.2
BSFC (kg/kWhr)

1
0.8
0.6
BSFC
0.4
0.2
0
0 5 10 15 20 25 30
Load (N-m)

Electronic Injection

BSFC
1
BSFC (kg/kWhr)

0.8

0.6

0.4
BSFC
0.2

0
0 5 10 15 20 25 30
Load (N-m)

46
Mechanical Mixer

Power
4.5
4
3.5
Power (kW)

3
2.5
2
1.5 Power
1
0.5
0
0 5 10 15 20 25 30
Load (N-m)

Electronic injection

Power
4.5
4
3.5
Power (kW)

3
2.5
2
1.5 Power
1
0.5
0
0 5 10 15 20 25 30
Load (N-m)

47
Comparison of Mechnical mixer and Electronic fuel injection at 100 % throttle opening

4.5
4
Brake Power (kW)

3.5
3
2.5
2 venturi
1.5 EFI
1
0.5
0
0 5 10 15 20 25 30
Load (N-m)

0.14

0.12

0.1
CO (%)

0.08

0.06 venturi
EFI
0.04

0.02

0
0 5 10 15 20 25 30
Load (N-m)

48
 600

500

400
HC (ppm)

300
venturi
200 EFI

100

0
0 5 10 15 20 25 30
Load (N-m)

3.5

2.5
CO2 (%)

1.5 venturi

1 EFI

0.5

0
0 5 10 15 20 25 30
Load (N-m)

49
 1800
1600
1400
NOx (ppm)

1200
1000
800 venturi
600 EFI
400
200
0
0 5 10 15 20 25 30
Load (N-m)

35

30

25
BTHE (kW)

20

15 venturi

10 EFI

0
0 5 10 15 20 25 30
Load (N-m)

50
 CHAPTER.6
6.1 Conclusion

One low pressure LPG gas injection system for a small SI engine and its electronic control
system are successfully developed. The injection pressure of 1 bar is proved to be suitable for the
test engine.

A two grade decompressed LPG fuel supply system with a stable pressure box is setup and the
effect of vaccum under the throttle on the gas flow characterstics is eliminated by means of a
pressure regulator as the second decompression valve according to the vaccum changes.

Comparisons with mechanical mixer LPG supply system; better emission levels of NOx, HC and
CO are reached by the means of the new LPG electronic fuel injection system. The NOx
emission is controlled under 1200 ppm in the entire engine loading range and the maximum level
of NOx is decreased by 200 ppm using the new electronic gas injection system. The CO
emission is also controlled and is reduced by 33.33% as compared to the LPG mechanical mixer
system. The CO2 emission is controlled and is reduced by 16.66 %. The Brake Power has been
increased by 17% compared to mechanical mixer system. The Brake Thermal Efficiency is
increased to around 29% resulting in 26% increase compared to LPG mechanical mixer system.

The electronic LPG gas injection system for the small SI engine will promote a new way to
develop cleaner small power engines and motorcycles. Further matching work will be done
further based on above tests for better results on emission reduction and engine power output.

51
 CHAPTER.6
REFERENCES
1. Renyi Qian, Application and Related Problems of Gas-powered Vehicles (1), World
Automobile
2. Tingyuan Liu et al., The Necessity and Trend for Development Gaseous Fuel Automobiles,
World Automobile (Chinese), No.16, 1997
3. Yilun Zhu et al., The Research of DynamicPerformance of Electronic Control LPG
Engines,Vehicle Engine (Chinese), No.4, 2000
4. Guishen Liang, Yi Zhou, Jianjun Li, LPG—As the New Energy of the Vehicle Engine,
Vehicle Engine
(Chinese), No.3,1999
5. A. Gerini and G. Monnie, R. Bonette, ―Ultra Low Emission Vehicle Using LPG Engine Fuel‖,
SAE
Paper, 961079
6. D.G. Snelgrove, P. Dupont and Bonetto, An Investigation into the Influence of LPG (Auto
Gas) Composition on the Exhaust Emissions and Fuel Consumption of 3 Bi-fueled Renault
Vehicles SAE
paper 961170
7. Myoungho Sunwoo et al., Design and Development of an ECU and its Air-fuel ratio Control
Scheme for
an LPG Engine with a Bypass Injector, the Proceeding of IEEE International Vehicle Electronics
Conference, Sept. 6-9, 1999, Changchun, China
8. Dongsoo Jeong, Gyubaek Cho and Seungmook Oh,A Study on Spray and Combustion
Characteristics of Directly LP Gas According to the Shapes of Piston Bowls, the Proceedings of
the 11th International
Pacific Conference on Automotive Engineering, Nov.6-9th, 2001, Shanghai, China
9. D.S. Baik, Y.C. Han, W.Y. Rha and S.K. Oh, A Study on Exhaust Gas Characteristics of a
LPG Vehicle by Engine Control Modul, the Proceedings of the 11th International Pacific
Conference on Automotive
Engineering, Nov. 6-9th, 2001, Shanghai, China
10. Liguang Li, Zhensuo Wang, Huiping Wang, Baoqing Deng and Zongcheng Xiao, A Study of
LPG Lean Burn in SI Engine, the Proceedings of the 11th International Pacific Conference on
Automotive
Engineering, Nov. 6-9th, 2001, Shanghai, China
11. Chunhua Zhang et al., An Application Research of LPG in Gasoline Engine, World
Automobile
(Chinese), No.12, 1997
12. Lun Cui, An Experimental Study of LPG Application in Motorcycle Engine, Master
Dissertation, College of Automotive Engineering, Jilin Univ. of Technology, Feb., 1999
13. Yongqiang Han, Emission Characteristics of LPG for Motorcycle Engine, Master
Dissertation, College of Automotive Engineering, Jilin Univ. of Technology,Feb. 2000
14. Zhensuo Wang, A Study of LPG Lean Burn Engine, Master Dissertation, College of
Automotive Engineering, Jilin Univ. Feb. 2001

52