Catalyst light-off behavior of a spark-ignition LPG (liquefied petroleum gas) engine during cold start

Gong, Changming; Huang, Kuo Chan; Deng, Baoqing; Liu, Xunjun

doi:10.1016/j.energy.2010.11.026

Cited by 51 publications

(21 citation statements)

References 10 publications

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“…The nano-particle concentration of the port fuel LPG injection engine, which is classified as a gaseous and liquid phase LPG injection type, is much lower than that of the PFI gasoline engine (Agostinelli et al, 2011;Gong et al, 2011;Lee et al, 2010;Li et al, 2010;Rajamani et al, 2010). In an LPG-DI engine, as the liquid LPG fuel vaporizes in a very short time during the intake stroke, the amount of homogeneous mixture in the combustion chamber is substantially increased, and nano-particle emissions can be effectively reduced (Oh et al, 2010;Hwang et al, 2011).…”

Section: Particle Emissions From Vehiclesmentioning

confidence: 97%

Exhaust nanoparticle emissions from internal combustion engines: A review

Myung

Park

2011

Int.J Automot. Technol.

205

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This paper reviews the particle emissions formed during the combustion process in spark ignition and diesel engine. Proposed legislation in Europe and California will impose a particle number requirement for GDI (gasoline direct injection) vehicles and will introduce the Euro 6 and LEV-III emission standards. More careful optimization for reducing particulate emission on engine hardware, fuel system, and control strategy to reduce particulate emissions will be required during cold start and warm-up phases. Because The diesel combustion inherently produces significant amounts of PM as a result of incomplete combustion around individual fuel droplets in the combustion zone, much attention has been paid to reducing particle emissions through electronic engine control, high pressure injection systems, combustion chamber design, and exhaust after-treatment technologies. In this paper, recent research and development trends to reduce the particle emissions from internal combustion engines are summarized, with a focus on PMP activity in EU, CARB and SAE papers and including both state-of-the-art light-duty vehicles and heavy-duty engines.

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Section: Particle Emissions From Vehiclesmentioning

confidence: 97%

Exhaust nanoparticle emissions from internal combustion engines: A review

Myung

Park

2011

Int.J Automot. Technol.

205

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“…It is defined as (1) Where σ is the standard deviation and μ is the mean value. The standard deviation is given by (2) Where n= Number of combustion cycles.…”

Section: Determination Of Imep and Cov Of Imepmentioning

confidence: 99%

“…The selected fuel has to be exploited to its best capacity to serve the task for which it was chosen. Fuel consumptions and heat losses from the engine are related; by reducing the amount of heat lost to the surroundings the fuel consumption can be improved [2]. The introduction of alternative fuels is beneficial to help alleviate the fuel shortage, better combustion properties and reduce engine exhaust emissions.…”

Section: Introductionmentioning

confidence: 98%

Combustion Characteristics and Cyclic Variation of a LPG Fuelled MPFI Four Cylinder Gasoline Engine

et al. 2016

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Present study deals with to investigate the effect of dual mode of operation on combustion characteristics of engine and cyclic variation in a modified multi-cylinder SI engine. Experiments will be conducted with baseline gasoline and later with dual fuel mode of experiments i.e., gasoline with LPG with different ratios (25%, 50%, 75% and 100% of LPG by mass). Experiment will be carried out with varying speed from 2000 rpm to 4500 rpm in steps of 500 rpm at full load condition with factory set static ignition timing of 5 deg. bTDC to investigate combustion characteristics and cyclic variations. Results revealed that as the LPG percentage increases the peak pressure also increases and it is maximum for 100% LPG for all the speed. At 4500 rpm the percentage increase in peak pressure is 20% for 100% LPG, 9% for 25%LPG, 3% for 50%LPG, 1% for 75%LPG when compared to gasoline at full load. This increase in peak pressure will indicate the LPG will give better combustion properties compared to that of gasoline. Compared to peak pressure, the variation in cycle to cycle for IMEP is less.Net heart release rate shows that gasoline will give the more heat release compare to all other fuels, but LPG will release the heat little earlier than gasoline. Since peak pressure is near to TDC for LPG which results in NHRR to occur earlier than gasoline. Final outcome of the research is LPG will have better combustion properties compared to gasoline but cyclic fluctuations are more for LPG.

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“…The precatalyst will attain the light off much earlier and hence reduces the cold start emission [17]. The catalyst is close coupled with the exhaust manifold and hence exhaust gases take much lesser time to light off the catalyst [18]. The secondary air injection at exhaust manifold aids oxidation of CO and HC and exothermic oxidation reaction increases the temperature of exhaust gas, resulting in fast light-off of catalyst [19].…”

Section: Introductionmentioning

confidence: 99%

Temperature analysis of dynamic catalytic convertor system with pre-catalyst in a multi cylinder spark ignition engine to reduce light-off time

Mahadeven¹,

Sendilvelan²

2017

IJHT

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The objective of the present work is to reduce the light-off time of the catalyst and at the same time reduce the thermal degradation and ageing of the catalyst to the minimum possible extent by adopting an approach with Dynamic Catalytic Converter System (DCCS). In this approach, the catalytic converter is kept very close to the exhaust manifold during cold start of the vehicle and once it attains the light-off temperature the converter is moved to a far away position as any other conventional converter thereby reducing damages caused due to overheating. The emission tests were conducted in a four-cylinder spark ignition engine with DCCS at different positions from the engine outlet manifold and also with pre-catalysts of 40% volume of the main catalytic converter. It was established that considerable reduction in the light off time was achieved by using DCCS and light-off time was further reduced by using pre-catalysts as compared to the conventional catalytic converter. The CO light-off time of main catalytic converter reduced 60% with DCCS with PC (40%) and the corresponding reduction for HC light-off time is 57% compared to main catalytic converter without DCCS.

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Catalyst light-off behavior of a spark-ignition LPG (liquefied petroleum gas) engine during cold start

Cited by 51 publications

References 10 publications

Exhaust nanoparticle emissions from internal combustion engines: A review

Exhaust nanoparticle emissions from internal combustion engines: A review

Combustion Characteristics and Cyclic Variation of a LPG Fuelled MPFI Four Cylinder Gasoline Engine

Temperature analysis of dynamic catalytic convertor system with pre-catalyst in a multi cylinder spark ignition engine to reduce light-off time

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