Design of a Direct Injection Retrofit Kit for Small Two-Stroke Engines

Lorenz, Nathan; Bauer, Tim; Willson, Bryan

doi:10.4271/2005-32-0095

Cited by 13 publications

(6 citation statements)

References 8 publications

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“…Finally GDI retrofits have been reported to reduce HC emissions by approximately 88% [1]. Our best HC emissions numbers were 600ppm.…”

Section: Economic Analysismentioning

confidence: 76%

“…Despite these major weaknesses large numbers of carbureted two-stroke vehicles continue to ply the roads especially in developing countries. In Asia as a whole it is estimated that there are over 50 million two-stroke cycle engines powering mostly small motorcycles [1]. Emissions regulations may restrict the sales of new two-stroke vehicles, however large numbers of "legacy" vehicles will remain in operation for decades to come.…”

Section: Introductionmentioning

confidence: 99%

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Performance Characterization of a Direct Injection LPG Fuelled Two-Stroke Motorcycle Engine

Teoh

Gitano-Briggs

Mustafa

2008

SAE Technical Paper Series

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To quantify the fuel consumption and emissions improvements of Direct fuel Injection (DI), measurements were taken from a two-stroke motorcycle engine while operating in premixed, and direct injection mode burning propane. The part-load lean combustion limit was investigated for the DI technique in both premixed and DI modes. Results were compared to a one-dimensional Computational Fluid Dynamics (CFD) model of the engine. Results indicate that a highly stratified mixture can not be achieved due to poor mixing. The DI technique yields significant reductions in HC emissions, and significantly improved fuel economy, though not as good at Gasoline Direct Injection (GDI). Finally an economic analysis indicates that a gaseous fuel DI retrofit system represents a significant cost savings over a gasoline DI retrofit system.

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“…Finally GDI retrofits have been reported to reduce HC emissions by approximately 88% [1]. Our best HC emissions numbers were 600ppm.…”

Section: Economic Analysismentioning

confidence: 76%

Section: Introductionmentioning

confidence: 99%

Performance Characterization of a Direct Injection LPG Fuelled Two-Stroke Motorcycle Engine

Teoh

Gitano-Briggs

Mustafa

2008

SAE Technical Paper Series

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“…In places where a large proportion of three-wheelers still have two-stroke engines, retrofit technologies can be used to reduce two-stroke engine emissions. In the Philippines, for example, relatively low-cost kits were developed that enabled direct fuel injection while metering the lubricating oil, reducing unburned fuel emissions and PM while improving fuel efficiency . Such kits require development of a custom retrofit design for each engine type targeted, but this would not be a barrier for two-stroke three-wheelers in India since one manufacturer has made these vehicles and engines for decades.…”

Section: Resultsmentioning

confidence: 99%

“…In the Philippines, for example, relatively low-cost kits were developed that enabled direct fuel injection while metering the lubricating oil, reducing unburned fuel emissions and PM while improving fuel efficiency. 31 Such kits require development of a custom retrofit design for each engine type targeted, but this would not be a barrier for twostroke three-wheelers in India since one manufacturer has made these vehicles and engines for decades. However, regulators should also consider following the example of Dhaka, Bangladesh, who banned use of two-stroke vehicles completely.…”

Section: Cng Engines: Four-stroke Good Two-stroke Bad?mentioning

confidence: 99%

Climate and Health Relevant Emissions from in-Use Indian Three-Wheelers Fueled by Natural Gas and Gasoline

Reynolds

Grieshop

Kandlikar

2011

Environ. Sci. Technol.

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Auto-rickshaws in India use different fuels and engine technologies, with varying emissions and implications for air quality and climate change. Chassis dynamometer emission testing was conducted on 30 in-use auto-rickshaws to quantify the impact of switching from gasoline to compressed natural gas (CNG) in spark-ignition engines. Thirteen test vehicles had two-stroke CNG engines (CNG-2S) and 17 had four-stroke CNG engines (CNG-4S), of which 11 were dual-fuel and operable on a back-up gasoline (petrol) system (PET-4S). Fuel-based emission factors were determined for gaseous pollutants (CO(2), CH(4), NO(X), THC, and CO) and fine particulate matter (PM(2.5)). Intervehicle variability was high, and for most pollutants there was no significant difference (95% confidence level) between "old" (1998-2001) and "new" (2007-2009) age-groups within a given fuel-technology class. Mean fuel-based PM(2.5) emission factor (mean (95% confidence interval)) for CNG-2S (14.2 g kg(-1) (6.2-26.7)) was almost 30 times higher than for CNG-4S (0.5 g kg(-1) (0.3-0.9)) and 12 times higher than for PET-4S (1.2 g kg(-1) (0.8-1.7)). Global warming commitment associated with emissions from CNG-2S was more than twice that from CNG-4S or PET-4S, due mostly to CH(4) emissions. Comprehensive measurements and data should drive policy interventions rather than assumptions about the impacts of clean fuels.

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“…The rapid growth of the population causes an increasing demand for mobility which has resulted in increased traffic congestion and highly localized air pollution problems in cities. In Asia as a whole it is estimated that there are over 50 million two-stroke cycle engines powering mostly motorcycles/tricycle [1]. The motorcycle/tricycle is one of the most popular modes of transport due to its low purchasing cost, its ease of maneuverable in urban traffic jams and lower operating cost compared to small automobile.…”

Section: Introductionmentioning

confidence: 99%

Direct Fuel Injection of LPG in Small Two-Stroke Engines

Teoh¹,

Gitano-Briggs²

2011

International Journal on Advanced Science, Engineering and Information Technology

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The commonly used carburetted two-stroke engines in developing countries have high exhaust emission and poor fuel efficiency. To meet more rigid emissions requirements, two-stroke vehicles are typically phase out in favour of four-stroke engines. The problems of ubiquitous legacy two-stroke vehicles remain unsolved by these measures and they are likely to be a major source of transport for many years to come. A number of technologies are available for solving the problems associated with two-stroke engines such as catalytic after-treatment and direct fuel injection (DI). However, these solutions are relatively high cost and have shown only slow market acceptance for applications in developing countries. Research in recent years has demonstrated that direct fuel injection is a well developed and readily deployable solution to existing two-stroke engines. Gaseous fuels such as Liquefied Petroleum Gas (LPG) are considered a promising energy source and in many countries provide fuel cost savings. LPG coupled with DI two-stroke technologies, is expected to be clean and cost effective retrofit solution for two-stroke engines. In this research project, direct injection (DI) of Liquefied Petroleum Gas (LPG) is introduced and tested on a typical two-stroke engine. Results of in cylinder combustion pressure translated to fuel mass fraction burned, engine performance and exhaust emissions are taken and compared for various injection timings from premixed (early injection) to fully direct injection mode (late injection). Results show that DI of LPG effectively reduces exhaust hydrocarbon and can substantially improve the fuel economy of two-stroke engines.

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Design of a Direct Injection Retrofit Kit for Small Two-Stroke Engines

Cited by 13 publications

References 8 publications

Performance Characterization of a Direct Injection LPG Fuelled Two-Stroke Motorcycle Engine

Performance Characterization of a Direct Injection LPG Fuelled Two-Stroke Motorcycle Engine

Climate and Health Relevant Emissions from in-Use Indian Three-Wheelers Fueled by Natural Gas and Gasoline

Direct Fuel Injection of LPG in Small Two-Stroke Engines

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