Injector Durability and Emissions from Liquid LPG Port Injected Spark Ignition Engine

Sobiesiak, Andrzej; Hoag, Matthew W.; Battoei-Avarzaman, Mohsen

doi:10.4271/2003-01-3090

Cited by 5 publications

(2 citation statements)

References 1 publication

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“…After the industrial revolution in the past, the dependence of steam engines and internal combustion engines has grown significantly to gain power. As we entered the year 2000, we were given the opportunity to look back on the excessive human civilization and think about the global environment [1][2][3]. Nitrogen oxides and soot gas from diesel vehicles have been the main contributors to environmental pollution.…”

Section: Introductionmentioning

confidence: 99%

Analytical Approach on Fuel Tank Design for LPG Vehicle

Choi¹,

Baik²

2020

APJCRI

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LPG vehicles are advantageous in terms of emissions and fine dust compared to diesel cars, but the power performance is low, and LPDI (Liquified Petroleum Gas Direct Injection) system using turbo direct injection technology is currently being developed. Nevertheless, LPG prices are expected to continue to decline due to the increase in shale gas production, and are expected to contribute to eco-friendly vehicles through the development of commercial LPG vehicles. In 2017, the public can own LPG cars that have been registered for more than 5 years, and the "Safety Management and Business Law of Liquefied Petroleum Gas" was revised. Therefore, from October 2017, the general public has been able to purchase LPG RVs, etc. that use LPG fuel. Since 2018, the Seoul Metropolitan Government has given the first grade to electric hydrogen vehicles, the first to third grades for gasoline, the first to fifth grades for gasoline and gas, and the third to fifth grade for diesel vehicles. Therefore, it is expected that customers will be interested in purchasing LPG vehicles in the future. Moreover, in March 2019, the Ministry of Environment made it possible for the general public to purchase LPG vehicles as part of countermeasures against fine dust. The purpose of this study was to develop an optimal fuel tank in the form of a donut by utilizing the tire space stored in the existing trunk to secure the LPG storage tank in the LPG passenger car as the demand for LPG cars increased. As a development method, structural analysis and destruction experiments according to the internal pressure on the tank were applied.

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Section: Introductionmentioning

confidence: 99%

Analytical Approach on Fuel Tank Design for LPG Vehicle

Choi¹,

Baik²

2020

APJCRI

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“…The LPG and methanol blend fuel is also adapted for the spark-ignition engine . A liquid-phase LPG fuel injection system was introduced through the innovative developments of the LPG fuel system in the past decade. , This liquid fuel injection system enabled more precise control of the air/fuel ratio, leading to a reduction of exhaust emissions as well as the improvements in power and fuel economy. − Moreover, the LPG direct-injection strategy is also introduced using a numerical method …”

Section: Introductionmentioning

confidence: 99%

Anti-vapor Lock of a Top-Feed Injector for a Liquefied Petroleum Gas Liquid-Phase Injection Engine

et al. 2009

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The injection spray characteristics and restart operation after hot soaking of a top-feed injector were investigated using liquid-phase injection of liquefied petroleum gas (LPG) in a spark-ignition engine. LPG is one of the well-known gaseous fuels with benefits of emission reduction. The most challenging aspect of the LPG injection system is the phase change of the fuel. LPG inside the pressurized fuel rail is liquid when the engine is in operation. However, it may become gaseous when the fuel pump is turned off. Vaporized LPG inside the fuel rail has to be removed using the fuel return line during the operation of fuel pump before cranking. The top-feed fuel injector does not have a fuel return line in the injector body. The vaporized LPG inside the fuel rail is not removed at the critical conditions and injected at the intake port instead of liquid LPG. However, the injection duration during the engine-start phase is limited, and the fuel amount is insufficient to start the engine. The resulting hot restart problem is very important and must be solved to adapt an injector for LPG liquid-phase injection systems. LPG engine test and flow visualization of the LPG injection system were carried out to investigate the feasibility of the top-feed injector. The LPG temperatures in top-and bottomfeed injection systems were measured and analyzed. Different operating pressures and temperatures of the fuel injection system were tested to identify the injection characteristics after hot soaking using an injection test rig and an engine test bench. The vaporized LPG was successfully removed with a bottom-feed injector. However, in the case of a top-feed injector, the vaporized LPG still remained inside the fuel rail, so that the engine may not be restarted. A modified design of a LPG delivery pipe with a larger volume at higher pressure was suggested to solve the vapor lock problem. A Mie-scattering technique was used to verify the successful liquid-phase injection after hot soaking. Fuel delivery pipe visualization was carried out to measure the position and size distribution of vaporized LPG inside the fuel rail. In the case of a bottom-feed injector, the injection was accomplished at every experimental condition. In the case of a top-feed injector, rail pressure over 1.2 MPa resulted in the need for an overly long injection duration, indicating that the injector solenoid was not powerful enough for such high pressure. The modified LPG delivery pipe was made with 1 × 10 -3 m 3 of volume, and LPG injection pressure was 1.05 MPa. The engine with the modified top-feed fuel injection equipment was successfully restarted after hot soaking.

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