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 Chapter 5

The Effect of Injection Timing on the

Environmental Performances of the Engine
Fueled by LPG in the Liquid Phase

Artur Jaworski, Hubert Kuszewski, Kazimierz Lejda and Adam Ustrzycki

Additional information is available at the end of the chapter

http://dx.doi.org/10.5772/54604

1. Introduction
Gaseous fuels are widely used in internal combustion engines because of their properties
and benefits. This is mainly due to their smaller burden on the environment and lower
prices. They are used not only to power the traction engine in passenger cars or buses, but
also in other applications, for example, to power the engines driven electric generators.
Ever-expanding chain of filling stations increases the availability of these fuels, which also
affects the development of such fuelling systems. Because of their advantages fuel injection
systems with their own drivers are used increasingly. It provides a non-collision work of
mentioned drivers with a gasoline engine drivers of the vehicles, providing the performance
of an engine running on gas fuel comparable to one running on gasoline.
The use of LPG injection in the liquid phase makes it possible to have more precise fuel
delivery, and even more limits amount of pollution emitted by the engine to the
environment. The fuelling for internal combustion engines with LPG in liquid phase using
injection system into the intake manifold is a solution very similar to conventional fuel
systems (Hyun et al., 2002; Lee et al., 2003). This kind of fuelling to the cylinders allows to
obtain performances of engine comparable to the performances obtained using petrol and
diesel fuel system.

2. Adaptation of engine to fuelling with lpg in liquid phase at sequence

injection
The gas fuel system allowed the gas injection in the liquid phase was adapted to the engine,
which in the original version was a compression ignition engine with symbol MD-111. This
engine is a 6-cylinder Diesel engine with direct injection. The combustion chamber is made
in the piston bowl and has a toroidal shape. By reducing the compression ratio and ignition

© 2012 Lejda et al., licensee InTech. This is an open access chapter distributed under the terms of the
Creative Commons Attribution License (http://creativecommons.org/licenses/by/3.0), which permits
unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.
112 Internal Combustion Engines

system implementation, in the first stage, the engine to gas fuelling in the volatile phase has
been adapted. The combustion chamber has been redesigned, gaining “cup” shape, whereby
the compression ratio was also reduced from 16.5 to 9. The cylinder head was changed
enabling to implementation a spark plug. To control the engine load, in the inlet system the
throttle valve was installed.

The construction and operational parameters of modernized engine are summarized in

Table 1. Next, the engine was further modernized in order to adapt gas fuel system enabling
to sequence injection in the liquid phase.

As a gas system, the Vialle system was used (Fig. 1). The installation consists of:

 Electronic Control Unit (ECU) of LPG fuel system,

 tank with fuel pump,
 LPG injectors,
 fuel pipes.

The system was developed for mating with the ECU of petrol engine in the system
MASTER-SLAVE. In this system, ECU of LPG fuel system uses injection duration
determined by ECU of petrol engine for calculating the opening duration of gas injectors.
Since the MD-111E engine did not have the electronic control unit, the primary issue was to
develop a control unit, generating suitable values of the injection duration for the ECU of
LPG fuel system.

The main components of a LPG, i.e. propane and butane, have low boiling points. These
temperatures are respectively 231 K and 272.5 K, and are lower than the average ambient
temperatures encountered during engine operation. Especially high temperatures are in the
engine compartment of the vehicle (hot zone), where temperatures reach about 350 K. This
causes the temperature rise in the fuel system, which leads to evaporation of fuel in the fuel
pipes and formation of vapour-locks (Cipollone & Villante, 2000, 2001; Dutczak et al., 2003).
Keeping gas in the liquid phase in such difficult conditions requires its compression. To
obtain a stable injection of LPG in the liquid phase, the system was equipped with a
pressure monitoring system. This function is performed by the pump (Fig. 2) placed in the
fuel tank (Fig. 3) and pressure regulator (Fig. 4). The pressure regulator maintains the
pressure in the supply system higher than the pressure in the tank. It allows to delivery fuel
to injectors in liquid phase at every conditions of engine operation.

The liquid gas is pumped through a suitably shaped diaphragm pump. The pump has 5
chambers, which are integrated with the suction valves and power valve. The pump motor
is a brushless alternating-current motor with permanent magnets. It is powered by DC,
which is transformed into AC with a frequency controlled by an electronic control unit
located in the assembly lid. The motor can be rotated with five different speeds 500, 1000,
1500, 2000, 2800 rpm. Speed control is realized by the ECU of LPG fuel system, depending
on engine speed and load (injection duration). The pressure regulator is located between
tank and gas injectors.
 The Effect of Injection Timing on the Environmental
Performances of the Engine Fueled by LPG in the Liquid Phase 113

No. Name Value

1 Producer WS Mielec
2 Trademark MD-111E
3 Company name „PZL Mielec”
4 Type MD-111E
5 Work cycle 4-stroke
6 Cylinder diameter 127 mm
7 Piston stroke 146 mm
8 Engine capacity 11097 cm3

9 Number and basic engine

6-cylinder, in-line
design
10 Firing order 1-5-3-6-2-4
11 Type of combustion system spark ignition
12 LPG fuel system mixer, electronic control of injection process
13 Compression ratio 9:1
Minimum cross section area:
14 - inlet port 1250 mm2
- exhaust port 950 mm2
15 Cooling system liquid
16 Type of cooling liquid Ethylene/Propylene Glycol Heat-Transfer Fluid
17 Cooling pump impeller
18 pipe cooler, downcast ventilator with viscose
Radiator and fan
clutch (EATON type)
19 Maximum outlet temperature
95C
at radiator
20 maximum limit of negative pressure inside inlet
Inlet and fuel system
manifold at reference point 4.5 kPa
21 Supercharging system not installed

Mixer fuel system:

Tartarini GP-150
22 reducer-evaporator
MS-1 WS-Mielec
mixer type
electronic actuator in closed system with oxygen
gas dosing system
sensor
Direct starting with electrical starter motor
23 Cold start unit powered by battery, power 4.4 kW, voltage 24 V,
type R 22
24 Maximum lift of valves 13,3 mm
114 Internal Combustion Engines

No. Name Value

Inlet valve timing:
- opening 8 deg. before TDC
25 - closing 52 deg. after BDC
Exhaust valve timing:
- opening 46 deg. before BDC
- closing 20 deg. after TDC
Table 1. Technical and operational data of MD-111E engine

4 5 14

8
7
13 12

6
11

9
10

1
2

Figure 1. Scheme of VIALLE fuelling system (Vialle, 2001): 1 – LPG tank, 2 – LPG pump, 3 – fuel
pressure regulator, 4 – petrol ECU, 5 – LPG ECU, 6 – LPG injector, 7 – first oxygen sensor, 8 – second
oxygen sensor, 9 – engine speed sensor, 10 – camshaft position sensor, 11 – coolant temperature sensor,
12 – air filter, 13 – exhaust gas catalyst, 14 – fuel type switch
 The Effect of Injection Timing on the Environmental
Performances of the Engine Fueled by LPG in the Liquid Phase 115

Figure 2. Unit of LPG pump (Vialle, 2001)

Figure 3. Scheme of tank with fuel pump (Vialle, 2001): 1 – pump body, 2 – inlet of body, 3 – tank wall,
4 – distance sleeve, 5 – inlet pipe, 6 – pump holder, 7 – pump, 8 – float, 9 – magnet
116 Internal Combustion Engines

2
5
3
4

Figure 4. Scheme of LPG liquid phase injector (Vialle, 2001): 1 –electrical connection, 2 – injector body,
3 – ring fixing the injector to body, 4 – o-ring, 5 – fuel inlet socket, 6 – injector housing, 7 – adapter,
8 – outlet pipe

The pressure regulator includes solenoid valve opened and closed when the output valve of
the tank is turned on. The pressure regulator is also a pressure control module and the
pressure sensor. The liquid gas flows through the valve to the injectors and the excess
returns via a pressure regulator to the tank. The pressure is keeping by the controller by 5
bars higher than the pressure in the tank and can be 7-30 bars (Cipollone & Villante, 2000;
Vialle, 2001). For the injection of gas in liquid phase there were used the low-pass injectors
which distinct from top-pass injectors commonly used in petrol fuel systems, the fuel is
delivered below the injector coil. This causes less heating of the gas from the coil, which
favors keeping the liquid phase in the injector. To prevent coarse pollutions the filter was
placed before the inlet of gas into the injector (Fig. 4). Due to the low resistance of the
injector coil, the pulse control was applied to reduce the currents flowing during operation
of the injector. The gas is fed to the injectors with synthetic pipes which are fixed with
reinforced plates to each other and are locked with screws. Because the exhaust manifold is
located above the intake manifold, the injectors were mounted into the intake manifold from
below near to the cylinder head. It allows to lead the gas almost directly onto the inlet valve.
 The Effect of Injection Timing on the Environmental
Performances of the Engine Fueled by LPG in the Liquid Phase 117

3. Test stand and research method

The goal of realized study was to determine the effect of injection timing on ecological
parameters of the engine. The test stand with dynamometer has been equipped with the
following functional units and measurement systems:

 hydraulic dynamometer Schenck D 630 with the control system,

 exhaust gas analysis system consisting of the following elements:
- Chemiluminescent NOx analyzer of the type Pierburg CLD PM 2000,
- Flame ionization hydrocarbon analyzer FID HC type of PIERBURG PM 2000,
- four-gas exhaust gas analyzer (CO, CO2, HC, O2) of the type Bosch BEA 350
equipped with function for calculating the ratio of actual AFR to stoichiometry
(Lambda) for the various fuels,
 LPG fuel consumption measuring system with Coriolis sensors,
 flow measurement system of the intake air,
 temperature measurement system,
 pressure measurement system.

The engine mounted to the test stand (Fig. 5) is shown in figure 6.

Figure 5. Schema of test stand: 1 - engine, 2 – air flow meter, 3 – combustion gases analyzers,
4 – computer with data acquisition system, 5 - brake, 6 – measuring sensors, 7 – measuring amplifiers,
8 – container of LPG, 9 – fuel flow measurement, 10 – separator of signal

During tests the measurements of following exhaust ingredients were made: oxides of
nitrogen (NOx), hydrocarbons (HC) and carbon monoxide (CO). Additionally, engine noise
level was determined. Primarily the measurements was conducted for engine speed of
n = 1500 rpm, required for co-operation with a power generator and with different loads.
118 Internal Combustion Engines

An important parameter that affects both the operating parameters and the exhaust toxicity
for sequential injection is the start of fuel injection (Hyun et al., 2002; Oh et al., 2002). For this
reason a large part of the measurements was the analysis of the impact of the start of
injection on obtained engine parameters and the emission of toxic ingredients in exhaust
gases. The tests were performed with single and double injection. The start of injection was
changed within the range shown in figure 7 and 8.

Figure 6. MDE-11 engine with sequence LPG injection system (for liquid phase) during test on stand
 The Effect of Injection Timing on the Environmental
Performances of the Engine Fueled by LPG in the Liquid Phase 119

a)
Start of injection with respect to TDC – single injection

-200 -130 -70 0 40 100

Exhaust TDC Intake Compression TDC*

b)
Pilot dose
Start of injection with respect to TDC – double injection
-140+ -80 + -20 + 40 + Main dose
-200 TPD* TPD* TPD* TPD*

TDC Inlet Compression TDC*

Exhaust
*
TPD - angle of pilot dose injection

Figure 7. Tested injection starts with first signal disk sensor position: a) for single injection, b) for dual
injection

a)
Start of injection with respect to TDC – single injection

-20 20 60 100 140 180 220

Exhaust TDC Inlet Compression TDC*

b)
Pilot dose
Start of injection with respect to TDC – double injection
60 + 100+ 140+ 180+ 220+ Main dose
-20 TPD* TPD* TPD* TPD* TPD*

TDC Inlet Compression TDC*

Exhaust
*
TPD - angle of pilot dose injection

Figure 8. Tested injection starts with second signal disk sensor position: a) for single injection,
b) for dual injection
120 Internal Combustion Engines

The measurement of noise level was realized with AS-120 meter located at a height of 1 m
and 1 m from the engine on the side of electrical starter motor. The sound level was
measured using a filter correction LA [dB] and without correction L [dB]. The microphone
for sound recording was placed in the axis of the engine, between 3 and 4 cylinder, at
distance of 1 m from the valve cover. There was used microphone AKG C1000S (Shure Beta-
58) for sound recording cooperating with amplifier Behringer MX1804X and octave filter
RFT OF 101-01000. The recording was performed with 16-bit sound card.

4. Test results
Fig. 9 and 10 presents the performance of the engine, and fig. 11-14 shows the contour map
(generalized performance map) for specific fuel consumption and the concentration of
carbon monoxides, oxides of nitrogen and hydrocarbons. As we can see the maximum brake
torque of the engine is larger than 770 Nm at an engine speed of 900 rpm and the maximum
brake power of the engine is 125 kW at an engine speed of 1700 rpm.

Specific fuel consumption for an engine speed of 1500 rpm which is relevant to power
generator is lowest at the maximum load and amounts to approximately 265 g/kWh. For this
engine speed, the maximum CO concentration is approximately 0.3% and is higher at large
loads. The concentration of NOx for mentioned engine speed ranges is from 40-550 ppm,
reaching 160 -250 ppm for the large and medium loads. Hydrocarbon concentration
amounts to from 15 ppm at small loads, up to 75 ppm at loads close to maximum.

The relationship between the injection starts of the LPG in liquid phase into a inlet manifold
pipes and the concentration of CO2, CO, HC and NOx in the exhaust is shown on figures 15
and 16. At the starts of injection carried out at the opening of the intake valve, an increase in
the concentration of NOx and hydrocarbons HC was observed versus the injection starts
realized before opening the intake valve (fig. 15). The concentrations of CO and CO2 were
undergone a slight changes in this case. At the injection starts carried out at the opening of
the inlet valve is visible increase in the concentration of NOx at injection starts carried out
from about 60 to 100 CA deg. after TDC during the intake stroke. Moreover an increase in
the concentration of hydrocarbon HC and carbon monoxide CO at the injection starts
carried out in the phase of closing the inlet valve from about 140 to 180 CA deg. after TDC at
inlet stroke was observed (fig. 16). The injection realized at closing the inlet valve is also
connected with the reduction of CO2 concentration.

Basing on the results for engine parameters and concentrations of hydrocarbons HC, oxides
of nitrogen NOx, carbon monoxide CO in exhaust gas a right specific emissions were
calculated. The calculation course of the specific emission was determined based on a set of
International Standards ISO 8178 (ISO, 1999-2001). The calculation results are shown in
figures 17-22.

The injection starts realized at closing the inlet valve (fig. 17 and 20) cause the increase in
specific hydrocarbons emissions. Specific hydrocarbons emission decreases with increasing
the injection duration (fuel quantity). Moreover we can see that specific NOX emission
 The Effect of Injection Timing on the Environmental
Performances of the Engine Fueled by LPG in the Liquid Phase 121

increases with long injection durations (higher load) and the injection starts realized at the
opening of the inlet valve (fig. 18 and 21).
Ne Mo Gh
[kW] [Nm] [kg/h]
130 800 46
Mo
125 750 44

120 700 42

115 650 40

38
110 600
36
105 550
34
100
Ne 32
95
30
90
Gh ge
28 [g/kWh]
85
26 360
80
24 340
75
22 320
70
20 300
65
18 280
ge
60 16 260
55 14 240

50 12 220

45 200
700 900 1100 1300 1500 1700 1900
Rotational speed, n [rpm]

Figure 9. MD-111E engine WOT diagram for double injection: Ne – engine power, Mo – torque,
Ge – fuel consumption, ge – specific fuel consumption
Ts Bm HC NOx
[oC] [mg/inj.] [ppm] [ppm]
820 130 600 600

800 125
550 550
780 120

760 115 Bm 500 500

740 110
450 450
720 105

700 100 400 400

680 95
NOx 350 350
660 90

640 85 300 300

620
250 250
600

580 200 200

Ts
560
150 150
540
HC
520 100 100

500
50 50
480

460 0
900 1100 1300 1500 1700 1900
Rotational speed, n [rpm]

Figure 10. MD-111E engine parameters for WOT operation: Ts – exhaust temperature, Bm – fuel
amount HC – hydrocarbons, NOx – nitric oxides
122 Internal Combustion Engines

800
278

276 264
274 264
700 254 266 252
268 266
260 274 256 120kW
270 272
276 270
254 110kW
266 272
600 280 278
268 100kW
274 258 260 285
Mo [Nm]

276 262 278 90kW

500 290
Mo [Nm]

264
278 266 295
268 276 300 80kW
270
obrotowy,

280 272 274 305

400 70kW
285 310
Torque,

295
290 315 60kW
Moment

295 325 330

300 320
325 340
50kW
380
350
360 40kW
370 420
200 390 380
410 420 30kW
450
450
475 500
550 20kW
100 600
800 700
800
900 1000 10kW

700 800 900 1000 1100 1200 1300 1400 1500 1600 1700
Prędkość obrotowa,
Rotational n [obr/min]
speed, n [rpm]

Figure 11. Generalized performance map of MDE-111E LPG engine equipped with sequential injection
system and catalytic converter

800

0.6
700
0.55 120kW
0.04 0.25
0.06 0.5
0.4 110kW
600 0.45
0.2
0.15
0.06 0.35 100kW
0.1 0.3
Mo [Nm]

0.25 90kW
500 0.15 0.2
Mo [Nm]

0.08 0.15
0.2 0.1 80kW
obrotowy,

0.08
400 0.018 0.06 70kW
0.04 0.006
Torque,

0.014 0.02
60kW
Moment

0.01
300 0.02
0.018 0.04 0.006 50kW
0.08 0.002
0.2 0.06 40kW
0.002
0.15 0.014
200 0.006
0.4 0.1 0.01
0.018 30kW
0.02
1.2 0.55 0.02
1 0.002
0.8 20kW
100
1.8 0.01 0.002
1.4 0.018 10kW
0.6 0.3 0.002
0.04

700 800 900 1000 1100 1200 1300 1400 1500 1600 1700
Prędkość obrotowa,
Rotational speed,n [obr/min]
n [rpm]

Figure 12. Contour map for concentration of monoxide carbon for MDE-111E LPG engine equipped
with sequential injection system and catalytic converter
 The Effect of Injection Timing on the Environmental
Performances of the Engine Fueled by LPG in the Liquid Phase 123

800

350 450
400
160 250 300
10 120
40
700 80 160 200
120kW
200 250
1 160
250 80 110kW
600 80 300 120
160
100kW
350 350
500 800 700
Mo [Nm]

500 600 400 90kW

Mo [Nm]

1000
900 450 300
400 80kW
obrotowy,

600 1200 1100 500

400 900
70kW
Torque,

60kW
Moment

300 350
600 50kW
350
160 40kW
80
200 500
400
30kW
10 400
1 300 20kW
100 10 80 160

10kW
80
10 40

700 800 900 1000 1100 1200 1300 1400 1500 1600 1700
Rotational speed,n n[obr/min]
Prędkość obrotowa, [rpm]

Figure 13. Contour map for concentration of oxides of nitrogen for MDE-111E LPG engine equipped
with sequential injection system and catalytic converter

800
60
120
700 90 60
75
180 105 110 120kW
85 75
65 100 55
110kW
600 160 95
40 90
85 100kW
140 45
50 30 50
Mo [Nm]

500 90kW
80 65
Mo [Nm]

25 35 50 55
75
80kW
20
obrotowy,

55 70
400 70kW
65
Torque,

80 60
35 60kW
Moment

300 60
100 45
95 80 70 50kW
140
90 65 40
180 105 75
160 120 80 40kW
25
200
220 20
300 60 15 30 40 30kW
500 30 45 30 20
10 35
900 25 50 15 20kW
100 5 55
1200
200 60 75 10kW
65 15
2000

700 800 900 1000 1100 1200 1300 1400 1500 1600 1700
Prędkość obrotowa,
Rotational speed,n n[obr/min]
[rpm]

Figure 14. Contour map for concentration of hydrocarbons for MDE-111E LPG engine equipped with
sequential injection system and catalytic converter
124 Internal Combustion Engines

13.48 n=1500 obr/min

n=1500 rpm
wtrysk pojedynczy
single injection
13.44 injetcion time4,6
czas wtrysku 4,6ms
ms
420
CO2 [%]

13.40
400

13.36 HC

NOx [ppm]
380
NOx Intake valve
Przebieg lift
wzniosu
13.32 CO zaworu dolotowego
160 CO2 360

340
140
320
HC [ppm]

0.8
120
0.7

CO [%]
0.6
100
0.5

GMP
80

-200 -160 -120 -80 -40 0 40 80 120

Pocz¹
Start tek wtrysku
of injection [CA[°deg]
OWK]

Figure 15. The effect of injection start on the concentration of CO, CO2, HC, NOx in the exhaust gas
(single injection, n=1500 rpm, injection duration 4.6 ms) – for LPG in liquid phase

12.8 2.8
CO 2 [%]

12.4 2.4
12.0 CO [%]
11.6 2.0
11.2
1.6

1.2
Przebieg wzniosu
Intakedolotowego
zaworu valve lift 400
NOx [ppm]

360

n=1500 rpm 320

Wtrysk pojedynczy
single
n=900 injection
obr/min
injetcion time 5,5
4,6 ms
ms 280
czas wtrysku
HC
240
NOx
550
CO
500
HC [ppm]

CO2
450
400
350
300
250

-40 -20 0 20 40 60 80 100 120 140 160 180 200 220 240
Pocz¹ tek
Start injection[[CA
ofwtrysku OWK]deg]
GMP

Figure 16. The effect of injection start on the concentration of CO, CO2, HC and NOx in the exhaust gas
(single injection, n=900 rpm, injection time 5,5 ms) – for LPG in liquid phase
 The Effect of Injection Timing on the Environmental
Performances of the Engine Fueled by LPG in the Liquid Phase 125

6-6,5 5,5-6 5-5,5 4,5-5 4-4,5 3,5-4 3-3,5 2,5-3 2-2,5 1,5-2 1-1,5 0,5-1 0-0,5

6,5
6
5,5
5
4,5
4
HC [g/kWh]
3,5
3
2,5
2
1,5
-20 1
20
0,5
60
100 0
140 5,5
Start of injection 180 6,6
[CA deg] 220 8,4
Injection duration [ms]

Figure 17. Specific HC emission for the selected injection parameters (single injection, n=900 rpm)

12-13 11-12 10-11 9-10 8-9 7-8 6-7 5-6 4-5 3-4 2-3 1-2 0-1

13
12
11
10
9
8
7
NOx [g/kWh]
6
5
4
3
-20 2
20
60 1
100 0
140 8,4
180 6,6
Start of injection 220
5,5
[CA deg] Injection duration [ms]

Figure 18. Specific NOx emission for the selected injection parameters (single injection, n=900 rpm)
126 Internal Combustion Engines

220-240 200-220 180-200 160-180 140-160 120-140 100-120 80-100 60-80 40-60 20-40 0-20

240
220
200
180
160
140
120
CO [g/kWh]
100
80
60
-20 40
20
60 20
100 0
140 5,5
180 6,6
Start of injection
220 8,4
[CA deg] Injection duration [ms]

Figure 19. Specific CO emission for the selected injection parameters (single injection, n=900 rpm)

10-10,5 9,5-10 9-9,5 8,5-9 8-8,5 7,5-8 7-7,5 6,5-7 6-6,5 5,5-6 5-5,5
4,5-5 4-4,5 3,5-4 3-3,5 2,5-3 2-2,5 1,5-2 1-1,5 0,5-1 0-0,5

10,5
10
9,5
9
8,5
8
7,5
7
6,5
6 HC [g/kWh]
5,5
5
4,5
4
3,5
3
2,5
-20 2
20 1,5
1
60 0,5
100 0
140 4,4
Start of injection
180 6,6
[CA deg]
220
8,4
Injection duration [ms]

Figure 20. Specific HC emission for the selected injection parameters (single injection, n=1500 rpm)
 The Effect of Injection Timing on the Environmental
Performances of the Engine Fueled by LPG in the Liquid Phase 127

15-16 14-15 13-14 12-13 11-12 10-11 9-10 8-9 7-8 6-7 5-6 4-5 3-4 2-3 1-2 0-1

16
15
14
13
12
11
10
9
NOx [g/kWh]
8
7
6
5
4
-20 3
20 2
60 1
100 0
140 8,4
Start of injection 180 6,6
[CA deg]
220
4,4
Injection duration [ms]

Figure 21. Specific NOx emission for the selected injection parameters (single injection, n=1500 rpm)

450-500 400-450 350-400 300-350 250-300 200-250 150-200 100-150 50-100 0-50

500
450
400
350
300
250 CO [g/kWh]

200
150

-20 100
20 50
60
100 0
140 4,4
Start of injection
180 6,6
[CA deg]
220 8,4
Injection duration [ms]

Figure 22. Specific CO emission for the selected injection parameters (single injection, n=1500 rpm)
128 Internal Combustion Engines

At injection starts realized at closing the inlet valve the increase in specific CO emission is
observed (fig. 19 and 22). The investigations show that specific CO emission decreases with
injection duration (low load).
Table 2 presents the results of investigations on the effect of pilot and main injection on
noise level generated by the engine. The study was conducted for an engine speed of n =
1500 rpm and three different loads – maximum, close to half of the maximum and not more
than 10% of the maximum load. There was changed pilot injection advance pp relative to
TDC (in the intake stroke), and the distance between pilot and main injection Δpz. The
study was conducted at a fixed value of ignition advance wz = 20 CA deg.

n Mo tinj pp pz wz LA L

[rpm] [Nm] [ms] [CA deg] [CA deg] [CA deg] [dB] [dB]
1499 10,7 4,4 285 100 20 98 102
1491 6,6 4,6 285 30 20 98 102
1498 7,7 4,4 285 160 20 98 102
1500 45,4 4,6 225 100 20 97 101
1501 336,0 10,2 285 100 20 98 102
1501 337,5 10,4 285 30 20 98 102
1500 329,2 10,4 285 160 20 97 101
1501 349,3 10,8 225 100 20 97 100
1500 735,0 18,0 285 100 20 97 100
1501 714,9 18,2 285 30 20 97 100
1501 713,8 18,2 285 160 20 97 101
1500 728,2 17,2 225 100 20 97 101
Table 2. The effect of pilot and main injection timing on nosie level of the engine
Sound level [dB]

Figure 23. Frequency spectrum of sound level at various injection timing

 The Effect of Injection Timing on the Environmental
Performances of the Engine Fueled by LPG in the Liquid Phase 129

From table 2 and fig. 23 we can see that at an engine speed of 1500 rpm, regardless of the
load, both the start injection of pilot fuel quantity pp and the start injection of main fuel
quantity (characterized by the value of Δpz) do not have significant effect on the sound
level and its frequency.

5. Conclusions
The tested engine MD-111E reaches more than 125 kW at maximum tested speed, but at a
speed of 1500 rpm, when cooperates with a power generator has a power output of 115 kW,
what allows to cooperate with a power generator with a capacity of 125 kVA providing a
sufficient surplus of power.

The researches show, that injection timing has a significant relationship with the emission of
toxic ingredients in exhaust gases of the engine. LPG fuel injection carried out at closing of
intake valve causes an increase in specific HC emission and specific CO emission. For the
injection starts realized at opening of the intake valve an increase in the specific NOx
emission is observed. Realized researches show, that at an engine speed of 1500 rpm,
regardless of the load, both the start injection of pilot fuel quantity and the start injection of
main fuel quantity do not have significant effect on the sound level and its frequency.

The final value of timing and mutual location of the fuel quantities (for pilot and main
injection) with respect to TDC of the piston can be selected only because of the optimal
operation and environmental performances of the engine. It greatly simplifies the problem
of optimization of the ignition system and fuel injection system designed to fuelling using
LPG in liquid phase at sequential injection system and at split of injection.

The application of fuel system with dual LPG sequential injection of liquid phase and the
catalytic converter can achieve satisfactory environmental performances of the engine. The
use of a turbocharger gives the possibility to increase the engine power obtained in broad
range of engine speed with small modifications of fuel system.

The use of broadband oxygen sensor instead of the two state oxygen sensor can improve the
control accuracy and precision of fuel delivery. In this way can be met more and more rising
requirements connected with emission standards.

Author details
Artur Jaworski, Hubert Kuszewski, Kazimierz Lejda and Adam Ustrzycki
Rzeszów University of Technology, Faculty of Mechanical Engineering and Aeronautics,
Department of Automotive Vehicles and Internal Combustion Engines, Poland

6. References
Cipollone, R., & Villante, C. (2000). A/F and Liquid-Phase Control in LPG Injected Spark Ignition
ICE. SAE Technical Paper 2000-01-2974
130 Internal Combustion Engines

Cipollone, R., & Villante, C. (2001). A dynamical analysis of LPG vaporization in liquid-
phase injection systems. International Workshop on "Modeling, Emissions and Control in
Automotive Engines" MECA'01, University of Salerno, Italy, September 2001
Dutczak, J., Golec, K., & Papuga, T. (2003). Niektóre problemy związane z wtryskowym
zasilaniem silników ciekłym propanem-butanem. VI Międzynarodowa Konferencja
Naukowa SILNIKI GAZOWE 2003, Zeszyty Naukowe Politechniki Częstochowskiej, pp.
296-303, ISBN 83-7193-208-1, Częstochowa, 2003
Hyun, G., Oguma, M., & Goto, H. (2002). 3-D CFD analysis of the mixture formation process
in an LPG DI SI engine for heavy duty vehicles. Twelfth International Multidimensional
Engine Modeling User's Group Meeting Agenda, Detroit, 2002
Lee, E., Park, J., Huh, K.Y., Choi, J., & Bae, C. (2003). Simulation of fuel/air mixture formation for
heavy duty liquid phase LPG injection (LPLI) engines. SAE Technical Paper 2003-01-0636
Oh, S., Kim, S., Bae, C., Kim, C., & Kang, K. (2002). Flame propagation characteristics in a heavy
duty LPG engine with liquid phase port injection. SAE Technical Paper 2002-01-1736
PN-EN ISO 8178, part 1-4, 1999-2001
Training materials of Vialle. Kielce, 2001