HOMEWORK

Specific pollution emissions for LPG automotives

DISCIPLINE: Environmental problems for automotive engineering

2018-2019
 Vehicle Department and Transportation

Contents

1.Liquefied petroleum gases (LPG) ...........................................................pag 3

2.Short history regarding the usage of LPG.................................................pag 4

3. The LPG market development evolution……………………………...........pag 7

4. Lpg attributes table.....................................................................................pag 9

5. The storage of Lpg......................................................................................pag 9

6. How Lpg is made........................................................................................pag 10

7. Phisical properties of propane, butane and isobutane...........................pag 11

8. System components...................................................................................pag 12
9. Specific pollution emissions for LPG automotives................................pag 17

10. The convenience of LPG..........................................................................pag 23

11. Conclusions..............................................................................................pag 25

2
 Vehicle Department and Transportation

1. LIQUEFIED PETROLEUM GASES (LPG)

Liquefied petroleum gas is known in the speciality literature in countries with

Latin origin by the abbreviation of GPL or in anglo-saxon coutries LPG (Liquefied
Petroleum Gas); these abbreviations are used both in writing and in current technical
discussions. The international standard name is LPG, an inscription which also
appears in the identity card of vehicles fueled with liquefied petroleum gas.
LPG is a mixture of hydrocarbons, especially C3 (propane - C3H8) and C4,
(isobutane and normal butane - C4H10, butane - C4H8, etc.) small amounts of C5
(pentane) hydrocarbons and very small traces of hydrocarbons C2 (ethane,
propylene, etc.) These hydrocarbons are obtained from the processing of raw oil and
its derivatives but can also be obtained from natural gas.
In Romania, the name of LPG and the proportion of hydrocarbons in their
composition varied according to the country's economic policy, namely:
In Regulation I 31/76 "Norm for the design and execution of LPG facilities'', LPG is
defined as," A mixture of hydrocarbons consisting of 90% butane, 9% propane and
1% pentane "(referring to what is known today as "commercial butane." The
commercial butane was used in the domestic sector until 1990, the proportion of
propane (STAS 66-78) being limited to a maximum of 12% of the gas mass.
In Regulation I 31/99 "Standard for the design and execution of LPG systems", LPG
is defined as "The blend of hydrocarbons maintained in liquefied state, under
pressure, which can be used in the gas phase as fuel (propane, propylene, isobutane
and normal butane, butynes).
Since 1990 our petroleum products have begun to be increasingly aligned with
the European Union standards.
Generally, liquefied petroleum gas means commercial propane and commercial butane (as
well as blending). Propane (C3H8) and butane (C4H10) are chemical compounds made up
of carbon (C) and hydrogen (H), which justify their designation of "hydrocarbons".
Commercial propane is a mixture composed mainly of propane and / or propene, the
remainder being ethane / ethene and butane / butane isomers; it is used in industrial and
civilian installations, including heating. Commercial butane consists mainly of butane and /
or butenes and propane / propene and pentane isomers; is used almost exclusively in the

3
 Vehicle Department and Transportation

domestic domain. Instead of a butane, a mixture of butane and propane is usually used; as
is the case with autogas used as fuel for internal combustion engines.
The C3 / C4 ratio is determined by the use of gas. If the LPG storage is made
in fixed overterrain tanks, the C3 / C4 ratio must be chosen so that the contents of
the container are completely vaporized, while ensuring sufficient pressure for
satisfactory use; In cold geographic areas, liquefied gas is essentially made up of
propane, while in the temperate zones a mixture of propane-butane is used.
Finished liquefied petroleum gas must also contain very small amounts of
strong odorous substances (eg mercaptan) for olfactory sensing of the presence of
gases in the atmosphere in order to avoid the risk of explosion (fire).

2. SHORT HISTORY REGARDING THE USAGE OF LPG

In industrialized countries, LPG has been used for over 60 years and the
scope of use continues to expand. These states have a continuing concern for
protecting the environment and stimulating LPG consumption by setting very low
LPG excises and lower LPG prices compared to other fuels and accepting VAT
deductibility. The use of LPG as a fuel for internal combustion engines started in the
1980s, cyclically, the period of glory being followed by a period of oblivion because
some technical problems could not be solved or were only partly solved.

Worldwide LPG consumption for domestic, industrial and self-propelled use was 136
million tonnes in 1999, with an increase of 4% per year between 1995 and 1997. The
domestic and small commerce sector represented in 1999 already 72% of the total
LPG energy market (excluding chemistry), while industrial consumption was 17%. In
2000, there were over 5 million vehicles powered by LPG worldwide. In Europe, the
largest LPG market was and is Italy. The Netherlands was in second position in
1999, with sales of 662,773 tonnes; the number of filling stations with LPG was 9.145
in 1999 and in 2000 there were 315,000 LPG-fueled vehicles and 1,347 buses. In
Belgium, Germany, France and England, both LPG consumption is stimulated by
very low excise and the conversion of LPG combustion vehicles. In Hungary, supply
of LPG started in the early 60s; and since 2000 excise taxes are very low to stimulate
LPG consumption. Since 2000 in Greece it has been accepted to use combustion

4
 Vehicle Department and Transportation

LPG for all types of motor vehicles. In our country, until 1990, LPG was mainly used
in chemical processes, commercial butane was used for domestic consumption.
Around the 1970s, other attempts were made, without major importance, without the
promotion of specific equipment and regulations. Since 1990, the use of LPG as an
energy resource has grown, domestic consumption, tourism, health, group housing
arrangements, road transport, small and medium-sized enterprises, etc. The
Romanian LPG market already operated in the 2000s with more than 150 economic
agents in the fields of:
- production and distribution of LPG
- approx. 65;
- manufacture of LPG equipment and appliances
- approx. 25; - technical advice - approx. 10;
- installation and installations - approx. 45;
The use of LPG can be divided into three main branches:
- household and industrial consumption;
- fuel for motor vehicles;
- petrochemicals.

At present, in Romania, the supply of primary energy resources from domestic

production is low, being below the level of consumption. The gap between supply
and demand is mainly covered by imports of natural gas and crude oil.
In 1996, domestic primary energy production was about 48 million tons of
conventional fuel, the share of the main resources being 44 percent of natural gas,
26 percent of coal and 18 percent of oil.
In 2000 natural gas imported accounted for 15% of the total domestic consumption;
with a total population consumption of 20%.

Satisfying gas demand, even using other local energy resources, is highly dependent
on import. In this respect, Romania has undertaken a series of actions regarding the
diversification of import resources, for the interconnection of the national transport
system with the systems from Ukraine, Hungary and the Republic of Moldova. A
balancing of the supply-to-supply ratio can be determined by the increase in domestic
LPG liquefied petroleum gas production and the import of this fuel, as well as by the
expansion of its use to different types of consumers. This perspective is already

5
 Vehicle Department and Transportation

materialized in most of the developed countries in Western Europe, at present there

are approx. 50 LNG offshore terminals with capacities ranging from 5,000 to 10,000
m3, located in the North Sea, Atlantic Ocean, Mediterranean Sea. The LPG offer on
the Romanian market in 2000 was 600,000 tons. Potential LPG users are:
- groups of households in villages;
- assemblies of isolated blocks, villas, hotels;
- military units;
- health care units;
- agro-zootechnical farms, greenhouses and much more.
Association of Liquefied Petroleum Gas (ARGPL) was founded, initially having 29
LPG economic agents, reaching in 2000 over 150 economic agents. ARGPL is a
"Professional Association of LPG Companies in Romania"; non-governmental association
and non-profit legal person.
ARGPL's scope of business is to develop professional standards, to apply
international norms and standards in the field of LPG in Romania, and to promote LPG
research.
Since October 2000, the "Info GPL" bulletin, published by ARGPL, is published,
which presents materials that seek to boost the use of liquefied petroleum gas.

Fig.1LPG usage (www.bmenergybd.com)

6
 Vehicle Department and Transportation

3. THE LPG MARKET DEVELOPMENT EVOLUTION

A study by Datamonitor has analyzed the evolution of demand and consumption of

LPG and based on statistical data to forecast the following developments worldwide
by 2009: - world consumption of LPG for uses other than petrochemicals increased
from 136 million tons in 1999 to 227 million tones, which equals an increase of 5%
per year to 4% per year, as was the increase in the period 1995-1997. - European
LPG market will grow at a rate of 5% per year, the main driver of this growth being
low emissions automotive LPG, leading to a consumption of 5.4 million tons per year
and the number of filling LPG for cars will grow at a rate of 5.3% per year. The total
number of vehicles powered by LPG in Europe will be around. 5 million, as a result
of an increase of 6.5% per annum in the first decade of the 21st century. The largest
market will remain Italy with an increase of 3.5% per year and will reach an annual
consumption of 2.3 million tons of LPG. The number of filling stations for LPG cars
will increase to 14,848, which will feed over 1.5 million cars.

Turkey tends to become the second largest LPG market for car traction, reaching
691,971 tonnes per year with 500,000 cars. The Netherlands will fall from the
second position, occupied in 1999, on the third position, with sales of 662,773
tonnes / year. Poland will reach 2,824 stations, with 725,000 cars, followed closely
by France. UK will reach a volume of LPG sales of 25,753 tons / year, with approx.
500,000 cars, which accounts for only 0.4% of total LPG sales in Europe. The Asia-
Pacific area will see an increase in this 52% consumption (the most significant
increases being in China and India), so that this region will account for 40% of the
global LPG market used for other purposes than for chemisation. Residential
(domestic) consumption in Asia will double. China will see an increase of 19.2
million tonnes / year. North America, due to the increase in natural gas consumption,
will see a decline of 0.6% per year in LPG consumption.

Latin America will see a decline in LPG consumption of approx. 1.7% per year due

7
 Vehicle Department and Transportation

to competition with natural gas. The global projection by 2020 foresees the
existence of over 6 million LPG-fueled vehicles with a consumption of 16 million
tons / year. Global LPG production depends on a number of factors such as:
- the evolution of gas production and prices;
- prices and volume of processed oil;
- trends in the chemical industry for the use of LPG as raw material;
- the capability and flexibility of LPG transport and storage systems;
- the stability of the world economy as a whole, etc.
The conclusion is that by 2020, LPG consumption in the world will increase
appreciably probably other LPG production technologies will also be sought from
higher molecular weight hydrocarbons.

Fig.2 Vehicle with LPG(www.cartoq.com)

8
 Vehicle Department and Transportation

4. LPG ATTRIBUTES TABLE

Tab.1 LPG Attributes(www.elgas.com)

5. THE STORAGE OF LPG

LPG is stored in pressure vessels.As such, it is almost always stored in its liquid
form.
These can range from small camping cannisters to BBQ gas bottles to larger gas
cylinders and much larger LPG tanks or bullets.LPG storage depots may consist of
very large storage spheres, known as Horton Spheres.
LPG can also be stored underground in specially built or prepared caverns.

9
 Vehicle Department and Transportation

Fig.3 LPG Storage(www.elgas.com)

6. HOW LPG IS MADE

LPG is made during natural gas processing and oil refining.Is separated from
unprocessed natural gas using refrigeration and is extracted from heated crude oil
using a distillation tower. It can be used as is or separated into its three primary parts:
propane, butane and isobutane.It is stored pressurised, as a liquid, in cylinders or
tanks.
LPG is produced during natural gas processing and petroleum refining.Propane does
not occur naturally in isolation. The processing involves separation and collection of
the gas from its petroleum base. Also is isolated from the hydrocarbon mixtures by
separation from natural gasor by the refining of crude oil.
Both processes begin by drilling oil wells.
The gas/oil mixture is piped out of the well and into a gas trap, which separates the
stream into crude oil and "wet" gas, which contains LPG and natural gas.
The heavier crude oil sinks to the bottom of the trap and is then pumped into an oil
storage tank for refining.

10
 Vehicle Department and Transportation

Crude oil undergoes a variety of refining processes, including catalytic cracking,

crude distillation, and others.
One of the refined products is LPG.
The "wet" gas, off the top of the gas trap, is processed to separate the gasoline
(petrol) from the natural gas and LPG.
Once refined, LPG is stored as a liquid under pressure in gas bottles - cylinders or
tanks.

The natural gas, which is mostly methane, is piped to towns and cities for distribution
by gas utility companies.
The petrol is shipped to service stations.
The LPG also enters the distribution network, where it eventually finds its way to end
users, including Home LPG and Commercial LPG users all around Australia and the
world.
At the point of use it once again becomes a gas.

7. PHISICAL PROPERTIES OF PROPANE, BUTANE AND

ISOBUTANE

Tab2. Propane vs Butan vs Isobutane properties(www.elgas.com)

11
 Vehicle Department and Transportation

8. SYSTEM COMPONENTS

8.1 Filler
The fuel is transferred into a vehicle tank as liquid by connecting the bowser at
the filling station to the filler fitting on the vehicle.
The fill valve contains a check valve so that the liquid in the line between the filler and
the tank(s) does not escape when the bowser nozzle is disconnected.
In installations where more than one tank is fitted, T-fittings may be used to connect
the tanks to one filler so that the tanks are filled simultaneously. In some applications,
more than one filler may be fitted, such as on opposite sides of the vehicle. These
may be connected to separate tanks, or may be connected to the same tanks using
T-fittings in the same manner as for connecting multiple tanks to one filler.
Fillers are typically made of brass to avoid the possibility of sparks when attaching or
removing the bowser that might occur if steel fittings were used.

Fig.4 Filler with mounting and cover removed(www.wikipedia.com)

8.2 Hoses, pipes and fittings

The hose between the filler and tanks is called the fill hose or fill line. The hose or
pipe between the tanks and the converter is called the service line. These both carry
liquid under pressure.
The flexible hose between the converter and mixer is called the vapour
hose or vapour line. This line carries vapour at low pressure and has a much larger
diameter to suit.
Where the tank valves are located inside an enclosed space such as the boot of a
sedan, a plastic containment hose is used to provide a gas-tight seal between the
gas components and the inside of the vehicle.

12
 Vehicle Department and Transportation

Liquid hoses for LPG are specifically designed and rated for the pressures that exist
in LPG systems, and are made from materials designed to be compatible with the
fuel. Some hoses are made with crimped fittings, while others are made using re-
usable fittings that are pressed or screwed onto the end of the hose.

Fig.5 Gas lines and fittings. Containment hose, liquid hose, copper pipe with flared
end plus brass elbows and T fitting Gas lines and fittings. (www.wikipedia.com)

8.3 Tank

Vehicles are often fitted with only one tank, but multiple tanks are used in a some
applications. In passenger car applications, the tank is typically either a cylindrical
tank, made from steel, mounted in the boot of the vehicle or a toroidal tank (also
steel) or set of permanently interconnected cylinders placed in the spare wheel well.
In commercial vehicle applications, the tanks are generally cylindrical tanks mounted
either in the cargo space or on the chassis underneath the body. Increasingly, the
tank is an aluminium Conformable Tank, which is lighter, has more capacity and
cannot rust.
The tanks have fittings for filling, liquid outlet, emergency relief of excess pressure,
fuel level gauge and sometimes a vapour outlet. These may be separate valves
mounted into a series of 3 to 5 holes in a plate welded into the tank shell, or may be
assembled onto a multi-valveunit which is bolted into one large hole on a boss
welded, or in the case of an aluminium tank, extruded as part of the tank shell.

13
 Vehicle Department and Transportation

Fig.6 Autogas tank( www.wikipedia.com)

8.4 Valves
There are a number of types of valve used in autogas systems. The most common
ones are shut-off or filter-lock valves, which are used to stop flow in the service line.
These may be operated by vacuum or electricity. On bi-fuel systems with a
petrol carburettor, a similar shut-off valve is usually fitted in the petrol line between
the pump and carburettor.

Fig.7 Fill valve and AFL(www.wikipedia.com)

8.5 Converter
The converter (also known as vaporiser or reducer) is a device designed to change
the fuel from a pressurised liquid to a vapour at around atmospheric pressure for
delivery to the mixer or vapour phase injectors. Because of the refrigerant
characteristic of the fuel, heat must be put into the fuel by the converter. This is
usually achieved by having engine coolant circulated through a heat exchanger that
transfers heat from that coolant to the LPG.

8.6 Mixer
The mixer is the device that mixes the fuel into the air flowing to the engine. The
mixer incorporates a venturi designed to draw the fuel into the airflow due to the
movement of the air.

14
 Vehicle Department and Transportation

Mixer type systems have existed since the 1940s and some designs have changed
little over that time. Mixers are now being increasingly superseded by injectors.

Fig.8 Mixer showing air valve open to full load position(www.wikipedia.com)

8.7 Vapour phase injectors

Most vapour phase injection systems mount the solenoids in a manifold block
or injector rail, then run hoses to the nozzles, which are screwed into holes drilled
and tapped into the runners of the intake manifold. There is usually one nozzle for
each cylinder. Some vapour injection systems resemble petrol injection, having
separate injectors that fit into the manifold or head in the same manner as petrol
injectors, and are fed fuel through a fuel rail.

8.8 Liquid phase injectors

Liquid phase injectors are mounted onto the engine in a manner similar to petrol
injectors, being mounted directly at the inlet manifold and fed liquid fuel from a fuel
rail.

Fig.9 Vapor phase injectors(www.wikipedia.com)

15
 Vehicle Department and Transportation

8.9 Electrical and electronical controls

There are four distinct electrical systems that may be used in autogas systems:
- fuel gauge sender;
- fuel shut-off;
- closed loop feedback mixture control
- injection control.
In some installations, the fuel gauge sender fitted to the autogas tank is matched to
the original fuel gauge in the vehicle. In others, an additional gauge is added to
display the level of fuel in the autogas tank separately from the existing petrol gauge.
In most modern installations, an electronic device called a tachometric relay or safety
switch is used to operate electrical shut-off solenoids. These work by sensing that the
engine is running by detecting ignition pulses. Some systems use an engine oil
pressure sensor instead. In all installations, there is a filterlock (consisting of a filter
assembly and a vacuum or electric solenoid operated shut-off valve) located at the
input to the converter. In European converters, there is also a solenoid in the
converter to shut off the idle circuit. These valves are usually both connected to the
output of the tachometric relay or oil pressure switch. Where solenoids are fitted to
the outputs of fuel tanks, these are also connected to the output of the tachometric
relay or oil pressure switch. In installations with multiple tanks, a switch
or changeover relay may be fitted to allow the driver to select which tank to use fuel
from. On bi-fuel, the switch used to change between fuels is used to turn off the
tachometric relay.

8.10 Optional valve protection

Many LPG equipment installers recommend the installation of so-called valve

protection systems. These can consist in the most simple case of a bottle containing
valve protection liquid. The liquid is drawn into the air intake system and distributed
into the engines' cylinders along with the fuel and air.
More sophisticated systems can consist of a piggyback ECU that is synchronised
with the LPG injector ECU. This results in a more precise injection of valve protection
fluid.

16
 Vehicle Department and Transportation

Fig.10 Electronic valve protection system (www.wikipedia.com)

9.SPECIFIC POLLUTION EMISSIONS FOR LPG AUTOMOTIVES

Autogas (LPG) is Cleaner and Greener - today's vehicles are much cleaner than they
used to be but they still contribute to air pollution, vehicles converted to run on
autogas produce far fewer of the harmful emissions associated with traditional fuels
and so offer the best environmental alternative.

Studies conducted at the level of the European Union for the period 1990-2000,
concerning the environmental impact of pollution, highlight the fact that the major
pollutant effect is due to carbon dioxide (CO2), sulfur dioxide (SO2), nitrogen oxides
(NOx), volatile organic compounds (VOC) and carbon dioxide (CO) produced by
industry, energy production and internal combustion engine transport. Much of the
noxes in the atmosphere are due to the combustion processes of classical fuels;
these processes result in a continuous emission of gaseous substances into the
atmosphere such as carbon and sulphurous anhydrides, nitrogen and carbon oxides
and particulate matter. Pollution has adverse consequences on the entire
environment (air, soil, water and subsoil). The resulting acid rain causes devastating
effects on the environment. The pollutant emissions from the exhaust gases of the
means of transport have a particular weight in the total volume of pollutants in the
atmosphere. The sum of the exhaust gases of internal combustion engines using
traditional fuels in the environment (in volumes) is estimated as follows:

17
 Vehicle Department and Transportation

- CO2 →17.0%;
- CO → 70.0%;
- VOC (volatile organic mixtures) → 48.8%;
- NOx → 53.4%;
- Pb → 60.0%;
- Solid material particles → 52.3%;
- SO2 → 5.0%,.

For a variety of reasons LPG is not considered the alternative fuel of the future any
more. Its place has been taken by natural gas competing with diesel and biodiesel.
Consequently, there has been little development in dedicated LPG engine
technology. On the other hand, gasoline engines and their emissions improved
tremendously over the last decade. As a result of that development, some of the
used-to-be advantages of LPG fuel, especially the low CO emissions, are now less
pronounced.

Fig.11 Automotive priority pollutant emissions by fuel type(www.drivelpg.co.uk)

18
 Vehicle Department and Transportation

Pollutants and effects on health are as follows:

 Hydrocarbons irritate the eyes, cause coughs, migraines, asthma and are
carcinogenic.
 Sulfur dioxide affects the airways, (larynx, bronchi, etc.); into the mixing with
certain pollutants triggers asthma in bronchial spasm, increases the frequency and
intensity of respiratory diseases in adults, and affects respiratory function in children.
 Nitrogen dioxide attacks cells of the immune system, favors bacterial and viral
aggression, cause vomiting, affect respiratory function, and increase susceptibility to
microbial infections.

 Carbon oxide sticks to blood hemoglobin, causes pain head, asthenia, vomiting
and in larger amounts can have deadly effects.
 Lead is toxic and in high doses in children causes disturbances in
cerebral development.
 Volatile organic compounds have very diverse pollutants, irritations,
diminished breathing capacity, etc.
 Solid particles cause irritation of the bronchi, especially in children
the immune system is fragile or immature; favors other pollutants that can penetrate
the respiratory tract. Particles derived from polycyclic aromatic hydrocarbons are
harmful and carcinogenic.

The diffusion of gases in the atmosphere blocks the infrared radiation emitted by the
surface of the earth and leads to the appearance of a "greenhouse effect" that favors
the global warming of the ambient temperature above those favorable to normal living
conditions.
The effects of global warming can be disastrous: climate change, rising sea levels
accompanied by floods, etc.
Carbon dioxide is the largest waste produced by mankind and is believed to produce
nearly half of the global warming effect of the atmosphere. The volume of gas
released into the atmosphere has reached a critical level.
In view of this, which can cause disaster on the ground, the European Community
adopted in 1990 a drastic reduction program for (CO2) emissions. The adopted

19
 Vehicle Department and Transportation

program provides for improvements in energy carrier yields and technologies and the
promotion of new energy sources such as LPG for the carriage of motor vehicles in
the transport sector, which leads to the reduction of the pollution of the environment.
Council Directive 1999/30 / EC of 22 April 1999 imposes limit values for sulphurous
anhydride, nitrogen dioxide and nitrogen oxide and solids contained in ambient air.
This directive became mandatory for the Member States of the European Union in
July 2001.

Essentially all LPG engines are gasoline engine conversions. As such, they are not
engineered to take advantage of the low emission potential of LPG. Their engine/fuel
control system is not optimally calibrated for the new fuel, often sacrificing
performance, fuel economy, and emissions. The performance and emissions vary
between different engines and conversion kits. Electronic LPG conversion kits are
available now which should provide the lowest emissions and best fuel economy, but
little data exists so far to verify that statement. Many of the mechanical conversions
produce engines not even remotely resembling the ideal, low-emission LPG picture.
It is wise to request emission data from the vendor when buying an LPG vehicle for
indoor application.
Unfortunately, brand new LPG conversions emitting CO levels of 2 to 4% are not
uncommon. As a generous guideline, an acceptable LPG engine should have
exhaust CO concentration of less than 1% under any steady-state condition.
Emissions from LPG engines depend also heavily on engine tune-up. Carbon
monoxide emissions skyrocket when the mixture becomes rich. The importance of
proper engine tune-up and maintenance for low emissions can not be overestimated.

9.1 Environmental benefits

 Autogas is a low carbon content fuel which reduces your carbon footprint.
 Autogas produces fewer harmful emissions that impact on air quality.
 Autogas engine noise is low reducing noise pollution.
 Autogas will quickly evaporate in the event of a fuel spill, unlike petrol and
diesel so there is no risk of ground or water contamination.

20
 Vehicle Department and Transportation

Based on independent testing of nearly 9,000 cars from the EU that were
manufactured recently and that have state-of-the-art pollution controls, those that run
on LPG produce 11% less CO2 in operation and about 15% less from ‘well to wheel’,
i.e. over the entire fuel supply chain than identical cars run on petrol.

The research also indicates that LPG cars produce less NOx than both petrol and
diesel ones. In fact, when compared to diesel, five times less NOx is emitted. LPG
vehicles are significantly lower on particle emissions as well.

Cleaner

Air quality, particular in urban areas, is a continuing issuefor the nation's health.

In 2004 Department of Health statistics show that particulates are responsible for
thousands of advanced deaths and thousands of instances of illness. NOx emissions
are also a major element of low level ozone, which causes smog and can worsen
existing asthma conditions.
Extensive independent tests showed that:
 One diesel vehicle emits 120 times the amount of fine particles as the
equivalent LPG vehicle.
 It takes 20 LPG vehicles to emit the same amount of NOx as one diesel
vehicle.

Greener

Reduce your carbon footprint by running on LPG.

At the Tailpipe
 LPG cars have 11% CO2 benefit

Research carried out in 2013 by Atlantic Consulting compared results for 1251
models of bi-fuel vehicles and concluded that there was an average 11% CO2
tailpipe benefit when running on LPG compared to the identical car running on petrol.

Well to Wheel – the figure calculated for LPG is considerably lower than other fuels:
 Diesel is 29.2% higher than LPG
 Petrol is 26.8% higher than LPG.

The above figures are sourced from the European Fuel Quality Directive which
places LPG as part of the solution to decarbonising the transport sector in Europe.

All fuel types are given a greenhouse gas (GHG) intensity figure. This figure is
calculated on a life-cycle basis, meaning that the emissions from the extraction,

21
 Vehicle Department and Transportation

processing and distribution of fuels are included. The EU has set a target to reduce
the greenhouse gas intensity of fuels.

Fig.12 Dacia Sandero

GPL(http://intranet.renault.com/engineering/en/post/13247/2013/09/gpl-for-dacia)

Use of LPG as a fuel at M.A.I. has the following advantages:

- full combustion;
- low pollutant emissions;
- any leakage does not pollute soil or water;
- reduction of noise level;
- increases transport economy, as long as gas prices are higher
reduced than other liquid fuels;
- Decrease of carbonated deposits, which decreases the burning tendency
secondary ignition;
- smaller deposits of calamines leading to longer service life
engine;
- Reduction of bearing loads and bearings by decreasing trend
firing with detonations;
- Reduce the wear of the cylinder, piston and segments, because the oil is not
dissolved by the liquid fuel deposited on the walls;
- oil is not altered by unburned hydrocarbons and lead-based additives.
Disadvantages of using gaseous fuels are:
- more difficult, cold engine starting;
- engine power drop by up to 10%;

22
 Vehicle Department and Transportation

- increase of the thermal regime of the engine, which leads to faster wear of the
engine valves and valve seats.

10. THE CONVENIENCE OF LPG

Often buying a car is greatly influenced by the current fuel price of its engine.
The reasons for choosing a fuel are mainly of an economic nature, even if other
parameters that may influence the choice of the vehicle are taken into account. An
economic analysis, however, is very difficult to do with precision, especially because
of the large number of parameters that contribute to determining the operating price
of a vehicle.
In the literature, a simplified analysis is generally adopted so that anyone
wishing to buy a vehicle is able to carry out assessments without having to resort to
expert assistance. The formula used is:

P T Ce  L
C  
(F.1)
AK K Cb
with:
C = Cost/km [lei/km]
P = total vehicle price (including gas installation costs) [lei]
K = km done / year [km/year]
T = circulation tax / year [lei/year]
Ce = equivalence coefficient calculated as the ratio between lower calorific
value / liter of fuel compared [Hi / l] and [Hi / l] gasoline [%] (table 3)
L = fuel cost / liter [lei/l]
Cb = gasoline fuel consumption [km/l]
A = years of usage. [years]

Table 3. Equivalence coefficients

No. Fuel type Equivalence coefficient
1 Gasoline 1.00
2 Commercial propane 1.27 … 1.38
3 Commercial butane 1.11 … 1.22

23
 Vehicle Department and Transportation

Example:

P = 50.000 lei
K = 15.000 km/year
T=0
Ce = 1.25
L = 2.7 lei/l
Cb = 12 km/l
A = 10 years

P T Ce  L 50000 0 1.25  2.7

C       0.615lei / km
AK K Cb 10  15000 15000 12
The formula above consists of three costs per km reported:
- the purchase of the car;
- car tax
- fuel price.

To simplify calculations, the formula does not take into account common costs such
as:
- the cost of the insurance;
- maintenance;
- repair, etc. because they are almost equal in all cases with those of the spark-
ignition engine; calculations refer to gasoline and autogas engines. Using the above
formula it generally results that autogas is the most fuel-efficient fuel.

Transforming a gasoline machine into a gas-fueled engine does not make

any modifications to the engine, just the installation of the specific equipment.
The liquid pumped from the container passes the high pressure piping and
reaches the evaporator reducer. The flow is regulated by a solenoid that remains
closed when the engine is off or running on petrol. In the vaporizer reducer the
autogas passes from the liquid state to the gaseous state. The energy required for
vaporization is provided by hot water derived from the engine cooling system. The

24
 Vehicle Department and Transportation

low pressure steam vapor is sucked from the evaporator reducer via the connecting
piping.
Autogas tanks are of high quality steels and normally comprise 3 parts (two
beads and a shell) joined together by welding; are provided with a label with the
name of the manufacturer, date of construction and omologation, actual capacity
and load capacity, and a registration number. The tanks are subjected to an internal
hydraulic sample at a pressure of 45 bar.
The rules say that the tank must be filled to a maximum of 80% of its total
capacity. The 80% limit allows safe storage of the tank even when the temperature
increases. In case of load abnormalities (over 80%), danger conditions can be
created.
The autogas electromagnetic valve is an electromagnetic device that
prevents the passage of the GPL when the engine is off or when it is powered by
petrol.

11. CONCLUSIONS

The reasons for the superior emissions performance were the following:
 Reduced emissions of carbon monoxide compared to gasoline engines (but
not as low as in diesel engines).
 No heavy hydrocarbon emissions. HC which are emitted, are of short carbon
chain and low ozone-forming reactivity.
 Low emission of toxic air contaminants such as benzene and 1,3-butadiene.
 Low cold-start emissions.
 Likely better emissions durability than that of gasoline engines. LPG emissions
should not increase as dramatically with the engine wear and deposit build-up.
 Zero evaporative and running losses due to the sealed fuel system.

25
 Vehicle Department and Transportation

References

[1] Alexandru, D., Nagi, M. – Utilizarea gazelor petroliere

lichefiate în sisteme autonome, Editura Mirton, Timişoara, 2006;

[2] Abăintăncei, D., Bobescu, Gh. – Motoare pentru automobile, Editura Didactică şi
Pedagogică, Bucureşti, 1975;
[3] Raica, T. – Construcţia şi calculul motoarelor cu ardere internă, Vol.II, Vol.III,
IPTVT, 1978;
[4] Raţiu, S., Alexa, V. – The extensive use of the internal combustion engine - a major
causes of pollution in Hunedoara area, Annalys of The Faculty Of Engineering
Hunedoara, Tome I, Fasc. 3, 2003, pag. 141-144;

[5] www.elgas.com
[6] www.drivelpg.co.uk
[7] www.wikipedia.com
[8] http://intranet.renault.com/engineering/en/post/13247/2013/09/gpl-for-dacia/

26