FUPROC-03117; No of Pages 6

Fuel Processing Technology xxx (2011) xxx–xxx

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Fuel Processing Technology

j o u r n a l h o m e p a g e : w w w. e l s ev i e r. c o m / l o c a t e / f u p r o c

Effects of volumetric efficiency on the performance and emissions characteristics of a

dual fueled (gasoline and LPG) spark ignition engine
M. Gumus ⁎
Department of Mechanical Engineering, Faculty of Technology, Marmara University, Ziverbey, 34722, Istanbul, Turkey

a r t i c l e i n f o a b s t r a c t

Article history: In this study, effects of variation in volumetric efficiency on the engine emissions characteristics with different
Received 27 March 2011 LPG usage levels (25%, 50%, 75%, and 100%), on an engine operated with new generation closed loop, multi-
Received in revised form 1 May 2011 point, and sequential gas injection system were investigated. For this purpose, experiments were carried out
Accepted 3 May 2011
under constant engine speed (3800 rpm) and different load (5%, 30%, 60%, 90%) conditions. The variations in
Available online xxxx
volumetric efficiency, air–fuel ratio, brake thermal efficiency, brake specific fuel consumption, brake specific
Keywords:
energy consumption, and exhaust gasses were examined. The volumetric efficiency decreased considerably
Volumetric efficiency at the use of 25% LPG level. As for the 50%, 75% and 100% LPG usage, volumetric efficiency decreased in
LPG proportion to LPG usage level. Air–fuel ratio decreases with the increase in LPG usage level and the minimum
Gasoline air–fuel ratio value was obtained at 100% LPG usage. At the use of mixture containing 25% LPG, brake specific
Dual fuel fuel and energy consumption decreased while the brake thermal efficiency was maintained. Positive results
Exhaust emissions were obtained at all LPG usage levels in terms of exhaust emissions. Best results were achieved at using 100%
Engine performance LPG for exhaust emissions.
© 2011 Elsevier B.V. All rights reserved.

1. Introduction
The motor vehicles are considered as major contributors to the
deterioration of environment. It has been proven that the pollutants
in the motor emissions have considerable impacts on the ecological
systems and the health of human. Therefore there is an increasing
demand on tightening the emission standards of motor vehicles, as
well as demand on developing means for reducing emissions from
motor vehicles [1]. In recent years, in order to reduce the environ-
mental damage of motor vehicles and meet the stringent emission
regulations, clean alternative fuels such as liquefied petroleum gas
(LPG), natural gas (NG), and Hydrogen (H) have been applied in motor
vehicles [2–6]. LPG is well known as a clean alternative fuel for vehicles
because it contains less carbon molecules than gasoline or diesel. Its
higher ratio of carbon (C) to H reduces the amount of carbon dioxide
(CO2) and other non-regulated emissions, such as formaldehyde and
acetaldehydes. LPG also has other many advantages such as high
octane number, high combustion value, little carbon accumulation,
easy storage, and low cost. Searches for alternative energy sources in
automotive industry have brought forward the use of LGP in vehicles
as fuel. Nowadays, LPG is widely used as fuel in cars in developed
countries (Italy, Netherlands, France, Belgium, Japan, and U.S.A). LPG
fuel is preferred as a clean alternative fuel for internal combustion
engines due to easy availability and storage, low cost, high octane
⁎ Tel.: + 90 216 3365770 321; fax: + 90 216 3378987.
E-mail address: mgumus@marmara.edu.tr.
number, high combustion efficiency, and low exhaust emissions with
respect to other fuels [7]. In an attempt to decrease air pollution and
obtain fuel economy, several LPG fuel supply system, which range from
gas vaporization with an open-loop control system to liquid injection
with a closed-loop control system have been developed and applied in
various internal combustion engines. Most commercially available LPG
engines adopt a mixer type system, which supplies gas fuel into the
intake air upstream of the throttle body with a vaporizer [2]. However,
conventional mixer systems have problems for meeting stringent low
emission regulations because of the difficulty in air–fuel ratio (A/F)
control precisely [8]. The gaseous sequential injection (GSI) system
which is a LPG gas phase port injection system that was considered as
one of the next generation fuel supply systems for internal combustion
engines has reduced the problems of A/F control in light and middle
duty vehicles [9].
Conversion systems which ensure the use of LPG fuel in spark
ignited engines, enables LPG fuel to be used in engines more efficiently
in parallel to the development in its technology. Although LPG fuel
is used with new generation conversion systems in spark ignition
engines, a little reduction in power output of engine occurs. The reason
for this reduction is the decrease in the volumetric efficiency (VE) of
the engine as the result of using LPG which expands 230–267 times
while passing to the gas phase from liquid phase. When using LPG in
gas state in spark ignition engines, VE is more explicitly less than those
when using gasoline and the VE of LPG in gas phase is 4–7% lower than
usage of gasoline [10].
There is a reduction in engine performance and a rise in fuel con-
sumption and harmful exhaust emissions due to the reduction in VE.

0378-3820/$ – see front matter © 2011 Elsevier B.V. All rights reserved.
doi:10.1016/j.fuproc.2011.05.001

Please cite this article as: M. Gumus, Effects of volumetric efficiency on the performance and emissions characteristics of a dual fueled
(gasoline and LPG) spark ignition engine, Fuel Process. Technol. (2011), doi:10.1016/j.fuproc.2011.05.001
2 M. Gumus / Fuel Processing Technology xxx (2011) xxx–xxx
Negative effects resulting from the use of LGP in gas state in spark
ignited engines such as VE and lower heating value can be eliminated
by increasing the compression ratio and advancing the ignition timing
of engine. Since the octane number of LPG is higher, anti-knock
resistance of engines operated on this fuel increases. So, brake thermal
efficiency (BTE) of engine can be enhanced through increasing its
compression ratio. Furthermore BTE of engine can be enhance with
advancing ignition timing due to the increase in average in-cylinder
pressures [11].
There are lots of studies in literature relating to the use of LPG
in internal combustion engines. The studies are generally about the
effects of LPG usage on combustion characteristics, engine perfor-
mance, fuel consumption, exhaust emissions, and fuel costs. In a study
carried out by Sim et al., it was seen that loss of torque occurs because
LPG in gas state covers much more space than gasoline droplets [12].
They developed LPG injection system to control engine power, fuel
consumption, and A/F. They determined that injection quantity of
injectors is affected by fuel temperature, injection pressure, and in-
jector operating voltage in a liquid injection system. Therefore they
identified a correction factor depending upon fuel temperature, in-
jection pressure, and injector operating voltage. A compensation
method which controls the fuel injection quantity was obtained from
experimental studies for liquid injection system. It was found that LPG
injection system can be performed well at all engine speeds and loads
and A/F control could be made precisely by using recommended
compensation algorithm [13]. In a study by Lee et al., variations in VE
when LPG is used in gas state were compared to in liquid state. In this
study, it was seen that injecting LPG in liquid state into manifold is
comparable to the injection in gas state [14]. In another study by Lee
et al., length of intake manifold and location of injection in manifold
were optimized for using LPG in internal combustion engines. In this
study, results from the liquid injection of LPG showed little differences
from that of LPG injection in gas state [15]. In a study by Celik and
Balki, compression ratio were increased from 5:1 to 9:1 in a single
cylinder engine and possibilities of performance improvement for
using of LPG were investigated experimentally[16]. It was determined
that engine torque decreases by 13% in LPG operation without
changing compression ratio and the increasing of compression ratio
decreased engine torque losses. It was also stated that the reason of
this result is decreasing of VE due to the fuel entering into the cylinder
in gas state. In a comprehensive study by Ristovski et al., the particle
and CO2 emissions from LPG powered and five unleaded petrol (ULP)
powered new Ford Falcon Forte passenger vehicles was carried out on
a chassis dynamometer at four different vehicle speeds[17]. Emission
factors and their relative values between the two fuel types together
with a statistical significance for any difference were estimated for
each parameter. In general, LPG was found to be a cleaner fuel, although
in most cases, the differences were not statistically significant owing
to the large variations between emissions from different vehicles. The
particle number emission factors was over 70% less with LPG compared
to ULP. At all speeds, the values of CO2 emission were 10% to 18% greater
with ULP than with LPG. Saleh investigates the effect of variation in LPG
composition on emissions and performance characteristics in a dual fuel
engine run on diesel fuel and five gaseous fuel of LPG with different
composition [18]. To quantify the best LPG composition for dual fuel
operation especially in order to improve the exhaust emissions quality
while maintaining high thermal efficiency comparable to a conventional
diesel engine. From the results, it is observed that the exhaust emissions
and fuel conversion efficiency of the dual fuel engine are found to be
affected when different LPG composition is used as higher butane
content lead to lower NOx levels while higher propane content reduces
CO levels. LPG fuel (70% propane, 30% butane) with mass fraction
40% substitution of the diesel fuel was the best LPG composition in the
dual fuel operation except that at part loads. Also, tests were made for
LPG–diesel blend in the dual fuel operation at part loads to improve the
engine performances and exhaust emissions by using the Exhaust Gas
Please cite this article as: M. Gumus, Effects of volumetric efficiency on the performance and emissions characteristics of a dual fueled
(gasoline and LPG) spark ignition engine, Fuel Process. Technol. (2011), doi:10.1016/j.fuproc.2011.05.001
Recirculation (EGR) method. In a study by Choi et al. a conventional
diesel engine was converted to an engine using LPG fuel [19]. Effects of
butane–propane ratio in LPG on engine performance, emissions, and
combustion characteristic were investigated by using the converted
diesel engine. Engine torque and power were greatly affected by the
variation of butane and propane content in LPG. Exhaust temperature
changed 15 °C at the most.
From the literature review, it was seen that usage of LPG fuel has
a major effect on the engine performance, exhaust emissions, and
fuel consumption. However, it has not been clearly studied the effects
of the use of LPG together with gasoline fuel at certain ratios on the VE
and the effects of the variation in VE on the engine performance,
fuel consumption and exhaust emissions. Therefore, these topics need
to be investigated to make up for the deficiency in the literature. For
this reason, In this study, effects of variation in VE on the engine
performance and emissions with different LPG usage levels (in terms
of heating value; pure diesel, 25%, 50%, 75% LPG and pure LPG), on an
engine operated with new generation closed loop, multi-point and
sequential gas injection system were investigated. For this purpose,
experiments were carried out under constant engine speed (3800 rpm)
and different brake mean effective pressure (BMEP) conditions. The
engine torque and power output depending on the engine speed were
also examined. The variations in VE, A/F, BTE, BSFC, brake specific energy
consumption (BSEC), and exhaust gasses were examined.
2. Experimental apparatus and procedures
2.1. Experimental set up
The experiments were conducted on a Renault Clio 1.4i RTA vehicle.
Table 1 shows the specifications of test vehicle and the engine. In this
study, multiple point sequential LPG injection system, manufactured
by Üçyıldız Automotive Industry Ltd. was used. System adjusts the
pressure of LPG by converting it into gas state by means of an evap-
orator and regulator and injects it into intake manifold through in-
jectors. Pressure of LPG at the evaporator and regulator outlet is close
to atmospheric pressure. Amount of LPG required based on the engine
speed and load, is adjusted automatically. LPG injected with the
required quantity and at the desired time according to the injection
signal given by electronic control unit (ECU) to the inlet port by the
injectors which are mounted on the intake manifold of the vehicle.
LPG injection order and timing in system is controlled by ECU of LPG
according to the gasoline injection timing of the original ECU.
HHF42 Hot wire anemometer was used for metering the amount of
the air flow into engine. Measuring ranges and percentage errors of
HHF42 Hot wire anemometer measuring device used in tests are given
Table 1
Specifications of test vehicle and engine.
Make and model Renault Clio, 1.4i, 2000
Net weight 960 kg
Dimensions 3773/1639/1428 mm
Drive type FWD
Transmission 5 speed forward manual
Tank storage 50 dm3
Engine type OHC, 8 valves
Firing order 1-3-4-2
Bore 75.8 mm
Stroke 77 mm
Total displacement 1390 cm3
Compression ratio 9.5:1
Cooling system Water cooled
Max. engine speed 5950 rpm
Max. power output 55 kW (5500 rpm)
Max. engine torque 114 N m (4250 rpm)
Fuel system Fuel-injected
Average fuel consumption 7.1 dm3/100 km
 M. Gumus / Fuel Processing Technology xxx (2011) xxx–xxx 3

Table 2 Table 4
Specifications of hot wire anemometer and exhaust emission device. Characteristics of the test fuels.

Measured characteristic Measuring range Stability Precision Characteristics Gasoline Propane Butane

Speed (km/h) 0.7–72 km/h 0.1 km/h ± 1% Specific gravity (kg/m³) 765 509 585
Temperature (°C) 0–50 °C 0.1 °C ± 0.8 Lower heating value (MJ/kg) 44.04 46.34 45.56
CO2 0–20% – ± 0.01% Boiling point (°C) 30–225 − 42 − 0.5
CO 0–10% – ± 0.01% Ignition point (°C) 257 510 490
HC 0–10.000 ppm – ± 1 ppm Combustion rate (mps) 0.35 0.4 0.4
Air–fuel ratio 14.7 15.8 15.6
Flammability limits (Vol.%) 1.3–7.6 2.1–9.5 1.5–8.5
Research octane number 95 111 103
in Table 2. CO, CO2 and HC emissions were measured with an infrared Motor octane number 85 97 89
gas analyzer. Measuring ranges and error rates of emission measuring
device used in tests are given in Table 2. Vehicle test were carried out
using CARTEC brand chassis dynamometer coded as 2020. Specifica- BMEP). At all engine loads, opening times of injectors to determine
tions of the chassis dynamometer are given in Table 3. Calibration of fuel consumption and air flow velocities to measure the air consumption
the dynamometer was made by the qualified staff of the authorized and exhaust emissions (CO2, CO and HC) were measured. VE, A/F, BTE,
company. BSFC, and BSEC were calculated using measured parameters.
In this study LPG fuel produced by Mogaz company were used. In
Turkey, LPG fuel is composed of 50% propane (C3H8) and 50% butane 3. Results and discussion
(C4H10) mixture in winter conditions. Major characteristics of LPG
(propane and butane) and gasoline used in tests are given in Table 4. 3.1. Volumetric efficiency (VE)

2.2. Experimental procedures Fig. 1(a) shows the variation of VE with BMEP. VE shown a decrease
depending on the LPG usage. VE decreased considerably in the use
Required changes in hardware and software of the conversion of 25% LPG. As for the 50%, 75% and 100% LPG usage, VE decreased
system were made to ensure transition of vehicle engine from gaso- in proportion to LPG usage level. In the use of 25%, 50%, 75% and 100%
line usage to LPG fuel usage and to enable to the use of dual fuel. These of LPG, VE decreased by 17.8%, 21%, 23.4%, and 26.5%, respectively. VE
changes were made with Üçyıldız Automotive Ind. Co. Ltd.'s con-
tribution. Conversion system measures the consumed fuel quantity
depending on the operating conditions and decreases the amount of (a)
gasoline gradually until the full transition to LPG usage. Decrease in 100
the amount of gasoline is ensured through shortening the electrical %100Gasoline
signals outputted to fuel injector by gasoline ECU by means of emu-
80 %75Gasoline+%25LPG
lators controlled by LPG control unit. Delivery of LPG to cylinders is
%50Gasoline+%50LPG
provided through sending electrical signal providing the amount of
%25Gasoline+%75LPG
LPG equal to the heating value of diminished gasoline to LPG injectors. 60
VE (%)

Realization of those mentioned above is ensured by LPG ECU coming %100 LPG
one cycle behind the gasoline ECU. In this study, detection of injection
times for gasoline and LPG injectors were used for determining fuel 40
consumption. In case injection times for gasoline and LPG injectors can
be determined, detection of fuel flow rates of injectors may be possible. 20
Therefore, fuel consumption of engine can be determined by the sum
of fuel flow rates of all injectors.
Tests on vehicle dynamometer, were carried out at an engine speed 0
0 200 400 600 800 1000
at which maximum power and maximum torque were obtained and
which corresponds to 90 km/h (4. gear, 3800 rpm) in various load
BMEP (kPa)
conditions. Vehicle engine were loaded 90% of maximum torque. Torque (b)
is proportional to BMEP. At maximum torque, BMEP is 1030.6 kPa. LPG 20
usage levels were set in five different values as 0% (pure gasoline), 25%,
50%, 75%, and 100% (pure LPG) in terms of heating value. Measurements
were taken in all usage levels of LPG for engine loads of 5% (51.5 kPa
15
BMEP), 30% (309 kPa BMEP), 60% (618 kPa BMEP) and 90% (927 kPa
Air-Fuel Ratio

Table 3
10
Specifications of vehicle dynamometer. %100Gasoline
Technical specifications Unit Value %75Gasoline+%25LPG
%50Gasoline+%50LPG
Maximum test speed km/h 260
5 %25Gasoline+%75LPG
Usage temperature °C 0–50
Maximum brake power kW 260 %100 LPG
Power supply AC/V 400
Frequency Hz 50
Air supply MPa 0.7 0
0 200 400 600 800 1000
Drum diameter mm 320
Drum width mm 490 BMEP (kPa)
Max. lifting capacity t 2
Max. axle load t 3.5
Fig. 1. Variation of VE (a) and A/F (b).

Please cite this article as: M. Gumus, Effects of volumetric efficiency on the performance and emissions characteristics of a dual fueled
(gasoline and LPG) spark ignition engine, Fuel Process. Technol. (2011), doi:10.1016/j.fuproc.2011.05.001
4 M. Gumus / Fuel Processing Technology xxx (2011) xxx–xxx

increases with the increase in BMEP. That throttle is partially open (a) 700
leads to a considerable amount of decrease in VE in partial loads. In the
case of full load conditions, due to the fact that throttle fully opens and
the resistance which limits the air flow is eliminated as a result, VE %100Gasoline
600
rises rapidly. Fig. 1(b) shows the variation of actual A/F depending on %75Gasoline+%25LPG

BSFC (g/(kW h))

BMEP for gasoline, LPG and LPG usage in different levels. A/F decreases %50Gasoline+%50LPG
with the increase in BMEP. This variation is due to the enrichment of 500 %25Gasoline+%75LPG
mixture on load demands. A/F decreases with the increase in LPG %100 LPG
usage level and it is minimum at 100% LPG usage. This is because, in
400
the use of LPG VE decreases and mixture gets richer with the decrease
in the air flow into cylinder.
300
3.2. Engine performance

3.2.1. Brake thermal efficiency (BTE) 200

Variation of BTE according to BMEP is shown in Fig. 2. BTE 0 200 400 600 800 1000
increases with the increase in BMEP and decreases with the increase BMEP (kPa)
in LPG usage level. Major reason for this decrease in BTE with the LPG
(b) 30
usage may be ascribed to the decrease in the VE during LPG usage [9].
Maximum BTE was obtained as 34.59 with the pure gasoline usage. As
for the minimum engine thermal efficiency, it was obtained as 27.09 %100Gasoline
26
with pure gasoline usage at the 90% engine load (927 kPa BMEP). %75Gasoline+%25LPG

BSEC (MJ/(kW h))

With the use of fuel blends containing 25%, 50%, 75% of LPG and 100% %50Gasoline+%50LPG
LPG, BTE decreased by about 2%, 14.1%, 12.2%, and 18.2% respectively. 22 %25Gasoline+%75LPG
BTE decreased slightly with the use of fuel blend containing 25% of %100 LPG
LPG. At the low LPG usage levels, the more homogenous mixture with
18
the use of LPG increases the combustion efficiency and the effect of
the decrease in VE due to the use of LPG can be compensated.
14
3.2.2. Brake specific fuel consumption (BSFC)
Variation of BSFC according to BMEP is shown in Fig. 3(a). In
general, BSFC decreased with the increase in BMEP. BSFC of the use of 10
0 200 400 600 800 1000
blend containing 25% LPG was minimum. The higher mass heating BMEP (kPa)
value of LPG and its positive effect on combustion efficiency are the
most evident factors for this result. BSFC was typically increased with
Fig. 3. Variation of BSFC (a) and BSEC (b).
the increase in the next LPG usage level. Maximum fuel consumption
was obtained with 50% gasoline and 50% LPG mixture at low engine
loads, as for high engine loads, it was obtained with the 100% LPG fuel. is calculated as multiplication of BSFC and LHV. It is an important
With the use of mixture containing 25% LPG, BSFC decreased by %7.1 parameter to be compared to BTE since it considers the flow rate and
on the average. With the use of mixtures containing 50%, 75% of LPG heating value of fuel together [20]. In this study, it is more meaningful
and 100% LPG, BSFC increased by 7.3%, 0.4%, and 1.8%, respectively, on to make the comparison by BSEC instead of BSFC, since both fuel rates
the average. and heating values of mixtures are different. BSEC showed similar
tendency to BSFC but distances between curves become evident as
3.2.3. Brake specific energy consumption (BSEC) shown in Fig. 3(b). With the use of mixture containing 25% LPG, BSEC
Fig. 3(b) shows the variation of BSEC with BMEP. BSEC represents decreased by 6.2% on the average. With the use of mixtures containing
the amount of energy needed to get one kilowatt of power and it 50%, 75% of LPG and 100% LPG, BSEC increased by 9.7%, 3.7%, and 6.3%
respectively on the average. BSEC at the use of blend containing 25%
LPG was minimum. Since the heating value of LPG is high, the dif-
35 ference between gasoline decreased with respect to BSFC. Similar to
BSFC, maximum energy consumption was obtained with 50% gasoline
and 50% LPG mixture at low engine loads, as for high engine loads, it
30
was obtained with the 100% LPG fuel.

25 3.3. Exhaust emissions

BTE (%)

3.3.1. Carbon dioxide (CO2) emissions

20 %100Gasoline
Because CO2 emissions lead to global warming through green-
%75Gasoline+%25LPG
house effect, it is desired that carbon atoms leading to constitution of
%50Gasoline+%50LPG
15 CO2 emissions do not exist in fuel or exist in low levels. That carbon–
%25Gasoline+%75LPG
hydrogen ratio in LPG fuel is lower than carbon–hydrogen ratio in
%100 LPG gasoline leads to a decrease in CO2 emissions. Variation of CO2 emis-
10 sions according to BMEP is shown in Fig. 4(a). With the increase in
0 200 400 600 800 1000 BMEP, CO2 emissions increase due to the rise in flow rate of air–fuel
BMEP (kPa) mixture and enrichment of mixture.
In case of increase in LPG usage level, CO2 emissions decrease. With
Fig. 2. Variation of BTE. the use of fuel blends containing 25%, 50%, 75% of LPG and 100% LPG,

Please cite this article as: M. Gumus, Effects of volumetric efficiency on the performance and emissions characteristics of a dual fueled
(gasoline and LPG) spark ignition engine, Fuel Process. Technol. (2011), doi:10.1016/j.fuproc.2011.05.001
 M. Gumus / Fuel Processing Technology xxx (2011) xxx–xxx 5

(a) 15 500
%100Gasoline
%100Gasoline 400 %75Gasoline+%25LPG
12 %75Gasoline+%25LPG %50Gasoline+%50LPG
%50Gasoline+%50LPG %25Gasoline+%75LPG

HC (ppm)
%25Gasoline+%75LPG 300 %100 LPG
9
CO2 (%)

%100 LPG

200
6

100
3
0
5 30 60 90
0 BMEP (%)
5 30 60 90
BMEP (%)
Fig. 5. Variation of HC emissions.
(b)1,4
%100Gasoline 4. Conclusions
1,2 %75Gasoline+%25LPG
%50Gasoline+%50LPG In this study, volumetric losses arising from the use of LPG has
1
%25Gasoline+%75LPG
been tried to control by using dual fuel (gasoline and LPG). For this
aim, effects of variation in VE on the engine performance and emis-
CO (%)

%100 LPG
0,8
0,6
0,4
0,2
5 30 60
BMEP (%)
Fig. 4. Variation of CO2 (a) and CO (b) emissions.
CO2 emissions decreased by 11.9%, 22.6%, 23.9% and 33.9%, respec-
tively, on the average.
3.3.2. Carbon monoxide (CO) emissions
Variation of CO emissions according to BMEP is shown in Fig. 4(b).
As shown in the figure, CO emissions decrease with the increase in
LPG usage level. This is because, the carbon–hydrogen ratio of LPG fuel
is low and LPG in gas state burns effectively with more homogenous
mixture. With the use of fuel blends containing 25%, 50%, 75% of LPG
and 100% LPG, CO emissions decreased by 26.8%, 26.2%, 40.7% and
53.3%, respectively, on the average.
3.3.3. Hydrocarbon (HC) emissions
Existence of HC in exhaust gasses points out that fuel didn't
burn completely. Main reasons for failure to complete combustion
and formation of HC are lower temperature, lack of oxygen and non-
homogeneity of mixture [21]. Fig. 5 shows the variation of HC
emissions with BMEP. As shown in the figure, HC emissions decrease
with the increase in LPG usage level. Because the mixture becomes
more homogeneous with the increase in LPG usage level, combustion
is improved and HC emissions decrease. With the increase in engine
BMEP, HC emissions increase due to the enrichment of mixture. With
the use of fuel blends containing 25%, 50%, 75% of LPG and 100% LPG,
HC emissions decreased by 27.7%, 41.4%, 53.1% and 72.6%, respective-
ly, on the average.
HC and CO emissions are strongly related to cylinder gas temper-
ature at post-flame. LPG has higher cylinder gas temperature than that
of gasoline, and this will enhance HC and CO oxidation in the post
flame. This factor also leads to the low value of HC and CO emissions.
sions with different LPG usage levels on an engine operated with new
generation closed loop, multi-point and sequential gas injection sys-
tem were investigated. Experiments were carried out under constant
engine speed and different BMEP conditions. The variations in VE, A/F,
BTE, BSFC, BSEC, and exhaust gasses were examined. Results obtained
in this study were outlined below.
• The VE was shown a decrease depending on the LPG usage. The VE
90
decreased considerably with the use of 25% LPG. As for the 50%, 75%
and 100% LPG usage, VE decreased in proportion to LPG usage level.
A/F decreases with the increase in LPG usage level and the minimum
A/F value was obtained at 100% LPG usage.
• Positive results in terms of engine performance were only achieved
when using 25% LPG mixture ratio. With the use of mixture
containing 25% LPG, BSFC and BSEC decreased while the BTE was
maintained.
• During tests carried out on vehicle dynamometer using various
engine loads, positive results were obtained in terms of exhaust
emissions at all LPG usage levels. Best results in terms of exhaust
emissions were achieved at using 100% LPG.
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Please cite this article as: M. Gumus, Effects of volumetric efficiency on the performance and emissions characteristics of a dual fueled
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