Browse Topic: Liquefied petroleum gas
Decarbonizing regional and long-haul freight is challenging due to the limitations of battery-electric commercial vehicles and infrastructure constraints. Hydrogen fuel cell medium- and heavy-duty vehicles (MHDVs) offer a viable alternative, aligning with the decarbonization goals of the Department of Energy and commercial entities. Historically, alternative fuels like compressed natural gas and liquefied propane gas have faced slow adoption due to barriers like infrastructure availability. To avoid similar issues, effective planning and deploying zero-emission hydrogen fueling infrastructure is crucial. This research develops deployment plans for affordable, accessible, and sustainable hydrogen refueling stations, supporting stakeholders in the decarbonized commercial vehicle freight system. It aims to benefit underserved and rural energy-stressed communities by improving air quality, reducing noise pollution, and enhancing energy resiliency. This research also provides a blueprint
This SAE Standard defines the safety and performance requirements for low-speed vehicles (LSVs). The safety specifications in this document apply to any powered vehicle with a minimum of four wheels, a maximum level ground speed of more than 32 km/h (20 mph) but not more than 40 km/h (25 mph), and a maximum gross vehicle weight of 1361 kg (3000 pounds), that is intended for operating on designated roadways where permitted by law.
During the 20th century, the energy landscape in India was dominated by fossil fuels, with diesel, petroleum, and kerosene used for most industrial and domestic purposes. In rural India, a large part of the population was still using coal, wood, or dung fires for cooking. However, the last few decades have seen the country strive to become a more gas-based economy, with widespread use of liquefied petroleum gas (LPG) and compressed natural gas (CNG) for cooking and even transportation. Recently, piped natural gas has also been made available to many urban households, providing the comfort of uninterrupted cooking gas directly to consumer homes. This new development calls for the gas utility providers to measure how much gas is being consumed. How? With the help of gas meters.
In prior work, the EGR loop catalytic reforming strategy developed by ORNL has been shown to provide a relative brake engine efficiency increase of more than 6% by minimizing the thermodynamic expense of the reforming processes, and in some cases achieving thermochemical recuperation (TCR), a form of waste heat recovery where waste heat is converted to usable chemical energy. In doing so, the EGR dilution limit was extended beyond 35% under stoichiometric conditions. In this investigation, a Microlith®-based metal-supported reforming catalyst (developed by Precision Combustion, Inc. (PCI)) was used to reform the parent fuel in a thermodynamically efficient manner into products rich in H2 and CO. We were able to expand the speed and load ranges relative to previous investigations: from 1,500 to 2,500 rpm, and from 2 to 14 bar break mean effective pressure (BMEP). Experiments were conducted to determine the effects of the H/C ratio of the fuel on H2 production and on the engine
The European Union has defined legally binding CO2-fleet targets for new cars until 2030. Therefore, improvement of fuel economy and carbon dioxide emission reduction is becoming one of the most important issues for the car manufacturers. Today’s conventional car powertrain systems are reaching their technical limits and will not be able to meet future CO2 targets without further improvement in combustion efficiency, using low carbon fuels (LCF), and at least mild electrification. This paper demonstrates a highly efficient and performant combustion engine concept with a passive pre-chamber spark plug, operating at stoichiometric conditions and powered with liquefied petroleum gas (LPG). Even from fossil origin, LPG features many advantages such as low carbon/hydrogen ratio, low price and broad availability. In future, it can be produced from renewables and it is in liquid state under relatively low pressures, allowing the use of conventional injection and fuel supply components. To
It has been shown that appropriate regulation of parameters of the gas supply system control algorithm allows to reduce the emission of selected components of the exhaust gas (carbon monoxide [CO], hydrocarbon [HC], and oxides of nitrogen [NOx]). The test engine met the Euro 6 standard on petrol and was equipped with an additional alternative multipoint fuelling system for multipoint injection (MPI) of the gaseous phase liquefied petroleum gas (LPG). The tests are comparative in nature. The first test to compare LPG petrol fuelling was carried out in the New European Driving Cycle (NEDC) where small differences in emissions were shown. The second part of the test compared emissions in the Worldwide harmonized Light vehicles Test Cycle (WLTC), wherein the initial phase there was a significant difference in emissions to the detriment of the gas supply. An innovative approach was therefore proposed to correct settings in the gas system control algorithm. In the first option, the settings
The exhaust emission from modern vehicles is reduced by catalysts except for cold start phase. The difference in emissions for unheated catalysts is large and can reach several times higher than the emission for the heated thermal state of the engine. In the dyno tests, the analysis of the duration and volume of the emissions for harmful exhaust components: CO2 (carbon dioxide), CO (carbon monoxide), THC (total hydrocarbons), NOx (nitrogen oxides) at various climatic chamber operating temperatures, i.e. 0-30oC, for a vehicle meeting the EURO3 and EURO6 standards was performed. Stationary analyzers AVL AMA i60 were used to measure the emissions. The article presents the differences in the emissions for the cold-start phase of engine operation and the duration of time passing to a heated engine for vehicles powered by petrol and LPG (liquefied petroleum gas). The work shows the analysis of modal emissions as well as bag emission.
The utilization of gaseous fuels in internal combustion (IC) engines is receiving more significant greater interest in recent years because of their better fuel mixing characteristics. Apart from potential gaseous fuels such as liquefied natural gas (LPG), compressed natural gas (CNG), and hydrogen, other alternatives are being explored for their utilization in IC engines. The reason for this exploration is mainly because of the durability and robust nature of compression ignition (CI) engines, and more research focuses on the utilization of a variety of gaseous fuels in CI engines. However, gaseous fuels need to be used in CI engines on dual fuel mode only. In this investigation, a single-cylinder, four-stroke, air-cooled diesel engine was converted into Acetylene run dual-fuel CI engine by changing the intake manifold of the test engine. Acetylene at three flow rates viz., 2lpm, 4lpm, and 6lpm were introduced into the intake port by manifold induction technique while Jatropha
The cottonseed oil, soybean oil and their methyl esters have been used as a pilot fuels for dual fuel engine running on the LPG as the main fuel. A variable compression research diesel engine has been converted to run on dual fuel of LPG and a pilot fuel derived from the renewable liquid fuels above. The engine has been instrumented to measure the combustion pressure, crank angles, exhaust temperature, flow rates of air, pilot fuel and gaseous fuel. The effects of changing the following parameters have been studied: the mass of pilot fuel, the mass of gaseous fuel, the pilot fuel injection timing, engine speed and the pilot fuel type. Five different pilot fuels has been tested here namely the cottonseed raw oil, the cottonseed methyl ester, the soybean raw oil, the soybean methyl ester and the diesel fuel as a reference fuel. The results presented included the combustion noise (as maximum pressure rise rate), the heat release rate, the maximum combustion pressure, the exhaust
This paper provides a summary of a Liquefied Petroleum Gas (LPG) concept engine developed for medium duty applications (class 6-7 trucks) targeting high efficiency with a power density that matches turbocharged diesel engines. The turbocharged in-line 6 cylinder engine incorporates an advanced spark ignition combustion system design, a purpose built medium-duty class engine structure optimized for operation with a direct propane injection system, dual overhead cams with individual cam phasers and twin-entry turbocharger. The high tumble charge motion combustion system targeted for operation with direct injected (DI) LPG has resulted in an engine capable of producing up to 22 bar brake mean effective pressure (BMEP) at high brake thermal efficiency (BTE) throughout the operating map. The high BTE combined with low carbon to hydrogen ratio of LPG results in 12% lower Brake Specific CO2 (BSCO2) emissions on the heavy-duty FTP cycle when compared to a diesel engine of same displacement and
Recently, it has been worth pointing out the relevance of alternative fuels in the improvement of air quality conditions and in the mitigation of global warming. In order to deal with these demands, in recent studies, it has been considered a great variety of alternative fuels. It goes without saying that the alternative fuels industry needs the best of the efficiency with a moderate layout. From this perspective, Liquefied Petroleum Gas (LPG) could represent a valid option, although it is not a renewable fuel. In terms of polluting emissions, the LPG can reduce nitrous oxides and smoke concentrations in the air, a capability that has a relevant importance for the modern pollution legislation. LPG is well known as an alternative fuel for Spark Ignition (SI) engines and, more recently, LPG systems have also been introduced in the Compression Ignition (CI) engines in dual-fuel configuration. In this research, LPG-Diesel liquid-blend has been used to power a CI engine in mixed fuel
Directly injecting fuel in two-stroke spark-ignition (2S-SI) engines will significantly reduce fuel short-circuiting losses. The liquid phase liquefied petroleum gas (LPG) DI (LLDI) mode has not been studied on 2S-SI engines even though this fuel is widely used for transportation. In this experimental work a 2S-SI gasoline-powered engine used on three-wheelers was modified to operate in LLDI mode with an electronic engine controller. The influences of injection pressure (IP), end of injection (EOI) timing, location of the spark plug, and type of injector on performance, combustion, and emissions were studied at different operating conditions. EOI close to bottom dead center with the spark plug located near the exhaust port was the most suitable for the LLDI mode which significantly enhanced the fuel trapping efficiency and improved the thermal efficiency. At 70% throttle condition the brake thermal efficiency increased from 19% to 25.6% and there was an 87% reduction in hydrocarbon (HC
Since 1st September 2014 the Hong Kong Environmental Protection Department (HKEPD) has been utilising a Dual Remote Sensing technique to monitor the emissions from gasoline and liquified petroleum gas (LPG) vehicles for identifying high emitting vehicles running on road. Remote sensing measures and determines volume ratios of the emission gases of HC, CO and NO against CO2, which are used for determining if a vehicle is a high emitter. Characterisation of each emission gas is shown and its potential to identify a high emitter is established. The data covers a total of about 2,200,000 LPG vehicle emission measurements taken from 14 different remote sensing units. It was collected from 6th January 2012 to 20th April 2017 across a period before and after the launch of the Remote Sensing programme for evaluating the performance of the programme. The results show that the HKEPD Remote Sensing programme is very effective to detect high emitting vehicles and reduce on-road vehicle emissions
This paper presents the results of a two-phase Philippine study to determine the actual mileage (km/liter) of in-use diesel and LPG (liquefied petroleum gas or Auto-LPG) public utility jeepneys plying two separate Metro Manila urban routes using both on-road and chassis dynamometer tests. Measured average load factor in on-road tests was 60-70%. Dynamometer tests at 100% load factor utilized drive cycles derived from on-road speed data. A “diesel equivalent mileage” of actual LPG mileage, deemed indicative of LPG “fuel energy conversion efficiency” relative to diesel, was calculated (based solely on fuel heating values and densities) for comparing actual mileage from both fuels. The LPG actual mileage in both on-road and laboratory tests was lower than diesel mileage. In on-road tests, the LPG actual mileage was lower than diesel actual mileage by about the same percentage LPG heating value was lower than diesel’s per liter of fuel. The LPG diesel equivalent mileage was also about the
This SAE Standard defines the safety and performance requirements for Low Speed Vehicles (“LSV”). The safety specifications in this document apply to any powered vehicle with a minimum of 4-wheels, a maximum level ground speed of more than 32 km/h (20 mph) but not more than 40 km/h (25 mph),), and a maximum gross vehicle weight of 1361 kg (3000 pounds), that is intended for operating on designated roadways where permitted by law.
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