LPG Injection in Compression Ignition Engines

Staffordshire University, Faculty of Computing, Engineering & Sciences

LPG Injection in Compression Ignition Engines BSc Motorsport Technology, Final Year Project Submission

Rob Harvey April 2016 Project Supervisor: Debi M Roberts

pg. 1

Abstract

The depletion of conventional fossil fuel resources and concerns on the negative environmental

effect of their use has caused a need to find alternative fuel solutions for transport. A great deal of

research and development work is currently being undertaken into ultra-low and zero emissions

(ULEV & ZEV) small passenger vehicles. Including plug-in hybrid electric (PHEV) and hydrogen fuel

cell cars. However, the vast majority of vehicles in use today are fuelled by conventional liquid fossil

fuels, petroleum and diesel. The short range of electric vehicles currently in production and lack of

re-charging infrastructure makes them impractical for the majority of car users. This has prompted

the search for a transitional low emission vehicle (TLEV) solution and a solution which can be retro-

fitted to current fossil fuel powered vehicles without the need for major modification to the engine

and fuel systems.

One solution which has been identified by several researchers is the incorporation of liquid gaseous

fuels such as liquid natural gas (LNG) and liquid petroleum gas (LPG). Because gaseous fuels, when

burnt completely, produce far less SOx NOx and CO2 making them a viable alternative to address the

environmental concerns raised by the use of conventional fossil fuels. Gaseous fuels such as these

possess a high octane number and a low cetane number. This makes them suitable as an alternative

fuel in spark ignition engines. However the low cetane number makes it impossible to use them in

compression ignition engines without an amount of diesel used as an ignition source or ‘pilot fuel’.

Current light passenger car sales show diesels having a majority market share of around 51% (SMMT,

2015). To understand how diesel engines could be modified to capitalise on the preferable

combustion properties of gaseous fuels it is necessary to carry out research and testing which was

the primary objective of this project. An economical method of research and testing would be to use

simulation software such as Ricardo’s WAVE package. However, it was identified early on in the

research that the standard combustion models provided by Ricardo with their software were not

suitable for the proposed gas injection method and would provide anomalous results. This meant

that, for the purposes of the project it was more prudent to design build and test a real diesel-

gaseous fuel rig. This was then tested using an engine dynamometer to observe the variation in

power and torque curves and the exhaust emissions.

pg. 2

Acknowledgements

The project supervisor, Debi Roberts who provided support and assistance throughout the

project.

Engineering Technical Specialist at Staffordshire University, Neil Harvey. Without his

knowledge, skills and experience in component design and manufacture the project would

not have been possible.

Automotive and Motorsport Technical Specialist at Staffordshire University, Gareth

Downing. For his knowledge and assistance in running the test rig and obtaining results.

Engineering Technical Specialist at Staffordshire University, Mick Britton for his assistance in

producing prototype components.

Joost Jochems, Managing Director of DYNOSTAR BV for his help and kind assistance in the

instrumentation of the test rig and running of the Dynamometer and software.

pg. 3

Contents

Abstract ................................................................................................................................................... 1

Acknowledgements ................................................................................................................................. 2

Glossary ................................................................................................................................................... 5

1 - Introduction ....................................................................................................................................... 6

2 - Objectives .......................................................................................................................................... 8

3 - Method .............................................................................................................................................. 9

3.1 - Engine Selection & Dynamometer Frame Design ................................................................... 9

3.2 - Cooling System Design and Specification ............................................................................. 10

3.3 - Electrical & Control System Design and Specification .......................................................... 12

3.4 - Instrumentation and Data Acquisition Systems Design and Specification ........................... 14

3.5 - Dual-Fuel LPG System Design and Specification ................................................................... 15

3.6 - Drive Coupling Design and Specification .............................................................................. 16

3.7 - Assembly and Construction of Test Rig ................................................................................ 16

4 - Project Management ....................................................................................................................... 20

4.1 - Project Risk Management Table ............................................................................................... 21

5 - Results .............................................................................................................................................. 23

5.1 - Theoretical Calculations & Manufacturer Data (Power & Torque) ...................................... 23

5.2 - Obtaining Results & Running Procedures ............................................................................. 25

5.3 - Diesel Only Test Results ........................................................................................................ 25

5.4 - Dual Fuel Test Results ........................................................................................................... 27

6 - Discussion ........................................................................................................................................ 31

Conclusion ............................................................................................................................................. 32

Recommendations ................................................................................................................................ 33

References & Bibliography .................................................................................................................... 34

Appendices ............................................................................................................................................ 36

Appendix A – Farymann Technical Data ........................................................................................... 36

Appendix B – Dynostar Email Correspondence ................................................................................ 41

pg. 4

Appendix C – Dynostar ECB500 Technical Data ................................................................................ 41

Appendix D – Manual Technical Drawing of Engine Frame .............................................................. 43

Appendix E – CAD Model and Technical Drawings of Engine Frame ................................................ 44

Appendix F – Bosch Water Pump Technical Specification ................................................................ 44

Appendix G – Farymann 43W Cooling System Diagram ................................................................... 45

Appendix H – Cooling System Component Technical Drawings ....................................................... 45

Appendix I – Switch Panel Technical Drawing .................................................................................. 46

Appendix J – Inlet Spacer/Adapter Technical Drawing ..................................................................... 47

Appendix K – Bosch Temperature Technical Specification ............................................................... 48

Appendix L – Gas Analyser Calibration Certificate ............................................................................ 50

Appendix M – LPG Vaporiser Technical Specification ....................................................................... 51

Appendix N – Purchases and Suppliers ............................................................................................. 52

Appendix O – Drive Adapter Technical Drawing ............................................................................... 53

Appendix P – Radiator Frame Technical Drawing ............................................................................. 54

Appendix Q – Health & Safety Risk Assessments.............................................................................. 55

Appendix R – Emissions Data ............................................................................................................ 62

Appendix S – LPG Specification and Safety Data Sheet .................................................................... 63

pg. 5

Glossary

BMEP, brake mean effective pressure.

CNG, compressed natural gas.

CO, carbon monoxide.

CO2, carbon dioxide.

DME, dimethyl ether.

HC, hydrocarbons.

ICFN, international standard continuous fuel stop net power.

IFN, international standard fuel stop net power.

LNG, liquefied natural gas.

LPG, liquid petroleum gas.

MJ/kg, mega Joules per kilogram.

MPa, mega Pascals.

NOx, nitrogen oxides.

PHEV, plug-in hybrid electric vehicle.

PM, particulate matter.

SOx, sulphur oxides.

TLEV, transitional low emission vehicle.

ULEV, ultra-low emission vehicle.

ZEV, zero emission vehicle.

pg. 6

1 - Introduction

Environmental concerns and the depletion of conventional fossil fuel resources has brought about

an ever increasing need to find alternative fuels for motor vehicles. There is currently a great deal of

research and development of ultra-low and zero emissions (ULEV and ZEV) small passenger vehicles.

These include hydrogen fuel cell and plug-in electric hybrid (PHEV) vehicles. However, the majority

of vehicles in use today are powered by conventional liquid fossil fuels. The short range of electric

vehicles between charges and lack of charging infrastructure means they are not suitable for the vast

majority of car users and there are currently very few hydrogen refuelling stations in Europe with

only thirteen in the UK (H2Stations.org, 2016). This has prompted the search for a transitional low

emission vehicle (TLEV) solution. The incorporation of alternative gaseous fuels such as natural gas

and liquid petroleum gas (LPG) has been identified by several researchers as a possible TLEV

solution. LPG is a by-product of the petroleum refining process, its primary constituents being

propane and butane. LPG is already widely available at filling stations throughout the UK and Europe

and can be stored at low pressures between 0.7-0.8MPa. LPG has a calorific value of around

32MJ/kg compared to 42MJ/kg for diesel, it also has a high octane number and a low cetane

number. This makes it suitable as an alternative fuel in spark ignition engines. However the low

cetane number makes it impossible to use in compression ignition engines without an amount of

diesel used as an ignition source or ‘pilot fuel’. Current light passenger car sales show diesels having

a majority market share of around 51% (SMMT, 2015). Therefore an ideal TLEV solution should look

to incorporate diesel technology with a workable solution for the modification of current diesel

vehicles to reduce SOx NOx CO2 CO and PM emissions. The objective of the project was to provide

just such a solution, constructing a working diesel-LPG dual-fuel system to be tested using a

dynamometer to observe power and torque curve changes for varying mixes of diesel and LPG whilst

also observing changes in exhaust emissions using an automotive exhaust gas analyser.

Motorsport is normally at the forefront of new technologies and development in the automotive

industry. However, development of diesel engines for motorsport applications had been almost

non-existent until 2006 when Audi announced it would enter the 24 Heures Du Mans endurance

race with a diesel powered car. Diesel powered cars won the race every year between 2006 and

2014. This success led some to suggest that the construction rules and regulations for endurance

racing are biased in favour of diesel cars (Bamsey, 2008). However, diesel engine Nitrogen Oxides

(NOx) and Particulate Matter (PM) emissions are considerably higher than their gasoline

counterparts when exhaust gases are untreated. Elnajjar et al. (2013) identify a variety of methods in

current use to reduce these emissions. Including Exhaust Gas Recirculation (EGR), Diesel Particulate

Filter (DPF) and Selective Catalytic Reduction (SCR). While reducing emissions to an acceptable level

pg. 7

under current legislation, all these methods compromise power and torque performance. The

authors research investigates the feasibility of using alternative gaseous fuels including Liquefied

Petroleum Gas (LPG), Liquefied and Compressed Natural Gas (LNG and CNG) and Dimethyl Ether

(DME) as the primary fuel for combustion with diesel as the pilot fuel (ignition source). Gaseous

fuels, when burnt completely, produce far less SOx NOx and CO2 and possess a much higher octane

number than diesel meaning they can be used in modern high compression engines with

comparable efficiencies to diesel but producing higher power and torque values. Of these gaseous

fuels the authors suggest LPG as the most viable due to its availability in many countries. LPG is a

blend of two gases, propane and butane. Volume percentages vary dependant on country of

production and availability. Reported composition ratios for European countries include; Italy 25/75,

France 35/65 and Germany 90/10. However in the UK LPG is often 100% propane. This variance

creates a problem when performing experimentation which the authors overcame by mixing

propane and butane in quantified amounts and running multiple power, torque and efficiency tests

using a single cylinder Ricardo e6 variable compression research engine.

LPG dual fuel engines are also identified by Ashok et al. (2014) as being the most viable option due

to availability but also as LPG can be liquefied at lower pressures than other gaseous fuels, in a range

of 0.7-0.8 MPa. Having good thermal efficiency at high output. However at idling and part load,

performance is less than that of a diesel only engine due to incomplete combustion of the intake

charge. The authors suggest this can be overcome by optimising some engine operating and design

parameters including; idle speed, load, pilot fuel quantity, injection timing, intake manifold

conditions and composition of gaseous fuel. This is less of a concern for motorsport applications

where peak performance is required almost constantly. Emissions of hydrocarbons (HC) and CO are

also found to be higher than that of a diesel only engine at intermediate loads. A possible solution to

the emissions issues at idle and part load conditions is identified by (Korakianitis, et al., 2011), the

authors suggest that increased pilot fuel quantities and the addition of hydrogen gas can increase

combustion efficiency. However, power output will still be less than that of a diesel only engine due

to the incomplete combustion of the intake charge and reduced volumetric efficiency created by the

injection of LPG into the inlet manifold.

Research by Mohanan and Kumar (2001) identified that increases in LPG intake temperature could

help to improve combustion and negate some of the reduction in volumetric efficiencies created by

the LPG injection into the inlet manifold. However, this could only be practically achieved in existing

diesel-LPG systems by increasing engine coolant temperature beyond the operating constraints of

the engine. This is due to current systems utilising engine coolant to heat the LPG vaporiser and

therefore govern the LPG injection temperature. A proposed system to increase LPG injection

pg. 8

temperature would utilise a type of exhaust gas recirculation (EGR) similar to that seen in modern

high compression direct injection (DI) turbocharged engines. Exhaust gases would be circulated

through the LPG vaporiser in place of the engine coolant. In this case the vaporiser would act as an

exhaust gas heat-exchanger, vastly increasing the LPG injection temperature from that generated by

the engine coolant system. Another method of improving combustion and reducing the volumetric

efficiency problems associated with LPG injection was identified by Hariprasad (2013) where

research found that an increase in both diesel and LPG injection pressures gave increased

combustion, providing higher brake thermal efficiency and lower harmful emissions. This system

would be relatively easy to implement in existing vehicles with minor modifications including

recalibration of the high pressure diesel injection pump to deliver higher pressures within existing

operating limits.

Injection timing advance is another possible method of improving combustion and reducing

volumetric efficiency problems. Le & Nguyen (2011) found this solution to be flawed. In their

research they observed that advancing injection timing had little to no effect on brake power and

torque performance but reduced CO and PM emissions whilst increasing HC and NOx. A benefit of

this system however was reduced engine noise as injection of the pilot fuel early in the cycle induces

early ignition thus reducing the cylinder pressure rise rate. Sugiyama et al. (2003) tested the

addition of cetane enhancing additives to the LPG mixture. Aliphatic hydrocarbon (AH) was added to

increase the cetane number of LPG and improve auto-ignition of the fuel mix whilst also adding

lubricity improvers and therefore reducing cylinder wear when using high ratios of LPG to diesel.

The authors also suggest that this method would be suitable for diesel-DME (dimethyl ether) dual-

fuel systems. These additives made it possible to inject both diesel and LPG at a single point direct

into the cylinder meaning that only minor modification of the fuel system would be needed to

incorporate LPG into an existing diesel engine rather than a complete change of the intake system.

2 - Objectives

Critically asses existing diesel dual-fuel systems.

Investigate and specify existing dual-fuel components to generate a workable system.

Design, build, test and develop a bespoke dual-fuel system.

Evaluate performance and efficiency of the designed system.

pg. 9

3 - Method

3.1 - Engine Selection & Dynamometer Frame Design

Before testing and experimentation it was first necessary to design and

construct a diesel engine test rig and a system for converting the engine

to run on a mix of diesel and LPG. For simplicity and ease of conversion it

was decided to utilise a single cylinder diesel engine as a base. An

internet search was conducted to find suitable engines. This resulted in a

new and un-used, single cylinder, water-cooled Farymann 43W Diesel

engine (figure 1) being found. Further internet searches were conducted

to investigate the availability of manufacturer technical data for the

engine and the manufacturer was contacted and asked to provide any

technical data available. The manufacturer provided technical data including dimensions, capacities

and specifications. They also provided specific fuel consumption data and maps, all of which can be

found in appendix A. The manufacturer of the dynamometer, Dynostar were also contacted to

confirm the suitability of the University’s dynamometer to test the engine. Dynostar confirmed that

the dynamometer was suitable for testing (email correspondence in appendix B). With the wealth of

information available and the engines suitability for the project purposes the decision was made to

purchase. The engine was then collected from the supplier and delivered to the University and basic

checks and inspection carried out to confirm function and readiness for use.

The engine and proposed dual fuel system was to be tested using the University’s engine

dynamometer, Dynostar ECB500 (technical data in appendix C).

In order to mount the engine to the dynamometer a support

frame needed to be designed and manufactured. The support

frame would also need to accommodate the water-cooling

system and other ancillary

components.

Measurements were taken

from the dynamometer

frame and existing engine mounts to identify necessary

dimensions (figure 2) and an initial design for the frame was

designed with the aid of a manual technical drawing (appendix

D). The frame was then modelled using a CAD package (Creo

Parametric). This enabled the frame to be split into smaller

Figure 1 – Farymann 43W

Figure 2 – Engine frame

Figure 3 – 3D CAD model of engine and frame

pg. 10

components for manufacture and checked for compatibility with engine mounting points and

dynamometer frame and components, an image of the complete CAD assembly can be seen in figure

3 (CAD model images and technical drawings in appendix E, CAD files contained in separate file

submission).

3.2 - Cooling System Design and Specification

Although the Farymann 43W engine is of a water-cooled design it does not include a pump to

circulate the water-coolant. This is due to the engine being designed for marine applications where

the engine would be connected to a fresh/salt water system. It was therefore necessary to specify

some form of coolant pump, the coolant pump’s flow rate and pressure along with engine

manufacturer heat transfer data could then be used in theoretical calculations to determine the

volume of coolant required and also the required radiator specification. As the engine has no in-

built facility to drive a crank-driven water pump the decision was made to seek an independent

electric automotive pump. A Bosch 12 volt electric coolant-pump was specified (technical

specification in appendix F) as it was readily available from automotive suppliers and proven as

reliable from use in production vehicles.

3.2.1 - Heat Transfer Calculations

Assumptions:

Assume negligible thermal resistance across heat exchanger wall.

Cp Water = 4.2kJ/kgK

Hcw = 1000W/m2K

Hca = 10W/m2K

Air in = 20 ͦC

Air out = 25 ͦC

Engine/Pump Manufacturer Data:

Max coolant temp: 95 ͦC

Min coolant temp: 75 ͦC

Max Δ T: 10 ͦC

Coolant heat: 9.9kW

Radiation heat: 2kW

Max flow rate: 12.5 l/min

Delivery pressure: 0.1bar

pg. 11

𝑄 = 𝑈𝐴∆𝑇𝑚

Where:

1

𝑈=

1

𝐻𝑐𝑤+

1

𝐻𝑐𝑎=

0.101𝑚2𝐾

𝑊= 9.9𝑊𝑚2𝐾

∆𝑇𝑚 =(95 + 85) − (20 + 25)

2= 67.5𝐾

𝑄 = (�̇�𝐶𝑝)𝑤 𝑥 (𝑇1 − 𝑇2)

Where:

�̇�𝑤 =12.5

60= 0.2083𝑘𝑔/𝑠

𝑄 = 0.2083(4.2𝑥103)(95 − 85) − (2𝑥103) = 6749𝑊

𝑄 = 6749 = 9.9𝑥𝐴𝑥67.5 = 9.89𝑚2

From these calculations a high performance aluminium automotive radiator

(figure 4) was specified with a total surface area of 27.7m2, ensuring that

adequate cooling could be achieved when running the engine in the

dynamometer test booth. It was now necessary

to design and specify the cooling system

connections and hoses. A cooling system diagram

was provided by the engine manufacturer

(appendix G), using this and making approximations

as to hose length from the engine support frame

drawings, silicone hoses and in-line

reducers/connectors to suit the radiator, water pump

and engine connections were specified. In the event

that adequate cooling could not be achieved a 12 volt

electric cooling fan was also specified of an

appropriate diameter to suit the radiator (figure 7). A

table of cooling system components sourced from external suppliers can be

seen below (table 1). Further non-standard components including reducers

and connectors were also required. These were designed using CAD software (Creo Parametric). An

example of components produced can be seen in figures 5 and 6, technical drawings of all

Figure 4 - Radiator

Figure 5 – Hose connectors

Figure 6 – Water temp sensor housing

Figure 7 – Cooling fan

pg. 12

manufactured cooling system components can be found in appendix H with 3D CAD models included

in the separate large file submission.

DESCRIPTION SUPPLIER PART/ITEM

NUMBER

COST DELIVERY

COSTS

LINE

TOTAL

Radiator (Austin Rover

Mini, stainless steel)

X-Dream Auto (via

eBay)

121766914073 £49.00 £0.00 £49.00

Electric cooling fan

(30cm/120W/12v)

BB Classic Cars (via

eBay)

200906142879 £24.95 £6.95 £31.90

Electric water pump

(Bosch/12v)

AutoDetShop (via

eBay)

0392020034 £39.90 £0.00 £39.90

Silicone coolant hose (5

metre/10mm I/D)

Auto Silicone Hoses

Outlet (via eBay)

190893549485 £19.21 £0.00 £19.21

Silicone hose reducers

(I/D 25mm>16mm)

Auto Silicone Hoses

Outlet (via eBay)

190892513319 £5.53 £0.00 £5.53

Table 1 – Cooling system component suppliers

3.3 - Electrical & Control System Design and Specification

The Dynostar ECB500 dynamometer has its own on-board 12v

automotive battery to act as a power supply for engines to be

tested. This battery was utilised to power all systems including

the starter-motor, water pump, fuel-stop solenoid and all ancillary

electrical components. To ensure battery charge level was

maintained during engine operation the engines on-board

alternator was connected to the battery via a charging circuit. A

circuit diagram can be seen below in figure 12. A suitable wiring harness then needed to be

designed and constructed using appropriately rated cables for voltage and current. This included

wiring for safety isolation and stop switches and the design and

construction of a control panel to house all switches and gauges (figure 8).

The control panel was designed with aid of CAD

software, an engineering drawing of the panel can

be seen in appendix I. The control panel was then

manufactured from aluminium sheet and the cut-

outs for switches and gauges made with a CNC

(computer numerical control) milling machine to

Figure 8 – Control panel

Figure 9 – Wiring harness Figure 10 – Wiring harness

pg. 13

enable high accuracy. Figures 9 and 10 show the completed installation of the designed wiring

harness. The Farymann 43W is equipped with a short throttle lever to govern engine speed and to

stop fuel and therefore the engine. In the interest of safety the decision was made to specify some

form of throttle remote control. From the authors previous experience working with machinery and

plant a suitable JCB remote throttle was specified and purchased (figure 11).

Figure 12 – Wiring diagram

Figure 11 – Throttle assembly

pg. 14

3.4 - Instrumentation and Data Acquisition Systems Design and Specification

To ensure safe running of the engine test-bed and enable vital data

to be captured during test runs it was necessary to design an

instrumentation and data acquisition system. Specifying standard

automotive components, gauges and testing equipment to form a

reliable and accurate system. Essential to

ensuring safe operating and continuity of

testing is the ability to monitor coolant

temperature, oil pressure and engine speed (RPM). Standard automotive

gauges and sensors were specified and combined with the designed wiring

harness and control panel (figure 8). Although the standard coolant

temperature and oil pressure sensors were

factory calibrated, as the RPM gauge was

designed for use with multiple cylinder

engines it was necessary to calibrate it manually to suit a single

cylinder application. The RPM gauge was wired to pick up a signal

from the engines on board

alternator. This signal is then

modulated by a series of resistors inside the gauge to give the

correct RPM reading. In order to change the resistors to suit the

single cylinder engine the gauge was dis-assembled to test the

resistance and then calculate the correct figure. During this

process a variable resistor was identified in the circuit, this was

adjusted to calibrate the gauge as can be seen in figure 13. In order to enable the dynamometer to

capture coolant temperature and manifold absolute pressure (MAP) data, supplementary sensors

were added. These sensors were connected directly to the dynamometers data acquisition system

(figure 14). The MAP sensor requires some form of connection to the inlet manifold of the engine.

This was achieved by the design and manufacture of an inlet adapter with a take-off for the MAP

sensor. The inlet adapter was made to fit between the inlet manifold and air cleaner (figure 15) and

was manufactured using a Stratasys fused deposition modelling (FDM) 3D printer, an engineering

drawing of the inlet adapter can be found in appendix J. The addition of this adapter obviously

made changes to the inlet tract length which could affect volumetric efficiency and power and

torque figures. For this reason benchmark runs were completed during the testing phase of the

project with and without the adapter which can be seen in the results section of this report. An inlet

Figure 13 – Gauge calibration

Figure 14 - Instrumentation

Figure 15 – Inlet manifold adapter

Figure 16 – Inlet temperature sensor

pg. 15

air temperature sensor was also placed inside the air cleaner housing (figure 16) to enable the

temperature to be observed and test conditions to be maintained during all test runs. Technical

specification of all temperature sensors used can be found in appendix K. Finally, exhaust gas

emissions data needed to be analysed. For this purpose an automotive exhaust gas analyser was

sourced from a reputable supplier (Snap-On Tools UK). To ensure accuracy of results the analyser

was sent to the manufacturer for calibration, the calibration certificate and technical specification of

the analyser can be seen in appendix L.

3.5 - Dual-Fuel LPG System Design and Specification

For the purposes of initial testing the decision was made to design and specify a simple LPG inlet-

injection system. It was also decided that as LPG composition is normally 100% propane in the UK

the fuel source would be a standard domestic type propane cylinder connected to the fuel system

via a variable pressure gas regulator. This would enable the gas injection pressure to be easily

changed and the effects observed during the testing phase of the project. Automotive LPG injection

systems include a vaporiser which is a simple heat exchange and pressure regulation device. The

vaporiser is connected to the engines coolant system, using the resultant heat to increase the

temperature of the LPG whilst also reducing the pressure to form a vapour prior to injection of the

gas into the engines intake system enabling better combustion. A standard automotive LPG

vaporiser was specified, the technical specification of which can be found in appendix M. The

addition of the LPG vaporiser required the incorporation of its coolant inlet and outlet into the

engines coolant system, the modified coolant map can be seen below in figure 17.

Figure 17 – Coolant flow map

pg. 16

The inlet adapter constructed to enable fitment of the MAP sensor (figure 18) was

modified to allow injection of the LPG and standard domestic gas hose specified to

enable delivery of the fuel. Details of all purchased components and the suppliers

can be found in appendix N.

3.6 - Drive Coupling Design and Specification

The Farymann 43W test engine was supplied with a taper-shaft output

adapter, the ECB500 dynamometer is however designed to connect to an

engine via a supplied fly-wheel adapter as can be seen in figure 19. In

order to couple the Farymann test engine with the dynamometer it was

necessary to design and specify a drive

adapter. Measurements were taken from

the ECB500 drive shaft flange and the

Farymann taper shaft adapter and a drive

adapter was designed and modelled using

Creo Parametric CAD software. An image of the drive adapter can be

seen in figure 20, an engineering drawing of the adapter can be found

in appendix O. The drive adapter was then manufactured on site at the university from tool grade

steel using a manual lathe and CNC milling machine to specified tolerances.

3.7 - Assembly and Construction of Test Rig

3.7.1 - Frame Construction & Engine Mounting

The engine frame was constructed from standard square and rectangular section steel (figures 21

and 22) and welded to the design specified in appendix D. High tensile bolt fixings were utilised to

attach the frame to the dynamometer and anti-vibration engine mounts were specified to mount

the engine to the frame. The engine mounts were specified from readily available automotive parts,

namely Land Rover Series 3 metalastic engine mounts. Captive nut lifting eyes were also purchased

to enable the safe lifting of the engine when mounting to the frame (figure 26).

Figure 19 – Flywheel adapter

Figure 20 – Drive adapter

Figure 18 – Inlet adapter

pg. 17

3.7.2 - Radiator Frame & Cooling Fan Brackets

To mount the radiator a simple frame was constructed and welded from standard square section

steel. Aluminium brackets were then constructed to mount the 12 volt cooling fan to the radiator.

Images of the brackets and frame can be seen in figures 23, 24 and 25. Engineering drawings and

CAD models of the components can be found in appendix P.

Figure 21 – Engine frame Figure 22 – Engine frame Figure 23 - Radiator

Figure 27 – Engine mounting

Figure 24 - Radiator Figure 25 - Radiator

Figure 26 – Lifting eyes

pg. 18

Figure 28 – Radiator mounting

3.7.3 - Cooling System Installation

The cooling system was connected using the specified automotive silicone hoses. Some non-

standard connectors needed to be manufactured, engineering drawings of which can be seen in

appendix H. Images of the completed cooling system installation can be seen in figures 29, 30 and

31.

Figure 29 – Cooling system Figure 30 – Cooling system

Figure 31 – Water pump

pg. 19

3.7.4 - Wiring Harness & Control Panel Installation

The wiring harness was constructed from appropriately rated cable for voltage and current for the

various systems. The majority of the cabling was routed through a section of silicone cooling hose to

prevent damage and wear. The cabling was joined to the control panel via 4way connectors to

enable the cables to be disconnected simply and easily should the control panel need to be opened.

The control panel was then mounted to a simple welded frame constructed from standard square

section steel. Images of the wiring harness and control panel installation can be seen in figures 32 -

34.

3.7.5 - Final Assembly & Connection to Dynamometer

All assembled components, connections and fixings were checked to ensure safe operating. The

engine was then connected to the dynamometer using the manufactured drive coupling and high

tensile fixings. The fixings were tightened to specified torques and alignment marked to enable

checks for movement to be completed quickly. Images of the completed assembly can be seen in

figures 35 - 40.

Figure 32 – Wiring harness installation Figure 33 – Wiring harness installation Figure 34 – Wiring harness installation

Figure 38 – Completed installation Figure 39 – Completed installation Figure 40 – Completed installation

Figure 35 – Completed installation Figure 36 – Completed installation Figure 37 – Drive coupling

pg. 20

3.7.6 - Systems & Operation Check

A systems check run was attempted with no load applied to the dynamometer to ensure satisfactory

operation of the engine and ancillary systems. This highlighted an injector pump fault. A

replacement injector pump was sought and fitted and a further systems check completed. The

engine ran up to operating temperature with good oil pressure and the cooling system was proved

to be capable of maintaining a constant operating

temperature. Images of the functioning control panel and

replacement diesel injector pump can be seen in figures 41

and 42 below.

Figure 41 – System test

4 - Project Management

As the project held a large practical element there were a considerable number of risks to be

managed. Project risks and time management were accomplished by use of a Gantt chart and a risk

management table which can be seen below. Health and safety risks were managed by the use and

completion of risk assessments which can be found in appendix Q.

Figure 42 – Bosch injector pump

pg. 21

4.1 - Project Risk Management Table

No. Date

Identified Risk

Probability (L,M,H)

Impact (L,M,H)

Effect on Project

Risk Reduction Actions

Event Triggers Event Actions

1 21/09/2015 Loss of key project staff.

Low HIGH Unable to complete key tasks or whole project.

Emphasise the importance of the project from the outset both within and outside the University.

Reports of absence or diversion of staff to other projects/work.

Identify alternative resources in case of unexpected absence. Ensure complete records of work done are available at any point.

2 21/09/2015 Significant changes in project requirements.

Low HIGH Time / quality / costs

Ensure that project requirements are fully investigated and agreed with project supervisor prior to specification.

Request for changes to agreed specification.

Discuss impact of change on schedules or design, and agree if change to specification will proceed. Implement project change, if agreed.

3 21/09/2015 Major changes to university department structure or procedures.

Low HIGH Changes to process / delay

Communicate effectively with all project staff to monitor planned changes/Carry out affected project tasks prior to implementation of changes.

Information from senior University staff.

Make University management aware of effects of structure/procedure change on project schedule. Re-plan order of work to delay parts most likely to be affected by structure/procedure change.

pg. 22

4 21/09/2015 Volume of change requests/requirements following initial testing extending work.

HIGH HIGH Delay / Costs Agree specification and priorities with all project staff.

Poor initial test results / delay in specification.

Make project management decision on importance, feasibility and observe time constraints.

5 21/09/2015 Changes in priorities of project owner.

Low HIGH Removal of resource, lack of commitment, change in strategy or closure of project.

Maintain awareness of the project, its importance, and its progress.

Changes in personal circumstances.

Inform project supervisor and all project staff. Retain any parts of the work of the project that could be useful in the future. Ensure that the project is adequately documented to date.

6 21/09/2015 No suitable solution found that meets all project aims/objectives/requirements.

Low HIGH Failure / Costs Progress monitoring / adherence to schedule / identify further resource in advance of need.

Unsatisfactory final testing results.

Consult project supervisor. Identify and report on project failings.

7 21/09/2015 Loss of electrical power at production/testing of key deliverables.

Low Medium Time / quality / costs

Awareness of scheduled power outages.

Information from power companies / on-site building contractors

Inform involved parties of project importance. Re-schedule project work.

8 21/09/2015 Costs could rise beyond the scope of the financier.

Medium HIGH Failure / Costs Ensure tight control of costs. Set contingency budget within financier scope.

Vast changes in specification / General lack of funds.

Use contingency funds / seek external funding.

pg. 23

5 - Results

5.1 - Theoretical Calculations & Manufacturer Data (Power & Torque)

The manufacturers supplied technical data for the Farymann 43W test engine are as follows:

Table 2 – Farymann 43W technical data

Technical Data Farymann 43W

Cylinders 1

Max Output @ 3000rpm IFN-ISO 11kW

IFCN-

ISO

9.9kW

Maximum Engine Speed 3000rpm

Maximum Torque @ 2100rpm 40.1Nm

Bore 95mm

Stroke 100mm

Displacement 708cm3

Compression Ratio 1:19.5

Table 3 – Farymann 43W power output

pg. 24

Table 4 – Farymann 43W torque output

Table 5 – Farymann 43W fuel consumption

Using the data above calculations were performed to ascertain theoretical values for max power and

torque and brake mean effective pressure at max power and torque conditions:

Swept Volume = 𝑉𝑠 =𝜋(𝑑2)(𝑆)

4 = 708.82cm3

Torque at max power = 𝑀𝑁

9549 = 10.68kW

BMEP at max power = 1200 𝑃

𝑉𝑠 𝑁 = 6.03bar

Power at max torque = 𝑀𝑁

9549 = 8.82kW

pg. 25

BMEP at max torque = 1200 𝑃

𝑉𝑠 𝑁 = 7.14bar

All manufacturer supplied data can be found in appendix A.

5.2 - Obtaining Results & Running Procedures

The following operating procedures were observed during testing:

Activate test cell ventilation and exhaust gas extraction system to maintain air quality within

test cell.

Power on exhaust gas analyser and allow self-calibration to complete.

Start engine with partial throttle until operating temperature reached.

Disable exhaust gas extraction system to prevent interference with emissions results.

Set engine to maximum RPM (wide open throttle).

Begin automated dynamometer test program.

Manually record emissions data.

Monitor engine coolant temperature and oil pressure to ensure they remain within

operating limits.

Test program complete – save data.

Close throttle – stop engine.

Both of the test runs were completed on the same day within as short a time as possible to ensure

test cell temperature, barometric pressure and air quality were comparable for each run. However,

all power and torque results were automatically corrected to an international standard (ISO3046-

1:2002(E)) using the dynamometer software’s built-in algorithm, the reference conditions for the ISO

standard are:

Barometric pressure = 100kPa / 1000mbar

Air temperature = 25oC / 298K

Relative humidity = 30%

Charge (intake) air temperature = 25oC / 298k

5.3 - Diesel Only Test Results

A test was completed using European standard (EN 590) diesel road fuel only, delivered by the

engines standard Bosch injector pump to provide a benchmark for further tests in the dual fuel

mode and to provide a comparison to theoretical and manufacturer power and torque figures.

pg. 26

Table 6 – Diesel only test results

RPM Nm kW ISO Nm ISO kW

3000 28.80 9.10 29.00 9.10

2900 30.40 9.20 30.60 9.30

2800 29.90 8.80 30.10 8.80

2700 30.70 8.70 30.90 8.70

2600 30.10 8.20 30.40 8.30

2500 31.00 8.10 31.30 8.20

2400 30.40 7.60 30.70 7.70

2300 31.70 7.60 32.00 7.70

2200 32.30 7.40 32.60 7.50

2100 33.20 7.30 33.50 7.40

2000 31.40 6.60 31.60 6.60

1900 33.80 6.70 34.00 6.80

1800 38.70 7.30 39.00 7.40

1700 39.40 7.00 39.70 7.10

1600 40.90 6.80 41.20 6.90

1500 41.90 6.60 42.30 6.60

1400 41.60 6.10 41.90 6.10

Table 7 – Diesel only power graph

6.00

6.50

7.00

7.50

8.00

8.50

9.00

9.50

30002900280027002600250024002300220021002000190018001700160015001400

kW

RPM

Benchmark Run 1 Power

kW

ISO kW

pg. 27

Table 8 – Diesel only torque graph

This run achieved a maximum power output of 9.3kW at 2900rpm and a maximum torque of

42.3Nm at 1500rpm. Although the results of this test are below the manufacturers specified data

and theoretical figures and occurring at different speeds, this is most likely to be due to a running in

period not being completed. The manufacturer states that specified ratings are certified within a

tolerance of 5% after a running in period of 25 hours. Further testing following a running in period

may prove to be closer to what is expected.

Exhaust emissions data was also recorded for this test. However the engine to dynamometer drive

coupling suffered a major component failure before any emissions data could be obtained for the

dual fuel mode. Without comparison to the dual fuel results the data obtained is of little value and

is impossible to interpret. Emissions data obtained can be found in appendix R.

5.4 - Dual Fuel Test Results

A dual fuel test was completed using European standard (EN 590) diesel road fuel, again delivered by

the engines standard Bosch injection pump. With European standard propane (chemical formula

C3H8) at a delivery pressure of 0.5bar injected into the inlet manifold, downstream of the air

cleaner. A specification and safety data sheet for the propane used are available in appendix S. The

engine was set to 2750rpm with diesel only and propane injected at a volume to reach 3000rpm and

the test begun.

28.00

30.00

32.00

34.00

36.00

38.00

40.00

42.00

44.00

30002900280027002600250024002300220021002000190018001700160015001400

Nm

RPM

Benchmark Run 1 Torque

Nm

ISO Nm

pg. 28

Table 9 – Dual fuel test results

RPM Nm kW ISO Nm ISO kW

3000 12.60 3.80 12.70 3.80

2900 14.70 4.50 14.80 4.50

2800 22.30 6.50 22.40 6.60

2700 28.20 8.00 28.40 8.00

2600 29.40 8.00 29.70 8.10

2500 31.10 8.10 31.30 8.20

2400 31.70 8.00 31.90 8.00

2300 31.90 7.70 32.10 7.70

2200 32.90 7.60 33.20 7.60

2100 33.50 7.30 33.70 7.40

2000 33.20 6.90 33.40 7.00

1900 32.90 6.50 33.20 6.60

1800 32.90 6.20 33.10 6.20

1700 31.80 5.70 32.10 5.70

1600 30.40 5.10 30.60 5.10

1500 31.60 4.90 31.90 5.00

1400 31.00 4.50 31.20 4.60

Table 10 – Dual fuel power graph

3.00

4.00

5.00

6.00

7.00

8.00

9.00

30002900280027002600250024002300220021002000190018001700160015001400

kW

RPM

Dual Fuel Run 1 Power

kW

ISO kW

pg. 29

Table 11 – Dual fuel torque graph

This test achieved a maximum power of 8.2kW at 2500rpm and a maximum torque of 33.7Nm at

2100rpm. The power and torque figures achieved are below that of the diesel only test. This is most

likely due to the reduction in volumetric efficiency caused by the injection of the propane into the

intake manifold. Further runs and tuning of the injection pressure and volume delivery of the

propane should have seen a significant improvement in performance. It was however impossible to

complete any further tests as the engine to dynamometer drive coupling suffered a major

component failure immediately following this test without time to source a replacement part.

Further information regarding the component failure is included in the discussion section below. A

graphical comparison of both diesel only and dual fuel runs can be seen in tables 12 and 13.

12.00

17.00

22.00

27.00

32.00

37.00

42.00

30002900280027002600250024002300220021002000190018001700160015001400

Nm

RPM

Dual Fuel Run 1 Torque

Nm

ISO Nm

pg. 30

Table 12 – Power comparison graph

Table 13 – Torque comparison graph

0.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

kW

RPM

Power Comparsion

Diesel kW (ISO)

Dual Fuel kW (ISO)

0.00

5.00

10.00

15.00

20.00

25.00

30.00

35.00

40.00

45.00

Nm

RPM

Torque Comparison

Diesel Nm (ISO)

Dual Fuel Nm (ISO)

pg. 31

6 - Discussion

The vast majority of the work within the project was completed in the design and construction of the

test bed. Practical research of this type has rarely been completed with little president for the

construction of a working, testable system. Elnajjar et al. (2013) used a Ricardo e6 research engine

to complete their practical testing with only minor modifications needed to convert the engine to

dual-fuel, diesel-LPG running. This project used an engine of very similar specification but needed to

be converted not only to run in the dual-fuel mode but also required a vast array of components to

be designed, specified and manufactured or purchased in order to mount the engine to the

dynamometer and provide a suitable cooling system. All of the preparation work was completed

within the predicted schedule with only minor delays caused by late material and equipment

deliveries from external suppliers.

The testing phase of the project proved more of a challenge with multiple delays caused by lack of

facilities and equipment. Although two tests were completed with diesel only and dual-fuel modes

further testing was impossible to complete within time constraints due to a major component failure

of the engine to dynamometer drive coupling. The engine manufacturer supplied taper-shaft output

adapter failed during the second dual-fuel test, an image of the failed component can be seen in

figures 43 and 44.

Figure 43 – Failed drive shaft Figure 44 – Failed drive shaft

pg. 32

The cause of the failure has not been investigated or identified at this stage, however a probable

cause is internal fatigue due to incorrect storage as it is known that the engine and shaft were stored

in an area open to the elements prior to purchase.

The results for the diesel only test are within what was expected from the theoretical calculations

and fall within the 5% tolerance prescribed by the manufacturer data. The results for the dual-fuel

test completed are also as expected. As previously stated this test was a preliminary test with the

intention of completing further runs with changes to propane injection pressure and delivery volume

to fine tune the fuel mix and optimise the engines performance. This was impossible to complete

within the time constraints due to component failure. Of the published works available to the

author no preliminary testing results are provided, it is therefore impossible to make a comparison.

However, should further testing be carried out in the future it is possible with the developed system

to obtain the necessary data to make comparison and contrast to published works.

On the whole the project has been a success and has achieved the objective of producing a

functioning diesel-LPG dual-fuel system. Further refinement of the system will be considerably

easier and much less time consuming making further experimentation and advancement of the work

a viable possibility.

Conclusion

Over the course of the project it has become clear that practical experimentation can be extremely

time consuming and costly. Computer software such as Ricardo WAVE could, with the appropriate

combustion model, provide a faster and less costly alternative to practical experimentation.

However, for the injection method used in this project Ricardo WAVE does not provide an

appropriate combustion model in its standard form. An attempt was made to obtain a suitable

combustion model from the software developer but was unsuccessful. The development of an

independent combustion model was beyond the scope of the author.

The project objective of producing a functioning diesel-LPG, dual-fuel system has been achieved and

a limited amount of testing completed. This has proved that it is possible to develop a system using

readily available components with a limited amount of specialist parts needing to be manufactured.

The preliminary testing completed gave satisfactory results and could improve vastly with the

completion of further testing and fine tuning of the fuel system. Further testing could not be

completed within the time constraints of the project due to a major component failure in the engine

to dynamometer drive coupling. Should a replacement component be sourced and further testing

carried out changes to diesel and LPG injection pressure and volume delivery should enable the

pg. 33

system to be optimised and data obtained for performance and emissions and comparisons made to

published works.

Recommendations

With the drive coupling system component failure the final stages of the testing phase were not

completed. Further testing and optimisation of the fuel system, changing diesel and LPG injection

pressure and delivery volume to achieve maximum performance needs to be completed. Emissions

data also remains to be obtained for operation in the dual-fuel mode.

The work could be furthered by the addition of some form of timed injection system for the LPG,

possibly by the addition of a simple electromagnetic crank position sensor and use of a

programmable logic controller (PLC) to advance and retard injection timing to achieve optimum

combustion and observe the effects of changes in injection pulse width and timing. The addition of

additives could also be explored such as aliphatic hydrocarbon added to the LPG mixture to enhance

cetane number as was explored by Sugiyama et al. (2003). Experimentation could also be carried

out with the use of other alternative fuels such as dimethyl ether (DME) and varying grades of

conventional diesel and bio-diesel.

Further instrumentation of the engine and test rig could also be performed including the addition of

further sensors to monitor exhaust temperatures and cylinder pressure.

pg. 34

References & Bibliography

Asad, U., Kumar, R., Han, X. & Zheng, M., 2011. Precise instrumentation of a single-cylinder research

engine. Measurement, 44(7), pp. 1261-1278.

Ashok, B., Denis Ashok, S. & Ramesh Kumar, C., 2015. LPG diesel dual fuel engine - A critical review.

Alexandria Engineering Journal, 2(54), pp. 105-126.

Elnajjar, E., Selim, M. Y. & Hamdan, M. O., 2013. Experimental study of dual fuel engine performance

using variable LPG composition and engine parameters. Energy Conversion and Management, Issue

76, pp. 32-42.

Ergenc, A. T. & Koca, D. O., 2014. PLC controlled single cylinder diesel-LPG engine. Fuel, Issue 130,

pp. 273-278.

H2Stations.org, 2016. Hydrogen Filling Stations Worldwide. [Online]

Available at: http://www.netinform.net/H2/H2Stations/H2Stations.aspx?Continent=EU&StationID=-

1

[Accessed 5 January 2016].

Jemni, M. A., Kantchev, G. & Abid, M. S., 2012. On the optimisation of the air-LPG mixing system of a

Diesel bus engine converted to gas. Hammamet Nabeul, Tunisia, The Institute of Electrical and

Electronics Engineers (IEEE).

Kalghatgi, G. T., 2014. The outlook for fuels for internal combustion engines. International Journal of

Engine Research, 15(4), pp. 383-398.

Korakianitis, T., Namasivayam, A. & Crookes, R., 2011. Natural-gas fueled spark-ignition (SI) and

compression-ignition (CI) engine performance and emissions. Progress in Energy and Combustion

Science, 37(1), pp. 89-112.

Kumaraswamy, A. & Durga Prasad, B., 2012. Performance Analysis of a Dual Fuel Engine Using LPG

and Diesel with EGR System. Procedia Engineering, Issue 38, pp. 2784-2792.

Morganti, K. J. et al., 2013. The Resarch of Motor octane numbers of Liquified Petroleum Gas (LPG).

Fuel, Issue 108, pp. 797-811.

Papagiannakis, R., Rakopoulos, C., Hountalas, D. & Rakopoulos, D., 2010. Emission characteristics of

high speed, dual fuel, compression ignition engine operating in a wide range of natural gas/diesel

fuel proportions. Fuel, 89(7), pp. 1397-1406.

pg. 35

Raslavicius, L. et al., 2014. Liquified petroleum gas (LPG) as a medium term option in the transition to

sustainable fuels and transport. Renewable and Sustainable Energy Reviews, Issue 32, pp. 513-525.

Wood, B. M., Kirwan, K., Meredith, J. & Coles, S. R., 2015. Study of combustion performance of

biodiesel for potential application in motorsport. Journal of Cleaner Production, Issue 93, pp. 167-

173.

Dong Jian, Gao Xiaohong, Li Gesheng and Zhang Xintang. (2001). Study on Diesel-LPG Dual Fuel

Engines. SAE TECHNICAL PAPER SERIES. 3 (2), 36-79.

M. Alam and S. Goto, K. Sugiyama, M. Kajiwara and M. Mori. (2001). Performance and Emissions of a

DI Diesel Engine Operated with LPG and Ignition Improving Additives. SAE TECHNICAL PAPER SERIES.

16 (2), 36-80.

P. Mohanan and Suresh Kumar .Y. (2001). Effect of L PG Intake Temperature, Pilot Fuel and Injection

Timing on the Combustion Characteristics and Emission of a LPG - Diesel Dual Fuel Engine. SAE

TECHNICAL PAPER SERIES. 16 (4), 01-28.

Kohtaro Hashimoto, Haruya Ohta, Tomoko Hirasawa, Mitsuru Arai and Masamitsu Tamura. (2002).

Evaluation of Ignition Quality of LPG with Cetane Number Improver. SAE TECHNICAL PAPER SERIES.

01 (1), 08-70.

pg. 36

Appendices

Appendix A – Farymann Technical Data

pg. 37

pg. 38

pg. 39

pg. 40

pg. 41

Appendix B – Dynostar Email Correspondence

From: Joost Jochems <[email protected]> Date: 24 September 2015 at 14:36:46 BST To: HARVEY Robert <[email protected]> Subject: RE: ECB500 Suitability/Accuracy at low power

Hello Robert, It should be possible. Maybe starting up and the low idle might be a point to keep a close eye on. The dyno inertia is 0.5 kgm². Also be aware of the fact that the retarder is having magnetic braking problems if axle rpm is too (s)low. Good luck! Best regards, Joost Jochems Managing Director Dutch Dynamometers & Engineering Solutions BV Dynostar / DDES Hogerwerf 15 4704 RV Roosendaal The Netherlands Tel: +31 (0) 165 391 969 Fax: +31 (0) 165 521 366 E-mail: [email protected] Web: www.dynostar.com

Appendix C – Dynostar ECB500 Technical Data

DYNOSTAR ECB500

Product information

With the Dynostar Model ECB500 engine block dynamometer, test programs can be run on engine blocks quickly

and efficiently. The engine block is attached directly to the machine in a wear-resistant manner by connecting the

cardan shaft directly to the dynamometer. This manner of testing avoids drive line losses. This means that

different tests can be reproduced easily.

The Dynostar Model ECB500 has an integral air-cooled retarder. The maximum power to be absorbed is 275 kW

and the maximum rotation speed of the dynamometer is 7000 rpm. This makes the dynamometer ideal for testing

high revving engines.

mailto:[email protected]


tel:%2B31%20%280%29%20165%C2%A0391%C2%A0969

tel:%2B31%20%280%29%20165%20521%20366


http://www.dynostar.com/

pg. 42

Thanks to its mobile nature, this dynamometer is ideal for applications in training.

Standard hardware features:

DAS Data Acquisition System

Dyno Software Package

Junction Box inc. 37-pin cable (length 7.5 m)

12-pin cable (length 2 m)

Linear motor to control throttle valve

Calibration weight

Remote control

Operating instructions

CE marking

Universal coupling

Standard software features:

Static power measurement

Weather station

Power correction to DIN standard

Real time display of engine speed, power and torque

Automatic and semi-automatic test cycles

Long-term test

Datalogging system, read-out facilities for several sensors

Option of entering original power graph manually as reference

Technical specifications ECB500:

Weight: 275 [kg]

Dimensions (lxwxh): 0,9 x 1,0 x 1,0 [m]

Power requirements: 230 [V]

12 [A]

Air requirements: N/A

Max. rpm: 7000

Total inertia: 0,5 [kg/m2]

Max. power cold: 275 [kW]

Max. power 3 min: 165 [kW]

Max. power continuously: 125 [kW]

pg. 43

Appendix D – Manual Technical Drawing of Engine Frame

pg. 44

Appendix E – CAD Model and Technical Drawings of Engine Frame

Appendix F – Bosch Water Pump Technical Specification

Description: Bosch Water Pump (0-392-020-034)

Nominal voltage: 12 V

Delivery: 750 dm3/h (750 litres in 1 hour)

Delivery pressure: 0.1 bar

Direction of rotation: R

Weight: 0.4 kg

Length: 150 mm

Diameter of metal housing: 41 mm

Diameter of plastic housing: 48.5 mm

Diameter of plastic housing with bolts: 61 mm

Intel diameter: 20 mm

Outlet diameter: 20 mm

pg. 45

Appendix G – Farymann 43W Cooling System Diagram

Appendix H – Cooling System Component Technical Drawings

pg. 46

Appendix I – Switch Panel Technical Drawing

pg. 47

Appendix J – Inlet Spacer/Adapter Technical Drawing

pg. 48

Appendix K – Bosch Temperature Technical Specification

pg. 49

pg. 50

Appendix L – Gas Analyser Calibration Certificate

pg. 51

Appendix M – LPG Vaporiser Technical Specification

Technical Specifications:

R67-01 & CSA homologated

Compact design: Ø125*95mm

Solid design: tested with 60 bar burst pressure

Black anodised aluminium

Adjustable pressure: 1,7 –2,6 Bar

System pressure control with single stage valve.

Optional MAP connection. (for turbo charged engines).

Very Stable dynamic pressure behaviour compared to other single stage reducers.

Flexible lock off valve both standard as BFC as well.

Integrated temperature sensor.

pg. 52

Appendix N – Purchases and Suppliers

DESC

RIP

TION

SUP

PLIER

PA

RT/ITEM

NU

MB

ERC

OST

DELIV

ERY

CO

STS

LINE

TOTA

L

PU

RC

HA

SE

DA

TE

Single

cylind

er d

iese

l en

gine

(Faryman

n 437/43w

708cc wate

r coo

led

)D

urh

am p

lant e

ngin

ee

ring

PR

0T08004£300.00

£0.00£300.00

27/09/2015

Rad

iator (A

ustin

Ro

ver M

ini, stain

less ste

el)

X-D

ream

Au

to (via e

Bay)

121766914073£49.00

£0.00£49.00

18/01/2016

Electric co

olin

g fan (30cm

/120W/12v)

BB

Classic C

ars (via eB

ay)200906142879

£24.95£6.95

£31.9018/01/2016

Electric w

ater p

um

p (B

osch

/12v)A

uto

De

tSho

p (via e

Bay)

0392020034/28177

5713604£39.90

£0.00£39.90

18/01/2016

Silicon

e co

olan

t ho

se (5 m

etre

/10mm

I/D)

Au

to Silico

ne

Ho

ses O

utle

t (via eB

ay)190893549485

£19.21£0.00

£19.2118/01/2016

Alu

min

ium

alloy p

ipe

con

ne

ctors (90° 16m

m O

/D)

Au

to Silico

ne

Ho

ses O

utle

t (via eB

ay)190886048856

£10.13£0.00

£10.1318/01/2016

Alu

min

ium

alloy p

ipe

con

ne

ctors (Straigh

t 16mm

O/D

)A

uto

Silicon

e H

ose

s Ou

tlet (via e

Bay)

190884993451£3.25

£0.00£3.25

18/01/2016

Silicon

e h

ose

red

uce

rs (I/D 25m

m>16m

m)

Au

to Silico

ne

Ho

ses O

utle

t (via eB

ay)190892513319

£5.53£0.00

£5.5318/01/2016

Silicon

e b

lankin

g cap (I/D

12mm

)A

uto

Silicon

e H

ose

s Ou

tlet (via e

Bay)

190892513049£1.98

£0.00£1.98

Thro

ttle asse

mb

lyEn

field

Co

un

ty (via eB

ay)251996518380

£35.99£0.00

£35.9918/01/2016

Allo

y switch

pan

el (Ign

ition

and

accesso

ry switch

es)

Au

to M

ech

Parts (via e

Bay)

281799158441£12.75

£2.99£15.74

18/01/2016

Wate

r tem

pe

rature

gauge

and

sen

sor (52m

m / 40~120°C

)A

lFancy (via e

Bay)

131541518121£6.99

£0.00£6.99

18/01/2016

Tacho

me

ter (52m

m / 0-8000 R

PM

)Yo

o P

arts (via eB

ay)360649794427

£12.85£0.00

£12.8518/01/2016

Batte

ry maste

r isolato

r switch

(40mm

/21v/200Am

p)

BB

Classic C

ars (via eB

ay)170876170070

£6.95£0.00

£6.9518/01/2016

Batte

ry cable

(4 me

tres/110am

p/16m

m)

alm Ele

ctrical Solu

tion

s (via eB

ay)321223833839

£10.76£1.50

£12.26

Ho

ur m

ete

rTo

mTo

pM

all (via eB

ay)201279565216

£5.86£0.79

£6.6518/01/2016

Oil p

ressu

re gau

ge an

d se

nso

r (52mm

/ 0-100PSI)

Yoo

Parts (via e

Bay)

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pg. 53

Appendix O – Drive Adapter Technical Drawing

pg. 54

Appendix P – Radiator Frame Technical Drawing

pg. 55

Appendix Q – Health & Safety Risk Assessments

Risk Assessment FormFaculty of Computing, Engineering & TechnologyEngineering & Sciences

To be completed by Risk Assessor:

Location of activity K038 Member of staff responsible for activity Competently trained member of technical staff

Activity being assessed Use of Centre Lathe (M400) Other contributors to assessment Graham Preece

Assessors name Haydn Richardson Assessor contact tel 3291

Date of Assessment 01/08/2012 Assessors signature

Review required Yes / No Review Date Due 03/08/2016

All completed Risk Assessments MUST be returned to either Steve Marsh (Faculty H&S Advisor) or Claire Booth (Faculty H&S Administrator).

No Risk Area Hazard Persons at Risk Control Measures

Severity

(1-10)

Likelihood

(1-10)

Risk Rating

(S x L)

Level of

Risk

Result

(T,A,N,U)

1 K038

Entanglement/Trapping - During

machine operation and from

moving machine parts under

power feed

Staff, Students,

Visitors &

Trespassers

1. Lathe to be operated by authorised persons only,

or student under close supervision.

2. Loose clothing, long hair to be secured/tied back.

3. Dangling jewellery to be removed when operating

Lathe.

4. Mushroom-headed (or similar) emergency stop

button to be fitted.

5. All guards to be in place during lathe operations.

6. Lathe should be stopped before measuring or

gauging, and the cutting tool positioned to minimize

possible contact.

7. The use of lose abrasive tapes (Emery Cloth) are

to be avoided. If polishing is to be employed, a

backing board, tool post, nutcracker or hand-held

abrasive-impregnated wire brush is to be used.

8. Machine locked off and isolated when not-in-use.

Key access controlled locally by resident technical

skills specialist.

6 6 36 High A

2 K038Tripping/Slipping - During

machine operation

Staff, Students,

Visitors &

Trespassers

1. Sufficient space around the machine is to be

maintained to avoid the operator being accidentally

pushed by passers-by.

2. Manual Handling techniques to be adopted when

moving machine accessories and material in and

around Lathe.

5. Area around machine to be kept clear of waste

material at all times.

4 6 24 Low A

3 K038Cutting or Severing - During

machine operation

Staff, Students,

Visitors &

Trespassers

1. Swarf is not to be removed during machine

operation.

2. Waste material/swarf to be removed with suitable

implement and not by hand.

6 6 36 High A

4 K038Metalwork coolant fluid - During

machine operation

Staff, Students,

Visitors &

Trespassers

1. Coolant/Lubrication to be used as and when

required.

2. Only properly marked CoSHH container to be

used for coolant/lubrication

2 2 4 Very Low A

5 K038Electrocution - During machine

use

Staff, Students,

Visitors &

Trespassers

1. Machinery subject to annual maintenance

inspection.

2. Machine subject to 5 yearly electrical inspection

and tests.

3. Additional emergency stop/electrical isolation

buttons located within lab.

8 4 32 Medium A

6 K038Flying Debris/Objects - During

machine operation

Staff, Students,

Visitors &

Trespassers

1. PPE (Goggles) to be worn at all times when

operating Centre Lathe.

2. Quick release spring to be used in conjunction

with lathe chuck key to prevent key being

inadvertently left in chuck.

6 6 36 High A

Control measures highlighted in bold indicate recommended improvements needed to reduce the level of risk associated with the hazard

Summary of any key comments to note (general recommendations for improvements, areas of concern, items for review or further action etc)

Results are graded as follows: T (trivial risk), A (adequately controlled), N (not adequately controlled), U (unable to decide and further information required)

pg. 56

Risk Assessment FormFaculty of Computing, Engineering & Technology


Location of activity K036 Member of staff responsible for activity Gareth Downing,

Activity being assessed General Workshop Activities Other contributors to assessment

Assessors name Graham Preece Assessor contact tel 3602





Severity

(1-10)

Likelihood

(1-10)

Risk Rating

(S x L)

Level of

Risk

Result

(T,A,N,U)

1Automotive Unit

K036

Slips/Trips and Falls - Workshop

activities

Staff, Students,

Visitors &

Trespassers

1. Working area to be kept clean & tidy at all times.

2. Trailing cables should not be used where

practicable.

3. Work systems organised to minimize the

likelihood of oil and fluids spilling in to floor.

4. All spillages of fluids to be removed using spill-kit

equipment or Absorbent Granules.

5. Appropriate PPE (Apron/Coveralls, appropriate

footwear etc) to be worn at all times when working in

lab area.

6 2 12 Low A

2Automotive Unit

K036

Noise/Vehicle Fumes - During

Engine running

Staff, Students,

Visitors &

Trespassers

1. PPE (Ear Defenders) to be used at all times.

2. Local Exhaust Ventilation (LEV) unit to be

connected to vehicle exhaust pipe and vented to

outside of automotive unit, via rear Fire Exit door.

6 2 12 Low A

3Automotive Unit

K036

Moving Parts/Entanglement -

During setting/Fault diagnostics

during work in engine

compartment

Staff, Students,

Visitors &

Trespassers

1. Long hair to be secured.

2. Loose clothing should be secured and suitable

protective clothing should be worn.

3. Dangling jewellery should be removed, rings

should be taped or removed.

6 1 6 Very Low A

4Automotive Unit

K036

Oils/Fluids/Cleaning Fluids/Anti-

Freeze/Hydraulic Fluids -

Contact with fluids

Staff, Students,

Visitors &

Trespassers

1. Barrier Cream to be used at the start of work.

2. Disposable latex/vinyl gloves to be worn when

practicable.

3. PPE (Rubber Apron/Gauntlets) to be used at all

times when using engine parts wash.

1 4 4 Very Low A

5Automotive Unit

K036

Electrocution - High-tension

ignition systems

Staff, Students,

Visitors &

Trespassers

1. Work should not be carried out on or near to

ignition systems while engine is running.

2. Individuals fitted with pacemaker are not to work

on or near ignition systems.

8 1 8 Very Low A

6Automotive Unit

K036

Burns/Scalds - From engine

cooling system

Staff, Students,

Visitors &

Trespassers

1. Radiator or expansion tank caps should not be

removed while the engine is hot.

2. Care should be taken to avoid contact with hot

engine oil, exhaust system or brake drums or discs.

3. Contact with burnt or overheated synthetic rubber

components should be avoided at all times.

Protective gloves should be worn.

4. If contact is made with skin the area should be

immediately washed and medical attention sought.

6 4 24 Low A

7Automotive Unit

K036

Pneumatic Air - Using Air power

tools and associated

compressed air equipment

Staff, Students,

Visitors &

Trespassers

1. All workers trained in safe working procedures and

dangers of horseplay.

2. Airline has deadman’s handle.

3. System inspected and serviced annually under

contract.

6 1 6 Very Low A

8Automotive Unit

K036


Freeze/Hydraulic Fluids - Use of

Engine Oil Drainer

Staff, Students,

Visitors &

Trespassers



practicable.

3. PPE (Rubber Apron/Gauntlets) to be used at all

times when using engine parts wash.

4. Oil pan to be adjusted to beneath drain area.

5. Engine Oil Drainer contents should be monitored

closely to avoid overfilling collection drum.

6. All waste oils to be disposed of in designated

area.

7. During transportation of drum care should be

taken to avoid spillage.

8. Manual handling techniques should be adopted

when attempting to lift drum, assistance should be

sought where applicable.

9. Engine oil should be allowed to cool before

draining.

10. Technical Instruction on safe working in

workshop environment.

1 4 4 Very Low A




pg. 57




Activity being assessed Use Of Engine Hoist Other contributors to assessment Neil Harvey






Severity

(1-10)

Likelihood

(1-10)

Risk Rating

(S x L)

Level of

Risk

Result

(T,A,N,U)

1 Automotive Unit

Crushing/Impact/Falling

Objects/Slipping/Falling - During

engine lifting activities

Staff, Students,

Visitors &

Trespassers

1. Only competent member of staff permitted to

operate and use engine hoist.

2. Engine Hoist marked with the safe working load.

3. The safe working load shall not be exceeded.

4. The weight centre of gravity should be assessed

prior to lift.

5. Persons should not ride on the hoist platform.

6. Hoist included in planned maintenance

programme by contractor.

7. When not in-use, hoist beam to be lowered to

lowest point.

8. Technical Instruction on correct and safe use of

engine hoist.

9. Lifting tackle subject to inspection by insurers.

10. Extendable arms to be used in conjunction with

locking pins.

11. Extendable arms to be retracted when not in-

use.

4 6 24 Low A




pg. 58



Location of activity K038 Member of staff responsible for activity Competently trained member of staff

Activity being assessed Use of Milling Machine (Cincinatti) Other contributors to assessment Graham Preece






Severity

(1-10)

Likelihood

(1-10)

Risk Rating

(S x L)

Level of

Risk

Result

(T,A,N,U)

1 K038Entanglement -

During machine operation

Staff, Students,

Visitors &

Trespassers

1. Milling Machine to be operated by a competent,

trained person.

2. Loose clothing, long hair to be secured/tied back.

3. Dangling jewellery to be removed when operating

milling machine.

4. All appropriate guarding to be in place at all times

during use.

5. Machine must be stopped and tooling come to

rest prior to any measuring or gauging.

6. Mushroom-headed (or similar) emergency stop

button to be fitted.

7. Handles or hand wheels to operate table

mechanism to be set so they do not rotate when

power drive is engaged.

8. Milling Machine fitted with dynamic breaking

system to stop cutting head within specific

timescale.

9. Machine locked off and isolated when not-in-use.

Key access controlled locally by resident technical

skills specialist.

6 6 36 High A

2 K038Cutting/Severing -

During removal of swarf material

Staff, Students,

Visitors &

Trespassers

1. Swarf is to be removed when machine has come

to a complete stop.

2. Any swarf is to be removed with a suitable

implement so as to avoid direct hand contact with

waste material.

3. Care must be taken when handling cutters and

work piece.

6 6 36 High A

3 K038Crushing/Impact -

During machine use

Staff, Students,

Visitors &

Trespassers

1. 500mm space maintained between machine table

at the extreme ends of travel and any fixed object.

2. Substantial protective footwear to be worn.

6 4 24 Low A

4 K038

Crushing/Impact/Manual

Handling -

During process changeover of

machine attachments

Staff, Students,

Visitors &

Trespassers

1. Overhead gantry and lifting hoist to used when

changing machine tool attachments.

2. Safety footwear to be used.

3. Where 1 is not practicable, 2-man lifting should be

employed to transfer attachments.

6 6 36 High A

5 K038Coolant Fluids -

Contact with skin

Staff, Students,

Visitors &

Trespassers

1. Contact with skin to be kept to a minimum.

2. Barrier Creams or appropriate close fitting

disposable gloves may be used.

3. Coolant/Lubrication to be used as and when

required.

4. Only properly marked CoSHH container to be

used for coolant/lubrication"

4 6 24 Low A

6 K038Electrocution -

During machine use

Staff, Students,

Visitors &

Trespassers

1. Machinery subject to annual maintenance

inspection.

2. Machine subject to 5 yearly electrical inspection

and tests.

3. Additional emergency stop/electrical isolation

buttons located within lab.

6 4 24 Low A

7 K038Flying Debris -

Ejected material

Staff, Students,

Visitors &

Trespassers

1. PPE (Goggles) to be worn at all times when

operating drilling machine. 6 6 36 High A




pg. 59



Location of activity K038 Member of staff responsible for activity Neil Harvey

Activity being assessed General Workshop Activities Other contributors to assessment Graham Preece






Severity

(1-10)

Likelihood

(1-10)

Risk Rating

(S x L)

Level of

Risk

Result

(T,A,N,U)

1 K038Slips/Trips and Falls - Workshop

activities

Staff, Students,

Visitors &

Trespassers

1. Working area to be kept clean & tidy at all times.


practicable.


likelihood of oil and fluids spilling in to floor.



5. Appropriate PPE (Apron/Coveralls, Steel toe

safety footwear etc) to be worn at all times when

working in designated machining lab areas.

6 2 12 Low A

2 K038 Noise - During equipment use

Staff, Students,

Visitors &

Trespassers

1. PPE (Ear Defenders).

6 2 12 Low A

3 K038


During use of workshop

equipment

Staff, Students,

Visitors &

Trespassers






6 1 6 Very Low A

4 K038Oils/Fluids/Cleaning Fluids -

Contact with fluids

Staff, Students,

Visitors &

Trespassers


2. Disposable latex/vinyl gloves to be worn

when/where applicable and practicable.

1 4 4 Very Low A

5 K038

Pneumatic Air - Using Air power

tools and associated

compressed air equipment

Staff, Students,

Visitors &

Trespassers

1. All workers instructed/trained in safe working

procedures and dangers of horseplay in the workshop

area.

2. Airline has deadman’s handle.

3. System inspected and serviced every year by

insurers.

6 1 6 Very Low N

6 K038Oils/Fluids/Cleaning Fluids -

General Use

Staff, Students,

Visitors &

Trespassers



practicable.

3. Appropriate PPE (Gloves, Goggle etc) to be worn

when handling products.

4. All waste CoSHH products to be disposed of in

designated area.

5. During transportation of waste care should be

taken to avoid spillage.

6. Manual handling techniques should be adopted

when attempting to transport bulky waste containers.

7. Spillages to be cleaned using appropriate spill kit

equipment.

8. Technical Instruction on safe working in a

workshop environment.

1 4 4 Very Low U




pg. 60



Location of activity S107 Member of staff responsible for activity Haydn Richardson

Graham Preece

Dave Cheshire

Mick Britton

Activity being assessed Use of Dimension FDM Other contributors to assessment As above

Assessors name Mick Britton Assessor contact tel 3256

Date of Assessment 22-Oct-15 Assessors signature

Review required Yes Review Date Due 24-Oct-16

All completed risk assessments MUST be available to persons undertaking the activity. A copy should also be filed with Claire Booth (Faculty H&S Administrator) if appropriate.

No Risk Area Hazard/Process Persons at Risk Control Measures

Severity

(1-10) Likelihood (1-10)

Risk Rating

(S x L)

Level of

Risk

Result

(T,A,N,U)

1 S107Fume and particulates - When

handling materials

Staff,Students,

Visitors &

Trespassers

1. Referal to COSHH risk assessmemt and MSDSS

should be made when handling COSHH products

associated with this equipment. 3 4 12 Low A

2 S107

Heat/Burns - When handling RP

model and when carrying out

maintenance of the unit head

Staff,Students,

Visitors &

Trespassers

1. Only technical members of staff are permitted to

carry out 1st line maintenance to the head.

2. When practical use supplied heat resistant gloves

when handling the head unit in machine maintenance

mode.

3 4 12 Low A

3 S107Fire - When machine is in use

overnight.

Staff,Students,

Visitors &

Trespassers

1. Where practical, remove all combustable materials

from surrounding area.

2. Only print overnight where necessary.

3. Fire Fighting appliances provided.

4. All windows and doors closed.

3 4 12 Low A

4 S107Electric shock - During machine

use.

Staff,Students,

Visitors &

Trespassers

1. Equipment subject to annual protable appliace

testing ( PAT) inspection.

2. Quick safety inspection, cables etc carried prior to

use.

3. Any damaged equipment reported to a responsible

member of staff and MUST NOT be used.

8 3 24 Low A



The resultant risk level is graded as follows: T (trivial risk), A (adequately controlled), N (not adequately controlled), U (unable to decide and further information required)



Location of activity K036 DWIGHT BUILDING Member of staff responsible for activity Gareth Downing,

Activity being assessed Refuelling of cars, engine dyno Other contributors to assessment


Date of Assessment 16-Oct-14 Assessors signature

Review required Yes Review Date Due 31-Oct-16

All completed risk assessments MUST be available to persons undertaking the activity. A copy should also be filed with Claire Booth (Faculty H&S Administrator) if appropriate.

No Risk Area Hazard/Process Persons at Risk Control Measures

Severity

(1-10)

Likelihood

(1-10)

Risk Rating

(S x L)

Level of

Risk

Result

(T,A,N,U)

K036 HANDLING Staff, Students 1. Wear appropriate PPE, Glasses with side

protection.

2. Avoid breathing mists of vapour.

3. Avoid contact with skin.

4 3 12 Low A

K036 Fuel Leakage Staff, Students 1. Have appropriate fire safety equipement in place.

(Foam extinguisher)

10 2 20 Low A

K036 Fuel Leakage Splash Staff, Students 1. Refuel in open air.


equipment or absorbent granuals

5 2 10 Low A

K036 Storage of Equipement after re-

fueling

Staff, Students 1. Ensure Area is Clean and all excess fuel is

removed.

2. Secure lids on Petrol containers.

10 1 10 Low A



The resultant risk level is graded as follows: T (trivial risk), A (adequately controlled), N (not adequately controlled), U (unable to decide and further information required)

pg. 61




Activity being assessed Use of Dynostar Rolling Road Other contributors to assessment Dynostar






Severity

(1-10)

Likelihood

(1-10)

Risk Rating

(S x L)

Level of

Risk

Result

(T,A,N,U)

1Automotive Unit

K036Slips/Trips and Falls

Staff, Students,

Visitors &

Trespassers

1. Dyno area to be kept clean & tidy at all times.


practicable.


likelihood of oil and fluids spilling on to floor.



5. Appropriate PPE (Ear defenders, appropriate

footwear etc) to be worn at all times when working in

dyno area.

6 2 12 Low A

2Automotive Unit

K036

Noise/Vehicle Fumes - During

Engine running

Staff, Students,

Visitors &

Trespassers

1. PPE (Ear Defenders) to be used at all times.

2. Local Exhaust Ventilation (LEV) unit to be

connected to vehicle exhaust pipe.

3. Room ventilation to be used during process.

6 2 12 Low A

3Automotive Unit

K036


During setting/Fault diagnostics

during work in engine

compartment

Staff, Students,

Visitors &

Trespassers






6 1 6 Very Low A

4Automotive Unit

K036


Freeze/Hydraulic Fluids -

Contact with fluids

Staff, Students,

Visitors &

Trespassers



practicable. 1 4 4 Very Low A

5Automotive Unit

K036

Electrocution - High-tension

ignition systems

Staff, Students,

Visitors &

Trespassers

1. Work should not be carried out on or near to

ignition systems while engine is running.

2. Individuals fitted with pacemaker are not to work

on or near ignition systems.

8 1 8 Very Low A

6Automotive Unit

K036

Burns/Scalds - From engine

cooling system

Staff, Students,

Visitors &

Trespassers

1. Radiator or expansion tank caps should not be

removed while the engine is hot.

2. Care should be taken to avoid contact with hot

engine oil, exhaust system or brake drums or discs.

3. Contact with burnt or overheated synthetic rubber

components should be avoided at all times.

Protective gloves should be worn.

4. If contact is made with skin the area should be

immediately washed and medical attention sought.

6 3 18 Low A

7Automotive Unit

K036Genral Safety

Staff, Students,

Visitors &

Trespassers

1. All workers trained in safe working procedures and

dangers.

2. System inspected and serviced annually under

contract.

6 1 6 Very Low A




pg. 62

Appendix R – Emissions Data

RPM Nm kW ISO Nm ISO kW Coolant Temp

Coolant Temp

Corrected O2 CO2 CO HC

3000 28.80 9.10 29.00 9.10 47.10 94.20 12.53 7.70 0.05 1.00

2900 30.40 9.20 30.60 9.30 47.10 94.20 12.30 8.00 0.06 1.00

2800 29.90 8.80 30.10 8.80 46.90 93.80 10.45 8.20 0.06 1.00

2700 30.70 8.70 30.90 8.70 46.70 93.40 10.28 8.60 0.06 1.00

2600 30.10 8.20 30.40 8.30 46.80 93.60 10.01 8.70 0.06 1.00

2500 31.00 8.10 31.30 8.20 46.90 93.80 9.00 8.80 0.06 1.00

2400 30.40 7.60 30.70 7.70 47.10 94.20 9.94 8.80 0.06 1.00

2300 31.70 7.60 32.00 7.70 47.10 94.20 9.61 8.90 0.06 1.00

2200 32.30 7.40 32.60 7.50 47.10 94.20 9.35 8.90 0.06 1.00

2100 33.20 7.30 33.50 7.40 47.10 94.20 9.26 8.90 0.06 1.00

2000 31.40 6.60 31.60 6.60 47.20 94.40 9.32 9.00 0.06 1.00

1900 33.80 6.70 34.00 6.80 47.50 95.00 9.27 9.10 0.06 1.00

1800 38.70 7.30 39.00 7.40 47.60 95.20 9.11 9.10 0.06 1.00

1700 39.40 7.00 39.70 7.10 47.60 95.20 8.95 9.50 0.06 1.00

1600 40.90 6.80 41.20 6.90 47.80 95.60 8.58 10.20 0.06 1.00

1500 41.90 6.60 42.30 6.60 48.10 96.20 7.54 10.70 0.06 1.00

1400 41.60 6.10 41.90 6.10 48.10 96.20 7.28 10.90 0.06 0.00

pg. 63

Appendix S – LPG Specification and Safety Data Sheet

pg. 64

pg. 65

pg. 66

pg. 67

pg. 68

Documents

LPG Injection in Compression Ignition Engines