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SAE TECHNICAL
PAPER SERIES

2002-01-2844

A Study of LPG Lean Burn for a Small SI Engine

Liguang Li
Shanghai Jiaotong University

Zhensuo Wang, Huiping Wang,

Baoqing Deng and Zongcheng Xiao
Jilin University

Powertrain & Fluid Systems

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2002-01-2844

A Study of LPG Lean Burn for a Small SI Engine

Liguang Li
Shanghai Jiaotong University

Zhensuo Wang, Huiping Wang, Baoqing Deng and Zongcheng Xiao

Jilin University
Copyright 2002 S A E International

ABSTRACT
This paper presents a study of L P G lean burn in a
motorcycle SI engine. T h e lean burn limits are compared
by several ways. T h e relations of lean burn limit with the
parameters, such as engine speed, compression ratio
and advanced spark ignition etc. are tested. T h e
experimental results s h o w that larger throttle opening,
lower engine speed, earlier spark ignition timing, larger
electrode gap and higher compression ratio will extend
the lean burn limit of L P G . T h e emission of a L P G
engine, especially on N O x emission, can be significantly
reduced by m e a n s of the lean burn technology.

INTRODUCTION
L o w emission and high fuel efficiency are the
development goals of modern engine technologies. Lean
burn technology combined with the gasoline direct
injection (GDI) and variable valve timing (VVT) has
shown the advantage in improving fuel consumption and
lowering the emission level. T h e lean burn technology is
applied to gasoline engines in Europe and Japan [1~4].
Matsuki et al.[5] applied VVT technology to one lean
burn engine. They used the engine crank angle speed
fluctuation to control the lean burn limit. For the gaseous
fuels, such as C N G , s o m e studies are reported on lean
burn technology. Uyehara [6] found that the lean burn
limit of C N G could be enlarged by m e a n s of
pre-chamber design. Klimstra [7] et al. proposed using
the pre- chamber to ensure the combustion stability and
reliability of spark ignition, based on their study on the
heavy engine, focused on C N G lean burn to the engine
performance and emission levels. Kubesh et al. [8]
studied the effect of ambient humidity on C N G lean burn
limits and emissions of the engine. Corbo et al. [9]
reported their study of C N G lean burn in a SI engine and
the emission characteristics w h e n three w a y catalysts
and E G R were used. However the study on L P G lean

burn is very limited. A s the L P G is used widely in

vehicles for emission reduction, especially in the public
traffic fleet, the basic and applied research on L P G lean
burn is necessary for L P G vehicles to meet increasingly
strict legislation in the future.
There are more than 16 million vehicles and 50 million
motorcycles in China n o w . Currently vehicle exhaust
emissions are one main source of exhaust gases in the
large cities in China. Reducing the emission levels of
vehicles is o n e key project for the continuous
development of most of the Chinese cities. T h e purpose
of this study is to find the methods to optimize the
combustion of L P G engines by lean burn technology
applied to small SI engines to solve the emission
problem of motorcycles in urban cities. This will
significantly improve the air quality of urban cities and
benefit both society and the economy [10~13].

ENGINE AND TESTING SYSTEM

EngineA water-cooled, four-stroke, 125cc motorcycle
SI engine with carburetor fuel system w a s redesigned for
L P G . T h e main specifications of the engine are listed in
Table 1.
Testing S y s t e m A n exhaust gas analyzer for 5
species is used to measure the emission levels. T h e
engine torque is measured by an electrical eddy
dynamometer. T h e engine speed is measured by a
Honeywell sensor and recorded by a multi-channel data
processing card. T h e air-fuel ratio is adjusted by the
supply of L P G with the control of inlet valve of L P G . Data
recording is carried out automatically by the computer
system. T h e data recording and processing system
realizes just in time, high accuracy and high data flow
quantity. T h e schematic diagram of the testing system is
shown in Fig. 1.

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Figure 1 The schematic diagram of testing system

L P G FuelThe L P G used in the test is purchased from

the market, which is available for vehicles, such as taxi
fleet. T h e composition of the L P G is s h o w n in Table 2 .
Table 1 Specifications of the test engine

Table 2

The Composition of L P G

RESULTS A N D DISCUSSION
COMPARISON OF EVALUATION PARAMETERS OF
LEAN
BURN
LIMITBefore
studying
of the
characteristics of L P G lean burn in SI engine, the
evaluation parameter of lean burn limit should b e
selected first. T h e combustion in the engine would b e
unstable w h e n it runs around the lean limit, which will
bring s o m e problems such as combustion variation, and
a sharp increase in H C emissions. T h e lean limit is
usually defined based on the characteristics of those
p h e n o m e n a . There are two basic w a y s to define the lean
burn limit; one w a y is to check directly the combustion
variation by the pressure sensor installed in the
combustion chamber, and the other is to check indirectly
the combustion variation according to the test of
engine's outputs. In this study, the later method is used,
based on the engineering application possibility.
T h e following tests are carried out to check which criteria
are suitable to define a lean burn limit. Figures 2~6
s h o w the test results of relations between excess air
ratio () and the evaluation parameters for the lean burn
limit, such as torque fluctuation, H C emission variation
and engine speed fluctuation etc. T h e engine load in the
above figures is fixed at 3 0 % throttle position and engine
speed at 4000rpm. T h e entire datum including the
emission levels is collected by 10 cycles per second by
the data recording system.
Torque FluctuationWhen the engine runs around the
lean burn limit, the combustion is unstable and the
pressure fluctuation in the combustion chamber
increases. This will lead to the increase of the torque
fluctuation of the engine. A s torque fluctuation is easily

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measured, this is w h y it is usually defined as o n e

parameter to evaluate the lean burn limit. Figure 2
s h o w s the torque output and its fluctuation versus
excess air ratio. It s h o w s that the coefficient of torque
fluctuation can be controlled basically under 1% if the
excess air ratio is less than 1.2. W h e n the excess air
ratio is higher than 1.2, the coefficient of torque
fluctuation increases obviously and it reaches higher
than 8 % w h e n the excess air ratio equals 1.5. According
to the results in Fig.2, the variation of the coefficient of
torque fluctuation versus the excess air ratio is marked.

misfire or partial combustion. According to these

p h e n o m e n a , H C emission value or its variation m a y
be suitable for being used for evaluating the lean burn
limit. S o m e experiments are carried out and the
results are showed in Figs. 4 and Fig. 5. Figures 4 & 5
s h o w that H C emission is less than 150 p p m and H C
variation ratio is very small w h e n the excess air ratio is
in the range of 1~1.4. Those test results s h o w that
L P G has a wider lean burn limit compared with that of
gasoline. This is due to fact that, as one gaseous fuel,
L P G can b e mixed fully with air and its flame
combustion is stable. S o the combustion range of L P G
is wider and the mixture of fuel and air can be burned
completely. W h e n the excess air ratio is higher than
1.4, partial combustion or misfire m a y occur and H C
emission rises sharply due to unburned fuel.

Figure 2 Torque fluctuation versus excess air ratio

(Coefficient of torque fluctuation =Torque standard
deviation/average of torque 100%)

Figure 4. The H C emission variation versus excess air ratio

Figure 3. Engine speed fluctuation versus excess air ratio

(Coefficient of engine speed fluctuation
=engine speed standard deviation
/ average of engine speed 100% )

Engine S p e e d FluctuationEngine speed fluctuation

versus the excess air ratio is also tested in this study.
T h e test results in Fig.3 s h o w that w h e n engine speed
varies in the range from 5 0 r/min to 150 r/min and the
coefficient of engine speed fluctuation varies from about
0 . 4 % to 0.9% versus the L a m b d a () in the range of 0.9
to 1.5. T h e coefficient of engine speed fluctuation is
relatively small and its change rate is less than 1%. S o
the engine speed fluctuation rate is not sensitive to the
lean burn limit compared with the coefficient of the
torque fluctuation.

H C E m i s s i o n W h e n the engine runs around the lean

burn limit, H C emission increases sharply d u e to

Figure 5. The H C emission variation ratio versus excess air ratio

( H C emissions variation ratio = (HC2 - HC1 ) / ( 2 - 1 ) )

S u m m a r y A c c o r d i n g to the comparisons of evaluation

parameters for lean burn limit described above, it is easy
to find that the torque fluctuation, H C emission and H C
variation ratio varied obviously with the excess air ratio,
while engine speed fluctuation w a s smaller. In the
procedure, as the excess air ratio varies from 0.9 to 1.5,
the coefficient of torque fluctuation rises from 0 . 5 % to
8 % , increasing by m o r e than eight times, while the
coefficient of engine speed fluctuation goes up from
0 . 4 % to 0 . 9 % , increasing by only one times. Both the

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coefficient of engine speed fluctuation and its variation

range are small over the range of tested in this study.
Figures 2 ~ 5 s h o w that parameters used to evaluate the
lean burn limit s h o w good consistent behavior. A s the
excess air ratio reaches 1.2, the coefficient of torque
fluctuation starts to rise, but it is so negligible little and
around 1%, H C emission is at the lowest and will start to
rise, and H C variation ratio is near zero. W h e n the
excess air ratio reaches 1.4, H C emission increases
sharply and the coefficient of torque fluctuation is more
than 4 % and the H C variation ratio rises markedly too,
which implies that the engine begins to run unstably from
this excess air ratio point.

Throttle PositionFigure 7 s h o w s the effect of throttle

position on the lean burn ability under different engine
speeds. Adjusting the load of L P G SI engine is similar to
the gasoline engine, in which both the control by m e a n s
of a throttle that regulates the quantity of mixture
inducted each cycle. At a constant engine speed,
decrease throttle opening will increase the throttling loss
and the charge efficiency will decrease. Under this
condition the residual of exhaust gases will increase and
it leads to the spark lag and the tendency of unstable
combustion. W h e n the engine speed is higher, the
throttling loss is larger at a fixed throttle opening. This is
w h y the lean burn limits decrease as the throttle opening
b e c o m e s smaller and a decrease with increasing engine
speed, as s h o w n in Fig.7.

Based on the test results above, it can be concluded that

torque fluctuation, engine speed fluctuation,
H C
emission, and H C variation ratio vary differently with the
excess air ratio. S o m e of them, such as engine speed
fluctuation and the value of H C emission, are not
suitable for being as the evaluation parameters for lean
burn limit. T h e coefficient of torque fluctuation and H C
variation ratio are suitable for being as the evaluation
parameter for the lean burn limit. T h e 4 % of the
coefficient of torque fluctuation and 2000 p p m of the H C
variation ratio m a y b e regarded a s good evaluation
parameters for the lean burn limit of L P G . T h e above
values are also used as the evaluation parameters for
lean burn limits in the following studies.

EFFECT OF KEY PARAMETERS ON LEAN BURN

LIMITThe application of lean burn will require s o m e
modifications on key parameters of the testing engine,
such as compression ratio, the ignition timing and the
electrode gap of spark plug. T h e relation of those factors
with the lean burn ability is studied in the following tests.
Engine SpeedFigure 6 s h o w s the effect of engine
speed on the lean burn limit at the condition of 2 0 % and
3 0 % throttle positions. It s h o w s that the lean burn limit
will decrease with the increase in engine speed. This
result can be explained as follows: if the throttle position
is constant, the turbulent intensity in the cylinder will
increase with the increase in engine speed. That will
enhance the flame speed and combustion in cylinder.
O n the other hand, the higher turbulence in the cylinder
will increase the tendency of blowing a w a y for the spark.
That will lead to the ignition delay and instability for the
combustion.
Under
the condition of lean
burn
environment, it can be concluded from Fig.6 that the
effect of ignition blowing a w a y plays an important role.
This test result also s h o w s that spark ignition timing and
stability will be the key combustion factors, w h e n the
mixture b e c o m e s increasingly lean and the engine
speed is increased.

Figure 6. Effects of engine speed on lean burn limit

= 11.05, Ignition timing advanced 8 C A to the baseline

Figure 7. Effects of throttle position on lean burn limit

=11.41, Ignition timing advanced 8 C A to the baseline

C o m p r e s s i o n RatioThe effect of compression ratio ()

on lean burn ability under different throttle openings and
engine speeds is s h o w n in Figs.8~10. Those figures
s h o w that the lean burn limit extends as the compression
ratio increases. This is because that w h e n the
compression ratio is higher, the temperature of mixture
in cylinder will be higher and the compression pressure

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will increase. At the s a m e time, the residual of exhaust

gases will decrease. Those will benefit the mixture
ignition and enhance the flame speed of combustion. A s
a result, the lean burn range is increased.

Figure 8. Effects of Compression ratio on lean burn limit at

the condition of 20% throttle opening
Ignition timing advanced 8 C A to the baseline

Figure 9. Effects of Compression ratio on lean burn limit at the

condition of 30% throttle opening
Ignition timing advanced 8 C A to the baseline

Figure 10. Effects of Compression ratio on lean burn limit at the

condition of 40% throttle opening
Ignition timing advanced 8 C A to the baseline

At the s a m e time, it is also found that the lean burn limit

appears bigger w h e n the engine speed is lower and the
throttle opening is larger. Those results are the s a m e as
the effect of the engine speed and the throttling opening
on the lean burn limit. It s h o w s that the residual of the
exhaust gases in the cylinder on the combustion is
bigger than other factors. This also implies that the effect
of compression ratio on lean burn limit is not as big as
throttle opening and engine speed in the test conditions.
A d v a n c e d IgnitionSome tests of the ignition timing
advanced from 0~15 C A on power output and emission
characteristics s h o w that the 8 C A advanced ignition to
the baseline ignition timing for gasoline is the best for
L P G fuel. S o in the study of this paper, only 0~8 C A
ignition timing advanced were carried out. Figure 11
s h o w s the effect of advanced ignition on the lean burn
limit. It is easy to find that the lean burn limit is extended
w h e n the ignition timing is advanced. It is known that
w h e n the mixture is lean, it is difficult for spark ignition
and the combustion delay period will be longer. At the
s a m e time, the flame speed decreases and the
combustion period is longer. Those require the ignition
timing to be advanced for ensuring the reliability of spark
ignition and combustion. It concludes that the spark

Figure 11

Effects of ignition timing advanced

on lean burn limit
(4000 r/min, =11.41, 30% throttle opening )

Figure 12

Effects of electrode gap on lean burn limit

Operating condition as in Fig. 11

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Figure 13. Comparison of torque and C O emission in different

at the condition of 3 0 % throttle opening
4000 r/min, =11.41, Ignition timing advanced 8
C A to the baseline.

Figure 15. Comparison of torque and C O emission in different

at the condition of 4 0 % throttle opening
Operating condition as in Fig. 13
advance will extend the lean burn limit.

Electrode G a p of Spark PlugFigure 12 shows the

effect of the electrode gap of spark plug on the lean burn
ability. Bigger electrode gap appears to extend the lean
burn range, especially under the condition of ignition
timing being advanced. This can be explained that w h e n
the electrode gap is increased, the core of spark will
m o v e a w a y from the surface of chamber, this will help to
avoid the effects of residual of exhaust gases near the
chamber wall. O n the other hand, as the quantity of
mixture increases in the electrode gap, the ignition
probability will be increased. During the formation of the
spark core, the electrode will absorb the energy. This
p h e n o m e n o n is called the "fade flame" action of
electrode. It is apparent that as the electrode gap
b e c o m e s wider, the action of fade flame will b e c o m e
weaker. But the electrode should not be too wide.
Otherwise, the higher ignition energy will be required. It
m a y also cause the difficulty for ignition, higher misfire
rate and unstable combustion m a y occur.

Figure 14 Comparison of H C and N O x emission in different

at the condition of 3 0 % throttle opening
Operating condition as in Fig. 13

Figure 16. Comparison of H C and N O x emission in different

at the condition of 4 0 % throttle opening
Operating condition as in Fig. 13

ANALYSIS OF LEAN BURN TECHNOLOGY FOR

A P P L I C A T I O N T h e m a x i m u m compression ratio in this
study is 11.41. Under this compression ratio, there is not
any other change in the structure of chamber. It implies
that the characteristics of the airflow in the cylinder and
chamber are the s a m e as that of the baseline. But it m a y
also limit the potential of compression ratio on the lean
burn ability.
T h e above test results s h o w that, the 0.9 m m of
electrode gap is the best under the testing condition. T h e
best of advanced angle of the ignition timing is 8 C A
based on baseline of the gasoline.
Figures 13~16 give the engine torque output and
emission characteristics under the optimal conditions at
the selected L a m b d a values for comparisons. T h e
typical excess air ratios selected are listed in Table 3.
T h e lean burn limit for application listed in Table 3
m e a n s that it might b e suitable to the practical
application. W h e n an internal combustion engine runs

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around the lean burn limit for practical applications, the

power loss can be compensated partially by increasing
the throttle opening, exhaust emission can be reduced,
and fuel efficiency can be improved. In these tests, the
lean burn limit for stable combustion w a s defined by
torque fluctuation of 4 % and a H C emission variation
ratio of 2000 p p m .

Table 3 The typical excess air ratio for comparisons

With the increase of throttle opening and decrease of

engine speed, the lean burn limit tends to increase. High
compression ratio and advanced ignition timing will
extend the range of lean burn. Under the condition of
enough ignition energy, the wide electrode gap is
effective in extending the lean burn limit.
The emission level of an L P G engine can be improved
significantly by m e a n s of lean burn technology,
especially for reducing N O x emissions. By increasing the
throttle opening, the power output loss due to lean
mixture at part load conditions can be compensated
partly.

REFERENCES
1.
Figures 13 and 14 show the engine performance of
Lambda changing from stoichiometric air-fuel ratio to
lean burn limit for application and the lean burn limit for
stable combustion under the condition of 3 0 % throttle
opening. With the change in L a m b d a , the torque output
decreased from 5.65 Nm to 2.7 Nm and 1.45 Nm, the
lower rates of the output are 5 2 % and 74%. At the s a m e
time, the H C emission are decreased by 5 6 % and 1 4 % ,
the N O x emission are reduced by 9 4 % and 9 8 % and
the C O level is lowered by 9 2 % and 8 7 % respectively.
It shows that the exhaust emission can be reduced
significantly under the lean burn limit. Especially the N O x
emission can be lowered by more than 90%, which is
usually difficult to achieve by other m e a n s . T h e low
emission characteristics under lean burn condition at
4 0 % throttle opening are also shown in Figs. 15 and 16.
The torque output is decreased about 5 2 % from
stoichiometric air-fuel ratio to the lean burn limit for
application at the condition of 3 0 % throttle position as
shown in Fig. 13. This loss of the torque output is marked.
But under the condition of 4 0 % throttle position; the
torque output of the lean burn limit for application is
decreased by about 4 3 % as compared with the torque at
the stoichiometric air-fuel ratio. This implies that the
torque loss under the lean burn condition can be
compensated partly by increasing the throttle opening.
This implies that h o w to increase the torque output under
lean burn condition is a challenge for its application in
engineering.

2.

3.

4.

5.

6.
7.

8.

9.

10.

11.

CONCLUSION

12.

The comparisons for lean burn limits show that the

torque fluctuation 4 % and H C variation ratios greater
than 2000 p p m can be used as evaluation parameters
for the lean burn limit. Their relations with excess air
ratio are similar and accurate for lean burn limit
evaluation.

13.

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