butanol as an alternative fuel for diesel engines supervisor co-supervisor project start project end...
TRANSCRIPT
Butanol as an alternative fuel for Diesel engines
Supervisor
Co-supervisor
Project start
Project end
Programme
Partners
Budget
Tankai Zhang 2014-10-08
: Ingemar Denbratt
: Karin Munch
: 2013-09-01
: 2016-09-01
: FFI
: Chalmers, Perstorp AB, Scania CV,
Statoil, Volvo GTT and Volvo Car
: 3.725 MSEK
Background
2
Problems with using fossil fuels• Greenhouse warming
• Non-renewable
Policy issues• 25% biofuel in the European transportation fuel
consumption shall be achieved by 2030
Butanol has excellent fuel properties• Sustainable production
• Oxygen content
• Acceptable heating value
• Good miscibility in Diesel
Fuel Mixtures
3
Component of mixture A B C D E F
Diesel X X X X X X
n-Butanol X X X
Iso-Butanol X X X
HVO X X
Ignition improver X X
Existing enginesFuture engines(Partially premixed combustion)
All the mixtures are tested in both heavy duty engine and light duty engine.
(Conventional combustion)
Goals Conventional combustion
•More than 80% reduction of particles at constant NOx levels for conventional combustion systems
•Clarification of how ignition improver influences the formation of emissions.
Partially premixed combustion (PPC)
•Show how PPC can be achieved with Butanol mixtures
•Achieve gross indicated efficiency of 53% at loads higher than 10 bar BMEP in combination with emissions below Euro 6 levels without after treatment.
4
Test bed with heavy duty engine
Engine typeSingle cylinder
from Volvo D12C
Bore 131 mm
Stroke 150 mm
Valves 4
Connecting rod length
260 mm
Compression ratio
17:1
Fuel injection system
Common rail
Nozzle 5 holes
5
• Operating conditions: A25, B50, C75 and B75• Different mixtures are tested under same engine settings at each operating
condition.
Fuel tests results from Statoil
n-Butanol (vol%)
Diesel (vol%)
HVO (vol%)
Ignition improver (mg/kg)
Density (kg/l)
CN
Test standard - - - - D-4052 D-613
Component No.1 100 - - - 0,8136 < 20
Component No.2 - 100 - - 0,8370 52,0
Component No.3 - - 100 - 0,7799 75,1
… … … … … … …
Blend No.6 10 70 20 - 0,8223 50,6
Blend No.7 20 40 40 - 0,8082 50,3
Blend No.8 10 90 - 600 0,8338 51,3
Blend No.9 20 80 - 12000 0,8311 ~50
… … … … … … …
6
Diesel
n-Bu10H
n-Bu20H
n-Bu10I
n-Bu20I
Cetane number are tested in Cooperative Fuel Research Engine.
Cylinder pressure
7
• Different mixtures have similar and stable cylinder pressure trends.
-30 -20 -10 0 10 20 30 40 50 600
20
40
60
80
100
120
140
160
180
Crank Angle (CAD ATDC)
Cyl
inde
r P
ress
rue
(bar
)
Pressure in Cylinder
Diesel A25Diesel B50
n-Bu10H A25
n-Bu10H B50
n-Bu20H A25n-Bu20H B50
-30 -20 -10 0 10 20 30 40 50 600
20
40
60
80
100
120
140
160
180
Crank Angle (CAD ATDC)
Cyl
inde
r P
ress
rue
(bar
)
Pressure in Cylinder
Diesel C75Diesel B50
n-Bu10H C75
n-Bu10H B50
n-Bu20H C75n-Bu20H B50
-10 -5 0 5 10 15 20 25 30
0
50
100
150
200
250
300
350
Crank Angle (CAD ATDC)
Rat
e of
Hea
t R
elea
se (
J/C
AD
)
Rate of Heat Release
Diesel C75Diesel B75
n-Bu10H C75
n-Bu10H B75
n-Bu20H C75n-Bu20H B75
A25
B75
C75
B50
Brake thermal efficiency
8
Similar levels of brake thermal efficiency for various mixturesA25 B50 C75 B75
0
50
100
150
200
250
300
Operating condition
BS
FC
(g/
kWh)
With HVO
Diesel
n-Bu10Hn-Bu20H
A25 B50 C75 B750
0.1
0.2
0.3
0.4
0.5
Operating condition
Bra
ke T
herm
al E
ffic
ienc
y
With HVO
Diesel
n-Bu10Hn-Bu20H
A25 B50 C75 B750
0.02
0.04
0.06
0.08
0.1
0.12
Operating condition
Bra
ke s
peci
fic e
mis
sion
s (g
/kW
h)
With HVO
Diesel
n-Bu10Hn-Bu20H
A25 B50 C75 B750
0.5
1
1.5
2
2.5
Operating condition
Bra
ke s
peci
fic e
mis
sion
s (g
/kW
h)
With HVO
Diesel
n-Bu10Hn-Bu20H
A25 B50 C75 B750
50
100
150
200
250
300
Operating condition
BS
FC
(g/
kWh)
Brake specific fuel consumption
Diesel
n-Bu10In-Bu20I
Oc30I
A25 B50 C75 B750
0.1
0.2
0.3
0.4
0.5
Operating condition
Bra
ke T
herm
al E
ffic
ienc
y
With ignition improver
Diesel
n-Bu10In-Bu20I
Oc30I
A25 B50 C75 B750
0.02
0.04
0.06
0.08
0.1
0.12
Operating condition
Bra
ke s
peci
fic e
mis
sion
s (g
/kW
h)
With ignition improver
Diesel
n-Bu10In-Bu20I
Oc30I
A25 B50 C75 B750
0.5
1
1.5
2
2.5
Operating condition
Bra
ke s
peci
fic e
mis
sion
s (g
/kW
h)
With ignition improver
Diesel
n-Bu10In-Bu20I
Oc30I
Normalized brake specific particulate matter emission
9
PM emission decrease sharply when using more Butanol
•Oxygen content
•Lower C/H ratio
•No Aromatics in HVO
A25 B50 C75 B750
0.2
0.4
0.6
0.8
1
1.2
Operating condition
Nor
mal
ized
bra
ke s
peci
fic e
mis
sion
s (%
)
With ignition improver
Diesel
n-Bu10Hn-Bu20H
A25 B50 C75 B750
0.2
0.4
0.6
0.8
1
1.2
Operating condition
Nor
mal
ized
bra
ke s
peci
fic e
mis
sion
s (%
)
With ignition improver
Diesel
n-Bu10In-Bu20I
Oc30I
A25 B50 C75 B750
0.2
0.4
0.6
0.8
1
1.2
Operating condition
Nor
mal
ized
bra
ke s
peci
fic e
mis
sion
s (%
)
With ignition improver
Diesel
n-Bu10Hn-Bu20H
A25 B50 C75 B750
0.2
0.4
0.6
0.8
1
1.2
Operating condition
Nor
mal
ized
bra
ke s
peci
fic e
mis
sion
s (%
)
With ignition improver
Diesel
n-Bu10In-Bu20I
Oc30I
A25 B50 C75 B750
50
100
150
200
250
300
Operating condition
BS
FC
(g/
kWh)
With HVO
Diesel
n-Bu10Hn-Bu20H
A25 B50 C75 B750
0.1
0.2
0.3
0.4
0.5
Operating condition
Bre
ak T
herm
al E
ffic
ienc
y
With HVO
Diesel
n-Bu10Hn-Bu20H
A25 B50 C75 B750
0.02
0.04
0.06
0.08
0.1
0.12
Operating condition
Bra
ke s
peci
fic e
mis
sion
s (g
/kW
h)
With HVO
Diesel
n-Bu10Hn-Bu20H
A25 B50 C75 B750
0.5
1
1.5
2
2.5
Operating condition
Bra
ke s
peci
fic e
mis
sion
s (g
/kW
h)
With HVO
Diesel
n-Bu10Hn-Bu20H
A25 B50 C75 B750
50
100
150
200
250
300
Operating condition
BS
FC
(g/
kWh)
With HVO
Diesel
n-Bu10Hn-Bu20H
A25 B50 C75 B750
0.1
0.2
0.3
0.4
0.5
Operating condition
Bre
ak T
herm
al E
ffic
ienc
y
With HVO
Diesel
n-Bu10Hn-Bu20H
A25 B50 C75 B750
0.02
0.04
0.06
0.08
0.1
0.12
Operating condition
Bra
ke s
peci
fic e
mis
sion
s (g
/kW
h)
With HVO
Diesel
n-Bu10Hn-Bu20H
A25 B50 C75 B750
0.5
1
1.5
2
2.5
Operating condition
Bra
ke s
peci
fic e
mis
sion
s (g
/kW
h)
With HVO
Diesel
n-Bu10Hn-Bu20HA25 B50 C75 B75
0
50
100
150
200
250
300
Operating condition
BS
FC
(g/
kWh)
Brake specific fuel consumption
Diesel
n-Bu10In-Bu20I
Oc30I
A25 B50 C75 B750
0.1
0.2
0.3
0.4
0.5
Operating condition
Bre
ak T
herm
al E
ffic
ienc
y
With ignition improver
Diesel
n-Bu10In-Bu20I
Oc30I
A25 B50 C75 B750
0.02
0.04
0.06
0.08
0.1
0.12
Operating condition
Bra
ke s
peci
fic e
mis
sion
s (g
/kW
h)
With ignition improver
Diesel
n-Bu10In-Bu20I
Oc30I
A25 B50 C75 B750
0.5
1
1.5
2
2.5
Operating condition
Bra
ke s
peci
fic e
mis
sion
s (g
/kW
h)
With ignition improver
Diesel
n-Bu10In-Bu20I
Oc30I
Brake specific NOx emission
10
Euro5: 2,0 g/kWh
Euro5: 2,0 g/kWh
NOx increase slightly when using more Butanol
•Oxygen content may lead to higher local temperature
Summary
• It is possible to adjust the CN of Butanol-Diesel blends with HVO or ignition improver.
• With the same CN, Butanol/Diesel blends show similar combustion processes compared to pure Diesel.
• Particulate matter emission of Butanol / Octanol mixture are greatly reduced compared to pure Diesel and NOx can be kept at about the same level.
• Ignition improver seems to increase the NOx emission.
• Tests with using 20% n-Butanol, 40% HVO in the Diesel blend show that even production engines can use 60% renewable fuel.
11