diesel and petrol with biocomponents · pdf fileliquefied petroleum gas (lpg)) methanol ......

Biofuels –

International outlook

Peter AhlvikPeter AhlvikEcotraffic ERDEcotraffic ERD33

ABAB

20082008--1111--1818 Luftvårdsföreningens seminarium 22

Ecotraffic

Consultant company located in Stockholm. Consultant company located in Stockholm. Offices in Stockholm and GothenburgOffices in Stockholm and GothenburgPrivately owned, independent companyPrivately owned, independent companyStaff: 6 persons, about 35 in the close networkStaff: 6 persons, about 35 in the close networkSome areas of expertiseSome areas of expertise–

Engine technology and exhaust emissions

–

New fuels, refinery and process technology–

Energy system and energy efficiency

–

Environmental audits–

Education, information, seminars, conferences, etc.


Outline

Introduction and backgroundIntroduction and backgroundBiofuels overviewBiofuels overviewInternational perspectiveInternational perspectiveEngine and aftertreatment technologyEngine and aftertreatment technologyResults on some biofuelsResults on some biofuelsOutlookOutlookSummary and conclusionsSummary and conclusions


Environmental driving forces for vehicle development

Source:Leohold et al. (VW), Synbios II Symposium, May ´07


Food vs. fuels debate: NGOs protest against biofuels

NGOs protest outside the EU BiofuelsTP Plenary Seminar (2008-01-31)


Some alternative fossil motor fuels

Natural gas (CNG)Natural gas (CNG)Liquefied petroleum gas (LPG)Liquefied petroleum gas (LPG)Methanol (from natural gas or coal)Methanol (from natural gas or coal)EthylEthyl--TertTert--Butyl Ether (ETBE)Butyl Ether (ETBE)MethylMethyl--TertTert--Butyl Ether (MTBE)Butyl Ether (MTBE)Synthetic diesel (FischerSynthetic diesel (Fischer--Tropsch diesel) or Tropsch diesel) or synthetic petrol (FT petrol) from natural gas synthetic petrol (FT petrol) from natural gas or coal or coal


Feedstock, resources and products

Oil and fat: transesterification gives RME, hydro treating gives HVO (e.g. NExBTL)Sugar and starch: ethanol Cellulose (incl. black liquor, etc.)–

Hydrolysis and fermentation: ethanol, butanol

–

Gasification: DME, methanol, FTD, SNG, H2

, etc.Waste, manure etc., and combinations of above gives e.g. biogas Other climate neutral (sun, wind, hydro…) as supplement and electricity (e.g. plug-in HEV)

77


Overview of biofuels

11stst generation biofuels (1G), such as e.g.:generation biofuels (1G), such as e.g.:–

Biogas

–

Ethanol from grain and sugar beet–

FAME (and e.g. NExBTL, a 1,5G biofuel )

22ndnd generation biofuels (2G)generation biofuels (2G)–

Biofuels from cellulose via synthesis gas

–

Ethanol from cellulose33rdrd generation biofuels (3G)generation biofuels (3G)–

Hydrogen (H2

)–

???


How to define 2G biofuels?

Production technology: e.g. Production technology: e.g. syngassyngas (BTL), (BTL), hydrolysis/fermentation (hydrolysis/fermentation (EtOHEtOH)... )... ...Probably not...Probably notReduction of GHG: e.g. Reduction of GHG: e.g. --50%, 50%, --60%,...60%,...No food crops for fuel (but waste?...)No food crops for fuel (but waste?...)WTW efficiency: limits resource use WTW efficiency: limits resource use Land use: e.g. no farm land used for fuelLand use: e.g. no farm land used for fuelLand use efficiency (Land use efficiency (MJMJfuelfuel/ha)/ha)

A combination of various criteria is meaningful


Global trends for biofuels and some alternative fuels

Ethanol ↑

Biodiesel ? CNG, LPG →Future: CTL, BTL, H2

?

Biodiesel →

Ethanol ↑Biogas ?...

CNG ↑LPG →

Future: BTL

Ethanol ↑

Biodiesel ↑ CNG ↑

Ethanol ↑

CTL, GTL

Ethanol ↑

CNG →Future: DME, H2

?

Methanol ↑

Ethanol ↑

CNG, LPG →Biodiesel ?Future: CTL,

Ethanol ↑CNG ↑

Future: DME ?

Ethanol ↑CNG ↑

Future: GTL?

Sales of ”clean cars”

in Sweden from Jan-Oct 2008

120 g/km diesel;

12.80%

Hybrid; 4.20%

E85; 68.60%

120 g/km petrol; 13.10%

Gaseous; 1.30%


EU biofuels and energy policies

““BiofuelsBiofuels”” directive: 5,75% target in 2010directive: 5,75% target in 2010““BiofracBiofrac”” vision: up to 25% in 2030vision: up to 25% in 2030Bioenergy targetsBioenergy targets……New New ““biofuelsbiofuels”” directive: fierce debatedirective: fierce debate–

Proposal: 10%... 7%... and 4% 2G…

–

Some MS: moratorium on biofuels → no funding for 1G fuels (but... biorefineries)

CO2 emissions from LD vehiclesBiofuelsTP project (on-going)


Nordic Ecolabelling: the Swan

The energy consumed in producing and transporting the fuelThe energy consumed in producing and transporting the fuelThe origins of all vegetable materialsThe origins of all vegetable materialsSustainable production of raw materials such as palm oil, sugar Sustainable production of raw materials such as palm oil, sugar cane, wood raw materials and soy bean oilcane, wood raw materials and soy bean oilA plan for fulfilling conventions regulating working life both bA plan for fulfilling conventions regulating working life both by y raw material producers and by the fuel producerraw material producers and by the fuel producerEmissions of carcinogenic substances during the use compared Emissions of carcinogenic substances during the use compared with conventional fossil fuelwith conventional fossil fuelThe quality of the fuelThe quality of the fuel

Fuel based on at least one third (vol%) renewable raw materials may be eligible for a Swan label. The applicant must be able to document that for a lifecycle perspective, the fuel does not give rise to more

than 50 g

CO2

equivalents per MJ of fuel.The applicant must also be able to document and fulfil requirements to:

http://www.svanen.nu/


Methane: the first ecolabelled

fuel

E85Methane




Emissions with and w/o catalyst for a petrol fuelled car

0.85 0.90 0.95 1.00 1.05 1.10 1.15

Relative air-fuel ratio (λ)

Exha

ust c

once

ntra

tion NOx w/o cat

NOx w catCO w/o catCO w catHC w/o catHC w cat

λλ

controlcontrol

areaarea

SourceSource:: Die Die VerbrennungsVerbrennungs-- kraftmaschinekraftmaschine, Band 7, Band 7


Exhaust aftertreatment scheme for petrol-fuelled cars

Euro 1UF Cat

Euro 2UB Cat

Euro 3UB Cat

CC Cat

Euro 4UB Cat

CC+MF Cat

Euro 5, 6, 7UB Cat

MF Cat

EHC+CC Cat


High-pressure diesel injection and diesel particle filter (DPF)

Common Rail

injection system (CR)

Diesel particulate filter + NOX

catalyst in the future


Exhaust gas recirculation (EGR)

EGR Valve

Exhaust Inlet

Airflow sensor

20082008--0404--2525 Laddhybrider 1919

Engine combustion alternatives for heavy-duty methane engines

TWC Lean-burn DFNG

PING DING (PI) DING (GP)


EPA high-efficiency ethanol and methanol engine 1(2)

1.9L Port Fuel Injected, Spark Ign., Turbocharged (VNT)Stoichiometric fuellingDesigned for use with neat alcohol fuels (e.g., E100, E85)–

19,5:1 compression ratio

–

2,0 swirl ratioEGR, VNT used to modulate load from 6 to 20 bar BMEP.–

Throttling at near-idle conditions to 6 bar BMEP

Control of Intake Air Temperature (IAT)–

Intercooler

–

EGR coolerConventional FFV injectors, ignition system and three-way catalyst

20072007--1111--1313 Föredrag i Örebro 2121

Advanced engine concept (alcohol)

Spark Spark ignitionignition (SI)(SI)High EGRHigh EGRVeryVery high high compressioncompression ratioratio(19.5:1!!!)(19.5:1!!!)ReducedReduced knockknockMinimizedMinimized throttlingthrottling losseslossesStoichiometric A/FStoichiometric A/FStraightforwardStraightforward TWC emission TWC emission controlcontrolEfficiencyEfficiency: 43 % (: 43 % (oldold LD)LD)translatestranslates to to ~~45.5 (new LD)45.5 (new LD)

Oct.↑

EGR↑

CR↑

CR↑

EGR↑

Source: 2002-01-2743 (US EPA)

Turbo


EPA high-efficiency ethanol and methanol engine 2(2)

Diesel fuelDiesel fuelMethanolMethanol


The charge cooling effect on DI engines (MIT)

-138

-246

-28 -37-35 -37

-250

-200

-150

-100

-50

0Pe

trol

Tolu

ene

ETB

E

MTB

E

Etha

nol

Met

hano

l

Cha

rge

cool

ing

(K)

Source: MIT

Equivalent octane No. >150High compressionTurbochargingDownsizing

Equivalent octane No. >150High compressionTurbochargingDownsizing

Potential reduction in fuel consumption by using direct injection

Estimates on reduction in FC for alcohol engines vary JRC/EUCAR/CONCAWE WTW study is very conservativeMIT study show great potentialDI+turbo = win-winDedicated engines gives higher efficiency than blendingOn a long-term horizon, dedicated DI engines (M100/E100) are preferred over blending

Potential red. of FC

JRC

EtO

H

Ecot

raffi

c Et

OH

Ecot

raffi

c M

eOH

MIT

EtO

H

-30%

-25%

-20%

-15%

-10%

-5%

0%

20072007--1111--1313 2424


Increasing interest in direct injection and E100/M100

Direct injection E100/M100 concept by SAABFuel-flexible direct injection systems by several injection manufacturersWhat was impossible one year ago, is suddenly now possible...


General emission trend for biodiesel and blends (US EPA)

Future trend

Ecotraffic’s forecast


Different types of DPFs

for light-duty and heavy-duty vehicles

LightLight--duty DPFduty DPF–

Some NO2

gen, i.e. partly relying on CRT effect →

–

Active regeneration–

Material: SiC

–

OEM (car man.)–

≤5% (10% ?) biodiesel

HeavyHeavy--duty DPF duty DPF –

Pre-catalyst with ox. of NO to NO2

–

Continuously regene- rating (CRT)

–

Material: cordierite –

Aftermarket

–

Tolerates biodiesel


Emissions from synthetic fuels 1(2)

CO2

100%97%98%93%

n.a.0%

20%

40%

60%

80%

100%

120%

Ref

Bosch

DC

Shell

VW

Fuel consumption

100%102%105%

n.a.n.a.0%

20%

40%

60%

80%

100%

120%

Ref

Bosch

DC

Shell

VW

CO

100%

10%10%

75%

89%

0%

20%

40%

60%

80%

100%

120%

Ref

Bosch

DC

Shell

VW

Source: Harndorf , 2008


Emissions from synthetic fuels 2(2)

PM

100%

59%

70%

59%

74%

0%

20%

40%

60%

80%

100%

120%

Ref

Bosch

DC

Shell

VW

HC

100%

54%

11%

38% 37%

0%

20%

40%

60%

80%

100%

120%

Ref

Bosch

DC

Shell

VW

NOX

100%105%

98% 95% 94%

0%

20%

40%

60%

80%

100%

120%

Ref

Bosch

DC

Shell

VW

Source: Harndorf , 2008


General findings on biodiesel and synthetic fuels (GTL/BTL)

Very little data on particle number (PMP)Very little data on particle number (PMP)NONOXX: increase for biodiesel, decrease for : increase for biodiesel, decrease for GTL/BTL; NOGTL/BTL; NOXX problem problem ““remainsremains””CO and HC: decrease for both fuel typesCO and HC: decrease for both fuel typesPM: decrease for both types but DPF PM: decrease for both types but DPF necessary for very low emissionsnecessary for very low emissionsDecrease of some unregulated harmful Decrease of some unregulated harmful emissions (e.g. PAH), or similar levelsemissions (e.g. PAH), or similar levelsOften nonOften non--linear trends for blendslinear trends for blends


Particle size distribution for GTL biodiesel and pure plant oil

Source: Czerwinski et al., 2007

Ecotraffic’s comment:The level of volatile nanoparticles are highly dependent on sampling conditions


Voluntary CO2

reduction byEU car manufacturers (ACEA)

Indicative target 2003: 165-170 (2003: 163)Target 2008: 140

Proposed target 2012: 130Average CO2

emissions forACEA manufacturersAverage CO2

emissions forACEA manufacturers


The car of tomorrow paradox


Conclusions 1(2)

Driving forces (1): CODriving forces (1): CO22, fuel consumption, fuel consumptionDriving forces (2): NODriving forces (2): NOXX and PMand PMEmission control for Emission control for ottootto and diesel engines is and diesel engines is different but somehow convergent different but somehow convergent Sulphur content is the most important fuel Sulphur content is the most important fuel parameter. It enables the use of new parameter. It enables the use of new aftertreatment technologyaftertreatment technologyThe cold start problem is more pronounced for The cold start problem is more pronounced for ethanol than for petrolethanol than for petrolAcetaldehyde emissions are high for ethanolAcetaldehyde emissions are high for ethanol


Conclusions 2(2)

There is a great improvement potential for fuel There is a great improvement potential for fuel consumption and emissions in alcohol enginesconsumption and emissions in alcohol enginesBiodiesel has a NOBiodiesel has a NOXX problem that can be problem that can be overcome and a DPF problem in LD vehiclesovercome and a DPF problem in LD vehiclesMost emissions are lower for Most emissions are lower for synfuelssynfuels. . However, aftertreatment cannot be avoided.However, aftertreatment cannot be avoided.Some observed impact on particle size Some observed impact on particle size distribution from biodiesel/distribution from biodiesel/syndieselsyndiesel is due to is due to inadequate sampling inadequate sampling


This concludes my presentation

Thank you for your attention!Thank you for your attention!Questions?Questions?

More information available at: www.ecotraffic.se

www.vv.se

(e.g. reports, presentations, etc.)

http://www.vv.se/

Particle size distribution for the Peugeot cars in NEDC at +22°C

1.0E+08

1.0E+09

1.0E+10

1.0E+11

1.0E+12

1.0E+13

1.0E+14

0.001 0.01 0.1 1 10

Aerodynamic diameter (μm)

Num

ber

of p

art.

dN/d

logD

p (#

/km

) Peugeot 307, petrol w TWCPeugeot 307, diesel w DPF


Particle size distribution for petrol and diesel cars at +22°C

1E+08

1E+09

1E+10

1E+11

1E+12

1E+13

1E+14

1E+15

0.001 0.01 0.1 1 10

Aerodynamic diameter (μm)

Part

icle

num

ber,

dN

/dlo

gDp

(#km

)

Diesel w/o DPFDI petrol carConv. PetrolDiesel w/ DPF

Sources: VV 2002:62MTC 5206

””RankingRanking””Diesel w/ DPFDiesel w/ DPFConvConv. . petrolpetrolDI DI petrolpetrolDiesel w/o DPFDiesel w/o DPF

…the moral is: (?)Particle filters on all types of cars?

Presentatör

Presentationsanteckningar

Det här är en kvantitativ bild för bilar med olika teknik Först några ord om skalorna. Log; 10-potens för varje huvudlinje. Avgaspartiklar är små. Ung. 10 000 fler av de minsta än för PM2,5. Egentligen inga >1 mm. Först en konventionell dieselbil Sedan en bensinbil med direktinsprutning. Lite lägre Konventionell bensinbil mycket lägre Bäst är en dieselbil med partikelfilter. Notera speciellt hur effektivt filtret är för de minsta partiklarna. Rankingen…. Sens moral: filter på alla bilar?

20082008--1010--2222 Particle

emissions, seminar

in Oslo 3939

Typical size distribution of exhaust aerosol

nuclei modecondensed

accumulation modeSoot

Coarse mode

Nuclei mode is highly variable with CVS sampling conditions

23 nm cutoff

Source: Kittelson et al. 2002


PMP sampling and dilution

VenturiDilution tunnel

C & HEPA

CPC

PND2cold

PND1hot

Evaporationtube, 350ºC

VPR: Volatile Particle Remover

Adapted

from ECE R83 draft


Particle size distribution for low- sulphur diesel (LSD) and biodiesel

1400 r/min, full load

Source: Mayer et al., 2005


Particle size distribution for low- sulphur diesel (LSD) and biodiesel

1400 r/min, 25 % load

Source: Mayer et al., 2005

diesel and petrol with biocomponents · pdf fileliquefied petroleum gas (lpg)) methanol ......

Documents