Transcript PowerPoint-presentation

Butanol as an alternative fuel
for Diesel engines
Supervisor
Co-supervisor
Project start
Project end
Programme
Partners
Budget
: 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
Tankai Zhang
2014-10-08
2
Background
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
3
Fuel Mixtures
Component of
mixture
A
B
C
D
E
F
Diesel
X
X
X
X
X
X
n-Butanol
X
Iso-Butanol
X
X
HVO
X
X
Ignition improver
Future engines
(Partially premixed combustion)
X
X
X
X
X
Existing engines
(Conventional combustion)
All the mixtures are tested in both heavy duty engine and light duty engine.
4
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.
5
Test bed with heavy duty engine
•
•
Engine type
Single 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
Operating conditions: A25, B50, C75 and B75
Different mixtures are tested under same engine settings at each operating
condition.
6
Fuel tests results from Statoil
Ignition
improver
(mg/kg)
Density
(kg/l)
CN
-
-
D-4052
D-613
-
-
-
0,8136
< 20
-
100
-
-
0,8370
52,0
Component No.3
-
-
100
-
0,7799
75,1
…
…
…
…
…
…
…
Blend No.6
10
70
20
-
0,8223
50,6
n-Bu10H
Blend No.7
20
40
40
-
0,8082
50,3
n-Bu20H
Blend No.8
10
90
-
600
0,8338
51,3
n-Bu10I
Blend No.9
20
80
-
12000
0,8311
~50
n-Bu20I
…
…
…
…
…
…
…
n-Butanol
(vol%)
Diesel
HVO
(vol%)
(vol%)
Test standard
-
-
Component No.1
100
Component No.2
Cetane number are tested in Cooperative Fuel Research Engine.
Diesel
7
Cylinder pressure
Pressure in Cylinder
Rate of Heat Release
Pressure in Cylinder
180
180
120
B50
100
80
60
40
A25
20
0
-30
-20
-10
0
10
20
30
Crank Angle (CAD ATDC)
40
50
200
150
160
Diesel C75
C75
Diesel B50
B75
n-Bu10H
n-Bu10H C75
C75
n-Bu10H B50
n-Bu10H
B75
n-Bu20H
C75
n-Bu20H C75
n-Bu20H B50
n-Bu20H
B75
B75
140
Cylinder Pressrue (bar)
Cylinder Pressrue (bar)
140
Rate of Heat Release (J/CAD)
Diesel A25 350
Diesel B50
n-Bu10H A25 300
n-Bu10H B50
n-Bu20H A25
250
n-Bu20H B50
160
120
100
60
100
40
50
20
60 0
-10
C75
80
0
-30
-5
-20
-10
0
0
10
20
30
Crank Angle (CAD ATDC)
5
10
15
20
Crank Angle (CAD ATDC)
• Different mixtures have similar and stable cylinder pressure trends.
40
25
50
60
30
8
Brake thermal efficiency
With HVO
Brake Thermal Efficiency
0.5
0.4
0.3
0.2
Diesel
n-Bu10H
n-Bu20H
0.1
0
A25
B50
C75
With
ignition
improver
Operating
condition
B75
0.5
Brake specific
emissions
Brake
Thermal(g/kWh)
Efficiency
With HVO
2.5
0.4
Diesel
n-Bu10H
n-Bu20H
2
0.3
1.5
0.2
Diesel
n-Bu10I
n-Bu20I
Oc30I
0.1
1
0.50
0
A25
B50
C75
Operating condition
B75
Similar levels of brake thermal
efficiency for various mixtures
Break Thermal Efficien
0.2
Diesel
n-Bu10H
n-Bu20H
0.1
0
Brake specific emissions (g/kWh)
Normalized
brake specific
emissions
(%) (%)
Normalized
brake specific
emissions
0H
0H
9
0.3
Normalized brake specific
particulate matter emission
Normalized
brake specific
emissions
(%) (%)
Normalized
brake specific
emissions
H
H
0.4
A25
B50
C75
Operating
condition
With ignition
improver
B75
1.2
WithWith
ignition
improver
HVO
1.21
2.5
Diesel
n-Bu10H
Diesel
n-Bu20H
n-Bu10H
n-Bu20H
0.8
21
0.8
0.6
1.5
0.6
0.4
1
Diesel
n-Bu10H
n-Bu20H
0.4
0.2
0.5
0.20
0
0
A25
A25
A25
B50
C75
Operating
condition
B50
C75
B50
C75
Operating
condition
Operating condition
With ignition improver
B75
B75
B75
1.2
With ignition improver
1.21
Diesel
n-Bu10I
Diesel
n-Bu20I
n-Bu10I
Oc30I
n-Bu20I
Oc30I
1
0.8
0.8
0.6
0.6
0.4
0.4
0.2
0.20
0
A25
B50
C75
Operating condition
B75
A25
B50
B75
C75
PM emission decrease sharply
when using more Butanol
•Oxygen content
•Lower C/H ratio
•No Aromatics in HVO
Break Therm
0.2
Diesel
n-Bu10H
n-Bu20H
0.1
10
Brake specific NOx emission
0
A25
B50
C75
With
ignition
improver
Operating
condition
B75
Brake specific
emissions
Break
Thermal(g/kWh)
Efficiency
0.5
With HVO
2.5
0.4
Euro5: 2,0 g/kWh
2
0.3
1.5
0.2
1
0.1
0.50
0
A25
B50
C75
Operating condition
A25
B50
C75
With
ignition
improver
Operating
condition
Diesel
n-Bu10I
n-Bu20I
Diesel
Oc30I
n-Bu10H
n-Bu20H
B75
B75
Brake specific emissions (g/kWh)
2.5
Euro5: 2,0 g/kWh
2
1.5
1
Diesel
n-Bu10I
n-Bu20I
Oc30I
0.5
0
A25
B50
C75
Operating condition
B75
NOx increase slightly when using
more Butanol
•Oxygen content may lead to
higher local temperature
11
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.