Biofuels International outlook. Peter Ahlvik Ecotraffic ERD 3 AB

Transcription

1 Biofuels International outlook Peter Ahlvik Ecotraffic ERD 3 AB

2 Ecotraffic Consultant company located in Stockholm. Offices in Stockholm and Gothenburg Privately owned, independent company Staff: 6 persons, about 35 in the close network Some 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 Luftvårdsföreningens seminarium 2

3 Outline Introduction and background Biofuels overview International perspective Engine and aftertreatment technology Results on some biofuels Outlook Summary and conclusions Luftvårdsföreningens seminarium 3

4 Environmental driving forces for vehicle development Source:Leohold et al. (VW), Synbios II Symposium, May Luftvårdsföreningens seminarium 4

5 Food vs. fuels debate: NGOs protest against biofuels NGOs protest outside the EU BiofuelsTP Plenary Seminar ( ) Luftvårdsföreningens seminarium 5

6 Some alternative fossil motor fuels Natural gas (CNG) Liquefied petroleum gas (LPG) Methanol (from natural gas or coal) Ethyl-Tert Tert-Butyl Ether (ETBE) Methyl-Tert Tert-Butyl Ether (MTBE) Synthetic diesel (Fischer-Tropsch diesel) or synthetic petrol (FT petrol) from natural gas or coal Luftvårdsföreningens seminarium 6

7 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, H 2, 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) Luftvårdsföreningens seminarium 7

8 Overview of biofuels 1 st generation biofuels (1G), such as e.g.: Biogas Ethanol from grain and sugar beet 2 nd 3 rd FAME (and e.g. NExBTL, a 1,5G biofuel ) nd generation biofuels (2G) Biofuels from cellulose via synthesis gas Ethanol from cellulose rd generation biofuels (3G) Hydrogen (H 2 )??? Luftvårdsföreningens seminarium 8

9 How to define 2G biofuels? Production technology: e.g. syngas (BTL), hydrolysis/fermentation (EtOH( EtOH)......Probably not Reduction of GHG: e.g. -50%, -60%,... No food crops for fuel (but waste?...) WTW efficiency: limits resource use Land use: e.g. no farm land used for fuel Land use efficiency (MJ( /ha) MJ fuel /ha) A combination of various criteria is meaningful Luftvårdsföreningens seminarium 9

10 Global trends for biofuels and some alternative fuels Methanol Ethanol CNG, LPG Biodiesel? Future: CTL, Biodiesel Ethanol Biogas?... CNG LPG Future: BTL Ethanol Biodiesel? CNG, LPG Future: CTL, BTL, H2? Ethanol Biodiesel CNG Ethanol CNG Future: DME? Ethanol CTL, GTL -18 Ethanol CNG Future: DME, H2? Luftvårdsföreningens seminarium Ethanol CNG Future: GTL? 10

11 Sales of clean cars in Sweden from Jan-Oct g/km diesel; 12.80% Hybrid; 4.20% Gaseous; 1.30% 120 g/km petrol; 13.10% E85; 68.60%

12 EU biofuels and energy policies Biofuels directive: 5,75% target in 2010 Biofrac vision: up to 25% in 2030 Bioenergy targets New biofuels directive: fierce debate Proposal: 10%... 7%... and 4% 2G Some MS: moratorium on biofuels no funding for 1G fuels (but... biorefineries) CO 2 emissions from LD vehicles BiofuelsTP project (on-going) Luftvårdsföreningens seminarium 12

13 Nordic Ecolabelling: the Swan 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 CO 2 equivalents per MJ of fuel. The applicant must also be able to document and fulfil requirements to: The energy consumed in producing and transporting the fuel The origins of all vegetable materials Sustainable production of raw materials such as palm oil, sugar cane, wood raw materials and soy bean oil A plan for fulfilling conventions regulating working life both by b raw material producers and by the fuel producer Emissions of carcinogenic substances during the use compared with conventional fossil fuel The quality of the fuel Luftvårdsföreningens seminarium 13

14 Methane: the first ecolabelled fuel Methane E Luftvårdsföreningens seminarium 14

15 Emissions with and w/o catalyst for a petrol fuelled car λ control area Exhaust concentration NOx w/o cat NOx w cat CO w/o cat CO w cat HC w/o cat HC w cat Source: Die Verbrennungs- kraftmaschine,, Band Relative air-fuel ratio (λ) Luftvårdsföreningens seminarium 15

16 Exhaust aftertreatment scheme for petrol-fuelled cars UF Cat Euro 1 UB Cat Euro 2 CC Cat UB Cat Euro 3 CC+MF Cat UB Cat Euro 4 EHC+CC Cat MF Cat UB Cat Euro 5, 6, Luftvårdsföreningens seminarium 16

17 High-pressure diesel injection and diesel particle filter (DPF) Common Rail injection system (CR) Diesel particulate filter + NO X catalyst in the future Luftvårdsföreningens seminarium 17

18 Exhaust gas recirculation (EGR) EGR Valve Exhaust Inlet Airflow sensor Luftvårdsföreningens seminarium 18

19 Engine combustion alternatives for heavy-duty methane engines TWC Lean-burn DFNG PING DING (PI) DING (GP) Laddhybrider 19

20 EPA high-efficiency ethanol and methanol engine 1(2) 1.9L Port Fuel Injected, Spark Ign., Turbocharged (VNT) Stoichiometric fuelling Designed for use with neat alcohol fuels (e.g., E100, E85) 19,5:1 compression ratio 2,0 swirl ratio EGR, 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 cooler Conventional FFV injectors, ignition system and three-way catalyst Luftvårdsföreningens seminarium 20

21 Advanced engine concept (alcohol) Spark ignition (SI) High EGR Very high compression ratio (19.5:1!!!) Reduced knock Minimized throttling losses Stoichiometric A/F Straightforward TWC emission control Efficiency: : 43 % (old( LD) translates to ~45.5 (new LD) EGR Oct. CR CR EGR Turbo Source: (US EPA) Föredrag i Örebro 21

22 EPA high-efficiency ethanol and methanol engine 2(2) Methanol Diesel fuel Luftvårdsföreningens seminarium 22

23 The charge cooling effect on DI engines (MIT) 0 Charge cooling (K) Petrol Toluene Source: MIT ETBE MTBE Equivalent octane No. >150 High compression Turbocharging Downsizing Ethanol -138 Methanol Luftvårdsföreningens seminarium 23

24 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 conservative MIT study show great potential DI+turbo = win-win Dedicated engines gives higher efficiency than blending On a long-term horizon, dedicated DI engines (M100/E100) are preferred over blending -5% -10% -15% -20% -25% -30% Potential red. of FC % JRC EtOH Ecotraffic EtOH Ecotraffic MeOH MIT EtOH

25 Increasing interest in direct injection and E100/M100 Direct injection E100/M100 concept by SAAB Fuel-flexible direct injection systems by several injection manufacturers What was impossible one year ago, is suddenly now possible Luftvårdsföreningens seminarium 25

26 General emission trend for biodiesel and blends (US EPA) Ecotraffic s forecast Future trend Luftvårdsföreningens seminarium 26

27 Different types of DPFs for light-duty and heavy-duty vehicles Light-duty DPF Some NO 2 gen, i.e. partly relying on CRT effect Active regeneration Material: SiC OEM (car man.) 5% (10%?) biodiesel Heavy-duty DPF Pre-catalyst with ox. of NO to NO 2 Continuously regenerating (CRT) Material: cordierite Aftermarket Tolerates biodiesel Luftvårdsföreningens seminarium 27

28 Emissions from synthetic fuels 1(2) 120% 100% CO 2 100% 97% 98% 93% Fuel consumption 120% 100% 100% 102%105% 120% 100% 100% CO 89% 80% 80% 80% 75% 60% 60% 60% 40% 40% 40% 20% 0% n.a. 20% 0% n.a. n.a. 20% 0% 10%10% Ref Bosch DC Shell VW Ref Bosch DC Shell VW Ref Bosch DC Shell VW Source: Harndorf, Luftvårdsföreningens seminarium 28

29 Emissions from synthetic fuels 2(2) PM HC NO X 120% 120% 120% 100% 100% 100% 100% 100% 100% 105% 98% 95% 94% 80% 70% 74% 80% 80% 60% 59% 59% 60% 54% 60% 40% 40% 38% 37% 40% 20% 20% 11% 20% 0% 0% 0% Ref Bosch DC Shell VW Ref Bosch DC Shell VW Ref Bosch DC Shell VW Source: Harndorf, Luftvårdsföreningens seminarium 29

30 General findings on biodiesel and synthetic fuels (GTL/BTL) Very little data on particle number (PMP) NO X : increase for biodiesel, decrease for GTL/BTL; NO X problem remains CO and HC: decrease for both fuel types PM: decrease for both types but DPF necessary for very low emissions Decrease of some unregulated harmful emissions (e.g. PAH), or similar levels Often non-linear trends for blends Luftvårdsföreningens seminarium 30

31 Particle size distribution for GTL biodiesel and pure plant oil Ecotraffic s comment: The level of volatile nanoparticles are highly dependent on sampling conditions Source: Czerwinski et al., Luftvårdsföreningens seminarium 31

32 Voluntary CO 2 reduction by EU car manufacturers (ACEA) Indicative target 2003: (2003: 163) Target 2008: 140 Average CO 2 emissions for Proposed target 2012: 130 ACEA manufacturers Luftvårdsföreningens seminarium 32

33 The car of tomorrow paradox Luftvårdsföreningens seminarium 33

34 Conclusions 1(2) Driving forces (1): CO 2, fuel consumption Driving forces (2): NO X and PM Emission control for otto and diesel engines is different but somehow convergent Sulphur content is the most important fuel parameter. It enables the use of new aftertreatment technology The cold start problem is more pronounced for ethanol than for petrol Acetaldehyde emissions are high for ethanol Luftvårdsföreningens seminarium 34

35 Conclusions 2(2) There is a great improvement potential for fuel consumption and emissions in alcohol engines Biodiesel has a NO X problem that can be overcome and a DPF problem in LD vehicles Most emissions are lower for synfuels. However, aftertreatment cannot be avoided. Some observed impact on particle size distribution from biodiesel/syndiesel syndiesel is due to inadequate sampling Luftvårdsföreningens seminarium 35

36 This concludes my presentation Thank you for your attention! Questions? More information available at: (e.g. reports, presentations, etc.) Luftvårdsföreningens seminarium 36

37 Particle size distribution for the Peugeot cars in NEDC at +22 C 1.0E+14 Number of part. dn/dlogdp (#/km) 1.0E E E E E E Aerodynamic diameter (μm) Peugeot 307, petrol w TWC Peugeot 307, diesel w DPF

38 Particle size distribution for petrol and diesel cars at +22 C Particle number, dn/dlogdp (#km) 1E+15 1E+14 1E+13 1E+12 1E+11 1E+10 1E+09 1E+08 Sources: VV 2002:62 MTC Aerodynamic diameter (μm) Diesel w/o DPF DI petrol car Conv. Petrol Diesel w/ DPF Ranking Diesel w/ DPF Conv. petrol DI petrol Diesel w/o DPF the moral is: (?) Particle filters on all types of cars? Luftvårdsföreningens seminarium 38

39 Typical size distribution of exhaust aerosol 23 nm cutoff nuclei mode condensed Nuclei mode is highly variable with CVS sampling conditions accumulation mode Soot Coarse mode Source: Kittelson et al Particle emissions, seminar in Oslo 39

40 PMP sampling and dilution Dilution tunnel Venturi C & HEPA PND2 cold Evaporation tube, 350ºC PND1 hot CPC VPR: Volatile Particle Remover Adapted from ECE R83 draft Luftvårdsföreningens seminarium 40

41 Particle size distribution for lowsulphur diesel (LSD) and biodiesel 1400 r/min, full load Source: Mayer et al., Luftvårdsföreningens seminarium 41

42 Particle size distribution for lowsulphur diesel (LSD) and biodiesel 1400 r/min, 25 % load Source: Mayer et al., Luftvårdsföreningens seminarium 42