Research Report on Biofuels Applications in Diesel Vehicles

Transcription

1 JATOP Conference Research Report on Biofuels Applications in Diesel Vehicles June 25, 2010 Takashi Kaneko Biofuel/ Diesel Vehicle Research WG JATOP JAPAN AUTO-OIL PROGRAM

2 What is Biodiesel fuel (BDF)? Rapeseed Methanol FAME (Fatty Acid Methyl Ester) FAME O 3 HC C O CH 3 Palm Fat and Oil PME:Palm Oil Methyl Ester RME:Rapeseed Oil Methyl Ester SME:Soybean Oil Methyl Ester WME:Waste Oil Methyl Ester Soybean HBD (Hydro-generated biodiesel) Hydrogenation 3HC CH3 Plants Gasification/ Fischer-Tropsch synthesis FTD (Fischer Tropsch h Diesel) 2

3 Double bond Biodiesel Fuel Quality <FAME> Presence SME RME PME Large Medium small <Petroleum diesel fuel> Absence <HBD/ FTD> Absence Degraded Oxidative stability Distillation characteristics Oxygen content Easy to coagulate at low temperatures (Varied by the composition of biomass feedstock) C C C Presence Absence Absence Oxygenated compound Hydrocarbon Hydrocarbon - There are differences in fuel quality between FAME and petroleum diesel fuels. - Current upper limit of FAME blending into petroleum diesel fuels: 5% for Japan - There are concerns in fuel quality when vehicles running on high FAME blends. 3

4 Objectives - Identify technical issues on the use of high biodiesel blends (over 5%) in diesel vehicles, - Conduct an analytical study on the issues to develop measures to be taken by fuel producers and vehicle manufacturers, - Produce new technical findings that could contribute to the study of introduction of high biodiesel blends in Japan, including establishment of a national fuel quality standard covering high biodiesel blends. 4

5 Research Theme (1) Impact on fuel properties Cold flow properties Ignition quality (2) Impact on stability Oxidative stability Oxidative degradation mechanism Impact on material and components of vehicle fuel systems Storage stability at room temperatures (3) Impact on emissions (5) Impact on cold driveability (6) Impact on engine oil (7) Impact on reliability Injector deposits Stability during long parking periods (4) Impact on exhaust aftertreatment systems 5

6 -Ignition quality Measuring methods for ignition quality/ relationship between cetane number and cetane index Indicator of ignition quality Measuring method Cetane number (CN) Measurement using CFR engine IQT Cetane number (DCN: Derived Cetane Number) Cetane index (CI) Measurement using ignition quality tester (IQT*) (* constant-volume combustion vessel) Calculated from fuel density and distillation characteristics data (Relationship between cetane number and cetane index with biofuel blends) 15 CI-CN BDF 混合率 mass% Biofuel blending ratio (mass%) SME RME PME WME HBD FTD Base diesel fuel 10% 20% Because of large differences between Cetane Number and Cetane Index when the blending ratio of FAME is 10% or over, Cetane index is not allowed to use as an indicator of ignition quality. * Red dotted lines represent reproducibility tolerance for cetane number measurements with Fuel CN56 (3.3) 6

7 - Ignition quality - Ignition quality tester overview IQT (Ignition Quality Tester) Feature: Evaluate the ignition quality (DCN) based on the ignition delay period, and subject to ASTM D6890 The required amount of samples is about 20 ml and measuring time is about 20 minutes, that is, short time measurements are available with a small amount of samples. Ignition quality tester appearance Constant volume container Fuel injector Fuel feed port (Ref) CFR engine appearance (The require amount: about 4L) About 180cm About 60cm About 80cm About 130cm 7

8 DCN CN FAME10% 混合 - Ignition quality - Relationship between Cetane number (CN) and IQT cetane number (DCN) Base PM10 PM20 SMERM10 RM20 RME SM10 PMESM20 WME WM10 HBDWM20 HB20 FTDFT20 RM50 BaseRM100 diesel fuel 10% 20% 50% 100% DCN Hydrocarbon fuels (Base, HBD and FTD) FAME20% 混合 y = 0.91x R² = CN 10% FAME blends 20% FAME blends + Dotted line represents 1:1 line DCN y = 0.96 x R 2 = CN DCN y = 1.00 x R 2 = For hydrocarbon fuels, the CN values are almost the same as the DCN values, however, for 10/20% FAME blends, the DCN values tend to have higher than the CN values. CN 8

9 Research theme (1) Impact on fuel properties Cold flow properties Ignition quality (2) Impact on stability Oxidative stability Oxidative degradation mechanism Impact on material and components of vehicle fuel systems Storage stability at room temperatures (3) Impact on emissions (5) Impact on cold driveability (6) Impact on engine oil (7) Impact on reliability Injector deposits Stability during long parking periods (4) Impact on exhaust aftertreatment systems 9

10 - Oxidative stability - Oxidative stability test methods Delta TAN test Rancimat test PetroOXY test Test conditions Evaluation indicator Retain the sample (350mL) at 115 C for 16 hours by blowing oxygen into the sample Differences in acid number measured before and after the oxidation ( TAN) Oxygen (3L/h) Condenser Thermostatic bath Sample tube Retain the sample (3g) at 110 C by blowing air into the sample Induction period (Duration till when conductivity of purified water starts to increase sharply) Air (10L/h) Sample tube Heat up to 110 C Volatile carboxylic acids Air blowing tube Sample (3g) Heater block Measuring container Electrode Purified water (50mL) Conductivity measurement Put 5mL of sample into the tester, encapsulate the oxygen at the specified pressure, and heat up to the specified temperature ( C) Induction period (Duration till when initial pressure drops by 10%) Differences between Rancimat and Modified Rancimat methods include the length of sample tube (( mm), amount of samples (3 7.5g) and amount of purified water (50 60mL). 10

11 IP Induction by IP PetroOXY(140 ) by PetroOXY period (PetroOXY,140 C) (@140 ), (hr) hr (hr) Oxidative stability Modified Rancimat vs PetroOXY, TAN vs PetroOXY Induction IP by period Modified (Modified Rancimat, Rancimat) (hr) hr (hr) IP Induction IP by by PetroOXY(140 ) PetroOXY period (PetroOXY,140 C) (@140 ), (hr) hr(hr) TAN 0.12 SME RME PME WME HBD FTD 10% 20% Base diesel fuel TAN Δ 酸価 (mgkoh/g) For correlation between these test methods, there are no tendencies peculiar to FAME. Hydrocarbon fuels (Base diesel fuel, HBD blends and FTD blends) show somewhat different tendency compared to FAME blends. 11

12 - Oxidative stability Impact of stability of B100 blends on that of biofuel blends Induction period (Modified Rancimat) (hr) IP IP by by Modified Modified Rancimat, Rancimat hr (hr) Diesel fuel A Biomass Biofuel blending Blend level, ratio (mass%) Induction IP by IP period Modified by (Modified Rancimat, Rancimat) hr (hr) (hr) Diesel fuel B Biomass blend Blend level level, (mass%) Biofuel blending ratio (mass%) Induction period of SME RME PME WME HBD FTD biofuel (B100) (hr) > (Rancimat) Blending WME or SME (having poor stability) into petroleum diesel fuel decreases stability of the biofuel blends. Stability of 20% blends decreases to almost the same level, regardless of the stability of Base diesel fuels. 12

13 TAN, (mgkoh/g) -Oxidative stability - Differences in the effects of adding antioxidants to B20 blends by FAME type (1) TAN method (2)PetroOXY (2) method SME (B20) PME (B20) Induction period PetroOXY (140degC), min. (PetroOXY,140 C) (min) Amount BHT of concentration antioxidant (BHT*) in DGO, added ppm (ppm) Amount BHT of concentration antioxidant (BHT*) in DGO, added ppm (ppm) In the case of no addition of BHT (0ppm), oxidative stability of SME blends is better than that of PME blends. However in the case of adding BHT, PME blends show improved effects in oxidative stability compared to SME blend. *Butylated Hydroxytoluene 13

14 Antioxidant 抗酸化物質 substance, (ppm) - Oxidative stability - Content of antioxidant substances in FAME and composition of FAME (1) Antioxidant substances (2) FAME SME 40 PME α-tocopherol β-tocopherol γ-tocopherol δ-tocopherol α-tocotrienol β-tocotrienol γ-tocotrienol δ-tocotrienol FAME concentrations (mass%) FAME 濃度, mass% Antioxidant substances: Content of (natural) antioxidant substances in SME blends is significantly large compared to PME blends. Unsaturated composition: The level of the content of unsaturated fatty acid methyl esters is high in SME blends, and that of the compositions having two or more double bonds that are easier to oxidation is high in SME blends compared to PME blends SME PME C22:0 C20:1 C20:0 C18:3 C18:2 C18:1 C18:0 C16:0 C14:0 Number of 炭素数 carbons Number of 二重結合数 double bonds 14

15 Research theme (1) Impact on fuel properties Cold flow properties Ignition quality (2) Impact on stability Oxidative stability Oxidative degradation mechanism Impact on material and components of vehicle fuel systems Storage stability at room temperatures (3) Impact on emissions (4) Impact on exhaust aftertreatment systems (5) Impact on cold driveability (6) Impact on engine oil (7) Impact on reliability Injector deposits Stability during long parking periods 15

16 - Impact on material and components of vehicle fuel systems - Results of dipping test for rubber and resin materials ゴム(4 種類)Rubber (4 types) Resin (6 types) 樹脂(6 種類H-NBR (Hydrogenated nitrile rubber) NBR (Nitrile rubber) FKM (Fluororubber) PA (Polyamide) PBT (Polybutylene terephthalate) POM (Polyacetal) )Epoxy resin Dipping conditions NBR/PVC (Nitrile/Polyvinyl chloride) PPS (Polyphenylene sulfide) Phenol resin B10/B20 Small changes are observed Small changes are observed B50/ Neat FAME - Large changes are observed in some materials or for some evaluation parameters. - FAMEs with poor oxidative stability tend to have a larger impact on material and components of vehicle fuel systems. Small changes are observed. Rubber NBR, NBR/PVC: 80 C x 1000hrs H-NBR, FKM: 120 C x 1000hrs Resin All materials: 120 C x 1000hrs 16

17 Research theme (1) Impact on fuel properties Cold flow properties Ignition quality (2) Impact on stability Oxidative stability Oxidative degradation mechanism Impact on material and components of vehicle fuel systems Storage stability at room temperatures (3) Impact on emissions (5) Impact on cold driveability (6) Impact on engine oil (7) Impact on reliability Injector deposits Stability during long parking periods (4) Impact on exhaust aftertreatment systems 17

18 - Storage stability at room temperatures - Precipitate formation at temperatures above cloud point Temperatures above cloud point No formation of precipitates is observed from petroleum diesel fuel Precipitate formation may occur in some FAME blends Cloud point (CP) (Temperature at which wax starts to precipitate) Cold filter plugging point (CFPP) (Temperature at which filter plugging takes place due to the wax precipitated) Pour point (PP) (Temperature at which lubricity disappears ) (Ex.) Stand 20% FAME blends (CP-2 C) at 5-8 C for 10 days Cold temperatures 18

19 - Storage stability at room temperatures - Results of precipitate analysis Precipitate concentrations (ppm) Storage temperature: 5 C Amount trapped by filter Total of results of Methods 1 &2 Free fatty acid FAME n-paraffin Saturated fatty acid monoglyceride C12:0 C14:0 C16:0 C18:0 Amount trapped by filter Total of results of Methods 1 &2 Analysis method 2 (Free fatty acid, FAME, n-paraffin) Analysis method 1 (Saturated fatty acid monoglyceride) Free fatty acid FAME n-paraffin Saturated fatty acid monoglyceride C12:0 C14:0 C16:0 C18:0 Amount trapped by filter Total of results of Methods 1 &2 PME20 SME20 RME20 Free fatty acid FAME n-paraffin Saturated fatty acid monoglyceride is considered as the main component of the precipitates from PME blends. 19

20 Research theme (1) Impact on fuel properties Cold flow properties Ignition quality (2) Impact on stability Oxidative stability Oxidative degradation mechanism Impact on material and components of vehicle fuel systems Storage stability at room temperatures (5) Impact on cold driveability (6) Impact on engine oil (7) Impact on reliability Injector deposits Stability during long parking periods (3) Impact on emissions (4) Impact on exhaust aftertreatment systems 20

21 -Impact on emissions Engine specifications/ Emission analysis parameter The testing is conduced on the vehicles/engines equipped with principal exhaust aftertreatment systems for diesel vehicles: Diesel particulate filter (DPF), NOx storage reduction catalyst (NSR) and Urea-selective catalytic reduction (SCR) system. Test Vehicle/ Engine specifications Vehicle/engine designation Number of cylinders Engine displacement (L) Applicable emissions regulations Emissions control technology Test cycle Vehicle A Inline regulations Turbo-intercooled Common rail fuel injection system Cooled EGR DOC + DPF JC08 (Cold, Hot) Engine B2 Inline regulations Turbo-intercooled Common rail fuel injection system Cooled EGR DOC + DPF + NSR JE05 Engine C Inline regulations Turbo-intercooled Common rail fuel injection system Cooled EGR DOC + Urea-SCR system JE05, Steady-state (Note) Emission control of engines and exhaust aftertreatment systems is set based on fuel properties of currently available diesel fuels. Analysis parameter: CO, HC, NOx, PM, fuel consumption rate, unregulated emissions (Aldehydes, Aromatics), etc. Test fuel: 5 types of biofuels (SME, RME, PME, HBD and FTD) are used for blending with petroleum diesel fuel at blending ratio of 10 and 20%. 21

22 - Impact on emissions -Impacts of 10/20% biofuel blends on emissions Emissions CO HC NOx PM Emissions levels above the limit of determination (LOD) of analyzer are verified by one-way layout (with significance level of 5%) (Blending biodiesel with diesel fuel causes Decrease (-), Increase (+) or No change (=) *No verification is conducted since emissions levels are below the LOD) Biomass Biofuel Vehicle-A Engine-B2 Engine-C blending level ratio Catalyst 触媒 OUT outlet Catalyst 触媒 OUT outlet Catalyst 触媒 OUT outlet Catalyst 触媒 OUT outlet エンジン Engine outlet OUT (mass%) JC08C JC08H JE05 JE05 Steady 定常 state JE05 Steady 定常 state -(SME,RME, 10 = * = * * -(RME,PME) PME,FTD) -(SME,RME, -(SME,RME, 20 -(HBD) * = * * PME,FTD) PME) -(SME,RME, 10 = = = * * -(RME) PME,HBD) -(SME,RME, -(SME,RME, 20 = = = * * PME,HBD) PME) 10 = = +(SME,RME) = = +(PME) = -(HBD) +(SME,RME, 20 = = +(SME,RME) = +(SME,RME, +(SME) HBD) PME) 10 = = = = = 20 = = = -(RME) = General trend Catalyst-out emissions: 20% FAME blends: NOx Hydrocarbon biofuels: Almost no changes Engine-out emissions: FAME blends: CO HC, 20% FAME blends: NOx Hydrocarbon biofuels: Almost no changes 22

23 NOx emissions NOx (g/kwh) (g/kwh) NOx conversion rate NOx 浄化率 (Differences from Base (Base 軽油との差, %) diesel fuel, %) Impact of high biofuel blends on NOx emissions Engine-out emissions Catalyst-out emissions Biofuel Biomass blending ratio level (mass%) NOx conversion rate Biomass blend level (mass%) Biofuel blending ratio (mass%) - Impact on emissions - NOx emissions NOx (g/kwh) (g/kwh) Amount of urea solution injected (Ratio 尿素水噴射量 of FAME blends to (Base 軽油との比 diesel fuel) ) Emissions limits:2.0g/kwh regulation 2.0g/kWh Biofuel Biomass blending ratio level (mass%) Amount of urea solution injected Biofuel Biomass blending level ratio (mass%) Engine C JE05 SME RME In the case of high FAME blends (30, 50 and 100% blends), a significant increase is observed in catalyst-out emissions of NOx as well as engine-out emissions of NOx. 23

24 PM PM emissions (g/kwh) (g/kwh) Impact on emissions - Impact of high biofuel blends on PM emissions Engine-out emissions バイオ燃料混合率 Biofuel Biomass blending level ratio, mass% (mass%) Appearance of PM filters (at Engine outlet) Base diesel fuel RME30 RME50 Neat RME PM, g/kwh PM PM emissions (g/kwh) (g/kwh) Catalyst-out emissions Emissions regulation limits: Emission limits:0.027g/kwh 0.027g/kWh バイオ燃料混合率 Biomass Biofuel blending level ratio, mass% (mass%) SOF/SOOT ratio in engine-out emissions of PM Engine C JE05 SME RME SOF SOOT Catalyst-out emissions of PM tend to be low level, which is inferred that the SOF/Soot ratio of engine-out emissions of PM is high and the SOF is eliminated by combustion Base diesel fuel RME30% RME50% Neat RME SOF: Soluble organic fraction 24

25 Research theme (1) Impact on fuel properties Cold flow properties Ignition quality (2) Impact on stability Oxidative stability Oxidative degradation mechanism Impact on material and components of vehicle fuel systems Storage stability at room temperatures (3) Impact on emissions (5) Impact on cold driveability (6) Impact on engine oil (7) Impact on reliability Injector deposits Stability during long parking periods (4) Impact on exhaust aftertreatment systems 25

26 - Impact on exhaust aftertreatment systems Test items and descriptions Impact on functions and controls of DPFs Test item 1) Balance point temperature (BPT) 2) DPF regeneration rate 3) DPF active regeneration Test description Examine temperatures at which soot deposition rate balances soot combustion rate Examine soot combustion rates (DPF regeneration rates) at a specified catalyst temperature Examine the impact of soot combustion in DPF on the controls of DPFs 26

27 - Impact on exhaust aftertreatment systems - Test items and descriptions Impact on functions and controls of DPFs Test item 1) Balance point temperature (BPT) 2) DPF regeneration rate 3) DPF active regeneration Test description Examine temperatures at which soot deposition rate balances soot combustion rate Examine soot combustion rates (DPF regeneration rates) at a specified catalyst temperature Examine the impact of soot combustion in DPF on the controls of DPFs 27

28 -Impact on exhaust aftertreatment systems- 1) BPT test outlines and test fuels Accumulate a given amount of soot on DPF under given conditions (a). Repeat the following steps: i) Increase DPF load gradually ii) Retain the load for a specified length of time (b). When differential pressure evens out during retention of DPF load (c), a balance is considered to be struck between soot combustion rate and deposition rate, and then, define the catalyst inlet temperature at which the balance is achieved as Balance Point Temperature (BPT). Load (a) (b) Differential pressure Catalyst inlet temperature BPT Time (c) Test fuel matrix (This matrix is used in testing DPF regeneration rate ) Base diesel Biodiesel Blending 混合率 ratio (mass%) ベース軽油 fuel 混合基材 feedstock Soybean 大豆油 oil ME ME JIS #2 ナタネ油 Rape oil ME diesel 2 号軽油 fuel パーム油 Palm oil ME Hydro-generated 水素化植物油 biodiesel Reference: SAE

29 BPT - Impact on exhaust aftertreatment systems ) BPT test results ヘ ース軽油 SM20 SME20 RM20 RME20 PM20 PME20 SM50 SME50 RM50 RME50 HB20 HBD50 SME RME PME HBD Biofuel BDF blending 混合率 ratio mass% (mass%) Biofuel バイオ燃料混合率 BDF blending ratio, (mass%) mass% 試験項目 Test item BPT ( ) ( ) 20% 50% Base diesel fuel Base 軽油 : Lower than base diesel fuel : Equal to base diesel fuel Evaluation in parentheses is estimated from the results near to the target blending ratio. 29

30 - Impact on exhaust aftertreatment systems Test Items and descriptions Impact on features and controls of DPFs Test item 1) Balance point temperature (BPT) 2) DPF regeneration rate 3) DPF active regeneration Test description Examine temperatures at which soot deposition rate balances soot combustion rate Examine soot combustion rates (DPF regeneration rates) at a specified catalyst temperature Examine the impact of soot combustion in DPF on the controls of DPFs 30

31 - Impact on exhaust aftertreatment systems - 2) DPF regeneration rate test outlines Accumulate a given amount of soot on DPF under given conditions (d). Burn soot under load conditions slightly higher than those of BPT (e)*. And define changes in differential pressure per unit time ( ) as DPF regeneration rate * Load conditions at which DPF inlet temperature achieved C are defined based on the results of BPT testing Differential pressure (kpa) 差圧 kpa Soot accumulation (d) DPF regeneration (e) DPF inlet temperature ( C) DPF 入口温度 時間 sec Time (sec) 31

32 DPF regeneration rate (kpa/hr) - Impact on exhaust aftertreatment systems DPF 再生速度 kpa/hr ) DPF regeneration rate test results バイオ燃料混合率 Biofuel BDF blending ratio, mass% mass% (mass%) ヘ ース軽油 SM20 SME20 RM20 RME20 PM20 PME20 SM50 SME50 RM50 RME50 HB20 HBD50 SME RME PME HBD 20% 50% Base diesel fuel Base 軽油 試験項目 Test item バイオ燃料混合率 Biofuel BDF blending ratio, mass% (mass%) RME SME DPF 再生速度 regeneration rate ( ) : Higher than base diesel fuel : Equal to base diesel fuel Evaluation in parentheses is estimated from the results near to the target blending ratio. 32

33 - Impact on exhaust aftertreatment systems - Test items and descriptions Impact on futures and controls of DPFs Test item 1) Balance point temperature (BPT) 2) DPF regeneration rate 3) DPF active regeneration Test description Examine temperatures at which soot deposition rate balances soot combustion rate Examine soot combustion rates (DPF regeneration rates) at a specified catalyst temperature Examine the impact of soot combustion in DPF on the controls of DPFs 33

34 - Impact on exhaust aftertreatment systems - DPF active regeneration - test outlines DPFs installed on current diesel vehicles have control schemes that regenerate the DPFs (burn soot). Two regeneration methods are provided: Manual and automatic active regeneration. This test is conducted to determine the impact of biofuel blending on DPF regeneration controls. Test method Automatic active regeneration scheme: Run DPF regeneration control program under the engine conditions assumed to be in operation (warmed-up engine conditions), and measure DPF inlet temperature, time required to rise the temperature, etc. to determine whether active DPF regeneration control works normally. Manual active regeneration scheme: Run DPF regeneration control program under the engine conditions assumed to be immediately after engine start up (cold engine conditions), and measure DPF inlet temperature, time required to rise the temperature, etc. to determine whether active DPF regeneration control works normally. 34

35 - Impact on exhaust aftertreatment systems - DPF active regeneration - test outlines バイオ燃料混合率 Biofuel BDF blending ratio, mass% (mass%) Test 試験項目 item RME RME CME HBD RME RME DPF DPF active Automatic 自動 強制再生 手動 Manual ( ) ( ) regeneration :Pass, :Fail Evaluation in parentheses is estimated from the results near to the target blending ratio. RME:Rape oil ME, CME:Coconut oil ME, HBD:Hydro-generated biodiesel Active regeneration tends to fail with increasing blending ratio of biodiesels: Manual active regeneration fails with 20% FAME blends (while regeneration takes places with HBD20), Automatic active regeneration fails with neat FAME. (Failure in active regeneration is inferred from lower LHV and low volatility of biodiesel compared to petroleum diesel fuel) 35

36 - Impact on exhaust aftertreatment systems - Test results summary バイオ燃料混合率 Biofuel BDF blending ratio, mass% (mass%) 試験項目 Test item BPT 測定 measurement (FAME) (FAME) DPF regeneration (RME) rate 再生速度 (SME) 自動 Automatic (FAME) (FAME) DPF active 強制再生 regeneration (HBD) 手動 Manual (FAME) (FAME) (FAME) Letters in red: Estimates from the results at other blending ratios 10% blends: BPT, DPF regeneration rate and active regeneration are equal to those with petroleum diesel fuel. 20% blends: BPT and DPF regeneration rate are equal to those with petroleum diesel fuel. Manual active regeneration fails with FAME blends, while takes place with HBD blends. Over 50% blends: BPT is lower, while DPF regeneration rate is equal or higher compared to petroleum diesel fuel. Manual active regeneration is inferred to fail with FAME blends. Automatic active regeneration also fails with neat FAME. 36

37 Research theme (1) Impact on fuel properties Cold flow properties Ignition quality (2) Impact on stability Oxidative stability Oxidative degradation mechanism Impact on material and component of vehicle fuel systems Storage stability at room temperatures (5) Impact on cold driveability (6) Impact on engine oil (7) Impact on reliability Injector deposits Stability during long parking periods (3) Impact on emissions (4) Impact on exhaust aftertreatment system 37

38 - Impact on cold driveability Test outlines Test vehicle Applicable Main filter EGR emissions regs. location system Vehicle D 2002 regs. Under truck bed N/A Vehicle E 2005 regs. In engine Equipped compartment Falling Temperature Conditions for Chassis Dynamometer Room: subject to JPI method Room temperature 室 (20 C) 温 (20 ) Rapid cooling 急冷 Cloud point + 5 C 曇り点 (1h +5 (1h retention) 保持 ) Slow cooling 徐冷 Test temperature 試験温度 ソーク Soaking Test start 試験開始 10 /hr 1 /hr 1hr CFPP, CFPP ( C) Relationship between operation limit temperature* and CFPP* *Compared to Base diesel fuel (B0) Vehicle D Increased by19 C BASE Vehicle E PME10 PME20 Increased by 3 C 作動限界温度, Operation limit temperature ( C) CFPP and operation limit temperatures deteriorate with PME blends (however, the increase in the operation limit temperature is small compared to CFPP). 38

39 Research theme (1) Impact on fuel properties Cold flow temperature Ignition quality (2) Impact on stability Oxidative stability Oxidative degradation mechanism Impact on material and components of vehicle fuel systems Storage stability at room temperature (5) Impact on cold driveability (6) Impact on engine oil (7) Impact on reliability Injector deposits Stability during long parking periods (3) Impact on emissions (4) Impact on exhaust aftertreatment systems 39

40 Test cycle pattern: See the right bottom figure Test cycle including full load operation, regeneration, idling and stop - Impact on engine oil - Test outlines DPF regeneration is designed to simulate the relationship between mileage traveled and DPF regeneration in the real world driving. The pattern is a modified pattern from that described in a JSAE paper in Major specifications of Engine H Number of cylinders Engine displacement (L) Applicable emissions regulations Emissions control technology Image of test cycle pattern Inline regulations Turbo-intercooler Common rail fuel injection system Cooled EGR DOC+DPF Durability test period: 200 hrs (Full load operation) Implementation of post injection (Engine oil can be diluted with fuel) Engine speed Full load operation Regeneration Idling Stop Time 40

41 - Impact on engine oil - Test matrix 供試 Biofuel BDFunder test なし N/A RME HBD RME BDF Biofuel 混合率 blending mass% ratio (mass%) 供試エンジン油 Engine oil under test 純正油 JASO DH-2 10W-30 Genuine 高粘度油 15W-40 High viscosity oil RME: Rape oil ME, HBD: Hydro-generated biodiesel 41

42 -Impact on engine oil - Differences in oil pressure - Base diesel fuel vs RME10/20 Engine エンジン油圧 oil pressure, (kpa) Engine oil under 供試油 test: :10W-30 エンジンオイル交換 Engine oil change RME10%-1 RME10-1 RME10%-2 RME10-2 Base 軽油 Base diesel fuel RME20%-1 RME20-1 Accumulated 耐久運転時間 operating, time hr (hr) RME20%-2 RME20-2 Fuel Base diesel fuel RME10 RME20 Test results Oil pressure does not decrease to the specified value (No engine oil change is done) Oil pressure decreased by dilution with biodiesel (Engine oil change is done after 100 hrs elapsed) Oil pressure decreased by oil dilution with biodiesel (Engine oil change is done after 120 hrs elapsed) (Oil pressure drop is inhibited after 60 hrs elapsed, so that the oil is changed later than RME10.) 42

43 - Impact on engine oil - Amount of FAME and diesel fuel contaminated in engine oil Amount of diesel fuel/ FAME contaminated (mass%) Engine oil under test: 10W-30 Diesel fuel content (GC method)* FAME content (ASTM D6866) Engine oil change オイル交換 *Laboratory changed after 120hrs オイル交換 Engine oil change * Base diesel fuel RME10 RME FAME tends to remain in engine oil compared to diesel fuel content. For the amount of FAME remained in engine oil, the amount of RME20 was larger than that of RME10. 43

44 - Impact on engine oil - Concerns derived from the use of FAME blends Post Injection Diluting engine oil Increasing amount of FAME contaminated Impact of dilution (decreased kinematic viscosity) Impact of degradation (Increased kinematic viscosity) (Increased acid number) (Decreased base number) Oil pressure drop Oil pressure drop control, Increased lead content, etc. 44

45 Engine oil pressure (kpa) エンジン油圧, kpa Impact on engine oil Changes in oil pressure: BASE (10W-30) vs RME10 (15W-40) 耐久運転時間, hr Accumulated operating time (hr) Base diesel 軽油 fuel (10W-30) (10W-30) RME10% (15W-40) (15W-40) High viscosity oil Fuel Base diesel fuel RME10 Test results Oil pressure does not decrease to the specified value (No engine oil change is done) Initial oil pressure is high, so that the test is completed after 200 hrs elapsed without engine oil change. The decrease in oil pressure becomes small after 80 hrs elapsed. 45

46 -Impact on engine oil Changes in engine oil properties after testing Residual TBN Remaining ratio of TBN ratio 全塩基価残存率 a) Residual TBN 1 Base RME20 RME10 RME W-40 (High viscosity oil) Operating time of engine oil (hr) 酸価, mgkoh/g TAN (mgkoh/g) b) Increase in TAN RME W-40 (High viscosity oil) RME20 RME10 Base Operating time of engine oil (hr) After testing of the combination of RME10 and high viscosity oil (15W-40), residual TBN is lower, while the increase in TAN is greater than Base fuel. (Appearance of the sign of engine oil degradation) 46

47 Lead concentrations (ppm) -Impact on engine oil - Lead desorption from bearing metals in RME10 + high viscosity oil b) Lead distribution in bearing metals a) Lead content in engine oil RME20 RME10 + High viscosity oil (15W-40) RME10 Base Operating time of engine oil (hr) 1) Lead distribution in new bearing metals Surface layer of metals Inner layer of metals 2) Lead distribution after testing Note) Lead is represented in white - Lead concentrations in engine oil after testing of the combination of RME10 and high viscosity oil (15W-40) significantly increase compared to Base diesel fuel. - There are indications of lead desorption in a part of bearing metals after testing of the combination of RME10 and high viscosity oil. 47

48 - Impact on engine oil - Concerns derived from the use of FAME blends Post Injection Diluting engine oil Increasing amount of FAME contaminated Impact of dilution (decreased kinematic viscosity) Impact of degradation (Increased kinematic viscosity) (Increased acid number) (Decreased base number Oil pressure drop Oil pressure drop control, Increased lead content, etc. 48

49 - Impact on engine oil - BASE vs HBD10 Engine oil pressure (kpa) エンジン油圧, kpa Engine oil:10w Base HBD10% 耐久運転時間, hr Accumulated operating time (hr) Fuel Test results Base diesel fuel HBD10 Oil pressure does not decrease to the specified value (No engine oil change is done) The decrease in oil pressure drop is equal to or lower than that of Base fuel (B0), so that test was completed after 200hrs elapsed without oil change. 49

50 Research theme (1) Impact on fuel properties Cold flow properties Ignition quality (2) Impact on stability Oxidative stability Oxidative degradation mechanism Impact on material and components in vehicle fuel systems Storage stability at room temperatures (3) Impact on emissions (5) Impact on cold driveability (6) Impact on engine oil (7) Impact on reliability Injector deposits Stability during long parking periods (4) Impact on exhaust aftertreatment systems 50

51 Engine operating conditions Conditions developed based on the injector coking test used in European countries are applied to Engines designed for Japan Test duration: 108 hrs - Injector deposits Test outline Major specifications of test engine Number of cylinders Engine displacement (L) Applicable emissions regulations Emissions control technology Inline regulations Turbo-intercooler Common rail fuel injection system Cooled EGR DOC + DPF Engine Speed (%) Test cycle 時間 Time (sec) (min.) Torque (%) 51

52 - Injector deposits - Test matrix TEST No FAME type N/A (BASE) PME SME FAME concentrations N/A 10% Oxidative stability (PetroOXY140 C) (min) Adding Zn (1ppm) No Yes No Yes (Ref) Injector deposits formation by by using FAME blended diesel fuels Oxidative degradation of FAME in fuel (Presence of metal content) Injector coking Deposits formation Flow rate drop Engine torque drop (Carbonic acid formation) 52

53 Rate 燃料噴射量変化率 of change in the, % amount of fuel injected (%) Injector deposits - Changes in the amount of fuel injected No.1 BASE diesel fuel No.2 BASE diesel fuel + 1ppm Zn addition Operating time (hr) No.3 PME10 (w/o Zn addition) No.4 PME10 + 1ppm Zn addition No.5 SME10 + 1ppm Zn addition Rate of change in the fuel injection quantity (%) (Ref: Rate of Change after about 100 hrs elapsed) % BASE BASE+Zn PME10% PME10%+Zn + SME10%+Zn + The amount of fuel injected decreases after the durability testing using fuels with the forced addition of Zn. The decrease in the amount is large in 10% FAME (SME/ PME) blends compared to Base diesel fuel. For Base diesel fuel and PME10 without addition of Zn, no decrease is observed in the amount of fuel injected. 53

54 - Injector deposits - Deposit adhesion to injector NO.1 Base diesel fuel Trace amount of deposits adhering only to the downstream side of nozzle port NO.2 Base diesel fuel + 1ppm Zn Deposits adhering to the whole inside of nozzle port NO.3 PME10 Trace amount of deposits adhering only to the downstream side of nozzle port NO.4 PME10 + 1ppm Zn Deposits adhering to the whole inside of nozzle port NO.5 SME10 + 1ppm Zn Deposits adhering to the whole inside of nozzle port 54

55 Research theme (1) Impact on fuel properties Cold flow properties Ignition quality (2) Impact on stability Oxidative stability Oxidative degradation mechanism Impact on material and components of vehicle fuel systems Storage stability at room temperatures (5) Impact on cold driveability (6) Impact on engine oil (7) Impact on reliability Injector deposits Stability during long parking periods (3) Impact on emissions (4) Impact on exhaust aftertreatment systems 55

56 - Stability during long parking periods Test outline Test plan Determine the impact of long parking period (6 months) on vehicle performances with fuels that have experienced a thermal history during vehicle running. (Parking start) Vehicle performance evaluation (Startability, idle stability, running performance, etc.) Evaluation of oxidative stability of fuels (After 1 mo.) (After 2mos.) (After 3 mos.) (After 4 mos.) (After 5 mos.) (After 6 mos.) Appearance of vehicle fuel tank (Fuel tank receives direct sunlight from about 12:00 to 17:00) Vehicle running before parking 56

57 - Stability during long parking periods - Test results Vehicle evaluation (Parking start) End of Aug (After 1 mo.) (After 2mos.) (After 3 mos.) (After 4 mos.) (After 5 mos.) End of Jan (After 6 mos.) 8 hrs of vehicle operation at 80 km/h No trouble occurred No trouble occurred Engine idle fluctuation occurred Fuel injection pump change Oxidative stability evaluation of fuels TAN x 10, 酸価 TAN 10, (mgkoh/g) 酸価, mgkoh/g Induction period IP by (Modified Rancimat,hr Rancimat) or (hr) Induction period PetroOXY (PetroOXY,140 C) (140 ),min (min) PetroOXY(140 ) 酸価 TAN Peroxide 過酸化物価 number 酸価 TAN Modified Rancimat Period 駐車日数 of parking, ヶ月 (mos.) Peroxide 過酸化物価 number, (mg/kg) Common rail pressure (MPa) Engine speed/ Common rail pressure when engine idle fluctuates Test duration (sec) Engine speed (rpm) 57

58 Metering valve section Needle - Stability during long parking periods - Disassembly of fuel injection pump after fluctuating engine idle Bushing Solenoid section Armature Scheme of Suction control valve (SCV) SCV - After disassembling, checked to see if the needle slides by pressing with hand. Sliding resistance of needle was abnormally large. - After taking photos, washed the parts to remove foreign matter, and then, took another photos. After disassembling After washing - Photos show adhesion of brown foreign matter to needle, bushing and armature. - Idle problem occurred after cold starting is considered due to SCV operation trouble. 58

59 Concerns raised from the research (Technical issues) (1) (1) 性状影響 Impact on fuel properties (2) (2) 安定性影響 Impact on stability 項目 Evaluation parameter 低温 Cold flow properties 着火性 Ignition quality 酸化安定性 Oxidative stability Impact on material and components 部材影響 of vehicle fuel systems 常温貯蔵 Storage stability 安定性 at room temperatures (3) (3) 排出ガス影響 Impact on emissions (4) Impact on exhaust (4) 後処理影響 aftertreatment systems (5) (5) 低温運転性影響 Impact on cold driveability FAME 混合 blends 10/20% 10% 混合 blends 20% 混合 50% 混合 blends/ 100% Neat 混合 ( ニート FAME ) If neat FAMEs having poor cold flow properties are blended with petroleum diesel, the blends also ニート have FAME poor で低温性能の良くないものは 混合軽油も良くない cold flow properties. Cetane 着火性指標としてセタン指数は適用不可 index is inapplicable to the indicator of ignition quality. For IQT10/20% セタン価 FAME (DCN) blends, はFAME10% IQT cetane 20% number 混合軽油では値がシフト (DCN) deviates from CFR cetane number. If 安定性の良くない FAME having poor FAME stability を混合すると特に低下 is blended with petroleum diesel, oxidative stability ( 酸化防止剤の添加効果の把握が重要 decreased significantly. (It is critical to ) identify the effects of adding antioxidants.) Dipping 浸漬試験の結果ではゴムへの影響は test reveals that FAME blending slightly 小さいaffects rubber materials. Dipping 浸漬試験の結果では樹脂への影響は test reveals that FAME blending slightly 小さいaffects resin materials. For blends of PME, RME and SME with PME RME SMEで曇り点より高い温度 petroleum diesel, precipitates formation is identified での析出物を確認 at temperatures above the cloud point. Emissions 排出ガスレベルは低い level remains low. Manual active regeneration fails with 20% FAME FAME20% blends. 混合で手動強制再生がFAIL Example of the interpretation Serious concern is raised. Quantitative impact should be identified and measures should be taken by in the list (under study) vehicle manufacturers and fuel producer. Although no quality problem is identified, fuel quality indictors should be reviewed. FAME ゴムに影響が発生する場合あり blending affects some rubber materials. (Stability (FAMEof の安定性の影響もあり FAMEs also affects.) ) Dipping 浸漬試験の結果では樹脂への影響は test reveals that FAME blending slightly 小さいaffects resin materials. - Increased NOx 増加 emissions of NOx Both manual and automatic active regeneration 手動強制再生 自動強制再生が fails. FAIL Engine FAMEoil によるエンジンオイル希釈で pressure drops due to oil dilution (6) (6) エンジンオイル影響 Impact on engine oil - with 油圧低下 FAME. インジェクタデポジット検討中 - (7) (7) 信頼性影響 Impact on Injector deposits Study underway reliability Stability during long Troubles occurred at vehicle starting after a long 長期駐車時安定性 parking 長期駐車後の始動時に不具合が発生 period - parking periods For blends of PME, RME and SME with petroleum diesel, PME operation RME limit SME temperature で作動限界温度悪化 increased. (Blending of PME substantially affects the increase in temperature, in particular.) ( 特にPMEの影響大 ) - 59

60 Thank you for your kind attention!