Light-duty vehicles IEA AMF & Bioenergy Joint Workshop Infrastructure Compatible Transport Fuels Copenhagen 20.5.2014 Jukka Nuottimäki VTT Technical Research Centre of Finland
Contents Drivers for fuel Specifications Routes to sustainable transportation system light duty vehicles Pathway analysis Well-to-Wheel approach A few results from Annex 43 Tank-to-Wheel energy consumption and GHG emissions Upstream pathway analysis of different energy alternatives A full-fuel cycle evaluation on energy efficiency and GHG emissions Summary 27/05/2014 2
Drivers for fuel Specifications 1. POLICY-MAKING: LEGISLATION European directives and regulations National regulations 2. INDUSTRY: STANDARDS prepared by technical experts in CEN Working Groups oil industry, automotive industry, biofuel industry people commented and balloted by national standardisation bodies (EU + other European countries) in principle voluntary, since not prepared by authorities and not formally accepted by political processes EN 14214 FAME standard legislated by EU 3. PRACTICE: FIT FOR PURPOSE different end-uses: cars, vans, lorries, buses, mobile machinery, vessels different climatic conditions 4. INDUSTRY: FORWARD-LOOKING AGREEMENTS Worldwide Fuel Charter (WWFC) 27/05/2014 3
Evolution of engines and diesel fuels >> FQD Main fuel quality driver Higher quality fuels, e.g. less sulfur More demanding engines Helping to reduce exhaust emissions Euro II Sulfur 500 mg/kg Euro III 350 mg/kg Enabling exh. aftertreatment Euro IV Oxicatalysts 50 mg/kg Euro V DPFs 10 mg/kg Operability Lifetime durability Euro VI Durability 1995 2000 2005 2010 2015 2020 Euro X = exhaust regulation on trucks and buses DPF = diesel particulate filter Courtesy of Seppo Mikkonen
Practice: Fit for Purpose All fuel parameters are not listed in the standards, and the fuel should be fit for purpose Nothing harmful should be added to fuel Vehicles cold operability engine lubricating oil dilution by fuel protection for injector fouling, fuel system deposits, corrosion exhaust aftertreatment system lifetime Logistics e.g. not contaminating pipelines with EN 590 B7 if pipelines used also for aviation jet fuels (max 5 mg/kg FAME in jet) 27/05/2014 5
Worldwide Fuel Charter - WWFC Wish-list from vehicle and engine industry Vehicles automotive manufacturers published Worldwide Fuel Charter (latest edition 2013) justifies requirements of new sophisticated engines more forward-looking than compromises built by CEN in standards vehicle owner wants trouble-free operation => quality assurance: refinery -> terminals -> logistics -> service stations -> vehicles With the WWFC global vehicle industry is trying to persuade oil industry to improve their products 27/05/2014 6
Together as a Team Emission Control Fuel Engine 27/05/2014 7
What makes a good renewable fuel? Uses wide variety of feedstocks Blends with existing fuels Integrates with existing fuel logistics Easy for consumers quality not worse, but preferably better than fossil fuels fully accepted by automotive companies fits to the current vehicles => a Drop-In Fuel 27/05/2014 8
27/05/2014 9 Routes for creating a sustainable transport system IEA RETD Retrans 2010 To reduce the greenhouse gas emissions from the transport sector and its dependence on imported oil requires a true transition of the transport sector and its energy system The main ingredients to realise such a transition are: reducing the energy demand of vehicles shifting towards less carbon-intensive and carbon-neutral, renewable energy carriers shifting towards more energy-efficient or less carbon-intensive modes of transport curbing the growth of transport demand Nylund, VTT 2010
27/05/2014 10 Reducing CO 2 emissions from passenger cars in EU European legislation sets mandatory emission reduction targets for new cars The fleet average to be achieved by new passenger cars is 130 g/km of CO 2 by 2015 The fleet average to be achieved by new passenger cars is 95 g/km of CO 2 by 2021 Super credits: vehicles with below 50 g/km of CO 2 tailpipe emissions will be counted in fleet average with a multiplier Vehicles below 50 gco2/km counted as 4 3.5 3 2.5 2 1.5 1 0.5 0 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 Year
Pathway analysis Well-to-Wheels (WTW) Raw Material Extrac.on Fuel produc.on On- board fuel Primary energy uptake Electricity produc.on Distribu.on, Refuelling, Recharging Electricity On- Board Energy conversion Laurikko, VTT 2014 11
27/05/2014 12 Tank-to-wheel energy consumption over Artemis Rural Road cycle +23 Rural Road -7 Rural Road +23 Rural Road (CO2) -7 Rural Road (CO2) Energy consumption (Wh/km) 800 700 600 500 400 300 200 100 250 200 150 100 50 0 CO2 (g/km) Max 576 Wh/km (big gasoline engine), minimun 199 Wh/km (BEV) Energy need roughly 2.9 times bigger (tank-to-wheel)
27/05/2014 13 Tank-to-wheel energy consumption over Artemis Urban Cold Cycle +23 Urban -7 Urban +23 Urban (CO2) -7 Urban (CO2) Energy consumption (Wh/km) 1300 1100 900 700 500 300 100 400 350 300 250 200 150 100 50 0 CO2 (g/km) Max 1495 Wh/km (big gasoline engine), minimun 300 Wh/km (BEV) Energy need roughly 5 times bigger (Tank-to-wheel)
Well-to-tank GHG emissions of various fuel alternatives g CO2-eq / MJ 100 80 60 40 20 0 g CO2- eq/mj 100 90 80 70 60 50 40 30 20 10 0 EU avg fossil diesel EU avg fossil gasoline CNG (Eu mix) fuel producqon gco2- eq/mj CNG (7000 km pipeline) Fuels from best available feedstock 95 E10 renew. 95 E10 CNG fuel production gco2-eq/mj SyntheQc methane CBG (maize, whole plant) E85 EN590 B7 HVO Electricity fuel combustion gco2-eq/mj SyntheQc methane g CO2- eq / MJ fuel combusqon gco2- eq/mj Wheat to EtOH, lignite CHP, DDGS as AF Wheat straw to EtOH Rapeseed to HVO, meal as AF RME, meal & glycerine as AF waste animal fat to HVO waste cooking oil to FAME 27/05/2014 14 100 80 60 40 20 0 Fuels out of most unfla9ering feedstock 95 E10 renew. 95 E10 fuel producqon gco2- eq/mj ~290 gco 2 /MJ CNG CBG E85 EN590 B7 HVO Electricity fuel combusqon gco2- eq/mj
Well-to-Wheel GHG emissions Artemis Rural Road +23 C CO2 best CO2 average CO2 worst 200 180 160 140 CO2- eq g/km 120 100 80 60 40 20 0 GAS90, E10 GAS90, renew. GAS155, E10 GAS155, renew Bi- fuel, E10 Bi- fuel, CNG FFV, E10 FFV, E85 DSL77, EN590B7 DSL77, HVO DSL125, DSL125, EN590B7 HVO BEV 27/05/2014 15
Well-to-Wheel GHG emissions Artemis Urban Cold +23 C CO2 best CO2 average CO2 worst 440 400 360 320 CO2- eq g/km 280 240 200 160 120 80 40 0 GAS90, E10 GAS90, renew. GAS155, E10 GAS155, renew Bi- fuel, E10 Bi- fuel, CNG FFV, E10 FFV, E85 DSL77, EN590B7 DSL77, HVO DSL125, DSL125, EN590B7 HVO BEV 27/05/2014 16
Summary Improving of energy efficiency of vehicels and shifting towards less carbonintensive and carbon-neutral, renewable energy carriers are seen as key elements in pursuit of a more sustainable transport system The difference of tank-to-wheel GHG emissions on average were 1.6:1 between most unecomical and most energy efficient ICE In urban driving, the difference of tank-to-wheel energy need was roughly 5:1 between most unecomical ICE and BEV However, the difference of well-to-wheel GHG emissions was roughly 4:1 between fossil fuel and best biofuel The difference of well-to-wheel energy was almost 35:1 when most energy consuming renewable fuel and less energy efficient ICE was compared to best combination of energy efficient BEV and electricity However, the same vehicles with fuels made of different feedstock, the difference of well-to-wheel energy turned upside down and BEV consumed 1.6 times more energy than ICE. Upstream fuel properties have more influence to GHG emissions & overall energy consumption than choice of a vehicle powertrain 27/05/2014 17
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