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Call for tender:
Entertain a filter blocking tendency test on FAME blends
Background
Under the EU H2020 research and innovation programme a project has been developed for which the
European Commission (EC) and CEN have signed a contract (SA/CEN/RESEARCH/EFTA/000/2014-
13) under the Framework Partnership Agreement with CEN-CENELEC (FPA). The project is titled:
"Engine tests with new types of biofuels and development of biofuel standards". One of its objectives
being to make FAME standard EN 14214 more robust to ensure B7 is fit for purpose and to be
prepared in case of higher blends B10 - B30.
The part that this tender covers has the original scope to investigate the possible use of a Filter
Blocking Tendency (FBT) Test. Evidence from the UK and Italy suggests that the contaminants
blocking vehicle filters are low in mass and therefore are not picked up effectively in the existing total
contamination test (EN 12662). The FBT Test could effectively pick up poorly blended cold flow
additives in EN 590 and EN 590 Bx blends.
Goal of the tender contract
The objective of this study is to use a startability and driveability quotation test and a filter plugging rig
test methodologies able to discriminate fuels in their ability to produce good cold start and idle in a
recent and new, direct injection diesel engine for passenger car application and a lab rig test
representative to the vehicle fuel system, respectively. The methodology aims at easily comparing
fuels during the starting phase and idle. It is intended to test fuels blends (B30) with different FAMEs,
of which some contain polymeric residues, on engine with the Groupe Français de Coordination (GFC)
cold start behaviour notation methodology to rank the different fuels in the case of the startability and
driveability quotation test.
Deliverable of the project
Study report on the GFC cold start and idle and on the filter plugging rig test behaviour of FAME
blends as well as the impact of pollutants (polymeric compounds for example).
Tasks of the sub-contractor:
The project consists of three parts, preferably to be tendered to a single operator or a consortium,
further contracted where appropriate. Alternatively, tenders can be made for each separate part of the
activity. Based on preliminary assessments, the following actions are considered:
Tasks for the formulation of blends and laboratory analysis, part 1:
i) Discussion of the test programme with a respective project manager assigned by the
contractor in coordination with the H2020 TF3 and with a representative of the contractor,
NEN.
ii) Analysis of the fuel samples in order to check that they fulfil the quality European standards.
Before the analysis and the preparation of the blends, FAME samples should be pre-treated in
order to remove the thermal history.
iii) Preparation of the blends in line with Annex 1 and the introduction of the necessary pollutants
using the procedure described in Annex 2 in coordination with the project manager that reflect
the permissible compositions of the corresponding components (i.e. some basic fuels and
FAME blend components), in the required amount to execute the necessary testing.
iv) Ensure that all base products and samples made from them are safely stored before and after
testing for future reference.
page 2 of 9
v) Introduce the polymers required by the contractor in the defined samples on the week before
the lab test, the rig test and the engine bench test.
vi) Execute on each FAME and blends the required lab tests described in Annex 3 and register
the results for all the methods listed in Annex 3 for all blends from Annex 1.
Tasks for the filter plugging rig test, part 2:
vii) Construct a Diesel fuel filter rig test in line with the requirements set out in Annex 4, in
coordination with the contractor and TF3 representative;
viii) Execute on each fuel from Annex 1 the Diesel fuel filter plugging test documented in
Annex 4;
Tasks for the engine test, part 3:
ix) Execute on each selected samples the engine bench test following GFC CA-39-T-13 «COLD
START DRIVABILITY PERFORMANCE OF FUELS, BIOFUELS, AND ADDITIVES (see
http://www.gfc-tests.org/en/) procedure and register for the tested temperature: during the
starting phase the start delay and the exhaust opacity 0s - 5s; during the idle phase engine
speed stability and also exhaust opacity, and the final grade according the methodology (see
Annex 5).
The sub-contractor is asked to compile a full report with technical explanations, a Power-point
presentation with a summary of the executed work and conclusions and deliver all detailed analytical
results to the TF3 and the contractor.
The sub-contractor can, in coordination with the contractor, be asked to join a TF3 meeting in person
or virtually to present the results and respond to questions.
Selection criteria for the tendering process Offers for provision of the testing and reporting are treated individually although consortium offers will also be considered. Offers can also be from a single person, which should however have a VAT number and a company registration. Selection of subcontractors will be based on the following criteria: 1) Documented experience (maximum 45 points):
number of years working in relevant fields
demonstration of experience in rig and engine testing and measurements for different fuels (for instance by reference to publicly available research reports)
technical knowledge of diesel fuel and FAME quality, diesel engine and equipment behaviour and cold filter tests
experience in development of test equipment and cooperation with OEMs and (bio)fuel suppliers
experience in running European or/and international test programs 2) Organization; demonstration of ability and understanding of the project (maximum 35 points):
infrastructure and ideas regarding FAME blends and cold filterability measurements
facilities used for the actual testing
organization of the rig test development/construction, evaluation and optimization
organization for the reporting to NEN and the TF3
established quality system 3) Quotation price (maximum 20 points) Only offers that pass the selection criteria of scoring minimum 30 points under 1) and 20 points under 2) will be further evaluated, dividing the sum of points acquired under 1) and 2) by the quotation price for the lot. Offer with the highest ratio will be selected.
page 3 of 9
Replies to tender Tenders can be sent by e-mail to the programme manager, Mr. Ortwin Costenoble ([email protected]) as soon as possible, at the latest at 15 March. The tender shall contain a specified breakdown of tasks, costs and expenses for work, travel, consumables/market products and others where relevant and a first planning for the execution of the tasks, which will form the start of the discussion regarding the tender contract. If necessary, additional information can be obtained via the programme manager, Mr Ortwin Costenoble (T: +31 15 2690 330, e-mail [email protected]) or via the task manager for TF3, Gérald Crépeau ([email protected]).
page 4 of 9
Annex 1 Fuel matrix
The following matrix of fuels will form the basis of the blending
Base fuels FAME (at 30%vol level) Polymers
A. Diesel market quality fuel (CFPP -10°C and CP 0°C, Grade D of Table 2 of EN 590)
1. UCOME 1 (undistilled) a. PE at high level
B. HVO 2. UCOME 2 (distilled) b. PVA at high level
C. Arctic Diesel Fuel 3. TME (distilled) c. PE at low level
4. Northern European RME d. PVA at low level
5. PME/SME (undistilled) from Spain
e. EVA at high level
6. SME/RME combination from US
7. RME (with high MG content)
Blends for Lab test and filter plugging rig test (60 l):
A1, A2, A3, A4, A5, A6, A7,
B1, B2, B4, B7,
C4, C7,
B1a, B2a, B4a, B7a
A2a, A2c, A4a A4b, A4c, A4d, A4e
If the results with A1 and B1 are poor on the filter plugging rig test, it is not necessary to proceed to
B1a and B2a.
Engine bench test on 7 blends following lab test and filter plugging rig test results (120 litres).
page 5 of 9
Annex 2 Pollutant procedure and test fuel preparation
This Annex describes how the pollution of PE or PVA dissolved in FAME blends shall be made and
how subsequently the test fuel blends shall be prepared.
2.1 High temperature (120oC) preparation.
This technique uses a Rancimat test equipment as described in EN 15751.
Set the Rancimat to heat to 120°C
Cut a normal, uncoloured polymer bag (PE or PVA, see Annex 1) into approximately 1,6 cm by 1 cm strips.
For a low pollutant level, weigh 0,0012 g of polymer strip into glass Rancimat tubes (the short ones intended for testing B100) using a fine balance (to 4 d.p). For the higher pollutant level, weigh four times more.
Add 12 g of FAME (RME) into each of the Rancimat tubes.
Insert tubes into the 120°C preheated Rancimat.
Attach lids and associated tubing to top of each tube to ensure a closed system. Do not turn on the air.
Remove the tubes and assess them visually every hour – use swirling to see if any polymer remains undissolved or any sediment formed and look for haze.
After 4 hours it is deemed that most of the polymer had dissolved.
Once all polymer is dissolved, filter the polymer doped FAME through a wide mesh filter (pore size ~0,1 mm) then transfer to a 100 ml glass jar.
Close the jar.
Prepared pollutant solutions shall be clearly separated from each other and kept in a fridge before fuel blend preparation.
2.2 Test fuel sample preparation.
Prepare 1 litre of blend made by adding 280 ml of FAME and 700 ml of base fuel in line with Annex 1 into a 1 litre glass jar. For each 60 litres of fuel blend to be contaminated at high level, add 1 litre of preparation.
Add the required pollutant solution.
Close the jar with a lid and shake for 1 minute.
Leave the jar to stand for 1 minute before testing.
page 6 of 9
Annex 3 Lab tests on FAME and fuel blends
Of all standards described below the latest version shall be used.
Density (EN ISO 12185-1 or EN 3675)
Ester content (EN 14103 for FAME or EN 14331 for blends)
Total contamination (EN 12662) for fuel blends and version 2008 for FAME
Oxidation stability (EN 15751)
FBT (IP 387 or ASTM D2068)
Determination of Cold Filter Blocking Tendency (IP 618)
Cold Soak Filtration Test (CSFT) ASTM D7501
Centrifugation test with or without cold soak ASTMD2709
CP (EN 23015)
CFPP (EN 116 or EN 16329)
Saturated monoglycerides (prEN 17057)
Sterolglycosides (prEN 16934)
Saturated FAME (EN 14331 and EN 14103 as explained below)
Saturated FAME in FAME
- by using the principle of the test method EN 14103 (GC/FID). The main change of EN 14103
is to modify the internal standard content (≈ 5 % m/m) in the FAME preparation (6.3) and
quantifying each saturated ester by using the principle of calculation used for the C18:3 ester
(7.2).
- by using some changes proposed in prEN 14103 as the inclusion of theoretical FID correction
factor for each saturated ester for the quantification.
Saturated FAME in Bx
- by using the principle of test method EN 14331 (GC/FID) to separate the (FAME fraction +
internal standard) from the (Bx + internal standard) by SPE on a silica micro-column.
- by analysing the FAME fraction by GC/FID according the chromatographic conditions of
EN 14103.
Note: No evaporation of the solvent after the SPE.
page 7 of 9
Annex 4 Filter Plugging Rig Test to be constructed and used
The figure below describes the test set-up.
Generally the low pressure fuel pumps of the vehicles are always providing a constant flow of around
150 l/h.
Taking into account that the measurement of the temperature in tank nº 1 is one of the parameters
to be registered, a thermocouple should be included in this tank.
Vehicle fuel tank should not exceed 60 litres.
The following procedure shall be followed:
94% backflow with a heat exchanger that increases the temperature of the fuel to simulate
the real conditions of the vehicle.
Flow to tank nº2 (i.e. fuel consumption) = max. 6% (max. 9 l/h)
Low speed agitation and thermocouple in the fuel tank nº 1.
Before the test the fuel is maintained 3 days at 20°C.
After the fuel is placed in the cold chamber and cold overnight (stepwise 20°C to 10°C
decrease 5 °C /30 min). After 10°C, decrease 30 minutes by around 1°C steps until the fuel
temperature target in the tank n°1 is reached (the temperature target will be set according
to the average cloud point -3°C). Maintain the cold chamber temperature at the temperature
fixed to have the fuel temperature target in the tank n°1. Follow the fuel filter delta pressure,
flow measurements and fuel temperatures and cold chamber temperature during all the
procedure.
page 8 of 9
Soaking overnight and pump starts until tank n°1 is empty following this procedure: 10
minutes pumping, 30 minutes of downtime successively.
After the test, the following shall be reported:
Pressures and temperatures achieved over the time during each test.
Note the time to reach a diesel fuel filter delta pressure of 0,5 bar and 1 bar or the maximum
delta pressure observed until the end of the test (when there is no more fuel in tank nº 1).
When delta pressure of 1 bar is achieved, test will be aborted.
Keep the contaminated filter at low temperature to use the tested fuel with the suitable
contaminated filter in the GFC engine test.
Measure the fuel properties of the fuel in tank nº 1, measure components in the fuel after
the filter in tank nº 2, compare the results.
page 9 of 9
Annex 5 Cold start driveability performance of fuels, biofuels, and additives
Method GFC-C-39-T-13, see presentation IFP Energies nouvelles
16, avenue des Châteaupieds • 92500 Rueil-Malmaison
Tél. 33 1 47 32 35 66 • Fax 33 1 47 49 24 06 • www.gfc-tests.org
Groupement Français de Coordination pour le développement
des essais de performance des Carburants,
des Lubrifiants et autres fluides dans le Transport
Cold start driveability performance of fuels, bio
fuels, and additives
Method GFC-C-39-T-13
A. Piperel, H. Perrin, L. Starck, B. Walter,
IFP Energies nouvelles
G. Crépeau,
PSA
M. Maj,
R. Bosch
2 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
Context
Engine, procedure
Test and fuel matrix, standard deviation
Methodology
Application to a winter commercial fuel
Conclusions and remarks
Plan
3 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
Context
Context In order to still increase Diesel engine efficiency reduction
in the compression ratio (CR) deterioration of the engine's performance in cold operation.
New alternative fuels Variation of the fuel properties (chemical composition, density, volatility, viscosity, cold stability) which are key factors in cold operation.
• In some cases, EN590 regulation could be inadequate to characterize the start ability of the fuel in cold conditions
The customers also become more sensitive to comfort during starting phase.
A new test is required to demonstrate the propensity of some fuels to provoke bad start ability in modern engines, to demonstrate the ability of some additives to improve this cold behavior, and to "evaluate" easily and comparatively fuels.
4 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
Context
This work on the fuel impact on cold start has begun in the context of GSM (Groupement Scientifique Moteur that gathers Renault, PSA and IFPEN for collaborative research + TOTAL)
2006 – 2007 Focus on CN and volatility impact on cold start (SAE International Journal of Fuels and
Lubricants, 3, 2, 165-174, 2010)
2008 Impact of the addition of biodiesel and procetane on cold start associated with the definition of a grading system (Energy & Fuels, 25, 11, 4906-4914, 2011)
A GFC group has developed a test that will evaluate fuel performances in cold operations in recent Euro V, direct injection diesel engine for passenger car.
The target is to be able to evaluate, discriminate performances of some additives or some fuels during start and idle in cold operations, and so to establish a start ability quotation law
Tests are performed in IFPEN as the main lab, with the support of PSA Peugeot Citroën and R. Bosch.
Tests are performed with a PSA DV6D, Euro 5 with a CR 16:1.
This procedure is proposed as the basis of a new test procedure to evaluate the fuel and additives propensity to cold start.
5 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
The engine used for a cold start ability test is the DV6D
Euro 5:
Design: 4 cylinders in line, turbocharged
Capacity: 1560 cm3
Combustion chamber: 8 valves, direct injection
Compression ratio: 16:1
Power: 68 kW at 4000 rpm
Torque: 230 Nm at 1750 rpm
Engine
6 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
Needs for the test bench:
ability to work at very low temperature (down to -25°C),
ability to perform start and idle phases,
ability to perform cleaning phases,
ability to acquire temperatures, pressures, ECU data, exhaust opacity, ...
tests performed at 3 temperatures: -7°C, -18°C, and -25°C For FAME
behaviour, another temperature like CP can be tested
Test bench
7 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
Procedure
Operating conditions
Before each evaluation test, the temperatures are decreased to
the wished one. Then takes place a soaking phase of 60min,
where everything is stabilized at the wished temperature.
Each test consists in a glow period, followed by the engine
cranking. When idle mode is reached, the idle phase is operated
during 120s.
After this short test (about 140s), engine temperature and load are
increased to clean engine and exhaust pipe
This whole test is followed by a new decrease in temperature
before operating a new test
8 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
Procedure
200 200
Time
Rail pressure increase delay
Pre-heating
First combustion delay
Speed increase delay
Exhaust gas
opacity in idle
Engine Stability
in idle
Switch on Start Delay
Engine
speed
Crank on
First combustion
IDLE
Exhaust gas
opacity
during start
5s
20s 60s
Criteria for cold performance evaluation
9 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
Engine performance evaluation
Criteria for evaluation of the engine performance in cold operation : starting phase: start delay and exhaust opacity 0-5s, which are the best
criteria to satisfy the customer complaint, and are representative of the "start quality"
Idle phase: engine speed stability because this unstability leads to noise, and also exhaust opacity, representative of the smoke level felt by customers
4 selected criteria:
Start delay: defined as the duration between the starter switch on and the
moment when the idle mode is reached.
Exhaust gas opacity during start evaluated by averaging gas opacity
during 5s from the moment when opacity increases.
Engine speed standard deviation: standard deviation in engine speed
over a period of 1s, from 20s after the beginning of the idle phase to 80s.
Exhaust gas opacity in idle: evaluated by averaging gas opacity as from
20 to 80 seconds after the moment when the "idle mode" is reached.
10 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
Test / fuel matrix
Tests to develop / validate the proposed methodology: on 3 temperatures: -7°C, -18°C, and -25°C with 3 reference fuels: In order to define:
One high level reference fuel One low level reference fuel
CN CFPP
(°C)
IBP
(°C)
Arctic 57 -45 174
Carcal US 47 -25 192
Carcal 40 42 <-51 177
11 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
Standard deviation
Fuels tested at -7°C, -18°C, and -25°C Standard deviation evaluated on each temperature and each fuel Referencing tests based on :
By taking into account standard deviation, it is possible to compare fuels with the direct comparison of the mean value +/- the standard deviation.
mean2/3/4/5 : mean value of each criteria evaluated on 2/3/4/5 tests
σ3/4/5 : standard deviation of each criteria evaluated on 2/3/4/5 tests
2 tests
mean2
σ2
3rd test 4th test
mean3
σ3
mean4
σ4
in mean2 +/- σ2
out of mean2 +/- σ2
in mean4 +/- σ3
out of mean3+/- σ3
5th test
mean5
σ5
in mean4 +/- σ4
out of mean4 +/- σ4
...
mean 2/3/4/5 : mean value of each criteria evaluated on the 2/3/4/5 tests
σ 2/3/4/5 : standard deviation of each criteria evaluated on the 2/3/4/5 tests
12 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
Gradation
Gradation: Comparative method For each criteria, the best result obtains the grade 10, and the worst
obtains 2 (so, the high level ref fuel does not reach grade equal to 10 because we consider the average of several tests),
The start is a limitative criteria, if the engine does not start, the tested fuel arbitrarily obtains the grade 0,
The highest grade is attributed to the best result for each temperature, and not to the best result at -7°C: The gradation system depends on the temperature, It is not possible to compare grades obtained at different temperatures
0
2
4
6
8
10
-30 -20 -10 0
Temperature (°C)
Gra
de (
-) High level ref.
Low level ref.
Commercial fuel
13 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
1. Definition of the grade for the starting and idle phase
2. Definition of the global grade
Gradation system
Grade for starting phase Weightings (%)
Speed incr. delay 70
Opacity during start 30
Grade for idle phase Weightings (%)
Engine speed stability idle 60
Exhaust gas opacity idle 40
Global grade Weightings (%)
Grade for starting phase 60
Grade for idle phase 40
To obtain the global grade: An evaluation of all the grade for each criteria is needed A weighting between criteria is needed
Weighting Different combination of weightings are possible
Physic and representative choice: Ratio for the starting phase: start delay is more a priority for customers Ratio for the idle phase: noise/vibrations is more a priority for customers Ratio start vs idle: a fast start is more critical
14 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
60% Ect-N + 40% opacité
0
2
4
6
8
10
-30 -20 -10 0T° (°C)
Gra
de
(-/
10
)
High ref.
Low ref. (for idle)
Low ref. (for start)note dem 1
0
2
4
6
8
10
-30 -20 -10 0
T° (°C)
Gra
de
(-/
10
)
Arctic
Carcal 40
Carcal US
Example of gradation: for start, taking into account start delay and start opacity for idle, taking into account engine speed stability and idle opacity
Among 2 possible low reference fuels: one appears to be the low reference fuel in start the other one during the idle phase In this way, here, we consider 2 low reference fuels to well discriminate
Start (70/30 start delay / opacity) Idle (60/40 engine speed stability / opacity)
Grade for reference fuels
15 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
Global grade
Global grade allows: Discrimination between the reference fuels (taking into account the 2 low
reference fuels) Test of commercial fuels
The tested commercial fuel leads to intermediate performances
compared to reference fuels note finale ref basse double
0
2
4
6
8
10
-30 -20 -10 0
T° (°C)
Gra
de
(-/
10
)
High level
reference fuel
Commercial fuel
Low level
reference fuel
CN CFPP (°C) IBP (°C)
EU winter commercial fuel 53 -23 163
16 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
Conclusions/Remarks
Methodology (tests + gradation) allowing:
Gradation representative of engine behavior
Discrimination between fuels
Robust
Procedure enabling to discriminate fuels or additives in cold operation by
giving a global grade
Possibility to fix a minimum grade for the validation of a fuel regarding its
start ability in cold conditions
Remarks
If new starting issues occur in the field, the choice or the weight of various
criteria can be changed to be very close to the issue.
18 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016
Test / fuel matrix
Tests to develop / validate the proposed methodology: on 3 temperatures: -7°C, -18°C, and -25°C with 4 fuels: In order to define:
One high level reference fuel: probably Arctic One low level reference fuel
CN CFPP
(°C)
Cloud
point (°C)
Density
(kg/m3)
IBP
(°C)
FBP
(°C)
Aromatics
(%m)
Arctic (high level ?) 57 -45 -29 829 174 337 15
Carcal US (low level ?) 47 -25 -25 852 192 337 33.6
Carcal 40 (low level ?) 42 <-51 -27 856 177 336 43.2
EU winter commercial fuel
(example) 53 -23 -8 839 163 359 20-25