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Biofuels –
International outlook
Peter AhlvikPeter AhlvikEcotraffic ERDEcotraffic ERD33
ABAB
20082008--1111--1818 Luftvårdsföreningens seminarium 22
Ecotraffic
Consultant company located in Stockholm. Consultant company located in Stockholm. Offices in Stockholm and GothenburgOffices in Stockholm and GothenburgPrivately owned, independent companyPrivately owned, independent companyStaff: 6 persons, about 35 in the close networkStaff: 6 persons, about 35 in the close networkSome areas of expertiseSome 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.
20082008--1111--1818 Luftvårdsföreningens seminarium 33
Outline
Introduction and backgroundIntroduction and backgroundBiofuels overviewBiofuels overviewInternational perspectiveInternational perspectiveEngine and aftertreatment technologyEngine and aftertreatment technologyResults on some biofuelsResults on some biofuelsOutlookOutlookSummary and conclusionsSummary and conclusions
20082008--1111--1818 Luftvårdsföreningens seminarium 4444
Environmental driving forces for vehicle development
Source:Leohold et al. (VW), Synbios II Symposium, May ´07
20082008--1111--1818 Luftvårdsföreningens seminarium 5555
Food vs. fuels debate: NGOs protest against biofuels
NGOs protest outside the EU BiofuelsTP Plenary Seminar (2008-01-31)
20082008--1111--1818 Luftvårdsföreningens seminarium 6666
Some alternative fossil motor fuels
Natural gas (CNG)Natural gas (CNG)Liquefied petroleum gas (LPG)Liquefied petroleum gas (LPG)Methanol (from natural gas or coal)Methanol (from natural gas or coal)EthylEthyl--TertTert--Butyl Ether (ETBE)Butyl Ether (ETBE)MethylMethyl--TertTert--Butyl Ether (MTBE)Butyl Ether (MTBE)Synthetic diesel (FischerSynthetic diesel (Fischer--Tropsch diesel) or Tropsch diesel) or synthetic petrol (FT petrol) from natural gas synthetic petrol (FT petrol) from natural gas or coal or coal
20082008--1111--1818 Luftvårdsföreningens seminarium 77
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, H2
, 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)
77
20082008--1111--1818 Luftvårdsföreningens seminarium 8888
Overview of biofuels
11stst generation biofuels (1G), such as e.g.:generation biofuels (1G), such as e.g.:–
Biogas
–
Ethanol from grain and sugar beet–
FAME (and e.g. NExBTL, a 1,5G biofuel )
22ndnd generation biofuels (2G)generation biofuels (2G)–
Biofuels from cellulose via synthesis gas
–
Ethanol from cellulose33rdrd generation biofuels (3G)generation biofuels (3G)–
Hydrogen (H2
)–
???
20082008--1111--1818 Luftvårdsföreningens seminarium 9999
How to define 2G biofuels?
Production technology: e.g. Production technology: e.g. syngassyngas (BTL), (BTL), hydrolysis/fermentation (hydrolysis/fermentation (EtOHEtOH)... )... ...Probably not...Probably notReduction of GHG: e.g. Reduction of GHG: e.g. --50%, 50%, --60%,...60%,...No food crops for fuel (but waste?...)No food crops for fuel (but waste?...)WTW efficiency: limits resource use WTW efficiency: limits resource use Land use: e.g. no farm land used for fuelLand use: e.g. no farm land used for fuelLand use efficiency (Land use efficiency (MJMJfuelfuel/ha)/ha)
A combination of various criteria is meaningful
20082008--1111--1818 Luftvårdsföreningens seminarium 1010
Global trends for biofuels and some alternative fuels
Ethanol ↑
Biodiesel ? CNG, LPG →Future: CTL, BTL, H2
?
Biodiesel →
Ethanol ↑Biogas ?...
CNG ↑LPG →
Future: BTL
Ethanol ↑
Biodiesel ↑ CNG ↑
Ethanol ↑
CTL, GTL
Ethanol ↑
CNG →Future: DME, H2
?
Methanol ↑
Ethanol ↑
CNG, LPG →Biodiesel ?Future: CTL,
Ethanol ↑CNG ↑
Future: DME ?
Ethanol ↑CNG ↑
Future: GTL?
Sales of ”clean cars”
in Sweden from Jan-Oct 2008
120 g/km diesel;
12.80%
Hybrid; 4.20%
E85; 68.60%
120 g/km petrol; 13.10%
Gaseous; 1.30%
20082008--1111--1818 Luftvårdsföreningens seminarium 12121212
EU biofuels and energy policies
““BiofuelsBiofuels”” directive: 5,75% target in 2010directive: 5,75% target in 2010““BiofracBiofrac”” vision: up to 25% in 2030vision: up to 25% in 2030Bioenergy targetsBioenergy targets……New New ““biofuelsbiofuels”” directive: fierce debatedirective: fierce debate–
Proposal: 10%... 7%... and 4% 2G…
–
Some MS: moratorium on biofuels → no funding for 1G fuels (but... biorefineries)
CO2 emissions from LD vehiclesBiofuelsTP project (on-going)
20082008--1111--1818 Luftvårdsföreningens seminarium 13131313
Nordic Ecolabelling: the Swan
The energy consumed in producing and transporting the fuelThe energy consumed in producing and transporting the fuelThe origins of all vegetable materialsThe origins of all vegetable materialsSustainable production of raw materials such as palm oil, sugar Sustainable production of raw materials such as palm oil, sugar cane, wood raw materials and soy bean oilcane, wood raw materials and soy bean oilA plan for fulfilling conventions regulating working life both bA plan for fulfilling conventions regulating working life both by y raw material producers and by the fuel producerraw material producers and by the fuel producerEmissions of carcinogenic substances during the use compared Emissions of carcinogenic substances during the use compared with conventional fossil fuelwith conventional fossil fuelThe quality of the fuelThe quality of the fuel
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
CO2
equivalents per MJ of fuel.The applicant must also be able to document and fulfil requirements to:
20082008--1111--1818 Luftvårdsföreningens seminarium 14141414
Methane: the first ecolabelled
fuel
E85Methane
20082008--1111--1818 Luftvårdsföreningens seminarium 1515
Emissions with and w/o catalyst for a petrol fuelled car
0.85 0.90 0.95 1.00 1.05 1.10 1.15
Relative air-fuel ratio (λ)
Exha
ust c
once
ntra
tion NOx w/o cat
NOx w catCO w/o catCO w catHC w/o catHC w cat
λλ
controlcontrol
areaarea
SourceSource:: Die Die VerbrennungsVerbrennungs-- kraftmaschinekraftmaschine, Band 7, Band 7
20082008--1111--1818 Luftvårdsföreningens seminarium 1616
Exhaust aftertreatment scheme for petrol-fuelled cars
Euro 1UF Cat
Euro 2UB Cat
Euro 3UB Cat
CC Cat
Euro 4UB Cat
CC+MF Cat
Euro 5, 6, 7UB Cat
MF Cat
EHC+CC Cat
20082008--1111--1818 Luftvårdsföreningens seminarium 1717
High-pressure diesel injection and diesel particle filter (DPF)
Common Rail
injection system (CR)
Diesel particulate filter + NOX
catalyst in the future
20082008--1111--1818 Luftvårdsföreningens seminarium 1818
Exhaust gas recirculation (EGR)
EGR Valve
Exhaust Inlet
Airflow sensor
20082008--0404--2525 Laddhybrider 1919
Engine combustion alternatives for heavy-duty methane engines
TWC Lean-burn DFNG
PING DING (PI) DING (GP)
20082008--1111--1818 Luftvårdsföreningens seminarium 2020
EPA high-efficiency ethanol and methanol engine 1(2)
1.9L Port Fuel Injected, Spark Ign., Turbocharged (VNT)Stoichiometric fuellingDesigned for use with neat alcohol fuels (e.g., E100, E85)–
19,5:1 compression ratio
–
2,0 swirl ratioEGR, 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 coolerConventional FFV injectors, ignition system and three-way catalyst
20072007--1111--1313 Föredrag i Örebro 2121
Advanced engine concept (alcohol)
Spark Spark ignitionignition (SI)(SI)High EGRHigh EGRVeryVery high high compressioncompression ratioratio(19.5:1!!!)(19.5:1!!!)ReducedReduced knockknockMinimizedMinimized throttlingthrottling losseslossesStoichiometric A/FStoichiometric A/FStraightforwardStraightforward TWC emission TWC emission controlcontrolEfficiencyEfficiency: 43 % (: 43 % (oldold LD)LD)translatestranslates to to ~~45.5 (new LD)45.5 (new LD)
Oct.↑
EGR↑
CR↑
CR↑
EGR↑
Source: 2002-01-2743 (US EPA)
Turbo
20082008--1111--1818 Luftvårdsföreningens seminarium 2222
EPA high-efficiency ethanol and methanol engine 2(2)
Diesel fuelDiesel fuelMethanolMethanol
20082008--1111--1818 Luftvårdsföreningens seminarium 23232323
The charge cooling effect on DI engines (MIT)
-138
-246
-28 -37-35 -37
-250
-200
-150
-100
-50
0Pe
trol
Tolu
ene
ETB
E
MTB
E
Etha
nol
Met
hano
l
Cha
rge
cool
ing
(K)
Source: MIT
Equivalent octane No. >150High compressionTurbochargingDownsizing
Equivalent octane No. >150High compressionTurbochargingDownsizing
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 conservativeMIT study show great potentialDI+turbo = win-winDedicated engines gives higher efficiency than blendingOn a long-term horizon, dedicated DI engines (M100/E100) are preferred over blending
Potential red. of FC
JRC
EtO
H
Ecot
raffi
c Et
OH
Ecot
raffi
c M
eOH
MIT
EtO
H
-30%
-25%
-20%
-15%
-10%
-5%
0%
20072007--1111--1313 2424
20082008--1111--1818 Luftvårdsföreningens seminarium 25252525
Increasing interest in direct injection and E100/M100
Direct injection E100/M100 concept by SAABFuel-flexible direct injection systems by several injection manufacturersWhat was impossible one year ago, is suddenly now possible...
20082008--1111--1818 Luftvårdsföreningens seminarium 2626
General emission trend for biodiesel and blends (US EPA)
Future trend
Ecotraffic’s forecast
20082008--1111--1818 Luftvårdsföreningens seminarium 2727
Different types of DPFs
for light-duty and heavy-duty vehicles
LightLight--duty DPFduty DPF–
Some NO2
gen, i.e. partly relying on CRT effect →
–
Active regeneration–
Material: SiC
–
OEM (car man.)–
≤5% (10% ?) biodiesel
HeavyHeavy--duty DPF duty DPF –
Pre-catalyst with ox. of NO to NO2
–
Continuously regene- rating (CRT)
–
Material: cordierite –
Aftermarket
–
Tolerates biodiesel
20082008--1111--1818 Luftvårdsföreningens seminarium 2828
Emissions from synthetic fuels 1(2)
CO2
100%97%98%93%
n.a.0%
20%
40%
60%
80%
100%
120%
Ref
Bosch
DC
Shell
VW
Fuel consumption
100%102%105%
n.a.n.a.0%
20%
40%
60%
80%
100%
120%
Ref
Bosch
DC
Shell
VW
CO
100%
10%10%
75%
89%
0%
20%
40%
60%
80%
100%
120%
Ref
Bosch
DC
Shell
VW
Source: Harndorf , 2008
20082008--1111--1818 Luftvårdsföreningens seminarium 2929
Emissions from synthetic fuels 2(2)
PM
100%
59%
70%
59%
74%
0%
20%
40%
60%
80%
100%
120%
Ref
Bosch
DC
Shell
VW
HC
100%
54%
11%
38% 37%
0%
20%
40%
60%
80%
100%
120%
Ref
Bosch
DC
Shell
VW
NOX
100%105%
98% 95% 94%
0%
20%
40%
60%
80%
100%
120%
Ref
Bosch
DC
Shell
VW
Source: Harndorf , 2008
20082008--1111--1818 Luftvårdsföreningens seminarium 3030
General findings on biodiesel and synthetic fuels (GTL/BTL)
Very little data on particle number (PMP)Very little data on particle number (PMP)NONOXX: increase for biodiesel, decrease for : increase for biodiesel, decrease for GTL/BTL; NOGTL/BTL; NOXX problem problem ““remainsremains””CO and HC: decrease for both fuel typesCO and HC: decrease for both fuel typesPM: decrease for both types but DPF PM: decrease for both types but DPF necessary for very low emissionsnecessary for very low emissionsDecrease of some unregulated harmful Decrease of some unregulated harmful emissions (e.g. PAH), or similar levelsemissions (e.g. PAH), or similar levelsOften nonOften non--linear trends for blendslinear trends for blends
20082008--1111--1818 Luftvårdsföreningens seminarium 3131
Particle size distribution for GTL biodiesel and pure plant oil
Source: Czerwinski et al., 2007
Ecotraffic’s comment:The level of volatile nanoparticles are highly dependent on sampling conditions
20082008--1111--1818 Luftvårdsföreningens seminarium 3232
Voluntary CO2
reduction byEU car manufacturers (ACEA)
Indicative target 2003: 165-170 (2003: 163)Target 2008: 140
Proposed target 2012: 130Average CO2
emissions forACEA manufacturersAverage CO2
emissions forACEA manufacturers
20082008--1111--1818 Luftvårdsföreningens seminarium 3333
The car of tomorrow paradox
20082008--1111--1818 Luftvårdsföreningens seminarium 3434
Conclusions 1(2)
Driving forces (1): CODriving forces (1): CO22, fuel consumption, fuel consumptionDriving forces (2): NODriving forces (2): NOXX and PMand PMEmission control for Emission control for ottootto and diesel engines is and diesel engines is different but somehow convergent different but somehow convergent Sulphur content is the most important fuel Sulphur content is the most important fuel parameter. It enables the use of new parameter. It enables the use of new aftertreatment technologyaftertreatment technologyThe cold start problem is more pronounced for The cold start problem is more pronounced for ethanol than for petrolethanol than for petrolAcetaldehyde emissions are high for ethanolAcetaldehyde emissions are high for ethanol
20082008--1111--1818 Luftvårdsföreningens seminarium 3535
Conclusions 2(2)
There is a great improvement potential for fuel There is a great improvement potential for fuel consumption and emissions in alcohol enginesconsumption and emissions in alcohol enginesBiodiesel has a NOBiodiesel has a NOXX problem that can be problem that can be overcome and a DPF problem in LD vehiclesovercome and a DPF problem in LD vehiclesMost emissions are lower for Most emissions are lower for synfuelssynfuels. . However, aftertreatment cannot be avoided.However, aftertreatment cannot be avoided.Some observed impact on particle size Some observed impact on particle size distribution from biodiesel/distribution from biodiesel/syndieselsyndiesel is due to is due to inadequate sampling inadequate sampling
20082008--1111--1818 Luftvårdsföreningens seminarium 3636
This concludes my presentation
Thank you for your attention!Thank you for your attention!Questions?Questions?
More information available at: www.ecotraffic.se
www.vv.se
(e.g. reports, presentations, etc.)
Particle size distribution for the Peugeot cars in NEDC at +22°C
1.0E+08
1.0E+09
1.0E+10
1.0E+11
1.0E+12
1.0E+13
1.0E+14
0.001 0.01 0.1 1 10
Aerodynamic diameter (μm)
Num
ber
of p
art.
dN/d
logD
p (#
/km
) Peugeot 307, petrol w TWCPeugeot 307, diesel w DPF
20082008--1111--1818 Luftvårdsföreningens seminarium 3838
Particle size distribution for petrol and diesel cars at +22°C
1E+08
1E+09
1E+10
1E+11
1E+12
1E+13
1E+14
1E+15
0.001 0.01 0.1 1 10
Aerodynamic diameter (μm)
Part
icle
num
ber,
dN
/dlo
gDp
(#km
)
Diesel w/o DPFDI petrol carConv. PetrolDiesel w/ DPF
Sources: VV 2002:62MTC 5206
””RankingRanking””Diesel w/ DPFDiesel w/ DPFConvConv. . petrolpetrolDI DI petrolpetrolDiesel w/o DPFDiesel w/o DPF
…the moral is: (?)Particle filters on all types of cars?
20082008--1010--2222 Particle
emissions, seminar
in Oslo 3939
Typical size distribution of exhaust aerosol
nuclei modecondensed
accumulation modeSoot
Coarse mode
Nuclei mode is highly variable with CVS sampling conditions
23 nm cutoff
Source: Kittelson et al. 2002
20082008--1111--1818 Luftvårdsföreningens seminarium 40404040
PMP sampling and dilution
VenturiDilution tunnel
C & HEPA
CPC
PND2cold
PND1hot
Evaporationtube, 350ºC
VPR: Volatile Particle Remover
Adapted
from ECE R83 draft
20082008--1111--1818 Luftvårdsföreningens seminarium 4141
Particle size distribution for low- sulphur diesel (LSD) and biodiesel
1400 r/min, full load
Source: Mayer et al., 2005
20082008--1111--1818 Luftvårdsföreningens seminarium 4242
Particle size distribution for low- sulphur diesel (LSD) and biodiesel
1400 r/min, 25 % load
Source: Mayer et al., 2005