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The Energy Institute
Fuel Formulation Effects on Diesel Fuel Injection, Combustion, Emissions and Emission Control
Fuel Formulation Effects on Diesel Fuel Injection, Combustion, Emissions and Emission Control
André Boehman, Mahabubul Alam, Juhun Song, Ragini Acharya, Jim Szybist and Vince Zello
Department of Energy and Geo-Environmental EngineeringThe Penn State Energy Institute
College of Earth and Mineral Sciences
The Pennsylvania State University
Kirk MillerConocoPhillips (COP)
National Energy Technology LaboratoryPennsylvania Department of Environmental Protection
Cummins Engine Company
André Boehman, Mahabubul Alam, Juhun Song, Ragini Acharya, Jim Szybist and Vince Zello
Department of Energy and Geo-Environmental EngineeringThe Penn State Energy Institute
College of Earth and Mineral Sciences
The Pennsylvania State University
Kirk MillerConocoPhillips (COP)
National Energy Technology LaboratoryPennsylvania Department of Environmental Protection
Cummins Engine Company
2003 Diesel Engine Emissions Reduction Conference
The Energy Institute
BackgroundBackground
In the case of biodiesel fueling (e.g., “B20”, a blend of 20vol.% methyl soyate in diesel fuel), there is a well documented increase of 2-4% in NOx emissions [Graboski, M.S. and R.L. McCormick, “Combustion of fat and vegetable oil derived fuels in diesel engines.” Progress in Energy and Combustion Science, 1998, 24(2): p. 125-164.]As shown by Van Gerpen and co-workers, the NOx increase with biodiesel fueling is attributable to an inadvertent advanceof fuel injection timing due to the higher bulk modulus of compressibility, or speed of sound, in the fuel blend, which leads to a more rapid transferal of the pressure wave from the fuel pump to the injector needle and an earlier needle lift[Monyem, A., J.H. Van Gerpen, and M. Canakci, “The effect of timing and oxidation on emissions from biodiesel- fueled engines”. Transactions of the ASAE, 2001, 44(1): p. 35-42.]
In the case of biodiesel fueling (e.g., “B20”, a blend of 20vol.% methyl soyate in diesel fuel), there is a well documented increase of 2-4% in NOx emissions [Graboski, M.S. and R.L. McCormick, “Combustion of fat and vegetable oil derived fuels in diesel engines.” Progress in Energy and Combustion Science, 1998, 24(2): p. 125-164.]As shown by Van Gerpen and co-workers, the NOx increase with biodiesel fueling is attributable to an inadvertent advanceof fuel injection timing due to the higher bulk modulus of compressibility, or speed of sound, in the fuel blend, which leads to a more rapid transferal of the pressure wave from the fuel pump to the injector needle and an earlier needle lift[Monyem, A., J.H. Van Gerpen, and M. Canakci, “The effect of timing and oxidation on emissions from biodiesel- fueled engines”. Transactions of the ASAE, 2001, 44(1): p. 35-42.]
The Energy Institute
ObjectivesObjectives
Determine the Interaction between Formulation of Conventional, Renewable and Synthetic Diesel Fuels and their Injection CharacteristicsMeasure Physical Properties of Fuels that Can Provide Support for Understanding Injection, Combustion and Emissions Performance of Diesel FuelsUse Injection Studies, Physical Properties, Emissions Measurements and In-Cylinder Visualization to Determine Optimal Fuel FormulationsLink Feedstock and Fuel Production Process to Physical Properties and, Thereby, Injection, Combustion and Emissions Performance
Determine the Interaction between Formulation of Conventional, Renewable and Synthetic Diesel Fuels and their Injection CharacteristicsMeasure Physical Properties of Fuels that Can Provide Support for Understanding Injection, Combustion and Emissions Performance of Diesel FuelsUse Injection Studies, Physical Properties, Emissions Measurements and In-Cylinder Visualization to Determine Optimal Fuel FormulationsLink Feedstock and Fuel Production Process to Physical Properties and, Thereby, Injection, Combustion and Emissions Performance
The Energy Institute
•Fuel Properties
•Injection Characteristics
•Combustion
•Pollutant Formation
•Particulate Filtration
•DPF Regeneration
•NOx Reduction
•Feedstock
•Fuel Production
•Fuel Properties
Feedback of Behavior and Performance Information
Spray Visualization ChamberBulk Modulus of Compressibility
AVL 513D Engine VideoscopeParticulate and Gaseous Emissions
Various Aftertreatment Strategies
Research StrategyResearch Strategy
The Energy Institute
ExperimentalExperimental
High Pressure Fuel Line From Engine
Fuel Line Pressure Sensor
High Speed Data Acquisition System0.1 CA Degrees Resolution Signal From Phototransistor Signal From Pressure Sensor
Fuel Injector Phototransistor
Laser
Spray Chamber
Digital Camera
AVL Videoscope Image Acquisition 0.1 CA Degrees Resolution
Spray Visualization System
• SAE 2003-01-1039
• ACS Nat’l Mtg. New Orleans, 2003 Fuel Chemistry Div.
High Pressure Housing for Pycnometer
The Energy Institute
0
0.2
0.4
0.6
0.8
1
-5.5 -5 -4.5 -4 -3.5 -3
0 0.02 0.04 0.06 0.08 0.1
Rel
ativ
e S
pray
Inte
nsity
Crank Angle (ATDC)
Time (ms)
Fuel injection timing for biodiesel blends in conventional diesel fuel ( ) Baseline diesel fuel, ( ) B20, ( ) B100, ( ) 16vol.% Soy oil in diesel fuel.
Fuel Injection and Bulk ModulusBiodiesel and Soybean Oil
Fuel Injection and Bulk ModulusBiodiesel and Soybean Oil
1.5 105
2 105
2.5 105
3 105
3.5 105
500 1500 2500 3500 4500B
ulk
Mod
ulus
(ps
i)Pressure (psi)
Bulk modulus of ( ) Water, conventional and ultra low sulfur fuels, ( ) Soy oil, ( ) Biodiesel, B100, ( ) 20% Soy oil blend in conventional diesel fuel, ( ) diesel fuel and ( ) paraffinic distillate and ( ) Norpar-13.
D. Morris, M.S. Thesis
The Energy Institute
0
0.2
0.4
0.6
0.8
1
-2 -1.5 -1 -0.5 0
0 0.02 0.04 0.06 0.08
Rel
ativ
e S
pray
Inte
nsity
Crank Angle (ATDC)
Time (ms)
Fuel injection timing for paraffinic fuels versus conventional diesel fuel., ( ) 15 ppm sulfur diesel fuel (BP15), ( ) 325 ppm sulfur diesel fuel, ( ) Norpar-13, ( ) paraffinic distillate.
Fuel Injection and Bulk ModulusParaffinic Fuels
Fuel Injection and Bulk ModulusParaffinic Fuels
1.5 105
2 105
2.5 105
3 105
3.5 105
500 1500 2500 3500 4500B
ulk
Mod
ulus
(ps
i)Pressure (psi)
Bulk modulus of ( ) Water, conventional and ultra low sulfur fuels, ( ) Soy oil, ( ) Biodiesel, B100, ( ) 20% Soy oil blend in conventional diesel fuel, ( ) diesel fuel and ( ) paraffinic distillate and ( ) Norpar-13.
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Endoscopes
Glass Windows
Illumination Tips
0, 30 and 60 degrees
0, 30 and 70 degrees
0, 30 and 70 degrees
Main Processing Unit
AVL 513D Videoscope and AccessoriesAVL 513D Videoscope and Accessories
Console
The Energy Institute
Test Engine
Camera
Endoscope
Strobe Light
Videoscope Instrumentation
Cummins ISB 5.9L 6-Cylinder Test EngineCummins ISB 5.9L 6-Cylinder Test Engine
The Energy Institute
Engine horizontal axis
Engine vertical axis
60 60 00
11 11 00
80 80 00
Injector tip
Spray
Endoscope Axis
Center line of the view
angle
Viewing Window of EndoscopeViewing Window of Endoscope
• Endoscopes 0, 30 and 60 deg
• Strobe lights 0, 30 and 70 deg
• Viewing window of endoscope is 80 deg
The Energy Institute
BP 15 BP 15 + 40 % Biodiesel B100
Spray and Combustion 10% Load and 1800 RPM in Cummins 5.9L ISB
Spray and Combustion 10% Load and 1800 RPM in Cummins 5.9L ISB
The Energy Institute
Injection and Rate of Heat Release AnalysesDiesel and B20 Test Fuels in the Cummins 5.9L ISB
Injection and Rate of Heat Release AnalysesDiesel and B20 Test Fuels in the Cummins 5.9L ISB
0
0.01
0.02
0.03
0.04
0.05
0.06
0.07
0.08
355 360 365 370 375 380
Crank Angle (deg)
Nee
dle
Lift
(mm
)
-0.04
-0.02
0.00
0.02
0.04
0.06
0.08
0.10
0.12
0.14
0.16
Hea
t Rel
ease
Rat
e(K
J/de
g)
BP15 FuelBP15B20 FuelBP325 FuelBP325B20 Fuel
0.2 CA Advance
0.3 CA Retard
The Energy Institute
Fuel Composition Effects on EmissionsBP-325 and BP-15 Test Fuels in the Cummins 5.9L ISB
Fuel Composition Effects on EmissionsBP-325 and BP-15 Test Fuels in the Cummins 5.9L ISB
300
400
500
600
700
800
900
200 250 300 350 400 450 500Temperature (degrees C)
DPF
Inle
t NO
x (p
pm)
LSD
LSD/B20
ULSD
ULSD/B20
The Energy Institute
Fuel Composition Effects on EmissionsBP-325 and BP-15 Test Fuels in the Cummins 5.9L ISB
Fuel Composition Effects on EmissionsBP-325 and BP-15 Test Fuels in the Cummins 5.9L ISB
0
10
20
30
40
50
60
200 250 300 350 400 450 500Temperature (degrees C)
Perc
ent N
O c
onve
rsio
n
LSD
LSD/B20
ULSD
ULSD/B20
The Energy Institute
Fuel Composition Effects on EmissionsBP-325 and BP-15 Test Fuels in the Cummins 5.9L ISB
Fuel Composition Effects on EmissionsBP-325 and BP-15 Test Fuels in the Cummins 5.9L ISB
-0.12
-0.1
-0.08
-0.06
-0.04
-0.02
0
0.02
0.04
200 220 240 260 280 300 320 340 360
Inlet Filter Temp (degrees C)
Slop
e of
Pre
ssur
e D
rop
("W
ater
/min
)
LSDLSD/B20ULSDULSD/B20
The Energy Institute
1662.583COP FT Diesel
1542.749.2BP-325 /B20
1512.752.5BP-15 /B20
1462.546.8BP-325 LSD
1472.549.7BP-15 ULSD
Flash Point, F
Viscosity @40 C, cSt
CetaneNumberFuel
Injection Timing Study with COP FT DieselProperties of Test Fuels
Injection Timing Study with COP FT DieselProperties of Test Fuels
The Energy Institute
Injection Timing Study with COP FT DieselBulk Modulus of Test Fuels
Injection Timing Study with COP FT DieselBulk Modulus of Test Fuels
1000
1200
1400
1600
1800
2000
2200
0 5 10 15 20 25 30
Soy OilB100B20
BP15 Fischer TropschNorpar
Bul
k M
odul
us (M
Pa)
Pressure (MPa)
The Energy Institute
Injection Timing Study with COP FT DieselYanmar L70EE 7 hp Air-Cooled Single-Cylinder DI Diesel Engine
Injection Timing Study with COP FT DieselYanmar L70EE 7 hp Air-Cooled Single-Cylinder DI Diesel Engine
0
2
4
6
8
10
-12 -10 -8 -6 -4 -2 0
BP15
B20
FT-B20
FT
Trendline
Bra
ke S
pe
cifi
c N
Ox
(g/k
W-h
)
Fuel Injection Timing (CAD ATDC)
The Energy Institute
0
50
100
150
200
250
BP15 B20 FTB20 FT
NO x E miss io ns25% Lo ad Early
M id Late
NO
x (
pp
m)
0
500
1000
1500
2000
2500
3000
BP15 B20 FTB20 FT
C arbon M onox ide E miss ions25% Load Early
Mid Late
Ca
rbo
n M
on
oxi
de
(p
pm
)
0
0 .05
0.1
0.15
0.2
0.25
0.3
0.35
-0.005
0
0.005
0.01
0.015
0.02
350 355 360 365 370 375 380 385 390
25% Load, M id Injection Tim ing
BP15B20FT-B20FT
BP15B20FT-B20FT
Ne
ed
le L
ift
He
at R
ele
ase
(kJ/de
g)
0
0 .05
0.1
0.15
0.2
0.25
0.3
0.35
-0.005
0
0.005
0.01
0.015
0.02
360 370 380 390 400
25% Load, Late Injection Tim ing
BP15
B20FT-B20FT
BP15B20FT-B20FT
Ne
ed
le L
ift
He
at R
ele
ase
(kJ/de
g)
Crank Angle
0
0.05
0.1
0.15
0.2
0.25
0.3
-0.005
0
0.005
0.01
0.015
0.02
0.025
0.03
345 350 355 360 365 370 375
25% Load, Early Injection Tim ingBP15B20FT-B20FT
BP15B20FT-B20FT
Ne
ed
le L
ift
He
at R
ele
ase
(kJ/de
g)
0
100
200
300
400
500
BP15 B20 FTB20 FT
Brake S pecific Fue l C on su mp tion25% Lo ad Early
M id Late
BS
FC
(g
/kW
-h)
The Energy Institute
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
-0.01
0
0.01
0.02
0.03
0.04
0.05
345 350 355 360 365 370 375
75% Load, Early Injection T im ing
BP15B20FT-B20FT
BP15B20FT-B20FT
Ne
ed
le L
ift
He
at R
ele
as
e (kJ/d
eg
)
0
0 .05
0.1
0.15
0.2
0.25
0.3
0.35
-0.01
0
0.01
0.02
0.03
0.04
350 355 360 365 370 375 380 385 390
75% Load, M id Injection Tim ing
BP15B20FT-B20FT
BP15B20FT-B20FT
Ne
ed
le L
ift
He
at R
ele
ase
(kJ/de
g)
0
0 .05
0.1
0.15
0.2
0.25
0.3
0.35
-0.01
0
0.01
0.02
0.03
0.04
350 355 360 365 370 375 380 385 390
75% Load, Late Injection T im ing
BP15B20FT-B20FT
BP15B20FT-B20FT
Ne
ed
le L
ift
He
at R
ele
ase
(kJ/de
g)
Crank Angle
0
100
200
300
400
500
600
BP15 B20 FTB20 FT
NO x E miss io ns75% Lo ad Early
M id Late
NO
x E
mis
sio
ns
(p
pm
)
0
200
400
600
800
1000
BP15 B20 FTB20 FT
Carbon M ono xide Em issions75% Lo ad Early
M id Late
Ca
rbo
n M
on
ox
ide
(p
pm
)
0
50
100
150
200
250
300
BP15 B20 FTB20 FT
Brake S pecific Fue l C on su mp tion75% Lo ad Early
M id Late
BS
FC
(g
/kW
-h)
The Energy Institute
ConclusionsConclusions
Biodiesel and Soybean Oil FuelsThe higher bulk modulus of compressibility of vegetable oils andtheir methyl esters leads to advanced injection timingThe advanced injection timing results in the increased NOxemissions associated with Biodiesel, the “NOx effect”
Paraffinic and Fischer-Tropsch FuelsThe lower bulk modulus of compressibility of paraffinic fuels lead to a retarding of injection timing The retarded timing supports the observation that paraffinic fuels such as Fischer-Tropsch diesel fuels yield lower NOx emissionsThe high cetane number of the COP FT diesel permits retarded injection timing without degraded combustion
Aggregate Effects on Emissions ControlHigher engine-out NOx and higher PM-SOF can enhance DPF regeneration and lower the Break Even Temperature (BET)NOx/PM ratio and PM composition/reactivity are key issues in DPF regeneration
Biodiesel and Soybean Oil FuelsThe higher bulk modulus of compressibility of vegetable oils andtheir methyl esters leads to advanced injection timingThe advanced injection timing results in the increased NOxemissions associated with Biodiesel, the “NOx effect”
Paraffinic and Fischer-Tropsch FuelsThe lower bulk modulus of compressibility of paraffinic fuels lead to a retarding of injection timing The retarded timing supports the observation that paraffinic fuels such as Fischer-Tropsch diesel fuels yield lower NOx emissionsThe high cetane number of the COP FT diesel permits retarded injection timing without degraded combustion
Aggregate Effects on Emissions ControlHigher engine-out NOx and higher PM-SOF can enhance DPF regeneration and lower the Break Even Temperature (BET)NOx/PM ratio and PM composition/reactivity are key issues in DPF regeneration
The Energy Institute
Future WorkFuture Work
Ultra Clean Fuels ProgramExamine COP Fischer-Tropsch Diesel Products Neat and in Blends, Including Blended with Biodiesel, in the Cummins ISB 5.9L Turbodiesel EngineIncludes Property Evaluation, Combustion & Emissions Tests, Exhaust Aftertreatment and In-Cylinder VisualizationExamine Optimization of Engine Control Parameters to Maximize the Benefits from the Unique Properties of the COP F-T Diesel
Ultra Clean Fuels ProgramExamine COP Fischer-Tropsch Diesel Products Neat and in Blends, Including Blended with Biodiesel, in the Cummins ISB 5.9L Turbodiesel EngineIncludes Property Evaluation, Combustion & Emissions Tests, Exhaust Aftertreatment and In-Cylinder VisualizationExamine Optimization of Engine Control Parameters to Maximize the Benefits from the Unique Properties of the COP F-T Diesel
The Energy Institute
Acknowledgment and DisclaimersAcknowledgment and Disclaimers
Rafael Espinoza, Keith Lawson and Ed Casey of ConocoPhillipsDan Cicero, Project Manager, DOE-NETLEdward Lyford-Pike, John Wright and Vinod Duggal of CumminsKen Voss and Joe Patchett of Engelhard CorporationHoward Hess of Johnson-MattheyButch Glunt of Penn State UniversityDr. Farley Fisher of the National Science Foundation for supporting the acquisition of the AVL Videoscope (Grant# CTS-0079073)This presentation was prepared with partial support from the U.S. Department of Energy under Contract No. DE-FC26-01NT41098. The Government reserves for itself and others acting on its behalf a royalty-free, nonexclusive, irrevocable, worldwide license for Governmental purposes to publish, distribute, translate, duplicate, exhibit, and perform this copyrighted paper.This material was prepared with the support of the Pennsylvania Department of Environmental Protection. Any opinions, findings, conclusions, or recommendations expressed herein are those of the author(s) and do not necessarily reflect the views of the DEP.
Rafael Espinoza, Keith Lawson and Ed Casey of ConocoPhillipsDan Cicero, Project Manager, DOE-NETLEdward Lyford-Pike, John Wright and Vinod Duggal of CumminsKen Voss and Joe Patchett of Engelhard CorporationHoward Hess of Johnson-MattheyButch Glunt of Penn State UniversityDr. Farley Fisher of the National Science Foundation for supporting the acquisition of the AVL Videoscope (Grant# CTS-0079073)This presentation was prepared with partial support from the U.S. Department of Energy under Contract No. DE-FC26-01NT41098. The Government reserves for itself and others acting on its behalf a royalty-free, nonexclusive, irrevocable, worldwide license for Governmental purposes to publish, distribute, translate, duplicate, exhibit, and perform this copyrighted paper.This material was prepared with the support of the Pennsylvania Department of Environmental Protection. Any opinions, findings, conclusions, or recommendations expressed herein are those of the author(s) and do not necessarily reflect the views of the DEP.