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h i g h l i g h t s
Combustion and emissions in heavy-duty diesel at steady and transient operation.
Fueling with vegetable oil, bio-diesel, ethanol and n-butanol diesel fuel blends.
Decrease of smoke with all bio-fuels blends at steady and transient conditions.
Increase of NOx with vegetable oil and bio-diesel, and decrease with ethanol and n-butanol at steady conditions.
Increase of NOx with all bio-fuels at transient conditions.
a r t i c l e
i n f o
Article history:
Received 20 November 2014
Received in revised form 11 April 2015
Accepted 14 April 2015
Available online 22 April 2015
Keywords:
Turbocharged HDDI diesel
Combustion and emissions
Vegetable oil and bio-diesel
Ethanol and n-butanol
Steady and transient operation
a b s t r a c t
The present work evaluates the impact of properties of four very common bio-fuels, viz. vegetable oil
(cottonseed), or its derived (methyl ester) bio-diesel, or ethanol, or n-butanol, in blends of various proportions with diesel fuel, on the combustion and exhaust emissions of a fully instrumented, six-cylinder,
four-stroke, heavy-duty direct injection (HDDI), Mercedes-Benz bus diesel engine, bearing a waste-gate
turbocharger with after-cooler, running under steady and transient conditions. Under steady-state operation, exhaust smoke, nitrogen oxides (NOx), carbon monoxide (CO), and total unburned hydrocarbons
(HC) were measured and compared with those of the baseline operation (with neat diesel fuel) and
among themselves. Fuel injection, combustion chamber pressure, and heat release rate (HRR) diagrams
revealed interesting features of the combustion mechanisms. These results and the different physical
and chemical properties of those bio-fuels are used to aid the interpretation of the observed engine
behavior. As regards the transient engine operation, measurements for three accelerations tests were
examined with the engine fueled on bio-diesel or n-butanol diesel fuel blends. The test bed was complemented with fast response instruments to capture the development of key engine and turbocharger variables, depicted in analytical diagrams, using ultra-fast response instrumentation for the instantaneous
measurements of the exhaust NO and smoke opacity. Again, these results and the different physical
and chemical properties of bio-fuels are used to aid the interpretation of the engine behavior. Finally,
a comparison is made for the inuence of bio-fuels properties (bio-diesel and n-butanol) on the NOx
and smoke emissions between steady-state and transient operating conditions, under the recognition
of the different non-fuel factors affecting the transient operating schedules.
2015 Elsevier Ltd. All rights reserved.
1. Introduction
Stringent imposed emissions regulations legislated in various
countries have forced researchers or engineers working in the
automotive or energy industry, to focus their interest either on
Corresponding author. Tel.: +30 210 7723529; fax: +30 210 7723531.
E-mail address: cdrakops@central.ntua.gr (C.D. Rakopoulos).
http://dx.doi.org/10.1016/j.fuel.2015.04.021
0016-2361/ 2015 Elsevier Ltd. All rights reserved.
Nomenclature
A/C
b.m.e.p.
BC
BUT
CA
CLD
CO
DI
ETH
FSO
aftercooler
brake mean effective pressure
cottonseed bio-diesel
n-butanol
crank angle
chemiluminescent detector
carbon monoxide
direct injection
ethanol
full scale output
HC
HDDI
HRR
HSDI
LHV
NO
NOx
TDC
T/C
VC
However, the vital issue of emissions overshoot during transients [7] has not been investigated adequately, owing to the need
for highly complicated, sophisticated and costly experimental
equipment, such as fully-automated test beds with electronically
controlled dynamometers and fast response exhaust gas analyzers.
As a result, a relatively small amount of experimental work has
been reported [11,12].
Besides, dwindling crude oil reserves and their increasing prices
have placed sensitive loads on the trade balances of non-oil producing countries, presenting a threat to the existence of the developing and industrialized countries. Thus, the development of
alternative fuel sources has drawn the vivid attention in various
countries, with particular emphasis on the bio-fuels that possess
the added advantage of being renewable fuels that can be replenished through the growth of plants or production of livestock,
showing an ad hoc advantage in reducing the emitted carbon dioxide [3]. Bio-fuels made from agricultural products (oxygenated by
nature) may not only offer benets in terms of exhaust emissions,
but also reduce the worlds dependence on oil imports, with local
agricultural industries supported and farming incomes enhanced.
Among those, liquid bio-fuels as for example vegetable oils or
their derived bio-diesels [1318], ethanol [1921], butanol [22
24], and diethyl ether [25,26] are considered as very promising
bio-fuels for engines, as reported in these works dealing with
steady-state diesel engine operation. Experimental studies of emission measurements during transient operation when using biodiesel blends appear in [2731] and with n-butanol blends in
[32], which nonetheless focus on transient cycle operation and
hence provide mean values of each emitted pollutant, concealing
the impact of each individual speed or load change in the cycle.
Results for smoke opacity during various individual transients (as
the ones considered here) using either vegetable oil methyl ester
or ethanol diesel fuel blends are reported in [33,34].
The advantages of vegetable oils as diesel fuel are the minimal
sulfur and aromatic content, and the higher ash point and lubricity. Their disadvantages include primarily the very high viscosity,
the higher pour point, and the lower cetane number, caloric value
and volatility [35,36]. Their major problem is the highly increased
viscosity, 1020 times greater than normal diesel fuel, for which
the following methods are adopted to cope with: mixing in small
proportions with diesel fuel, micro-emulsication with methanol
or ethanol, preheating, cracking, and conversion into bio-diesels
mainly via the transesterication process [37]. The advantages of
bio-diesels as diesel fuel are the minimal sulfur and aromatic content, and the higher ash point, lubricity and cetane number,
whereas their disadvantages include the higher viscosity (though
much lower than the vegetable oils one), the higher pour point,
the lower caloric value and volatility, the hygroscopic tendency,
and the lower oxidation stability [38,39]. This group has reported
works on the performance and emissions of the present turbocharged, HDDI diesel engine, under steady-state conditions,
when fueled with blends of diesel fuel with vegetable oils [40] or
bio-diesels [41].
Because of its high octane number, ethanol (CH3CH2OH) is a
good spark-ignition engine fuel, but it is true that it has been considered (rather vividly) and experimented also as supplement fuel
in diesel engines, as reported in review paper [42]. It is a bio-mass
based renewable fuel, which can be produced by alcoholic fermentation of sugar from various vegetable materials or agricultural
residues. While anhydrous ethanol is soluble in gasoline, additives
must be used to ensure solubility of ethanol (that is highly hydroscopic) in diesel fuel under a wide range of conditions [43].
Compared to diesel fuel, it possesses lower ash point, caloric
value and viscosity (and lubricity), while its cetane number is very
low [44]. This group has reported work on the performance and
emissions of the present diesel engine, under steady-state conditions, when fueled with blends of diesel fuel with ethanol [45].
Like ethanol, butanol is a biomass based renewable fuel that can
be produced by alcoholic fermentation of the biomass feedstock
used for ethanol production. Butanol possesses less hydrophilic
tendency, higher heating value, higher cetane number, lower vapor
pressure, higher viscosity (and lubricity) and (almost perfect) miscibility than ethanol [46]. Thus, butanol has properties much closer
to diesel fuel than ethanol, rendering it preferable for blending
with conventional diesel fuel. Unlike vegetable oils, bio-diesels or
ethanol, it has been experimented much less on diesel engines.
However, the relevant literature on the subject is increasing at
amazing rates in the last years [47]. The isomer that has most been
experimented with and used in the present study is 1-butanol, also
better known as n-butanol (normal butanol), having a straight
chain structure with the hydroxyl group at the terminal carbon
(CH3CH2CH2CH2OH) [48]. This group has reported work on the
performance and emissions of the present diesel engine, under
steady-state conditions, when fueled with blends of diesel fuel
with n-butanol [49].
Furthermore, this group has reported works concerning the
emissions of the present diesel engine when fueled with blends
of diesel fuel with bio-diesel or n-butanol, this time under transient conditions of acceleration [50] or starting [51]. Similarly,
review papers appeared recently originating from the present laboratory concerning the exhaust emissions of diesel engines operating under transient conditions with bio-diesel diesel fuel blends
[52,53], and with ethanol or n-butanol diesel fuel blends [54].
Filling an obvious gap of the relevant literature, the present
work presents a vis--vis study when vegetable oil (cottonseed),
its derived methyl ester bio-diesel, ethanol and n-butanol are used
in blends with diesel fuel in the same turbocharged, HDDI,
Mercedes-Benz diesel engine, under the same steady-state operating conditions. This work is conducted along the lines of a similar
very recently appeared work when vegetable oil (cottonseed), its
derived methyl ester bio-diesel, ethanol, n-butanol and diethyl
ether (DEE) were used in blends with diesel fuel, this time in the
same, single-cylinder, four-stroke, water-cooled, Ricardo/Cussons,
Hydra, high-speed direct injection (HSDI), experimental diesel
standard engine, under the same operating conditions [4]. To the
authors knowledge, this is the rst time that such a comparison
is reported for many bio-fuels diesel fuel blends in a turbocharged,
HDDI engine, actually for the above four most commonly used biofuels, under steady-state conditions. What is more, the comparison
is extended to transient conditions under various representative
acceleration schedules, for cottonseed bio-diesel and n-butanol in
blends with diesel fuel on the same engine. A comparison is made
of the main regulated emissions of smoke and nitric oxide (NO)
with the steady-state ones, of course under the recognition of the
highly different non-fuel factors (see above) affecting the transient
operating schedules, trying to de-convolute the inuence of the
Table 1
Engine, injection system, and turbocharger basic data.
Engine model and type
Speed range
Engine total displacement
Bore/stroke
Connecting rod length
Compression ratio
Firing order
Maximum power
Maximum torque
Inlet valve opening
Inlet valve closure
Exhaust valve opening
Exhaust valve closure
Fuel pump
8002600 rpm
5958 cm3
97.5 mm/133 mm
230 mm
18:1
15-36-24
177 kW at 2600 rpm
840 Nm at 12501500 rpm
15 crank angle before Top Dead Center
25 crank angle after Bottom Dead Center
68 crank angle before Bottom Dead Center
12 crank angle after Top Dead Center
Bosch PE-S series, in-line, 6-cylinder, with fuel
limiter, and Bosch variable-speed mechanical
governor
5 1 degrees crank angle before Top Dead Center
(at full load)
Bosch, with ve injector nozzle holes and
opening pressure of 250 bar
Garrett TBP 418-1 with internal waste-gate
Air-to-Air
Exhaust
Filter
Filter
Keithley
Data Acquisition Card
Cambustion
CLD 500
fast NO
analyzer
AVL 439
fastresponse
Opacity
meter
40
30
20
10
0
0
Fuel pump
rack position
90
Tektronix
Oscilloscope
Exhaust
Exhaust
Temperature Pressure
Amplifier
Fuel tank
Cylinder
pressure
To Data
Acquisition Card
PC Control
Panel
60
50
After-turbo line
00
Turbocharger
After-cooler
Boost Pressure
Turbocharger T/C
Speed A/C
LVDT
Fuel Pump
Mercedes-Benz OM 366 LA
Hydraulic Dynamometer
Fig. 1. Schematic arrangement of the engine test bed installation, instrumentation, and data acquisition system (steady-state gas analyzers not shown for clarity).
Table 2
Accuracy of measurements (steady-state conditions).
Measurements
Accuracy
Smoke opacity
NOx
CO
HC
Speed
Torque
0.1%
5 ppm
2 ppm
0.5 ppm
2 rpm
0.5 Nm
Table 3
Measuring devices for the engine and turbocharger operating parameters and their
measuring error (transient conditions).
Parameter
Measuring device
Error
Engine speed
Cylinder pressure
0.02 CA
<1% FSO
0.1 mm
<1% FSO
0.5% FSO
Table 4
Properties of diesel fuel, cottonseed oil, cottonseed (methyl ester) bio-diesel, ethanol, and n-butanol.
Fuel properties
3
Density at 20 C (kg/m )
Lower caloric value (kJ/kg)
Kinematic viscosity at 40 C (mm2/s)
Cetane number
Bulk modulus of elasticity (bar)
Boiling point (C)
Latent heat of evaporation (kJ/kg)
Stoichiometric airfuel ratio
Oxygen (% by weight)
a
Diesel fuel
Cottonseed oil
Cottonseed bio-diesel
Ethanol
n-Butanol
825
43,000
2.6
50
16,000
180360
250
15
0
910
36,780
34
38
19,000
340480
210
12.5
10
885
37,500
4
52
17,500
280400
230
12.5
10
788
26,800
1.2
8
13,200
78
840
9.0
34.8
810
33,100
3.6a
25
15,000
118
585
11.2
21.6
Measured at 20 C.
1500 rpm, and at three loads of 20%, 40% and 60% of the full load,
corresponding to brake mean effective pressures (b.m.e.p.) of 3.56,
7.04 and 10.52 bar, respectively. Owing to the differences among
the caloric values and oxygen contents of the fuels tested, the
comparison was effected at the same engine brake mean effective
pressure (load) and not at the same injected fuel mass or air-tofuel ratio. In each test, exhaust smokiness and exhaust regulated
gas emissions such as nitrogen oxides, carbon monoxide and total
unburned hydrocarbons were measured. At the same time, during
each test, combustion chamber (indicator) and fuel injection pressure diagrams were obtained using the data acquisition system
described above. The heat release analysis of these experimentally
obtained cylinder pressure diagrams is outlined in the next section.
The experimental work started with a preliminary investigation
of the engine fueled with neat diesel fuel in order to determine the
engine operating characteristics and exhaust emission levels, constituting the baseline, which is compared with the corresponding
cases when using the bio-fuels/diesel fuel blends. The same procedure was repeated for each fuel blend by keeping the same operating conditions. For every fuel change, the fuel lines were cleaned
and the engine was left to operate for about 30 min to stabilize
at its new desired condition.
For each engine operating point and fuel blend the measurements were repeated three times, with the reported values being
the mean ones. The coefcient of variation COV (standard deviation divided by the mean value) for all reported quantities was
determined at a maximum of 3%, which indicates that the measurements were quite repeatable.
4.2. Transient tests
The experimental matrix included various cases of acceleration,
given that the engine is intended for automotive applications.
Since the engine is coupled to a hydraulic dynamometer, during
all acceleration cases the brake load (resistance) increased accordingly. This is actually the case when a vehicle accelerates in realworld driving conditions, i.e. the increase in engine/vehicle speed
results in an increase of both tire rolling and aerodynamic resistance. In all test cases, the engine was allowed to stabilize at the
initial steady-state condition and then the pedal was pushed to
the end of the adjustable custom made stop to accelerate the
engine.
The acceleration tests were performed for various combinations
of initial engine speed and load, mimicking vehicle real accelerations under various (vehicle) speeds and gears, with the details
given in Table 5. Also, Fig. 2 provides an illustration of the initial
and nal conditions of each conducted test in a speed-load graph.
Initially, all tests were conducted with the engine running on
neat diesel fuel, constituting the baseline to which the corresponding cases are compared when using the blends of diesel with
bio-diesel or n-butanol. The same tests were performed for each
Initial conditions
1.
2.
3.
Final conditions
Speed (rpm)
Load (%)
Speed (rpm)
Load (%)
1016
1530
1530
10
10
40
1880
2080
2055
15
20
75
Load (%)
60
40
Test 2
20
Test 1
0
800
1200
1600
2000
2400
(b) 100
VC20-D, 20% load
VC20-D, 40% load
VC20-D, 60% load
BC20-D, 20% load
BC20-D, 40% load
BC20-D, 60% load
Diesel, 20% load
Diesel, 40% load
Diesel, 60% load
1200 rpm
600
400
1200 rpm
80
(a) 800
60
VC20-D, 20% load
VC20-D, 40% load
VC20-D, 60% load
BC20-D, 20% load
BC20-D, 40% load
BC20-D, 60% load
Diesel, 20% load
Diesel, 40% load
Diesel, 60% load
40
200
20
TDC
0
160
TDC
180
200
160
220
1200 rpm
80
40
TDC
170
180
190
1200 rpm
1600
1200
TDC
400
200
220
(d) 2000
800
200
Temperature (K)
(c) 120
180
210
220
230
160
180
200
Degrees crank angle
220
Fig. 3. Fuel (injection) pressure (a), cylinder pressure (b), gross heat release rate (c), and cylinder temperature (d), against crank angle diagrams for the neat diesel fuel and its
blends with 20% cottonseed oil (VC20-D) or 20% of its bio-diesel (BC20-D), for the three loads at 1200 rpm.
(b)
ET10-D, 20% load
ET10-D, 40% load
ET10-D, 60% load
BU16-D, 20% load
BU16-D, 40% load
BU16-D, 60% load
Diesel, 20% load
Diesel, 40% load
Diesel, 60% load
1200 rpm
600
400
200
100
1200 rpm
80
(a) 800
60
ET10-D, 20% load
ET10-D, 40% load
ET10-D, 60% load
BU16-D, 20% load
BU16-D, 40% load
BU16-D, 60% load
Diesel, 20% load
Diesel, 40% load
Diesel, 60% load
40
20
TDC
160
180
200
Degrees crank angle
(c) 120
Gross heat release rate (J/deg.)
80
160
220
1200 rpm
TDC
180
200
Degrees crank angle
1200 rpm
1600
1200
40
800
TDC
0
170
180
190
200
210
Degrees crank angle
TDC
400
220
230
220
(d) 2000
Temperature (K)
160
180
200
Degrees crank angle
220
Fig. 4. Fuel (injection) pressure (a), cylinder pressure (b), gross heat release rate (c), and cylinder temperature (d), against crank angle diagrams for the neat diesel fuel and its
blends with 10% ethanol (ET10-D) or 16% n-butanol (BU16-D), for the three loads at 1200 rpm.
bound oxygen, by noting also the rather low temperature environment for this engine as operating with retarded injection timings.
Again in Fig. 3b, it is seen that the pressure rise practically starts at
the same point for the cottonseed bio-diesel diesel fuel blend and
the corresponding neat diesel fuel case (for the same load). This is
attributed to the above mentioned identical initiation of fuel injection, while there is no appreciable difference in their ignition delay
values as having almost the same cetane number (cf. values in
Table 4). All cottonseed bio-diesel blend diagrams show slightly
lower maximum pressures (of similar size to the cottonseed oil
blends) with respect to the corresponding ones with neat diesel
fuel. The explanation for this behavior is the same as the one given
above for the corresponding cottonseed oil blends, since again the
fuel spray contains bio-diesel droplets of bigger size.
In Fig. 4b, it is seen that all ethanol or n-butanol diesel fuel
blend diagrams show (similar size) lower maximum pressures
with respect to the corresponding ones with neat diesel fuel, a fact
attributed to the delayed combustion with these blends. The latter
is owed to the delayed dynamic injection timing mentioned above
and to the higher ignition delay due to their lower cetane number
(cf. values in Table 4). The combination of relatively higher values
of delayed dynamic injection timing and lower cetane number of
ethanol or n-butanol against cottonseed oil or its bio-diesel, contributes to their maximum pressures being correspondingly lower
(cf. Figs. 3b and 4b).
Figs. 3c and 4c show the corresponding gross heat release rate
against crank angle diagrams, focusing on their part around TDC.
First it can be seen, as expected, that the heat release rate values
increase with load for all fuels. For the lower load, both parts of
combustion, i.e. the premixed combustion (the part under the rst
peak) and the diffusion combustion (the last part under the second more rounded peak) are apparent, but with the diffusion
combustion possessing a minor role. For the higher loads, the premixed combustion part tends to disappear with the diffusion combustion prevailing.
In Fig. 3c, it is seen that all cottonseed oil or cottonseed biodiesel blend diagrams show (similar size) slight delay on their falling leg with respect to the corresponding ones with neat diesel
fuel. This corroborates the above mentioned argument, with reference to Fig. 3b, that the fuel spray contains now vegetable oil or
bio-diesel droplets of bigger size [62,64] that are delayed to burn.
In Fig. 4c, it is seen that for the 20% load the premixed combustion peak for the ethanol or the n-butanol diesel fuel blends is
higher and sharper against the corresponding neat diesel fuel case,
14
Speed
1200 rpm
whereas for the 40% load it is not well discernible for the ethanol
blend and better discernible for the n-butanol blend. It is the lower
cetane number of ethanol or n-butanol (cf. values in Table 4) that
causes the increase of ignition delay and so the increased amount
of prepared fuel (to this end may also assist the easier evaporation) for combustion after the start of ignition. However, as noticed
in Fig. 3b, this is translated into lower maximum pressures, probably because of the more than offsetting effect of later combustion
into a lower temperature environment. The displacement (delay)
of the ethanol or n-butanol against cottonseed oil or its bio-diesel
heat release rate diagrams is apparent due the relatively higher
ignition delay discussed above (cf. Figs. 3c and 4c).
Figs. 3d and 4d show the corresponding cylinder temperature
against crank angle diagrams, focusing on their part around TDC.
First it can be seen, as expected, that there is a temperature
increase with load for all fuels.
In Fig. 3d, it is seen that all cottonseed oil or cottonseed biodiesel blend diagrams show (similar size) slightly lower maximum
temperatures, with respect to the corresponding ones with neat
diesel fuel. This accords with the above mentioned argument, with
reference to Fig. 3c, that the fuel spray contains now vegetable oil
or cottonseed bio-diesel droplets of bigger size that are delayed to
burn. It is stated, however, that this is a computed mixed mean
temperature due to the inherent single-zone modeling assumptions of the heat release analysis followed, so that these results
should be interpreted with caution. Nonetheless, the shown mean
temperature differences in the order of 30 degrees (and so much
higher on a local basis in a heterogeneous diesel combustion environment) may be critical, especially for NOx formation when
exceeding a certain temperature threshold.
In Fig. 4d, it is seen that all ethanol or n-butanol blend diagrams
show (similar size) lower maximum temperatures, with respect to
the corresponding ones with neat diesel fuel. One can observe that
for each load considered, the temperatures for the blends are
slightly displaced due to the delayed start of combustion mentioned above, being for the rst part of combustion (20 to 30
CA) lower than the corresponding ones for the neat diesel fuel case
while leveling off later. Actually, as reported in [67], measured incylinder temperatures during the combustion stage showed much
lower temperatures for the case of a 15% (by vol.) ethanol in diesel
blend. The same situation is expected to hold true for n-butanol
too, most likely at a lesser extent. The single-zone modeling
assumption rounds these results, although it manages to capture
qualitatively correctly this mechanism. The combination of relatively lower values of maximum pressures and higher delayed
dynamic injection timings (injection into a lower temperature
environment) of ethanol or n-butanol against cottonseed oil or
its bio-diesel, contributes to their maximum temperatures being
correspondingly lower (cf. Figs. 3d and 4d).
Bio-fuel
ETH
BUT
BC
VC
12
b.m.e.p.=10.52 bar
10
8
b.m.e.p.=7.04 bar
4
b.m.e.p.=3.56 bar
2
0
1
2
3
4
Fuel-bound oxygen in fuel blend (% by wt.)
7
Speed
1500 rpm
10
b.m.e.p.=10.52 bar
Bio-fuel
ETH
BUT
BC
VC
b.m.e.p.=7.04 bar
4
b.m.e.p.=3.56 bar
3
0
1
2
3
4
Fuel-bound oxygen in fuel blend (% by wt.)
11
1120
1100
b.m.e.p.=10.52 bar
1060
1040
1020
1180
1160
1140
1120
b.m.e.p.=7.04 bar
1100
1080
1060
Speed
1200 rpm
700
Bio-fuel
ETH
BUT
BC
VC
680
660
640
b.m.e.p.=3.56 bar
620
600
0
1
2
3
4
Fuel-bound oxygen in fuel blend (% by wt.)
1080
900
880
860
b.m.e.p.=10.52 bar
840
820
800
840
820
b.m.e.p.=7.04 bar
800
780
760
740
580
Speed
1500 rpm
Bio-fuel
ETH
BUT
BC
VC
560
540
520
b.m.e.p.=3.56 bar
500
0
Fig. 7. Emitted nitrogen oxides as a function of fuel-bound oxygen in the fuel blend,
for the neat diesel fuel and its various blends with cottonseed oil (VC), its bio-diesel
(BC), ethanol (ETH), and n-butanol (BUT), for the three loads (b.m.e.p.) at 1200 rpm.
Fig. 8. Emitted nitrogen oxides as a function of fuel-bound oxygen in the fuel blend,
for the neat diesel fuel and its various blends with cottonseed oil (VC), its bio-diesel
(BC), ethanol (ETH), and n-butanol (BUT), for the three loads (b.m.e.p.) at 1500 rpm.
seem to increase more the NOx emissions compared to the corresponding cases of cottonseed oil blends. There is a higher reduction
of NOx emitted by the n-butanol blends over the corresponding
ethanol ones.
Figs. 9 and 10 show the corresponding diagrams of the emitted
carbon monoxide (CO) in ppm against fuel-bound oxygen in the
fuel blend. It is observed that the CO emitted by the vegetable oil
fuel blends are higher and for the rest three bio-fuels blends lower
than the ones for the corresponding neat diesel fuel case, with this
tendency becoming stronger the higher the percentage of the biofuel in the blend. With the exception of the vegetable oil blends,
the others follow the same behavior as the emitted soot by the
engine [13], while for the vegetable oil blends the two-way oxidation reactions of carbon or carbon monoxide into carbon dioxide (a
delicate balance), in the presence of oxygen or other radicals originating from the unburned hydrocarbons [59], seem to be displaced toward lower values of soot (cf. Figs. 5 and 6) and higher
of CO. To provide explanations for the relative behavior among
the four bio-fuels blends is very difcult and possibly out of the
state of the art, reminding additionally that the CO emitted level
in diesel engines is in absolute terms small, a fact unfortunately
rendering the explanation of the relative behavior even more
difcult.
Figs. 11 and 12 show the corresponding diagrams of the emitted
total unburned hydrocarbons (HC) in ppm against fuel-bound oxygen in the fuel blend. It is observed that the unburned HC emitted
by all bio-fuels diesel fuel blends are higher than the ones for the
corresponding neat diesel fuel case, with this tendency becoming
stronger the higher the percentage of the bio-fuel in the blend.
As known, the formation of unburned hydrocarbons originates
from various sources in the diesel engine cylinder, with its
75
70
65
Bio-fuel
60
ETH
BUT
BC
VC
65
b.m.e.p.=7.04 bar
60
55
50
45
Speed
1200 rpm
100
90
b.m.e.p.=3.56 bar
80
70
0
1
2
3
4
Fuel-bound oxygen in fuel blend (% by wt.)
b.m.e.p.=10.52 bar
70
80
66
70
85
12
64
62
b.m.e.p.=10.52 bar
60
58
56
54
Bio-fuel
ETH
BUT
BC
VC
65
60
b.m.e.p.=7.04 bar
55
50
45
100
Speed
1500 rpm
90
b.m.e.p.=3.56 bar
80
70
0
1
2
3
4
Fuel-bound oxygen in fuel blend (% by wt.)
Fig. 10. Emitted carbon monoxide as a function of fuel-bound oxygen in the fuel
blend, for the neat diesel fuel and its various blends with cottonseed oil (VC), its biodiesel (BC), ethanol (ETH), and n-butanol (BUT), for the three loads (b.m.e.p.) at
1500 rpm.
The discussion of the results and their interpretation in this section focuses primarily on the effect of fuel properties on the engine
operating characteristics (injection, fuel spray development, and
combustion), and emissions developed during acceleration.
13
16
13.5
b.m.e.p.=10.52 bar
13
12.5
Bio-fuel
ETH
BUT
BC
VC
12
11.5
Unburned HC (ppm)
Unburned HC (ppm)
14
13
12
b.m.e.p.=7.04 bar
11
Speed
1200 rpm
Unburned HC (ppm)
14
b.m.e.p.=7.04 bar
13
12
11
10
10
15
16
14
b.m.e.p.=3.56 bar
13
12
11
Unburned HC (ppm)
Unburned HC (ppm)
b.m.e.p.=10.52 bar
14
12
13
Unburned HC (ppm)
15
Bio-fuel
ETH
BUT
BC
VC
Speed
1500 rpm
15
b.m.e.p.=3.56 bar
14
13
12
1
2
3
4
Fuel-bound oxygen in fuel blend (% by wt.)
However, for that purpose, the analysis of the phenomena experienced during transient (acceleration) diesel engine operation (e.g.,
turbocharger lag) affecting decisively performance and emissions,
irrespective of the fuel used, is a prerequisite. This has been
detailed recently in a previous publication by the present group
for the engine in hand operated with neat diesel fuel [55], under
various transient operation forms, and it will rst be outlined
(for brevity of space) in the next subsection.
7.1. Outline of basic phenomena during diesel engine acceleration
It has long been established that turbocharger lag is the most
notable off-design feature of diesel engine transient operation,
which signicantly differentiates the torque pattern from the
respective steady-state conditions. Its occurrence is due to the fact
that although the fuel pump responds rapidly to the increased fueling demand after a speed (or load) increase, the turbocharger compressor air-supply cannot match this higher fuel ow instantly, but
only after a number of engine cycles owing to the mechanical, ow
and thermal inertia of the whole system, as no mechanical connection between engine crankshaft and turbocharger shaft exists. This
phenomenon is enhanced by the unfavorable turbocharger compressor characteristics at low engine speeds and loads (boost pressure depending strongly on turbocharger speed). As a result of this
slow reaction, the relative airfuel ratio during the early cycles of
the acceleration assumes very low values (even lower than stoichiometric), thus deteriorating combustion and leading to slow
engine torque and speed response, and hence long recovery period
[1].
An example of this behavior is provided in Fig. 14, where the
lower sub-diagram shows the fuel pump rack response and boost
1
2
3
4
Fuel-bound oxygen in fuel blend (% by wt.)
14
14
Speed
1200 rpm
12
0
0
1.09
2.16
b.m.e.p.=10.52 bar
10
Bio-fuel
1.7
3.4
ETH
BUT
BC
VC
1.67
3.34
0
0
0
1.06
b.m.e.p.=7.04 bar
1.7
3.4
2.11
1.67
6
0
3.4
1.67
3.34
1.09
2.16
3.34
0
1.7
1.06
2.11
1.06
2.11
1.09
2.16
b.m.e.p.=3.56 bar
2
500
600
700
800
900
1000
1100
1200
Fuel Pump
Rack Position (mm)
NO (ppm)
Opacity (%)
Fig. 13. Emitted Smoke (opacity) nitrogen oxides trade-off, for the neat diesel fuel
and its various blends with cottonseed oil (VC), its bio-diesel (BC), ethanol (ETH),
and n-butanol (BUT), for the three loads (b.m.e.p.) at 1200 rpm. (The small numbers
near the symbols denote values of fuel-bound oxygen in the fuel blend).
10
20
30
40
50
Engine Cycle
Fig. 14. Qualitative fuel pump rack and boost pressure response (lower subgure),
and NO concentration and smoke opacity development (upper subgure) during a
typical acceleration case.
In this subsection, for the sake of brevity, the results of Test No.
1 (see Table 5) will only be shown in detail in Fig. 15, while the
results for the other tests were of similar quality but with quantitative differences [50]. This is an eight-folded gure, comprising
the response (with respect to time or equivalently cycle number)
of six engine and turbocharger operating parameters (lower 6
sub-diagrams), as well as of the development of the two exhaust
pollutant emissions, i.e. nitric oxide (NO) in ppm and smoke opacity (% HSU). It is reminded that all of these tests were conducted
with the engine running on neat diesel fuel, constituting the baseline, to which the corresponding cases were compared when using
the blends of diesel fuel with bio-diesel or n-butanol, mentioned at
the end of Section 3.
It is noted that the oxygen mass percentage parameter shown is
found by computation from the in-cylinder trapped air mass and
the fuel pump rack position in conjunction with the pump characteristics (functions of speed and load) [50]. This oxygen mass
includes both the one in the air and the bound one in the fuel,
and it is normalized with respect to the in-cylinder trapped air
mass. This is why a level value of 23.3% (the oxygen content of pure
air by weight) is shown when neat diesel fuel is used. It is stressed
that the extra oxygen in the fuel is very small with respect to its
value in the air, but it is very important for the combustion process
and so the emissions formation, as it actually exists in crucial
places and time instants mainly where a deciency of oxygen prevails. This is the characteristic feature of the diesel engine nature of
heterogeneous mixture formation and combustion.
For all three fuels examined, i.e. the neat diesel fuel and its
blends with either bio-diesel or n-butanol, the fuel pump rack
responds almost instantly to the fueling increase command and
shifts to its maximum position in three engine cycles. Then, it gradually moves backwards to reach its nal steady-state position,
which is practically the same for all tested fuels. The (almost) identical fuel pump rack movement provokes the same acceleration
rates for the three fuels. The same ndings hold true for the turbocharger speed and boost pressure developments. It must be
noted here that slight deviations are unavoidable in a non-electronically controlled test bed. Nevertheless, the deviations observed
here are very modest and not expected to affect the results and
especially the general trends of each fuel blend examined.
On the contrary, as far as pollutant emissions are concerned
(smoke and NO), signicant differences are observed for the three
fuels studied. Specically, smoke opacity presents high deviations.
Both bio-fuels blends decrease smoke emissions of the engine during the transient event compared to the corresponding neat diesel
fuel case, with a follow on improvement observed at the nal
steady-state condition. Also, the improvement in smoke emission
reduction is better for the n-butanol blend than the bio-diesel
blend. This also holds true for their cumulative values and in the
same order, as will be discussed in the next subsection.
Although fuel injection and spray development differ slightly
from the case of neat diesel fuel [62], it is believed that this behavior is due to the engine running effectively overall leaner with
respect to the neat diesel fuel case, since the cylinder trapped relative airfuel ratio remains essentially the same but with the combustion being now assisted by the presence of the fuel-bound
oxygen of the bio-diesel or n-butanol in locally crucial rich zones,
which seems to have the dominant inuence, as it was also discussed for the steady-state cases in the previous section. This is
further supported by the oxygen mass percentage curves of the
15
Test No. 1
Initial conditions: 1016 rpm - 10%
Final conditions: 1880 rpm - 15%
100% Diesel
70% Diesel - 30% Biodiesel
75% Diesel - 25% Butanol
1200
60
800
30
600
110
23.5
Maximum Cylinder
Pressure (bar)
100
23.4
90
80
23.3
Fuel Pump
Rack Position (mm)
70
60
23.2
13
1.20
12
1.15
11
1.10
10
1.05
9
8
200
15
400
1.00
50,000
2000
Opacity (%)
45
45,000
1800
40,000
1600
35,000
1400
30,000
1200
25,000
1000
NO (ppm)
1000
20,000
0
30
60
90
120
150
180 0
Engine Cycle
30
60
90
120
150
180
Engine Cycle
Fig. 15. Development of engine and turbocharger parameters and emissions response during the acceleration Test No. 1.
relevant subgure of Fig. 15, which reveals the always higher oxygen mass percentage of the n-butanol blend relative to the bio-diesel one that results to its superior behavior.
On the other hand, NO emissions increase for the two bio-fuels
blends compared to the corresponding neat diesel fuel case. These
differences continue at the nal steady-state condition. Moreover,
16
(a)
Butanol
1200 rpm
Bio-diesel
1500 rpm
Butanol
1500 rpm
-10
-20
-30
Steady States
-40
20% load
40% load
Bio-diesel
Total
Butanol
Total
Bio-diesel
Peak
Butanol
Peak
-10
-20
-30
-40
-50
-60
Transient States
Test 1
Test 2
Test 3
-70
-80
60% load
-50
16
(b)
Nitric Oxide Percent Change wrt Diesel Fuel
(b)
Nitrogen Oxides Percent Change wrt Diesel Fuel
0
Soot Mass Percent Change wrt Diesel Fuel
(a)
Bio-diesel
1200 rpm
Steady States
20% load
12
40% load
60% load
-4
-8
Bio-diesel
1200 rpm
Butanol
1200 rpm
Bio-diesel
1500 rpm
Butanol
1500 rpm
Fig. 16. Percentage changes of soot mass (a), and nitrogen oxides mass (b), with
respect to the corresponding neat diesel fuel case values, for its blends with 20% of
cottonseed bio-diesel or 16% n-butanol, under steady-state operation for the three
loads and the two speeds tested.
60
Transient States
Test 1
Test 2
50
Test 3
40
30
20
10
0
Bio-diesel
Total
Butanol
Total
Bio-diesel
Peak
Butanol
Peak
Fig. 17. Percentage changes of total soot mass and its peak value (a), and total nitric
oxide mass and its peak value (b), with respect to the corresponding neat diesel fuel
case values, for its blends with 30% of cottonseed bio-diesel or 25% n-butanol, under
transient operation for the three acceleration tests.
17
ethanol or n-butanol (in their blends with diesel fuel) a simultaneous decrease of smoke and NOx is effected (at all loads), with the nbutanol blends performing better. This behavior has certainly its
relative merits, but one should not forget the impact of other
parameters when selecting a bio-fuel such as the rest of emissions,
availability, cost, etc.
The lower cetane number (chemical effect) of the bio-alcohols
causes ignition delays and displacement-delay of the HRR diagram,
while the little higher cetane number of the bio-diesel and the vegetable oil (the actual value, as the measured one by the standard
method underrates it) does not cause any discernible displacement-advance of the HRR diagram.
Nevertheless, it should not be forgotten that there is a subtle
interplay of the evaporated fuelair and temperature in the various
zones (of the spray) concerning the heat released by the combusted
amount of fuel, as inuenced by the injection characteristics, latent
heat of evaporation, LHV, cetane number etc, which specify the nal
combustion temperature and oxygen deciency or surplus.
Especially during transient operation, the inuence of the
restricted airfuel ratio during the turbocharger lag cycles has a
profound inuence in increasing NO emissions with the bio-fuels
blends (via the increase of maximum temperatures), while is of
less importance for the smoke emissions where the inuence of
the fuel-bound oxygen contributes to higher smoke reduction (as
for the steady-state case).
9. Conclusions
The present experimental study evaluates the impact of using
blends of diesel fuel with either 10% and 20% (by vol.) cottonseed
oil, or 10% and 20% of its bio-diesel, or 5% and 10% ethanol, or lastly
8% and 16% n-butanol, on the combustion and emissions of a fully
instrumented, six-cylinder, four-stroke, heavy-duty direct injection (HDDI), Mercedes-Benz bus diesel engine, bearing a wastegate turbocharger with after-cooler, running under steady and
transient operating conditions.
The series of steady-state tests were conducted with the engine
working at three loads and two speeds, with measurements taken
of the exhaust soot and exhaust gas regulated emissions. Fuel
injection and cylinder pressure diagrams were simultaneously
obtained for each test case, and a heat release analysis of the combustion chamber pressure diagrams was used.
For the measurements of the transient engine operation schedules of the three acceleration tests examined, where bio-diesel or
n-butanol blends with diesel fuel were tried, the test bed was complemented with fast response instruments to capture the development of key engine and turbocharger variables, depicted in
analytical diagrams, using ultra-fast response instrumentation for
the instantaneous measurements of the exhaust smoke opacity
and NO.
For the steady-state tests, it is revealed that the following hold
true with the use of these bio-fuels blends against the corresponding neat diesel fuel case:
The fuel injection pressure diagrams for the ethanol or nbutanol diesel fuel blends are slightly displaced-delayed,
whereas for the vegetable oil or its bio-diesel diesel fuel blends
no discernible displacement is observed.
The ignition delay is not discernibly changed for the vegetable
oil or its bio-diesel diesel fuel blends, whereas it is increased
for the ethanol or n-butanol diesel fuel blends.
The vegetable oil or its bio-diesel diesel fuel blends show
slightly lower maximum cylinder pressures, which are reduced
more for the cases of ethanol or n-butanol diesel fuel blends.
The maximum cylinder temperatures follow the same pattern.
18
The heat release analysis results, combined with the widely differing physical and chemical properties, are used to aid the correct
interpretation of the observed engine emissions behavior, on a
comparative basis, when using these bio-fuels blends as follows:
Signicant reduction of smoke opacity with all bio-fuels diesel
fuel blends against the corresponding neat diesel fuel case,
which is a monotonic function of the percentage of bio-fuel in
the blend.
Slight reduction of emitted nitrogen oxides with the ethanol or nbutanol diesel fuel blends and corresponding slight increase with
the vegetable oil or its bio-diesel diesel fuel blends, against the
corresponding neat diesel fuel case, with these variations being
monotonic functions of the percentage of bio-fuel in the blend.
The Smoke NOx trade-off is defeated with the ethanol or
n-butanol blends, i.e. with increasing proportion of either
ethanol or n-butanol (in their blends with diesel fuel) a simultaneous decrease of smoke and NOx is effected, with the
n-butanol blends performing better.
With the exemption of the vegetable oil blends, all the other
bio-fuels diesel fuel blends show a decrease of CO emissions,
whereas all the bio-fuels diesel fuel blends show an increase
of unburned HC emissions.
Concerning smoke and NO exhaust emissions for the three
acceleration tests examined, using neat diesel fuel and its
blends with bio-diesel or n-butanol, apart from the impact of
properties of bio-fuels, the inuence of the restricted airfuel
ratio during the turbocharger lag cycles should be considered.
This has a profound inuence on increasing NO emissions with
the bio-fuels blends (via the increase of maximum temperatures), while it is of less importance for the smoke emissions
where the inuence of the fuel-bound oxygen contributes to
smoke reduction (as for the steady-state case).
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