Analysis of Performance and Emissions of an Automotive Euro 5 Diesel Engine Fuelled with B30 from RME and JME

Abstract

The effects of using a B30 blend of ultra low sulphur diesel and two different Fatty Acid Methyl Esters (FAME) obtained from both Rapeseed Methyl Ester (RME) and Jatropha Methyl Ester (JME) in a Euro 5 small displacement passenger car diesel engine on both full load performance and part load emissions have been evaluated in this paper.In particular the effects on engine torque were firstly analyzed, for both a standard ECU calibration (i.e. without any special tuning for the different fuel characteristics) and for a specifically adjusted ECU calibration obtained by properly increasing the injected fuel quantities to compensate for the lower LHV of the B30: with the latter, the same torque levels measured under diesel operation could be observed with the B30 blend too, with lower smoke levels, thus highlighting the potential for maintaining the same level of performance while achieving substantial emissions benefits.Moreover, the effects of the two different 30% vol. blends on brake specific fuel consumption and on engine-out exhaust emissions (CO 2 , CO, HC, NO x and smoke) were also evaluated at 6 different part load operating conditions, representative of the New European Driving Cycle.Both standard engine calibration (change of the accelerator pedal position) and specifically adjusted engine calibration (adjustment of the energizing time of main injection) were evaluated for part load operating conditions, highlighting a 4% average rise of fuel consumption, on a mass basis, at same fuel conversion efficiency and CO 2 emissions. A noticeable increase of CO and HC emissions at low load could also be noticed, along with a significant NO x emissions decrease when using a specifically adjusted engine calibration, and a considerable smoke emission reduction.

Implementation of the Closed-Loop Combustion Control Methodology in Modern Automotive Diesel Engines for Low-End Torque Increment Burning Biodiesel

“…As mentioned before, this increment is obtained by means of the CLC operation that oversees the fuel quantity augment without changing the engine calibration. It is worth noting that, with a specific calibration, changing the injection setting and boost conditions, a higher torque increment with respect to the present results could be reached, as already demonstrated by Millo et al in recent experiences. The effect is the λ reduction, as observed in the right plot of Figure .…”

Particle Number, Size and Mass Emissions of Different Biodiesel Blends Versus ULSD from a Small Displacement Automotive Diesel Engine

“…Again in this case, RME does not show any considerable variations in number distribution, compared to diesel fuel, while an appreciable reduction can be observed in the mass size distribution, with a peak diameter at about 50 nm and 100 nm, respectively, for both fuels; conversely, at this engine operating condition, JME leads to a remarkable increase in PN, as well as in particle mass, with almost doubled peak distribution values compared to diesel fuel; while an appreciable reduction in number and mass can be also observed for particles below 10 nm. The large increase in particle number measured with JME could, at least in part, be attributed to a slight change in the EGR rate, which is likely to produce a dramatic change in soot emissions, due to the particular setting of the engine calibration point on the soot-NOx trade off which was highlighted in a previous research activity [7]. Therefore, the extremely important effects on PM emissions that can be attributed to shifts in the engine operating points on the calibration maps, highlight the need for a specific adjustment of the engine calibration on the basis of the fuel characteristics (e.g.…”

Particle Number and Size Emissions from a Small Displacement Automotive Diesel Engine: Bioderived vs Conventional Fossil Fuels

“…The large increase in particle number measured with JME could, at least in part, be attributed to a slight change in the EGR rate, which is likely to produce a dramatic change in soot emissions due to the particular setting of the engine calibration point on the soot−NO x trade-off, as shown in Figure 4, and which was highlighted in a previous research activity. 15 Therefore, the extremely important effects on PM emissions that can be attributed to shifts in the engine operating points on the calibration maps highlight the need for a specific adjustment of the engine calibration on the basis of the fuel characteristics (e.g., for the lower LHV of biofuel blends) in order to avoid jeopardizing the potential emission benefits of biofuels.…”

“…Exhaust gases were sampled at the engine outlet, downstream of the turbine, and measured through a Fisher-Rosemount NGA-2000 gas analyzer which provided CO, CO 2 , HC, NO x , and O 2 measurements. Smoke detection, in terms of filter smoke number (FSN) was carried out by means of an AVL 415S smoke meter, for the purpose of repeatability checks (a detailed description of the test rig used during this research activity can be found in ref 15).…”