Biofuels for Efficient Engines 2014 CRC Advanced Fuel and Engine Efficiency Workshop John J

Biofuels for Efficient Engines 2014 CRC Advanced Fuel and Engine Efficiency Workshop John J. Kasab and Jon Andersson 26 February 2014

www.ricardo.com © Ricardo plc 2014 Outline

• Introduction • Ethanol • Biodiesel • Conclusions • About Ricardo

Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 2 Introduction Alternative fuels as seen by 3 Key Automotive Inventors: Henry Ford, Charles Kettering (GM), and Harry Ricardo

Back in the Day… • All 3 anticipated depletion of petroleum reserves • All 3 expressed hope for a human destiny beyond fossil energy – Henry hoped alternative fuels would strengthen the rural economy – Charles hoped to save auto industry from oil shortages – Harry hoped to promote national energy security • All 3 ha d op in ions on e thano l as an an ti-knock additi ve • Over 90 years ago “Ricardo Discol racing spirit” was patented, an alcohol-blended fuel • The work continues today … questions include: – What is the ultimate fuel economy possible from downsizing? – Where is the “sweet spot” for fuel octane ?

Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 3 Technology Options for Low Carbon Vehicles There are many technical options to reduce fuel consumption &

CO2 emissions – all have challenges – no clear winners

Low carbon vehicles achieved through improved efficiency and/or low carbon fuels:

Reduce Carbon in Fuel Conventional Low Carbon Vehicle Vehicle Improved Vehicle Energy Efficiency

Low Loss Transmissions Next Gen ICE Combustion & Actuators + Heat Engine/ Hybrid Lightweighting Recovery

Downsized 2nd & 3rd Automated Combustion Generation Intelligent Engines Biofuels Control Battery Electric Hydrogen (Low Carbon Fuel Cells Electricity)

(Low Carbon H2) Plug-in Hybrid (LCbLow Carbon Natural Electricity) Gas/Biogas

Source: Ricardo analysis Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 4 Regulatory Framework Challenge or Opportunity…

163 g CO2/mi equivalent to 54.5 mpg fleet average

• Federal regulations governing light duty vehicle fleet fuel economy and greenhouse gas emissions were approved August 2012 – 54.5 mpg equivalent combined fleet average (62.0 for cars, 44.0 for trucks), assuming no off-cycle credits are used – 50% reduction in new vehicle fuel consumption from MY2011 to MY2025 • Vehicle electrification will be part of the solution, but the vast majority of vehicles sold in 2025 will still have 350 70 internal combustion 300 60 i) 54. 5 mpg g)

engines in them mm – Both "conventional" 250 50

powertrain and hybrids 200 40 Limit (g/ nomy (mpnomy ee 35. 5 mpg oo 150 30 27.3 mpg 100 Passenger Cars 20

Light Trucks Ec Fuel on Dioxid 50 Combined Cars & Trucks 10 bb Combined Fleet

Car 0 0 2011 2013 2015 2017 2019 2021 2023 2025 Model Year Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 5 Regulatory Framework Legislation under the Energy Independence and Security Act developed the Renewable Fuel Standard

60 Other Advanced Biofuel 55 Biomass-Based Diesel 50 Cellulosic Biofuel Advanced Biofuel 45 Renewable Biofuel 40 gal/yr)

9 35 00 30 proposed 25

20 Fuels Target (1 Fuels Target 15

0 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 • Almost all of the RFS is expected to be met with ethanol – ≈1 billion gallons per year from biodiesel • Current flex fuel vehicles do not take advantage of the positive properties of ethanol

Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 6 Outline

• Introduction • Ethanol • Biodiesel • Conclusions • About Ricardo

Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 7 Ethanol What is fuel octane number?

• Octane rating or octane number is a standard measure of the anti-knock properties of a motor or aviation fuel. – Higher octane number means the fuel can withstand more compression before detonating. – Pump octane numbers average the Research Octane Number (RON) and the Motor Octane Number (MON), which are measured by testing • Higher fuel octane number moves the knock limit further from normal operation – Allows fully stoichiometric operation at high speed and high load • Higher minimum fuel octane number will facilitate engine technologies such as – Direct injection – Turbocharging or similar boost systems – Higher compression ratios

110 RON

Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 8 Ethanol Pathways for SI engine developments for light duty vehicles: Progress from research to premium product to mass market

Mass Premium Research or production product demonstration

2-stroke/ PFI, NA 4-stroke PFI, DI, Boosted Boosted EGR

DI, DI, Boosted Boosted No enrichm't

DI, Boosted DI, NA Fuel-lean NA = naturally aspirated Atkinson PFI = port flow injection DI = direct injection EGR = exhaust gas recirculation Source: Ricardo Analysis Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 9 Ethanol Downsizing and Boosting: Synergy with Ethanol

• Downsize boosting strategy allows a smaller, optimized engine to be used in place of a larger naturally aspirated engine • Injecting fuel directly into the combustion chamber allows better cooling of the combustion chamber and allows higher compression ratios • Higher compression ratios allow improved fuel economy

• Higher octane fuels allow engines to run at higher compression ratios • A positive property of ethanol is its latent heat of vaporization

Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 10 Ethanol EBDI – Extreme Boosted Direct Injection Significantly improved SI fuel economy

20 • Using standard vehicle 18 Current Diesel transmission Current NA Gas 16 EBDI Gas – EBDI has diesel-like fuel EBDI E85 economy g) 14 pp – Higher over FTP75 12 • +26.5% vs. current SI 10 • +3.5% vs. current

economy (m 8 diesel 6 Fuel • Further improvements in 4 highway performance possible by optimizing gear 2 ratios 0 FTP75 US06 HFET Test Cycle Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 11 Ethanol EBDI – Extreme Boosted Direct Injection High performance capability

1000 700 Nm available across 3,600 rpm range Achieved diesel-like 900 performance: 800 • Low speed torque 700 600 • Broad torque curve 500 • High torque (900 N·m) que (Nm) que rr 400 EBDI E85 - Target To 300 6,000lb Gas Engine 200 8,500lb Diesel Engine 6,000lb Diesel Engine 100 0 0 1000 2000 3000 4000 5000 6000 Engine Speed (rpm) Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 12 Outline

• Introduction • Ethanol • Biodiesel • Conclusions • About Ricardo

Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 13 Biodiesel Long haul / heavy duty applications will require low carbon liquid fuels – light duty applications more suited to batteries

12 Gasoline, Diesel, State of the Art Li-ion Kerosene, battery for 500 mile Biomass to range 40 ton HGV Liquids 10 HVO (Biodiesel) would weigh 23 tons* FAME (Biodiesel) 8 Ethanol LNG incl. tank 6 Coal? Longgyy Distance/Heavy Duty Short Distance/Li gyght Duty Low Carbon Liquid Liquid Fuel / Battery Fuels Battery Hybrid Electric 4 Long distance/ heavy Use of both liquid fuel EV’s suited to short CNG (250 bar ) duty vehicles need and grid re-charged distance/li g ht duty including tank space/weight efficient battery offers more applications to 2 energy storage flexibility and utility minimise cost H2 (700 bar) including tank Technology/Cost Technology/Cost 0 Li-ion Batteries & Availability Innovations Energy Density (kW.hr/kg) Source: Ricardo research & US DoE* Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 14 Biodiesel Ricardo Biofuels Consortium

• The ‘Biofuels Consortium’ was established to bring together parties with mutual interests in biofuels and their interactions with internal combustion engines • Members were drawn from – Government – Oil industry – Biofuels industry – Automotive industry • Module 1 of the work – Studied the effect of first-generation, FAME-based biofuels on the performance and emissions of Euro 4 and Euro 6 light-duty diesel engines – Assessed ability of simulated closed-loop control strategies to mitigate effects of biofuels – Assessed the linearity effect of biodiesel blend fraction on regulated emissions

Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 15 Biodiesel Fuels and Fuel Matrices

Composite Experimental Design: • Tested as part of the fuels DoE Fuels and Calibration Variables – RF06 (European reference diesel fuel) – RME (rapeseed methyl ester) – PME (palm methyl ester) – SME (soy methyl ester) • Additional comparison of B30 fuels – JME (jatropha methyl ester) – HVO (hydrogenated vegetable oil) – Mixed B30 (RME10 + PME10 + SME10) • Linearity study by evaluation of three fuels from DoE matrix • Fuel blends: RF06 with 0%, 5%, – B0 [RF06] and 10% of RME, PME, and SME – B15 (5% each RME, PME, and SME) • Engine variables at each point in – B30 (10% each RME, PME, and SME) the matrix: {torque, speed, rail pressure, MAF, VNT, main timing, pilot timing}

• All fuels met Euro 4 limits on the baseline calibration • No neggpative fuel consumption or emissions effects were seen on B10 blends • FAME levels over 10% on the baseline calibration had mixed results – Fuel consumption penalties up to 3.5% – General increases in NOx and reductions in soot • Optimized calibrations improved fuel consumption for almost all fuel blends • Full load optimization showed scope for capping peak torque and power, reducing max fuelling and realizing BSFC benefits when several fuels showed superior performance to RF06 • Linearity effect observed with soot; possible with CO and HC; unlikely with NOx and flfuel consumpti on • No obvious negative effects of FAME & HVO on unregulated emissions, including GHG, following optimization

• Introduction • Ethanol • Biodiesel • Conclusions • About Ricardo

Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 18 Conclusions: Low-Carbon Vehicles require a combination of better efficiency and lower-carbon fuels

• Future fleet fuel economy targets in the U.S. will require significant changes in engine technology over the next 10–15 years • Improving vehicle energy efficiency is a significant part, e.g., using new technology in spark-ignited engines – Direct injection – Turbocharging or similar boost systems – Higher compression ratios • Future spark-igggnited engines will have a natural thirst for hi gher octane fuels

• For FAME biodiesel, closed-loop combustion control should help reduce fuel consumption penalties but further work needed to demonstrate benefits during cold start and fully transient operation

• Lower-carbon fuels will be an important part of meeting future GHG targets

Unclassified - Public Domain 26 February 2014 RD.14/42701.1 © Ricardo plc 2014 19 Please contact us with your follow-up questions

Ricardo US Inc. – Detroit Technical Campus Ricardo plc – Shoreham Technical Centre, 40000 Ricardo Drive Shoreham-by-Sea, West Sussex, BN43 5FG, UK Van Buren Township MI 48111 , USA

John J. Kasab, Ph.D., P.E. Jon Andersson Chief Engineer, Chemical Technology Manager, Chemistry and Aftertreatment

Direct Dial: +1 734 394 3951 Direct Dial: +44 (0)1273 794 477 Reception: +1 734 397 6666 Reception: +44 (0)1273 455 611 Fax: +1 734 397 6677 Fax: +44 (0)1273 464 124 Mobile: +1 734 272 6688 Mobile: +44 (0)7843 343 608 john.kasab @ ricardo . com jdjon.andersson@ ridicardo.com

www.ricardo.com www.ricardo.com

• Introduction • Ethanol • Biodiesel • Conclusions • About Ricardo

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