Download
1 / 33
420 likes | 733 Views
The European Biodiesel Standard EN14214 Sao Paulo , 11th October 2005 G.F. (Barry) CAHILL Fuels Department, PSA PEUGEOT CITROËN. Outline. The Context of Biodiesel in Europe The Standardisation of Biodiesel in Europe The Situation of Brazilian Biodiesel Test Fuels Conclusions.
E N D
The European Biodiesel StandardEN14214Sao Paulo, 11th October 2005G.F. (Barry) CAHILLFuels Department, PSA PEUGEOT CITROËN
Outline The Context of Biodiesel in Europe The Standardisation of Biodiesel in Europe The Situation of Brazilian Biodiesel Test Fuels Conclusions
1. The Context of Biodiesel in EuropeThree major strategic axes • Mobility • Safety • Environment • Air quality • Global warming: CO2… • Sustainable resources
The Advantages of Biodiesel • Biodiesel brings significant advantages : • Environmental benefits : • Improves air quality by reducing exhaust gas emissions • Reduces WtW CO2 emissions and therefore global warming • Social and economic aspects : generating employment • France : 1000 jobs for 100 000 tonnes of biodiesel produced • Energy independency : • Helps to limit oil imports • Contributes to promote the use of sustainable resources • Technical application : • Good lubricity • Liquid fuel requiring no major modification of the engine/vehicle • PSA : over ten years of experience with biodiesel as a motor fuel
Gasoline engines Diesel engines Biofuels for automotive engines Ethanol / ETBE From Sugar beet, sugar cane, cereals… Ex-Cellulosis (R&D : Iogen in Canada) Ethyl esters From rapeseed, sunflower, soyabean, castor, palm oil Conventional or in-situ processes Methyl esters From rapeseed, sunflower… BtL Biomass -to –liquids : Fischer-Tropsch
Biodiesel in Europe • Pure vegetable oils are unsuitable for engines : • low stability, low cetane, high viscosity oxidation, deposits, fouling • Transesterification into an ester : properties closer to Diesel fuel 1 ton oil + 100 kg methanol 1 ton Methyl Ester + 100 kg glycerol • In Europe mostly produced from rapeseed oil (and sunflower) with methanol : • Rapeseed Methyl Ester (RME), Sunflower Methyl Ester (SME)… • Biodiesel must comply with fuel quality norms to fulfil engine requirements
Cas Europe : • Diesel EN590, 350ppm soufre + Biodiesel EN 14214, mélangé à 30% • Peugeot 406 + Moteur HDi • Cycle MVEG Cas Brésil : • Diesel Métropolitano, 2000ppm soufre + Ester Ethylique de Soja, mélangé à 30% • Citroën Xsara Picasso + Moteur HDi • Cycle MVEG 1 tonne of biodiesel saves up to 2.5 tonnes of CO2 (ADEME) • Performances are maintained while most emissions are reduced • contributing to reduce global warming and to improve air quality
European Biodiesel Markets • Pure biodiesel (tax-exempted) : • Limited applications in Germany, Austria, Sweden… • Adapting materials (elastomers) • Blended (with lower taxes) : • Without any modification of the vehicle fuel system • Up to 5% in Diesel fuel (B5) : available without any labelling at fuel service-stations • 30% biodiesel blended into Diesel fuel (B30) : • Pioneered by PSA Peugeot Citroën • Captive fleets in France, in Italy
European Legislation to promote the use of biofuels for transport • EU Directive 2003/30/EC of 8 May 2003 on volumes of sales Share of petrol and diesel sales for transport (reference values on the basis of energy content) • EU Directive 2003/96/EC of 27 October 2003 on taxation of energy products : authorizes lower taxes on biofuels • EU Common Agriculture Policy, 2003 : aid for land dedicated to biofuel production (45 euros/ha)
Limits to the rise in European biodiesel production • Available lands : • Motor fuel / food to reach the 2010 target (5.75%) • Solutions for greater biofuel supplies : • Higher productivity ? • New pathways : BtL (and ethanol from cellulosis) • Imports ?
Summary of European Situation • Biodiesel is a key contributor to sustainable development, an immediate solution to reduce GHG emissions. • Proven validity of biodiesel blends in Europe : • B5 blends authorized in public use without pump labeling • PSA Peugeot Citroën has over ten years of successful experience with cars running on blends of Diesel fuel with biodiesel (up to 30%) in Europe. • New developments, maybe B10. Abundant resources in Brazil for biodiesel …
2 The Standardisation of Biodiesel in Europe • During the 1990s it became clear that biodiesel would become a widely used fuel in Europe, so it became necessary to establish a pan-European biodiesel standard to allow its trouble-free use in all countries. • The European policies for energy independency and helping the farming community by using biodiesel fitted well with European need for more diesel fuel. • The EU Commission mandated CEN, the European Standards body, in 1997 to standardise biodiesel. • PSA PEUGEOT CITROËN, due to its long experience with this fuel, took the chairmanship of this activity.
Work on the biodiesel standard • Mandate for two levels: B100 pure methyl ester fuel, and a B5 grade for blending. • The standardising committee met between 1998 and 2000 to draft the standard • Priority given to the top grade B100 • Main experience came from German constructors, who already had a draft German standard • Principle was to protect engines from harm due to inadequate biodiesel quality, as constructors could not accept risk of huge warantee claims and the market would fail if the fuel quality was insufficient. • Biodiesel producers lacked understanding of the standardisation process and of the contrains of the Auto and Oil industries.
Features of the specification • There are many parameters in the specification! • The Auto Industry wanted a tight specification to ensure the security of the engines over their whole life, also to have support from injection equipment suppliers, so parameters closely defined. • The Oil Industry wanted a biodiesel product that did not cause risks in storage and distribution. • The biodiesel producers wanted an « easy » specification that permitted their product without constraints. • The EU Commission wanted a specification that would open the biodiesel market to all feedstocks.
Significance of the parameters • Ester content: a minimum is necessary to prevent cheating with illegal materials. Requested by Customs authorities. • Density: much higher than diesel fuel (825 – 840). This limits the amount that can be blended into diesel fuel and still remain in specification. • Viscosity: higher than diesel fuel at 40°C, and much higher at low temperatures. Concerns for fuel pump drive integrity. • Flash point: higher than diesel fuel (55°C) so safer and more economical to transport. • Sulfur content: usually lower than 10 ppm so consistent with best fuel requirements. • Carbon residue: linked to engine deposit formation. Same limit for biodiesel and diesel fuels.
Significance of the parameters (cont’d) • Cetane number: set at diesel fuel level of ≥51, generally not a problem for biodiesel. • Sulphated ash: biodiesel level twice that of diesel fuel. • Water content: 2.5 times more than diesel fuel, as biodiesel picks up atmospheric and distribution system water. Separation may be a problem at low temperatures, also injection corrosion. Levels can be low ex-plant (≤ 100 mg/kg). • Total contamination: same level for diesel and biodiesel, linked to injector fouling. May require revision for modern engines. • Copper corrosion & acid value: same limits as for diesel fuel. Linked to corrosion of the injection system.
Significance of the parameters (cont’d) • Stability: a primary characteristic for all concerned • Iodine Number: compromise level at 120, was originally 115 • Oxidation Stability: Rancimat test, developed for biodiesel • Linolenic Acid: Very low resistance to oxidation / polymerisation • Polyunsaturates: Prevents fish oil use. • Iodine Number: considered as a barrier to feedstocks other than rapeseed, but how to obtain adequate stability of biodiesel from other feedstocks? • Japanese auto industry considers that 6 hours at 110°C in the Rancimat test is insufficient for good biodiesel stability. How do we improve biodiesel stability?
Significance of the parameters (cont’d) • Methanol: residue from production, can attack materials in fuel system. • Glycerides / Glycerol: impurities of production. Fuel filter plugging and deposits in engine. • Rare earth metals / phosphorus: can disactivate the on-board catalysts. Phosphorus at 10mg/kg is much too high, requires revision.
Second grade biodiesel for blending • Work was not carried out on a lower grade for blending: • The Auto Industry could not agree to a lesser quality than that for B100 because of the risk of engine deterioration. • The Oil Industry did not want to handle and store different grades of biodiesel • The Biodiesel Producers did not want to produce different grades of biodiesel For these reasons, a single grade is used both as a whole fuel and as a blending component for all % blends.
3. The situation of Brazilian biodiesel test fuels(Soy ethyl ester) Engine test bench : Results on B30 • Reduction of smoke emissions at source • At full load : between -10 and -27% • Average reduction is -16%
Brazilian B30 Biofuel Tests • Torque and Power unchanged Test bench test:
Brazilian B30 Biodiesel fuel tests (Citroën Xsara Picasso, engine HDi) EMISSIONS:
Brazilian B30 Biodiesel tests • Citroën Xsara Picasso HDi (direct injection engine) • Peugeot 206 (indirect injection engine) • The objective is 160 000 km • 80 000 Km for each vehicle • Driving profile: 27.5% town / 45% road / 27.5% highway • Every 20 000 Km : mesurement of emissions (LACTEC, Curitiba) VEHICLE ENDURANCE TESTS
Brazilian B30 fuel tests VEHICLE ENDURANCE RESULTS: • NO ENGINE INCIDENTS • NO ENGINE FOULING • VEHICLE PERFORMANCE UNCHANGED • RELIABILITY AND DRIVING SENSATIONS CONSERVED • SUCCESSFUL EXPERIENCE
Conclusions • A European biodiesel specification EN 14214 has now been in de facto operation since 2000. • This specification is successful in the market both as a pure fuel for limited markets and as a blending component for general use. It protects engines from harm and ensures the vehicle users of a correct vehicle service life. • The Brazilian B30 test fuel gives similar satisfactory results on engine bench and passenger car endurance tests to those seen in Europe.
