European Diesel Research Articles

Green diesel synthesis from palm fatty acid distillate using a nickel phosphide catalyst: Optimization by box behnken design

The persistent global energy crisis is propelling significant innovations, including the use of palm fatty acid distillate (PFAD) as a renewable resource for producing green diesel (GD). Therefore, this study aimed to intensify GD synthesis from PFAD by optimizing the process using a Response Surface Methodology-Box Behnken Design (RSM-BBD). Optimization was achieved with a nickel phosphide catalyst supported by natural zeolite through hydrodeoxygenation method. RSM-BBD was used to design the process, considering time (1−3 h), temperature (300–350 °C), catalyst concentration (5–15 %), and pressure (20–60 bar). The results showed that the optimum conditions consisted of 11 % catalyst concentration, 3 h of reaction time, 342 °C temperature, and 29 bar pressure, leading to a 96.35 % GD yield. All conversion parameters, except pressure, significantly influenced GD yield. The quality of the synthesized GD showed high quality and compliance with Indonesian as well as European diesel fuel standards.

Study Effect of Exhaust Gas Recirculation upon Emissions and Performance by Using European Diesel and Iraqi diesel

This study investigated the effect of exhaust gas re-circulation (EGR) on performance and exhaust emissions in a single-cylinder, air-cooled, and direct-injection diesel engine. The Iraqi diesel fuel (D100) and European diesel fuel (ED100) were utilized at different speeds from (2100 to 3300 in intervals of 300) using the recycling of exhaust gas by a ratio (0%, 5%, 10%, 15%, and 20%. The study showed that European diesel fuel positively impacts engine performance and emissions. Compared to Iraqi diesel fuel, European decreased diesel fuel the brake-specific fuel consumption by (10.96%), increased brake thermal efficiency by (8.67%), decreased exhaust gas temperature by (9.99%), and (NOX, UHC, and decreased (CO) emissions by (7.94%, 10.07%, and 36.98%) respectively. When using the EGR ratio, the highest percentage that can be used is (20%). If this percentage exceeds this, it will cause a flame loss because the recycled gases are inert. Furthermore, the results indicate that brake-specific fuel consumption increases by (15.395%) and brake thermal efficiency decreases by (13.44%) with increased EGR ratio. In contrast, exhausting gas temperature and NOX emissions decreases by (4.01% and 14.57%) respectively. Finaly, the UHC and CO emissions increased with the increase of EGR ratio.

Hydroprocessing mixed waste plastics to obtain clean transport fuel

Energy from synthetic plastic waste is still elusive as pyrolysis alone could not deliver an environmentally friendly fuel. Hydroprocessing of pyrolysis oil from post-consumer mixed plastics had been attempted earlier; however, demonstration of the performance of the processed fuel through analysis of its properties, composition and engine performance has not been reported yet. High-density polyethylene, Low-density polyethylene and polypropylene were the chosen feedstock for this study and they were individually pyrolyzed utilizing ZSM-5 catalyst. The produced pyrolysis oil of each feedstock was mixed in a 1:1:1 ratio and hydroprocessed utilizing Nb/SBA-16 catalyst at various hydroprocessing parameters. The process hydrogen pressure (70 bar), reaction temperature (350 °C) and reaction time (6 h) delivered a fuel that matched diesel. The physicochemical properties matched EN590 (European diesel standards), and the GC-MS study facilitated the comparative analysis of the fuel with diesel. The components n-alkanes, isoalkanes and aromatics of the produced fuel gave a competitive match with diesel (90%). The produced fuel was blended with diesel and trial-tested in a diesel engine. Analysis of the entire array of engine performance results demonstrated a match of 94% for combustion and 90% for emissions. Energy from waste plastics is viable when it satisfies the regulatory requirements, and the results of this study provide the possibility to pursue that path.

Calibration Method for the Determination of the FAME and HVO Contents in Fossil Diesel Blends Using NIR Spectroscopy

The European diesel fuel standard, EN590, allows a 7% (V/V) biodiesel (FAME) addition to automotive diesel fuel. The allowed addition of renewable diesel (HVO) to fossil diesel is not defined, as long as the properties of the fuel blend still meet the requirements of the standard. However, it is important to analyze the biofuels’ content in diesel fuel blends. In this article, a development procedure of a calibration method for quantification of the HVO and FAME contents in fossil diesel blends using near-infrared (NIR) spectroscopy is presented. The analytical range of quantification of biodiesel content is from 0 to 10% (V/V) and of renewable diesel content from 0 to 20% (V/V). The partial least squares (PLS) regression method for multivariable data analysis and construction of the calibration models were used to create the calibration method. The constructed PLS models obtained prediction results for all diesel fuel blends with root mean square error of prediction (RMSEP) values of 2.66% (V/V) for the HVO content quantification and 0.18% (V/V) for quantification of the FAME content. This article concludes that the calibration method is acceptable for laboratory applications in practice.

Green energy: Hydroprocessing waste polypropylene to produce transport fuel

The research aims to produce a viable transport fuel from post-consumer polypropylene plastic. The post-consumer plastic pollution mitigation efforts have found solutions through the circular economy; however, the challenges of the addition of additives in the recycling process are yet to be addressed. Combustion addresses the need for an effective end of life solution to post-consumer plastics, but the search for a clean fuel through pyrolysis still eludes. This study has identified the research gap in the combustion of plastics and produced a clean fuel from polypropylene which meets the environmental requirements. The present study was conducted by hydroprocessing post-consumer polypropylene pyrolysis oil using Nickel-Gold metal embedded on mordenite support as catalyst at 70 bar hydrogen pressure and reaction temperature of 350 °C. Past studies have shown that hydroprocessing of synthetic plastics in upgrading the plastic pyrolysis oil to a transport fuel is viable; however, hydroprocessing of polypropylene pyrolysis oil utilizing a bimetal supported catalyst and the validation of the produced fuel through its combustion and emission performance in compression ignition engines has not been explored yet, so far. The physicochemical properties of the hydroprocessed fuel were within the limits of the European diesel standards. Gas chromatography and mass spectrometry studies facilitated the chemical composition analysis of the produced fuel. The hydroprocessed fuel possessed a composition containing aromatics, n-alkanes, isoalkanes, and each component showed a 90% match with commercial diesel. Diesel engine trials were conducted for the produced fuel, and the engine combustion results showed a 90% match with diesel. The engine emissions showed an 85% match with diesel. The hydroprocess results of this study strengthen the need to upgrade plastic pyrolysis oil and enable the production of clean fuel from polypropylene plastic. Hydroprocessing delivers the much-needed solution in the protection of the environment from post-consumer plastic pollution.

Fuel Effects on Regulated and Unregulated Emissions from Three Light-Duty Euro 5 and Euro 6 Diesel Passenger Cars

<div class="section abstract"><div class="htmlview paragraph">Substantial advances in European road vehicle emissions have been achieved over the past 3 decades driven by strengthening revisions in emissions legislation and enabled by advances in fuel, vehicle engine and emissions control technologies. As both vehicle technology and emissions legislation in Europe continue to evolve, Concawe has conducted a study to examine the opportunities that fuels can provide to further reduce emissions from light-duty diesel passenger cars. Three European diesel cars spanning Euro 5, Euro 6b and Euro 6d-TEMP emissions certification levels have been tested over the cold-start WLTC (Worldwide harmonized Light-duty Test Cycle) with 6 fuels: an EN590-compliant B5 (petroleum diesel containing 5% biodiesel by volume), a bio-derived paraffinic diesel, a 50:50 blend of the aforementioned fuels, a low density petroleum-derived B5, a B30 and the same B30 additized with a high dose of cetane number improver. Results have shown that low density fuels with high hydrogen to carbon (H/C) ratio are capable of delivering benefits in tank-to-wheels CO<sub>2</sub> (carbon dioxide), CO (carbon monoxide), HC (hydrocarbons), other greenhouse gases and NO<sub>x</sub> (oxides of nitrogen), whereas no further benefits were measured in NH<sub>3</sub> (ammonia) or in PN (particle number) at the low baseline levels produced by the vehicles. Compared to B5, B30 gave a significant increase in NO<sub>x</sub> at the tailpipe from the Euro 5 car and engine-out from the Euro 6d-TEMP car but no tailpipe detriments in NOx were measurable in either of the Euro 6 cars, due to the good performance of their NOx aftertreatment devices. The latter results show that some fuel qualities previously important to control emissions such as PN or NOx have become less impactful with the latest engine technologies. The addition of cetane number improver to the B30 did not reduce NOx. The findings suggest that high H/C ratio diesel fuels could offer benefits to both emissions affecting local air quality and to greenhouse gas emissions on a tank-to-wheels basis. The addition of higher FAME (Fatty Acid Methyl Ester) levels to fuels can be used to increase renewable fuel contribution resulting in no penalty in NOx emissions from newer technology vehicles. Compatibility of these fuels with the existing vehicle fleet would require further specific consideration.</div></div>

Clean Energy from Plastic: Production of Hydroprocessed Waste Polypropylene Pyrolysis Oil Utilizing a Ni–Mo/Laponite Catalyst

This research demonstrates a process to convert polypropylene pyrolysis oil (PPO) into diesel. The hydroprocessing of PPO (HPPO-B) utilizing a Ni–Mo/Lap bimetal catalyst has been attempted in this study. Hydroprocessing of plastic pyrolysis oil had been attempted earlier, but the hydroprocessing of PPO utilizing a bimetal catalyst and the corresponding validation suites consisting of physicochemical tests, composition comparison with diesel, and diesel engine trials have not yet been reported. The physicochemical properties of the produced HPPO-B matched EN590 standard (European diesel standards) requirements. The hydroprocess conditions (70 bar and 350 °C) and the synthesized Ni–Mo/modified Lap catalyst have been responsible for producing n-alkanes, isoalkanes, and aromatics in proportions that gave a 95% match with diesel. Diesel engine combustion and emissions of HPPO-B matched those of diesel. HPPO-B provides the opportunity to utilize plastic solid waste (PSW) as a transport fuel. The results of HPPO-B inspire and encourage pursuance of the hydroprocess path for protecting the environment from hazardous plastic solid waste (PSW).

On-road detection of trucks with high NOx emissions from a patrol vehicle with on-board FTIR analyzer

Technological advances in heavy-duty vehicle engines, allowing them to reach NOx emissions comparable to European diesel passenger cars per km driven, are being compromised by aftermarket defeat devices such as selective catalytic reduction (SCR) emulators, many of which can be quickly deactivated by the driver. In a pilot study, the prevalence of trucks with excess NOx emissions on Czech motorways was evaluated using an ordinary Customs Administration patrol vehicle temporarily fitted with a portable fast-response Fourier Transform Infra Red (FTIR) analyzer, acting as an impromptu chase vehicle. The Euro emissions category of the truck was provided from the motorway toll collection transponders. A total of 222 unique trucks were measured during a one-week pilot project. Of these, 66% were Euro VI, 25% were Euro V, and 9% were older categories. NO/CO2 ratios were calculated as a ratio of numerical integrals of the peaks of measured concentrations, as a ratio of maximum measured concentrations, and by linear regression, with the regression approach yielding most realistic results and mean calculated error of 0.2 g/kWh NO. At assumed 85% NO in NOx and 634 g/kWh mean CO2 emissions, the mean emissions of the cleanest 83% of Euro V and cleanest 63% of Euro VI trucks were within the corresponding NOx limit (2 g/kWh for Euro V, 0.46 g/kWh for Euro VI) multiplied by a factor of 1.5. Providing for some allowance for legitimate occurrences of high NOx emissions, about 10–15% of Euro V and about 10–25% of Euro VI trucks are believed to be excess emitters, with no SCR functionality on about 10–15% of Euro VI trucks. The portable FTIR, temporarily mounted on a law enforcement vehicle, can be readily used as a screening tool, identifying vehicles to be stopped for additional inspection, but also during roadside emissions inspections.

How the diesel engine became a “dirty” actant: Compression ignitions and actor networks of blame

The current article uses insights from actor network theory (ANT) to analyze and explain how the current situation regarding European diesel engines in passenger vehicles has become a locked-in affair of blame and technological stigma. Beginning with the development of EU emission standards in the early 1990s and culminating in the diesel scandal that came to light in September 2015, we reconstruct this process by describing the emergence of a translational blame game involving policy makers, carmakers, and environmental protection associations in Germany and beyond. We argue that it was the performative enactment of the blame game that has given the diesel compression-ignition engine a certain identity and, by so doing, turned it into a concrete actant. Although there may be different problem framings and interpretations, they ultimately became united in a single narrative that reconciles differences and avoids multiplicity by portraying the diesel engine as the “dirty” villain in the struggle for clean mobility. Thus, the diesel engine is now considered a technology of the past. We argue that it was the unique constellation of the actor networks involved that framed diesel engines in such a way that there are hardly any advocates of the engine left: the diesel engine as actant has ended up being a source of health-related hazards and therefore needs to be phased out.

Combustion and emission analysis of hydrogenated waste polypropylene pyrolysis oil blended with diesel

Petroleum-based plastic pyrolysis oil contains unsaturated compounds, and the presence of these compounds makes the produced fuel unsuitable for combustion in diesel engines. Hydrogenation of pyrolysis oil is performed to convert unsaturated compounds to saturated compounds. Past studies have shown that hydrogenation of petroleum-based plastic pyrolysis oil is viable; however, its combustion and emissions analysis in diesel engines has not yet been reported. In this study, we investigated the combustion, performance, and emissions of hydrogenated polypropylene pyrolysis oil (HPPO) blended with diesel. Polypropylene (PP) was converted to pyrolysis oil using ZSM-5 as the catalyst. The hydrogenation of polypropylene pyrolysis oil (PPO) was conducted at pressure of 70 bar, and the reaction temperature was maintained at 350 °C. Ni metal impregnated on the ZSM-5 base support was used as the catalyst of choice. The produced HPPO possessed physicochemical properties that match the EN590 standards(European diesel fuel standards). Gas chromatography-mass spectrometry (GC–MS) studies of PPO and HPPO showed the effectiveness of hydrogenation for the complete conversion of alkenes to alkanes, and hydrocracking resulted in cracking higher carbon number alkanes to lower values. HPPO was blended with diesel in ratios of 10 wt.%, 20 wt.%, 30 wt.%, and 40 wt.%. The diesel engine performance results for the blended fuel showed combustion, performance, and emissions on par with pure diesel fuel for blending ratios up to 20 wt.%. As is known, plastic solid waste (PSW) materials pose serious hazards to the environment. Our HPPO physicochemical properties matched the EN590 standards for diesel fuel. The combustion of HPPO in diesel engines can provide an option for environmentally cleaner disposal of PSW.

Potential of renewable fuel to reduce diesel exhaust particle emissions

The use of fossil fuels in traffic is a significant source of air pollutants and greenhouse gases in rapidly growing and densely populated cities. Diesel exhaust emissions including particle number concentration and size distribution along with the particles’ chemical composition and NOx were investigated from a Euro 4 passenger car with a comprehensive set of high time-resolution instruments. The emissions were compared with three fuel standards – European diesel (EN590), Indian diesel (BS IV) and Finnish renewable diesel (Neste MY) – over the New European Driving Cycle (NEDC) and the Worldwide harmonized Light vehicles Test Cycle (WLTC). Fuel properties and driving conditions strongly affected exhaust emissions. The exhaust particulate mass emissions for all fuels consisted of BC (81–88%) with some contribution from organics (11–18%) and sulfate (0–3%). As aromatic-free fuel, the MY diesel produced around 20% lower black carbon (BC) emissions compared to the EN590 and 29–40% lower compared to the BS IV. High volatile nanoparticle concentrations at high WLTC speed conditions were observed with the BS IV and EN590 diesel, but not with the sulfur-free MY diesel. These nanoparticles were linked to sulfur-driven nucleation of new particles in cooling dilution of the exhaust. For all the fuels non-volatile nanoparticles in sub-10 nm particle sizes were observed during engine braking, and they were most likely formed from lubricant-oil-originated compounds. With all the fuels, the measured particulate and NOx emissions were significantly higher during the WLTC cycle compared to the NEDC cycle. This study demonstrated that renewable diesel fuels enable mitigations of particulate and climate-warming BC emissions of traffic, and will simultaneously help tackle urban air quality problems.

CO2-equivalent emissions from European passenger vehicles in the years 1995–2015 based on real-world use: Assessing the climate benefit of the European “diesel boom”

A comprehensive overview is provided evaluating direct real-world CO2 emissions of both diesel and petrol cars newly registered in Europe between 1995 and 2015. Before 2011, European diesel cars emitted less CO2 per kilometre than petrol cars, but since then there is no appreciable difference in per-km CO2 emissions between diesel and petrol cars. Real-world CO2 emissions of diesel cars have not declined appreciably since 2001, while the CO2 emissions of petrol cars have been stagnant since 2012. When adding black carbon related CO2-equivalents, such as from diesel cars without particulate filters, diesel cars were discovered to have had much higher climate relevant emissions until the year 2001 when compared to petrol cars. From 2001 to 2015 CO2-equivalent emissions from new diesel cars and petrol cars were hardly distinguishable. Lifetime use phase CO2-equivalent emissions of all European passenger vehicles were modelled for 1995–2015 based on three scenarios: the historic case, another scenario freezing percentages of diesel cars at the low levels from the early 1990s (thus avoiding the observed “boom” in new diesel registrations), and an advanced mitigation scenario based on high proportions of petrol hybrid cars and cars burning gaseous fuels. The difference in CO2-equivalent emissions between the historical case and the scenario avoiding the diesel car boom is only 0.4%. The advanced mitigation scenario would have been able to achieve a 3.4% reduction in total CO2-equivalent emissions over the same time frame. The European diesel car boom appears to have been ineffective at reducing climate-warming emissions from the European transport sector.

Fuel taxation, emissions policy, and competitive advantage in the diffusion of European diesel automobiles

AbstractEconomic integration agreements have significantly decreased import tariffs. We investigate whether national policies can be an effective replacement for tariffs to protect domestic industry. We show that (a) European fuel taxes and vehicle emissions policy favored diesel vehicles, a technology popular with European consumers but largely offered only by domestic automakers; (b) European automakers benefited from pro‐diesel fuel taxes and a lenient NOx emissions policy to earn significant profits from diesel cars; and (c) that both policies amounted to significant nontariff trade policies equivalent to an import tariff between two to three times the official rate.

Isolated car manufacturers? The political positions of the automotive industry on the real driving emissions regulation

The real driving emissions regulation will have several critical consequences for the European diesel market. The catalyst technologies needed to comply are costly, both for car manufacturers and for consumers, and are difficulty to implement in diesel small cars. However, the automotive firms are stakeholders in the political negotiations in the European Union. To tackle this apparent contradiction, we study the corporate stakeholders' positions on the real driving emissions regulation through the analysis of the hearings held at the European Parliament between 2016 and 2017. After describing the catalysts value chains and the European governance of the air pollutants standards, we highlight the differences between firms' representatives' positions through the lens of the dependence of actors to diesel market and embeddedness of the air pollutant regulations in the broader European policy. We conclude that stakeholders ask both for a tightening of standards and policies to support diesel or new energies engines markets. That leads to general considerations about the capture phenomenon in a theoretical meso-institutional framework.

Isolated car manufacturers? The political positions of the automotive industry on the real driving emissions regulation

The real driving emissions regulation will have several critical consequences for the European diesel market. The catalyst technologies needed to comply are costly, both for car manufacturers and for consumers, and are difficulty to implement in diesel small cars. However, the automotive firms are stakeholders in the political negotiations in the European Union. To tackle this apparent contradiction, we study the corporate stakeholders' positions on the real driving emissions regulation through the analysis of the hearings held at the European Parliament between 2016 and 2017. After describing the catalysts value chains and the European governance of the air pollutants standards, we highlight the differences between firms' representatives' positions through the lens of the dependence of actors to diesel market and embeddedness of the air pollutant regulations in the broader European policy. We conclude that stakeholders ask both for a tightening of standards and policies to support diesel or new energies engines markets. That leads to general considerations about the capture phenomenon in a theoretical meso-institutional framework.

Results for a Fuel Cell System Consisting of an SOFC Fed by an Adiabatic Pre-Reforming Fuel Processor With European Standard Road Diesel

Abstract In the near future, ships will need more efficient power generation technologies for auxiliary power supply than those used currently. In the project SchiffsIntegration BrennstoffZelle (SchIBZ), a fuel cell system is being developed to increase the electrical efficiency of on-board power supply systems. In order to avoid the limitation of hydrogen storage, the on-site fuel processing of hydrocarbons offered an opportunity for the hydrogen supply of fuel cell systems to be operated in remote locations. As fuel standard European road diesel was processed with the process of adiabatic pre-reforming, a steam-reforming derivate. A solid oxide fuel cell (SOFC) was coupled with this fuel processor and was fed with standard European diesel fuel. Two flexible test rigs were developed to test the fuel processor and the SOFC either combined or independently. During combined operation, the SOFC modules were fed with feedstock gas from the fuel processor, which ran on standard European diesel fuel. Combined operation of both test rigs at steady state was achieved for more than 1000 h. For the whole experimental runtime, the fuel processor delivered sufficient feedstock quality for the SOFC, and no significant voltage degradation (about 0.5 %) of the SOFC modules was observed over 1000 h of operation. This low value of degradation is known for the operation of SOFC with pure hydrogen and methane without impurities.

European diesel car manufacturers may be gaming emissions tests

European diesel car manufacturers may be gaming emissions tests

Surrogate Generation and Evaluation for Diesel Fuel

The correct representation of a fuel in terms of its physical and chemical properties and its combustion kinetics poses a challenge to modern engine development when state-of-the-art simulation technology is used. In this context, a promising approach is the use of surrogates that emulate the properties of real fuels, where the surrogates are made up of a significantly lower number of components than the original fuels. The goal of this paper is to present an algorithm that can be used to generate surrogates composed of real chemical components, as opposed to pseudo-components. The algorithm was developed by simultaneously fitting the true boiling point (TBP) curve, the liquid density at 15 °C, and the cetane number. To illustrate the algorithm, surrogates for four different fuels were generated: a commercially available European diesel and three research diesel proposed by the Fuels for Advanced Combustion Engines (FACE) CRC Research Group. Two of the resulting surrogates were produced on a lab scale and subjected to laboratory examination. For validation, the experimental data for these two surrogates were compared to those for the target fuels and to data generated by thermodynamic models on the basis of the compositions of the surrogates. Both the fitted properties and additional properties, which were not used for fitting, were compared to experimental properties, such as the ASTM D86 boiling curve, content of aromatics, flash point, heating value, cloud point, viscosity, and temperature dependency of the liquid-phase viscosity and density. We demonstrate that the proposed algorithm generates surrogates of approximately 10 real components, which show excellent agreement with the original target fuels.

Impact of Biodiesel Addition on Distillation Characteristics and Cetane Index of Diesel Fuels

AbstractThis paper examines the impact of biodiesel addition on density, viscosity, distillation profile, and cetane index of diesel fuels. Biodiesel has become an important component in the European diesel fuel market. Its addition to diesel alters the distillation profile, which in turn may impact on the cetane index; the latter remains an important parameter for the evaluation of ignition quality of diesel fuels, in combination with the cetane number. In this series of experiments, fifty diesel fuel samples were used (35 automotive diesel samples and 15 heating gasoil samples) as base fuels, to which sunflower oil biodiesel was added at a concentration of 5% volume in the fuel blend. The distillation profile, density, and kinematic viscosity were measured in all base fuels and blends, whereas the cetane indices were calculated from density and distillation measurements. As expected, the results showed increased density and kinematic viscosity due to the biodiesel addition, whereas the front end volatil...

Lubricant–related development trends of European truck diesel engines

In this paper a survey of European truck diesel engines with regard to their lubrication is given. The present situation is governed by legislation for heavy trucks, operational characteristics and by the layout of the present European heavy truck diesel engine, for instance, output, specific engine data, lubrication system and piston/liner assembly. Because of the importance of the piston/liner assembly a comparison to North American diesel engine layout is given as well. As far as they can be defined now, future trends for European diesel engines are also listed.