Presented by the National Biodiesel Board Biodiesel Technical Training Course BIO 3A: Biodiesel Engine and Fleet Performance
Sep 11, 2014
Presented by the
National Biodiesel Board
Biodiesel Technical Training Course
BIO 3A: Biodiesel Engine and Fleet Performance
Learning Objec-ves
• Provide access to industry experts for more detailed ques-ons and answers about biodiesel
• Introduce the Na-onal Biodiesel Board’s Diesel Technician Training program and the program resources to the audience
• Provide informa-on regarding engine performance and fleets using biodiesel and biodiesel blends across the US
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Learning Outcomes
• Be able to iden-fy which public and private fleets use biodiesel and why
• Be able to explain the key changes made to a fleet preventa-ve maintenance program when switching to biodiesel.
• Be able to properly diagnose and make recommenda-ons regarding biodiesel use and vehicle performance
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Key Resources
• Department of Energy (DOE)
• B100 & Blends
• Material Compatibility
• Engine Performance
• Diesel and Biodiesel Emissions
Fleet Management
Experiences
Fuel proper-es effects on Common Rail FIE
• Startability • Accurate SOI • Controlled HR
• Leakage control • Pressure control • Durability/Fatigue • Filter plugging
• Gumming, sticking • Deposits • Filter plugging • Corrosion / Wear
Specified Fuel properties: chemical, contamination, physical
Cetane # Density Aromatics & Volatility Sulfur Flash Pt
Hard Particle and ash contamination
Water contamination
Oxidation Stability Lubricity
Viscosity
Fatty Acid Methyl Esters
• Pressure control
• Quantity control
• Elastomeric compatibility • Cavitation
damage
• Corrosion • Acid oxidation • Catalyst poisoning • Smoke & Particulates
• Fire Hazard • Spill
Hazard • Spark
Hazard
• Wear • Scuffing • Seizure
• Gumming, sticking • Deposits • Filter plugging • Corrosion & Wear
• Rough running (misfire) • Corrosion • Wear
• Abrasive Wear • Filter plugging
OTC and Refiner Additives • Anticorrosion • Cetane improvers • Cold flow improvers • Lubricity improvers • Conductivity improvers
Refining process contaminants • Catalysts • Desulfurization agents • Cross contamination
Distribution and storage process contaminants • tank bottoms * pumps, pipes • microbial * corrosion • algae *varnish/sludge
Biodiesel Delivers Important Diesel Proper-es
• Auto-‐igni-on = Cetane Number over 50 • BTU Content = Similar to #1, less than #2 • Viscosity = Values in diesel fuel range • Cloud Point = Current biodiesel higher than #2 • Lubricity = Naturally high in lubricity • Sulfur = Naturally less than 15 ppm • Cleanliness = ASTM specs same as petrodiesel • Stability = Spec set for 6 month min. shelf life • Emissions significantly less for PM, HC, CO
Biodiesel and Engine Manufacturers
• A]er the first passage of ASTM D6751 in 2001, even though engine manufacturers voted posi-ve at ASTM most were not yet willing to put their name behind B20
• Na-onal Biodiesel Board set forth on intensive effort to work with OEM’s to address any issues and concerns
• B20 Fleet Evalua-on Team Formed: Interna'onal, John Deere, Na'onal Biodiesel Board, Na'onal Renewable Energy Lab, Parker – Racor, Siemens Diesel Systems, Stanadyne Corp, Volkswagen AG, Volvo Truck, Fleetguard, Bosch, Case New Holland, Caterpillar, Cummins, DaimlerChrysler, Delphi Diesel Systems, Department of Defense, Engine Manufacturers Associa'on, Ford Motor Co, General Motors
• Develop fact based informed posi-on on B20 • B20 Failure Mode and Effects Analysis (FMEA)
• Detailed iden-fica-on of everything that can go wrong when using B20 • Rank: Severity, Occurrence, Detec-on modes • Develop RIN: Risk Iden-fica-on Number • Develop plan to address high RIN areas
• Ensure the B20 blend meets proper-es for ASTM D 975, Standard Specifica-on for Diesel Fuel Oils or the ASTM specifica-on for B20 once it is approved.
• Ensure your B20 supplier provides a homogenous product. Avoid long term storage of B20 to prevent degrada-on. Biodiesel should be used within six months.
• Prior to transi-oning to B20, it is recommended that tanks be cleaned and free from sediment and water. Check for water and drain regularly if needed. Monitor for microbial growth and treat with biocides as recommended by the biocide manufacturer. See the NREL Biodiesel Storage and Handling Guidelines for further informa-on.
B20 FET - Technical Guidance and Recommendations
• Fuel filters on the vehicles and in the delivery system may need to be changed more frequently upon ini-al B20 use. Biodiesel and biodiesel blends have excellent cleaning proper-es. The use of B20 can dissolve sediments in the fuel system and result in the need to change filters more frequently when first using biodiesel un-l the whole system has been cleaned of the deposits le] by the petrodiesel.
• Be aware of B20’s cold weather proper-es and take appropriate precau-ons. When opera-ng in winter climates, use winter blended diesel fuel. If B20 is to be used in winter months, make sure the B20 cloud point is adequate for the geographical region and -me of year the fuel will be used.
B20 FET - Technical Guidance and Recommendations
• Perform regularly scheduled maintenance as dictated by the engine opera-on and maintenance manual. If using B20 in seasonal opera-ons where fuel is not used within 6 months, consider storage enhancing addi-ves or flushing with diesel fuel prior to storage.
• These recommenda-ons on use of B20 are preliminary and are not provided to extend or supplant warranty limita-on provided by an individual engine or equipment supplier. Use of B20 blends is solely at the discre-on and risk of the customer and any harm effect caused by the use of B20 are not the responsibility of the engine or equipment maker.
B20 FET - Technical Guidance and Recommendations
• Biodiesel is the pure, or 100 percent, biodiesel fuel. It is referred to as B100 or “neat” biodiesel.
• A biodiesel blend is pure biodiesel blended with petrodiesel. Biodiesel blends are referred to as BXX. The XX indicates the amount of biodiesel in the blend (i.e., a B20 blend is 20 percent by volume biodiesel and 80 percent by volume petrodiesel ).
• Ensure the biodiesel meets the ASTM specifica-on for pure biodiesel (ASTM D 6751) before blending with petrodiesel. Purchase biodiesel and biodiesel blends only from companies that have been registered under the BQ-‐9000 fuel quality program.
B20 FET - Technical Guidance and Recommendations
B20 Fleet Evalua-on Team NREL/NBB B20 Bus Fleet Evalua-on B20 Cummins 1000 hr. Durability Test US Postal Service, St. Louis Bus System Denver Regional Transit Bus System Las Vegas Valley Water District Clark County, NV School District Connec-cut DOT; Keene, NH; NC DOT; Cedar Rapids, IA Buses, etc. etc. etc.
Today’s Fleet examples
Cummins 1000 Hour Durability B20 Study
The objec-ve was to operate the engine for 1000 hr using B20 biodiesel fuel, and do a compara-ve analysis with engines that have operated under the same type of condi-ons using #2D diesel fuel.
hr
0 25 50 125 1000
Accelerated, high-load durability cycle
Test Engine
Cummins prototype 2007 ISL Six cylinder 8.9 liter Rated power of 330 BHP Peak torque of 1150 ]•lb at 1300 rpm Diesel Oxida-on Catalyst (DOC) Diesel Par-culate Filter (DPF) Post injec-on (in-‐cylinder) for ac-ve regenera-on Variable geometry turbocharger Exhaust gas recircula-on (EGR) with cooler Cummins fuel injec-on system
Test Cycles
Durability Tes-ng Accelerated High-‐load Transient cycle Varying load and speed Cycle repeated for 1000 hr
Emissions Tes-ng
Federal Test Procedure (FTP) One cold start transient FTP test Three hot start transient FTP test One SET Ramped Modal Cycle
High Idle Low Idle
Peak Torque
Peak Power
>70% of durability cycle at full load
Durability & Emission Results
Approximately 17,000 gallons of B20 biodiesel fuel was used during the durability test.
Test went well and was successful. There were no biodiesel related failures during the test, and no reported significant changes in performance of the engine.
Engine performance was essen-ally the same when tested at 125 & 1000 hr of accumulated durability opera-on.
Emission results indicate that THC, CO, and PM levels were not significantly different between the B20 and ULSD. ~The emission-‐grade B20 test resulted in ≈6% higher NOx (within expected range)
Fuel consump-on was observed to be ≈3% higher than the 2007 cer-fied ULSD test (within expected range).
Top of cylinder head No sludge deposits
Bottom of cylinder head Deposits comparable to #2D
Intake Valves Exhaust Valves
Results are typical for this type of test with #2D diesel fuel
Overhead Components
Power Transfer Components
Component Comments Crancksha] Gear Meets rebuild spec
Cam Gear Meets rebuild spec
Cam Bushing Meets rebuild spec
Fuel Pump Gear Meets rebuild spec
Crancksha] Meets rebuild spec
Lower & Upper Bearings
Normal wear
Connec-ng Rod Meets rebuild spec
Connec-ng Rod Bushing
Meets rebuild spec
During teardown, the crankshaft was found to be in very good condition, and results were comparable to #2D diesel fuel test.
Power Cylinder Components
Component Comments
Piston Normal light wear and deposits.
Cylinder Liners Normal light wear.
Top rings Normal uniform face wear. Top and booom side look typical.
Middle rings Normal face wear. Top and booom sides OK, and light carboning.
Oil rings Looked good. Very liole wear.
Crosshatch visible in all six cylinders.
Results comparable to #2D diesel fuel test.
Ring Grooves Anti-Thrust Side
Cylinder 1
Top Piston Piston Bowl Front
Cylinder 1
Minor staining
Cooling and Lube Components
Component Comments
Oil pump No issues
Oil cooler head No issues
Oil cooler cover No issues
Oil pressure regulator/bypass
No issues
Piston cooling nozzles
No problems due to B20.
Oil Pan Normal
Oil suc-on tube Gasket showed good imprint of seal
Turbo coolant/oil lines
Normal
There were no failures found on the cooling and lube components. The wear and deposits found on the parts were normal and consistent with findings found on parts that ran with #2 diesel fuel in similar tests.
Bottom (Oil) Piston Rings
Cylinder 1 Top Cylinder 6 Bottom
Air Handling Components
Component Comments
Exhaust Manifold No issues.
EGR Cooler No cracks, light coa-ng of soot on inlet and outlet tubes. No soot in inlet diffuser. Findings good overall.
EGR Valve Looked good. Normal soot accumula-on.
EGR gaskets, hoses, tubes, shield, moun-ng plate, crossover
No issues found due to running with B20.
Carbon deposit layer was generated on the passage and inside parts of the EGR valve, but thickness was very thin and condition was dry which is normal for this durability test.
A]ertreatment Components
Component Comments
Diesel Oxida-on Catalyst (DOC)
Looked good. No face plugging. Blockages found appeared like debris and substrate material. Debris was analyzed under Electron Dispersive Spectroscopy (EDS), and all debris found is expected in a typical DOC a]er 1000 hr of opera-on, whether fueled with ULSD or biodiesel.
Diesel Par-culate Filter (DPF)
Inlet face showed signs of ash build up, but similar to diesel fuel for this type of test. Outlet looked good with no signs of soot. No failure found.
Inlet and outlet sec-on
Looked good.
Gaskets Looked good.
Fuel System Pictures
Stage 1 Plunger Needle
No marks on needle surface or the edge.
Plunger Needle – Top View
Some slight staining.
Stage 2 Plunger Needle has some wear, but normal for this type of aggressive test.
Plunger Orifice not clogged with oil sludge or deposits
Fuel System Components
Rail and fuel lines Rail – No abnormal wear. End Fi?ng – No unusual wear. HP Fuel Lines – No visible structural deteriora-on or cracks observed.
Mechanical Dump Valve (MDV)
No unusual wear, deteriora-on or sludge buildup observed on plungers, plunger seats or orifice. 1) Stage One Plunger – No wear visible on the needle surface or the edge. Some slight staining seen on plunger base. 2) Stage Two Plunger – Some wear, but normal. Plunger orifice not clogged with oil sludge or deposits.
Injectors Injector performance test and photos indicate that the injectors were consistent with injectors that ran with #2D diesel fuel.
So] Lines No visible damage to any sec-on of the internal wall of the used fuel tubes indica-ng that the tubing liner material is resistant to the B20 temperatures and pressures during the engine performance test.
Overall There were no signs of severe or aggressive corrosion pirng damage on any of the surfaces.
Summary
A Cummins 2007 prototype 8.9 liter ISL diesel engine equipped with DOC, DPF, VGT, and EGR with cooler was operated successfully at SwRI using a high-‐load accelerated durability cycle for 1000 hr with a B20 blend of soy-‐based biodiesel and ULSD.
During the durability tes-ng, no biodiesel related failures occurred.
Engine performance was essen-ally the same when tested at 125 and 1000 hr of accumulated durability opera-on. Emissions measurements indicate the HC, CO, and PM were not significantly different between the B20 and ULSD tests, and NOx increased with B20 fuel. Fuel consump-on also increased with B20 fuel.
A thorough engine teardown evalua-on of the overhead, power transfer, cylinder, cooling, lube, air handling, gaskets, a]ertreatment, and fuel system parts was performed.
There were no failures found on the engine components that were directly aoributable to running biodiesel B20.
The wear and deposits found were normal and consistent with findings from parts that ran with #2 diesel fuel in similar tests.
Biodiesel Resources
www.biodiesel.org • Biodiesel Training Toolkit • News Releases & Informa-on Resources
• Technical Library, Spec Sheets & Videos • OEM Warranty Posi-ons on Biodiesel
• U.S. Diesel Vehicle List
www.BQ-‐9000.org • Lis-ng of BQ-‐9000 Cer-fied Companies
www.biotrucker.com • Lis-ng of BioTrucker retail sites
www.biodieselautomoNve.org • Dedicated to information exchange for biodiesel & diesel technicians
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Rachel Burton NBB Diesel Technician Training Program [email protected] Tel: 919-‐444-‐3495 Call NBB at 1-‐800-‐841-‐5849 Visit www.biodiesel.org