Response of Oil Sands Derived Fuels in Diesel HCCI Operation Bruce G. Bunting senior staff scientist Fuels, Engines, and Emissions Research Center 2007 DOE DEER Conference Sponsored by DOE FCVT, Fuels Technology Program DOE team: Steve Goguen, Kevin Stork, Dennis Smith Managed by UT-Battelle for the Department of Energy
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Response of Oil Sands Derived Fuels in Diesel HCCI Operation · 2014-03-10 · Response of Oil Sands Derived Fuels in Diesel HCCI Operation ... A fuel produces ISFC and combustion
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Response of Oil Sands DerivedFuels in Diesel HCCI Operation
Bruce G. Bunting
senior staff scientist
Fuels, Engines, and Emissions Research Center
2007 DOE DEER Conference
Sponsored by DOE FCVT, Fuels Technology Program DOE team: Steve Goguen, Kevin Stork, Dennis Smith
Managed by UT-Battellefor the Department of Energy
Oil sands derived fuels: close to home, large supplycompatible with petroleum infrastructuresome chemistry differences
• OUTLINE OF TALK – 2006 vision – Advanced characterization – down to molecular level • how far do we need to go?
– HCCI engine – Fuel performance effects • different chemistry • new opportunities / potential problems?
– Conclusions – Future plans • (We are not done yet!)
2 Managed by UT-Battellefor the Department of Energy 2007 DOE DEER Conference
3 Managed by UT-Battelle
for the Department of Energy 2007 DOE DEER Conference
DEER 2006 vision
Ken Mitchell, Royal Dutch Shell
CO-INVESTIGATORS
Fuels
• Fuels have specifications – Cetane, octane, distillation, vapor pressure, flash point,
stability, etc. • And simple chemistry
– Sulfur, aromatics, olefins • And more chemistry • And are eventually mixtures of individual molecules
– How far do you need to go to control manufacturing and quality?
– How far do you need to go to understand and optimize?
4 Managed by UT-Battellefor the Department of Energy 2007 DOE DEER Conference
Oil sands fuels and refinery intermediates • Provided by Shell Canada (now Royal Dutch Shell) • 17 fuels and refinery intermediates derived from oil sands crude
– Both coker and hydrocracker upgrading – 33 to 55 cetane – 196 to 336 °C T50 – Diverse chemistry • 3 to 20% normal paraffins • 8 to 19% iso paraffins • 41 to 63% cyclo paraffins • 15 to 38% aromatics, • 0 to 2% olefins
• Majority treated to ultra low sulfur specs – good looking, good smelling – not your father’s oil sands fuels
5 Managed by UT-Battellefor the Department of Energy 2007 DOE DEER Conference
HC types, molecular weight, polarity M
OR
E PO
LAR
Æ
seco
ndar
y re
tent
ion
time,
sec
onds
4
439 by HC type, 2D GCMS
3
3.5
iso-p normal-p cyclo-p olefin aromatic
2.5
2
1.5 0 1000 2000 3000 4000 5000
primary retention time, seconds
Å C8 -- CARBON NUMBER -- C27 Æ
6000
6 Managed by UT-Battellefor the Department of Energy 2007 DOE DEER Conference
AROM
ATIC
S
CYCL
OPARA
FFIN
S
OLEFI
NS
PARA
FFIN
S
I
……
.E
VY
Variations on 2D-GCMS spectra
FUEL 606 FUEL 444 FUEL 530 FUEL 438 GOOD ISFC GOOD ISFC POOR ISFC POOR ISFC LOW CETANE MID CETANE HIGH CETANE LOW CETANE LOW T50 MID T50 MID T50 HIGH T50
LGH
A
POLAR
T
H
NON-POLAR 7 Managed by UT-Battelle
for the Department of Energy 2007 DOE DEER Conference
HCCI engine
• Defined here as fully premixed, dilute combustion with ignition initiated kinetically near top of compression stroke
• Advantages – Potential for more efficient combustion – Low NOx and low smoke – Simple platform for fuels research
• Same chemistry processes occur in low NOx LTC or PCCI engines, but more mixed up in time and space
8 Managed by UT-Battellefor the Department of Energy 2007 DOE DEER Conference
ORNL HCCI research engine MODIFIED PISTON WITH SPHERICAL
COMBUSTION BOWL
INTAKE AIR HEATER
ATOMIZING INJECTOR
ENGINE
BELT DRIVE
CONSTANT SPEED MOTORING DYNO
30 - 400 Intake Air Temperature (°C) 20Exhaust Valve Closing (CA deg) 499Exhaust Valve Opening (CA deg) 218Intake Valve Closing (CA deg) 710Intake Valve Opening (CA deg)
10.5:1 Compression Ratio 7.0Stroke (cm) 9.7Bore (cm)
517Engine Displacement (cc)
9 Managed by UT-Battellefor the Department of Energy 2007 DOE DEER Conference
HCCI engine behavior
• A fuel produces ISFC and combustion trade-offs as a function of combustion phasing
• A collection of fuel and engine characteristics determines where optimum occurs
• Hence, the fuel story also depends on the engine story
10 Managed by UT-Battellefor the Department of Energy
Power output and economy
150
160
170
180
190
200
210
220
230
240
250
355 360 365 370 375
MFB50, atdc
ISFC
, gm
/kw
-hr
2.5
3
3.5
4
4.5
5
IMEP
, bar
ISFC
IMEP
2007 DOE DEER Conference
Emissions
0
20
40
60
80
100
120
355 360 365 370 375
MFB50, atdc
NO
X pp
m
0
1000
2000
3000
4000
5000
6000
HC
and
CO
ppm
NOX
HC
CO
MFB50, deg.CA
ISFC
, gm
/kw
-hr
Oil sands fuels showed both enginespecific and fuel specific trends