Seyed Hadavi

Effect of Multifunctional Fuel Additive Package on Fuel Injector Deposit, Combustion and Emissions using Pure Rape Seed Oil for a DI Diesel

This work investigates the effect of a multifunctional diesel fuel additive package used with RapeSeed Oil (RSO) as a fuel in a DI heavy duty diesel engine. The effects on fuel injectors’ cleanliness were assessed. The aim was to maintain combustion performance and preventing the deterioration of exhaust emissions associated with injector deposit build up. Two scenarios were investigated: the effect of deposit clean-up by a high dose of the additive package; and the effect of deposit prevention using a moderate dose of the additive package. Engine combustion performance and emissions were compared for each case against use of RSO without any additive. The engine used was a 6 cylinder, turbocharged, intercooled Perkins Phaser Engine, fitted with an oxidation catalyst and meeting the Euro II emissions limits. The tests were conducted under steady state conditions of 23kW and 47kW power output at an engine speed of 1500 rpm. The in-cylinder pressure, gaseous and particulate exhaust emissions were measured. The injectors were inspected using SEM (Scanning Electronic Microscopy). The results show that the use of the multifunctional fuel additive package reduces the ignition delay (ID), increases the premixed combustion duration (PCD) and improves the combustion stability. The multifunctional fuel additive package also reduced the deposit build up on the fuel injectors and prevented the deterioration of engine-out particulate, CO and hydrocarbon emissions

Determination of Carbon Footprint using LCA Method for Straight Used Cooking Oil as a Fuel in HGVs

In order to improve energy supply diversity and reduce carbon dioxide emissions, sustainable bio-fuels are strongly supported by EU and other governments in the world. While the feedstock of biofuels has caused a debate on the issue of sustainability, the used cooking oil (UCO) has become a preferred feedstock for biodiesel manufacturers. However, intensive energy consumption in the trans-esterification process during the UCO biodiesel production has significantly compromised the carbon reduction potentials and increased the cost of the UCO biodiesel. Moreover, the yield of biodiesel is only ∼90% and the remaining ∼10% feedstock is wasted as by-product glycerol. Direct use of UCO in diesel engines is a way to maximize its carbon saving potentials. This paper, as part of the EPID (Environmental and Performance Impact of Direct use of used cooking oil in 44 tonne trucks under real world driving conditions) project, presents the life cycle analysis of Straight UCO (SUCO) in terms of CO2 and energy consumption, compared with the UCO biodiesel and petroleum diesel. The UK carbon calculator developed by UK Department for Transport was used for the calculations. The results show that SUCO renewable fuel can reduce the WTW carbon footprint by 98% compared to diesel and by 52% compared to the UCO biodiesel.

Fuel Consumption and GHG Reductions by using Used Cooking Oil as a Fuel in a HGV under Real World Driving Conditions

Direct use of straight vegetable oil based biofuels in diesel engines without trans-esterification can deliver more carbon reductions compared to its counterpart biodiesel. However, the use of high blends of straight vegetable oils especially used cooking oil based fuels in diesel engines needs to ensure compatible fuel economy with PD (Petroleum Diesel) and satisfactory operational performance. There are two ways to use high blends of SVO (Straight Vegetable Oil) in diesel engines: fixed blending ratio feeding to the engine and variable blending ratio feeding to the engine. This paper employed the latter using an on-board blending system-Bioltec system, which is capable of heating the vegetable oils and feeding the engine with neat PD or different blends of vegetable oils depending on engine load and temperature. A used cooking oil derived SVO type of biofuel, the C2G Ultra Biofuel (C2G: Convert to Green), which is a fully renewable fuel made as a diesel replacement from processed used cooking oil, used directly in diesel engines specifically modified for this purpose, has been investigated in this research. A series of real world driving tests were conducted on a 44 ton articulated truck. A dual fuel tank containing both PD and the C2G Ultra Biofuel was installed. The engine was started with PD and then switched to C2G Ultra Biofuel gradually. The vehicle was tested on either neat PD or blended fuel mode with different load (empty or fully loaded trailer). The fuel consumption and tailpipe emissions were measured. This paper focused on the fuel consumption and GHG reductions. The fuel consumption was determined by volumetric, mass and energy per km travelled and per ton of GVW. The results show that the fuel consumption for neat PD and blends was at the similar level and has a good inverse linear correlation with GVW. The substitution ratio of PD by the C2G Ultra Biofuel is 86∼91% and 74∼81% for hot start and cold start trips respectively. The GHG reductions by the C2G Ultra Biofuel are 85∼89% and 73∼78% for hot start and cold start trips respectively.

Emissions from a HGV Using Used Cooking Oil as a Fuel under Real World Driving Conditions

To maximize CO2 reduction, refined straight used cooking oils were used as a fuel in Heavy Goods Vehicles (HGVs) in this research. The fuel is called C2G Ultra Biofuel (C2G: Convert to Green Ltd) and is a fully renewable fuel made as a diesel replacement from processed used cooking oil, used directly in diesel engines specifically modified for this purpose. This is part of a large demonstration project involving ten 44-tonne trucks using C2G Ultra Biofuel as a fuel to partially replace standard diesel fuels. A dual fuel tank containing both diesel and C2G Ultra Biofuel and an on-board fuel blending system-Bioltec system was installed on each vehicle, which is able to heat the C2G Ultra Biofuel and automatically determine the required blending ratio of diesel and C2G Ultra Biofuel according to fuel temperature and engine load. The engine was started with diesel and then switched to C2G Ultra Biofuel under appropriate conditions. Exhaust emissions were measured using PEMS (Portable Emission Measurement Systems) on one of the trucks under real world driving conditions. Comparisons of emissions between neat diesel mode and blended fuel mode were made. The results show that C2G Ultra Biofuel can reduce particulate matter (PM) and CO emissions significantly compared to the use of pure diesel.