Technology in IC Engines, Alternative Fuels and their
Impact on the Fuel Rating Industry
Where are we?
How did we get here?
Where are we going to?
JJ Bizub Dresser Waukesha
October 12th, 2010 9:00 AM Fuel Rating Symposium
Time for a pop quiz....how about some Trivia?
The first motor “car” was
invented when?
1
Over 200 Years Ago
2
Over 150 Years Ago
3
Over 100 Years Ago
The first motor “car” was
invented when?
1
Over 200 Years Ago: 1807 in Paris
The first motor “car” was fueled
by what?
?
What was the fuel used in this vehicle?
The very first “car” was propelled by an Internal
Combustion Engine which was fueled by ___________
(license Nr. 731, Paris 1807). The patent was issued in
1807 to a Swiss inventor, Francois Issac de Rivaz. In
1813 a prototype was built that supposedly traveled a
whopping 100 meters.
The first motor “car” was fueled
by what?
A:
Hydrogen
The very first “car” was propelled by an Internal
Combustion Engine which was fueled by HYDROGEN
(license Nr. 731, Paris 1807). The patent was issued in
1807 to a Swiss inventor, Francois Issac de Rivaz. In
1813 a prototype was built that supposedly traveled a
whopping 100 meters.
Francois Issac de Rivaz
\
* Photos courtesy of H2mobility.org
Francois Issac de Rivaz
\
* *Source**
World history of the Automobile
Author: Erik Eckermann
Nicephore Niepce: 1807
Coincidentally, also in 1807, Nicephore Niepce installed his “moss,
coal-dust and resin” fueled engine in a boat and powered up the
River Saone the same year. The engine device was called a
“Pyreolohore” which is a blend of words for “fire”, “wind” and
“produce”
The engine was fueled by a mixture of Lycopodium Powder (dried
Lycopodium moss), finely crushed coal dust, and resin.
* *Source**
Encyclopedia Britannica Online
As fas back as 1807, we already have
internal combustion engines that were
powered by Hydrogen Gas, and what we
can call an early version of a bio-blend fuel
which consisted of coal dust and a very
early “bio-fuel” mixture of moss.
Gasoline really didn't enter the picture until
around 1870.
Early IC Engines evolved without being
restricted to fuel choices!
Who were the first car
manufacturers in the world?
The first car manufacturers in the world were
French. Panhard & Levassor (1889) and Peugeot
(1891).
Rene Panhard and Emile Levassor were
woodworkers that teamed up to become the first
car manufacturers. Their first car was built in 1890
using a Daimler engine (which they licensed under
Edouard Sarazin who held the license rights for
France for the Daimler Engine.)
Innovation around the turn of the century sparked a huge
turning point and important milestone in the history of the
modern world. Ideas were being rapidly shared which
spawned advances in technology.
This is where we first get a glimpse of how intricately
connected engine design is with the fuels that power
them.
Early IC Engines: Otto vs. Diesel
Nicolaus Otto
Patented 1887
Patented 1892
Dr. Rudolph Diesel
Otto vs. Diesel: Different Engines, Different Fuels
Otto Engine
- Designed for petrol (gas vapor engine)
- Most common use today: Gasoline
Diesel Engine
- Originally Designed for pulverized coal
or coal dust
- Most common use today: Diesel Fuel
Gottlieb Daimler built on the Otto
concept and patented and produced one
of the earliest high speed petrol engines.
(1885).
- Pros: needed lower volatile fuel (safer)
and better efficiency (higher
compression ratio)
In 1890, DMG (Daimler Motoren
Gesellschaft) was formed and sold their
first automobile in 1892.
- Cons: difficult to manufacture injection
equipment like injection pumps and
nozzles in those early days
Diversification of Fuels, and Various Engine Designs
What was needed to continue this evolution of the IC Engine?
Diversification of Fuels, and Various Engine Designs
What was needed to continue this evolution of the IC Engine?
- Knowledge
Diversification of Fuels, and Various Engine Designs
What was needed to continue this evolution of the IC Engine?
- Knowledge of Interaction between Fuels and Engines
Diversification of Fuels, and Various Engine Designs
What was needed to continue this evolution of the IC Engine?
- Knowledge of Interaction between Fuels and Engines
- Measurement of Fuel Quality or Fuel Metric
Diversification of Fuels, and Various Engine Designs
What was needed to continue this evolution of the IC Engine?
- Knowledge of Interaction between Fuels and Engines
- Measurement or Fuel Metric
Octane Scale = Tendency to inhibit detonation
Cetane Scale = Tendency of a fuel to auto-ignite
Octane Scale and Standardized Measurement
- Normal Heptane = 0 Octane (C7H16 alkane)
- Iso-Octane (2,2,4 Tri-methyl pentane) highly branched isomer of C8H18
- TEL (tetra-ethyl lead)
- 1919 Charles Kettering and Thomas Midgly Jr. experiments to determine the effect of
different compounds and their effect on “engine knock” or engine detonation.
- 1926 Graham Edgar added different amounts of n-heptane and iso-octane to create the
octane scale.
- December 1928, first CFR Standardized Engine was designed and built in 45 days in
order to be ready for January 1929 SAE meeting.
CFR Engine landmark
Octane Scale and Standardized Measurement
Octane Scale and Standardized Measurement
Innovation in Engine Technology and Fuel
Characteristics are intricately connected!
Otto Engine
Gasoline
Innovation
Diesel Engine
Next Generation
IC Engine
?
Diesel
Innovation in IC Engines
Applied Combustion Knowledge
- Otto
- Carnot (Diesel)
Cycle
- Atkinson
- Miller
IC Engine
Design
Chamber
Design
- Hemispherical Chamber
- Pent Roof Piston
- Chamber Geometry
-Supercharging
Engine
Controls
-Turbo Charging
-Variable Valve Timing
-Direct Injection
-Cylinder Deactivation
Fuel Composition
Refinery Technology, Bio-derived fuels, Synthetic Fuels
Aromatics
Alkanes
Olefins
Fuel
Attributes
?
Ethanol
FAME
How have we evolved?
IC Engine Innovation
Engine Knowledge
IC Design Knowledge
Fuel Knowledge
Applied Knowledge
Fuel Chemistry
Where are we?
Current State of IC Engines
Product A
Product A
Product C
Where are we?
Current State of IC Engines
In order to fully understand where we are today, we need
to understand what factors are determining the paths that
innovation is leading us.
Product A
Product A
Product C
Where are we?
Current State of IC Engines
In order to fully understand where we are today, we need
to understand what factors are determining the paths that
innovation is leading us.
What is the BIG
Picture?
Product
A
Product A
Product C
The Big Picture
Product A
Product A
Product C
The Big Picture
1
Energy Demand and Energy Supply
Product A
2
Global Warming Concerns (GHG emissions)
Product A
3
Vehicle Efficiency and Options Forward
Product C
The Big Picture
Sources of Data Used:
- U.S. Department of Energy (DOE) Information Administration
- U.S. Department of Transportation, National Highway Traffic
Safety Administration (NHTSA)
- U.S. Environmental Protection Agency (EPA)
- International Energy Agency (Based in Paris, over 30 developed
countries, linked to OECD)
- National Petroleum Council (NPC.org)
- Private Energy Outlooks (Exxon Mobil etc.)
- Special Thanks to Dr. Albert Hochauser (32 years at ExxonMobil
Research and Engineering Company, active consultant,
participates in SAE, CRC, and API)
The Big Picture: Total Worldwide Energy
Demand (All Fuels)
1 Quadrillion BTU/yr = ½ million barrels per day
*Numbers estimated based on 2007 base cases
historic in 2007 was 1.7%/yr growth
Red line = 2.5%/yr
Blue line =1.4%/yr
The Big Picture: Total Worldwide Energy
Demand By Sector
Energy Demand Developed vs.
Developing Countries
Energy Demand Developed vs.
Developing Countries
The bottom line is that over the
next few decades there will be a
large shift in the energy demand
from the OECD countries to the
Non-OECD countries.
One Reason for this is Vehicle Growth is
directly tied to Economic Growth!
One Reason for this is Vehicle Growth is
directly tied to Economic Growth!
As economies grow = standard of living goes up = people buy cars!
Let's stay focused on US for now...US
demand for Transportation Fuels
Let's stay focused on US for now...US
demand for Transportation Fuels
As you can see the Light Duty Vehicles is where the
increase will likely occur.
Light Duty Vehicles is where much of the
focus for development of IC Engines has
been focused.
- Emissions Regulations
- MPG Regulations (EISA) (Efficiency
increases)
- Renewable Fuels Mandates (EISA)
Renewable Fuels EISA
(Energy Independence and Security Act of
2007)
- Challenge for “20 in 10”
Reduce gasoline consumption by 20% in 10 years.
- Over 50 test methods and/or fuel specifications and
at ASTM revised, created, or re-written to specifically
deal with “biofuels” in the marketplace
Ethanol
*Slide Courtesy of RFA
Ethanol
*Slide Courtesy of RFA
Ethanol
*Slide Courtesy of RFA
Ethanol: In Plain English
E10 Alone will not meet EISA Objectives
E15 will likely be needed as an interim step
Biodiesel is more challenging to implement than Ethanol in Gasoline
Baseline for Estimates in Efficiency
Improvements:
* Source NPC
* Source NPC
Fuel Chemistry, Alternative Fuels and their impact on
Engine Efficiency and Power
The Basics of Combustion:
The Basics of Combustion:
The Basics of Combustion:
Although CO2 emissions is something that is of great concern, one
must be aware that Carbon itself is a “special” molecule that has the
ability to have many different types of bonds that lead favorably
towards combustion.
The Basics of Combustion:
The Basics of Combustion:
Stoichiometry:
Stoichiometry:
Natural Gas is about 16.1 : 1
Typical Diesel fuel can vary, but since in a typical diesel engine,
load is controlled by fueling, this becomes less important than in
a SI (Spark Ignited Engine)
Why do we care about Stoichiometry?
Stoichiometry is the ideal mixture where all the fuel is consumed completely
and combustion performs most efficiently.
Stoichiometry is not equal to “best power” (this is typically much richer than
stoich)
Stoichiometry is not where max knock occurs (in most cases this is also much
richer than stoich)
Stoichiometry lends itself nicely to Spark Ignited Engines, where Three Way
Catalysts can be used and the air/fuel ratio can be “dithered” to maintain high
catalyst efficiency.
The point of this discussion is not to explain all the
mechanics and theory behind Spark Ignited
Engines.
The point is to illustrate that there is fundamental
science and “knowledge” behind advancing
technologies in these engines.
Technologies such as engine downsizing by turbocharging and supercharging, Variable Valve Timing
Control, and Direct Injection in SI engines have
evolved.
The knowledge of the engines is by far
surpassing that of the knowledge of the fuels.
So what do we know about the fuels?
Octane Number and Knock:
Octane Number and Knock:
TEL removed from US late 1970's
TEL removed from Europe mid 1980's
Manganese compounds sometimes used Africa and China
What else do we know about Gasoline type fuels?
What else do we know about Gasoline type fuels?
Product C
Product A
Product B
Product B
Product A
Product C
Advanced IC Engine in Production some of which have
special emphasis on Ethanol blended fuels:
Product A
Product B
Product A
Product C
Advanced IC Engine in Production:
EcoBoost
Product A
Product B
Product A
Product C
* Source Ford
Advanced IC Engine in Production:
EcoBoost
Product A
Product B
Product A
Product C
** Source Ford.com
* Source Ford
Similarly, in Compression Ignition Engines (Diesel
Engines) Technology is also out pacing the knowledge
of the fuels.
Significant enhancements in the control of combustion
have been made in both SI and CI engines due to
technology enabled by “engine knowledge” and “applied
combustion technology”
What next?
Blending or Merging of IC Engine Technologies
Nicolaus Otto
Patented 1887
= Homogeneous Charge
Compression Ignition Engine
(HCCI)
Blending or Merging of IC Engine Technologies
HCCI
*Slides courtesy of David Foster
UW-Madison Wisconsin ERC
*Slides courtesy of David Foster
UW-Madison Wisconsin ERC
*Slides courtesy of David Foster
UW-Madison Wisconsin ERC
*Slides courtesy of David Foster
UW-Madison Wisconsin ERC
*Slides courtesy of David Foster
UW-Madison Wisconsin ERC
HCCI Study What was Accomplished?
- HCCI combustion was attainable at different
operating windows on different fuels
- The operating window was rather narrow, but was
able to operate at extreme high efficiencies as
compared to current “SI” and “CI” engines
- The engine had to be “tuned” differently to handle the
same operation when different fuels were used
- Not commercially viable (yet), but making substantial
progress!
Similarly, Dr. Kalghatgi of Shell Global Solutions has
also proposed:
papers.sae.org/2010-01-0607/
Based on this concept UW-Madison Wisconsin ERC
has achieved ~53% BTE using HCCI technology by
blending Gasoline and Diesel Fuel into the Combustion
Chamber:
If HCCI or PCCI benefits of high Brake Thermal Efficiency
(BTE) can be witnessed by running on high Cetane diesel
fuel, gasoline type fuels, and blends of gasoline and diesel
fuel....doesn't this tell us that understanding the fuels
themselves are the key to unlocking the hidden potential of
advanced internal combustion engine technology?
We have metrics for Octane (to resist detonation at the
end of the flame front propagation) and Cetane (to
determine the auto-ignition quality or ignition delay of the
fuels...but what about all the important intermediate steps
of combustion that happen during the transition from
ignition to full combustion?
Significant enhancements in the control of combustion have
been made in both SI and CI engines due to technology
enabled by “engine knowledge” and “applied combustion
technology”
SI and CI engines are merging together as Homogeneous
Compression Charge Ignition technologies are investigated
(HCCI)
The Role of Renewable Fuels will become more and more
prevalent throughout the next decades
Fuel Chemistries are changing, and the knowledge of the
engines are outpacing the knowledge of the fuels themselves.
Octane and Cetane are still very important metrics, perhaps
even more important now
Combustion Characteristics and Measurement need to be
enhanced to gain more knowledge!
What's being done:
At ASTM D02.01 Comprehensive studies will be taking
place to determine the precision of high ethanol fuels.
A dedicated E15 program is likely in the very near future.
Also, a dedicated precision study on high Cetane Fuels >
60 CN will also be taking place.
A dedicated study for precision on Octanes < 80 will also
be taking place.
As many of you know, ASTM D975 and D6751 have
undergone (and are undergoing) several ballots to realign
these specifications with fuels that exist in today's
marketplace. (This is an ever evolving task)
As a reminder, biofuels (particularly) biodiesel are still
somewhat in their infancy and are ever evolving
New Technology has been added to D2699 and D2700
with the newly available Digital Octane Panel
XCPTM
Dresser Waukesha will soon be introducing a new Digital
Octane Analyzer based on the XCPTM technology
This automated analyzer is being designed “out of the
box” as high ethanol friendly, and will be able to measure
everything including 100% ethanol and other alcohols
without the need to change jets
So what about Hydrogen????
So what about Hydrogen????
Hydrogen has some promising aspects as use
as a fuel in IC Engines.
So what about Hydrogen????
Hydrogen has some promising aspects as use
as a fuel in IC Engines.
However, it also has some REAL WORLD
Challenges that cannot be underestimated.
Hydrogen Benefits in IC Engines
* Source Christopher White University of New Hampshire
Sandia National Laboratories
You CAN achieve high performance with
Hydrogen!
* Source Christopher White University of New Hampshire
Sandia National Laboratories
Rate of Heat Release
* Source Christopher White University of New Hampshire
Sandia National Laboratories
H2 Energy Density
Now in Plain English....
H2 Energy Density
Not only on-vehicle storage....what
about infrastructure?
Hydrogen Challenges
- Infrastructure
We take for granted the fueling infrastructure that
exists for liquid fuels such as gasoline and diesel.
There is no near term solution for a hydrogen
infrastructure, so some scientists and engineers
have proposed “reformer on board” technologies
But now what?
We have an expensive reformer on the vehicle to
change our hydrocarbon fuels into only H2, but we
still have CO2 as a byproduct and need to deal with
it.
Is this really a viable option?
Aren't our hydrocarbon fuels already very precious
and efficient energy carriers???!!!
What about safety???
** Source Christopher White University of New Hampshire
Sandia National Laboratories
There is a lot of interest and scientific research
being applied to Hydrogen as an alternate fuel
source.
However, due to this fuel's unique challenges,
liquid hydrocarbons are likely to stay the main
choice for transportation vehicles using Internal
Combustion Engines for quite sometime. After all,
they are VERY efficient storage for energy.
Rapid charging electric vehicles are on the horizon,
but in the United States where we are a nation of
commuter drivers, IC Engines will be around for
quite sometime.
Thank you !
Q & A?
Acknowledgments
files.asme.org/ASMEORG/Communities/.../Landmarks/5519.pdf
slides 21-23
The Big Picture
Albert M. Hochhauser
Slides 32-41
Kevin Hoag (UW-Madison Wisconsin ERC)
Slides 52-76 and 81-91
Fuels and the Future for Internal Combustion Engines
Ford.com EcoBoost
slides 78 and 79
David Foster (UW-Madison Wisconsin ERC)
Slides 95-100 HCCI Studies
Rolf Reitz (UW-Madison Wisconsin ERC)
Slides 103 and 104
The Hydrogen-Fueled Internal Combustion Engine: A Technical
Review
C.M. White, R.R Steeper, A.E. Lutz
Slides 110-119
Various other sources as indicated in footnotes