Effect of advanced biofuels on WLTC emissions of a Euro 6 diesel vehicle with SCR under different climatic conditions

• Published in: International journal of engine research 2021-12, Vol.22 (12), p.3433-3446
• Main Authors: Calle-Asensio, A, Hernández, JJ, Rodríguez-Fernández, J, Lapuerta, M, Ramos, A, Barba, J
• Format: Article
• Language: English
• Subjects: Ammonia; Biodiesel fuels; Biofuels; Cetane number; Diesel fuels; Esterification; Exhaust gases; Exhaust pipes; Fatty acids; Gas temperature; Low speed; Nitrogen dioxide; Nitrogen oxides; Oxygen content; Palm oil; Spontaneous combustion; Vegetable oils
• ISSN: 1468-0874; 2041-3149
• DOI: 10.1177/14680874211001256

Hydrotreated vegetable oil (HVO), a glycerol-derived biofuel (blended with diesel fuel at 20% v/v, Mo·bio®) and biodiesel produced through the esterification of residual free fatty acids from the palm oil industry (pure and blended with diesel fuel at 20% v/v), all of them considered as advanced biofuels as defined in the Directive EU/2018/2001, were tested in a Euro 6 diesel vehicle equipped with ammonia-SCR. Tests were carried out in a chassis dyno at warm (24°C) and cold (−7°C) ambient conditions following the Worldwide harmonized Light-duty vehicles Test Cycle (WLTC). The efficiency of the SCR when changing the fuel was also analysed. Regarding vehicle performance, fuel properties were mainly relevant at warm conditions. Because of the lower EGR rate, NOx emissions upstream of the SCR were higher at cold temperature, mainly during the low and the extra-high speed phases of the WLTC. CO and THC emissions were only important at the beginning of the cycle and at −7°C. HVO presented advantages regarding these compounds, while the worse cloud point of biodiesel led to higher emissions. As expected, engine-out NOx emissions were very sensitive to the EGR rate, HVO showing a slightly better behaviour because of its high cetane number. The SCR efficiency was mainly affected by the exhaust gas temperature, although fuel-derived effects were also significant. In fact, a more appropriate NO2/NOx ratio at the catalyst inlet for HVO and a higher hydrocarbon concentration at the low-speed phase for B20 contributed to a lower tail-pipe NOx emissions at −7°C. The oxygen content of biodiesel-based fuels (B100 and B20) led to lower particle number with respect to diesel fuel. Despite its nil aromatic content, the higher EGR rate and the extremely superior autoignition trend of HVO led to higher particle number under high engine load and warm conditions.