1. Introduction
Diesel engines are robust, powerful and efficient enough, therefore they are widely used in trucks, off-road vehicles, farming machineries, electricity generation plants and so on. More and more diesel engines are put into use which consumed a great quantity of diesel fuel. For example, as showed in
Figure 1, in 2017 in China, about 180 million tons of diesel fuel had been consumed [
1]. As it is known, diesel engine heterogeneous combustion occurred within its cylinders results in higher NO
x and PM emissions [
2,
3]. The statistic data of the regulated pollutants of CO, HC, NO
x and PM of vehicles are showed in
Figure 2, which is cited from China Vehicle Environmental Management Annual Report (2018) [
4]. It can be seen that diesel vehicles contribute almost 100% PM and 68.3% NO
x emissions of vehicles. To give a direct impression about the share rate, for example in Beijing, the vehicles contribute about 45% of total air PM 2.5 pollution.
Biodiesel was thought to be CO2 neutral and sustainable. With attention to the reduction of PM 2.5 and the greenhouse effect gas CO2, it drew great research interests and efforts in the past decade and got a rising market world widely. Therefore, China is so confident to carry out biodiesel application programs to control the emission from diesel vehicles following the world trend and to cease the pressure of petroleum importation as well.
The biodiesel market entered a booming period since 2006 and reached a key milestone in 2011 to follow the United Nations Framework Convention on Climate Change in the world, which is showed in
Figure 3.
Figure 3 also shows a similar development trend of biodiesel in the US, EU and China [
5,
6,
7]. In the US, 2016 market was a record high of 2.8 billion gallons according to EPA figures showed in
Figure 4. In Europe Union, driven by the Renewable Energy Directive, biodiesel should be 10% till 2020. The produced and imported quantity of biodiesel in 2017 was 14 million tons according to
Figure 5. It was about 10% of biodiesel in transport diesel approximately. In China, promoted by China the 12th and 13th Five-Year Plan for Renewable Energy Development [
8,
9]. Biodiesel Industry Development Policy [
10], it can be seen from
Figure 6 that the development of the domestic biodiesel market has truly entered a booming period after 2013. In 2017, China biodiesel production is about 1.1 million tons. Even if 5% biodiesel is added to the petrodiesel, the market will be at least 9 million tons accordingly. There is a vast market space for the development of biodiesel. So, it is important to carry out studies of biodiesel for its application in engines, especially in China.
A number of studies have examined the emission impacts of biodiesel [
5,
11,
12,
13,
14,
15,
16,
17]. The commonly accepted results are showed in
Figure 4 from a US DOE report [
18]. It can be seen that more biodiesel means better reduction of CO, HC and PM of the engine, however, biodiesel was mostly used with petrodiesel in a lower proportion due to the fuel properties of density, viscosity, oxidation stability, et al., and their complex effects on the fuel spray atomization, evaporation and combustion. In practice, most countries allow 5% or less than 10% blending with petrodiesel. For example in the quality of European diesel fuels, it is specified by the EN 590 standard, FAME content is 7% as regulated by Directive 2009/30/EC [
19].
There are several advantages and disadvantages for the application of biodiesel as engine fuel [
5,
11,
12,
13,
14,
15,
16,
17,
20]. They are summarized as below.
It is renewable, safe and biodegradable. Biodiesel can be made from vegetable oils, animal fats, or recycled restaurant greases (waste cooking oils). Both the original materials and the product of biodiesel are safe and can be degraded naturally.
It can reduce greenhouse gas emissions. A life cycle analysis of biodiesel showed that overall CO2 emissions were reduced by 78% compared with petrodiesel fuel, which will contribute to domestic and international targets of greenhouse gas reductions.
It has a similar cetane number as compared to petrodiesel, so it can be used alone, or blended with petrodiesel in any proportions.
It is an oxygenated fuel without sulfur content, which can promote engine combustion and reduce emissions of HC, CO and PM, which helps to reduce the environmental pollution.
It has better lubricity, and unsaturated esters possess a slight advantage. So, there is no need to reconsider the lubricity of the engine fuel injection system when biodiesel is applied.
It is a mix of mono-alkyl esters of long chain fatty acids. It has a higher cloud and pour point (CP and PP) temperatures, density, and kinematic viscosity as well as the acid value compared to diesel, affecting the utility of the fuel, especially in cold conditions.
The calorific value of biodiesel is about 37.27 MJ/kg. There is 9% lower than regular petrodiesel. Fuel injection systems measure fuel by volume, and thus, engine output power may be affected under high ratio or pure application conditions.
It comprises of saturated and unsaturated esters. Saturated fatty esters are very stable, while unsaturated esters are likely to react with oxygen, therefore reduce oxidation stability.
And finally, because of its renewable feature, the use of biodiesel can reduce its dependence on foreign fossil fuels. Sustainable energy supply is necessary for the economic development of a country like China, whose petroleum depends much on import.
For the application of biodiesel, cetane number is the most concerned parameter. The CN of most conventional biodiesel are around 50, which meet the requirement of CI engine, especially under low fraction blending application [
21,
22,
23,
24,
25,
26]. However, the effects of reducing exhaust emissions are not so significant. There were studies showed that the improvement of CN may results in reduction of biodiesel engine emissions. Higher CN leads to lower NO
x, higher oxygen content decreases CO, HC, PM emissions [
27,
28,
29,
30]. So, instead of methanol, substances containing more oxygen should be adopted to increase CN and oxygen content for biodiesel.
Conventional biodiesel is prepared through transesterification of vegetable oils or fatty oils with methanol. There are only two oxygen atoms existing in biodiesel molecule, hence the oxygen content in conventional biodiesel is not high. Although the conventional biodiesel has high cetane number (about 50) as petrodiesel, it has not evident competition superiority [
21,
22,
23,
24,
26,
27,
31,
32]. The developed new model biodiesel is synthesized through transesterification reaction of vegetable oils and ethylene glycol ether derivatives. The ether group introduced into biodiesel molecule promotes its octane number and oxygen content to 70 and 17% approximately, which finally proves to have a better performance than conventional biodiesel in reducing engine emissions, especially smoke can be reduced 80% approximately.
This review is to summarize our researches about the new model biodiesels. Transesterification processes were simply described and proved to be the same as FAME. The synthesized biodiesel itself, its fuel properties, engine test equipment and engine performance were reviewed respectively, which proves our research activity is interesting and progressive.
4. Engine Test Results
Several kinds of biodiesel were developed in the past decade research activities. Except FAME, ethylene glycol monomethyl ether based biodiesels were focused. The effects on engine performance are digested and compared below. To know the full results, please refer to the corresponding references.
4.1. FAME
To compare with ethylene glycol monomethyl ether types of biodiesel, cottonseed oil methyl ester was prepared and used to study the combustion and exhaust emissions characteristics by 2102QB diesel engine.
When the engine fueled with this cottonseed oil FAME purely, its brake thermal efficiency improved to be 32.2% and 33.6% at the conditions of 70 N·m, 1400 r·min−1 and 2200 r·min−1, which are 29.6% and 30.0% for the petrodiesel operation, respectively.
Under 1400 r·min−1 constant speed operating conditions, the exhaust smoke reduced by 30.0–47.4%; CO emissions reduced by 20.0–33.3% at 1400 r·min−1; HC emissions decreased by 18.2–36.4%; and NOx emissions decreased by 3.2–16.6%, respectively.
Under 2200 r·min−1 constant speed operating conditions, the exhaust smoke reduced by 26.8–45.5%; CO emissions reduced by 33.3–50.0%; HC emissions decreased by 11.1–20.0% and NOx emissions decreased by 13.1–24.2%, respectively.
4.2. Ethylene Glycol Monomethyl Ether Based Biodiesel
There were 5 vegetable oils used to react with ethylene glycol monomethyl ether to produce new model biodiesels. They are rapeseed oil, soybean oil, peanut oil, palm oil and cottonseed oil. The produced biodiesel can be named as Ethylene Glycol Methyl Ether X-oil Monoester. They have the same formula as RCOOCH
2CH
2OCH
3, where the “R” means different chain alkyl, which are provided in
Table 1 (some). Their fuel properties can be checked in
Table 3.
- 1.
Ethylene Glycol Methyl Ether Rapeseed Oil Monoester [
33,
34].
The test engine was TY1100. Under the pure biodiesel operating conditions, the effects of biodiesel are as the following.
The combustion analyzed heat release rate shows that the ignition delay becomes 1.1 deg. CAshorter. Both the maximum heat release rate and peak cylinder pressure increase. The brake thermal efficiency was improved.
Under full load operating conditions, smoke reduces 43.5–78.2%, the reduction of CO is 8.7–50% and HC is 11.4–61.5%, while NOx a little increases.
- 2.
Ethylene Glycol Methyl Ether Soyate Oil Monoester [
38,
39].
The test engine was TY1100. The tests were conducted mainly at 2300 r·min−1 operating conditions. The engine ran on pure biodiesel of EGMMES and 50% biodiesel blended with petrodiesel by volume. The effects of biodiesel are as the following.
For pure biodiesel operating conditions, the consumption increases by 16.9% while the energy consumption decreases by 7.9%, and for biodiesel and petrodiesel mixture operating conditions, the consumption increases by 1.4%, while the energy consumption decreases by 3.2%, respectively.
For pure biodiesel operating conditions, smoke decreased from 54.7% to 85.7%, CO emission reduced up to 79.1% for the pure and 69.8% for its mixture operation. HC emission decreased by 61.6%. For biodiesel and petrodiesel 50% to 50% mixture operating conditions, smoke decreased from 46.5% to 83.3%, CO emission reduced up to 69.8%, HC emission decreased by 59.6%. Both fuels do not change NOx emission significantly.
- 3.
Ethylene Glycol Methyl Ether Peanut Oil Monoester [
32].
The test engine was TY 1100. The test fuels were petrodiesel, peanut oil monoester biodiesel and their mixture at a proportion of 1:1 by volume. Most tests conducted under 1400 r·min−1 and 2000 r·min−1. The results were as the following.
The peanut oil monoester has high cetane number, leading to a little earlier auto-ignition than diesel. An improved engine thermal efficiency was observed when the engine fueled with the biofuel due to certain amount of oxygen contained in the new biodiesel. The peak cylinder pressure, pressure rise rate and the calculated heat release rate have no noticeable change.
The exhaust smoke decreased by 25.0% to 75.0%, CO and HC emissions were lowered by the maximum of 50–70% and NOx emission remained in the same level.
- 4.
Ethylene Glycol Methyl Ether Palm Oil Monoester [
40,
41].
Smoke decreased by 69.0% to 89.3%. NOx decreased about 25% at high speed conditions while increased 15% at low speed high load conditions. HC and CO emissions increased much (maybe mismarked, they should be decreased.)
- 5.
Ethylene Glycol Methyl Ether Cottonseed Oil Monoester [
42].
EGMECOM has a comparative high cetane number and oxygen content, which are the prime factors that determine its NOx and smoke emissions, respectively.
EGMECOM, the combustion timing of engine is advanced, ignition delay is shortened, and the combustion is improved.
Compared to diesel fuel, a maximal reduction of the smoke, NOx, CO, and HC are 50.0%, 50.0%, 20.0%, and 55.6%, respectively.
For convenient review, the test conditions and maximal reduction rate of emissions when using different biodiesel is summarized in
Table 3. New model biodiesels are more significant than FAME in reducing smoke, HC and CO because of its higher CN and oxygen content. However new model biodiesels have a little influence in reducing NO
x except EGMEPOM (Palm) and EGMECOM. The different effects on engine emissions should be studied further.
4.3. Other Models of New Biodiesels
To study the effects of different biodiesel ether groups on engine combustion and emissions, different ether groups were selected and transesterified to biofatty acids, therefore, several kinds of biodiesels were prepared. Here listed are Ethylene Glycol Monoethyl Ether Soyate and Palm Oil Monoester, Ethylene Glycol propyl Ether Palm Oil Monoester, propylene glycol methyl ether palm oil monoester, diethylene glycol ethyl ether and triethylene glycol ethyl ether cottonseed oil Monoester were synthesized respectively. Their effects on engine combustion and emissions were digested below.
- 1.
Ethylene glycol ethyl ether Soyate oil monoester
Compared with petrodiesel operation, when ran on pure biodiesel or their mixture, the engine power output remained the same level, while fuel consumption increased to some extent. This was thought to be unit heat energy remained due to the same product of decrease of LHV and increase of density.
When pure biodiesel operating, engine smoke reduced by 59.8–83.3%, CO reduction rate was 47.7–76.7% and HC decreased by 48.9–64.7%, while NOx increased little. When 50% blending operation, engine exhaust smoke reduced 37.5–75%, CO reduced 13.9–55.8%, HC reduced 30.3–45.7%. NOx reduced 50%.
- 2.
Ethylene glycol ethyl ether palm oil monoester
The cylinder pressure analysis indicated that, the peak pressure reduced about 7% as well as the calculated heat release rate, while the ignition delay advanced 2.5 deg. CA. And engine brake thermal efficiency was improved for the fast combustion processes within the cylinder.
When diesel engine is fueled with this palm oil monoester, exhaust smoke reduced 36.5% to 60.0% when pure operation and 10% to 25% when the engine ran on the mixture of 25% blending with petrodiesel. Engine speed had a little effect on it. B100 made CO emission reduce 25% to 66%, HC reduce 44.4% to 55.6%, NOx reduce 17% to 32.2% according to the engine load and speed, respectively.
- 3.
Ethylene Glycol n-Propyl Ether Palm Oil Monoester [
45].
With an increase of EGPEPOM in the blends, the peak cylinder pressure decreased while the start of combustion advanced. Meanwhile, the BSFC and brake thermal efficiency increased because of the low LHV and high oxygen content.
Smoke reduction was not significant when B25 operating, while B100 fueled operation, smoke reduced by 50% approximately. CO reduced 33.2% for B25 and 66.6% for B100. HC were 11% for B25 and 27.1% for B100. NOx were reduced by 15.8% to 23.7% for B25 and B100 operating conditions.
- 4.
Propylene glycol methyl ether palm oil monoester [
44].
For the tested engine working under partial load mode, smoke emissions generally can be lessened by more than 50% and up to 75.0%. CO emissions can be reduced by 16.7% to 76.2%. HC emissions can be diminished relatively by12.5% to 67.7%. NOx emissions generally do not change.
- 5.
Highest smoke reduction was about 60% and 80% at low load condition, about 40% and 45% at high load condition when b24 and b100 fuel applied respectively.
HC and CO changed irregularly, but were at the same level. NOx reduced and affected with engine speed and load. High speed and load might result in significant 1/3 reduction in the test conditions.
The peak cylinder pressure decreased 1 or 2 bar, but combustion started earlier 2 or 3 deg. CA, the peak heat release rate moved forward and decreased, as a result the engine brake thermal efficiency changed a little high, correspondingly to the fuel ratios and operating conditions.
- 6.
The combustion of TGMECOM was quite like DGMECOM, ignition delay was shorter and heat release rate decreased. The engine brake thermal efficiency and BSFC increased a little.
Smoke reduction rate was as high as 54.6%, NOx reduced from 16.6% to 40%, CO reduced while HC increased all about 20% approximately.
The maximal reduction rate of emissions when using different biodiesel is summarized in
Table 4. New model biodiesels have more obvious effects than FAME on reducing smoke and HC on account of its higher CN and oxygen content. However new model biodiesels have a little influence in reducing NO
x and CO except EGEESOM and PGMEPOM. The different effects on engine emissions should be studied further.