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SAE TECHNICAL
PAPER SERIES 932801

The Effect of Methyl-Ester of Rapeseed

Oil on Combustion and Emissions
of DI Diesel Engines

Salvatore Alfuso, Maddalena Auriemma,

Giuseppe Police, and Maria Vittoria Prati
lstituto Motori C.N.R.

The Engineering Society Fuels and Lubricants

For Advancing Mobility Meeting and Exposition
Land Sea Air and Space ® Philadelphia, Pennsylvania
I N T E R N A T I O N A L October 18-21, 1993
400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (412)776-4841 Fax:(412)776-5760
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 Downloaded from SAE International by University of British Columbia, Monday, September 24, 2018
The Effect of Methyl-Ester of Rapeseed
Oil on Combustion and Emissions
of DI Diesel Engines
ABSTRACT
The exhaust emissions produced by the com-
bustion of methyl ester of rapeseed oil (biofuel)
have been compared with the ones obtained using a
commercial diesel fuel. The tests have been
carried out on a Direct Injection Turbocharged
(DITC) diesel engine according respectively to the
ECE 15, to a non standard STOP and GO test cycle
and to the European 13 MODE test procedure.
Similar engines running at the same injection timing
have been adopted in performing the transient and
the steady tests. PAH emissions have been
measured on transient cycles.
The effects of injection timing and of Exhaust
Gas Recirculation (EGR) on the emission in steady
state tests has been evaluated too. In particular an
exhaust oxydating catalyst has been employed in
presence of EGR.
The tests carried out indicate that, at the same
injection timing, methyl ester promotes a rise in NOx
emission, a decrease in HC and CO as well as a
strong reduction of smoke. Particulate matter pro-
duced by methyl ester in transient cycles is higher
than that obtained with diesel fuel. Anyway a general
trend to the PAH reduction has been recognized
Finally experiments have shown that NOx, HC
and CO emission of biofuel may be reduced, with low
effects on particulate, by the adoption of EGR in
presence of an exhaust oxydating catalyst.
INTRODUCTION
Several studies have shown that vegetable oils
can give performances comparable with those of
1
932801
Salvatore Alfuso, Maddalena Auriemma,
Giuseppe Police, and Maria Vittoria Prati
lstituto Motori C.N.R.
diesel fuels. However severe engine deposits,
injector coking and ring sticking have been detected
in long term usage (1,2).
Recently transesterification to form methyl, ethyl,
or buthyl ester has been used as a means to reduce
the long terms effects (10). In particular methyl esters
derive by the reaction between triglycerides and
methanol. The process gives generally an high purity
product with very small content of sulphur (up to 10-
20 ppm) and a cetane number that is very similar to
that of commercial fuels.
Because of the absence of sulphur in the prod-
uct and the presence of oxygen in their formula these
fuels are considered very promising to reduce pollut-
ants. Moreover it is quite interesting to observe that,
in a global balance, these fuels can limit the rise of
CO2 in the atmosphere because of their vegetal
origin.
The necessity of a drastic reduction of the pol-
lutant immission in urban areas justifies the interest
to evaluate the potential offered by alternative fuels,
such as natural gas or esterified vegetable oils.
In particular the actual ability of methyl esters to
reduce regulated or non regulated emissions gener-
ated by in service engines has not been fully clarified.
There is a general concordance on the fact that the
use of these fuels reduces carbon monoxide (CO),
unburned hydrocarbon (HC) and smoke opacity but,
at the same time, it causes larger emissions of oxides
of nitrogen (NOx) (3,4,5). On contrary the effects of
vegetable oils on particulate production have not
been well assessed.
A recent review on the argument (6) shows that
some authors, on comparing vegetable oils with
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commercial diesel fuels, claim a reduction of
particulate when vegetable oils are used (3,4,5) while,
someone shows the rise of it when biofuels are
employed (7).
Recently a contribution to the characterization of
the behaviour of methyl ester of rapeseed oil has
been given by the authors of this paper. It has been
shown that different trends may be obtained
depending on the test cycle adopted (11).
The present paper describes some of the results
of a research in progress at lstituto Motori of CNR.
The research aims to improve the characterization of
the emission potential of methyil ester of rapeseed oil
burning in direct Injection diesel engines.
TESTING CONDITIONS
Three sets of steady tests have been performed:
- The first one has been carried out on diesel fuel
and biofuel according to the European 13 Mode Test
Procedure (tab. 3) with the same dynamic injection
timing (about 12 degrees BTDC).
- The second one has been performed with both
fuels at 2200 rpm and full load in order to evaluate
the effect of injection timing on the trade-off Particu-
late - NOx .
- The third one has been carried out to verify the
effect of exhaust gas recirculation on emissions. In
this case the comparison of the fuels has been
carried out on a 4 mode test cycle composed by the
modes: two, three, six, eight. The experience showed
that this reduced test cycle gives global results that
are very close to that obtained with the complete one.

Tests has been carried out on steady conditions Mode Speed Load weigh. Fact.
and on transient ones using both methyl ester of 1 Idle 10 .083
rapeseed oil and a commercial diesel fuel. In tab.1 2 Int. 10 .080
the main properties of these fuels are compared: 3 Int. 25 .080
4 Int. 50 .080
5 Int. 75 .080
Diesel fuel Methyl Ester 6 Int. 100 .250
Density at 15o (Kg/m^3) 863.3 882.4 7 Idle 10 .083
Viscosity at 37.8o (mm^2/s) 2.8 4.57 8 Rated 100 .100
Flammability Limit (oC) 61 152 9 Rated 75 .02
Distillation IP (oC) 169 316 10 Rated 50 .02
10 (oC) 202 333 11 Rated 25 .02
50 (oC) 268 336 12 Rated 10 .02
90 (oC) 346 346 13 Idle 10 .083
FP (oC) 370 350
Losses % 0.5 0.5 Table 3 ECE R49 Test Modes
Sulphur % W 0.2 <0.002
Cetane Number 51.5 51.6
Heating. Value (KJ/Kg) 42279 37700 For the last tests the engine has been fitted with
Stoich. Air Fuel Ratio 14.5 11.2 an exhaust oxydating catalyst of commercial type.
Moreover an intercooler was used to rise the relative
Table 1 Fuel Inspection Data amount of the Soluble Organic Fraction in the par-
ticulate matter. Moreover a slightly lower dynamic
The steady tests and the transient ones has been injection timing has been selected (about 9 degrees
performed on similar direct injection diesel engines BTDC). Two different EGR values, about 4% and 9%
whose characteristics are shown in tab. 2. have been employed

Stroke 90 It must be remarked that, although the energy

Bore 90 content per unit volume of the fuels is different, the
Cylinder Number 4 identical torque at full load has been selected to
Injector Type 4/0.28/144 perform the 13-Mode and the 4 Mode test cycles.
Rated power and speed 67KW-3800 rpm
Particulate matter was measured with the aid of
Table 2 Engine characteristics a split tunnel using a dilution ratio of about nine.

2
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Therefore the specific emission of particulate has
been obtained by a weighted sum as well as in the
case of the gaseous ones.
The transient tests has been carried out, accord-
ing to the ECE 15 procedure (fig.1) and to a non
standard Stop and Go cycle. This cycle is obtained,
without cold start, by the repetition of the first part of
ECE 15. It represents quite well heavy traffic condi-
tions typical of several Italian countries.
Fig.1 ECE 15 Test Procedure
The reference vehicle was the light duty van
Turbodaily 35.10 that in mass production is fitted up
with the same model of engine tested on steady
state. During transient tests, for both fuels, it has
been selected the same dynamic injection timing
used for the l3 Mode test cycle (about 12 degrees
BTDC).
Each test has been repeated three times. 90%
confidence intervals have been calculated for
regulated exhaust emission while the 80% interval
has been introduced for non regulated one.
The comparison of regulated and unregulated
pollutants has been made on the same percent basis
according to a scheme of independent samples. The
results are reported as percent differences evaluated
with respect to the diesel fuel.
SAMPLING AND ANALITICAL PROCEDURE FOR
NON REGULATED EMISSIONS
For the ECE 15 test cycles and the STOP and
GO ones regulated emissions has been measured.
3
To analyse Polycyclic Aromatic Hydrocarbons (PAH)
a sample of diluted exhaust, through a glass-fiber
filter, goes into two cold traps in series that are
respectively at 0 oC and 20 oC .
In this way, the PAH with three or four rings that
at ambient temperature are still in gas phase, are
collected into the cold traps. On contrary PAH with 5
rings or more are mainly collected on the filter. The
volume of extract from filter and the condensed
phase are usually reduced by rotary evaporation and
then analysed by a GC-MS equipment.
The technique adopted allows to solve more
than 20 PAH compounds. The dangerous ones that
can be identified are reported together with the IARC
classification in tab. 4.
Compound IAEC Class
benzo (a) antr. 2A
benzo (b) fluor. 2B
benzo (k) fluor. 2B
benzo (a) pyrene 2A
indenopyrene 2B
dibenzo (a,h) antr. 2A
Table 4 IARC Classification of dangerous PAH
It is useful to remember that group 1 means that
the agent is carcinogenic to humans while the
groups 2A and 2B classify the substances that are
recognized respectively as “probably” and “possibly”
carcinogen for humans.
RESULTS AND DISCUSSION
In the following It will be described first the ef-
fect of fuel on pollutants at the same injection timing
at steady conditions (13 Mode) and in transient cycles
(ECE 15, STOP and GO). Then it will be discussed
the effect of injection timing variation and of the
EGR.
The first condition of comparison gives informa-
tions on the effects of biofuel in an engine optimized
for diesel fuel combustion.
The second one, on contrary, aims to point out at
the effects on emissions of biofuel of simple
modifications of the engine set up.
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Viceversa the trend for lthe smoke is opposite. In

fact the smoke intensity, measured in Bosch units, is
lower for the biofuel and this effect increases with the
load fig.(3).

It is well known that particulate emission may not

follow the trend of smoke because of the contribution
to it of SOF.

In fact particulate matter is composed by dry soot

and a condensed phase. The quantity of SOF in the
particulate depends, for the same type of engine,

Fig.2 NOx rate versus power at 3800 rpm for biofuel

and diesel fuel

Regarding the first item, before to describe the

results obtained with the 13-mode and the ECE15
test cycles it is quite interesting to look at the patterns
of pollutants represented versus power at 3800 rpm
(the trends obtained at 2200 rpm are very similar to
that relative at 3800).

Fig.4 Particulate matter rate versus power at 3800

rpm for biofuel and diesel fuel

principally by the load. In particular at low loads

SOF rises because of low mean temperature of gas
in combustion chamber.

Also the characteristics of fuel may influence the

particulate composition. In particular at light loads the
biofuel produces more SOF and particulate matter
than the diesel fuel, while in proximity of full load the
trend becomes opposite (fig.4,5).

Viceversa, at light load, diesel fuel produce more

Fig 3- Bosch number versus power at 3800 rpm for HC then biofuel (fig.6.). Probably the different trends
biofuel and diese fuel of HC and particulate matter may be explained by a
different volatility of unburned hydrocarbons

It is possible to observe in fig (2) that the NOx Finally, while at light load CO is about the same
emissions of biofuel increase with respect to that for the fuels, at high load diesel fuel produces more
obtained using the diesel fuel. CO than biofuel (fig.7).

4
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Fig.5 SOF rate versus power at 3800 rpm for biofuel Fig.7 CO rate versus power at 3800 rpm for biofuel
and diesel fuel and diesel fuel

The mean weighted power for the 13-mode is

higher than that typical of the transient cycles consid-
ered. In particular for the 13-mode test cycle the 6th
and the 8th, (that is the conditions of maximum power
at 2200 and 3800 respectively) have a capital impor-
tance on the weighted sum of pollutants.

Bearing that in mind we can pass to analyse the

results of 13-mode and of transient cycles. Biofuel
produces less CO then diesel fuel probably because
of the presence of oxygen in methyl ester. This
difference is at the limits of significance for the
ECE15 (fig 8) and for the STOP and GO (fig 9) while
it is very marked for the 13-Mode (fig.10).

Fig.6 HC rate versus power at 3800 rpm for biofuel

and diesel fuel

All these trends suggest that the comparison be-

tween the fuels, at the same injection advance, may
give different results dependig on mean power that
characterize the test cycle considered.

In fact ECE15 and the STOP and GO cycle work

mainly at low load and speed. In particular for the
light duty truck considered the mean power for both
cycles is less then 5 kw.

So, although the cycle is transient, experience
suggest that, for example, a steady test point at 2200
and about ten percent of full load may represent the
general trends to produce pollutants on ECE 15 test
cycle (9).
Fig.8 90% significant differences of regulated
pollutants for biofuel and diesel fuel on ECE 15 Cold
Start cycle (Baseline diesel fuel)

5
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cycle than for transient ones (fig. 8,9,10) according to

the fact that also in steady tests percent differences
increase with power (fig.1).

Particulate matter deriving by the combustion of

biofuel increases with respect to that produced by
diesel fuel on ECE15 and on STOP and GO, while it
is at the limits of significance on the 13-mode cycle,
according to the inversion in the steady state patterns
of this pollutant (fig. 4).

Fuel consumption, CO2 and SOF increase for

Fig.9 90% Significant differences of regulated pollut-
ants for biofuel and diesel fuel on ECE 15 Stop-Go
cycle (Baseline diesel fuel)
the biofuel on both ECE15 and stop and go
(fig.11,12). Dangeours PAH obtained on the ECE15
and on STOP and GO test cycles are shown in
(fig.13, 14). It can be observed that dangerous PAH
do not show significant differences in ECE 15 tests
while they are lower for biofuel on STOP and GO.

Fig.10- 90% Significant differences of regulated

Fig.11 90% Significant differences of regulated
pollutants for biofuel and diesel fuel on European 13
pollutants for biofuel and diesel fuel on ECE 15 Test
Mode test cycle (Baseline diesel fuel)
cycle (Baseline diesel fuel)

The above consideration about the mean load of the

cycles may justify the different amount of percent
difference just observed. In fact it has been shown
that at low power the CO emissions are about the
same for the two fuels while the percent difference
rises with the load (fig 7)).

In a similar manner it may be explained the dif-

ferent results obtained for the remaining regulated
pollutants on the steady test cycles and the transient
ones. In particular HC emissions, for both test cycles,
are lower for biofuel. However in this case the per-
cent differences between fuels are at limit of signifi-
cance for the 13-MODE cycle (fig 10) while are more
marked for the ECE15 (fig 8). Fig.12- 90% Significant differences of regulated
pollutants for biofuel and diesel fuel on ECE 15 Stop-
NOx production is generally higher for the bio- go cycle (Baseline diesel fuel)
fuel but this effect is more important for the 13-Mode

6
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The just metioned comparison are relative to tests
carried out using the same start of combustion for
both biofuel and diesel fuel. The trends of NOx
,CO,HC are quite similar to that described in literature
for other engines (3,4,5). On contrary the rise in
particulate emission has been reported by only one
author(7)
Fig.13 80% significant differences of unregulated
pollutants for biofuel and diesel fuel ECE 15 Europa
cycle (Baseline diesel fuel)
Fig.14- 80% significant differences of unregulated
pollutants for biofuel and diesel fuel ECE 15 Stop-go
(Baseline diesel fuel)
Anyway the most unfavourable behaviour of bio-
fuel is relative the NOx rise more than to particulate
one. In fact the rise of particulate is due to amount of
SOF and an oxydating catalyst may strongly reduce
this problem. On contrary NOx emission cannot be
eliminated by an exhaust aftertreatment.
Therefore it is very important to compare the
emission and the performances of the engine also at
7
the same power and at the same NOx levels.
A trade-off analysis has been performed at full
load and 2200 rpm varying the injection timing. It is
possible to observe (fig. 15) that the trade-off curve
of biofuel is more flat than that of diesel fuel. There-
fore a right selection of injection timing may reduce
the NOx emissions of biofuel without any substantial
increase of particulate.
The effect of EGR on the trade off is similar to
that obtained varying the injection timing. However it
Fig.15- Trade off NOx for biofuel and diesel fuel at
full load and 2200 rpm
is common experiences that, while a reduction of
injection timing may cause the worsening of thermo-
dynamic efficiency, a little amount of exhaust gas
recirculation do not cause negative effects on fuel
consumption (12).
Therefore it was decided to apply exhaust gas
recirculation to reduce the NOx production with
biofuel. Moreover to limit particulate rise a commer-
cial exhaust oxydating catalyst and an aftercooler
have been fitted on the engine.
The experiments, carried out according to a 4
Mode test cycle, have confirmed that It is possible to
reduce the NOx index by the recirculation of
exhaust. In fact the (fig. 16) shows that with about 4%
of EGR the engine produces about the same amount
of NOx with biofuel and diesel fuel (It must be
pointed out that the baseline is given by the
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emissions of diesel fuel without recirculation).
Moreover it can be observed that in this test condition
also particulate indexes are very similar.
With an EGR of 9% a further decrease of NOx
and a contemporary increase of particulate matter
have been detected. In every case biofuel causes a
strong reduction of CO and HC with each recircula-
tion level. It is interesting to look at the conversion
efficiency of the oxydating catalyst for the biofuel
(fig. 17) and the diesel fuel (fig. 18)
Fig.16- 90% Significant differences of regulated
pollutants for biofuel and diesel fuel on 4 Mode test
cycle
It can be observed that in general the conver-
sion efficiency is about independent by the amount of
EGR. Moreover, for the 3 mode, the 6 mode and the
8 mode the conversion efficiency of HC and CO is
about the same for both fuels.
Fig.17 Catalyst efficiency for CO, HC, Particulate
Matter (biofuel)
8
On contrary , regarding the particulate matter, the
conversion efficiency shows a quite different behav-
iour for two fuels. In fact it shows a strong decrease
in the case of biofuel passing by the 3th to the 4th
mode while it is about constant for the diesel fuel.
Probably this behaviour can be ascribed to the
composition of particulate matter
Fig.18 Catalyst efficiency for CO, HC, Particulate
Matter (diesel fuel)
CONCLUSION
A Direct injection turbocharged diesel engine
has been tested on steady and on transient test
cycles in order to compare the emissions a methyl
ester of rapeseed oil with that produced by a com-
mercial diesel fuel. The tests carried out indicates
that:
At the same injection timing, methyl ester pro-
motes a rise in NOx emissions, a decrease of HC and
CO, together with a strong reduction of smoke.
Particulate matter produced by methyl ester in
transient cycles is higher than that given by diesel
fuel but this effect may depend on the selection of the
injection timing (11)
On transient cycles a general trend to the PAH
reduction has been recognized
NOx, HC and CO emissions of biofuel may be
reduced, with low effects on particulate, by the
adoption of EGR in presence of an exhaust
oxydating catalyst.
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the conversion efficiency of catalyst for particu-
late matter produced by biofuel is quite low at high
loads and that may be connected to the reduced SOF
content in particulate.
Diesel Engines 6-7 April 1993 IMechE HQ, London
(12) JOHN B. HEYWOOD, Internal Combustion
Engines, MC GRAW-HILL International. Editions,
1988.

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