Call for tender: Entertain a filter blocking tendency test ... for tender: Entertain a filter...

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Call for tender:

Entertain a filter blocking tendency test on FAME blends

Background

Under the EU H2020 research and innovation programme a project has been developed for which the

European Commission (EC) and CEN have signed a contract (SA/CEN/RESEARCH/EFTA/000/2014-

13) under the Framework Partnership Agreement with CEN-CENELEC (FPA). The project is titled:

"Engine tests with new types of biofuels and development of biofuel standards". One of its objectives

being to make FAME standard EN 14214 more robust to ensure B7 is fit for purpose and to be

prepared in case of higher blends B10 - B30.

The part that this tender covers has the original scope to investigate the possible use of a Filter

Blocking Tendency (FBT) Test. Evidence from the UK and Italy suggests that the contaminants

blocking vehicle filters are low in mass and therefore are not picked up effectively in the existing total

contamination test (EN 12662). The FBT Test could effectively pick up poorly blended cold flow

additives in EN 590 and EN 590 Bx blends.

Goal of the tender contract

The objective of this study is to use a startability and driveability quotation test and a filter plugging rig

test methodologies able to discriminate fuels in their ability to produce good cold start and idle in a

recent and new, direct injection diesel engine for passenger car application and a lab rig test

representative to the vehicle fuel system, respectively. The methodology aims at easily comparing

fuels during the starting phase and idle. It is intended to test fuels blends (B30) with different FAMEs,

of which some contain polymeric residues, on engine with the Groupe Français de Coordination (GFC)

cold start behaviour notation methodology to rank the different fuels in the case of the startability and

driveability quotation test.

Deliverable of the project

Study report on the GFC cold start and idle and on the filter plugging rig test behaviour of FAME

blends as well as the impact of pollutants (polymeric compounds for example).

Tasks of the sub-contractor:

The project consists of three parts, preferably to be tendered to a single operator or a consortium,

further contracted where appropriate. Alternatively, tenders can be made for each separate part of the

activity. Based on preliminary assessments, the following actions are considered:

Tasks for the formulation of blends and laboratory analysis, part 1:

i) Discussion of the test programme with a respective project manager assigned by the

contractor in coordination with the H2020 TF3 and with a representative of the contractor,

NEN.

ii) Analysis of the fuel samples in order to check that they fulfil the quality European standards.

Before the analysis and the preparation of the blends, FAME samples should be pre-treated in

order to remove the thermal history.

iii) Preparation of the blends in line with Annex 1 and the introduction of the necessary pollutants

using the procedure described in Annex 2 in coordination with the project manager that reflect

the permissible compositions of the corresponding components (i.e. some basic fuels and

FAME blend components), in the required amount to execute the necessary testing.

iv) Ensure that all base products and samples made from them are safely stored before and after

testing for future reference.

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v) Introduce the polymers required by the contractor in the defined samples on the week before

the lab test, the rig test and the engine bench test.

vi) Execute on each FAME and blends the required lab tests described in Annex 3 and register

the results for all the methods listed in Annex 3 for all blends from Annex 1.

Tasks for the filter plugging rig test, part 2:

vii) Construct a Diesel fuel filter rig test in line with the requirements set out in Annex 4, in

coordination with the contractor and TF3 representative;

viii) Execute on each fuel from Annex 1 the Diesel fuel filter plugging test documented in

Annex 4;

Tasks for the engine test, part 3:

ix) Execute on each selected samples the engine bench test following GFC CA-39-T-13 «COLD

START DRIVABILITY PERFORMANCE OF FUELS, BIOFUELS, AND ADDITIVES (see

http://www.gfc-tests.org/en/) procedure and register for the tested temperature: during the

starting phase the start delay and the exhaust opacity 0s - 5s; during the idle phase engine

speed stability and also exhaust opacity, and the final grade according the methodology (see

Annex 5).

The sub-contractor is asked to compile a full report with technical explanations, a Power-point

presentation with a summary of the executed work and conclusions and deliver all detailed analytical

results to the TF3 and the contractor.

The sub-contractor can, in coordination with the contractor, be asked to join a TF3 meeting in person

or virtually to present the results and respond to questions.

Selection criteria for the tendering process Offers for provision of the testing and reporting are treated individually although consortium offers will also be considered. Offers can also be from a single person, which should however have a VAT number and a company registration. Selection of subcontractors will be based on the following criteria: 1) Documented experience (maximum 45 points):

number of years working in relevant fields

demonstration of experience in rig and engine testing and measurements for different fuels (for instance by reference to publicly available research reports)

technical knowledge of diesel fuel and FAME quality, diesel engine and equipment behaviour and cold filter tests

experience in development of test equipment and cooperation with OEMs and (bio)fuel suppliers

experience in running European or/and international test programs 2) Organization; demonstration of ability and understanding of the project (maximum 35 points):

infrastructure and ideas regarding FAME blends and cold filterability measurements

facilities used for the actual testing

organization of the rig test development/construction, evaluation and optimization

organization for the reporting to NEN and the TF3

established quality system 3) Quotation price (maximum 20 points) Only offers that pass the selection criteria of scoring minimum 30 points under 1) and 20 points under 2) will be further evaluated, dividing the sum of points acquired under 1) and 2) by the quotation price for the lot. Offer with the highest ratio will be selected.

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Replies to tender Tenders can be sent by e-mail to the programme manager, Mr. Ortwin Costenoble ([email protected]) as soon as possible, at the latest at 15 March. The tender shall contain a specified breakdown of tasks, costs and expenses for work, travel, consumables/market products and others where relevant and a first planning for the execution of the tasks, which will form the start of the discussion regarding the tender contract. If necessary, additional information can be obtained via the programme manager, Mr Ortwin Costenoble (T: +31 15 2690 330, e-mail [email protected]) or via the task manager for TF3, Gérald Crépeau ([email protected]).

mailto:[email protected]

mailto:[email protected]

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Annex 1 Fuel matrix

The following matrix of fuels will form the basis of the blending

Base fuels FAME (at 30%vol level) Polymers

A. Diesel market quality fuel (CFPP -10°C and CP 0°C, Grade D of Table 2 of EN 590)

1. UCOME 1 (undistilled) a. PE at high level

B. HVO 2. UCOME 2 (distilled) b. PVA at high level

C. Arctic Diesel Fuel 3. TME (distilled) c. PE at low level

4. Northern European RME d. PVA at low level

5. PME/SME (undistilled) from Spain

e. EVA at high level

6. SME/RME combination from US

7. RME (with high MG content)

Blends for Lab test and filter plugging rig test (60 l):

A1, A2, A3, A4, A5, A6, A7,

B1, B2, B4, B7,

C4, C7,

B1a, B2a, B4a, B7a

A2a, A2c, A4a A4b, A4c, A4d, A4e

If the results with A1 and B1 are poor on the filter plugging rig test, it is not necessary to proceed to

B1a and B2a.

Engine bench test on 7 blends following lab test and filter plugging rig test results (120 litres).

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Annex 2 Pollutant procedure and test fuel preparation

This Annex describes how the pollution of PE or PVA dissolved in FAME blends shall be made and

how subsequently the test fuel blends shall be prepared.

2.1 High temperature (120oC) preparation.

This technique uses a Rancimat test equipment as described in EN 15751.

Set the Rancimat to heat to 120°C

Cut a normal, uncoloured polymer bag (PE or PVA, see Annex 1) into approximately 1,6 cm by 1 cm strips.

For a low pollutant level, weigh 0,0012 g of polymer strip into glass Rancimat tubes (the short ones intended for testing B100) using a fine balance (to 4 d.p). For the higher pollutant level, weigh four times more.

Add 12 g of FAME (RME) into each of the Rancimat tubes.

Insert tubes into the 120°C preheated Rancimat.

Attach lids and associated tubing to top of each tube to ensure a closed system. Do not turn on the air.

Remove the tubes and assess them visually every hour – use swirling to see if any polymer remains undissolved or any sediment formed and look for haze.

After 4 hours it is deemed that most of the polymer had dissolved.

Once all polymer is dissolved, filter the polymer doped FAME through a wide mesh filter (pore size ~0,1 mm) then transfer to a 100 ml glass jar.

Close the jar.

Prepared pollutant solutions shall be clearly separated from each other and kept in a fridge before fuel blend preparation.

2.2 Test fuel sample preparation.

Prepare 1 litre of blend made by adding 280 ml of FAME and 700 ml of base fuel in line with Annex 1 into a 1 litre glass jar. For each 60 litres of fuel blend to be contaminated at high level, add 1 litre of preparation.

Add the required pollutant solution.

Close the jar with a lid and shake for 1 minute.

Leave the jar to stand for 1 minute before testing.

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Annex 3 Lab tests on FAME and fuel blends

Of all standards described below the latest version shall be used.

Density (EN ISO 12185-1 or EN 3675)

Ester content (EN 14103 for FAME or EN 14331 for blends)

Total contamination (EN 12662) for fuel blends and version 2008 for FAME

Oxidation stability (EN 15751)

FBT (IP 387 or ASTM D2068)

Determination of Cold Filter Blocking Tendency (IP 618)

Cold Soak Filtration Test (CSFT) ASTM D7501

Centrifugation test with or without cold soak ASTMD2709

CP (EN 23015)

CFPP (EN 116 or EN 16329)

Saturated monoglycerides (prEN 17057)

Sterolglycosides (prEN 16934)

Saturated FAME (EN 14331 and EN 14103 as explained below)

Saturated FAME in FAME

- by using the principle of the test method EN 14103 (GC/FID). The main change of EN 14103

is to modify the internal standard content (≈ 5 % m/m) in the FAME preparation (6.3) and

quantifying each saturated ester by using the principle of calculation used for the C18:3 ester

(7.2).

- by using some changes proposed in prEN 14103 as the inclusion of theoretical FID correction

factor for each saturated ester for the quantification.

Saturated FAME in Bx

- by using the principle of test method EN 14331 (GC/FID) to separate the (FAME fraction +

internal standard) from the (Bx + internal standard) by SPE on a silica micro-column.

- by analysing the FAME fraction by GC/FID according the chromatographic conditions of

EN 14103.

Note: No evaporation of the solvent after the SPE.

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Annex 4 Filter Plugging Rig Test to be constructed and used

The figure below describes the test set-up.

Generally the low pressure fuel pumps of the vehicles are always providing a constant flow of around

150 l/h.

Taking into account that the measurement of the temperature in tank nº 1 is one of the parameters

to be registered, a thermocouple should be included in this tank.

Vehicle fuel tank should not exceed 60 litres.

The following procedure shall be followed:

94% backflow with a heat exchanger that increases the temperature of the fuel to simulate

the real conditions of the vehicle.

Flow to tank nº2 (i.e. fuel consumption) = max. 6% (max. 9 l/h)

Low speed agitation and thermocouple in the fuel tank nº 1.

Before the test the fuel is maintained 3 days at 20°C.

After the fuel is placed in the cold chamber and cold overnight (stepwise 20°C to 10°C

decrease 5 °C /30 min). After 10°C, decrease 30 minutes by around 1°C steps until the fuel

temperature target in the tank n°1 is reached (the temperature target will be set according

to the average cloud point -3°C). Maintain the cold chamber temperature at the temperature

fixed to have the fuel temperature target in the tank n°1. Follow the fuel filter delta pressure,

flow measurements and fuel temperatures and cold chamber temperature during all the

procedure.

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Soaking overnight and pump starts until tank n°1 is empty following this procedure: 10

minutes pumping, 30 minutes of downtime successively.

After the test, the following shall be reported:

Pressures and temperatures achieved over the time during each test.

Note the time to reach a diesel fuel filter delta pressure of 0,5 bar and 1 bar or the maximum

delta pressure observed until the end of the test (when there is no more fuel in tank nº 1).

When delta pressure of 1 bar is achieved, test will be aborted.

Keep the contaminated filter at low temperature to use the tested fuel with the suitable

contaminated filter in the GFC engine test.

Measure the fuel properties of the fuel in tank nº 1, measure components in the fuel after

the filter in tank nº 2, compare the results.

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Annex 5 Cold start driveability performance of fuels, biofuels, and additives

Method GFC-C-39-T-13, see presentation IFP Energies nouvelles

16, avenue des Châteaupieds • 92500 Rueil-Malmaison

Tél. 33 1 47 32 35 66 • Fax 33 1 47 49 24 06 • www.gfc-tests.org

Groupement Français de Coordination pour le développement

des essais de performance des Carburants,

des Lubrifiants et autres fluides dans le Transport

Cold start driveability performance of fuels, bio

fuels, and additives

Method GFC-C-39-T-13

A. Piperel, H. Perrin, L. Starck, B. Walter,

IFP Energies nouvelles

G. Crépeau,

PSA

M. Maj,

R. Bosch

2 H2020-CEN-TF3, Laurie Starck, IFPEN, 24/02/2016

Context

Engine, procedure

Test and fuel matrix, standard deviation

Methodology

Application to a winter commercial fuel

Conclusions and remarks

Plan


Context

Context In order to still increase Diesel engine efficiency reduction

in the compression ratio (CR) deterioration of the engine's performance in cold operation.

New alternative fuels Variation of the fuel properties (chemical composition, density, volatility, viscosity, cold stability) which are key factors in cold operation.

• In some cases, EN590 regulation could be inadequate to characterize the start ability of the fuel in cold conditions

The customers also become more sensitive to comfort during starting phase.

A new test is required to demonstrate the propensity of some fuels to provoke bad start ability in modern engines, to demonstrate the ability of some additives to improve this cold behavior, and to "evaluate" easily and comparatively fuels.


Context

This work on the fuel impact on cold start has begun in the context of GSM (Groupement Scientifique Moteur that gathers Renault, PSA and IFPEN for collaborative research + TOTAL)

2006 – 2007 Focus on CN and volatility impact on cold start (SAE International Journal of Fuels and

Lubricants, 3, 2, 165-174, 2010)

2008 Impact of the addition of biodiesel and procetane on cold start associated with the definition of a grading system (Energy & Fuels, 25, 11, 4906-4914, 2011)

A GFC group has developed a test that will evaluate fuel performances in cold operations in recent Euro V, direct injection diesel engine for passenger car.

The target is to be able to evaluate, discriminate performances of some additives or some fuels during start and idle in cold operations, and so to establish a start ability quotation law

Tests are performed in IFPEN as the main lab, with the support of PSA Peugeot Citroën and R. Bosch.

Tests are performed with a PSA DV6D, Euro 5 with a CR 16:1.

This procedure is proposed as the basis of a new test procedure to evaluate the fuel and additives propensity to cold start.


The engine used for a cold start ability test is the DV6D

Euro 5:

Design: 4 cylinders in line, turbocharged

Capacity: 1560 cm3

Combustion chamber: 8 valves, direct injection

Compression ratio: 16:1

Power: 68 kW at 4000 rpm

Torque: 230 Nm at 1750 rpm

Engine


Needs for the test bench:

ability to work at very low temperature (down to -25°C),

ability to perform start and idle phases,

ability to perform cleaning phases,

ability to acquire temperatures, pressures, ECU data, exhaust opacity, ...

tests performed at 3 temperatures: -7°C, -18°C, and -25°C For FAME

behaviour, another temperature like CP can be tested

Test bench


Procedure

Operating conditions

Before each evaluation test, the temperatures are decreased to

the wished one. Then takes place a soaking phase of 60min,

where everything is stabilized at the wished temperature.

Each test consists in a glow period, followed by the engine

cranking. When idle mode is reached, the idle phase is operated

during 120s.

After this short test (about 140s), engine temperature and load are

increased to clean engine and exhaust pipe

This whole test is followed by a new decrease in temperature

before operating a new test


Procedure

200 200

Time

Rail pressure increase delay

Pre-heating

First combustion delay

Speed increase delay

Exhaust gas

opacity in idle

Engine Stability

in idle

Switch on Start Delay

Engine

speed

Crank on

First combustion

IDLE

Exhaust gas

opacity

during start

5s

20s 60s

Criteria for cold performance evaluation


Engine performance evaluation

Criteria for evaluation of the engine performance in cold operation : starting phase: start delay and exhaust opacity 0-5s, which are the best

criteria to satisfy the customer complaint, and are representative of the "start quality"

Idle phase: engine speed stability because this unstability leads to noise, and also exhaust opacity, representative of the smoke level felt by customers

4 selected criteria:

Start delay: defined as the duration between the starter switch on and the

moment when the idle mode is reached.

Exhaust gas opacity during start evaluated by averaging gas opacity

during 5s from the moment when opacity increases.

Engine speed standard deviation: standard deviation in engine speed

over a period of 1s, from 20s after the beginning of the idle phase to 80s.

Exhaust gas opacity in idle: evaluated by averaging gas opacity as from

20 to 80 seconds after the moment when the "idle mode" is reached.


Test / fuel matrix

Tests to develop / validate the proposed methodology: on 3 temperatures: -7°C, -18°C, and -25°C with 3 reference fuels: In order to define:

One high level reference fuel One low level reference fuel

CN CFPP

(°C)

IBP

(°C)

Arctic 57 -45 174

Carcal US 47 -25 192

Carcal 40 42 <-51 177


Standard deviation

Fuels tested at -7°C, -18°C, and -25°C Standard deviation evaluated on each temperature and each fuel Referencing tests based on :

By taking into account standard deviation, it is possible to compare fuels with the direct comparison of the mean value +/- the standard deviation.

mean2/3/4/5 : mean value of each criteria evaluated on 2/3/4/5 tests

σ3/4/5 : standard deviation of each criteria evaluated on 2/3/4/5 tests

2 tests

mean2

σ2

3rd test 4th test

mean3

σ3

mean4

σ4

in mean2 +/- σ2

out of mean2 +/- σ2

in mean4 +/- σ3

out of mean3+/- σ3

5th test

mean5

σ5

in mean4 +/- σ4

out of mean4 +/- σ4

...

mean 2/3/4/5 : mean value of each criteria evaluated on the 2/3/4/5 tests

σ 2/3/4/5 : standard deviation of each criteria evaluated on the 2/3/4/5 tests


Gradation

Gradation: Comparative method For each criteria, the best result obtains the grade 10, and the worst

obtains 2 (so, the high level ref fuel does not reach grade equal to 10 because we consider the average of several tests),

The start is a limitative criteria, if the engine does not start, the tested fuel arbitrarily obtains the grade 0,

The highest grade is attributed to the best result for each temperature, and not to the best result at -7°C: The gradation system depends on the temperature, It is not possible to compare grades obtained at different temperatures

0

2

4

6

8

10

-30 -20 -10 0

Temperature (°C)

Gra

de (

-) High level ref.

Low level ref.

Commercial fuel


1. Definition of the grade for the starting and idle phase

2. Definition of the global grade

Gradation system

Grade for starting phase Weightings (%)

Speed incr. delay 70

Opacity during start 30

Grade for idle phase Weightings (%)

Engine speed stability idle 60

Exhaust gas opacity idle 40

Global grade Weightings (%)

Grade for starting phase 60

Grade for idle phase 40

To obtain the global grade: An evaluation of all the grade for each criteria is needed A weighting between criteria is needed

Weighting Different combination of weightings are possible

Physic and representative choice: Ratio for the starting phase: start delay is more a priority for customers Ratio for the idle phase: noise/vibrations is more a priority for customers Ratio start vs idle: a fast start is more critical


60% Ect-N + 40% opacité

0

2

4

6

8

10

-30 -20 -10 0T° (°C)

Gra

de

(-/

10

)

High ref.

Low ref. (for idle)

Low ref. (for start)note dem 1

0

2

4

6

8

10

-30 -20 -10 0

T° (°C)

Gra

de

(-/

10

)

Arctic

Carcal 40

Carcal US

Example of gradation: for start, taking into account start delay and start opacity for idle, taking into account engine speed stability and idle opacity

Among 2 possible low reference fuels: one appears to be the low reference fuel in start the other one during the idle phase In this way, here, we consider 2 low reference fuels to well discriminate

Start (70/30 start delay / opacity) Idle (60/40 engine speed stability / opacity)

Grade for reference fuels


Global grade

Global grade allows: Discrimination between the reference fuels (taking into account the 2 low

reference fuels) Test of commercial fuels

The tested commercial fuel leads to intermediate performances

compared to reference fuels note finale ref basse double

0

2

4

6

8

10

-30 -20 -10 0

T° (°C)

Gra

de

(-/

10

)

High level

reference fuel

Commercial fuel

Low level

reference fuel

CN CFPP (°C) IBP (°C)

EU winter commercial fuel 53 -23 163


Conclusions/Remarks

Methodology (tests + gradation) allowing:

Gradation representative of engine behavior

Discrimination between fuels

Robust

Procedure enabling to discriminate fuels or additives in cold operation by

giving a global grade

Possibility to fix a minimum grade for the validation of a fuel regarding its

start ability in cold conditions

Remarks

If new starting issues occur in the field, the choice or the weight of various

criteria can be changed to be very close to the issue.


THANK YOU


Test / fuel matrix

Tests to develop / validate the proposed methodology: on 3 temperatures: -7°C, -18°C, and -25°C with 4 fuels: In order to define:

One high level reference fuel: probably Arctic One low level reference fuel

CN CFPP

(°C)

Cloud

point (°C)

Density

(kg/m3)

IBP

(°C)

FBP

(°C)

Aromatics

(%m)

Arctic (high level ?) 57 -45 -29 829 174 337 15

Carcal US (low level ?) 47 -25 -25 852 192 337 33.6

Carcal 40 (low level ?) 42 <-51 -27 856 177 336 43.2

EU winter commercial fuel

(example) 53 -23 -8 839 163 359 20-25

Call for tender: Entertain a filter blocking tendency test ... for tender: Entertain a filter...

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