the design of biofuels for the automotive industry

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The design of biofuels for the automotive industry

Introduction

The design and development of biofuels for the automotive industry presents a variety of

questions that must be answered in a collaborative process between the automotive

industry, the petroleum industry, and policy makers on a global scale. The EU Renewable

Energy Directive (RED) has targeted a biofuel content of transport fuels of 10% by 2020.

With the majority of European states failing to reach the 2010 target of 5.75%, this raises

several considerations in terms of the processes required to deliver the integration of

biofuels into the overall fuel mix.

The infrastructure of supply and distribution must be in place to support biofuels, and

research into fuels which can ‘drop in’ to existing supply lines needs significant development.

The overall energy efficiency of biofuels must be assessed on an industrial scale. Currently

there are demonstration projects in place for most second generation biofuels, although

many of the processes of manufacture are at laboratory stage, and the fuels cannot be

considered economically or environmentally viable until the whole production process is

streamlined for cost and energy efficiency. The greenhouse gas overhead of the entire

production process must also be considered; many first generation biofuels reduce carbon

emissions far less than first thought due to the release of carbon gases during production.

It is also a problem of political and social consideration, due to the sheer volume of biomass

that must be produced in order to manufacture enough biofuel to satisfy demand. Energy

crops cannot be allowed to become competitive with food over the use of agricultural land,

particularly in developing countries. Policy makers must also look at the fiscal benefits and

rewards for the petroleum industry and the automotive industry to facilitate the introduction

of biofuels.

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The automotive industry has developed several prototypes and some commercially available

vehicles designed specifically for use with biofuels, which represents a positive outlook for

the future; but there is also a need to develop fuels that can integrate into existing

infrastructures and be used in existing vehicles. To this end there is still a requirement to

facilitate industrial scale production and supply of first generation biofuels in the mid-term.

Biofuels and practical uses

Biodiesel

European heavy duty engine manufacturers permit a maximum 5% blend of biodiesel with

mineral diesel, in line with EN590 mineral diesel specification, to maintain warranty on their

engines. In Germany, however, biodiesel is made from pure oil seed rape to conform to the

European standard EN14214, and it is used commercially as a B100 mix. Scania and DAF are

two vehicle manufacturers who have approved the use of 100% RME biodiesel in new

engines, which have more tolerant components. Other manufacturers such as Renault are

more conservative, only approving a B30 mix at this stage on certain new models.

In terms of engine performance, biodiesel reduces emissions and can improve lubrication

and reduce engine wear. It has a higher cetane index than mineral diesel, giving it better

ignition and combustion properties and reducing ‘engine knock’ characteristics.

Bio ethanol

Bio ethanol can be used in a mix with petrol, and older spark-ignition engines can tolerate a

5% blend of ethanol with petrol. Newer cars can accept a 10% blend (E10), while flexible

fuel vehicles first developed in Sweden are now commercially available and can run on E85;

an 85% ethanol and 15% petrol mix. Fuel consumption is considered to be worse than

conventional fuel by a factor of 1.5 for pure ethanol, 1.4 for E85. Ford, Saab and Volvo are

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three manufacturers supporting the use of bio ethanol as a transport fuel, by manufacturing

FFVs that can run on E85. Saab’s 9-5 Bio power model is pictured below.

Source: Saab

Sustainability may prove to be the biggest obstacle of using bio ethanol on an industrial

scale. It is generally derived from crops like sugar cane and corn, and there are concerns

over biodiversity and carbon neutrality due the amount of land that would need to be

redeveloped for crop growth.

Biobutanol

Biobutanol is subject to more and more research and development as a viable alternative to

bio ethanol. It has several properties that give it and advantage over other existing biofuels.

It can be created from raw cellulose biomass as well as food-based feedstocks, which means

it has the potential to be more viable on an industrial scale. It has a low water affinity, so

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can be used with existing pipelines and infrastructure. Biobutanol can be mixed at 85% with

mineral petrol, without the need to modify engines, and has 25% higher energy content

than bio ethanol. Butanol has a higher flashpoint and a lower vapour pressure than ethanol,

so is much easier to store and safer to handle. While ethanol needs to be blended with petrol

shortly before being used, butanol can be blended at a refinery and utilise the same supply

lines and retail pumps already in use. Several demonstration plants are in operation to

develop the technology to mass produce biobutanol for use as a transport fuel. It is expected

to be commercially available by 2013.

Biogas

Biogas produced by anaerobic digestion of landfill waste, agricultural and manure waste, and

food waste presents a viable and sustainable feedstock. The UK produces 30 million dry

tonnes of such waste per year, which could produce 6.3 million tonnes of oil equivalent of

methane gas. This volume could potentially supply 16% of transport fuel demand, but there

are several problems surrounding the use of biogas. It can only be used with specially

designed vehicles, or those that were originally designed to run on natural gas. Although

more economical than diesel by 40% and petrol by 55%, the initial capital outlay for vehicles

and the lack of refuelling stations present logistical problems for practical use. Dual fuel

vehicles such as Volkswagen’s bi-fuel Golf (pictured below), have two separate fuel systems,

with a back up petrol system should the gas supply run out. In use for several years, these

bi-fuel vehicles are the only solution in the interim until natural gas, and therefore biogas,

becomes widely available.

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