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Biofuels have become an integral part of everyday life in modern society. Bioethanol and fatty acid methyl esters are a common part of both the production of gasoline and diesel fuels. Also, pressure on replacing fossil fuels with bio-components is constantly growing. Waste vegetable fats can replace biodiesel. Hydrotreated vegetable oil (HVO) seem...
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... Detailed information about the composition/properties fuels (B7, BB, DBB10) used in this work is shown in Ref. [27]. Paraffinic fuels (HVO) do not fully comply with the EN590 specification because they have a slightly lower density; it complies with technical standard EN 15940 [48]. The DHVO15 blend was supplied by Eni Stations [49]. ...
... This could be explained by its higher cetane number leading to an earlier ignition, resulting in a smaller premixed combustion phase and longer combustion duration [33,51,52], and thus a more complete combustion process. Moreover, HVO has basically a paraffinic composition [48], i.e. a low aromatics content which leads to a more efficient combustion process, in comparison with DBB10 mixture [33,53]. The lack of aromatics in HVO fuel reduces intermediate compounds during combustion [54]. ...
In this study, the environmental impact of Bio-butanol (BB) and Hydrotreated Vegetable Oil (HVO) use, each blended with diesel fuel, was investigated. To this aim, pollutant emissions were measured at the exhaust of an Euro 5 commercial light-duty vehicle, fueled with diesel, BB/diesel blend (10 %v BB) and HVO/diesel blend (15 %v HVO). The experimental activity was realized by performing Real Driving Emission (RDE) tests in Napoli (Italy), which allowed to measure total hydrocarbons (THC), carbon monoxide (CO), carbon dioxide (CO2), nitrogen oxides (NOX), and particle emissions during the real use of vehicle by using a portable emission measurement systems (PEMS). The results show that the differences between fuels are small and not statistically significant for all emission parameters. CO and THC emissions increase with the renewable fuel blends, mainly with the BB blend in the urban environment due to the increasing of cold start contribution. NOX emissions increased with BB (by approximately 4 %) and decreased with the HVO (by approximately 13 %). With both renewable fuel blends, particle emissions at engine output were reduced by 25 % to 41 % and fuel consumption by 6 % to 10 % compared with diesel.
... In terms of chemical structure, it consists of straightchain paraffinic hydrocarbons. The fuel is produced by hydrotreating vegetable oils, animal fats, or waste oils [17,24]. Advantages of HVO fuel over FAME fuel include high heating value and cetane value, lower turbidity temperature, and lower viscosity [5,16]. ...
... With fewer unsaturated compounds in its chemical composition, HVO shows better oxidation stability than FAME [1]. HVO fuel consists of straight-chain alkanes, which have a lower activation energy than the aromatic ring-shaped hydrocarbons of which diesel fuel is composed [24]. Therefore, the ignition delay for HVO fuel is shorter than diesel fuel's. ...
The article carries out a detailed analysis and evaluation of indicators related to the combustion process (pressure and temperature in the engine combustion chamber, heat release rate, heat release fraction) in a JCB 444 TA4i compression-ignition engine fuelled with diesel and hydrogenated vegetable oil (HVO). During the empirical tests, the operation of the exhaust gas recirculation (EGR) system was stopped and no other changes were made to the engine settings (factory settings were used). In the first stage, the empirical tests were carried out at speed characteristics on an engine dynamometer. Then, an experiment was carried out at the engine crankshaft speed corresponding to the maximum torque - which consisted of determining the indicators related to the combustion process at a constant mass flow of fuel: diesel and HVO fuel. This provided information on the effect of hydrogenated vegetable oil on the combustion process in relation to the diesel engine feed. The conclusions drawn from the empirical study can be used to develop guidelines to change the operating map of a compression-ignition engine when it is fed with hydrogenated vegetable oil.
... Hydrotreating has a number of benefits over transesterification, including lower production costs and a much greater compatibility with standard diesel engines [12]: in fact, HVO can be blended with diesel in any proportion, up to 100% (pure HVO), with only minor or even no required modifications to the existing CI engines [13]. Previous research works [14,15] have highlighted the potential advantages of HVO with respect to FAME. ...
Renewable fuels can play an important role in achieving future goals of energy sustainability and CO 2 reduction. In particular, hydrotreated vegetable oil (HVO) represents one of the most promising alternatives to petroleum-derived diesel fuels. Several studies have shown that conventional diesel engines can run on 100% HVO without significant modifications to the hardware and control strategies. The current activity has experimentally evaluated the potential of HVO as a “drop-in” fuel, i.e., without changes to the original baseline calibration, comparing it to conventional diesel fuel on a 2.3-litre Euro 6 compression ignition engine.
Tests revealed that HVO can significantly reduce engine-out soot (by more than 60%), HC and CO emissions (by about 40%), compared to diesel, while NO x levels and fuel conversion efficiency remain relatively unchanged under steady-state warmed-up conditions. The advantages of HVO proved to be further enhanced when the engine has not yet warmed up.
Using statistical techniques of design of experiments (DoE) at three warmed-up steady-state operating points, the main engine control parameters were recalibrated to demonstrate that engine-out emissions can be further optimized with a dedicated calibration.
... Its cloud point and pour point (the temperature at which the fuel stops flowing) are typically lower, making it more suitable for cold climates. The cloud point and pour point for HVO are in the ranges of −30 to −36.9 (CP) and −40 to −44 (PP) and for RME −5 to −10 (CP) and −14 to −15 (PP), respectively [39,42,[55][56][57][58]. HVO shows an advantage in terms of compatibility (less aggressive effect on the surfaces of the parts, combustion process is similar to fossil diesel fuel, no operational challenges indicated) while RME can be used as a blend with fossil diesel fuel, HVO is considered a drop-in fuel, meaning it can be used as a complete (100%) substitute for conventional diesel fuel without any engine modifications [35,59]. ...
... It is known that HVO has a lower density rate [30,39,56]. Due to this, both the volumetric and mass BSFC are important and relevant for the analysis and comparison of lower-density fuels and higher-density fuels. ...
... The two-component blend RME15 was characterized by ~2.5-5.5% higher HC emissions than D100, and RME30 was 4.9-10.1% higher in all ranges of engine load. This can be explained by the long chain alkyl esters produced by the transesterification of vegetable oils [19,27,56,61] and the worse oxidation process. The curve of the three-component RME15-HVO15, as expected, was located between the blends with HVO and RME. ...
This research compares the air pollution (CO, CO2, HC, NOx, smoke), energy (brake-specific fuel consumption, thermal efficiency) and noise indicators of a compression ignition engine fueled by first-generation biodiesel (rapeseed methyl ester (RME)) and second-generation biodiesel (hydrogenated vegetable oils (HVO)), or conventional (fossil) diesel fuel blends. The concentration of first- and second-generation biodiesel in two-component blends with diesel fuel was up to 15% and 30% (RME15, RME30, HVO15, and HVO30); for comparison, the three-component blend of diesel fuel, HVO and RME (RME15–HVO15) was considered. The fuels’ physical and chemical properties were tested in a specialized laboratory, and the engine load conditions were ensured by the engine brake stand. Referring to ship power plants with constant-speed engines, detailed research was carried out in one speed mode (n = 2000 rpm). Studies have shown that two-component fuel blends with HVO are superior to conventional diesel fuel and two-component blends with RME in almost all cases. The HVO in fuel blends reduced fuel consumption up to 1.8%, while the thermal efficiency was close to that of fossil diesel fuel. In addition, a reduction in pollutants was observed: CO by ~12.5–25.0%; HC by ~5.0–12.0%; NOx by ~6.5%; smokiness by ~11–18% (two-component blend) and up to ~29% (three-component blend). The CO2 and noise characteristics were close to those of fossil diesel fuel; however, the trend of reduced smoke emission was clearly seen. A fundamental obstacle to the wide use of HVO can be seen, however, which is the price, which is 25–90% (depending on the EU country) higher than the price of conventional (fossil) diesel fuel.
... Therefore, the temperature for the reactor is set to be 350°C for both hydroconversion reactors with a pressure of 95 bar/9.5 MPa as it can produce a reasonable product yield. Hydroisomerization allows different paraffin to be produced with varying properties to normal n-paraffins as typically normal paraffin has a higher cetane number but poor cold flow properties [21]. Therefore, the temperature and pressure for the isomerization reactor are finalized at 250°C and 30 bar/3 MPa. ...
... Source: own author better cloud point than biodiesel (1 -17ºC depending on the feedstock, close to the cloud point of fossil diesel (-28 to -40ºC depending on the diesel). The cloud point is the temperature of the fuel at which small, solid crystals can be observed as the fuel cools (FARM ENERGY, 2019;Zeman, et al., 2019). ...
In line with the European community's goal, each EU Member State should recycle at least 60% of municipal waste or prepare them for reuse. In this chapter, the authors intend to show the waste management strategies implemented in six European countries, namely, Austria, Belgium, Hungary, Latvia, Portugal, and Romania. The methodology used was to analyse reports and publications on the management of urban waste and dialogue with some technicians of the municipalities. This knowledge of what is done in each country allows others to learn from the best and most innovative solutions and reflect on the various waste management forms implemented, according to environmental, economic, and social perspectives. The analysis identifies several challenges to bring up in further research and projects, with the contribution of the different countries and the synergies that might be obtained. The authors intend to promote a decrease in consumption and an increase in reuse, separately collected waste and recycling, contributing to circular economic growth and the sustainability of the planet.
... Source: own author better cloud point than biodiesel (1 -17ºC depending on the feedstock, close to the cloud point of fossil diesel (-28 to -40ºC depending on the diesel). The cloud point is the temperature of the fuel at which small, solid crystals can be observed as the fuel cools (FARM ENERGY, 2019;Zeman, et al., 2019). ...
The main driving forces of the development of alternative energy are growing energy demand combined with the search for energy independence and environmental issues, such as global warming. Throughout this chapter, the sustainability of the currently most used alternative fuels, their characteristics, applications, global consumption, and demand data will be discussed. The different strategies and policies for the adoption of renewable energies also will be discussed. Fuels are compared by their contributions to the development of the circularity of the energy sector, by the feedstock and process efficiency. The advantages, disadvantages, and barriers that each one presents are evaluated to better understand which are the most promising and how their production and consumption can be increased. The aim of this chapter is to present the potential alternative fuels within their applications and analyze their contribution to make the energy sector more circular and sustainable.
... In terms of moisture absorption, HVO is less hydrophilic, while biodiesel is more as it is considered a hygroscopic compound (Dimitriadis et al., 2018). In terms of lubricity, the mixture of diesel fuel with HVO has a maximum of 80% to match the EN standard for preventing seizure of the fuel system (Zeman et al., 2019). HVO exhibits high quality and should be invested in research and development as it would bring much more benefits to exhaust emissions and fuel consumption reduction (Bio-Refineries, 2019). ...
To date, the development of renewable fuels has become a normal phenomenon to solve the problem of diesel fuel emissions and the scarcity of fossil fuels. Biodiesel production has some limitations, such as two-step processes requiring high free fatty acids (FFAs), oil feedstocks and gum formation. Hydrotreated vegetable oil (HVO) is a newly developed international renewable diesel that uses renewable feedstocks via the hydrotreatment process. Unlike FAME, FFAs percentage doesn't affect the HVO production and sustains a higher yield. The improved characteristics of HVO, such as a higher cetane value, better cold flow properties, lower emissions and excellent oxidation stability for storage, stand out from FAME biodiesel. Moreover, HVO is a hydrocarbon without oxygen content, but FAME is an ester with 11% oxygen content which makes it differ in oxidation stability. Waste sludge palm oil (SPO), an abundant non-edible industrial waste, was reused and selected as the feedstock for HVO production. Techno-economical and energy analyses were conducted for HVO production using Aspen HYSYS with a plant capacity of 25,000 kg/h. Alternatively, hydrogen has been recycled to reduce the hydrogen feed. With a capital investment of RM 65.86 million and an annual production cost of RM 332.56 million, the base case of the SPO-HVO production process was more desirable after consideration of all economic indicators and HVO purity. The base case of SPO-HVO production could achieve a return on investment (ROI) of 89.03% with a payback period (PBP) of 1.68 years. The SPO-HVO production in this study has observed a reduction in the primary greenhouse gas, carbon dioxide (CO2) emission by up to 90% and the total annual production cost by nearly RM 450 million. Therefore, SPO-HVO production is a potential and alternative process to produce biobased diesel fuels with waste oil.
... Biodiesel has a higher cetane number than fossil diesel fuel, making it more appropriate for combustion in a diesel engine. Biodiesel is an excellent lubricant and can compensate for the lubrication loss associated with the removal of sulphur from a blend with low sulphur fossil diesel fuel [11]. The main concern is that the production cost is higher than fossil diesel. ...
The aim of this study was to examine the production of biodiesel from waste cooking oil with an acid value of 1.82 mg KOH/g in the presence of methanol and KOH, utilizing cosolvent technology in order to increase biodiesel output by overcoming mass transfer resistance. This study examined the effect of four cosolvents (hexane, diethyl ether, toluene and acetone) on biodiesel yield under optimized reaction conditions, including cosolvent-to-oil weight ratio, reaction time and temperature. The polarity index of cosolvent was determined primarily on its biodiesel yield performance. Highest yield (98.46%) of biodiesel was obtained at 20 wt.% of acetone; 1:6 molar ratio (oil-to-methanol), 1 wt.% KOH at 40 ± 1 ºC for 10 min of reaction time at 600 rpm. The physico-chemical properties of biodiesel such as acid value, density, kinematic viscosity and flash point were evaluated and found to be within ASTM standards.
... As such, these fuels have a far higher stability when compared with ester-type biodiesel (FAME). 70,146 Other advantages of HVO include fuel properties similar to diesel, good cold flow properties that can be adjusted down to −40 °C, and low emissions. 147 On the other hand, some disadvantages include lower engine performance when compared with FAME and possible deactivation of hydrotreatment catalysts due to excess contaminants remaining in the HVO. ...
Biodiesel, the fatty acid methyl ester (FAME) of vegetable and animal oil, is now used extensively worldwide, with blends of up to 7% common. The blending level is still somewhat limited due to a perceived susceptibility of these fuels to oxidation. Oxidation follows a number of pathways, with the primary mechanism being auto‐oxidation, a radical process that results in the production of a range of oxygenated components. These eventually increase the viscosity of the fuel and form deposits detrimental to operation. Further fuel properties are also heavily reliant on the level of oxidation. As such, one of the main challenges in the use of biodiesel is its long‐term instability when stored. Typically synthetic anti‐oxidants have been used to address this issue; however, these systems can also add to the formation of deposits, as well as hazardous emissions, on combustion. Recently, research has focused on novel antioxidant development mainly from plant extracts, although there are a number of other routes for improved performance, including the commercialization of hydrogenated vegetable oil (HVO), a prominent alternative to FAME‐based biodiesel due to its higher stability, straight chain paraffin composition, and better cold flow properties. In this review, the factors that promote this oxidation are presented, including molecular composition, metal contamination, temperature and light exposure, as well as the latest findings on the inclusion of HVO, the current state‐of‐the‐art analytical techniques employed, and the impact of higher pressure injection systems on vehicles that demonstrate deposit formation is not solely due to the unsaturated biodiesel components. © 2021 Society of Chemical Industry and John Wiley & Sons, Ltd
