Proceedings of the ASME 2009 3rd International Conference ofProceedings

Energy Sustainability
of ES2009
ES2009
Energy Sustainability 2009
July
July19-23,
19-23,2009,
2008,San
SanFrancisco,
Francisco,California,
California USA
USA

ES2009-90123
ES2009-90123
BIODIESEL FUELED ENGINE GENERATOR WITH HEAT RECOVERY: COMPARING BIODIESEL TO
DIESEL PERFORMANCE

Fred Betz David Archer

Carnegie Mellon University Carnegie Mellon University
Pittsburgh, PA, USA Pittsburgh, PA, USA

ABSTRACT Upon completion of the system performance testing with

Carnegie Mellon University’s departments of Architecture
and Mechanical Engineering have designed and installed a
biodiesel fueled engine-generator with heat recovery equipment
to supply electric and thermal power to an office building on
campus, the Intelligent Workplace (IW). The installation was
completed in early September 2007, and was commissioned
through April of 2008 with standard off-road low sulfur Diesel
(LSD) fuel. Additional baseline testing was conducted with LSD
until October 2008, when the transition was made to a 100%
soybean oil based biodiesel.
The turbocharged diesel engine-generator set is operated in
parallel with the local electric utility and the campus steam grid.
The system is capable of generating 25 kW of electric power
while providing 18 kW of thermal power in the form of steam
from an exhaust gas boiler and 19 kW in the form of heated
water from the engine coolant. The steam is delivered to a
double-effect Lithium-Bromide (Li-Br) absorption chiller, which
supplies chilled water to the IW for space cooling in the summer
or hot water for space heating in the winter. Furthermore, the
steam can be delivered to the campus steam grid during the fall
and spring when neither heating nor cooling is required in the
IW. The thermal energy recovered from the coolant provides hot
water for space heating in the winter, and for regenerating a
solid desiccant dehumidification ventilation system in summer.
All relevant temperatures, pressures, and flows for these systems
are monitored via a building automation system. Pressure versus
time versus crank angle measurements are recorded in each
cylinder of the engine. Emissions of nitric oxide (NO), nitrogen
dioxide (NO2), Particulate Matter (PM), carbon monoxide (CO)
and carbon dioxide (CO2) are also monitored.
The performance testing thus far indicates that biodiesel fuel
performs just as well as Diesel fuel in the CHP system,
providing similar amounts of electrical and thermal energy at the
similar temperatures and flows at a similar overall efficiency. As
expected, the engine consumes more biodiesel fuel due to the
lower energy density of biodiesel fuel compared to LSD.
different types of biodiesel fuel, the operation of the engine
generator with its heat recovery components will be integrated
with the other HVAC components of the IW including a
parabolic trough solar thermal driven Li-Br absorption chiller, a
solid desiccant dehumidification ventilation system, and multiple
types of fan coils and radiant heating and cooling devices. This
integrated energy supply system is expected to reduce the IW’s
primary energy consumption by half in addition to the 75% site
energy savings already realized by architectural features as
compared to the average US office space.
NOMENCLATURE
ATS Automatic Transfer Switch
BAS Building Automation System
CHX Coolant Heat Exchanger
DG Distributed Generation
CHP Combined Heat and Power
HVAC Heating Ventilation and Air Conditioning
kW Kilowatt
kWc Kilowatt chemical
kWe Kilowatt electric
kWt Kilowatt thermal
LiBr Lithium Bromide
LSD Low Sulfur Diesel
SLC Soft Load Controller
INTRODUCTION
In the drive towards sustainable energy supply and
consumption, distributed generation (DG) and combined heat
and power (CHP) offer a viable approach to reducing energy
costs, shortages, and reducing the impact of power generation on
the environment. To further reduce environmental impact and
dependence on petroleum, biodiesel fuel can be used in CHP
systems. However, one of the key barriers to the adoption of
biodiesel fueled CHP systems are the unknown effects of
biodiesel fuel on the performance parameters, operation, and
maintenance of CHP facilities.

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 In recognition of the importance of distributed combined
heat and power systems for decreasing adverse environmental
impacts from power generation, there have been several studies
of CHP performance optimization and economics [1, 2, 3, and
4]. Furthermore, there is considerable interest in both
characterizing and modeling the performance of distributed CHP
systems, which includes a model of this system [5, 6].
Combined heat and power system efficiencies typically
range 65% to 85% as compared to a large central plant’s
efficiency of 30% [7, 8, 9 and 10] when including transmission
and distribution losses.

SYSTEMS DESCRIPTION
The Intelligent Workplace (IW) provides a test-bed for
HVAC technology research and development. The IW is a 650

Regen
m2 living and lived in laboratory, which is constantly changing

Coil
to meet the demands of its occupants. The IW with offices and
classrooms is situated atop a building as shown in Figure 1.

Figure 2. IW HVAC Systems Integration

The CHP system was sized so that heat recovery from the
exhaust can produce 16 kW of 87 psig (7 bar) steam to an
absorption chiller. In order to provide this heat, a 25 kWe Diesel
engine generator has been equipped with a fire tube steam
generator for exhaust heat recovery, shown in Figure 3. A 2.4
liter turbocharged compression ignition engine is used to fire the
steam generator shown in Figure 4.

Figure 1. The Intelligent Workplace (IW)

The IW, through its architectural features, has already

realized a 75% energy savings in lighting, heating, cooling,
ventilation, and energy distribution demands.
The IW has a 40 kWt peak cooling load and a 50 kWt peak
heating load. The thermal loads are met by an 8 kWt heat pump
in the ventilation unit, a 16 kWt solar thermal system and the
biodiesel-fueled CHP system.
The IW’s systems are connected to the campus’s energy
grids, which allow for the importing and exporting of power, Figure 3. Steam Generator
steam, and chilled water as shown in Figure 2.

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 will aid in adjusting the timing of the engine to optimize the
operation of the engine based on fuel type.
Standard emissions testing will compare O2, CO, CO2, HC,
NO and NO2 for LSD and the different biodiesel fuels.
Particulates will also be measured using a light scattering
instrument, quartz and Teflon filter samples and a scanning
mobility particle analyzer.
The engine's mechanical performance will be assessed by
monitoring a number of components. A maintenance program
will be developed with the engine manufacturer to inspect the
fuel system, lubricants, injectors, and other components in the
combustion process. With this data in hand, a maintenance
program will be developed and engines may be tailored for use
with biodiesel fuels as currently the only changes to the engine
are for the sake of material compatibility.

Figure 4. 25 kW Engine Generator Set EXPERIMENTAL RESULTS

Over the past year 14 full experiments were conducted
EXPERIMENTS
Several experiments are currently being conducted with the along with several shorter runs generating 7,239 kWh of
biodiesel fueled CHP system, which fit into four primary electricity and 13,395 kWh of thermal energy in the form of
categories: steam and hot water during 399 hours of operation.
 energy
CHP RESULTS
 combustion
The CHP results have been separated by season and fuel
 emissions type. The reason for separating the results by season is that the
 reliability and maintainability pressure setting for the steam generator is 87 psig during the
summer rather than 30 psig for the winter. Also, the engine
Standard low-sulfur diesel (LSD) and four biodiesel fuels coolant energy is routed to the radiator rather than the coolant
derived from different feed stocks will be used during the heat exchanger. It should be noted that the radiator was used as a
experiments with batches of 250 gallons each. These surrogate for the desiccant regeneration wheel of the ventilation
experiments will provide approximately 50 hours of total run system as the connection between the engine and the ventilation
time at each load setting of: 25%, 50%, 75%, and 100% of system has not been completed. The basis for this assumption is
design or 25kWe. that the coolant operating temperatures for the radiator are
The energy experiments will measure the efficiency of the similar to the required operating temperatures of the desiccant
overall CHP system, the engine, heat exchangers, and the regeneration wheel [12, 13].
turbocharger shown in Figure 5.
Table 1. Winter CHP Diesel Results
Coolant Exhaust
Power Fuel Plant Heat Heat
Output Input Power Recovered Recovered CHP
(kWe) (kWc) (kWe) (kWt) (kWt) Efficiency
6 25 4 5 4 47%
12 43 3 9 8 60%
18 57 4 13 12 69%
25 76 4 21 18 79%

Table 2. Summer CHP Diesel Results

Coolant Exhaust
Power Fuel Plant Heat Heat
Output Input Power Recovered Recovered CHP
(kWe) (kWc) (kWe) (kWt) (kWt) Efficiency
Figure 5. Turbocharger Instrumentation Setup 6 25 3 6 3 47%
12 43 3 9 7 59%
Combustion experiments will compare all four cylinder
pressures and crank angle degree to determine the performance 18 57 3 12 12 68%
of the four different biodiesel fuels. The purpose of this testing 25 76 3 18 18 76%

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 Table 3. Winter CHP Soy Biodiesel Results Table 5. Fuel Consumption: Specifications vs. Biodiesel
Coolant Exhaust Load Specifications Measured Values
Power Fuel Plant Heat Heat 6 kWe 4.7 lb/hr (2.1 kg/hr) 5.6 lb/hr (2.5 kg/hr)
Output Input Power Recovered Recovered CHP 12 kWe 7.0 lb/hr (3.2 kg/hr) 8.8 lb/hr (4.0 kg/hr)
(kWe) (kWc) (kWe) (kWt) (kWt) Efficiency 18 kWe 9.8 lb/hr (4.4 kg/hr) 12.6 lb/hr (5.7 kg/hr)
6 26 4 8 4 54% 25 kWe 13.3 lb/hr (6.1 kg/hr) 16.1 lb/hr (7.3 kg/hr)
12 42 4 10 9 65%
18 59 4 14 13 68% It should be noted that in Tables 1, 2, and 3 the fuel energy
25 76 4 18 18 76% input is nearly identical between Diesel and biodiesel fuels even
though the fuel consumption shown in Tables 4 and 5 is an
As shown in Tables 1, 2, and 3 the CHP results and heat average of 13.6% higher for biodiesel, the energy content of
availabilities are similar regardless of fuel type and season thus biodiesel is lower therefore it balances.
far. Summer biodiesel CHP results are not yet available.
TURBOCHARGER RESULTS
The data collected from the turbocharger indicates a mass
flow rate of 0.053 kg/sec and a maximum pressure ratio of 1.25
at 25kWe. Plotting this data on Figure 7, the compressor map
provided in by the turbocharger manufacturer, shows that this
turbocharger is not suited for this engine operating under the
specified conditions.

Figure 6. T-Q Diagram for Coolant Heat Exchanger (CHX)

at 25 kWe for Winter and Summer Operation

Figure 6 shows the CHX in operation to illustrate the

difference the type of load makes on the engine. The relatively
cold water used in the winter for space heating drives down the
temperature of the coolant so the engine does not operate in ideal
temperature range of 185oF to 200oF (85oC to 93oC). Figure 10
also shows how the radiator can be operated to approximate the
operating temperatures of desiccant regeneration wheel in the
ventilation system [12, 13]. Figure 7. Turbocharger Compressor Map (14)

FUEL CONSUMPTION RESULTS It should be noted, that while the turbocharger is not
Tables 4 and 5 show fuel consumption comparisons for effective for the duty cycle of this engine, it may operate more
Diesel and biodiesel fuels as well as the manufacturer’s specified efficiently at 36 kWe, which is what the turbocharger was sized
fuel consumption. for. CHP system designers should be aware of this fact and
request a turbocharger that will operate more efficiently in a
Table 4. Fuel Consumption: Specifications vs. LSD more appropriate range.
Load Specifications Measured Values
6 kWe 4.7 lb/hr (2.1 kg/hr) 4.6 lb/hr (2.1 kg/hr) EMISSIONS RESULTS
Standard gaseous emissions were measured over four loads
12 kWe 7.0 lb/hr (3.2 kg/hr) 7.9 lb/hr (3.6 kg/hr)
for each fuel. Note, emissions for 6 kWe using Diesel fuel were
18 kWe 9.8 lb/hr (4.4 kg/hr) 10.6 lb/hr (4.8 kg/hr)
not available nor were NOx emissions due to problems with the
25 kWe 13.3 lb/hr (6.1 kg/hr) 14.1 lb/hr (6.4 kg/hr) gas analyzer and data acquisition system. These data will be
measured again over the summer as additional baseline
information is needed for detailed particulate studies and will be
published later. Furthermore, a detailed comparison of LSD and
ultra-low sulfur Diesel will have to be conducted as LSD is no
longer available.

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 Table 6. Average Diesel Emissions
Load % % % UHC NO NO2
(kWe) O2 CO CO2 (PPM) (PPM) (PPM)
6 16.1 0.0 3.7 4 251 4
12 13.9 0.1 5.2 9 424 6
18 11.6 0.1 6.8 11 466 5
25 9.6 0.1 8.2 12 502 4

Table 7. Average Soy Biodiesel Emissions

Load % % % UHC NO NO2
(kWe) O2 CO CO2 (PPM) (PPM) (PPM)
6 16.3 0.0 3.8 0 224 5
12 13.9 0.0 5.4 1 357 8
18 11.5 0.0 7.1 2 450 10
25 9.7 0.0 8.4 3 498 9

The valid data in Tables 6 and 7 do agree with published
results [15, 16] and make logical sense as the oxygen content of
biodiesel is higher than Diesel fuel. Also, unburned
hydrocarbons are reduced by 75% to 89% consistent with
published findings.
PRESSURE-CRANK ANGLE DEGREE RESULTS
Pressure sensors shown in Figure 8 have been installed in
each cylinder of the engine along with a rotary encoder on the
engine shaft to provide precise measurements for pressure –
crank angle – time analyses for each cylinder.
Figure 9. Pressure-time curve at 18 kWe using LSD.
Figure 9 shows that the engine is injecting fuel at about 15
degrees past top-dead-center. The reason for this delayed
injection is to reduce the maximum temperature in the cylinder
so as to reduce the formation of NOX. Work is underway to
resolve data acquisition problems and to analyze the data.
DISCUSSION
As stated, the CHP system operates similarly for No. 2 low
sulfur Diesel and biodiesel fuels. The key difference is that fuel
consumption for biodiesel is greater, which poses economic
considerations as typically biodiesel fuel is more expensive than
No. 2 Diesel.
It is hoped that with the improved emissions associated with
biodiesel fuel, the engine timing can be adjusted to make more
efficient use of the biodiesel fuel, and therefore reduce the
overall fuel consumption.

FUTURE WORK
Figure 8. Pressure Sensor Installation (blue wires are data
lines)
The results from the pressure-time-crank angle degree
experiments are limited due to several problems with the data
acquisition system. However, an interesting phenomenon arose
during testing as shown in Figure 9.
Several tasks still remain to be completed including:
 Connecting the coolant output of the engine to the
desiccant regeneration wheel of the ventilation system.
 Resolving data acquisition issues with the pressure-
time-crank angle degree measurement system and
conducting the analysis.
 Development and implementation of a maintenance and
inspection program for Diesel engines.
 Completing the control systems integration for the CHP
system, the absorption chiller, and the ventilation
system.
 Testing additional biodiesel fuels for changes in
performance and emissions characteristics.

ACKNOWLEDGEMENTS
We would like to thank the following government agencies for
their support of this project:

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  Pennsylvania Department of Environmental Protection
for the purchase of the major equipment and data
acquisition and control system.
 United States Department of Energy Office of Energy
Efficiency and Renewable Energy for installation of the
equipment.
 Pennsylvania Infrastructure Technology Alliance for
commissioning and operating the system.
 United States Department of Defense, National Institute
of Building Sciences for supporting experiments and
operating the system.
CTI Biofuels, LLC for their generous donation of biodiesel fuel.
We would also like to thank Tim Guider of Lehigh University
for his work on the turbocharger and Professor John Wiss of
Carnegie Mellon University’s mechanical engineering
department for his work on the pressure-time-crank angle setup.
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