Characterization of Palm Biodiesel Deposit on The Locomotive Engine Fuel Filters: Composition, Physical, Chemical Properties
Corresponding email: ihwan.haryono@brin.go.id
Published at : 24 Dec 2024
Volume : IJtech
Vol 15, No 6 (2024)
DOI : https://doi.org/10.14716/ijtech.v15i6.5781
Haryono, I., Ma'ruf, M., Setiapraja, H., Fajar, R., Mansur, D., 2024. Characterization of Palm Biodiesel Deposit on The Locomotive Engine Fuel Filters: Composition, Physical, Chemical Properties . International Journal of Technology. Volume 15(6), pp. 1873-1885
| Ihwan Haryono | Research Center for Energy Conversion and Conservation, National Research and Innovation Agency, KST B.J Habibie Serpong, South Tangerang, Banten 15310-Indonesia |
| Muhammad Ma'ruf | Research Center for Energy Conversion and Conservation, National Research and Innovation Agency, KST B.J Habibie Serpong, South Tangerang, Banten 15310-Indonesia |
| Hari Setiapraja | Research Center for Energy Conversion and Conservation, National Research and Innovation Agency, KST B.J Habibie Serpong, South Tangerang, Banten 15310-Indonesia |
| Rizqon Fajar | Research Center for Transportation Technology, National Research and Innovation Agency, KST B.J Habibie Serpong, South Tangerang, Banten 15310-Indonesia |
| Dieni Mansur | Research Center for Chemistry, National Research and Innovation Agency, KST B.J Habibie Serpong, South Tangerang, Banten 15310-Indonesia |
High ratio biodiesel blend fuel has become mandatory for all sectors including road and non-road vehicles since 2016. All stakeholders of biofuel in Indonesia had conducted a specified investigation through road tests 40,000 km to evaluate the high biodiesel effect on performance, emissions, and engine components. An improvement in fuel properties of biodiesel FAME has also been stated in the new fuel standard. Moreover, the recommendation for proper high biodiesel ratio handling and storage also socialized to all stakeholders. However, shorter fuel filter mileage and fuel degradation for long storing still remain issues for the implementation of biodiesel in Indonesia. An assessment of biodiesel in a locomotive in Indonesia was conducted through a rail test conducted for 6 months with a coal train in Sumatera Island with a blend ratio of 20% by volume (B20) and pure diesel fuel (B0) as a reference. The purpose of this rail test was to investigate the effect of B20 on various factors at railway application. This paper is presented a detailed analysis of the deposits formed in the used main and used twin filters of the locomotive for one maintenance period. An analysis of morphology, elemental analysis, and its physical and chemical properties was done by using a digital microscope, thermogravimetric analysis (TGA), Fourier transform infrared spectroscopy (FT-IR), and gas chromatography-mass spectrometry (GC-MS), respectively. An analysis showed that B20 had more deposits on the main filter compared with B0, while it had fewer deposits on the twin filter. Deposit in both of main and twin filters for B20 was identified mostly from hydrocarbons and fatty acid methyl esters. Analysis results also recommended that the fuel filter mileage of B20 was still possible to be prolonged with the current fuel filter standard by considering to deposit formation for both B0 and B20 still under tolerance level.
B20; FAME; Fuel filter; Locomotive; Palm biodiesel
Biodiesel is a promising alternative fuel to support the implementation of sustainable fuels and reduction of exhaust gas emissions from transportation sector in Indonesia (Wirawan et al., 2024; Tjahjono et al., 2021). Several improvements have been applied to the automotive sector, including the specified development of a fuel system for biodiesel, appropriate handling and storage of biodiesel, and limitations on the amount of water and mono-glycerides permitted biodiesel. Those improvements are required to meet specified engine performance and emission from various biodiesel production processes and feedstock resources (Zhang et al., 2022; Said et al., 2018; Susila, Rachimoellah, and Sutantra, 2011). Many studies have reported the effects of using biodiesel fuel in automotive applications with various engine technologies and biodiesel resources (Lee and Cho, 2024; Reksowardojo et al., 2023; Mokhtar et al., 2023; Pandey, Mishra, and Verma, 2022; Kumbhar et al., 2021). Nevertheless, a few studies have reported the utilization of high-ratio biodiesel with a blending volume above 10% in the locomotive applications. An implementation of biodiesel on a locomotive had similar results to automotive, which could raise an issue in the intake system and fuel filter clogging (Stead et al., 2019). Skinner et al. (2007) reported that the utilization of biodiesel could decrease fuel filter mileage and reduce fuel economy. At the same time, it has an advantage on low exhaust gas emission except for NOx without any significant reduction in engine power. Utilization of high-ratio biodiesel fuels could also affect to accelerate the replacement time of fuel filters due to their faster deposit formation (Heck, Mohammad, and Abi-Akar, n.d.; Komariah et al., 2018; Graver, Frey, and Hu, 2016; Ge et al., 2009).
Deposit in
the engine could be in various forms, including carbonaceous, polymeric,
carboxylate salts, and inorganic salts. Further, a typical deposit in an engine
fuelled with biodiesel was a sticky deposit due to its saturated fatty acid
contents. High temperature and pressure of the advanced injection system would
lead to building deposits at the injector due to cavitation in the injector and
fuel thermal stress. While storage sediment, biodiesel, lubricant adulteration,
metal catalyst, water as well as bio-contaminant were also the sources of
deposit for both in injector and fuel filter (Barker et al., 2020). Deposit formation in the
injector formed due to hydrocarbon decomposition and condensation as a result
of the unburn product of low volatility, high viscosity, and density of
biodiesel. Carbonaceous deposits could occur in injectors at a temperature
higher than 350°C (Hoang, Le, and Pham, 2020; Hoang and Le, 2019). Deposit
formation in biodiesel fuel is also affected by its long chains, low ignition
point, and high boiling point, resulting in a higher maximum evaporation rate
point (MEP) compared to diesel fuel (Suryantoro et al., 2016). Moreover, Hoang also reported
that the degradation of lubricating oil would also
influence deposit formation in the combustion chamber (Hoang and Pham, 2018). While the deposit in the fuel
filter was in a sticky form which was mainly influenced by biodiesel
contaminants such as monoglyceride, water, and metal content which occur at a
temperature below its pour point. These types of deposits would be easily removed
as the temperature increase. However, if there is some solid deposit from
diesel fuel accumulated in the void space of the fuel filter, then it is mixed
with a sticky deposit of biodiesel then, which would result in fuel filter
clogging (Paryanto et al., 2022). Csontos et al.
(2020; 2019) evaluated deposit characteristics by using Gas
Chromatography-Mass Spectrometry (GC-MS), X-ray Fluorescence Spectroscopy-Energy
Dispersive X-ray Spectrometry (XRF-EDX), Fourier-Transform Infrared
Spectroscopy (FTIR), and Thermogravimetric (TGA). They identified that
carboxylic acid (CA) and unreacted CA, oxidized polymer compounds, glycerol,
sterol, other impurities, and contaminants could be from biodiesel degradation
and its production process (Csontos
et al., 2020; 2019). Meanwhile, Barker et al. (2009) have reported that carbon with C16-C18
was the main component of the injector deposit (Barker et al., 2009). However, some studies also have
reported that the utilization of biodiesel fuel would not have a significant
difference in fuel filter mileage compared with pure fossil diesel fuel (Petiteaux and Monsallier, 2019;
Nelson, 2012). Lammert,
Barnitt, and McCormick (2009) have recognized unsuitable cold flow properties of
biodiesel for implementation in low-temperature conditions during the winter
season.
In a previous study, a used fuel filter of B20 from one
period of fuel filter changing was analyzed with uncontrolled properties of
B20, locomotives, and trips. It found that the B20 fuel filter had shorter
mileage (Ma’ruf
and Haryono, 2020).
Furthermore, an evaluation with rail test B20 was conducted on a
coal train in Sumatera Island to evaluate the effect of B20 on the locomotive
in the more controllable testing environment, including fuel, locomotive, and
trip. Specified locomotives with controlled B20 properties were prepared for
this evaluation during its six months rail test. This paper reports
specifically on the characteristic of a used fuel filter diesel locomotive for
3 months fuelled with B20 and pure diesel fuel. This rail test has been used as
a reference to improve the biodiesel production process, the application of
proper handling and storing of B20, and the development of engine components,
especially fuel filters. Thus, the target for a longer lifetime of biodiesel
fuel filters with high concentrations can be achieved with the use of diesel
oil (B0).
Deposit formation in fuel filters is influenced by fuel impurities
and contaminants and fuel flow rate. In this rail test, fuel properties were
controlled with specified fuel sources, handling, and storing. Periodic
sampling and analyzing of tested fuel were conducted during the rail test to
ensure the fuel properties meet the requirements stated by the Directorate
General of Oil and Gas of Indonesia. However, a contaminant from the
surrounding environment during the rail test, such as coal dust, could not be
controlled. Here, the period analysis of tested fuels showed a deviation of
less than 5%. The fuel flow rate, which is indicated by the mode of
operation of the locomotive, was controlled by a constant trip with the same
locomotive. Here, the trainload represented by carried coal could not also be
set in the same amount for each trip. Nevertheless, the trainload for every
trip was recorded to analyze the deviation of load. Furthermore, a source of
error could also be possible during the sampling process, preparation, and
analysis of the samples.
2.1. Materials
A rail
test was conducted using two types of fuels: a biodiesel blend with a ratio of
20% by volume (B20) and industrial diesel fuel available in the Indonesian
market (B0). Table 1 shows the fuel properties for both B0 and B20. In this
study, the fuel properties shown in Table 1 were tested using the specified
ASTM methods, except for oxidation stability, which was measured according to
EN 15751 standard. B20 exhibited better properties in terms of cetane number,
density, flash point, sulfur content, distillation, and lubricity compared to
B0, as shown in Table 1. However, B20 had some disadvantages, such as higher
water content and monoglyceride levels, which could lead to deposit formation
in the fuel filter.
2. Testing Methods and Analysis
An analysis of the deposit and its contents of the fuel
filter was done for the used main and twin filters of the coal train fuelled
with B20 and B0. Two trains were run at the same time for 6 months, and
periodic maintenance was at 3 months. Here, the sampling of used fuel filterss
was at fuel filter changing on 3 months based on a recommendation from the
locomotive manufacturer. In this study,
used main and twin filter deposits were identified for their morphology,
elemental analysis, and chemical and physical analysis by using a Hirox
microscope with type KH-8700, thermogravimetric (TGA) with differential
thermogravimetric (DTG), gas chromatography-mass spectrometry (GC-MS) type 6890
and Fourier-transform infrared spectroscopy (FTIR) Shimadzu–IR Prestige 21,
respectively. Here, a filter size of 1 cm2 was soaked in 10ml of
acetone, chloroform dichloromethane (DCM), and n-hexane as organic solvents
before GC-MS analysis. The purposes of using various solvents were to evaluate
and determine the effectivity of solvent on dissolving precipitate. A Whatman microfiber filter paper
with a diameter of 47 mm and pore of 0.7 µm was utilized to filter precipitate
matter in solvent to avoid small solid particles entering the GC-MS column.
2.3. Diesel Locomotive Coal Train
A rail test was conducted with a locomotive from Electro-Motive Diesel (EMD) Model GT 38 AC. The locomotive has three stages of fuel filtration, including a strainer, main filter, and twin filter. A strainer is installed to filter contaminants with sizes >10 microns and water. While the main filter and twin filter was intended to filter particle with a size of 5-10 micron and 3-4 microns, respectively. Figure 1 shows the fuel filtration system for the EMD locomotive for both fuelled with B20 and B0.
Figure 1
Schematic diagram of fuel system in EMD locomotive
Morphology and deposit content was evaluated
on the main and twin fuel filter of the locomotive fueled with B20 after 3
months of use. Further, an evaluation of the fuel filter with B0 fuel had also
been done with B0 as a reference condition. Here, deposit evaluation on the
strainer was not conducted due to fewer deposits found as it just filtered
coarse bulk particles such as rocks or gavel for both locomotives with B20 and
B0.
3.1. Morphology and Thickness of Deposit
Figure 2 shows an evaluation of morphology and thickness of deposit on used main filters with B20 and B0 fuel after 3 months by using a 3D digital microscope at a magnification of 500 times and 100 times, respectively. The used main filter for B20 was fully covered by deposit so that the fuel fiber could not be recognized, while the fiber and pores of the used main filter with B0 were still clearly observable. An evaluation of deposit thickness on the used main filter showed that B20 was higher compared with B0, with an average of 822 µm and 699 µm, respectively. Moreover, it is found that the deposit characteristic of B20 was soft so that B20 was still possible to flow through the used main filter with less resistance. A measurement of differential pressure also showed that the pressure difference between the upstream and downstream of the filter did not change significantly. Therefore, it could be the reason for similar power of locomotive after 3 months with B20 (EBTKE, 2018).
Figure 2 Main filter condition after 3 months of usage: (a) B0; and (b) B20
Visual inspection of deposit on the used twin filter showed that fibers were still clearly visible for both B20 and B0 as shown in Figure 3. However, the granule deposit size of B20 was bigger compared with B0, which covers the used twin filter surface uniformly. Figure 3 also shows the thickness of the deposit at the used twin filter fueled with B20 and B0. Measurement results showed that B20 and B0 had an average thickness of 601 µm and 621 µm, respectively, as shown in Figure 3. The lower deposit thickness of B20 compared with B0 could be considered due to most of the contaminants B20 was filtered on the main filter resulted in less filtered deposit in twin filters. Blend fuel of FAME biodiesel is characterized by solid-formed deposit and the wet flexible waxy precipitate, which resulted from impurities of diesel fuel and FAME. Moreover, contaminants of blend fuel could also be from thermal oxidation and metal-catalyzed oxidation of high-temperature recirculation fuel. In our previous investigation on used locomotive fuel filters, we identified some elements contained in the deposit of the used filters, either organics or un-organics. An analysis of three samples of a used locomotive, water separator, and generator fuel filter has found metal elements such as Al, Si, S, and Ca. An accumulated combination of those solid and wet waxy deposits would result in suddenly blocked fuel filter (Paryanto et al., 2022; Ma’ruf and Haryono, 2020; Wadumesthrige et al., 2010).
Figure 3
Twin filter condition after used for 3 months: (a) B0; and (b) B20
3.2. Physical and chemical properties of the filter
Figure 4 Spectrum FTIR of B20 fuel
Based on the spectrum of FTIR, as shown
in Figure 4, the peaks on a new filter generally also appeared on the used filter.
However, several new peaks appeared on the used filter, such as at wave numbers
1259 and 1232 cm-1, which were the C-O-C group of ester, probably
derived from biodiesel. Furthermore, wave numbers of 626 and 468 cm1
were the naphthalene group, and 609 cm-1 was SO2 group
derived from petrodiesel fuel.
The filtered impurities after using B20 fuel originated from biodiesel and petrodiesel. One of the efforts to improve the quality of biodiesel blends can be done by reducing the content of impurities in B0, which implies minimizing the interaction in the biodiesel blend. The used filter was also analyzed by Thermogravimetric (TG) analysis to understand its thermal properties compared with the new filter. TG analysis was conducted at N2 conditions with a heating rate of 10°C /min from room temperature to 600°C. Figure 5 shows TG or weight loss and derivative thermogravimetry (DTG) curves of the filters.
Figure 5 TG and DTG curves of the used
filter (a) and new filter (b)
3.3.
Composition of deposit on the filters
The filter used was analyzed with an
elemental analyzer to determine the percentage of carbon, hydrogen, and oxygen
in the deposited materials. As well as FTIR analysis, a new filter was also
used for comparison because the elements in the filter material were detected.
Table 3 shows the elemental analysis results. Carbon [C] and hydrogen [H]
contents in the used filter increased compared to the new one by 20.4% and 3%,
respectively, caused by fuel or engine crust passing through the filter. The
nitrogen [N] content was minimal and can be neglected as a trace element.
Meanwhile, the oxygen [O] content in the used filter was lesser than in the new
one because of the high added carbon from trapped fuel, while the O value was
calculated based on the difference between the percentages of C, H, and N. The
value of detected O in the used filter was derived from the filter material,
fuels, or sulfur oxide. The existence of sulfur compounds on the used filter
was confirmed by FTIR analysis at peak 609 cm-1 (Table 1) because
the elemental analyzer could only detect C, H, and N.
Table 3 Analysis of used and new filters
|
Element
[wt. %] |
Used filter |
New
filter |
|
Carbon
|
66.0 |
45.6 |
|
Hydrogen
|
9.3 |
6.4 |
|
Nitrogen
|
0.5 |
0.8 |
|
Oxygen* |
24.2 |
47.2 |
*) calculated
by 100% - (C+H+N)
The deposited substance on the main and twin filters with B20
or B0 fuels was identified by GCMS. Among solvents used for diluted chemicals
on the B0 fuel filter, chloroform appears to have a better solvent than the
others (acetone, dichloromethane, and n-hexane) due to more chemicals
identified, as shown in Figure 6. Based on the identified compounds, the
chemicals trapped on the used filter of B0 were hydrocarbons ranging from C12 -
C27, which were dominated by pentadecane, 2,6,10,14-tetramethyl- (C19H40).
Alkane hydrocarbon compounds with carbon number 
C17 are in a solid form at
20°C and were naturally trapped on the filter, leading to a blockage. The
presence of C12-C16 compounds in Figure 6 can be attributed to the lack of
pretreatment of the filter before soaking it in the organic solvent. As a
results, the C12-C16 compounds remained on the filter even at 20°C.
Additionally, naphthalene compounds caused blockage due to their high melting
point and solid form at room temperature. These compounds may have been formed
through the aromatization of straight-chain alkanes (Venkataraman and Eser,
2008).
Figure 6 Identified
chemicals collected by chloroform solvent from the used filter after passing B0
fuel
Chloroform was a more effective solvent
in the used filter that passed through B0. Similarly, in the used filter that
passed through B20, many chemical compounds were also dissolved using
chloroform as the solvent. The identified chemicals on the used filter with B20
fuels using chloroform solvent can be seen in Figure 7. The identified
chemicals were alkane hydrocarbons and fatty acid methyl ester, mainly
Hexadecanoic acid, methyl ester (C17H34O2),
and 9-Octadecenoic acid, methyl ester, (E) - (C19H36O2).
The identified hydrocarbon and fatty
acid methyl ester compounds were constituent chemicals of petrodiesel oil and
palm biodiesel, respectively. Chemical compounds such as Methyl tetradecanoate
and Tridecanoic acid 12-methyl-, methyl esters were derived from fatty acid C14
(myristic acid) that solid phase at room temperature. Likewise, Hexadecanoic
acid, methyl ester (C17H34O2), and Methyl
stearate (C19H38O2) were derived from C16:0
(palmitic acid) and C18:0 (stearic acid) fatty acids, respectively, also in
solid form at room temperature. The presence of these chemicals in a fuel caused filter blockage.
Figure 7 GC-MS
analysis of compounds collected by chloroform solvent from the used filter
after passing B20 fuel
The study on deposit analysis of used fuel filters
showed that B20 had higher deposit content in the main filter while less
deposit was formed in the twin filter compared with B0. An evaluation of 3
months of usage showed deposit filled almost all surfaces of the main filter,
while the coverage of the deposit in the twin filter was not as much as in the
main filter with visible porosity and filter fibers. Furthermore, the used
filter of rail locomotive fuelled by B20 identified various deposit compounds
which contained alkane hydrocarbon compounds with carbon number 
C17 and fatty
acid methyl esters C15 - C19. However, deposit formation on both B0 and B20 was
at a tolerance level so that it did not require faster changing. This rail test
also showed that controlled handling, storing and quality of B20 would result
in less formed deposits in fuel filters.
This study
was supported by the Indonesia Palm Oil Plantation Management Fund. The authors acknowledge the Ministry of
Energy and Mineral Resources of Indonesia, Indonesia Railways Company (PT KAI),
the State oil and natural gas mining company of Indonesia (PT PERTAMINA), the
Indonesia biofuel company association, and all members of laboratory for
Thermodynamics, Engine, and Propulsion that contributed to this study.
| Filename | Description |
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| R2-ME-5781-20221208171014.jpg | Figure 1 |
| R2-ME-5781-20221208171050.jpg | Figure 2 |
| R2-ME-5781-20221208171105.jpg | Figure 3 |
| R2-ME-5781-20221208171127.jpg | Figure 4 |
| R2-ME-5781-20221208171152.jpg | Figure 5a |
| R2-ME-5781-20221208171226.jpg | Figure 5b |
| R2-ME-5781-20221208171255.jpg | Figure 6 |
| R2-ME-5781-20221208171326.jpg | Figure 7 |
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