CA2428886A1 - Method for reducing emissions from high pressure common rail fuel injection diesel engines - Google Patents
Method for reducing emissions from high pressure common rail fuel injection diesel engines Download PDFInfo
- Publication number
- CA2428886A1 CA2428886A1 CA002428886A CA2428886A CA2428886A1 CA 2428886 A1 CA2428886 A1 CA 2428886A1 CA 002428886 A CA002428886 A CA 002428886A CA 2428886 A CA2428886 A CA 2428886A CA 2428886 A1 CA2428886 A1 CA 2428886A1
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- CA
- Canada
- Prior art keywords
- less
- fuel
- common rail
- high pressure
- diesel fuel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
-
- C—CHEMISTRY; METALLURGY
- C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
- C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
- C10L1/00—Liquid carbonaceous fuels
- C10L1/04—Liquid carbonaceous fuels essentially based on blends of hydrocarbons
- C10L1/08—Liquid carbonaceous fuels essentially based on blends of hydrocarbons for compression ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
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- Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Organic Chemistry (AREA)
- Fuel-Injection Apparatus (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The emission from high pressure common rail fuel system compressor ignition engines is reduced by using fuel in said engine a diesel fuel characterized as having a sulfur content of about 0.05 wt% or less, a density of about 0.83 or less and a viscosity of about 3 cSt or less at 40 ~C.
Description
METHOD FOR REDUCING EMISSIONS FROM HIGH
PRESSURE COMMON RAIL FUEL INJECTION DIESEL ENGINES
BACKGROUND OF THE INVENTION
FIELD OF THE INVENTION
This invention relates to the operation of compression ignition engines, i.e., diesel engines, utilizing high pressure common rail fuel systems and to the fuels used to run such engines.
DESCRIPTION OF THE RELATED ART
In the operation of compression ignition diesel engines fueled with conventional fuel systems, i.e., high pressure diesel injectors, the fuel used is a distillate fuel which is higher viscosity and density than most other transporta-tion distillate fuels, e.g., gasoline, jet fuel, etc. A drawback of using such fuel in such conventional fuel system engines can be high smoke production.
It is generally known that low density fuels are environmentally desir-able. These fuels are also often associated with their lower aromatic content, lower sulfur content, lower T9p and lower content of polynuclear aromatic compounds. Sulfur and aromatics are typically reduced by incorporating hydrogen into the fuel molecules (i.e., raising the H/C ratio). This can have the effect of reducing fuel density and volumetric energy content. In general, when sulfur and aromatics are reduced density goes down, the fuel burns cleaner and the exhaust is more effectively cleaned by exhaust after treatment systems like catalytic converters and particle traps. It is also generally acknowledged, however, that the use of low density diesel fuels in conventional fuel system diesels reduces engine output and degrades vehicle performance. This is due to the lower volumetric energy content of low density fuels.
DESCRIPTION OF THE FIGURE
Figure 1 reports the emission levels of hydrocarbon, NOx, particulate matter, hydrocarbon + NOx and CO produced (means of three runs) by a common rail diesel engine run on four fuels of different density and viscosity.
DESCRIPTION OF THE INVENTION
It has been discovered that compression ignition engines utilizing high pressure common rail fuel systems can be operated with good performance and reduced emissions of hydrocarbons, particulate matter and CO by the use of low density fuel characterized as a fuel having density of about 0.83 g/cc or less, preferably about 0.825 g/cc or less, more preferably about 0.82 g/cc or less, a kinematic viscosity of about 3 cSt or less at 40°C, preferably about 2.6 cSt or less at 40°C, more preferably about 2.1 cSt or less at 40°C.
Diesel fuel refers to an essentially hydrocarbon fuel which can contain various amounts of oxygen, sulfur, nitrogen and various trace elements, with a distillation curve falling in the range of about 140°C to 400°C.
Preferably the fuel also has a sulfur content of about 0.05 wt% or less, more preferably about 0.04 wt% or less, still more preferably about 0.03 wt%
or less. Sulfur can be measured by x-ray fluorescence and ultraviolet fluorescence.
One particularly effective method for measuring low levels of distillate fuel sulfurs is ASTM D-5453. The fuel may also contain such other typical diesel fuel additives as cetane improvers pour point depressants/cold flow improvers, oxygenates (such as alcohols, ethers, esters, glycols, etc.), wax anti-settling additives, diesel fuel stabilizers, antioxidants, combustion improvers, detergents, demulsifiers, dehazers, lubricity additives, antifoamants, antistatic agents, conductivity improvers, corrosion inhibitors, drag reducing agents, reodorants, dyes, markers and the like.
While lower density fuels contain less energy per unit volume and consequently result in a loss of engine performance in conventional high pressure injector fuel system engines, it has been found, quite unexpectedly, that high pressure common rail fuel system compression ignition engines can be operated with no performance debit and with a significant reduction in emissions by using as the fuel a low density diesel fuel characterized as a fuel having a density of about 0.83 g/cc or Iess, a viscosity of about 3 cSt or less at 40°C and preferably a sulfur content of about 0.05 wt% or less.
The invention is further described in the following non-limiting example s.
Four test fuels are described in Table 1, below.
PRESSURE COMMON RAIL FUEL INJECTION DIESEL ENGINES
BACKGROUND OF THE INVENTION
FIELD OF THE INVENTION
This invention relates to the operation of compression ignition engines, i.e., diesel engines, utilizing high pressure common rail fuel systems and to the fuels used to run such engines.
DESCRIPTION OF THE RELATED ART
In the operation of compression ignition diesel engines fueled with conventional fuel systems, i.e., high pressure diesel injectors, the fuel used is a distillate fuel which is higher viscosity and density than most other transporta-tion distillate fuels, e.g., gasoline, jet fuel, etc. A drawback of using such fuel in such conventional fuel system engines can be high smoke production.
It is generally known that low density fuels are environmentally desir-able. These fuels are also often associated with their lower aromatic content, lower sulfur content, lower T9p and lower content of polynuclear aromatic compounds. Sulfur and aromatics are typically reduced by incorporating hydrogen into the fuel molecules (i.e., raising the H/C ratio). This can have the effect of reducing fuel density and volumetric energy content. In general, when sulfur and aromatics are reduced density goes down, the fuel burns cleaner and the exhaust is more effectively cleaned by exhaust after treatment systems like catalytic converters and particle traps. It is also generally acknowledged, however, that the use of low density diesel fuels in conventional fuel system diesels reduces engine output and degrades vehicle performance. This is due to the lower volumetric energy content of low density fuels.
DESCRIPTION OF THE FIGURE
Figure 1 reports the emission levels of hydrocarbon, NOx, particulate matter, hydrocarbon + NOx and CO produced (means of three runs) by a common rail diesel engine run on four fuels of different density and viscosity.
DESCRIPTION OF THE INVENTION
It has been discovered that compression ignition engines utilizing high pressure common rail fuel systems can be operated with good performance and reduced emissions of hydrocarbons, particulate matter and CO by the use of low density fuel characterized as a fuel having density of about 0.83 g/cc or less, preferably about 0.825 g/cc or less, more preferably about 0.82 g/cc or less, a kinematic viscosity of about 3 cSt or less at 40°C, preferably about 2.6 cSt or less at 40°C, more preferably about 2.1 cSt or less at 40°C.
Diesel fuel refers to an essentially hydrocarbon fuel which can contain various amounts of oxygen, sulfur, nitrogen and various trace elements, with a distillation curve falling in the range of about 140°C to 400°C.
Preferably the fuel also has a sulfur content of about 0.05 wt% or less, more preferably about 0.04 wt% or less, still more preferably about 0.03 wt%
or less. Sulfur can be measured by x-ray fluorescence and ultraviolet fluorescence.
One particularly effective method for measuring low levels of distillate fuel sulfurs is ASTM D-5453. The fuel may also contain such other typical diesel fuel additives as cetane improvers pour point depressants/cold flow improvers, oxygenates (such as alcohols, ethers, esters, glycols, etc.), wax anti-settling additives, diesel fuel stabilizers, antioxidants, combustion improvers, detergents, demulsifiers, dehazers, lubricity additives, antifoamants, antistatic agents, conductivity improvers, corrosion inhibitors, drag reducing agents, reodorants, dyes, markers and the like.
While lower density fuels contain less energy per unit volume and consequently result in a loss of engine performance in conventional high pressure injector fuel system engines, it has been found, quite unexpectedly, that high pressure common rail fuel system compression ignition engines can be operated with no performance debit and with a significant reduction in emissions by using as the fuel a low density diesel fuel characterized as a fuel having a density of about 0.83 g/cc or Iess, a viscosity of about 3 cSt or less at 40°C and preferably a sulfur content of about 0.05 wt% or less.
The invention is further described in the following non-limiting example s.
Four test fuels are described in Table 1, below.
O
~ r., ~n o 0 0, 'd': ~ 0 0 0 .--.
A rr~ o 0 0 ~ ,'~° ~t o 0 0 ~
p N V
~a U
O N ~ ~ ~ ~ oo N O Q' O ~, ~ ~ tV O M
O
v~ O
V1 N ~ ~ ~ ~ ~ d: ~1 O
p ,_, due" N cn O dv N
~a a H
N
O 0O d' O C
p ~ N ~ N N ~
p a i i i 0 0~0 ~ ~ ~ ~, U
~1 _,-~ ~1 A p., .'~,' "' "
~O ~ 00 ~ ~ M
O
v..i . ~
+~
3 ~~
M
o ~ o ~,., U o z y ~ ~.~ H
w -~~ ~ ~ ~ ~ + +
ri ~ ~ E~ H H H ~ U ~ ~ A E-~~ A E° f Three fuels are commercially available European specification diesel fuel and one is a laboratory blended fuel. The fuels were tested in a Mercedes C220CDi vehicle, the first commercial European common rail diesel vehicle.
Cold start emissions are tabulated in Figure 1.
It is seen that hydrocarbon emissions decrease as the engine is switched from UKLSADO (density 0.8539 g/cc) to Swiss LAADO (density 0.8251 g/cc) to R-Improve ADO (density 0.8212 g/cc) down to Swedish Class 1 "City" diesel (density 0.8155 g/cc).
A similar trend is seen with respect to particular matter (Pm x 10) and CO. There is no significant difference in NOx production from the engine run on any of the four fuels.
The UI~ low sulfur ADO produced the highest emissions. Emissions of hydrocarbons, particulate matter and CO were all reduced by switching to lower density, lower viscosity fuels.
Vehicle performance was measured by doing wide open throttle acceleration in fifth gear. Acceleration time form 50 to 120 km/hour was measured. Despite the difference in the fuels with respect to densities, there was no significant difference in acceleration times as would be expected in a conven-tional diesel engine.
Acceleration times are presented in Table 2, below.
~ r., ~n o 0 0, 'd': ~ 0 0 0 .--.
A rr~ o 0 0 ~ ,'~° ~t o 0 0 ~
p N V
~a U
O N ~ ~ ~ ~ oo N O Q' O ~, ~ ~ tV O M
O
v~ O
V1 N ~ ~ ~ ~ ~ d: ~1 O
p ,_, due" N cn O dv N
~a a H
N
O 0O d' O C
p ~ N ~ N N ~
p a i i i 0 0~0 ~ ~ ~ ~, U
~1 _,-~ ~1 A p., .'~,' "' "
~O ~ 00 ~ ~ M
O
v..i . ~
+~
3 ~~
M
o ~ o ~,., U o z y ~ ~.~ H
w -~~ ~ ~ ~ ~ + +
ri ~ ~ E~ H H H ~ U ~ ~ A E-~~ A E° f Three fuels are commercially available European specification diesel fuel and one is a laboratory blended fuel. The fuels were tested in a Mercedes C220CDi vehicle, the first commercial European common rail diesel vehicle.
Cold start emissions are tabulated in Figure 1.
It is seen that hydrocarbon emissions decrease as the engine is switched from UKLSADO (density 0.8539 g/cc) to Swiss LAADO (density 0.8251 g/cc) to R-Improve ADO (density 0.8212 g/cc) down to Swedish Class 1 "City" diesel (density 0.8155 g/cc).
A similar trend is seen with respect to particular matter (Pm x 10) and CO. There is no significant difference in NOx production from the engine run on any of the four fuels.
The UI~ low sulfur ADO produced the highest emissions. Emissions of hydrocarbons, particulate matter and CO were all reduced by switching to lower density, lower viscosity fuels.
Vehicle performance was measured by doing wide open throttle acceleration in fifth gear. Acceleration time form 50 to 120 km/hour was measured. Despite the difference in the fuels with respect to densities, there was no significant difference in acceleration times as would be expected in a conven-tional diesel engine.
Acceleration times are presented in Table 2, below.
TJI~ LS ADO 26.61 seconds Swiss LS ADO 26.75 seconds R-Improved ADO 26.86 seconds Swedish Class 1 26.85 seconds ADO
Statistical analysis disclosed that there is no difference in acceleration performance between the fuels (based on the 95% LSD intervals). Analysis based~on the 60% LSD intervals still did not show a difference between any of the fuels.
Consequently, it is seen that the operation of common rail diesel engines in diesel fuels of lower density and viscosity, while resulting in a significant reduction in emissions has no significant effect or overall vehicle performance, as determined by acceleration.
Statistical analysis disclosed that there is no difference in acceleration performance between the fuels (based on the 95% LSD intervals). Analysis based~on the 60% LSD intervals still did not show a difference between any of the fuels.
Consequently, it is seen that the operation of common rail diesel engines in diesel fuels of lower density and viscosity, while resulting in a significant reduction in emissions has no significant effect or overall vehicle performance, as determined by acceleration.
Claims (12)
1. A method for reducing emissions of common rail fuel system compression ignition engine by running said engine on a fuel comprising a diesel fuel characterized by having a density of about 0.83 g/cc or less and a viscosity of about 3 cSt or less at 40°C.
2. The method of claim 1 wherein the diesel fuel is characterized by having a density of about 0.825 g/cc or less.
3. The method of claim 1 wherein the diesel fuel is characterized by having a density of about 0.820 g/cc or less.
4. The method of claim 1 wherein the diesel fuel is characterized by having a viscosity of about 2.6 cSt or less at 40°C.
5. The method of claim 2 wherein the diesel fuel is characterized by having a viscosity of about 2.6 cSt or less at 40°C.
6. The method of claim 3 wherein the diesel fuel is characterized by having a viscosity of about 2.6 cSt or less at 40°C.
7. The method of claim 1 wherein the diesel fuel is characterized by having a viscosity of about 2.1 cSt or less at 40°C.
8. The method of claim 2 wherein the diesel fuel is characterized by having a viscosity of about 2.1 cSt or less at 40°C.
9. The method of claim 3 wherein the diesel fuel is characterized by having a viscosity of about 2.1 cSt or less at 40°C.
10. The method of claim 1, 2, 3, 4, 5, 6, 7, 8 or 9 wherein the diesel fuel is characterized by having a sulfur content of about 0.05 wt% or less.
11. The method of claim 10 wherein the diesel fuel is characterized by having a sulfur content of about 0.04 wt% or less.
12. The method of claim 10 wherein the diesel fuel is characterized by having a sulfur content of about 0.03 wt% or less.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US25244100P | 2000-11-21 | 2000-11-21 | |
| US60/252,441 | 2000-11-21 | ||
| US09/978,510 | 2001-10-16 | ||
| US09/978,510 US20020151756A1 (en) | 2000-11-21 | 2001-10-16 | Method for reducing emissions from high pressure common rail fuel injection diesel engines |
| PCT/US2001/043691 WO2002042619A2 (en) | 2000-11-21 | 2001-11-06 | Method for reducing emissions from high pressure common rail fuel injection diesel engines |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2428886A1 true CA2428886A1 (en) | 2002-05-30 |
Family
ID=26942319
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002428886A Abandoned CA2428886A1 (en) | 2000-11-21 | 2001-11-06 | Method for reducing emissions from high pressure common rail fuel injection diesel engines |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US20020151756A1 (en) |
| EP (1) | EP1341996A4 (en) |
| JP (1) | JP2004514746A (en) |
| AU (1) | AU2002236466A1 (en) |
| CA (1) | CA2428886A1 (en) |
| WO (1) | WO2002042619A2 (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AR047565A1 (en) * | 2003-12-01 | 2006-01-25 | Shell Int Research | INCREASE IN POWER T PERFORMANCE IN ACCELERATION TERMS OF DIESEL FUEL COMPOSITIONS |
| US7402186B2 (en) * | 2004-02-09 | 2008-07-22 | The Lubrizol Corporation | Fuel composition containing a medium substantially free of sulphur and process thereof |
| AR059751A1 (en) * | 2006-03-10 | 2008-04-23 | Shell Int Research | DIESEL FUEL COMPOSITIONS |
| WO2009083490A1 (en) * | 2007-12-28 | 2009-07-09 | Shell Internationale Research Maatschappij B.V. | Use of a viscosity increasing component in a diesel fuel |
| EP2257614B1 (en) * | 2008-03-26 | 2016-09-14 | Shell Internationale Research Maatschappij B.V. | Use of a viscosity index improver in a diesel fuel composition |
| WO2020109184A1 (en) | 2018-11-26 | 2020-06-04 | Shell Internationale Research Maatschappij B.V. | Fuel compositions |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE69415512T2 (en) * | 1993-03-05 | 1999-05-20 | Mobil Oil Corp | LOW EMISSION FUEL |
| US6045120A (en) * | 1998-01-13 | 2000-04-04 | Cummins Engine Company, Inc. | Flow balanced spill control valve |
-
2001
- 2001-10-16 US US09/978,510 patent/US20020151756A1/en not_active Abandoned
- 2001-11-06 WO PCT/US2001/043691 patent/WO2002042619A2/en active Application Filing
- 2001-11-06 JP JP2002544523A patent/JP2004514746A/en active Pending
- 2001-11-06 AU AU2002236466A patent/AU2002236466A1/en not_active Abandoned
- 2001-11-06 CA CA002428886A patent/CA2428886A1/en not_active Abandoned
- 2001-11-06 EP EP01985995A patent/EP1341996A4/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| WO2002042619A3 (en) | 2002-07-25 |
| EP1341996A4 (en) | 2012-02-29 |
| WO2002042619A2 (en) | 2002-05-30 |
| US20020151756A1 (en) | 2002-10-17 |
| EP1341996A2 (en) | 2003-09-10 |
| AU2002236466A1 (en) | 2002-06-03 |
| JP2004514746A (en) | 2004-05-20 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |