CA2564339C - Crude oil derived and gas-to-liquids diesel fuel blends - Google Patents
Crude oil derived and gas-to-liquids diesel fuel blends Download PDFInfo
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- CA2564339C CA2564339C CA2564339A CA2564339A CA2564339C CA 2564339 C CA2564339 C CA 2564339C CA 2564339 A CA2564339 A CA 2564339A CA 2564339 A CA2564339 A CA 2564339A CA 2564339 C CA2564339 C CA 2564339C
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- 239000002283 diesel fuel Substances 0.000 title claims abstract description 75
- 239000000203 mixture Substances 0.000 title claims abstract description 59
- 239000010779 crude oil Substances 0.000 title claims abstract description 17
- 239000007788 liquid Substances 0.000 title claims abstract description 11
- 239000004071 soot Substances 0.000 claims abstract description 25
- 238000000034 method Methods 0.000 claims abstract description 9
- 230000009467 reduction Effects 0.000 claims description 28
- NINIDFKCEFEMDL-UHFFFAOYSA-N Sulfur Chemical compound [S] NINIDFKCEFEMDL-UHFFFAOYSA-N 0.000 claims description 11
- 239000005864 Sulphur Substances 0.000 claims description 10
- CIWBSHSKHKDKBQ-JLAZNSOCSA-N Ascorbic acid Chemical compound OC[C@H](O)[C@H]1OC(=O)C(O)=C1O CIWBSHSKHKDKBQ-JLAZNSOCSA-N 0.000 claims description 8
- 238000002156 mixing Methods 0.000 claims description 7
- 238000010438 heat treatment Methods 0.000 claims description 5
- 125000003367 polycyclic group Chemical group 0.000 claims description 2
- 238000012360 testing method Methods 0.000 description 19
- 239000000446 fuel Substances 0.000 description 17
- 238000013400 design of experiment Methods 0.000 description 4
- 239000007789 gas Substances 0.000 description 4
- 238000002347 injection Methods 0.000 description 4
- 239000007924 injection Substances 0.000 description 4
- 230000006978 adaptation Effects 0.000 description 3
- 230000008901 benefit Effects 0.000 description 3
- 238000004821 distillation Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 230000015572 biosynthetic process Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 2
- 239000000779 smoke Substances 0.000 description 2
- 239000004291 sulphur dioxide Substances 0.000 description 2
- 238000003786 synthesis reaction Methods 0.000 description 2
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 1
- 238000002453 autothermal reforming Methods 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000003054 catalyst Substances 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 229910052739 hydrogen Inorganic materials 0.000 description 1
- 239000001257 hydrogen Substances 0.000 description 1
- 238000011835 investigation Methods 0.000 description 1
- 239000003350 kerosene Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000003278 mimic effect Effects 0.000 description 1
- 239000003345 natural gas Substances 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 231100000241 scar Toxicity 0.000 description 1
- 239000002002 slurry Substances 0.000 description 1
- 229910052717 sulfur Inorganic materials 0.000 description 1
- 239000011593 sulfur Substances 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
- 239000001993 wax Substances 0.000 description 1
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
Abstract
The invention provides the use of Gas-to-Liquid (GTL) diesel fuel as a blend component together with at least a crude oil derived diesel fuel, for producing a diesel fuel composition which, when combusted in an engine, has reduced NOx and soot emissions. The invention further provides a diesel fuel composition and a method of reducing NOx and soot emissions from a CI engine.
Description
Crude Oil Derived and Gas-To-Liquids Diesel Fuel Blends Field of the Invention The invention relates to crude oil derived and Gas-To-Liquids (GTL) diesel fuel blends.
Background of the Invention Synthetic fuels such as GTL (Gas To Liquids) diesel fuel have seen a significant rise in interest in recent years. They are considered to be extremely clean fuels, with negligible sulfur and aromatics, and are odor-free and have a cetane number of > 70.
The GTL diesel fuel used in the examples in this patent specification was manufactured by means of the Sasol Slurry Phase Distillate (Sasol SPDTM) process, which consists of three process steps, as depicted schematically in Fig. 1.
In the first step an auto-thermal reforming process is used to convert the natural gas into the synthesis gas, a mixture of CO and H2. In a second step the synthesis gas is converted into a so-called syncrude containing predominantly paraffinic hydrocarbons, by a Fischer-Tropsch process. This syncrude is primarily in the form of waxes and distillates, which are further refined in a third, product upgrading step by means of mild hydro-processing, in order to produce products that meet commercial fuel specifications, such as diesel fuel and kerosene.
Brief Description of the Drawings Figure 1 is a schematic representation of the GTL production process;
Figure 2 are the results of the chassis dynamometer tests in the NEDC;
Figure 3 is soot and NOx tradeoff at two operating points: 1600 rev/min and 3.3 bar bmep, and 2000 rev/min and 5 bar bmep;
Figure 4 is the relative NOx emissions with GTL diesel fuel after calibration optimization;
Figure 5 is projected soot and NOx tradeoff for all investigated GTL
fuels with DOE computer individual optimized software adaptation; and Figure 6 is non-linear response in the projected emission reductions with blends of GTL and sulphur free European diesel fuel.
1a Summary of the Invention The invention provides a diesel fuel composition comprising both crude oil derived diesel fuel, which crude oil derived diesel fuel has a density at 15 deg C
below 0.85 kg/I, a sulphur content of less than 10 mg/kg, a polyaromatics content of below 5 mass%, and a cetane number from 51 to 60, and Gas-to-Liquids (GTL) diesel fuel, which GTL diesel has a density at 15 deg C of below 0.78 kg/I, a sulphur content of less than 1 mg/kg, polyaromatics below 0.1 mass%, and a cetane number above 65, in a volumetric ratio range of from 1:99 to 99:1 and with a molar H:C ratio of between 1.8:1 and 2.1:1.
The diesel fuel composition may have less than 10 mg/kg sulphur.
The diesel fuel composition may have less than 5 mass% polycyclic aromatics.
The crude oil derived diesel fuel may be a fuel meeting the EN590 specification.
The volumetric ratio range may be from 1:9 to 9:1.
The volumetric ratio range may be from 1:5 to 5:1.
The molar H:C ratio may be from 1.85:1 and 2.05:1.
The molar H:C ratio may be from 1.9:1 and 2.00:1.
The diesel fuel composition may have an ASTM D86 10% distillation temperature of from 180 C to 220 C.
The ASTM D86 10% distillation temperature may be from 200 C to 215 C.
The diesel fuel composition may have a flash point of between 60 C and 80 C, typically from 65 C to 78 C.
The diesel fuel composition may have a density at 15 C of from 0.77 kg/I to 0.84 kg/I.
Background of the Invention Synthetic fuels such as GTL (Gas To Liquids) diesel fuel have seen a significant rise in interest in recent years. They are considered to be extremely clean fuels, with negligible sulfur and aromatics, and are odor-free and have a cetane number of > 70.
The GTL diesel fuel used in the examples in this patent specification was manufactured by means of the Sasol Slurry Phase Distillate (Sasol SPDTM) process, which consists of three process steps, as depicted schematically in Fig. 1.
In the first step an auto-thermal reforming process is used to convert the natural gas into the synthesis gas, a mixture of CO and H2. In a second step the synthesis gas is converted into a so-called syncrude containing predominantly paraffinic hydrocarbons, by a Fischer-Tropsch process. This syncrude is primarily in the form of waxes and distillates, which are further refined in a third, product upgrading step by means of mild hydro-processing, in order to produce products that meet commercial fuel specifications, such as diesel fuel and kerosene.
Brief Description of the Drawings Figure 1 is a schematic representation of the GTL production process;
Figure 2 are the results of the chassis dynamometer tests in the NEDC;
Figure 3 is soot and NOx tradeoff at two operating points: 1600 rev/min and 3.3 bar bmep, and 2000 rev/min and 5 bar bmep;
Figure 4 is the relative NOx emissions with GTL diesel fuel after calibration optimization;
Figure 5 is projected soot and NOx tradeoff for all investigated GTL
fuels with DOE computer individual optimized software adaptation; and Figure 6 is non-linear response in the projected emission reductions with blends of GTL and sulphur free European diesel fuel.
1a Summary of the Invention The invention provides a diesel fuel composition comprising both crude oil derived diesel fuel, which crude oil derived diesel fuel has a density at 15 deg C
below 0.85 kg/I, a sulphur content of less than 10 mg/kg, a polyaromatics content of below 5 mass%, and a cetane number from 51 to 60, and Gas-to-Liquids (GTL) diesel fuel, which GTL diesel has a density at 15 deg C of below 0.78 kg/I, a sulphur content of less than 1 mg/kg, polyaromatics below 0.1 mass%, and a cetane number above 65, in a volumetric ratio range of from 1:99 to 99:1 and with a molar H:C ratio of between 1.8:1 and 2.1:1.
The diesel fuel composition may have less than 10 mg/kg sulphur.
The diesel fuel composition may have less than 5 mass% polycyclic aromatics.
The crude oil derived diesel fuel may be a fuel meeting the EN590 specification.
The volumetric ratio range may be from 1:9 to 9:1.
The volumetric ratio range may be from 1:5 to 5:1.
The molar H:C ratio may be from 1.85:1 and 2.05:1.
The molar H:C ratio may be from 1.9:1 and 2.00:1.
The diesel fuel composition may have an ASTM D86 10% distillation temperature of from 180 C to 220 C.
The ASTM D86 10% distillation temperature may be from 200 C to 215 C.
The diesel fuel composition may have a flash point of between 60 C and 80 C, typically from 65 C to 78 C.
The diesel fuel composition may have a density at 15 C of from 0.77 kg/I to 0.84 kg/I.
The diesel fuel composition may have a density at 15 C of from about 0.8 kg/I
to about 0.82 kg/I.
The diesel fuel composition may have a lower heating value of from 42 500 kJ/kg to 43 800kJ/kg, usually from 43 100 kJ/kg to 43 600 kJ/kg, typically from 43 200 kJ/kg to 43 500 kJ/kg.
Use of Gas-to-Liquid diesel fuel as a blend component for a diesel fuel composition, which, when combusted in an engine, has reduced NOx and soot emissions, which composition comprises both crude oil derived diesel fuel meeting the European EN590 specification for sulphur-free diesel fuel (designated EU diesel), and the Gas-to-Liquids (GTL) diesel fuel, wherein the crude oil derived diesel fuel to Gas-to-Liquid diesel volumetric blend ratio ranges from 1:99 to 99:1 and the composition has a molar H:C ratio of between 1.8:1 and 2.1:1.
Reductions in both NOx and soot emissions may be obtained which are greater than indicated by the blending ratio of the GTL diesel in the crude oil derived diesel fuel.
Thus, more than 70% of the reduction in both NOx and soot emissions which may be be obtained with neat GTL diesel fuel, may be obtained with a 1:1 GTL:Crude derived diesel ratio.
More than 40% of the reduction in both NOx and soot emissions which may be obtained with neat GTL diesel, may be obtained with a 1:4 GTL:Crude derived diesel ratio.
However, in some embodiments the reduction in NOx emissions may be less than the reduction in soot emissions, and vice versa.
In some embodiments, the reduction in NOx may be minimal, however, the NOx will be reduced by the use of GTL diesel in accordance with the invention.
The properties of the composition and the blending ratios of the components are as described above for the composition.
to about 0.82 kg/I.
The diesel fuel composition may have a lower heating value of from 42 500 kJ/kg to 43 800kJ/kg, usually from 43 100 kJ/kg to 43 600 kJ/kg, typically from 43 200 kJ/kg to 43 500 kJ/kg.
Use of Gas-to-Liquid diesel fuel as a blend component for a diesel fuel composition, which, when combusted in an engine, has reduced NOx and soot emissions, which composition comprises both crude oil derived diesel fuel meeting the European EN590 specification for sulphur-free diesel fuel (designated EU diesel), and the Gas-to-Liquids (GTL) diesel fuel, wherein the crude oil derived diesel fuel to Gas-to-Liquid diesel volumetric blend ratio ranges from 1:99 to 99:1 and the composition has a molar H:C ratio of between 1.8:1 and 2.1:1.
Reductions in both NOx and soot emissions may be obtained which are greater than indicated by the blending ratio of the GTL diesel in the crude oil derived diesel fuel.
Thus, more than 70% of the reduction in both NOx and soot emissions which may be be obtained with neat GTL diesel fuel, may be obtained with a 1:1 GTL:Crude derived diesel ratio.
More than 40% of the reduction in both NOx and soot emissions which may be obtained with neat GTL diesel, may be obtained with a 1:4 GTL:Crude derived diesel ratio.
However, in some embodiments the reduction in NOx emissions may be less than the reduction in soot emissions, and vice versa.
In some embodiments, the reduction in NOx may be minimal, however, the NOx will be reduced by the use of GTL diesel in accordance with the invention.
The properties of the composition and the blending ratios of the components are as described above for the composition.
Examples Involving the Invention The effect of GTL diesel fuel blends on exhaust emissions and engine performance has been studied. EU diesel fuel was used as a reference fuel, in addition to being the base stock for the blends. The properties of test fuels used in the investigation are shown in Table 1.
Table 1 Properties of the fuels investigated in this study.
Property Units 100% 100/o GTL 50:50 Blend 80:20 Blend European diesel fuel EU:GTL EU:GTL sulphur-free diesel fuel Density 15 C k /I 0.768 0.802 0.821 0.836 Density 20 C k /I 0.765 0.798 0.817 0.832 Cetane Number 71 62 58 54 Total Sulphur mg/kg < 1 4 6 7 D86 Distillation IBP C 169 157 174 193 5% C 180 193 204 214 10% C 187 201 212 221 20% C 200 215 225 233 30% C 219 231 240 248 40% C 235 248 256 264 50% C 251 264 270 277 60% C 267 277 282 287 70% C 283 291 294 299 80% C 297 305 307 313 90% C 312 322 324 332 95% C 321 337 339 354 Flash Point C 59 66 76 82 Kinematic Viscosity 40 C mm /s 1.97 2.54 2.79 2.95 Cloud Point C -18 -17 -15 -14 Total Aromatics* % m/m 0.1 13.5 21.5 26.8 Bi- and Pol c clic aromatics* % m/m 0.0 2.3 3.7 4.6 Hydrogen Content* % m/m 15.0 14.3 13.8 13.5 H/C ratio (molar)* - 2.10 1.98 1.91 1.86 Lower Heating Value* MJ/kg 43.8 43.5 43.2 43.1 HFRR Wear Scar Diameter ,um 370 < 400 < 400 394 * Values for blends calculated according to blending ratio Dynamometer tests were conducted with a Mercedes BenzTM E220 CDI vehicle, using the New European Driving Cycle (NEDC) emission test, and without any changes to the basic EU3 emission level engine calibration or engine hardware.
The vehicle was tested with its standard calibration without any adaptation, with EU
diesel, the 1:1 blend and for the neat GTL fuel. The relevant test vehicle data are shown in Table 2.
Table 2 Test vehicle and engine data Vehicle designation Mercedes E 220 CDI Limousine Model year 2003 Transmission 6-speed manual gearbox Gross vehicle mass 2 145 kg Engine designation MB OM646, EU3 emission level Displacement, configuration 2,2 L, in-line 4 cylinder, 4 valves per cylinder Compression ratio 18: 1 Fuel management Common rail fuel injection (peak pressure 1 600 bar) Air management Turbocharged (VNT), intercooled Emission control Cooled EGR, inlet swirl control, close coupled and underfloor oxidation catalysts Rated torque 340 Nm at 2 000 rev/min Rated power 110 kW at 4 200 rev/min The results of the unadapted vehicle emission tests are depicted in Fig. 2 for the EU
diesel, EU50, and GTL diesel fuel. The averaged results for the test runs are presented as the percentages relative to the EU diesel reference fuel. FC
indicates the volumetric fuel consumption.
For neat GTL diesel fuel, an unexpectedly high reduction of >90% for HC and CO
emissions was observed. The CO and HC reductions for the 50% blend scale roughly with the blending ratio. The NOx emissions were reduced marginally, with the 50% blend again showing about half the reduction of the neat GTL diesel fuel.
The same applies for the HC+NOx data.
PM emissions were reduced by up to 30% with the GTL diesel. Surprisingly, a strong non-linear characteristic was evident with the 50% blend (EU50), which showed a reduction of approximately 22%.
Table 1 Properties of the fuels investigated in this study.
Property Units 100% 100/o GTL 50:50 Blend 80:20 Blend European diesel fuel EU:GTL EU:GTL sulphur-free diesel fuel Density 15 C k /I 0.768 0.802 0.821 0.836 Density 20 C k /I 0.765 0.798 0.817 0.832 Cetane Number 71 62 58 54 Total Sulphur mg/kg < 1 4 6 7 D86 Distillation IBP C 169 157 174 193 5% C 180 193 204 214 10% C 187 201 212 221 20% C 200 215 225 233 30% C 219 231 240 248 40% C 235 248 256 264 50% C 251 264 270 277 60% C 267 277 282 287 70% C 283 291 294 299 80% C 297 305 307 313 90% C 312 322 324 332 95% C 321 337 339 354 Flash Point C 59 66 76 82 Kinematic Viscosity 40 C mm /s 1.97 2.54 2.79 2.95 Cloud Point C -18 -17 -15 -14 Total Aromatics* % m/m 0.1 13.5 21.5 26.8 Bi- and Pol c clic aromatics* % m/m 0.0 2.3 3.7 4.6 Hydrogen Content* % m/m 15.0 14.3 13.8 13.5 H/C ratio (molar)* - 2.10 1.98 1.91 1.86 Lower Heating Value* MJ/kg 43.8 43.5 43.2 43.1 HFRR Wear Scar Diameter ,um 370 < 400 < 400 394 * Values for blends calculated according to blending ratio Dynamometer tests were conducted with a Mercedes BenzTM E220 CDI vehicle, using the New European Driving Cycle (NEDC) emission test, and without any changes to the basic EU3 emission level engine calibration or engine hardware.
The vehicle was tested with its standard calibration without any adaptation, with EU
diesel, the 1:1 blend and for the neat GTL fuel. The relevant test vehicle data are shown in Table 2.
Table 2 Test vehicle and engine data Vehicle designation Mercedes E 220 CDI Limousine Model year 2003 Transmission 6-speed manual gearbox Gross vehicle mass 2 145 kg Engine designation MB OM646, EU3 emission level Displacement, configuration 2,2 L, in-line 4 cylinder, 4 valves per cylinder Compression ratio 18: 1 Fuel management Common rail fuel injection (peak pressure 1 600 bar) Air management Turbocharged (VNT), intercooled Emission control Cooled EGR, inlet swirl control, close coupled and underfloor oxidation catalysts Rated torque 340 Nm at 2 000 rev/min Rated power 110 kW at 4 200 rev/min The results of the unadapted vehicle emission tests are depicted in Fig. 2 for the EU
diesel, EU50, and GTL diesel fuel. The averaged results for the test runs are presented as the percentages relative to the EU diesel reference fuel. FC
indicates the volumetric fuel consumption.
For neat GTL diesel fuel, an unexpectedly high reduction of >90% for HC and CO
emissions was observed. The CO and HC reductions for the 50% blend scale roughly with the blending ratio. The NOx emissions were reduced marginally, with the 50% blend again showing about half the reduction of the neat GTL diesel fuel.
The same applies for the HC+NOx data.
PM emissions were reduced by up to 30% with the GTL diesel. Surprisingly, a strong non-linear characteristic was evident with the 50% blend (EU50), which showed a reduction of approximately 22%.
The potential for further emission reductions with the test fuels, and including the optimisation of a limited number of software parameters in the Engine Control Unit (ECU) of the engine was then investigated. For this purpose, an engine mounted on a test bench was used. Steady state test runs were carried out at five operating points characteristic for NEDC emission test cycle. The software parameters investigated were the Exhaust Gas Recirculation (EGR) rate, the start of pilot injection (SOPI) and the start of main injection (SOMI). The five operating points are shown in Table 3 Table 3 Steady state engine test points chosen to reflect NEDC
characteristics.
Engine Test Engine Speed bmep Power Description Point rev/min (bar) kW
1 1 000 0 0 Pseudo Idle 2 1 600 3.3 9 Characteristic operating 3 2 000 2 7 points for the NEDC
4 2 000 5 18 emission test Fig. 3 shows two examples of results obtained from the steady state test bench work.
The figure depicts representative data for the effect of GTL diesel fuel and its blends on the soot - NOx trade-off characterisitc at two operating points, namely 1 rev/min and 3,3 bar bmep (brake mean effective pressure), and 2 000 rev/min and 5 bar bmep. In this case, the EGR rate was varied, while the SOPI and SOMI were kept constant and equal to the reference values. Soot emission levels were calculated from exhaust smoke levels determined by FSN (Filter Smoke Number) measurements.
It is evident that GTL diesel offers a significant reduction in terms of both soot emissions and NOx for all the EGR rates tested. The soot emission increase for decreasing NOx values follows the expected pattern, and enables a wide range of possible alternative software calibrations. Surprisingly, the strong non-linear behavior of the EU50 blend is again evident - this fuel exhibits almost the same benefits as neat GTL diesel fuel.
characteristics.
Engine Test Engine Speed bmep Power Description Point rev/min (bar) kW
1 1 000 0 0 Pseudo Idle 2 1 600 3.3 9 Characteristic operating 3 2 000 2 7 points for the NEDC
4 2 000 5 18 emission test Fig. 3 shows two examples of results obtained from the steady state test bench work.
The figure depicts representative data for the effect of GTL diesel fuel and its blends on the soot - NOx trade-off characterisitc at two operating points, namely 1 rev/min and 3,3 bar bmep (brake mean effective pressure), and 2 000 rev/min and 5 bar bmep. In this case, the EGR rate was varied, while the SOPI and SOMI were kept constant and equal to the reference values. Soot emission levels were calculated from exhaust smoke levels determined by FSN (Filter Smoke Number) measurements.
It is evident that GTL diesel offers a significant reduction in terms of both soot emissions and NOx for all the EGR rates tested. The soot emission increase for decreasing NOx values follows the expected pattern, and enables a wide range of possible alternative software calibrations. Surprisingly, the strong non-linear behavior of the EU50 blend is again evident - this fuel exhibits almost the same benefits as neat GTL diesel fuel.
A design of experiments (DOE) method was used to numerically optimize the three software parameters simultaneously. The DOE predictions were verified by actual experiments, and an example of the results of the simultaneous optimisation of all three calibration parameters at each of the engine operating points is shown in Fig. 4.
In this case the optimisation has been performed to minimise NOx emissions with the GTL diesel fuel. Reductions of between 30% and 75% were obtained, without compromising the other emissions, when compared to the EU diesel.
The measured data at the five steady-state test points was used to predict the emissions over the NEDC test cycle. Empirical factors were used to account for the differences between the steady-state and transient engine operation. All results from the selected operating points have been normalized and combined into one universal plot, shown in Fig. 5, to mimic the behavior in a NEDC test with an optimized calibration for each fuel. A surprisingly large reduction in soot and NOx appears to be possible for the GTL diesel fuel and the EU50 and EU80 blends. These reductions are possible without hardware changes to the engine.
The neat GTL would allow for a simultaneous soot and NOx reduction of at least 35%
compared to the EU diesel calibration. For constant engine-out soot emission, a NOx reduction of 45% seems possible. Due to the non-linear response with the GTL
blends, reductions in soot and NOx that are greater than expected when considering the blending ratio, could be obtained with the EU80 and EU50 fuels. This non-linear response is depicted graphically in Fig. 6.
A 50% GTL blend would recover approximately 85% of the soot/NOx benefits of neat GTL, while a 20% GTL blend would recover approximately 48% of the benefit. It should be noted that the results shown so far have been facilitated by a simple and cost-efficient software adaptation only. It is to be expected that further improvements will.be possible if additionally hardware changes, e.g. in the injection system and/or the combustion chamber design are taken into account.
In this case the optimisation has been performed to minimise NOx emissions with the GTL diesel fuel. Reductions of between 30% and 75% were obtained, without compromising the other emissions, when compared to the EU diesel.
The measured data at the five steady-state test points was used to predict the emissions over the NEDC test cycle. Empirical factors were used to account for the differences between the steady-state and transient engine operation. All results from the selected operating points have been normalized and combined into one universal plot, shown in Fig. 5, to mimic the behavior in a NEDC test with an optimized calibration for each fuel. A surprisingly large reduction in soot and NOx appears to be possible for the GTL diesel fuel and the EU50 and EU80 blends. These reductions are possible without hardware changes to the engine.
The neat GTL would allow for a simultaneous soot and NOx reduction of at least 35%
compared to the EU diesel calibration. For constant engine-out soot emission, a NOx reduction of 45% seems possible. Due to the non-linear response with the GTL
blends, reductions in soot and NOx that are greater than expected when considering the blending ratio, could be obtained with the EU80 and EU50 fuels. This non-linear response is depicted graphically in Fig. 6.
A 50% GTL blend would recover approximately 85% of the soot/NOx benefits of neat GTL, while a 20% GTL blend would recover approximately 48% of the benefit. It should be noted that the results shown so far have been facilitated by a simple and cost-efficient software adaptation only. It is to be expected that further improvements will.be possible if additionally hardware changes, e.g. in the injection system and/or the combustion chamber design are taken into account.
Claims (17)
1. Use of Gas-to-Liquid (GTL) diesel fuel which has a density at 15 deg C of below 0.78 kg/l, a sulphur content of less than 1 mg/kg, polyaromatics below 0.1 mass%, and a cetane number above 65, as a blend component for at least a crude oil derived diesel fuel, which crude oil derived diesel fuel has a density at 15 deg C below 0.85 kg/l, a sulphur content of less than 10 mg/kg, a polyaromatics content of below 5 mass%, and a cetane number from 51 to 60, whereby the NOx and soot emissions of the resulting diesel fuel composition, when combusted in an engine, are non-linearly reduced to a higher degree than would be expected when considering the blending ratio of the GTL diesel in the crude oil derived diesel fuel.
2. Use as claimed in claim 1, wherein the reductions in both NOx and soot emissions for a 1:1 GTL:Crude derived diesel ratio are greater than 70% of the reduction obtained with a 100% GTL diesel fuel.
3. Use as claimed in claim 1, wherein the reductions in both NOx and soot emissions for a 1:4 GTL:Crude derived diesel ratio are greater than 40% of the reduction obtained with a 100% GTL diesel fuel.
4. Use as claimed in claim 1, wherein the GTL to crude oil derived diesel ratio is from 99:1 to 1:99 and the diesel fuel composition produced has a molar H:C ratio of between 1.8:1 and 2.1:1.
5. Use as claimed in claim 4, wherein the molar H:C ratio is from 1.85:1 and 2.05:1.
6. Use as claimed in claim 5, wherein the molar H:C ratio is from 1.9:1 and 2.00:1.
7. A diesel fuel composition comprising both crude oil derived diesel fuel, which crude oil derived diesel fuel has a density at 15 deg C below 0.85 kg/l, a sulphur content of less than mg/kg, a polyaromatics content of below 5 mass%, and a cetane number from 51 to 60, and Gas-to-Liquids (GTL) diesel fuel, which GTL diesel has a density at 15 deg C of below 0.78 kg/l, a sulphur content of less than 1 mg/kg, polyaromatics below 0.1 mass%, and a cetane number above 65, in a volumetric ratio range of from 1:99 to 99:1 and with a molar
8 H:C ratio of between 1.8:1 and 2.1:1 whereby the reduction of the NOx and soot emissions of the resulting diesel fuel composition, when combusted in an engine, are non-linearly reduced to a higher degree than would be expected when considering the blending ratio of the GTL diesel in the crude oil derived diesel fuel.
8. A diesel fuel composition as claimed in claim 7, which diesel fuel composition has a density at 15°C of from 0.77 kg/l to 0.84 kg/l.
8. A diesel fuel composition as claimed in claim 7, which diesel fuel composition has a density at 15°C of from 0.77 kg/l to 0.84 kg/l.
9. A diesel fuel composition as claimed in claim 8, which diesel fuel composition has a density at 15°C of from about 0.8 kg/l to about 0.82 kg/l.
10. A diesel fuel composition as claimed in claim 7, which diesel fuel composition has a lower heating value of from 42 500 kJ/kg to 43 800kJ/kg.
11. A diesel fuel composition as claimed in claim 10, which diesel fuel composition has a lower heating value of from 43 100 kJ/kg to 43 600 kJ/kg.
12. A diesel fuel composition as claimed in claim 11, which diesel fuel composition has a lower heating value of from 43 200 kJ/kg to 43 500 kJ/kg.
13. A diesel fuel composition as claimed in claim 7, having less than 10 mg/kg sulphur.
14. A diesel fuel composition as claimed in claim 7, having less than 5 mass%
polycyclic aromatics.
polycyclic aromatics.
15. A blend stock for diesel fuel, said blend stock including the diesel fuel composition as claimed in claim 7.
16. A method of operating a Cl engine to reduce NOx and soot emissions when compared to use of said engine with crude derived diesel fuel, said method including combusting a diesel fuel composition as claimed in claim 7 in the engine under said engine's operating conditions, wherein the reductions in both NOx and soot emissions for a 1:1 GTL:Crude derived diesel ratio being combusted in the engine are greater than 70% of the reduction obtained when a 100% GTL diesel fuel is combusted in the engine.
17. A method as claimed in claim 16, wherein the reductions in both NOx and soot emissions for a 4:1 GTL:Crude derived diesel ratio being combusted in the engine are greater than 40% of the reduction obtained when a 100% GTL diesel fuel is combusted in the engine.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ZA2004/3179 | 2004-04-28 | ||
| ZA200403179 | 2004-04-28 | ||
| PCT/ZA2005/000060 WO2005105961A1 (en) | 2004-04-28 | 2005-04-22 | Crude oil derived and gas-to-liquids diesel fuel blends |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2564339A1 CA2564339A1 (en) | 2005-11-10 |
| CA2564339C true CA2564339C (en) | 2011-12-06 |
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|---|---|---|---|
| CA2564339A Active CA2564339C (en) | 2004-04-28 | 2005-04-22 | Crude oil derived and gas-to-liquids diesel fuel blends |
Country Status (13)
| Country | Link |
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| US (1) | US20050279669A1 (en) |
| EP (1) | EP1756252B1 (en) |
| JP (1) | JP5184881B2 (en) |
| CN (1) | CN1950487A (en) |
| AU (1) | AU2005238539B2 (en) |
| BR (1) | BRPI0510342A (en) |
| CA (1) | CA2564339C (en) |
| ES (1) | ES2574652T3 (en) |
| NL (1) | NL1028880C2 (en) |
| NO (1) | NO20064930L (en) |
| SG (1) | SG152256A1 (en) |
| WO (1) | WO2005105961A1 (en) |
| ZA (1) | ZA200608904B (en) |
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| GB0226726D0 (en) * | 2002-11-15 | 2002-12-24 | Bp Oil Int | Method |
| AU2006281389A1 (en) * | 2005-08-12 | 2007-02-22 | Shell Internationale Research Maatschappij B.V. | Fuel compositions |
| BRPI0615192A2 (en) * | 2005-08-22 | 2011-05-10 | Shell Int Research | diesel fuel, and, Methods for operating a diesel engine and reducing the emission of nitrogen oxides |
| AR060143A1 (en) * | 2006-03-29 | 2008-05-28 | Shell Int Research | PROCESS TO PREPARE AVIATION FUEL |
| US20070232503A1 (en) * | 2006-03-31 | 2007-10-04 | Haigh Heather M | Soot control for diesel engine lubricants |
| US8099960B2 (en) * | 2006-11-17 | 2012-01-24 | General Electric Company | Triple counter rotating swirler and method of use |
| WO2009015400A1 (en) * | 2007-05-31 | 2009-01-29 | Sasol Technology (Pty) Ltd | Cold flow response of diesel fuels |
| CN102947426A (en) * | 2010-05-06 | 2013-02-27 | 萨索尔技术(控股)有限公司 | Diesel engine injector fouling improvements with a highly paraffinic distillate fuel |
| SG184443A1 (en) * | 2010-05-14 | 2012-11-29 | Exxonmobil Res & Eng Co | Hydroprocessing of pyrolysis oil and its use as a fuel |
| AU2011298995B2 (en) * | 2010-09-07 | 2016-04-07 | Sasol Technology (Pty) Ltd | Diesel engine efficiency improvement |
| US20130015099A1 (en) * | 2011-07-14 | 2013-01-17 | Cool Planet Biofuels, Inc. | Liquid fuel composition |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE60120709T2 (en) * | 2000-05-02 | 2007-03-29 | Exxonmobil Research And Engineering Co. | Use of Fischer-Tropsch / Crackfraktiongemischen to achieve low emissions |
| US6663767B1 (en) * | 2000-05-02 | 2003-12-16 | Exxonmobil Research And Engineering Company | Low sulfur, low emission blends of fischer-tropsch and conventional diesel fuels |
| GB2387175A (en) * | 2002-03-13 | 2003-10-08 | Shell Int Research | Oxidised fuel formulations |
| US7208078B2 (en) * | 2002-03-22 | 2007-04-24 | Exxonmobil Research And Engineering Company | Diesel fuel formulation for reduced emissions |
| CN1276062C (en) * | 2002-04-15 | 2006-09-20 | 国际壳牌研究有限公司 | Method to increase the cetane number of gas oil |
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2005
- 2005-04-22 WO PCT/ZA2005/000060 patent/WO2005105961A1/en active Application Filing
- 2005-04-22 ES ES05752458.9T patent/ES2574652T3/en active Active
- 2005-04-22 EP EP05752458.9A patent/EP1756252B1/en active Active
- 2005-04-22 CA CA2564339A patent/CA2564339C/en active Active
- 2005-04-22 AU AU2005238539A patent/AU2005238539B2/en not_active Ceased
- 2005-04-22 CN CNA2005800135309A patent/CN1950487A/en active Pending
- 2005-04-22 BR BRPI0510342-8A patent/BRPI0510342A/en not_active IP Right Cessation
- 2005-04-22 SG SG200902726-9A patent/SG152256A1/en unknown
- 2005-04-22 JP JP2007511109A patent/JP5184881B2/en not_active Expired - Fee Related
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Also Published As
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| AU2005238539A1 (en) | 2005-11-10 |
| NO20064930L (en) | 2007-01-26 |
| EP1756252B1 (en) | 2016-04-20 |
| CN1950487A (en) | 2007-04-18 |
| CA2564339A1 (en) | 2005-11-10 |
| AU2005238539B2 (en) | 2010-07-01 |
| BRPI0510342A (en) | 2007-10-30 |
| EP1756252A1 (en) | 2007-02-28 |
| NL1028880C2 (en) | 2006-02-27 |
| ES2574652T3 (en) | 2016-06-21 |
| NL1028880A1 (en) | 2005-10-31 |
| ZA200608904B (en) | 2008-07-30 |
| SG152256A1 (en) | 2009-05-29 |
| JP5184881B2 (en) | 2013-04-17 |
| US20050279669A1 (en) | 2005-12-22 |
| JP2007535614A (en) | 2007-12-06 |
| WO2005105961A1 (en) | 2005-11-10 |
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