EP1981954B1 - Use for reducing the emissions of diesel engines - Google Patents

Use for reducing the emissions of diesel engines Download PDF

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Publication number
EP1981954B1
EP1981954B1 EP06780596.0A EP06780596A EP1981954B1 EP 1981954 B1 EP1981954 B1 EP 1981954B1 EP 06780596 A EP06780596 A EP 06780596A EP 1981954 B1 EP1981954 B1 EP 1981954B1
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Prior art keywords
flow
engines
gas oil
fraction
diesel engines
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German (de)
French (fr)
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EP1981954A1 (en
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Daniele Quartieri
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PROMETEUS di Daniele Quartieri
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PROMETEUS di Daniele Quartieri
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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
    • C10L1/32—Liquid carbonaceous fuels consisting of coal-oil suspensions or aqueous emulsions or oil emulsions
    • C10L1/328—Oil emulsions containing water or any other hydrophilic phase
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • 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
    • C10L10/00—Use of additives to fuels or fires for particular purposes
    • C10L10/02—Use of additives to fuels or fires for particular purposes for reducing smoke development
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/12—Inorganic compounds
    • C10L1/1233—Inorganic compounds oxygen containing compounds, e.g. oxides, hydroxides, acids and salts thereof
    • C10L1/125—Inorganic compounds oxygen containing compounds, e.g. oxides, hydroxides, acids and salts thereof water
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/18—Organic compounds containing oxygen
    • C10L1/182—Organic compounds containing oxygen containing hydroxy groups; Salts thereof
    • C10L1/1822—Organic compounds containing oxygen containing hydroxy groups; Salts thereof hydroxy group directly attached to (cyclo)aliphatic carbon atoms
    • C10L1/1824—Organic compounds containing oxygen containing hydroxy groups; Salts thereof hydroxy group directly attached to (cyclo)aliphatic carbon atoms mono-hydroxy

Definitions

  • the present invention relates to a procedure for reducing the emissions, in particular NO x and particulate, of diesel cycle engines.
  • a solution suggested by the prior art consists in the addition of water to the fuel. This solution has proved to be beneficial as it reduces the harmful components.
  • a typical example of technology which uses the addition of water is represented by the so-called "white gas oil", an emulsion of water (about 10%) in gas oil, produced by the addition of suitable emulsifiers.
  • the beneficial effect of water can be attributed to the reduced temperature in the combustion chamber, which lowers the NO x level, and also a better combustion due to the pulverization of gas oil into droplets caused by the explosion of the water drops contained in the emulsion, during the compression phase.
  • alcohols having a low molecular weight for example methanol and ethanol
  • Otto cycle driven ignition engines
  • gas oil engines diesel cycle
  • a low cetane number corresponds to a high octane number.
  • GB-A-2 384 525 reports on the addition of water, e.g. steam, to an engine charge for reducing both particulate matters and NO x emission levels in turbo diesel internal combustion engines.
  • the water can be demineralized and added into the intake air as steam or water spray, injected directly into the cylinder or included in the fuel.
  • a secondary fuel may also be added, e.g. methanol/alcohol, to improve combustion of the primary diesel fuel.
  • the method reduces particulate matters and NO x emissions.
  • JP 1995 253025 A (Yamaguchi Takashi) 3 October 1995 relates to a diesel engine comprising a water and inhalation device for car.
  • the device has steam generator set up in inhalation circuit of diesel engine to generate water steam which is inhaled and burned with evaporated methanol in engine combustion chamber. The method decreases harmful exhaust material.
  • US 2001/015030 relates to an additive composition for a combustion fuel to utilize readily available and renewable resources and to improve combustion and reduced smoke and particulate production of the combusted fuel, said additive composition comprising at least five different components, said composition being mixed with said combustible fuel to form a clear stable microemulsion having a viscosity similar to a liquid fossil fuel.
  • the present invention relates to a procedure for reducing the emissions of diesel engines, according to claim 1.
  • Diesel engines which can be used in the procedure of the present invention include, as an example, engines for light road transport (cars), engines for heavy road transport (lorries, buses, tractors) motors for electricity generators.
  • the term diesel engine means any kind of diesel cycle engine, preferably turbojet and turbo-diesel engines.
  • Hydro-alcoholic blend means an aqueous solution of methanol and iso-butanol. It is essential, however, for the alcohols to be present in an amount and with a number of carbon atoms such as to assure the formation of a perfectly homogeneous and limpid aqueous solution. Therefore the ratio iso-butanol / methanol is usually low due to the scarce water solubility of iso-butanol. In the experimental part, tests related to a homogeneous mixture of 50% by volume demineralized water and 50% by volume of an alcohol blend consisting of 97% by volume of methanol and 3% by volume of iso-butanol are described.
  • the above alcohols can be obtained from petrochemical productions, or, preferably, from renewable sources.
  • the present invention requires the separate feeding of gas oil and the hydro-alcoholic blend.
  • the volumetric ratio between the hydro-alcoholic blend and the gas oil ranges from 5/95 to 75/25. The above ratio mainly depends on the type of engine and regime at which it runs.
  • gas oil for road vehicles As far as gas oil for road vehicles is concerned, its characteristics and properties arc well-known to experts in the field. We would like to indicate, in particular, a typical evaporation curve of gas oil for road vehicles: at 150°C, 2% by volume evaporates, at 250°C, 64.5% by volume, at 350°C, 85% by volume, at 370°C, 95% by volume. Other important characteristics of the gas oil for road vehicles are density at 15°C (from 820 to 845 Kg/m 3 ) and viscosity at 40°C (from 2.00 to 4.5 mm 2 /sec.).
  • the feeding to the diesel engine can be effected by means of the usual means suitable for this purpose, for example by injectors.
  • the only restriction consists of the material of the means which feeds the hydro-alcoholic solution; this in fact must be resistant to water and also to alcohols.
  • a typical commercial injector which can be used for the hydro-alcoholic solutions of the present invention is known as Aquamist 1 of E.R.I.. Ltd.
  • the procedure of the present invention in addition to allowing a reduction in the NO x and particulate (PM), also has the advantage of increasing the engine power.
  • the reduction in emissions can be mainly ascribed to the presence of water, whose environmental advantages in diesel engines are already described in the known art.
  • the increase in power is mainly due to the introduction of alcohols into diesel engines.
  • the alcohol acts as a complement to gas oil for the purpose of improving the power yield.
  • the procedure of the present invention does not have the drawbacks mentioned above for "white gas oil".
  • the procedure of the present invention does not, obviously, have storage problems typical of gas oil/water emulsions, due to its nature.
  • the system of the present invention docs not require the presence of surface-active agents (necessary for preparing emulsions of white gas oil) which could create problems in gas oil engines.
  • the above engine is fed, for comparative purposes, with commercial gas oil only, of the EN 590 Agip Bludiesel type and, according to the present invention, with the same gas oil and with a second feeding consisting of a hydro-alcoholic blend consisting of:
  • the test cycle ECE 15 consists in driving the vehicle in a simulated run on a dynamometric bench on suitably calibrated rolls in order to consider the inertia and passive resistances according to the Extra-Urban Cycle EUDC.
  • Tables 1a-1c show the properties and the compositions of the mixture used in these tests (48.5% methanol, 1.5% iso-butanol, 50% demineralize water) at three different temperatures, i.e. 15°C (minimum operating temperature), 32°C (maximum operating temperature) and 78°C (flash point temperature).

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  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Engineering & Computer Science (AREA)
  • Organic Chemistry (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Liquid Carbonaceous Fuels (AREA)
  • Control Of Multiple Motors (AREA)
  • Control Of Electric Motors In General (AREA)

Description

  • The present invention relates to a procedure for reducing the emissions, in particular NOx and particulate, of diesel cycle engines.
  • One of the problems of diesel engines consists in the harmful emissions, in particular NOx and particulate.
  • A solution suggested by the prior art consists in the addition of water to the fuel. This solution has proved to be beneficial as it reduces the harmful components. A typical example of technology which uses the addition of water is represented by the so-called "white gas oil", an emulsion of water (about 10%) in gas oil, produced by the addition of suitable emulsifiers. The beneficial effect of water can be attributed to the reduced temperature in the combustion chamber, which lowers the NOx level, and also a better combustion due to the pulverization of gas oil into droplets caused by the explosion of the water drops contained in the emulsion, during the compression phase.
  • This technology, however, has the disadvantage that said emulsion has a low time stability, in particular with variations in the environmental conditions.
  • It is also known in the art that alcohols having a low molecular weight (for example methanol and ethanol), are successfully used, as a result of their high octane number, as octane-improver additives of fuels for driven ignition engines (Otto cycle) and are negative, however, for gas oil engines (diesel cycle) as they have poor self-ignition qualities (low cetane number). A low cetane number corresponds to a high octane number. Their direct use in considerable quantities in a blend with gas oil causes a deterioration in the self-ignition qualities, which leads to non-optimal driving due to the considerable noise, the difficulty of ignition under cool conditions, and the high smoke emission, both at the start-up (white smoke) and under regime conditions (black smoke). The use of low molecular weight alcohols which can be obtained from renewable sources, on the other hand, allows a reduction in carbon dioxide emissions, which represent one of the highest contributions to the green-house effect.
  • Engineering Information, Inc. New York, NY, US; 31 May 1979 (1979-05-31), Berg P.S. ct al. "Utilization of different fuels in a diesel engine with two separate injection systems" discloses turbocharged direct injection diesel engine with two separate injection systems. Some tests have been done with different concentrations of ethanol in water and with crude gasoline. Results of an experimental investigation are presented which demonstrate that two separate fuels can be used when a small fraction of one fuel with a high cetane number is injected and ignited prior to the main fuel. The method gives a very low emission of hydrocarbon.
  • GB-A-2 384 525 reports on the addition of water, e.g. steam, to an engine charge for reducing both particulate matters and NOx emission levels in turbo diesel internal combustion engines. The water can be demineralized and added into the intake air as steam or water spray, injected directly into the cylinder or included in the fuel. A secondary fuel may also be added, e.g. methanol/alcohol, to improve combustion of the primary diesel fuel. The method reduces particulate matters and NOx emissions. JP 1995 253025 A (Yamaguchi Takashi) 3 October 1995 relates to a diesel engine comprising a water and inhalation device for car. The device has steam generator set up in inhalation circuit of diesel engine to generate water steam which is inhaled and burned with evaporated methanol in engine combustion chamber. The method decreases harmful exhaust material.
  • US 2001/015030 relates to an additive composition for a combustion fuel to utilize readily available and renewable resources and to improve combustion and reduced smoke and particulate production of the combusted fuel, said additive composition comprising at least five different components, said composition being mixed with said combustible fuel to form a clear stable microemulsion having a viscosity similar to a liquid fossil fuel.
  • It has now been found, and this represents the object of the present invention, that it is possible to use hydro-alcoholic blends in addition to the hydrocarbon portion, obtaining considerable benefits in the combustion quality and, consequently, in the emission quality, without having the negative effects of the alcohols mentioned above, obtaining, on the contrary, synergetic effects which could not have been envisaged on the basis of the known art.
  • In accordance with this, the present invention relates to a procedure for reducing the emissions of diesel engines, according to claim 1.
  • Diesel engines which can be used in the procedure of the present invention include, as an example, engines for light road transport (cars), engines for heavy road transport (lorries, buses, tractors) motors for electricity generators. The term diesel engine means any kind of diesel cycle engine, preferably turbojet and turbo-diesel engines.
  • "Hydro-alcoholic blend" means an aqueous solution of methanol and iso-butanol. It is essential, however, for the alcohols to be present in an amount and with a number of carbon atoms such as to assure the formation of a perfectly homogeneous and limpid aqueous solution. Therefore the ratio iso-butanol / methanol is usually low due to the scarce water solubility of iso-butanol. In the experimental part, tests related to a homogeneous mixture of 50% by volume demineralized water and 50% by volume of an alcohol blend consisting of 97% by volume of methanol and 3% by volume of iso-butanol are described.
  • The above alcohols can be obtained from petrochemical productions, or, preferably, from renewable sources.
  • As specified above, the present invention requires the separate feeding of gas oil and the hydro-alcoholic blend. The volumetric ratio between the hydro-alcoholic blend and the gas oil ranges from 5/95 to 75/25. The above ratio mainly depends on the type of engine and regime at which it runs.
  • As far as gas oil for road vehicles is concerned, its characteristics and properties arc well-known to experts in the field. We would like to indicate, in particular, a typical evaporation curve of gas oil for road vehicles: at 150°C, 2% by volume evaporates, at 250°C, 64.5% by volume, at 350°C, 85% by volume, at 370°C, 95% by volume. Other important characteristics of the gas oil for road vehicles are density at 15°C (from 820 to 845 Kg/m3) and viscosity at 40°C (from 2.00 to 4.5 mm2/sec.).
  • The feeding to the diesel engine can be effected by means of the usual means suitable for this purpose, for example by injectors. The only restriction consists of the material of the means which feeds the hydro-alcoholic solution; this in fact must be resistant to water and also to alcohols. A typical commercial injector which can be used for the hydro-alcoholic solutions of the present invention is known as Aquamist1 of E.R.I.. Ltd. The procedure of the present invention, in addition to allowing a reduction in the NOx and particulate (PM), also has the advantage of increasing the engine power.
  • The reduction in emissions can be mainly ascribed to the presence of water, whose environmental advantages in diesel engines are already described in the known art.
  • The increase in power, on the contrary, is mainly due to the introduction of alcohols into diesel engines. In the procedure of the present invention, the alcohol acts as a complement to gas oil for the purpose of improving the power yield.
  • These two advantages, the improvement in the emissions and power, cannot be obtained with any other procedure of the known art.
  • Furthermore, the procedure of the present invention does not have the drawbacks mentioned above for "white gas oil". The procedure of the present invention does not, obviously, have storage problems typical of gas oil/water emulsions, due to its nature. The system of the present invention docs not require the presence of surface-active agents (necessary for preparing emulsions of white gas oil) which could create problems in gas oil engines.
  • These and other advantages will be clearly shown in the experimental part.
  • The following examples are provided for a better understanding of the present invention.
    • EXAMPLES
  • For illustrative and non-limiting purposes, the results of a comparison in bench tests between a commercial Fiat Punto 1.3 MJ engine (see table below) are indicated hereunder.
    • Vehicle characteristics
  • Motor vehicle Fiat Punto 1.3 MJ
    Homologation level Euro IV
    Kilometers 1590 km
    Cubic capacity (cc) 1248
    Nr of cylinders/nr. of valves per cylinder 4/4
    Max. power (kW@rpm) 51@4000
    Max. torque (Nm@rpm) 180@1750
    Air inlet/Injection TD/common rail
    Oxidativc catalyst (Y/N) Y
  • The above engine is fed, for comparative purposes, with commercial gas oil only, of the EN 590 Agip Bludiesel type and, according to the present invention, with the same gas oil and with a second feeding consisting of a hydro-alcoholic blend consisting of:
    • ● 50% by volume : demineralized water;
    • ● 50% by volume blend consisting of 97% by volume of methanol and 3% by volume of iso-butanol.
  • The tests were carried out following the ECE 15 cycle, at the Experimental Fuel Station of S. Donato Milanese.
  • The test cycle ECE 15 consists in driving the vehicle in a simulated run on a dynamometric bench on suitably calibrated rolls in order to consider the inertia and passive resistances according to the Extra-Urban Cycle EUDC.
    • Results of the ECE 15 test
  • Engine fed with 100% gas oil Engine fed with gas oil and hydro-alcoholic solution (66.5/33.5)
    Power supplied CV (Kw) 75 (55) 88 (65)
    NOx emitted: mg/Km 140 110
    PM emitted: mg/Km 38 16
  • The results of the ECE 15 test clearly show the advantages which can be obtained by means of the procedure of the present invention, which includes two different feedings, with respect to a normal feeding with gas oil alone. In particular, it can be seen that the procedure of the present invention allows a more than halved emission of PM into the atmosphere and a considerable reduction in NOx.
  • Finally, it should be pointed out that the emission/power ratio is considerably reduced with respect to feeding with gas oil alone.
  • Tables 1a-1c show the properties and the compositions of the mixture used in these tests (48.5% methanol, 1.5% iso-butanol, 50% demineralize water) at three different temperatures, i.e. 15°C (minimum operating temperature), 32°C (maximum operating temperature) and 78°C (flash point temperature).
  • It is important to underline that this mixture is flameproof at 15°C and 32°C. Furthermore the vaporization of said mixture begins at 78°C. Table 1a (15°C)
    CONDITIONS
    Overall Aqueous Phase
    Vapour/Phase Fraction 0.0000 1.0000
    Temperature (°C) 15.00 15.00
    Pressure (bar) 1.013 1.013
    Molar Flow (kmole/h) 1.995 1.995
    Mass Flow (kg/h) 44.85 44.85
    Std.Ideal Liq. Vol. Flow (m3/h) 5.000e-002 5.000e-002
    Molar Enthalpy (kcal./kgmole) -6.507e+004 -6.507e+004
    (Kjoule/Kgmole) (-27,2253e+004) (-27,2253e+004)
    Molar Entropy (kJ/kgmole-C) 19.52 19.52
    Heat Flow (kcal./h) -1.298e+005 -1.298e+005
    (Kjoule./h) (-5,431e+005) (-5,431e+005)
    Liq.Vol. Flow@ Std.Cond. (m3/h) 4.933e-002 4.933e-002
    PROPERTIES
    Molecular Weight 22.48 22.48
    Molar Density (kgmole/m3) 40.44 40.44
    Mass Density (kg/m3) 909.1 909.1
    Act. Vol. Flow (m3/h) 4.993e-002 4.993e-002
    COMPOSITION
    Overall Phase Vapour Fraction 0.0000
    Components Molar Flow (kgmole/h) Mole Fraction Mass Flow (kg/h) Mass Fraction Liquid Volume Flow (m3/h) Liquid Volume Fraction
    i-Butanol 0.0081 0.0041 0.6032 0.0134 0.0008 0.0150
    Methanol 0.6022 0.3018 19.2962 0.4302 0.0243 0.4850
    H2O 1.3849 0.6941 24.9497 0.5563 0.0250 0.5000
    Total 1.9953 1.0000 44.8490 1.0000 0.0500 1.0000
    Aqueous Phase Phase fraction 1.000
    Components Molar Flow (kgmole/h) Mole Fraction Mass Flow (kg/h) Mass Fraction Liquid Volume Flow (m3/h) Liquid Volume Fraction
    i-Butanol 0.0081 0.0041 0.6032 0.0134 0.0008 0.0150
    Methanol 0.6022 0.3018 19.2962 0.4302 0.0243 0.4850
    H2O 1.3849 0.6941 24.9497 0.5563 0.0250 0.5000
    Total 1.9953 1.0000 44.8490 1.0000 0.0500 1.0000
    Table 1b (32°C)
    CONDITIONS
    Overall Aqueous Phase
    Vapour/Phase Fraction 0.0000 1.0000
    Temperature (°C) 32.00 32.00
    Pressure (bar) 1.013 1.013
    Molar Flow (kmole/h) 1.995 1.995
    Mass Flow (kg/h) 44.85 44.85
    Std.Ideal Liq.Vol.Flow (m3/h) 5.000e-002 5.000e-002
    Molar Enthalpy (kcal/kgmole) -6.471e+004 -6.471e+004
    (Kjoule/Kgmole) (-27,075e+004 ) (-27,075e+04)
    Molar Entropy (kJ/kgmole-C) 26.86 26.86
    Heat Flow (kcal./h) (Kjoule/h) -1.291e+005 -1.291e+005
    (-5.402e+005) (-5,402e+005)
    Liq.Vol.Flow@ Std.Cond. (m3/h) 4.933e-002 4.933e-002
    PROPERTIES
    Molecular Weight 22.48 22.48
    Molar Density (kgmole/m3) 39.80 39.80
    Mass Density (kg/m3) 894.7 894.7
    Act. Vol. Flow (m3/h) 5.013e-002 5.013e-002
    COMPOSITION
    Overall Phase Vapour Fraction 0.0000
    Components Molar Flow (kgmole/h) Mole Fraction Mass Flow (kg/h) Mass Fraction Liquid Volume Flow (m3/h) Liquid Volume Fraction
    i-Butanol 0.0081 0.0041 0.6032 0.0134 0.0008 0.0150
    Methanol 0.6022 0.3018 19.2962 0.4302 0.0243 0.4850
    H2O 1.3849 0.6941 24.9497 0.5563 0.0250 0.5000
    Total 1.9953 1.0000 44.8490 1.0000 0.0500 1.0000
    Aqueous Phase Phase fraction 1.000
    Components Molar Flow (kgmole/h) Mole Fraction Mass Flow (kg/h) Mass Fraction (m3/h) Liquid Volume Flow Liquid Volume Fraction
    i-Butanol 0.0081 0.0041 0.6032 0.0134 0.0008 0.0150
    Methanol 0.6022 0.3018 19.2962 0.4302 0.0243 0.4850
    H2O 1.3849 0.6941 24.9497 0.5563 0.0250 0.5000
    Total 1.9953 1.0000 44.8490 1.0000 0.0500 1.0000
    Table 1c (78°C)
    CONDITIONS
    Overall Vapour Phase Aqueous Phase
    Vapour/Phase Fraction 0.0334 0.0334 0.9666
    Temperature (°C) 78.00 78.00 78.00
    Pressure (bar) 1.013 1.013 1.013
    Molar Flow (kmole/h) 1.995 6.659e-002 1.929
    Mass Flow (kg/h) 44.85 1.837 43.01
    Std.Ideal Liq. Vol. Flow (m3/h) 5.000e-002 2.208e-003 4.779e-002
    Molar Enthalpy (kcal./kgmole) -6.343e+004 -5.079e+004 -6.387e+004
    (KJoule/Kgmole) (-26,539e+004) (21,251e+004) (-26,723e+004)
    Molar Entropy (kJ/kgmole-C) 47.61 173.7 43.26
    Heat Flow (kcal./h) -1.266e+005 -3382 -1.232e+005
    (KJoule/h) (-5.297e+005) (-14150) (-5,155e+005)
    Liq.Vol.@ Std. Cond. (m3/h) 4.933e-002 2.196e-003 4.714e-002
    PROPERTIES
    Molecular Weight 22.48 27.59 22.30
    Molar Density (kgmole/m3) 1.013 3.470e-002 38.43
    Mass Density (kg/m3) 22.77 0.9572 857.0
    Act. Vol. Flow (m3/h) 1.969 1.919 5.019e-002
    COMPOSITION
    Overall Phase Vapour Fraction 0.0334
    Components Molar Flow (kgmole/h) Mole Fraction Mass Flow (kg/h) Mass Fraction Liquid Volume Flow (m3/h) Liquid Volume Fraction
    i-Butanol 0.0081 0.0041 0.6032 0.0134 0.0008 0.0150
    Methanol 0.6022 0.3018 19.2962 0.4302 0.0243 0.4850
    H2O 1.3849 0.6941 24.9497 0.5563 0.0250 0.5000
    Total 1.9953 1.0000 44.8490 1.0000 0.0500 1.0000
    Vapour Phase Phase fraction 3.337e-002
    Components Molar Flow (kgmole/h) Mole Fraction Mass Flow (kg/h) Mass Fraction Liquid Volume Flow (m3/h) Liquid Volume Fraction
    i-Butanol 0.0003 0.0043 0.0210 0.0114 0.0000 0.0118
    Methanol 0.0443 0.6655 1.4200 0.7729 0.0018 0.8084
    H2O 0.0220 0.3302 0.3962 0.2156 0.0004 0.1798
    Total 0.0666 1.0000 1.8371 1.0000 0.0022 1.0000
    Aqueous Phase Phase fraction 0.9666
    Components Molar Flow (kgmole/h) Mole Fraction Mass Flow (kg/h) Mass Fraction Liquid Volume Flow (m3/h) Liquid Volume Fraction
    i-Butanol 0.0079 0.0041 0.5822 0.0135 0.0007 0.0151
    Methanol 0.5579 0.2893 17.8762 0.4156 0.0225 0.4701
    H2O 1.3629 0.7067 24.5535 0.5709 0.0246 0.5148
    Total 1.9287 1.0000 43.0119 1.0000 0.0478 1.0000

Claims (3)

  1. A use of diesel engines fed by means of two separated feedings, the first feeding consisting of gas oil and the second feeding consisting of 50% vol. demineralized water and 50% vol. of a composition consisting of 97% vol. methanol and 3% vol. isobutanol, the volumetric ratio between the second feeding and gas oil ranging from 5/95 to 75/25 for reducing NOx and particulate matter emission of diesel engines.
  2. The use according to claim 1, wherein the diesel engines are selected from engines for light road vehicles, engines for heavy road vehicles, engines for electricity generators.
  3. The use according to claim 1, wherein the diesel engines comprise turbojet and turbo-diesel engines.
EP06780596.0A 2006-02-03 2006-07-25 Use for reducing the emissions of diesel engines Active EP1981954B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITMI20060188 ITMI20060188A1 (en) 2006-02-03 2006-02-03 PROCEDURE TO REDUCE THE EMISSIONS OF DIESEL MOTORIZATIONS
PCT/IT2006/000566 WO2007088564A1 (en) 2006-02-03 2006-07-25 Procedure for reducing the emissions of diesel engines

Publications (2)

Publication Number Publication Date
EP1981954A1 EP1981954A1 (en) 2008-10-22
EP1981954B1 true EP1981954B1 (en) 2013-05-29

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EP06780596.0A Active EP1981954B1 (en) 2006-02-03 2006-07-25 Use for reducing the emissions of diesel engines

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EP (1) EP1981954B1 (en)
IT (1) ITMI20060188A1 (en)
WO (1) WO2007088564A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2011334614B2 (en) * 2010-11-25 2013-08-01 Gane Energy & Resources Pty Ltd Process for powering a compression ignition engine and fuel therefor

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2627396B2 (en) * 1994-03-15 1997-07-02 敬 山口 Water and methanol inhaler for automotive diesel engines
US6348074B2 (en) * 1998-01-12 2002-02-19 Saga Fuel Systems, Inc. Composition as an additive to create clear stable solutions and microemulsions with a combustible liquid fuel to improve combustion
GB2384525A (en) * 2002-01-15 2003-07-30 William May Stott Adding water, eg steam, to the charge of a reciprocating piston i.c. engine to reduce emissions of particulate matter (PM) and NOx

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ITMI20060188A1 (en) 2007-08-04
EP1981954A1 (en) 2008-10-22
WO2007088564A1 (en) 2007-08-09

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