EP3022278A1 - Hochleistungsbrennstoffzusammensetzungen - Google Patents

Hochleistungsbrennstoffzusammensetzungen

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Publication number
EP3022278A1
EP3022278A1 EP14738843.3A EP14738843A EP3022278A1 EP 3022278 A1 EP3022278 A1 EP 3022278A1 EP 14738843 A EP14738843 A EP 14738843A EP 3022278 A1 EP3022278 A1 EP 3022278A1
Authority
EP
European Patent Office
Prior art keywords
fischer
tropsch derived
base oil
density
diesel
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.)
Granted
Application number
EP14738843.3A
Other languages
English (en)
French (fr)
Other versions
EP3022278B1 (de
Inventor
Richard Hugh Clark
James Patrick EWEN
Robert Wilfred Matthews Wardle
Balasubramanian CHINNUSAMY
Paul Anthony Stevenson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Shell Internationale Research Maatschappij BV
Original Assignee
Shell Internationale Research Maatschappij BV
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Shell Internationale Research Maatschappij BV filed Critical Shell Internationale Research Maatschappij BV
Priority to EP14738843.3A priority Critical patent/EP3022278B1/de
Publication of EP3022278A1 publication Critical patent/EP3022278A1/de
Application granted granted Critical
Publication of EP3022278B1 publication Critical patent/EP3022278B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • 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
    • 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
    • C10L1/16—Hydrocarbons
    • C10L1/1616—Hydrocarbons fractions, e.g. lubricants, solvents, naphta, bitumen, tars, terpentine
    • 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
    • C10L2200/00—Components of fuel compositions
    • C10L2200/04—Organic compounds
    • C10L2200/0407—Specifically defined hydrocarbon fractions as obtained from, e.g. a distillation column
    • C10L2200/0438—Middle or heavy distillates, heating oil, gasoil, marine fuels, residua
    • 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
    • C10L2200/00—Components of fuel compositions
    • C10L2200/04—Organic compounds
    • C10L2200/0407—Specifically defined hydrocarbon fractions as obtained from, e.g. a distillation column
    • C10L2200/0438—Middle or heavy distillates, heating oil, gasoil, marine fuels, residua
    • C10L2200/0446—Diesel
    • 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
    • C10L2200/00—Components of fuel compositions
    • C10L2200/04—Organic compounds
    • C10L2200/0461—Fractions defined by their origin
    • C10L2200/0469—Renewables or materials of biological origin
    • C10L2200/0492—Fischer-Tropsch products
    • 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
    • C10L2230/00—Function and purpose of a components of a fuel or the composition as a whole
    • C10L2230/22—Function and purpose of a components of a fuel or the composition as a whole for improving fuel economy or fuel efficiency
    • 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
    • C10L2300/00—Mixture of two or more additives covered by the same group of C10L1/00 - C10L1/308
    • C10L2300/30—Mixture of three components

Definitions

  • the present invention relates high power fuel compositions prepared by blending a petroleum derived low sulphur diesel with a Fischer-Tropsch (GTL) derived gasoil and a Fischer-Tropsch (GTL) derived base oil, and to the use of a Fischer-Tropsch derived base oil in said fuel compositions.
  • GTL Fischer-Tropsch
  • GTL Fischer-Tropsch
  • High viscosity fuels can be formulated by blending high viscosity components such as disclosed in WO2005/054411 into conventional diesel. However, there is a limit on how much can be blended whilst adhering to limits on certain properties (distillation, density) in diesel fuel specifications (e.g. EN 590). Additionally, the high viscosity components also increase the density of the fuel, and thus can be detrimental in terms of smoke emissions (as found in WO2005/054411) . According to WO2005/054411, this is overcome by the addition of a third low density component, which is required to maintain the emissions performance of the high viscosity fuel.
  • the present invention relates to fuel compositions with increased power performance while still complying with the geographically relevant diesel fuel specification (e.g. EN 590). Moreover, unlike WO2005/054411, the viscosity increasing components in this present invention do not increase the density of the formulation and so there is no detriment to the emissions performance compared to conventional diesel.
  • new fuel compositions comprising a low sulphur petroleum derived diesel component and a Fischer-Tropsch derived gas oil component, further comprising a high viscosity low density Fischer-Tropsch derived base oil component (e.g. GTL Baseoil 3), which fuel compositions display increased power performance when compared to conventional diesel, with no detriment to emissions performance .
  • a low sulphur petroleum derived diesel component and a Fischer-Tropsch derived gas oil component
  • a high viscosity low density Fischer-Tropsch derived base oil component e.g. GTL Baseoil 3
  • an embodiment of the present invention is a fuel composition prepared by blending a petroleum derived low sulphur diesel comprising ⁇ 50 ppm of sulphur with a Fischer-Tropsch derived gasoil and a Fischer-Tropsch derived base oil wherein the amount of the petroleum derived low sulphur diesel is from 60% up to 80% v/v of the total composition; the amount of Fischer-Tropsch derived gasoil is from 10% up to 30% v/v of the total composition; the amount of Fischer-Tropsch derived base oil is from 10% up to 30% v/v of the total composition; the amounts of the Fischer-Tropsch derived gas oil and Fischer-Tropsch derived base oil together being at least 20% v/v of the total composition; and wherein the petroleum derived low sulphur diesel has a density of 0.81 to 0.865 g/cm 3 at 15°C and a kinematic viscosity
  • the composition has increased power performance in a diesel injection engine when compared to fuel compositions comprising only a petroleum derived low sulphur diesel comprising ⁇ 50 ppm of sulphur and a
  • a high power fuel can be defined as a fuel which improves the vehicle tractive effort (VTE) and/or the resulting acceleration performance of vehicles fitted with compression ignition engines, compared to conventional diesel. More details on high power fuels and a method for determining VTE can be found in WO2005/054411.
  • Fischer-Tropsch derived gasoil in combination with a specific Fischer-Tropsch derived Base Oil 3 allows for blends to be obtained with a higher viscosity at a lower density than is possible by using just a Fischer-Tropsch derived gasoil (as disclosed in WO2005/054411) , whilst still complying with the geographically relevant diesel fuel specification (e.g. EN 590), thus allowing a higher power formulation than would otherwise be possible.
  • a further embodiment of the invention relates to the use of a Fischer-Tropsch derived base oil in a fuel composition comprising a petroleum derived low sulphur diesel comprising ⁇ 50 ppm of sulphur and a Fischer-Tropsch derived gasoil, for the purpose of increasing the power performance of a diesel engine, wherein the amount of the petroleum derived low sulphur diesel is from 60% up to 80% v/v of the total composition; the amount of Fischer-Tropsch derived gasoil is from 10% up to 30% v/v of the total composition; the amount of Fischer-Tropsch derived base oil is from 10% up to 30% v/v of the total composition; the amounts of the Fischer-Tropsch derived gas oil and Fischer-Tropsch derived base oil together being at least 20% v/v of the total composition; and wherein the petroleum derived low sulphur diesel has a density of 0.81 to 0.865 g/cm 3 at 15°C and a kinematic viscosity
  • the Fischer- Tropsch derived gasoil has a density of 0.76 to 0.80 g/cm 3 at 15°C and a kinematic viscosity (ASTM D445) from 2.0 to 4.5 mm /s at 40°C; and the Fischer-Tropsch derived base oil has a density of 0.79 to 0.82 g/cm 3 at 15°C and a kinematic viscosity (ASTM D445) from 7.5 to 12.0 mm 2 /s at 40°C.
  • Tropsch derived gasoil is from 10% up to 30% v/v of the total composition and the amount of Fischer-Tropsch derived base oil is from 10% up to 30% v/v of the total composition while the amounts of the Fischer-Tropsch derived gas oil and Fischer-Tropsch derived base oil together at least are 20% v/v of the total composition.
  • the amount of Fischer-Tropsch derived base oil is from at least 15%, more preferred at least 20%, and most preferred 30% v/v of the total composition.
  • the amount of Fischer-Tropsch derived gasoil is preferably from 10% up to 20%, and more preferred 10% v/v of the total composition.
  • the fuel composition comprises 60% v/v of the petroleum derived low sulphur diesel, 10% v/v of the Fischer-Tropsch derived gasoil and 30% v/v of the Fischer-Tropsch derived base oil.
  • the paraffinic nature of the Fischer-Tropsch derived components in the present invention mean that the high power fuel compositions of the present inventions will have high cetane numbers compared to conventional diesel. It is well known that high cetane number fuels can be beneficial for reducing emissions compared to conventional diesel. Therefore, as well as the low density emissions benefits, the high power formulations in the present invention may also have further emissions benefits as a consequence of their high paraffinic content and high cetane number. Fuel compositions of the present invention are particularly suitable for use as a diesel fuel, and they are especially useful for arctic applications, as winter grade diesel fuel.
  • a further embodiment of the invention relates to the use of fuel compositions according to the present invention as a fuel in a direct or indirect injection diesel engine, in particular in conditions requiring a fuel with good cold flow properties.
  • a cloud point of -10°C or lower or a cold filter plugging point (CFPP) of -20°C or lower may be possible with fuel compositions according to the present invention.
  • CFPP cold filter plugging point
  • Both Fischer-Tropsch derived base oil and Fischer-Tropsch derived gasoil can have a lower inherent CFPP than the low sulphur diesel component. This means that the proposed formulation will be expected to have improved cold flow performance over the diesel component, enabling the formulation to be used as winter grade fuel, or in the case of forming a formulation with a base diesel with better cold flow, even an arctic grade could be achieved.
  • the petroleum derived low sulphur diesel comprising ⁇ 50 ppm of sulphur according to the invention may be for example an ultra low sulphur diesel (ULSD) or a Zero sulphur diesel (ZSD) .
  • the low sulphur diesel comprises ⁇ 10 ppm of sulphur.
  • the petroleum derived low sulphur diesel used in the present invention will typically have a density from 0.81 to 0.865, preferably 0.82 to 0.85, more preferably 0.825 to 0.845 g/cm 3 at 15°C; a cetane number (ASTM D613) at least 51; and a kinematic viscosity (ASTM D445) from 1.5 to 4.5, preferably 2.0 to 4.0, more preferably from 2.2 to 3.7 mm 2 /s at 40°C.
  • Fischer-Tropsch derived is meant that the gasoil or base oil is, or derives from, a synthesis product of a Fischer-Tropsch condensation process. The Fischer-Tropsch reaction converts carbon monoxide and hydrogen into longer chain, usually paraffinic, hydrocarbons :
  • n (CO + 23 ⁇ 4) (-C3 ⁇ 4 - ) n + n3 ⁇ 40 + heat, in the presence of an appropriate catalyst and typically at elevated temperatures (e.g. 125 to 300°C, preferably 175 to 250°C) and/or pressures (e.g. 5 to 100 bar, preferably 12 to 50 bar) . Hydrogen: carbon monoxide ratios other than 2:1 may be employed if desired.
  • the carbon monoxide and hydrogen may themselves be derived from organic or inorganic, natural or synthetic sources, typically either from natural gas or from organically derived methane.
  • a Fischer-Tropsch gasoil product or base oil product may be obtained directly from the Fischer-Tropsch reaction, or indirectly for instance by fractionation of a Fischer-Tropsch synthesis product or from a hydrotreated Fischer-Tropsch synthesis product.
  • Hydrotreatment can involve hydrocracking to adjust the boiling range (see, e. g. GB2077289 and EP0147873) and/or hydroisomerisation which can improve cold flow properties by increasing the proportion of branched paraffins.
  • EP0583836 describes a two-step hydrotreatment process in which a Fischer-Tropsch synthesis product is firstly subjected to hydroconversion under conditions such that it undergoes substantially no isomerisation or hydrocracking (this hydrogenates the olefinic and oxygen- containing components) , and then at least part of the resultant product is hydroconverted under conditions such that hydrocracking and isomerisation occur to yield a substantially paraffinic hydrocarbon fuel or oil. Desired diesel fuel fraction (s) may subsequently be isolated for instance by distillation.
  • Typical catalysts for the Fischer-Tropsch synthesis of paraffinic hydrocarbons comprise, as the catalytically active component, a metal from Group VIII of the periodic table, in particular ruthenium, iron, cobalt or nickel. Suitable such catalysts are described for instance in EP0583836.
  • SMDS Shell Middle Distillate Synthesis
  • This process produces diesel range products by conversion of a natural gas (primarily methane) derived synthesis gas into a heavy long-chain hydrocarbon (paraffin) wax which can then be hydroconverted and fractionated to produce liquid transport fuels such as the gasoils useable in diesel fuel compositions.
  • a natural gas primarily methane
  • paraffin paraffin wax
  • Versions of the SMDS process utilising fixed-bed reactors for the catalytic conversion step, are currently in use in Bintulu, Malaysia, and in Pearl GTL, Ras Laffan, Amsterdam. (Gas) oils prepared by the SMDS process are commercially available for instance from the Royal Dutch/Shell Group of Companies.
  • the Fischer-Tropsch derived gasoil or base oil according to the present invention is a product prepared by a Fischer-Tropsch methane condensation reaction using a hydrogen/carbon monoxide ratio of less than 2.5, preferably less than 1.75, more preferably from 0.4 to 1.5.
  • the Fischer-Tropsch derived (gas) oil according to the present invention is a product prepared by the SMDS process, utilising fixed-bed multi-tubular reactors and a promoted cobalt catalyst. Suitably it will have been obtained from a hydrocracked Fischer-Tropsch synthesis product, or a product from a two-stage hydroconversion process such as that described in EP0583836.
  • Fischer-Tropsch derived gasoil or base oil will consist of at least 95% w/w, more preferably at least 98% w/w, and most preferably up to 100% w/w of paraffinic components, preferably iso- and normal paraffins. Some cyclic paraffins may also be present. According to the present invention the weight ratio of iso-paraffins to normal paraffins is suitably from 0.3 up to 12, in particular from 2 to 6.
  • a Fischer- Tropsch derived gasoil or base oil has essentially no, or undetectable levels of, sulphur and nitrogen. Compounds containing these heteroatoms tend to act as poisons for Fischer-Tropsch catalysts and are therefore removed from the synthesis gas feed. Further, the process as usually operated produces no or virtually no aromatic components.
  • the aromatics content of a Fischer-Tropsch gasoil will typically be below 1% w/w, preferably below 0.5% w/w and more preferably below 0.1% w/w.
  • the Fischer-Tropsch derived gasoil used in the present invention will typically have a density from 0.76 to 0.80, preferably 0.77 to 0.79, more preferably 0.775 to 0.785 g/cm 3 at 15°C; a cetane number (ASTM D613) greater than 70, suitably from 74 to 85; a kinematic viscosity (ASTM D445) from 2.0 to 5.0, preferably from
  • sulphur content (ASTM D2622) of 5 ppmw (parts per million by weight) or less, preferably of 2 ppmw or less .
  • the Fischer-Tropsch derived base oil used in the present invention will typically have a density from 0.79 to 0.82, preferably 0.800 to 0.815, and more preferably
  • a kinematic viscosity (ASTM D445) from 7.5 to 12.0, preferably 8.0 to 11.0, more preferably from 9.0 to 10.5, mm 2 /s at 40°C; and a sulphur content (ASTM D2622) of 5 ppmw (parts per million by weight) or less, preferably of 2 ppmw or less.
  • the fuel composition may be additivated with further additives.
  • the (active matter) concentration of each such additive in a fuel composition is preferably up to 10000 ppmw, more preferably in the range from 5 to 1000 ppmw, advantageously from 75 to 300 ppmw, such as from 95 to 150 ppmw.
  • Such additives may be added at various stages during the production of a fuel composition; those added to a base fuel at the refinery for example might be selected from anti-static agents, pipeline drag reducers, flow improvers (e.g., ethylene/vinyl acetate copolymers or acrylate/maleic anhydride copolymers) , lubricity enhancers, anti-oxidants and wax anti-settling agents.
  • anti-static agents e.g., pipeline drag reducers, flow improvers (e.g., ethylene/vinyl acetate copolymers or acrylate/maleic anhydride copolymers)
  • flow improvers e.g., ethylene/vinyl acetate copolymers or acrylate/maleic anhydride copolymers
  • lubricity enhancers e.g., anti-oxidants and wax anti-settling agents.
  • the fuel composition may for instance include a detergent, by which is meant an agent (suitably a surfactant) which can act to remove, and/or to prevent the build up of, combustion related deposits within an engine, in particular in the fuel injection system such as in the injector nozzles.
  • a detergent by which is meant an agent (suitably a surfactant) which can act to remove, and/or to prevent the build up of, combustion related deposits within an engine, in particular in the fuel injection system such as in the injector nozzles.
  • a detergent preferred concentrations are in the range 20 to 500 ppmw active matter detergent based on the overall fuel composition, more preferably 40 to 500 ppmw, most preferably 40 to 300 ppmw or 100 to 300 ppmw or 150 to 300 ppmw.
  • Detergent- containing diesel fuel additives are known and commercially available.
  • suitable detergent additives include polyolefin substituted succinimides or succinamides of polyamines, for instance polyisobutylene succinimides or polyisobutylene amine succinamides, aliphatic amines, Mannich bases or amines and polyolefin (e.g. polyisobutylene) maleic anhydrides.
  • polyolefin substituted succinimides such as polyisobutylene succinimides.
  • lubricity enhancers include lubricity enhancers; dehazers, e.g. alkoxylated phenol formaldehyde polymers; anti-foaming agents (e.g. commercially available polyether-modified polysiloxanes) ; ignition improvers (cetane improvers) (e.g. 2-ethylhexyl nitrate (EHN) , cyclohexyl nitrate, di-tert-butyl peroxide and those disclosed in US4208190 at column 2, line 27 to column 3, line 21); anti-rust agents (e.g.
  • dehazers e.g. alkoxylated phenol formaldehyde polymers
  • anti-foaming agents e.g. commercially available polyether-modified polysiloxanes
  • ignition improvers cetane improvers
  • cetane improvers e.g. 2-ethylhexyl nitrate (EHN) ,
  • succinic acid derivative having on at least one of its alpha-carbon atoms an unsubstituted or substituted aliphatic hydrocarbon group containing from 20 to 500 carbon atoms, e.g. the pentaerythritol diester of polyisobutylene-substituted succinic acid) ; corrosion inhibitors; reodorants; anti-wear additives; anti- oxidants (e.g.
  • the additive contain an anti- foaming agent, more preferably in combination with an anti-rust agent and/or a corrosion inhibitor and/or a lubricity additive.
  • a lubricity enhancer be included in the fuel composition, especially when it has a low (e.g. 500 ppmw or less) sulfur content.
  • the lubricity enhancer is conveniently present at a concentration from 50 to 1000 ppmw, preferably from 100 to 1000 ppmw, based on the overall fuel composition.
  • the (active matter) concentration of any dehazer in the fuel composition will preferably be in the range from 1 to 20 ppmw, more preferably from 1 to 15 ppmw, still more preferably from 1 to 10 ppmw and advantageously from 1 to 5 ppmw.
  • the (active matter) concentration of any ignition improver present will preferably be 600 ppmw or less, more preferably 500 ppmw or less, conveniently from 300 to 500 ppmw.
  • the present invention may in particular be applicable where the fuel composition is used or intended to be used in a direct injection diesel engine, for example of the rotary pump, in-line pump, unit pump, electronic unit injector or common rail type, or in an indirect injection diesel engine.
  • the fuel composition may be suitable for use in heavy-and/or light-duty diesel engines, emissions benefits often being more marked in heavy-duty engines.
  • the viscosity increasing components in this present invention do not increase the density of the formulation and so there is no detriment to the emissions performance compared to conventional diesel.
  • the same component is able to impart both high viscosity and low density, and so this new invention offers the opportunity of producing high power fuels with emissions benefits as opposed to just emissions neutrality.
  • These emissions benefits compared to conventional diesel are expected to be due to both i) the lower density and ii) the higher cetane number provided by the Fischer-Tropsch derived viscosity increasing components.
  • Fig.2 Viscosity-density properties of components used in the present invention and components used according to WO2005/054411 (Gravex 925, HVI55) .
  • a Shell internal fuel blend modelling program x blendpro 2000' was used to model the density and viscosity of a range of potential blends of the three components.
  • the properties of the components used in this modelling are listed in Table 1.
  • Figure 1 shows the three components to be blended in the present invention as black squares ( ⁇ ) .
  • the crosses ( + ) between these individual components show the modelled density and viscosity of each of the potential blends of the three components (that were modelled) .
  • the (x) points show the range in density and viscosity of conventional diesel fuels. It can be seen from the figure, all of the possible blends of the three components have a higher viscosity, and a lower density than conventional diesel.
  • Fig.2 the viscosity-density properties of components used in the present invention and components used according to WO2005/054411 are shown.
  • the fuel formulation with increased power according to the disclosure of WO2005/054411 was achieved by using a high viscosity high density component within the formulation (see Fig. 2, upper right corner: Gravex 925, HVI55) .
  • the high viscosity component used in the present invention can be classed as "non-traditional" in the sense that whilst high in viscosity it is actually low in density, i.e. the density is below 0.845 (the maximum density point on EU diesel fuels) (see Fig. 2, lower left corner) .
  • Figure 3 shows the acceleration, VTE and smoke percentage benefits, respectively, for some formulations according to the present invention, using the equations in WO2005/054411.
  • the two Fischer- Tropsch derived viscosity components (GTL B03 and GTL Gasoil) are in a 50/50 (v/v) ratio, with this mixture being blended into conventional diesel from 20-60%. More data can be found in Table 3.
  • the fuel formulation with increased power according to the disclosure of WO2005/054411 was achieved by using a high viscosity, high density component within the formulation. This had an unfortunate side effect of simultaneously increasing density, which tends to make the smoke emissions poorer.
  • In order to restore the emissions performance according to restore the emissions performance, according to restore the emissions performance, according to restore the emissions performance, according to restore the emissions performance, according to restore the emissions performance, according to restore the emissions performance, according to restore the emissions performance, according to restore the emissions performance, according to restore the emissions performance, according to restore the emissions performance, according to restore the emissions performance, according to restore the emissions performance, according
  • the present invention has the key advantage that it negates the need of the low density component (component iii) according to WO2005/054411. This is because both of the Fischer-Tropsch derived components of the present invention (GTL B03 and GTL Gasoil) have the ability to simultaneously reduce density and increase viscosity, which results in simultaneous lower emissions and yet increased power.
  • the cloud point of each of the same blends as shown in Figure 3 was modelled using x blendpro' .
  • the Fischer-Tropsch derived viscosity components i.e. the Fischer-Tropsch derived gasoil and the Fischer- Tropsch derived base oil
  • this mixture is blended into conventional diesel from 0-60%.

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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)
  • Liquid Carbonaceous Fuels (AREA)
  • Lubricants (AREA)
EP14738843.3A 2013-07-16 2014-07-14 Hochleistungsbrennstoffzusammensetzungen Active EP3022278B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14738843.3A EP3022278B1 (de) 2013-07-16 2014-07-14 Hochleistungsbrennstoffzusammensetzungen

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP13176589 2013-07-16
EP14738843.3A EP3022278B1 (de) 2013-07-16 2014-07-14 Hochleistungsbrennstoffzusammensetzungen
PCT/EP2014/065054 WO2015007694A1 (en) 2013-07-16 2014-07-14 High power fuel compositions

Publications (2)

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EP3022278A1 true EP3022278A1 (de) 2016-05-25
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US20150021232A1 (en) 2015-01-22
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