GB2342393A - Separating sulphur-free components from a motor fuel on board a motor vehicle - Google Patents
Separating sulphur-free components from a motor fuel on board a motor vehicle Download PDFInfo
- Publication number
- GB2342393A GB2342393A GB9922581A GB9922581A GB2342393A GB 2342393 A GB2342393 A GB 2342393A GB 9922581 A GB9922581 A GB 9922581A GB 9922581 A GB9922581 A GB 9922581A GB 2342393 A GB2342393 A GB 2342393A
- Authority
- GB
- United Kingdom
- Prior art keywords
- sulphur
- fuel
- components
- free
- engine
- 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
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 45
- 239000005864 Sulphur Substances 0.000 claims abstract description 36
- NINIDFKCEFEMDL-UHFFFAOYSA-N Sulfur Chemical compound [S] NINIDFKCEFEMDL-UHFFFAOYSA-N 0.000 claims abstract description 24
- 238000009835 boiling Methods 0.000 claims abstract description 17
- 239000002828 fuel tank Substances 0.000 claims abstract description 10
- 238000000034 method Methods 0.000 claims description 36
- 238000007738 vacuum evaporation Methods 0.000 claims description 13
- 238000009833 condensation Methods 0.000 claims description 7
- 230000005494 condensation Effects 0.000 claims description 7
- OKKJLVBELUTLKV-UHFFFAOYSA-N Methanol Chemical compound OC OKKJLVBELUTLKV-UHFFFAOYSA-N 0.000 claims description 6
- 239000007788 liquid Substances 0.000 claims description 3
- 239000003638 chemical reducing agent Substances 0.000 claims description 2
- 239000002826 coolant Substances 0.000 claims description 2
- 239000002283 diesel fuel Substances 0.000 claims description 2
- 239000003350 kerosene Substances 0.000 claims description 2
- 239000010705 motor oil Substances 0.000 claims description 2
- 239000003054 catalyst Substances 0.000 claims 1
- 239000001273 butane Substances 0.000 abstract description 2
- IJDNQMDRQITEOD-UHFFFAOYSA-N n-butane Chemical compound CCCC IJDNQMDRQITEOD-UHFFFAOYSA-N 0.000 abstract description 2
- OFBQJSOFQDEBGM-UHFFFAOYSA-N n-pentane Natural products CCCCC OFBQJSOFQDEBGM-UHFFFAOYSA-N 0.000 abstract description 2
- 230000003197 catalytic effect Effects 0.000 description 6
- 239000007789 gas Substances 0.000 description 5
- 238000006243 chemical reaction Methods 0.000 description 3
- 238000001816 cooling Methods 0.000 description 3
- 238000013461 design Methods 0.000 description 3
- 238000010438 heat treatment Methods 0.000 description 3
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000004821 distillation Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000001704 evaporation Methods 0.000 description 2
- 230000008020 evaporation Effects 0.000 description 2
- 238000005259 measurement Methods 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- 238000001311 chemical methods and process Methods 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 150000001875 compounds Chemical class 0.000 description 1
- 238000003795 desorption Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000000605 extraction Methods 0.000 description 1
- -1 for example butane Chemical class 0.000 description 1
- 238000005194 fractionation Methods 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000002906 microbiologic effect Effects 0.000 description 1
- TVMXDCGIABBOFY-UHFFFAOYSA-N octane Chemical compound CCCCCCCC TVMXDCGIABBOFY-UHFFFAOYSA-N 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
- 230000008929 regeneration Effects 0.000 description 1
- 238000011069 regeneration method Methods 0.000 description 1
- 238000001179 sorption measurement Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M33/00—Other apparatus for treating combustion-air, fuel or fuel-air mixture
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Gas After Treatment (AREA)
- Liquid Carbonaceous Fuels (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Low-boiling sulphur-free fuel components, eg butane, are evaporated in the fuel tank KV, eg at ambient temperatures, using the vacuum Psaug produced by the gas delivery pump PU. The outlet of the pump PU is connected to a pressure vessel DG in which the sulphur-free components condense for immediate use. An enrichment of sulphur-containing components takes place in the fuel tank KV.
Description
1 2342393 Method for separating sulphur-free components from a motor fuel
on board a motor vehicle The invention relates to a method for separating sulphur-free components fi7om a motor fuel on board a motor vehicle.
The desulphurization of motor fuel is usually performed by large-scale chemical processes in refineries when producing the fuel. Known methods for this are extraction, adsorption, distillation or microbiological processes. The commercial motor fuels in Europe currently have a residual sulphur content of approximately 200 ppm. This amount of residuals causes difficulties with regard to the sulphur compatibility of modern emission aftertreatment systems containing adsorbers and catalytic converters. It is therefore necessary to aim for residual sulphur content of less than 10 ppm.
The present invention seeks to create a method for separating sulphurfree components from a motor fuel which is suitable for use in mobile systems. In particular, to be carried out it should require only a low overall volume and a low weight.
According to the present invention there is provided a method for separating sulphur-free components from motor fuel on board a motor vehicle by means of vacuum evaporation.
Advantageous designs of the invention are the subject matter of the subsidiary claims.
The method according to the invention uses the fact that sulphurcontaining fuel components generally have a higher boiling point than sulphur-free fuel components.
According to the invention, the on-board separation of the sulphurfree, low-boiling components is performed by means of vacuum evaporation. For this purpose, the fuel tank, in which the initial fuel is located, is pumped out by means of a pump in order to generate a vacuum. In this process, the low-boilin..., sulphur-free fuel components evaporate and are conveyed from the fuel tank via the pump. The separated sulphur-free components can subsequently be condensed under increased pressure (with reference to ambient or atmospheric pressure).
2 The totality of the fuel components separated from the initial fuel is also denoted below as low-sulphur fuel fraction. The totality of the fuel components remaining in the initial fuel is correspondingly denoted as sulphur-rich fuel fraction.
The service life of modem emission aftertreatment systems can be substantially lengthened by using the low-sulphur fuel fraction.
The outlay on equipment for carrying out the method according to the invention is low. A substantial advantage of the method according to the invention is the fact that the vacuum evaporation can proceed at ambient temperature. Additional heating devices, for example heatable evaporator structures with resistance heating elements are therefore not required. Consequently, overall volumes and weight can also be kept low. The method according to the invention is therefore eminently suitable for use in all mobile systems, such as passenger cars or commercial vehicles, or in railbound vehicles.
A further advantage of the method according to the invention consists in that the low-sulphur fuel fraction is available on board immediately upon starting the engine. It is therefore possible to dispense with an additional tank for low-sulphur fuel specifically for the cold-start phase.
The method according to the invention can be used for all motor fuels, in particular petrol or diesel ftiel, kerosene or methanol.
A gas delivery pump, in particular a diaphragm pump can be used for the vacuum evaporation. The condensation at increased (with reference to ambient or atmospheric pressure) pressure can then advantageously be performed in a pressure vessel connected to the outlet of the pump, with the result that no additional outlay on equipment is required to carry out the pressure condensation.
As already mentioned, the vacuum evaporation can be carried out at ambient temperature. In a particularly advantageous design, it is possible, however, to utilize heat sources already present in any case in the motor vehicle to heat the fuel to be fractioned. The engine oil of the vehicle (>100'C) or the coolant (approximately 801C) for cooling the engine are suitable for this purpose.
The condensation of the separated sulphur-free components can likewise be performed at ambient temperature. Moreover, however, it is also possible to carry out the condensation at temperatures below the ambient temperature.
3 The low-sulphur fraction separated by the vacuum evaporation can be used either directly for the engine combustion (in gaseous or liquid form), or be stored in a tank.
The low-sulphur fraction is also suitable in this case, in particular, for adding to the engine during the cold-start phase or in the lean-bum operation of a spark-ignition engine.
In the case of a diesel engine, the particulate emission in the exhaust gases can be reduced by adding low-sulphur diesel fuel.
A further application of the sulphur-free fraction obtained with the method according to the invention is use in the case of desulphating a catalytic converter in the emission aftertreatment system of an engine. In the emission aftertreatment system, sulphur builds up from time to time on the surface of the catalytic converter and is removed by regeneration (desorption). This can be performed only in the case of low- sulphur emission.
In addition to being applied as motor fuel, the low-sulphur fuel fraction can also be used as a low-boiling reducing agent for denitrification catalytic converters in lean emission.
The vacuum evaporation for separating the low-sulphur fraction can be performed both from the fuel tank of the motor vehicle and from an intermediate tank. The higher-boiling, sulphur-rich components remaining in the intermediate tank after the separation of the low-boiling, sulphurfree components can in this case be used in specific engine operating phases. A suitable spark-ignition engine operating phase for the use of the sulphur-rich fraction is operation under stoichiometric conditions (; L = 1) or under rich conditions (full-load operation,;L < 1). Owing to the higher octane t7 number of the sulphur-rich fraction and the higher knock resistance associated therewith, the spark-ipition engine can be designed with a higher compression ratio. The operation of the engine with higher compression ratios leads to a reduced fuel consumption.
Evaporation losses are largely avoided when the vacuum evaporation is carried out, owing to the continuous suction of the gas phase from the fuel tank. As a result, the hydrocarbon emissions from the vehicle tank are reduced and the efficiency of the vehicle is increased.
The invention is explained in more detail with the aid of a drawing, in which:
4 Figure 1 shows a diagrammatic representation of the cycle of the method according to the invention; and Figure 2 shows the effect of the fuel sulphur content on the NOx conversion of an emission aftertreatment system.
The cycle of the method according to the invention is explained in more detail in Figure 1. Via the vacuum (psaug) produced by the gas delivery pump PU, the low-boiling, sulphur-free components are evaporated in the fuel tank KV, which contains liquid fuel. These components are sucked from the fuel tank KV by means of the gas delivery pump PU. The outlet of the pump is connected to a pressure vessel DG in which an overpressure (pdruck) is built up on the basis of the delivery rate of the pump. Under this overpressure, the separated sulphur-free components condense in the pressure vessel DG and can subsequently be used immediately.
An enrichment of the higher-boiling, sulphur-containing fael components takes place in the fuel tank KV. Both the evaporation and the subsequent pressurized condensation can advantageously be carried out on the pressure side of the pump at ambient temperature, with the result that the method according to the invention succeeds without additional heating or cooling measures.
Depending on the type of pump, the desired sulphur content of the fraction to be obtained can be set via the design of the pump (pressure on suction and pressure sides), and the required saturation time can be set via the pump capacity. Particularly suitable for this purpose are vacuum diaphragm pumps which operate without maintenance (free from oil), have a long service life and are insensitive to media condensing in the pump. The electric power requirement of such a diaphrag "m pump is extremely low.
Very low-boiling compounds such as, for example butane, which can be condensed in the case of distillation only with very strong cooling (<O'C), can be obtained with a comparatively low outlay using the method according to the invention.
A fractionation of petrol was carried out according to the method described in Figure 1. 350 ml of a low-boiling, low-sulphur fraction, and 650 ml of a higher-boiling, sulphur-rich fraction were obtained from 1000 ml of the fuel used. The Z ZD pressure on the suction side was 100 to 300 mbar, and on the pressure side 1 to 2 bar. Low-boiling, sulphur-free components were strongly enriched on the pressure side of the pump, while higher-boiling, sulphur- containing fuel components (inter alia matics) are virtually no longer included. The fuel remaining in the receiver exhibits an enrichment of the higher-boiling, sulphur-containing fuel components.
The individual sulphur contents were as follows; Sulphur content of the initial fuel (ROZ95): 128 ppm Sulphur content of the low-boiling, low sulphur fraction: 14 ppm Sulphur content of the higher-boiling, sulphur-rich fraction: 177 ppin, The effect of the fuel sulphur content on the NOx conversion of an emission aftertreatment system is represented in Figure 2. The operating period (in hours) is plotted on the abscissa, and the NOx conversion (in %) is plotted on the ordinate. Two series of measurements were taken for the sulphur contents of 31 ppm and 130 ppm with the same type of catalytic converter. The experiments were carried out using a direct- injection spark-ignition engine in mixed lean-bum operation (30 seconds of lean-bum operation with A = 1.5, and 2 seconds of rich operation with X = 0.75). As is to be seen from the comparison of the series of measurements, the service life of the catalytic converter is reduced drastically in the case of increased sulphur content.
6
Claims (17)
- ClaimsA method for separating sulphur-free components from motor fuel on board a motor vehicle by means of vacuum evaporation.
- 2. A method according to Claim 1, wherein the separated sulphurfree components are condensed under increased pressure.
- 3. A method according to Claim 1 or 2, wherein use is made for the vacuum evaporation of a gas delivery pump.1
- 4. A method according to Claim 3, wherein the condensation of the 1 sulphur-free components is performed at the outlet of the gas delivery pump.
- 5. A method according to any one of the preceding claims, wherein the 1 fuel is petrol or diesel fuel or kerosene or methanol.
- 6. A method according to any one of the preceding claims, wherein the vacuum evaporation and/or the condensation is carried out at ambient temperature.
- 7. A method according to any one of Claims 1 to 5, wherein the vacuum evaporation is carried out at increased temperature.
- 8. A method according to Claim 7, wherein in order to heat the fuel the latter is in thermal contact with the engine oil or the engine coolant of the motor vehicle.
- 9. A method according to any one of the preceding claims, wherein the separated sulphur-free fuel components are used directly or collected in a tank.
- 10. A method according to any one of the preceding claims, wherein the C sulphur-free fuel components are added to the engine in gaseous or liquid form.
- 7 A method according to any one of the preceding claims, wherein the sulphur-free, low-boiling fuel components are added to the engine in the cold-start phase.
- 12. A method according to any one of the preceding claims, wherein the low-sulphur fuel components are added in lean-bum operation of the engine, or during the desulphating of the emission aftertreatment system of the engine.
- 13. A method according to any one of the preceding claims, wherein the sulphur-free fuel components are used as a reducing agent for denitration catalysts in the lean emission.
- 14. A method according to any one of the preceding claims, wherein the vacuum evaporation is performed in an intermediate tank which is present in the motor vehicle in addition to the fuel tank.
- 15. A method according to one of the preceding claims, wherein the non evaporated, sulphur-containing fuel components are added to the engine in operating phases with a stoichiometric operation or in full-load operation.
- 16. A method according to claim 3, wherein the gas delivery pump is a diaphragm pump
- 17. A method for separating sulphur-free components from motor fuel on board a motor vehicle, substantially as described herein with reference to, and as illustrated in, the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19845396A DE19845396C2 (en) | 1998-10-02 | 1998-10-02 | Method for separating a low-sulfur fuel fraction from a motor fuel on board a motor vehicle |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB9922581D0 GB9922581D0 (en) | 1999-11-24 |
| GB2342393A true GB2342393A (en) | 2000-04-12 |
| GB2342393B GB2342393B (en) | 2000-11-22 |
Family
ID=7883179
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9922581A Expired - Fee Related GB2342393B (en) | 1998-10-02 | 1999-09-23 | Method for separating sulphur-free components from a motor fuel on board a motor vehicle |
Country Status (3)
| Country | Link |
|---|---|
| DE (1) | DE19845396C2 (en) |
| GB (1) | GB2342393B (en) |
| IT (1) | IT1308234B1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7523770B2 (en) | 2005-12-12 | 2009-04-28 | Exxonmobil Research And Enginnering Company | Service station for serving requirements of multiple vehicle technologies |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3674553B2 (en) * | 2000-09-01 | 2005-07-20 | トヨタ自動車株式会社 | Equipment for removing sulfur-containing components in fuel |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0697516A1 (en) * | 1994-08-20 | 1996-02-21 | MTU Motoren- und Turbinen-Union Friedrichshafen GmbH | Diesel combustion engine with exhaust gas suppletion device for the car combustion air |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19713841C1 (en) * | 1997-04-04 | 1998-11-12 | Dornier Gmbh | Process for on-board fractionation of motor fuel |
-
1998
- 1998-10-02 DE DE19845396A patent/DE19845396C2/en not_active Expired - Fee Related
-
1999
- 1999-09-23 GB GB9922581A patent/GB2342393B/en not_active Expired - Fee Related
- 1999-09-29 IT IT1999RM000598A patent/IT1308234B1/en active
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0697516A1 (en) * | 1994-08-20 | 1996-02-21 | MTU Motoren- und Turbinen-Union Friedrichshafen GmbH | Diesel combustion engine with exhaust gas suppletion device for the car combustion air |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7523770B2 (en) | 2005-12-12 | 2009-04-28 | Exxonmobil Research And Enginnering Company | Service station for serving requirements of multiple vehicle technologies |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2342393B (en) | 2000-11-22 |
| GB9922581D0 (en) | 1999-11-24 |
| ITRM990598A0 (en) | 1999-09-29 |
| DE19845396A1 (en) | 2000-04-13 |
| ITRM990598A1 (en) | 2001-03-29 |
| IT1308234B1 (en) | 2001-12-10 |
| DE19845396C2 (en) | 2002-07-18 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 20060923 |