JP2004067899A - Gas oil composition - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a gas oil composition which can decrease nitrogen oxides, hydrocarbons, carbon monoxide, carbon dioxide, particulate matters (PM), microparticles, nanoparticles, and aldehydes exhausted from an engine during transient driving, can decrease the load on an exhaust gas posttreatment apparatus, can improve fuel consumption, drivability and accelerability, can decrease the driving power for a fuel injection pump and noise during engine driving, excels in engine starting, and in oxidation stability and which can reduce the influence on members. <P>SOLUTION: The gas oil composition contains at least 5 vol.% hydrocracked gas oil having a 90% recovered temperature of ≥200°C and ≤380°C, a density at 15°C of ≥780 kg/m<SP>3</SP>and ≤870 kg/m<SP>3</SP>, and a sulfur content of ≤10 mass ppm and has a sulfur content of ≤10 mass ppm. <P>COPYRIGHT: (C)2004,JPO

Description

【００９５】
【表２】

【図面の簡単な説明】
【図１】軽油組成物の体積弾性率の測定に使用される装置の一例を示す概略構成図である。
【図２】排ガス試験における試験モードを示す図である。
【図３】粒子数の測定に使用する走査型モビリティ粒径分析装置の概略図である。
【符号の説明】
１　定容容器
２　供給弁
３　排出弁
４　温度センサ
５　圧力センサ
６　ピストン
１００　軽油組成物
ａ　荷電分布制御部
ｂ　分級部
ｃ　粒子数計測部[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to gas oil compositions having a low sulfur content. More specifically, it reduces nitrogen oxides, hydrocarbons, carbon monoxide, carbon dioxide, particulate matter (PM), microparticles, nanoparticles, and aldehydes emitted from the engine during transient operation. Reduces load, improves fuel efficiency, excels in drivability and acceleration, reduces driving force of the fuel injection pump, reduces noise during engine operation, and excels in engine startability, oxidation stability, The present invention relates to a gas oil composition capable of reducing the influence on members.
[0002]
[Prior art]
Conventionally, as a base material for light oil, straight-run gas oil obtained from atmospheric distillation apparatus of crude oil is subjected to hydrorefining treatment or hydrodesulfurization treatment, and straight-run kerosene obtained from atmospheric distillation apparatus for crude oil is converted to hydrogen. Those subjected to a chemical purification treatment or a hydrodesulfurization treatment are known. Conventional gas oil compositions are produced by blending one or more of the above gas oil base materials and kerosene base materials. Further, additives such as a cetane number improver and a detergent are added to these light oil compositions as needed.
[0003]
[Problems to be solved by the invention]
Incidentally, global environmental problems and local air pollution problems centering on metropolitan areas are becoming increasingly serious every day, and various studies are being conducted with the aim of promptly improving them.
Among these studies, the reduction of harmful air pollutants from vehicles that are mobile emission sources, especially diesel vehicles that support the logistics and transportation sectors: the problem of reducing carbon dioxide and improving the fuel efficiency of vehicles on a global scale, In general, hydrocarbons, carbon monoxide, and aldehydes, which are unburned, particulate matter (hereinafter referred to as PM), fine particles and nanoparticles having a small particle size, and nitrogen oxides (hereinafter referred to as NOx) ) And other issues are urgently needed. The most effective and realistic countermeasures for these are the installation of an exhaust gas aftertreatment device such as an oxidation catalyst, a diesel particulate filter (hereinafter referred to as DPF), and a NOx reduction catalyst.
[0004]
On the other hand, automobiles are also required to be operated directly by the user, exhibit behavior according to the user's intention, and give the user a sense of comfort. For example, it is required to have excellent driving performance such as output and torque thickness during uphill running, overtaking acceleration on highway, and accelerator response, low noise during combustion and driving of injection pump, and not to cause discomfort to users. Have been. In addition, at low temperatures in winter and at high temperatures in summer, the vehicle must start as desired by the user and exhibit predetermined performance. However, these measures are technically incompatible with the exhaust gas measures described above, and it is difficult to achieve them at the same time at a high level.
[0005]
These contradictory performance improvement requirements are difficult to study and discuss only with the results of the license test mode consisting of steady operation and simple pattern operation, and transient operation based on actual road driving (hereinafter, real-world driving). The evaluation in the test mode consisting of running) is appropriate and indispensable.
It is indispensable to respond to the various performances required of these vehicles by improving vehicle technology.However, the degree of influence of fuel on various required performances is not small. In the current situation, it is said that fuel quality design plays a major role. In addition, the response by fuel quality design has the effect that it has an immediate effect regardless of whether it is a new car or a sold car.
However, at present, there is no example of implementing a fuel quality design that contributes to many of these performance improvements, especially focusing on real-world driving during transient operation. In view of quality design, specifically, excellent low-temperature fluidity and oxidation stability, and low aggression to components, there are no comprehensive examples and knowledge based on consideration of realistic manufacturing methods. Not.
[0006]
The present invention has been made in view of such circumstances, and has as its object, when used as a fuel for diesel vehicles, actual driving conditions, that is, reduction of environmental load during transient operation, and more specifically, nitrogen oxidation discharged from the engine. Products, hydrocarbons, carbon monoxide, carbon dioxide, PM, fine particles, nanoparticles, and aldehydes, reduce the load on exhaust gas aftertreatment equipment, improve fuel economy and output, and have excellent drivability and acceleration. To reduce the driving force of the fuel injection pump, reduce noise during engine operation, and achieve excellent engine startability at the same time at a high level. It is an object of the present invention to provide a gas oil composition which achieves various performances, specifically, excellent low-temperature fluidity and oxidation stability, and has a low level of influence on members, and the like.
[0007]
[Means for Solving the Problems]
The present inventors have conducted intensive studies to solve the above problems, and as a result, completed the present invention. That is, according to the present invention, the 90% distillation temperature is 200 to 380 ° C., and the density at 15 ° C. is 780 kg / m ³ More than 870kg / m ³ Hereinafter, the present invention relates to a gas oil composition containing 5% by volume or more of a hydrocracked gas oil having a sulfur content of 10% by mass or less and a sulfur content of 10% by mass or less.
[0008]
According to the present invention, by using a gas oil composition containing the hydrocracked gas oil having the specific properties described above, the gas oil is discharged from the engine during transient operation, which is difficult to realize with the conventional gas oil composition. Reduction of nitrogen oxides, hydrocarbons, carbon monoxide, carbon dioxide, particulate matter (PM), fine particles, nanoparticles, and aldehydes, reduction of the load on exhaust gas aftertreatment devices, improvement of fuel efficiency, drivability and acceleration The present invention provides a light oil composition that can improve the fuel consumption, reduce the driving force of the fuel injection pump, reduce noise during engine operation, and have excellent engine startability, excellent oxidation stability, and less influence on members. .
[0009]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, the present invention will be described in detail.
In the present invention, the 90% distillation temperature is 200 ° C. or more and 380 ° C. or less, and the density at 15 ° C. is 780 kg / m 2. ³ More than 870kg / m ³ A hydrocracked gas oil having a sulfur content of 10 mass ppm or less is used.
In the present invention, the hydrocracked gas oil is a gas oil fraction obtained by hydrocracking a predetermined gas oil. The gas oil to be subjected to hydrocracking is a straight-run gas oil obtained from an atmospheric distillation unit for crude oil; a reduced-pressure gas oil obtained by treating a straight-run heavy oil or residual oil obtained from an atmospheric distillation unit with a vacuum distillation unit. Desulfurized or undesulfurized vacuum gas oil; catalytic cracked gas oil obtained by catalytic cracking of vacuum heavy gas oil or desulfurized heavy oil; hydrorefined gas oil and hydrogenated desulfurized gas oil obtained by hydrotreating the above gas oil. Can be
[0010]
In the production of hydrocracked gas oil, heavy feedstock oil such as heavy gas oil and vacuum gas oil is passed over a catalyst having a dual function of cracking and hydrogenation under high temperature and high pressure hydrogen conditions, and hydrogenated. A hydrocracking device that performs desulfurization, denitrification, etc. together with the decomposition can be used. The resolution of the catalyst tends to be due to the porous solid acid support. Examples of the solid acid carrier include amorphous carriers such as silica-alumina, silica-magnesia, silica-zirconia, and silica-titania, and crystalline carriers such as various modified or modified zeolites. Hydrogenation ability is exhibited when two or three kinds of metals such as Ni, Co, Mo, W, Pd, and Pt are supported in combination. Among them, a combination of Co-Mo, Ni-Mo, and Ni-W is particularly preferable. Is preferred.
[0011]
The hydrogen pressure when operating the hydrocracking device is usually 8 MPa or more, preferably 10 MPa or more and 25 MPa or less. The reaction temperature is usually 300 ° C. or higher, preferably 350 ° C. or higher and 500 ° C. or lower. The liquid hourly space velocity is usually 0.1 / h or more and 2.0 / h or less, preferably 1.0 / h or less. The hydrocracking rate is usually at least 40%, preferably at least 50%, more preferably at least 60%.
[0012]
The 90% distillation temperature (hereinafter sometimes referred to as T90) of the hydrocracked gas oil according to the present invention needs to be 200 ° C or higher as described above, preferably 210 ° C or higher, more preferably 220 ° C. The temperature is more preferably at least 230 ° C, most preferably at least 240 ° C. Further, the T90 needs to be 380 ° C. or lower as described above, preferably 370 ° C. or lower, more preferably 360 ° C. or lower, further preferably from the viewpoint of suppressing an increase in particulate matter discharged from the engine. Is 350 ° C. or less, most preferably 340 ° C. or less. In addition, the 90% distillation temperature here means a value measured in accordance with JIS K 2254 "Petroleum products-distillation test method".
[0013]
The density of the hydrocracked gas oil according to the present invention at 15 ° C. is 780 kg / m 2 as described above. ³ Or more, preferably 790 kg / m ³ Above, more preferably 800 kg / m ³ That is all. The density is 870 kg / m as described above. ³ Or less, preferably 860 kg / m ³ Or less, more preferably 850 kg / m ³ Or less, more preferably 840 kg / m ³ It is as follows. In addition, the density here means the density measured by JISK2249 "Density test method of crude oil and petroleum products, and conversion table of density / mass / capacity".
[0014]
The sulfur content of the hydrocracked gas oil according to the present invention must be 10 mass ppm or less as described above, preferably 5 mass ppm or less, more preferably 3 mass ppm or less, and still more preferably 2 mass ppm or less. It is. In addition, the sulfur content here means the mass content of sulfur based on the total amount of the gas oil composition measured by JIS K 2541 "Sulfur content test method".
[0015]
The aromatic content of the hydrocracked gas oil according to the present invention is not particularly limited, but is preferably 30% by volume or less, more preferably 20% by volume or less, and further preferably 15% by volume or less. It is still more preferably 12% by volume or less. When the aromatic content of the hydrocracked gas oil is within the above range, the properties specified in the gas oil composition of the present invention can be more easily and reliably achieved. In addition, the aromatic content mentioned here was measured according to the Japan Petroleum Institute's journal JPI-5S-49-97 "Hydrocarbon Type Test Method-High Performance Liquid Chromatography" issued by the Japan Petroleum Institute. , The volume percentage of aromatic content (% by volume).
[0016]
The gas oil composition according to the present invention contains the specific hydrocracked gas oil in an amount of 5% by volume or more. The blending amount of the hydrocracked gas oil according to the present invention can be appropriately set according to the blending amount of another base material and the practical performance (for example, low-temperature fluidity performance and lubrication performance) as a commercially available fuel oil. Reduction of emitted nitrogen oxides, hydrocarbons, carbon monoxide, carbon dioxide, particulate matter (PM), fine particles, nanoparticles, and aldehydes, reduction of the load on exhaust gas post-treatment equipment, improvement of fuel efficiency, drivability And at the same time to achieve the effects of improving acceleration, reducing the driving force of the fuel injection pump, reducing noise during engine operation, and also having excellent engine startability, excellent oxidation stability, and less influence on components. Is preferably 10% by volume or more, more preferably 15% by volume or more, still more preferably 20% by volume or more, still more preferably 25% by volume or more, and most preferably 30% by volume or more.
[0017]
When the content of hydrocracked gas oil is less than 5% by volume, nitrogen oxides, hydrocarbons, carbon monoxide, carbon dioxide, particulate matter (PM), and fine particles discharged from the engine during the above-described transient operation , Reduction of nanoparticles and aldehydes, reduction of load on exhaust gas aftertreatment equipment, improvement of fuel efficiency, improvement of drivability and acceleration, reduction of driving force of fuel injection pump, reduction of noise during engine operation, and start of engine Therefore, the effects of the present invention, that is, excellent properties, excellent oxidation stability, and reduced influence on members, cannot be achieved at the same time.
[0018]
The gas oil composition of the present invention can be produced by mixing one or more other fuel base materials such as a base gas oil, a synthetic gas oil, and a kerosene base material in addition to the hydrocracked gas oil.
[0019]
As the other base gas oil, specifically, a straight-run gas oil obtained from an atmospheric distillation unit of crude oil, a straight-run heavy oil obtained from an atmospheric distillation unit, and a residual oil are processed by a vacuum distillation unit. Decompressed light oil obtained by the following method: Hydrorefined light oil obtained by hydrotreating the above light oil with a hydrorefining unit according to the sulfur content; Hydrodesulfurization in one or more stages under more severe conditions than hydrorefining Hydrodesulfurized gas oil obtained by the above method can be used.
[0020]
The properties of these gas oil base materials are not particularly limited, but in order to easily and reliably achieve the desired properties in the gas oil composition of the present invention, it is preferable that the gas oil compositions have specific properties described below.
That is, T90 of the light oil base is preferably 200 ° C. or higher, more preferably 210 ° C. or higher, further preferably 220 ° C. or higher, still more preferably 230 ° C. or higher, and most preferably 240 ° C. or higher. Further, the T90 is preferably 380 ° C or lower, more preferably 370 ° C or lower, further preferably 360 ° C or lower, still more preferably 350 ° C or lower, and most preferably 340 ° C or lower. In addition, T90 here means the value measured by JISK2254 "petroleum product-distillation test method".
[0021]
The density of the light oil base at 15 ° C. is preferably 780 kg / m ³ Above, more preferably 790 kg / m ³ Above, more preferably 800 kg / m ³ That is all. The density is preferably 870 kg / m ³ Or less, more preferably 860 kg / m ³ Or less, more preferably 850 kg / m ³ Below, still more preferably 840 kg / m ³ It is as follows. In addition, the density here means the density measured by JISK2249 "Density test method of crude oil and petroleum products and density / mass / volume conversion table".
[0022]
Further, the sulfur content of the light oil base is preferably 10 ppm by mass or less, more preferably 5 ppm by mass or less, and further preferably 3 ppm by mass or less. In addition, the sulfur content here means the mass content of sulfur based on the total amount of the gas oil composition measured by JIS K 2541 "Sulfur content test method".
[0023]
The aromatic content of the gas oil base material is not particularly limited, but is preferably 30% by volume or less, more preferably 20% by volume or less, and still more preferably 17% by volume or less. It is even more preferred that the content be 12% by volume or less. In addition, the aromatic content mentioned here was measured according to the Japan Petroleum Institute's journal JPI-5S-49-97 "Hydrocarbon Type Test Method-High Performance Liquid Chromatography" issued by the Japan Petroleum Institute. , The volume percentage of aromatic content (% by volume).
[0024]
The blending amount of the light oil base material can be appropriately set according to the content of the hydrocracked light oil and the practical performance as a commercial fuel oil (for example, low-temperature fluidity performance and lubrication performance). In order to further enhance both the environmental load reduction effect and the fuel efficiency improvement effect, the blending amount of the light oil base material is preferably 90% by volume or less, more preferably 85% by volume or less, and further preferably 80% by volume or less. , Even more preferably 75% by volume or less, most preferably 70% by volume or less.
[0025]
The above-mentioned synthetic gas oil refers to a synthetic gas oil obtained by using natural gas, asphalt, coal or the like as a raw material and chemically synthesizing the same. Chemical synthesis methods include indirect liquefaction method and direct liquefaction method, and a typical synthesis method includes Fischer-Trops synthesis method, but synthetic gas oil used in the present invention is limited by these production methods. is not. Synthetic light oils generally contain saturated hydrocarbons as a main component, and more specifically, are composed of normal paraffins, isoparaffins, and naphthenes. That is, synthetic gas oil generally contains almost no aromatic components.
[0026]
In order to easily and reliably achieve the desired properties of the gas oil composition of the present invention, the synthetic gas oil preferably has the specific properties described below.
That is, the density of the synthetic gas oil at 15 ° C. is preferably 720 kg / m ³ Above, more preferably 730 kg / m ³ Above, more preferably 740 kg / m ³ Above, even more preferably 750 kg / m ³ That is all. The density is preferably 840 kg / m ³ Or less, more preferably 830 kg / m ³ Or less, more preferably 820 kg / m ³ Below, still more preferably 810 kg / m ³ It is as follows. In addition, the density here means the density measured by JISK2249 "Density test method of crude oil and petroleum products and density / mass / volume conversion table".
[0027]
The sulfur content of the synthetic gas oil is preferably 5 ppm by mass or less, more preferably 3 ppm by mass or less, further preferably 2 ppm by mass or less, and still more preferably 1 ppm by mass or less. In addition, the sulfur content here means the mass content of sulfur based on the total amount of the gas oil composition measured by JIS K2541 "Sulfur content test method".
[0028]
Examples of the kerosene base material include straight-run kerosene obtained by atmospheric distillation of crude oil; hydrocracked kerosene produced together with hydrocracked gas oil; hydrorefined kerosene obtained by hydrorefining the above kerosene fraction Synthetic kerosene or the like made from natural gas, asphalt, coal or the like can be used.
[0029]
The properties of these kerosene base materials are not particularly limited, but in order to easily and surely achieve the desired properties in the gas oil composition of the present invention, it is preferable to have the specific properties described below.
That is, the T90 of the kerosene base material is preferably 140 ° C. or higher, more preferably 145 ° C. or higher, and further preferably 150 ° C. or higher. Further, the T90 is preferably 280 ° C or lower, more preferably 270 ° C or lower, further preferably 260 ° C or lower. In addition, T90 here means the value measured by JISK2254 "petroleum product-distillation test method".
[0030]
The density of the kerosene base material at 15 ° C. is preferably 750 kg / m ³ Above, more preferably 760 kg / m ³ Above, more preferably 770 kg / m ³ That is all. The density is preferably 820 kg / m ³ Or less, more preferably 810 kg / m ³ Or less, more preferably 800 kg / m ³ It is as follows. In addition, the density here means the density measured by JISK2249 "Density test method of crude oil and petroleum products and density / mass / volume conversion table".
[0031]
Further, the sulfur content of the kerosene base material is preferably 10 ppm by mass or less, more preferably 5 ppm by mass or less, and further preferably 3 ppm by mass or less. In addition, the sulfur content here means the mass content of sulfur based on the total amount of the gas oil composition measured by JIS K 2541 "Sulfur content test method".
[0032]
The aromatic content of the kerosene base material is not particularly limited, but is preferably 30% by volume or less, more preferably 20% by volume or less, even more preferably 17% by volume or less, and 15% by volume or less. Even more preferably, it is at most 12% by volume. In addition, the aromatic content mentioned here was measured according to the Japan Petroleum Institute's journal JPI-5S-49-97 "Hydrocarbon Type Test Method-High Performance Liquid Chromatography" issued by the Japan Petroleum Institute. , The volume percentage of aromatic content (% by volume).
[0033]
The blending amount of the kerosene base material according to the present invention can be appropriately set according to the content of the hydrocracked gas oil and the practical performance (for example, low-temperature fluidity performance and lubrication performance) as a commercially available fuel oil, but the environmental load can be reduced. In order to further enhance both the effect and the fuel consumption improving effect, the content is preferably 60% by volume or less, more preferably 50% by volume or less, further preferably 40% by volume or less, and still more preferably 30% by volume or less.
[0034]
In the light oil composition of the present invention, an appropriate amount of a cetane number improver may be blended, if necessary, to improve the cetane number of the obtained light oil composition.
As the cetane number improver, various compounds known as a cetane number improver of light oil can be arbitrarily used, and examples thereof include a nitrate ester and an organic peroxide. One of these cetane number improvers may be used alone, or two or more thereof may be used in combination.
[0035]
In the present invention, it is preferable to use a nitrate ester among the above-mentioned cetane number improvers. Such nitrates include 2-chloroethyl nitrate, 2-ethoxyethyl nitrate, isopropyl nitrate, butyl nitrate, primary amyl nitrate, secondary amyl nitrate, isoamyl nitrate, primary hexyl nitrate, Various nitrates such as secondary hexyl nitrate, n-heptyl nitrate, n-octyl nitrate, 2-ethylhexyl nitrate, cyclohexyl nitrate, ethylene glycol dinitrate and the like are included. 6-8 alkyl nitrates are preferred.
[0036]
The content of the cetane number improver is preferably 500 mass ppm or more, more preferably 600 mass ppm or more, still more preferably 700 mass ppm or more, and more preferably 800 mass ppm or more based on the total amount of the composition. Is still more preferable, and 900 ppm by mass or more is most preferable. When the content of the cetane number improver is less than 500 ppm by mass, a sufficient effect of improving the cetane number cannot be obtained, and PM, aldehydes, and NOx in the exhaust gas of the diesel engine tend to be not sufficiently reduced. The upper limit of the content of the cetane number improver is not particularly limited, but is preferably 1400 mass ppm or less, more preferably 1250 mass ppm or less, and more preferably 1100 mass ppm or less based on the total amount of the gas oil composition. Is more preferred, and most preferably 1000 ppm by mass or less.
[0037]
As the cetane number improver, a compound synthesized according to a conventional method may be used, or a commercially available product may be used. In addition, what is marketed as a cetane number improver is usually obtained in a state where an active ingredient contributing to cetane number improvement (that is, the cetane number improver itself) is diluted with a suitable solvent. When the light oil composition of the present invention is prepared using such a commercially available product, the content of the active ingredient in the light oil composition is preferably within the above range.
[0038]
In the light oil composition of the present invention, additives other than the above-mentioned cetane number improver can be blended as required, and in particular, a lubricity improver and / or a detergent are preferably blended.
As the lubricity improver, for example, one or more of carboxylic acid type, ester type, alcohol type and phenol type lubricity improvers can be arbitrarily used. Among these, carboxylic acid-based and ester-based lubricity improvers are preferred.
Examples of the carboxylic acid-based lubricity improver include linoleic acid, oleic acid, salicylic acid, palmitic acid, myristic acid, hexadecenoic acid and a mixture of two or more of the above carboxylic acids.
[0039]
Examples of the ester-based lubricity improver include carboxylic acid esters of glycerin. The carboxylic acid constituting the carboxylic acid ester may be one kind or two or more kinds, and specific examples thereof include linoleic acid, oleic acid, salicylic acid, palmitic acid, myristic acid, and hexadecenoic acid. There is.
[0040]
The blending amount of the lubricity improver is not particularly limited as long as the HFRR wear scar diameter is within a preferable range described below, but is preferably 35 mass ppm or more, and more preferably 50 mass ppm or more based on the total amount of the composition. More preferred. When the compounding amount of the lubricity improver is within the above range, the effect of the compounded lubricity improver can be effectively brought out.For example, in a diesel engine equipped with a distribution-type injection pump, An increase in driving torque can be suppressed, and wear of the pump can be reduced. In addition, the upper limit of the compounding amount is preferably 150 mass ppm or less, more preferably 105 mass ppm or less based on the total amount of the composition, since an effect corresponding to the addition amount cannot be obtained even if added more. preferable.
[0041]
Examples of the detergent include imide compounds; alkenyl succinimides such as polybutenyl succinimide synthesized from polybutenyl succinic anhydride and ethylene polyamines; and polyhydric alcohols such as pentaerythritol and polybutane. Succinic esters such as polybutenylsuccinic esters synthesized from tenylsuccinic anhydride; copolymers such as dialkylaminoethyl methacrylate, polyethylene glycol methacrylate, copolymers of vinylpyrrolidone and other alkyl methacrylates, carboxylic acids and amines And the like. Of these, ashless detergents such as the reaction products of the above are preferred, and among them, the reaction products of alkenyl succinimide and carboxylic acid with amine are preferable. These detergents can be used alone or in combination of two or more.
[0042]
Examples of the use of alkenyl succinimides include the case where alkenyl succinimide having a molecular weight of about 1,000 to 3,000 is used alone, the alkenyl succinimide having a molecular weight of about 700 to 2,000, and the alkenyl succinimide having a molecular weight of about 10,000 to 20,000. May be used as a mixture.
The carboxylic acid constituting the reaction product of the carboxylic acid and the amine may be one type or two or more types. Specific examples thereof include a fatty acid having 12 to 24 carbon atoms and a fatty acid having 7 to 24 carbon atoms. And aromatic carboxylic acids. Examples of the fatty acids having 12 to 24 carbon atoms include, but are not limited to, linoleic acid, oleic acid, palmitic acid, and myristic acid. Examples of the aromatic carboxylic acid having 7 to 24 carbon atoms include benzoic acid and salicylic acid, but are not limited thereto. The amine constituting the reaction product of the carboxylic acid and the amine may be one type or two or more types. As the amine used here, oleylamine is typical, but not limited to this, and various amines can be used.
[0043]
The amount of the detergent is not particularly limited, but in order to bring out the effect of adding the detergent, specifically, the effect of suppressing the clogging of the fuel injection nozzle, the amount of the detergent is 30 mass ppm based on the total amount of the composition. It is preferably at least 60 ppm by mass, more preferably at least 60 ppm by mass, even more preferably at least 80 ppm by mass. The effect may not be exhibited even if the amount is less than 30 ppm by mass. On the other hand, if the compounding amount is too large, the effect corresponding thereto cannot be expected, and conversely, there is a possibility that NOx, PM, aldehydes and the like in the exhaust gas of the diesel engine may be increased. ppm or less, and more preferably 180 ppm by mass or less.
[0044]
As in the case of the cetane number improver, those commercially available as lubricity improvers or detergents are prepared by diluting an active ingredient contributing to lubricity improvement or cleaning with an appropriate solvent. It is usually obtained at When such a commercially available product is blended with the light oil composition of the present invention, the content of the active ingredient in the light oil composition is preferably within the above range.
[0045]
In order to further enhance the performance of the gas oil composition in the present invention, other known fuel oil additives described below (hereinafter, referred to as “other additives” for convenience) may be added alone or in combination of several kinds. it can. Other additives include, for example, low-temperature fluidity improvers such as ethylene-vinyl acetate copolymers and alkenyl succinamides; antioxidants such as phenolic and amine-based agents; metal deactivators such as salicylidene derivatives; Anti-freezing agents such as polyglycol ethers; Corrosion inhibitors such as aliphatic amines and alkenyl succinates; Antistatic agents such as anionic, cationic and amphoteric surfactants; Colorants such as azo dyes; And the like.
The addition amount of the other additives can be arbitrarily determined, but the addition amount of each additive is preferably 0.5% by mass or less, more preferably 0.2% by mass or less based on the total amount of the gas oil composition. is there.
[0046]
As described above, the gas oil composition of the present invention comprises the specific hydrocracked gas oil in an amount of 5% by volume or more, and other base gas oils, synthetic gas oils, kerosene base materials, and cetane number improvers which are optionally added. , A lubricity improver, a detergent, and other additives. More specifically, the sulfur content of the gas oil composition as a whole is 10 ppm by mass or less.
[0047]
As described above, the sulfur content in the gas oil composition of the present invention needs to be 10 ppm by mass or less, preferably 7 ppm by mass or less, more preferably 5 ppm by mass or less. When the sulfur content exceeds 10 ppm by mass, the effect of reducing the environmental load becomes insufficient. Here, the sulfur content means the sulfur content measured by JIS K 2541 “Sulfur content test method” and based on the total amount of the gas oil composition.
[0048]
As the distillation properties in the gas oil composition of the present invention, a 10% distillation temperature is preferably 250 ° C. or lower, more preferably 240 ° C. or lower, further preferably 230 ° C. or lower, further more preferably 225 ° C. or lower, and most preferably 220 ° C. or lower. It is below ° C. If the 10% distillation temperature exceeds the upper limit, the exhaust gas performance tends to deteriorate. Further, the 10% distillation temperature is preferably 160 ° C. or higher, more preferably 170 ° C. or higher, and further preferably 180 ° C. or higher. If the 10% distillation temperature is less than the lower limit, the engine output and the startability at high temperatures tend to deteriorate.
[0049]
As the distillation properties of the gas oil composition of the present invention, a 50% distillation temperature is preferably 310 ° C. or lower, more preferably 300 ° C. or lower, further preferably 295 ° C. or lower, and further more preferably 290 ° C. or lower. If the 50% distillation temperature exceeds the upper limit, the exhaust gas performance tends to deteriorate. The 50% distillation temperature is preferably 240 ° C. or higher, more preferably 245 ° C. or higher, further preferably 250 ° C. or higher, still more preferably 255 ° C. or higher, and most preferably 260 ° C. or higher. If the 50% distillation temperature is less than the lower limit, the engine output and the startability at high temperatures tend to deteriorate.
[0050]
As the distillation properties of the gas oil composition of the present invention, a 90% distillation temperature is preferably 360 ° C. or lower, more preferably 350 ° C. or lower, further preferably 340 ° C. or lower, still more preferably 330 ° C. or lower, and most preferably 320 ° C. or lower. It is below ° C. If the 90% distillation temperature exceeds the upper limit, the amount of PM and fine particles discharged tends to increase. The 90% distillation temperature is preferably 220 ° C. or higher, more preferably 230 ° C. or higher, still more preferably 240 ° C. or higher, even more preferably 250 ° C. or higher, and most preferably 260 ° C. or higher. If the 90% distillation temperature is less than the lower limit, the effect of improving fuel efficiency becomes insufficient, and the engine output tends to decrease. The 10% distillation temperature, 50% distillation temperature, and 90% distillation temperature are all JIS.
K 2254 means the value measured by "Petroleum products-Distillation test method".
[0051]
The density at 15 ° C. of the gas oil composition of the present invention is 770 kg / m 2 in view of fuel efficiency and acceleration. ³ Or more, preferably 780 kg / m ³ Or more, more preferably 790 kg / m ³ And more preferably 800 kg / m ³ Or more, most preferably 810 kg / m ³ That is all. Further, the density is 870 kg / m 2 in view of a decrease in the PM concentration in the exhaust gas. ³ Or less, preferably 860 kg / m ³ Or less, more preferably 850 kg / m ³ Or less, still more preferably 840 kg / m ³ It is as follows. In addition, the density here means the density measured by JISK2249 "Density test method of crude oil and petroleum products, and conversion table of density / mass / capacity".
[0052]
The kinematic viscosity at 30 ° C. of the gas oil composition of the present invention is 1.7 mm. ² / S or more, preferably 1.72 mm ² / S or more, more preferably 1.75 mm ² / S or more, more preferably 1.78 mm ² / S or more, more preferably 1.80 mm ² / S or more. The kinematic viscosity is 1.7 mm ² If the value is less than / s, it tends to be difficult to control the fuel injection timing on the fuel injection pump side, and there is a possibility that the lubricity of each part of the fuel injection pump mounted on the engine may be impaired.
The kinematic viscosity at 30 ° C. of the gas oil composition of the present invention is 6.0 mm. ² / S or less, preferably 5.5 mm ² / S or less, more preferably 5.0 mm ² / S is more preferably 4.5 mm or less. ² / S or less. The kinematic viscosity is 6.0 mm ² If it exceeds / s, the resistance inside the fuel injection system increases, the injection system becomes unstable, and the concentrations of NOx and PM in the exhaust gas increase.
In addition, the kinematic viscosity here means the kinematic viscosity measured by JIS K 2283 "Crude oil and petroleum products-Dynamic viscosity test method and viscosity index calculation method".
[0053]
The cetane number in the gas oil composition of the present invention is preferably 48 or more, more preferably 50 or more, still more preferably 52 or more, and even more preferably 54 or more. If the cetane number is less than 48, the concentrations of NOx, PM and aldehydes in the exhaust gas tend to be high. Here, the cetane number is a cetane number measured in accordance with "7. Cetane number test method" in JIS K 2280 "Petroleum products-Fuel oil-Octane number and cetane number test method and cetane index calculation method". Means
[0054]
The cetane index of the gas oil composition of the present invention is preferably 45 or more. When the cetane index is less than 45, the concentration of PM, aldehydes, or NOx in the exhaust gas tends to increase. For the same reason, the cetane index is more preferably 47 or more, and further preferably 50 or more.
The cetane index referred to in the present invention is defined by JIS K 2280 “Petroleum products-Fuel oil-Octane number and cetane number test method and cetane index calculation method” “Calculation method of cetane index using 8.4 variable equation”. Means the value calculated. Here, the cetane index in the above-mentioned JIS standard is generally applied to light oil to which no cetane number improver is added. 8.4 Calculation method of cetane index using variable equation "is applied, and the value calculated by the calculation method is expressed as a cetane index.
[0055]
The aromatic content in the gas oil composition of the present invention is preferably 40% by volume or less, more preferably 35% by volume or less, and still more preferably 30% by volume or less, from the viewpoint of reducing NOx and PM. The aromatic content is preferably 5% by volume or more, more preferably 7% by volume or more, and further preferably 10% by volume or more. If the aromatic content is less than 5% by volume, there is a concern that the material used in the injection pump will be affected.
In addition, the content of aromatics having two or more rings in the aromatics is preferably 5% by volume or less, more preferably 3% by volume or less, and further preferably 2% by volume or less. When the content of the aromatic component having two or more rings exceeds the upper limit, the amount of NOx and PM emitted from the exhaust gas increases, and the effect of reducing the environmental load becomes insufficient.
[0056]
The content of the saturated component in the gas oil composition of the present invention is preferably 60% by volume or more, more preferably 65% by volume or more, and still more preferably 70% by volume, from the viewpoint of reducing the concentrations of PM and NOx in the exhaust gas. As described above, it is most preferably 75% by volume or more. The upper limit of the content of the saturated component is not particularly limited. However, when the light oil composition of the present invention has a distillation property corresponding to JIS No. 2 light oil, low-temperature startability and low-temperature operability are preferably maintained. Thus, the content of the saturated component is preferably 95% by volume or less, more preferably 90% by volume or less, and still more preferably 85% by volume or less, but the naphthene compound content in the gas oil composition is 20% by mass. This is not the case in the above cases. Here, the saturated component in the present invention includes normal paraffins, isoparaffins, and naphthenes.
[0057]
In the light oil composition of the present invention, the naphthene compound content is preferably 95% by mass or less, more preferably 90% by mass or less, from the viewpoint of affecting the exhaust gas performance, more preferably 85% by mass or less. It is more preferably at most 80 mass%, most preferably at most 80 mass%. In addition, the content of the naphthene compound is preferably 3% by mass or more, more preferably 10% by mass or more, further preferably 20% by mass or more, and more preferably 30% by mass, from the viewpoint of improving fuel efficiency and output. % Is still more preferred.
[0058]
The olefin content of the gas oil composition of the present invention is preferably 5% by volume or less, more preferably 1% by volume or less, from the viewpoint of the stability of the gas oil composition of the present invention. The saturated content (volume%), the olefin content (volume%), the aromatic content (volume%) and the aromatic content of two or more rings (volume%) referred to in the present invention are: It means a value measured in accordance with the Japan Petroleum Institute Standard JPI-5S-49-97 "Hydrocarbon Type Test Method-High Performance Liquid Chromatography" issued by the Japan Petroleum Institute. Further, the naphthene compound content in the present invention means a mass percentage (mass%) of naphthene measured according to ASTM D2786 “Mass Spectrometry”.
[0059]
It is desirable that the gas oil composition of the present invention has a lubricating property such that the HFRR wear scar diameter (WS1.4) is preferably 460 μm or less, more preferably 440 μm or less, further preferably 420 μm or less, and still more preferably 400 μm or less. . If the HFRR wear scar diameter exceeds 460 μm, especially in a diesel engine equipped with a distributive injection pump, it causes an increase in the driving torque of the pump during operation and an increase in wear of each part of the pump. Engine may be destroyed. Also, in an electronically controlled fuel injection pump capable of high-pressure injection, there is a concern about wear of the sliding surface and the like.
In addition, the HFRR wear scar diameter in the present invention means a value measured by the Japan Petroleum Institute standard JPI-5S-50-98 "light oil-lubricity test method" issued by the Japan Petroleum Institute.
[0060]
In the light oil composition of the present invention, the ash content is preferably less than 0.01% by mass. If the ash content exceeds the upper limit, the ash becomes the core of PM during the combustion process in the engine, and the total amount of PM and the amount of nanoparticles increase. In addition, even if the ash is discharged as it is, the ash may accumulate in the exhaust gas post-treatment device, which may cause a decrease in the performance of the post-treatment device. Further, an adverse effect on the fuel injection system may be considered.
The ash referred to in the present invention means a value measured according to JIS K 2272 "Test method for ash and sulfated ash of crude oil and petroleum products".
[0061]
In the gas oil composition of the present invention, the water content is preferably 200 mass ppm or less, more preferably 150 mass ppm or less, further preferably 120 mass ppm or less, and most preferably 100 mass ppm or less. If the water content exceeds the above upper limit value, it leads to deterioration in low-temperature startability and a decrease in output due to the icing phenomenon.
In addition, the water | moisture content in this invention means the value measured by JISK2275 "Crude oil and petroleum product water test method".
[0062]
Further, the pour point of the gas oil composition of the present invention is preferably -7.5 ° C or less from the viewpoint of low-temperature startability or low-temperature drivability, and from the viewpoint of maintaining injection performance in an electronically controlled fuel injection pump, The temperature is more preferably -10 ° C or lower, further preferably -15 ° C or lower, and most preferably -20 ° C or lower. Here, the pour point means a pour point measured according to JIS K 2269 "Pour point of crude oil and petroleum products and cloud point test method of petroleum products".
[0063]
The gas oil composition of the present invention has no particular limitation on the clogging point. However, in general, the clogging point of the composition is preferably −5 ° C. or lower, more preferably −8 ° C. or lower, and −12 ° C. or lower, from the viewpoint of preventing the pre-filter from clogging the diesel vehicle. Is still more preferred, and most preferably -19 ° C or lower. Here, the clogging point refers to a clogging point measured according to JIS K 2288 "Light oil-clogging point test method".
[0064]
In the light oil composition of the present invention, from the viewpoint of storage stability, the total insoluble content after the oxidation stability test is preferably 2.0 mg / 100 mL or less, more preferably 1.0 mg / 100 mL or less. More preferably, it is 0.5 mg / 100 mL or less, still more preferably 0.3 mg / 100 mL or less, and most preferably 0.1 mg / 100 mL or less. The oxidation stability test referred to herein is a test performed at 95 ° C. for 16 hours under oxygen bubbling in accordance with ASTM D2274-94. Further, the total insoluble content after the oxidation stability test means a value measured according to the oxidation stability test.
[0065]
The gas oil composition of the present invention has a peroxide value after the oxidation stability test of preferably 10 mass ppm or less, more preferably 5 mass ppm or less, further preferably from the viewpoint of storage stability and compatibility with members. Is 2 ppm by mass or less, still more preferably 1 ppm by mass or less. In addition, the peroxide value here means the value measured based on the Japan Petroleum Institute standard JPI-5S-46-96.
To the gas oil composition of the present invention, additives such as an antioxidant and a metal deactivator can be appropriately added in order to reduce the total insoluble content and the peroxide value.
[0066]
The electrical conductivity of the gas oil composition of the present invention is not particularly limited, but is preferably 50 pS / m or more from the viewpoint of safety.
An antistatic agent or the like can be appropriately added to the light oil composition of the present invention in order to improve the electrical conductivity. Here, the electrical conductivity means a value measured in accordance with JIS K 2276 "Petroleum products-Test methods for aviation fuel oil".
[0067]
In the light oil composition of the present invention, the bulk modulus is preferably from 1250 MPa to 1600 MPa.
Generally, when a high pressure is applied to a compressible fluid such as light oil, the fluid is compressed according to the temperature and pressure of the atmosphere, and as a result, the density (volume per flow rate) of the fluid changes. In the present invention, the compression modulus of such a fluid is defined as a bulk modulus (unit: MPa).
For example, assuming diesel fuel injection, the bulk modulus of the fuel fluid changes at a constant rate according to the temperature and pressure of the atmosphere in which the fuel is placed, as well as the physical properties and composition of the fuel itself. Therefore, in order to maintain the fuel injection amount and injection rate as set in an injection system having high-pressure and high-precision injection characteristics, such as an electronically controlled fuel injection pump, the bulk modulus shows a stable numerical value. Fuel is needed. This stabilization of the bulk modulus leads to the reduction of PM as a whole and nanoparticles, or even NOx.
.
[0068]
For this reason, in the light oil composition of the present invention, the upper limit of the bulk modulus is preferably 1600 MPa or less, more preferably 1550 MPa or less, still more preferably 1500 MPa or less, and more preferably 1450 MPa or less. Is most preferred. Further, the lower limit of the bulk modulus is preferably 1250 MPa or more, more preferably 1300 MPa or more, and further preferably 1350 MPa or more.
[0069]
The bulk modulus is not controlled by a single physical property or composition, but is defined as a result of multiple physical properties and composition effects. It is appropriate from a technical point of view to consider the fuel characteristics to be considered in parallel with the composition.
[0070]
Here, a method for measuring the bulk modulus of the light oil composition will be described. FIG. 1 is a schematic configuration diagram showing an example of a bulk modulus measuring apparatus. In FIG. 1, a supply valve 2 is provided on the upper surface of the constant volume container 1 so as to communicate with the constant volume container 1, and a discharge valve 3 is connected to a predetermined position of the supply valve 2. A temperature sensor 4 and a pressure sensor 5 are provided on the side surface of the constant volume container 1, and a piston 6 is provided on the lower surface of the constant volume container 1 so as to communicate with the constant volume container 1. Here, the constant-volume container 1 and the piston 6 are made of a material and a structure in which, when the temperature and pressure of the atmosphere change by a predetermined amount, the change in capacity is sufficiently smaller than the change in volume of the fuel.
When the measuring device shown in FIG. 1 is used, first, the light oil composition 100 to be measured is introduced from the supply valve 2 into the constant volume container 1, and the constant volume container 1 is filled with the light oil composition. Next, the volume inside the constant volume container 1 is changed by the piston 6. At this time, the gas oil composition is compressed according to its compression elasticity characteristics, and as a result, the pressure in the constant volume container 1 changes. The temperature and the pressure during the compression step are measured by the temperature sensor 4 and the pressure sensor 5, and the bulk modulus can be calculated based on the measured values.
[0071]
【The invention's effect】
As described above, the gas oil composition of the present invention can be used for nitrogen oxides, hydrocarbons, carbon monoxide, carbon dioxide, particulate matter (PM), fine particles, nanoparticles, aldehydes discharged from the engine during transient operation. Reduction of fuel consumption, reduction of load on exhaust gas after-treatment device, improvement of fuel efficiency, improvement of drivability and acceleration, reduction of driving force of fuel injection pump, reduction of noise during engine operation, and improvement of engine startability Excellent, excellent in oxidation stability, and can reduce the influence on members.
[0072]
【Example】
Hereinafter, the present invention will be described in more detail based on Examples and Comparative Examples, but the present invention is not limited to these Examples.
[0073]
(Examples 1-4 and Comparative Examples 1-3)
The gas oil compositions used in the examples and comparative examples were produced by mixing one or more fuel base materials of kerosene base material, base gas oil, synthetic gas oil, and hydrocracked gas oil. Further, some of the manufactured light oil compositions are prepared with the following additives.
Cetane number improver: 2-ethylhexyl nitrate
Lubricity improver: carboxylic acid mixture containing linoleic acid as a main component
Detergent: Reaction product of oleic acid and carboxylic acid mixture mainly composed of oleic acid
Low temperature fluidity improver: ethylene-vinyl acetate copolymer
[0074]
The blending ratio of the blended gas oil composition, and, for the blended gas oil composition, the density at 15 ° C, the kinematic viscosity at 30 ° C, the sulfur content, the distillation properties, the saturated content, the olefin content, and the aromatic content. And aromatic content of two or more rings, naphthene content, cetane index and cetane number, bulk modulus, ash, pour point, moisture, total insoluble content after oxidation stability test, peroxide value, conductivity, Table 1 shows the results of measuring the pour point, the clogging point, and the wear scar diameter, which is an index for evaluating lubricity.
[0075]
The properties of the fuel oil were measured by the following methods.
The density refers to the density measured according to JIS K 2249 “Density test method for crude oil and petroleum products and density / mass / volume conversion table”.
The kinematic viscosity refers to the kinematic viscosity measured according to JIS K 2283 “Crude oil and petroleum products—Kinematic viscosity test method and viscosity index calculation method”.
The sulfur content refers to the mass content of sulfur based on the total amount of the gas oil composition measured according to JIS K 2541 “Sulfur content test method”.
All distillation properties are values measured according to JIS K 2254 "Petroleum products-Distillation test method".
The saturated, olefin, and aromatic contents are measured in accordance with the Japan Petroleum Institute method JPI-5S-49-97 "Hydrocarbon Type Test Method-High Performance Liquid Chromatography" issued by the Japan Petroleum Institute. % By volume (% by volume) of the aromatic content.
The naphthene compound content means the mass percentage (% by mass) of naphthene measured according to ASTM D2786 “Mass Spectrometry”.
[0076]
The cetane index refers to a value calculated according to "Calculation method of cetane index using 8.4 variable equation" in JIS K 2280 "Petroleum products-fuel oil-Octane number and cetane number test method and cetane index calculation method". Note that the cetane index in the above JIS standard is not applied to the case where the cetane number improver is added, but in the present invention, the cetane index of the case where the cetane number improver is added is also calculated using the above “8.4 variable equation”. Calculation method of the calculated cetane index ".
The cetane number means a cetane number measured according to "7. Cetane number test method" in JIS K 2280 "Petroleum products-fuel oil-Octane number and cetane number test method and cetane index calculation method".
The bulk modulus means a value measured by the test method.
The ash means a value measured according to JIS K 2272 "Test method for ash and sulfated ash of crude oil and petroleum products".
The moisture means a value measured according to JIS K 2275 “Moisture testing method for crude oil and petroleum products”.
[0077]
The total insoluble content after the oxidation stability test means a value measured under the conditions of 95 ° C and 16 hours of oxygen bubbling according to ASTM D2274-94.
The peroxide value means a value measured according to the Japan Petroleum Institute standard JPI-5S-46-96.
The electrical conductivity means a value measured in accordance with JIS K 2276 "Petroleum products-Test methods for aviation fuel oil".
The pour point refers to a pour point measured according to JIS K 2269 “Pour point of crude oil and petroleum products and cloud point test of petroleum products”.
The lubrication performance and the HFRR wear scar diameter refer to lubrication performance measured by the Japan Petroleum Institute standard JPI-5S-50-98 "Light oil-lubricity test method" issued by the Japan Petroleum Institute.
[0078]
As shown in Table 1, the light oil compositions used in Examples and Comparative Examples were prepared by mixing several types of light oil base materials at a specific blending ratio. As shown in Table 1, in Examples 1 to 4, hydrocracking in which the 90% distillation temperature (T90), the density at 15 ° C, and the sulfur content are all within the ranges specified in the present invention. By mixing the gas oil at 5% by volume or more, a gas oil composition having a sulfur content of 10 mass ppm or less could be easily and reliably obtained. On the other hand, in Comparative Examples 1 to 3 in which the gas oil composition was prepared without using the specific hydrocracked gas oil, there was a case where the target gas oil composition could not be obtained.
[0079]
Next, various tests described below were performed using each of the light oil compositions of Examples 1 to 4 and Comparative Examples 1 to 3. All test results are shown in Table 2. The test method related to the engine test is based on the new automobile inspection standards supervised by the former Ministry of Transport, Annex 29 “Technical Standards for Diesel Vehicle 13-Mode Emission Measurement”. It complies with Appendix 27, "Technical Standards for Measuring Diesel Vehicle 10.15 Mode Emissions."
[0080]
(Vehicle exhaust gas test, fuel economy test)
Using a vehicle equipped with a diesel engine (vehicle 1) shown below, NOx, THC, CO, PM, CO2, aldehydes, and fuel economy were measured. As for PM, exhaust gas diluted in a total dilution tunnel was collected and analyzed using a fluorocarbon-coated glass fiber filter, and aldehydes were collected and analyzed using a DPNH cartridge. The test mode is a transient operation mode that simulates actual running shown in FIG. 2, each exhaust gas component is calculated as an emission amount per 1 km of the test mode, and the result when the fuel of Comparative Example 1 is tested is taken as 100. Each result was relatively compared and quantified. The fuel efficiency was obtained by correcting the fuel volume flow rate consumed during the test mode with the fuel temperature and replacing it with the weight value. It has become.
[0081]
(Vehicle specifications): Vehicle 1
Engine Type: Supercharged 4-cylinder diesel with intercooler
Displacement: 3L
Compression ratio: 18.5
Maximum output: 125kW / 3400rpm
Maximum torque: 350Nm / 2400rpm
Compliant with regulations: Compliant with 1997 exhaust gas regulations
Vehicle weight: 1900kg
Mission: 4AT
Exhaust gas aftertreatment device: oxidation catalyst
[0082]
(Micro particle measurement)
At the time of measuring the number of particles, the scanning mobility particle size analyzer shown in FIG. 3 was used to separate and detect the number of particles for each particle size. That is, in the apparatus shown in FIG. 3, a charge distribution control unit a, a classification unit b, and a particle number measurement unit c are provided in the flow path for passing the diluted exhaust gas sample in order from the upstream. The fine particles in the diluted exhaust gas are brought into an equilibrium charge distribution state by the charge distribution control unit a, and are classified (separated) by the classification unit b according to the electric mobility of the particles. Then, in the particle number measuring unit c, the particles separated for each particle size are measured.
In the test, the vehicle 1 is operated in the test mode shown in FIG. 2 in the same manner as the exhaust gas test, and the particles collected during the test period by the above-described device are combined with the total number of particles and particles (nanoparticles) having a diameter of 100 nm or less. The results obtained when the fuel of Comparative Example 1 was tested were taken as 100, and the results were relatively compared and quantified.
[0083]
(Test to judge the performance improvement of exhaust gas aftertreatment equipment)
A test was conducted by mounting a continuous regeneration type DPF having an oxidation catalyst function on a filter portion as an exhaust gas aftertreatment device in the engine 1 described below. In the test, the load was changed stepwise from 0% to 100% at 40% rotation speed and 60% rotation speed specified in diesel 13 mode (hereinafter referred to as D13 mode), and the engine back pressure and post-treatment at that time Measure the differential pressure before and after the device, and in consideration of changes in back pressure and differential pressure, the amount of PM deposited in the post-processing device, and the continuous use time until regeneration is required, etc., the performance improvement effect of the exhaust gas post-processing device Was determined.
The criteria for each determination are as follows, but the final stability result is determined based on these results and the conventional knowledge. Also, the fact that no problem was found in the continuous regeneration function of the exhaust gas post-treatment device was taken into account in the determination.
Engine back pressure: A case where the back pressure under each operating condition has increased by 30 kPa or more from the start of the test and has not decreased even after maintaining the condition for 30 minutes or more thereafter is regarded as a back pressure failure.
Post-processing device differential pressure: A case where the differential pressure under the respective operating conditions has increased by 30 kPa or more from the start and has not decreased even after maintaining the condition for 30 minutes or more is regarded as a differential pressure failure.
Continuous use time: The time from the start to the time when the back pressure rise becomes 100 kPa. This is applied to the cases where the back pressure and the difference between the front and rear pressures are rejected.
[0084]
(Engine Specifications): Engine 1
Engine type: naturally aspirated in-line 4-cylinder diesel
Displacement volume: 5L
Compression ratio: 19
Maximum output: 110 kW / 2900 rpm
Maximum torque: 360 Nm / 1700 rpm
Conforms to regulations: Complies with 1994 exhaust gas regulations
[0085]
(Engine full load output)
Using the engine 1, a full load (accelerator fully open) operation is performed for three points of the rotation speeds (40%, 60%, 80% rotation speed) specified in the diesel 13 mode, and the maximum torque value at that time is determined. It was measured. The results were evaluated by averaging the results for each of the three rotation speed conditions, with the results obtained when the fuel of Comparative Example 1 was tested as 100, and the results were averaged for each of the three rotational speed conditions.
[0086]
(Vehicle driving performance / acceleration performance evaluation)
The evaluation was performed using a vehicle equipped with the diesel engine (vehicle 1) on a chassis dynamometer (gradient condition: 5%) maintained at a constant environmental temperature of 25 ° C. and a constant environmental humidity of 60%. In the test, after the vehicle was sufficiently warmed up, it was maintained at a constant speed of 40 km / h, and after a predetermined time, the throttle (accelerator) was fully opened to measure the time required to reach 60 km / h. And the improvement effect judgment of the acceleration performance was performed.
[0087]
(Injection pump driving force measurement)
The driving force of the injection pump was measured on an engine bench using the following diesel engine (engine 2). After installing the engine, remove the driving belt of the injection pump and measure the driving torque of the injection pump alone. The torque is measured five times, and the average value is used as the drive torque value. Thereafter, the test fuel is operated continuously at 4200 rpm at full load for 6 hours. After the operation, the drive torque of the injection pump alone is measured again, and the difference from the initial value is defined as the drive torque increase. The results were relatively compared and quantified, with the result obtained when the fuel of Comparative Example 1 was tested as 100.
[0088]
(Engine Specifications): Engine 2
Engine type: naturally aspirated in-line 4-cylinder sub-chamber diesel
Displacement: 2L
Compression ratio: 22
Maximum output: 56kW / 4800rpm
Maximum torque: 130Nm / 2800rpm
Injection pump: Mechanical distribution type injection pump
[0089]
(Noise measurement)
The engine noise was measured in accordance with JIS D 1616-1995 "Automobile-Exhaust System Noise Test Method". The microphones were installed at a position 50 cm (intake side) lateral to the first cylinder and 50 cm (intake side) laterally to the fourth cylinder of the engine, at the level of the boundary between the cylinder block and the cylinder head.
The test was carried out using the engine 1 described above, and the background noise with the engine stopped was measured. Thereafter, after sufficient warm-up, the 10th mode of the diesel 13 mode (60% rotation speed, 80% load) And the measurement was performed 10 times. The maximum noise level dB (A) measured at this time is averaged and used as an index. With the index of the fuel of Comparative Example 1 as a test taken as 100, the results for each fuel were relatively compared and quantified.
[0090]
(Low temperature startability)
At room temperature on a chassis dynamometer capable of controlling the environmental temperature, (1) flushing (washing) the fuel system of the test diesel vehicle with the evaluation fuel, (2) extracting the flushing fuel, and (3) a new main filter. (4) Fill the fuel tank with the specified amount of the evaluation fuel (1/2 of the fuel tank capacity of the test vehicle). Thereafter, (5) the ambient temperature is rapidly cooled from room temperature to 5 ° C., (6) the temperature is maintained at 5 ° C. for 1 hour, and (7) a predetermined temperature (−10, −12 ° C.) at a cooling rate of 1 ° C./h. (8) After maintaining at a predetermined temperature for one hour, the engine is started. If the engine did not start even after repeating the cranking for 10 seconds twice at 30-second intervals, the result was unacceptable (x), and if the engine was started during the repeated cranking twice, the result was acceptable (可).
[0091]
(High temperature startability test)
In order to confirm the high-temperature startability, evaluation was performed using a vehicle equipped with a diesel engine described below (vehicle 2) on a chassis dynamometer capable of controlling environmental temperature and humidity according to the following procedure. In the test, 15 L of the test fuel was supplied to the vehicle, and then the engine was started and held at idling. The environmental temperature is set to a test temperature described later to stabilize the test chamber temperature, and the engine is stopped when the fuel injection pump outlet temperature of the idling vehicle stabilizes. Then, leave it for 5 minutes and restart the engine. At this time, if the engine starts normally, the environmental temperature is set to the next test temperature that is increased by one step, and the above-described test operation is repeated. The test temperature is 25 ° C, 30 ° C, 35 ° C, and the test is started from 25 ° C. If the engine started normally, it was passed (o), and if it did not start, it was rejected (x).
[0092]
(Vehicle specifications): Vehicle 2
Engine Type: Supercharged 4-cylinder diesel with intercooler
Displacement: 3.2L
Compression ratio: 17
Maximum output: 130 kW / 3800 rpm
Maximum torque: 380Nm / 2000rpm
Compliant with regulations: Compliant with 1998 exhaust gas regulations
Vehicle weight: 2150kg
Mission: 4AT
Exhaust gas aftertreatment device: oxidation catalyst
[0093]
(Rubber swelling test)
In order to confirm the effect on the rubber member used for the O-ring and the like of the engine parts, a dipping test was performed in the following procedure. According to MIL R6855, nitrile rubber (medium nitrile rubber) in which acrylonitrile, which is one of the compounds constituting the rubber, has a bound acrylonitrile mass center value of 25% or more and 35% or less as a rubber member to be evaluated. Then, the test fuel is heated and maintained at 100 ° C., and the test rubber member is immersed therein for 70 hours. Evaluation is made by comparing and quantifying the change in volume of the test rubber member after 70 hours.
[0094]
[Table 1]

[0095]
[Table 2]

[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing an example of an apparatus used for measuring the bulk modulus of a light oil composition.
FIG. 2 is a diagram showing a test mode in an exhaust gas test.
FIG. 3 is a schematic diagram of a scanning mobility particle size analyzer used for measuring the number of particles.
[Explanation of symbols]
1 constant volume container
2 Supply valve
3 Discharge valve
4 Temperature sensor
5 Pressure sensor
6 piston
100 Light oil composition
a Charge distribution control unit
b Classification part
c Particle counting unit

Claims (1)

Contains 5% by volume or more of a hydrocracked gas oil having a 90% distilling temperature of 200 ° C. to 380 ° C., a density at 15 ° C. of 780 kg / m ^{3 to} 870 kg / m ³ and a sulfur content of 10 mass ppm or less. And a light oil composition having a sulfur content of 10 mass ppm or less.

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