JP2004315604A - Fuel oil composition for premixed compression-autoignition engine - Google Patents
Fuel oil composition for premixed compression-autoignition engine Download PDFInfo
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
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Abstract
Description
【0001】
【発明の属する技術分野】
本発明は、自動車エンジン用などの燃料に関し、更に詳しくは、優れた排気ガス特性を示す予混合圧縮自己着火燃焼を達成することができる燃料油組成物に関する。
【0002】
【従来の技術】
近年、環境問題から自動車から排出される排気ガスの低減や熱効率の向上が求められている。ディーゼルエンジンは、ガソリンエンジンに比べ熱効率が高く、地球温暖化に関係があるといわれている二酸化炭素(CO2)の排出量が低い特性を有する。しかしながら、通常の拡散燃焼によるディーゼルエンジンでは、部分的に燃料の濃度が濃すぎる、高温燃焼な領域が形成されるなどの理由により、スモークや酸化窒素(NOx)の排出が問題となっている。これを解決するための新技術として、予混合圧縮自己着火エンジンが注目されている(例えば、非特許文献1参照)。
上記予混合圧縮自己着火エンジンで行われる予混合圧縮自己着火燃焼は、燃料と空気が希薄予混合された状態で圧縮されることにより、燃料が自己着火し燃焼する現象であり、ディーゼルエンジンにおいても、燃料を早期に噴射することによって希薄予混合気を形成し、それを圧縮着火させることにより、排気ガス中のNOxやスモークを同時に低減することが可能である。しかしながら、これを広範囲の運転条件に適合することは、特に高負荷での急速な燃焼形態により困難な状況にあり、予混合圧縮自己着火燃焼は比較的負荷の低い領域に限られている。したがって、高負荷領域での運転は、通常の拡散燃焼による運転が必要となるため、予混合圧縮自己着火エンジンにおいても、一般的なディーゼルエンジンの燃料噴射ノズル(ホールノズル)や燃焼室形状が求められる。しかしながら、ホールノズルを用いた通常のディーゼルエンジンにおいて、一般的な軽油を用いて早期噴射による予混合圧縮自己着火燃焼により運転を行った場合、従来の一般的な軽油を用いたディーゼル燃焼による運転の場合に比べれば、NOxやスモークの発生が抑制されて、排気ガスがこれらの含有量の少ない優れた特性を示すが、まだNOxやスモークの発生の抑制が満足できるものではなく、また、燃費の悪化を招くなど、十分に優れた運転特性を示す予混合圧縮自己着火燃焼を達成することは困難であった(例えば、非特許文献1参照)。
【0003】
【非特許文献1】
Rudolf H. Stanglemaier and Charles E. Roberts, SAE Paper NO.1999−01−3682
【0004】
予混合圧縮自己着火燃焼では、燃料がエンジンシリンダー内に噴射された後、空気と予混合され、燃料の酸化反応が逐次的に進行し着火・燃焼という過程を経るので、燃料と空気の予混合気の形成と着火時期が重要なポイントであって、燃料自体の物理特性や化学特性が大きく影響するため、燃料の性状によっては、通常のホールノズルや燃焼室形状のディーゼルエンジンにおいても予混合圧縮自己着火燃焼を達成できる可能性がある。
【0005】
【発明が解決しようとする課題】
本発明は、上記従来の状況に鑑みてなされたものであり、予混合圧縮自己着火燃焼における燃料の及ぼす影響の大きさに着目し、十分に優れた排気ガス特性を示す予混合圧縮自己着火燃焼を達成することができる燃料油組成物を提供することを目的とする。
【0006】
【課題を解決するための手段】
そこで、本発明者らは、上記目的を達成するために鋭意研究を重ねた結果、一般的な軽油より軽質である一定の蒸留性状を有し、かつ一定範囲の動粘度やセタン価などを有する燃料油組成物を用いると、一般的な軽油などを用いた場合に比べて、過早着火や、NOx、スモーク、炭化水素の発生を一層抑制して、一般的なホールノズルや燃焼室形状を有するディーゼルエンジンにおいても予混合圧縮自己着火燃焼が好適に進行し、排気ガスが、一層優れた特性の排気ガス、すなわちNOx、スモーク、炭化水素の含有量が共に低減された排気ガスとなることを見出し、本発明を完成させるに至った。
すなわち、本発明は、上記目的を達成するために、次の予混合圧縮自己着火エンジン用燃料油組成物を提供する。
(1)硫黄分が50質量ppm以下であり、初留点が20℃以上150℃以下、50%留出点が60℃以上250℃以下、終点が100℃以上350℃以下であって、30℃における動粘度が0.4mm2/s以上3.0mm2/s以下であり、セタン価が25以上55以下であることを特徴とする予混合圧縮自己着火エンジン用燃料油組成物。
(2)初留点が30℃以上135℃以下であることを特徴とする上記(1)に記載の予混合圧縮自己着火エンジン用燃料油組成物。
(3)終点が120℃以上300℃以下であることを特徴とする上記(1)または(2)に記載の予混合圧縮自己着火エンジン用燃料油組成物。
【0007】
【発明の実施の形態】
以下、本発明を詳細に説明する。
本発明の燃料油組成物は、原油を常圧蒸留して得られるナフサ留分、ナフサ留分を脱硫して得られる脱硫ナフサ、脱硫ナフサを接触改質して得られる改質ガソリン、原油を常圧蒸留して得られる灯軽油留分、灯軽油留分を脱硫して得られる脱硫灯軽油、重質油を接触分解、水素化分解、あるいは熱分解して得られる、ガソリン、灯軽油留分、オレフィンとイソブタンから生成されるアルキレート、ナフサ留分を接触処理し、異性化したアイソメレート、炭素数4あるいは5の炭化水素などを適宜配合して調製することができる。また、フィッシャートロプシュ合成によるパラフィン系炭化水素やアルコール燃料、種々の炭素数を有するパラフィン系溶剤、ナフテン系溶剤、芳香族系溶剤などを原料として用いることもできる。
本発明の燃料油組成物は、上記のように各種の原料留分を適宜配合して好適に調整することができるが、必要に応じて、原油からの直留留分として取得することも可能である。
【0008】
本発明の燃料油組成物において、硫黄分は50質量ppm以下であって、好ましくは30質量ppm以下であり、さらに好ましくは15質量ppm以下である。硫黄分が50質量ppmより多いと、排気ガス中の硫黄酸化物の含有量が多くなる場合があり、また該排気ガスを処理する触媒を被毒する場合がある。硫黄分は、JIS K 2541の微量電量滴定式酸化法により測定できる。
【0009】
本発明の燃料油組成物において、初留点は20℃以上150℃以下であって、好ましくは30℃以上135℃以下であり、より好ましくは60℃以上100℃以下である。150℃より初留点が高いと、燃料油組成物の揮発性が乏しくなることから、燃料油組成物と空気の混合割合が低くなるため、予混合圧縮自己着火燃焼を行う場合、スモークや炭化水素が多く排出される場合がある。初留点が20℃より低いと、燃料ポンプや燃料パイプ中に燃料油組成物の蒸気が多量に発生して燃料油組成物の流通が妨げられる場合がある。
【0010】
本発明の燃料油組成物において、50%留出点は60℃以上250℃以下であって、好ましくは80℃以上230℃以下であり、より好ましくは100℃以上200℃以下である。250℃より50%留出点が高いと、燃料の揮発性が乏しくなることから、燃料油組成物と空気の混合割合が低くなるため、予混合圧縮自己着火燃焼を行う場合、スモークや炭化水素が多く排出される場合がある。50%留出点が60℃より低いと、燃料ポンプや燃料パイプ中に燃料油組成物の蒸気が多量に発生して燃料油組成物の流通が妨げられる場合がある。
【0011】
本発明の燃料油組成物において、終点は100℃以上350℃以下であって、好ましくは120℃以上330℃以下であり、より好ましくは120℃以上300℃以下である。350℃より終点が高いと、燃料油組成物の揮発性が乏しくなることから、燃料油組成物と空気の混合割合が低くなるため、予混合圧縮自己着火燃焼を行う場合、スモークや炭化水素が多く排出される場合がある。初留点や終点といった蒸留性状は、JIS K 2254の石油製品蒸留試験方法の常圧法により測定できる。終点が100℃より低いと、夏場などの高温時に燃料ポンプや燃料パイプ中に燃料油組成物の蒸気が多量に発生して燃料油組成物の流通が妨げられる場合があるのに加え、燃料としての蒸留範囲が極端に狭くなるために、得率が少なくなりすぎて効率的でない。
【0012】
本発明の燃料油組成物において、30℃における動粘度は0.4mm2/s以上3.0mm2/s以下であって、好ましくは0.4mm2/s以上2.5mm2/s以下であり、さらに好ましくは0.5mm2/s以上2.0mm2/s以下である。動粘度が3.0mm2/sより高いと、燃料油組成物の噴霧角度が狭くなり、微粒化が促進されにくいことから、予混合気の形成が悪くなる。動粘度が低すぎる場合には、燃料ポンプなどの磨耗を生じる場合があり好ましくない。動粘度は、JIS K2283の石油製品動粘度試験方法により測定できる。
【0013】
本発明の燃料油組成物において、セタン価は25以上55以下であって、好ましくは30以上50以下であり、より好ましくは35以上45以下である。予混合圧縮自己着火燃焼を行う場合において、セタン価が25より低いと、炭化水素の排出量が増加する場合があり、更には燃料油組成物の着火性を確保するためにEGR(Exhaust Gas Recirculation)量を減らす必要があることから、NOxの排出量が多くなる場合がある。一方、セタン価が55より高いと、予混合圧縮自己着火燃焼をより高負荷で達成しようとする場合、燃料の混合時間が短くなりすぎる場合があるために、スモークの発生が多くなる場合があり、また急激な熱発生を伴う場合があることから、NOx排出量が多くなる場合がある。セタン価は、JIS K 2280の燃料油セタン価試験方法により測定できる。
【0014】
本発明の燃料油組成物には、必要に応じて公知の燃料添加剤、例えば、酸化防止剤、氷結防止剤、助燃剤、帯電防止剤、防錆剤、識別剤、着色剤、清浄剤、セタン価向上剤、消泡剤、酸化防止剤、流動性向上剤、潤滑性向上剤などを、適量添加することができる。
【0015】
【実施例】
次に、本発明を実施例および比較例によりさらに具体的に説明する。なお、本発明は、これらの例によって何ら制限されるものではない。
【0016】
実施例1〜6および比較例1〜5
表1に示す性状の燃料油組成物を下記のようにして調製し、下記の方法により評価を行った。
実施例1:原油を常圧蒸留して得られる重質ナフサ留分(沸点範囲80℃〜140℃)を水素化脱硫処理した基材に炭素数7および8の直鎖飽和炭化水素等量混合物を28容量%配合して調製した。
実施例2:原油を常圧蒸留して得られる重質ナフサ留分(沸点範囲80℃〜140℃)と灯油留分(沸点範囲145℃〜245℃)をそれぞれ水素化脱硫処理した基材を等量混合して調製した。
実施例3:原油を常圧蒸留して得られる沸点範囲が150℃〜270℃の灯油留分を水素化脱硫処理した留分を76容量%および沸点範囲が160℃〜260℃のイソパラフィン溶剤を24容量%配合して調製した。
実施例4:原油を常圧蒸留して得られる沸点範囲が80℃〜145℃の重質ナフサ留分を水素化脱硫処理した留分を40容量%、145℃〜290℃の留分を水素化脱硫脱芳香族処理した留分を40容量%および沸点範囲が160℃〜200℃のイソパラフィン溶剤を20容量%配合して調製した。
実施例5:原油を常圧蒸留して得られる重質ナフサ(沸点範囲80℃〜140℃)を水素化脱硫処理した基材を20容量%、水素化脱硫処理した灯油留分(145℃〜245℃)を26容量%、沸点範囲が80℃〜240℃のイソパラフィン溶剤を54容量%配合して調製した。
実施例6:原油を常圧蒸留して得られる重質ナフサ(沸点範囲80℃〜140℃)を水素化脱硫処理した基材を27容量%、水素化脱硫処理した灯油留分(145℃〜245℃)を38容量%、沸点範囲が80℃〜240℃のノルマルパラフィン溶剤を35容量%配合して調製した。
【0017】
比較例1:原油を常圧蒸留して得られる灯軽油留分(沸点範囲165℃〜360℃)を水素化脱硫した基材に沸点範囲が200℃〜340℃のイソパラフィン溶剤を45容量%配合して調製した。
比較例2:原油を常圧蒸留して得られる灯軽油留分(沸点範囲170℃〜360℃)を水素化脱硫処理した基材に沸点範囲が200℃〜330℃のイソパラフィン溶剤を47容量%配合して調製した。
比較例3:原油を常圧蒸留して得られる灯油留分(145℃〜245℃)を水素化脱硫処理した基材に、沸点範囲が80℃〜240℃のイソパラフィン溶剤を80容量%配合して調製した。
比較例4:原油を常圧蒸留して得られる重質ナフサ(沸点範囲80℃〜140℃)を水素化脱硫処理した基材を5容量%、水素化脱硫処理した灯油留分(145℃〜245℃)を25容量%、沸点範囲が80℃〜240℃のノルマルパラフィン溶剤を70容量%配合して調製した。
比較例5:一般的な2号軽油を用いた。
【0018】
【表1】
【0019】
評価試験エンジンとして、直列4気筒、排気量2L、コモンレール方式の燃料噴射装置およびインタークーラー付のターボ過給機、冷却装置(EGRクーラー)を備えたクールド排ガス再循環装置(EGR装置)が搭載されているディーゼルエンジンを使用した。本試験エンジンの主要緒元を表2に示す。本試験エンジンにおいて、圧縮比を15とし、燃料の噴射時期を、通常のディーゼル燃焼の場合に比べ早期に設定することにより、予混合圧縮自己着火燃焼を可能にしている。
【0020】
【表2】
【0021】
本試験エンジンを用いて、エンジン回転数:2000rpm、燃料噴射圧力:50Mpa、噴射時期:上死点30°前、燃料噴射量:20mm3/str(軽油換算量)の条件で、スモーク、NOx、炭化水素の各排出量を測定した。結果を表3に示す。
【0022】
【表3】
【0023】
*1:Filter Smoke Number;紙を通して所定量の排気ガスを吸引し、付着したスモークの反射率を測定する評価方法。評価は、真っ白=0、真っ黒=10とし、真っ白と真っ黒の間を0〜10で評価する。すなわち、測定用紙に光を照射し、その反射光を反射率計で計測することにより、次式で与えられる。
FSN=(Rf−Rs)/Rf×10
ここで、
Rf:排気ガスを吸引する前の用紙の反射率計値
Rs:排気ガスを吸引し、スモークが付着した用紙の反射率計値
【0024】
表3から明らかなように、本発明に規定する要件、すなわち硫黄分が50質量ppm以下であり、初留点が20℃以上150℃以下、50%留出点が60℃以上250℃以下、終点が100℃以上350℃以下であって、30℃における動粘度が0.4mm2/s以上3.0mm2/s以下であり、セタン価が25以上55以下であるという要件を満たす実施例1〜6の燃料油組成物は、好適に予混合圧縮自己着火燃焼を達成することができ、その排気ガスは、比較例1〜5の当該要件を満たさない燃料組成物および2号軽油の場合の排気ガスより遥かに良好な排気ガス特性を示す。
【0025】
【発明の効果】
本発明によれば、一般的な軽油などを用いた場合に比べて優れた排気ガス特性を示す予混合圧縮自己着火燃焼を達成することができる燃料油組成物が提供される。本発明の燃料油組成物を用いた予混合圧縮自己着火燃焼における排気ガスの優れた特性は、運転の負荷が高くなるほど、一般的な軽油などを用いた場合に比べて、その顕著性が一層増す。[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to fuels for automobile engines and the like, and more particularly to a fuel oil composition capable of achieving premixed compression auto-ignition combustion exhibiting excellent exhaust gas characteristics.
[0002]
[Prior art]
In recent years, there has been a demand for reduction of exhaust gas emitted from automobiles and improvement of thermal efficiency due to environmental problems. Diesel engines have higher thermal efficiency than gasoline engines and have lower carbon dioxide (CO 2 ) emissions, which are said to be related to global warming. However, in a diesel engine using ordinary diffusion combustion, smoke and emission of nitric oxide (NOx) pose a problem due to the fact that the fuel concentration is partially too high or a high-temperature combustion region is formed. As a new technology for solving this problem, a premixed compression self-ignition engine has attracted attention (for example, see Non-Patent Document 1).
The premixed compression self-ignition combustion performed in the premixed compression self-ignition engine is a phenomenon in which fuel is self-ignited and burns by being compressed in a state in which fuel and air are lean and premixed. By injecting fuel at an early stage, a lean premixed air-fuel mixture is formed, and compression ignition is performed to simultaneously reduce NOx and smoke in the exhaust gas. However, adapting it to a wide range of operating conditions is difficult, especially due to the rapid combustion regime at high loads, and homogeneous charge compression auto-ignition combustion is limited to relatively low load regions. Therefore, operation in a high load region requires operation by ordinary diffusion combustion. Therefore, even in a homogeneous charge compression self-ignition engine, a fuel injection nozzle (hole nozzle) and a combustion chamber shape of a general diesel engine are required. Can be However, in a normal diesel engine using a hall nozzle, when operating by premixed compression auto-ignition combustion by early injection using general light oil, operation of conventional diesel combustion using general light oil In comparison with the case, the generation of NOx and smoke is suppressed, and the exhaust gas exhibits excellent characteristics with a small content of these, but the suppression of the generation of NOx and smoke is still not satisfactory, and the fuel consumption is not satisfactory. It has been difficult to achieve homogeneous charge compression self-ignition combustion exhibiting sufficiently excellent operating characteristics, such as causing deterioration (for example, see Non-Patent Document 1).
[0003]
[Non-patent document 1]
Rudolf H .; Stanglemaier and Charles E.S. Roberts, SAE Paper NO. 1999-01-3682
[0004]
In premixed compression auto-ignition combustion, fuel is injected into the engine cylinder and then premixed with air, and the oxidation reaction of the fuel proceeds sequentially and undergoes a process of ignition and combustion. The formation of gas and the ignition timing are important points, and the physical and chemical characteristics of the fuel itself have a significant effect.Therefore, depending on the properties of the fuel, even premixed compression can be applied to diesel engines with ordinary hole nozzles or combustion chambers. It is possible that auto-ignition combustion can be achieved.
[0005]
[Problems to be solved by the invention]
The present invention has been made in view of the above-mentioned conventional situation, and focuses on the magnitude of the effect of fuel in premixed compression self-ignition combustion, and shows premixed compression self-ignition combustion exhibiting sufficiently excellent exhaust gas characteristics. It is an object of the present invention to provide a fuel oil composition capable of achieving the above.
[0006]
[Means for Solving the Problems]
Therefore, the present inventors have conducted intensive studies to achieve the above object, and as a result, have a certain distillation property which is lighter than general light oil, and have a certain range of kinematic viscosity and cetane number. When a fuel oil composition is used, premature ignition, NOx, smoke, and the generation of hydrocarbons are further suppressed as compared with the case of using a general light oil or the like, and a general hole nozzle or combustion chamber shape is reduced. In a diesel engine having the same, the premixed compression auto-ignition combustion proceeds favorably, and the exhaust gas becomes an exhaust gas having more excellent characteristics, that is, an exhaust gas in which the contents of NOx, smoke, and hydrocarbon are both reduced. As a result, the present invention has been completed.
That is, in order to achieve the above object, the present invention provides the following fuel oil composition for a homogeneous charge compression ignition engine.
(1) The sulfur content is 50 mass ppm or less, the initial boiling point is 20 ° C or more and 150 ° C or less, the 50% distillation point is 60 ° C or more and 250 ° C or less, and the end point is 100 ° C or more and 350 ° C or less. A fuel oil composition for a premixed compression self-ignition engine, which has a kinematic viscosity at 0.4 ° C. of 0.4 mm 2 / s or more and 3.0 mm 2 / s or less and a cetane number of 25 or more and 55 or less.
(2) The fuel oil composition for a premixed compression self-ignition engine according to the above (1), wherein the initial boiling point is 30 ° C or more and 135 ° C or less.
(3) The fuel oil composition for a premixed compression self-ignition engine according to the above (1) or (2), wherein the end point is from 120 ° C to 300 ° C.
[0007]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, the present invention will be described in detail.
The fuel oil composition of the present invention is a naphtha fraction obtained by atmospheric distillation of crude oil, a desulfurized naphtha obtained by desulfurizing a naphtha fraction, a reformed gasoline obtained by contact reforming a desulfurized naphtha, and a crude oil. Gasoline, kerosene oil fraction obtained by catalytic cracking, hydrocracking or thermal cracking of kerosene gas oil fraction obtained by atmospheric distillation, desulfurized kerosene gas oil obtained by desulfurizing kerosene gas oil fraction, and heavy oil And an alkylate and a naphtha fraction produced from an olefin and isobutane, and contact-treated with an isomerate, isomerate, a hydrocarbon having 4 or 5 carbon atoms, and the like, and appropriately prepared. Further, a paraffinic hydrocarbon or alcohol fuel by Fischer-Tropsch synthesis, a paraffinic solvent having various carbon numbers, a naphthenic solvent, an aromatic solvent, or the like can also be used as a raw material.
The fuel oil composition of the present invention can be suitably adjusted by appropriately blending various raw material fractions as described above, but can also be obtained as a straight fraction from crude oil, if necessary. It is.
[0008]
In the fuel oil composition of the present invention, the sulfur content is 50 ppm by mass or less, preferably 30 ppm by mass or less, and more preferably 15 ppm by mass or less. If the sulfur content is more than 50 ppm by mass, the content of sulfur oxides in the exhaust gas may increase, and the catalyst for treating the exhaust gas may be poisoned. The sulfur content can be measured by the microcoulometric titration oxidation method of JIS K2541.
[0009]
In the fuel oil composition of the present invention, the initial boiling point is from 20 ° C to 150 ° C, preferably from 30 ° C to 135 ° C, more preferably from 60 ° C to 100 ° C. If the initial boiling point is higher than 150 ° C., the volatility of the fuel oil composition will be poor, and the mixing ratio of the fuel oil composition and air will be low. Large amounts of hydrogen may be emitted. If the initial boiling point is lower than 20 ° C., a large amount of vapor of the fuel oil composition is generated in the fuel pump or the fuel pipe, which may hinder the flow of the fuel oil composition.
[0010]
In the fuel oil composition of the present invention, the 50% distillation point is from 60 ° C to 250 ° C, preferably from 80 ° C to 230 ° C, more preferably from 100 ° C to 200 ° C. If the 50% distillation point is higher than 250 ° C., the volatility of the fuel becomes poor, and the mixing ratio of the fuel oil composition and air becomes low. May be emitted in large quantities. If the 50% distillation point is lower than 60 ° C., a large amount of vapor of the fuel oil composition is generated in the fuel pump or the fuel pipe, which may hinder the flow of the fuel oil composition.
[0011]
In the fuel oil composition of the present invention, the end point is from 100 ° C to 350 ° C, preferably from 120 ° C to 330 ° C, more preferably from 120 ° C to 300 ° C. If the end point is higher than 350 ° C., the volatility of the fuel oil composition becomes poor, and the mixing ratio of the fuel oil composition and air becomes low. Therefore, when performing premixed compression auto-ignition combustion, smoke and hydrocarbons are reduced. Much may be emitted. The distillation properties such as the first boiling point and the end point can be measured by the normal pressure method of the petroleum product distillation test method of JIS K2254. When the end point is lower than 100 ° C., a large amount of vapor of the fuel oil composition is generated in the fuel pump or the fuel pipe at a high temperature such as in summer, so that the distribution of the fuel oil composition may be hindered. Is extremely inefficient and the yield is too low to be efficient.
[0012]
In the fuel oil composition of the present invention, the kinematic viscosity at 30 ° C. is from 0.4 mm 2 / s to 3.0 mm 2 / s, preferably from 0.4 mm 2 / s to 2.5 mm 2 / s. Yes, more preferably 0.5 mm 2 / s or more and 2.0 mm 2 / s or less. When the kinematic viscosity is higher than 3.0 mm 2 / s, the spray angle of the fuel oil composition becomes narrow, and atomization is not easily promoted. If the kinematic viscosity is too low, wear of the fuel pump or the like may occur, which is not preferable. The kinematic viscosity can be measured by the kinematic viscosity test method for petroleum products according to JIS K2283.
[0013]
In the fuel oil composition of the present invention, the cetane number is 25 or more and 55 or less, preferably 30 or more and 50 or less, and more preferably 35 or more and 45 or less. In the case of performing the homogeneous charge compression self-ignition combustion, if the cetane number is lower than 25, the discharge amount of the hydrocarbon may increase, and further, in order to ensure the ignitability of the fuel oil composition, EGR (Exhaust Gas Recirculation) is performed. Since the amount needs to be reduced, the amount of NOx emission may increase. On the other hand, if the cetane number is higher than 55, when attempting to achieve premixed compression self-ignition combustion at a higher load, the mixing time of the fuel may be too short, and the generation of smoke may increase. In some cases, rapid heat generation may be involved, so that the NOx emission may increase. The cetane number can be measured by the fuel oil cetane number test method of JIS K 2280.
[0014]
The fuel oil composition of the present invention, if necessary, known fuel additives, for example, antioxidants, anti-icing agents, combustion aids, antistatic agents, rust inhibitors, discriminants, coloring agents, detergents, An appropriate amount of a cetane improver, an antifoaming agent, an antioxidant, a fluidity improver, a lubricity improver, and the like can be added.
[0015]
【Example】
Next, the present invention will be described more specifically with reference to Examples and Comparative Examples. The present invention is not limited by these examples.
[0016]
Examples 1 to 6 and Comparative Examples 1 to 5
Fuel oil compositions having the properties shown in Table 1 were prepared as described below, and evaluated by the following methods.
Example 1 A mixture obtained by hydrodesulfurizing a heavy naphtha fraction (boiling point range: 80 ° C. to 140 ° C.) obtained by atmospheric distillation of a crude oil, is a mixture of equivalent amounts of straight-chain saturated hydrocarbons having 7 and 8 carbon atoms. Was prepared by mixing 28% by volume.
Example 2 A base material obtained by subjecting a heavy naphtha fraction (boiling point range of 80 ° C. to 140 ° C.) and a kerosene fraction (boiling point range of 145 ° C. to 245 ° C.) obtained by subjecting crude oil to atmospheric pressure to hydrodesulfurization treatment, respectively. It was prepared by mixing equal amounts.
Example 3 A kerosene fraction having a boiling range of 150 ° C. to 270 ° C. obtained by atmospheric distillation of crude oil was subjected to hydrodesulfurization treatment at 76% by volume and an isoparaffin solvent having a boiling range of 160 ° C. to 260 ° C. It was prepared by mixing 24% by volume.
Example 4: 40% by volume of a fraction obtained by hydrodesulfurizing a heavy naphtha fraction having a boiling point range of 80 ° C to 145 ° C obtained by atmospheric distillation of crude oil, and converting a fraction of 145 ° C to 290 ° C to hydrogen The fraction subjected to the hydrodesulfurization / dearomatization treatment was mixed with 40% by volume and 20% by volume of an isoparaffin solvent having a boiling point range of 160 ° C to 200 ° C.
Example 5: 20% by volume of a base material obtained by hydrodesulfurizing heavy naphtha (boiling point range: 80 ° C. to 140 ° C.) obtained by distilling crude oil at normal pressure, and a kerosene fraction (145 ° C. 245 ° C) and 54% by volume of an isoparaffin solvent having a boiling point range of 80 ° C to 240 ° C.
Example 6: 27% by volume of a base material obtained by hydrodesulfurizing heavy naphtha (boiling point range: 80 ° C to 140 ° C) obtained by atmospheric distillation of crude oil, and a kerosene fraction obtained by hydrodesulfurizing (145 ° C to 245 ° C) and 35% by volume of a normal paraffin solvent having a boiling point range of 80 ° C to 240 ° C.
[0017]
Comparative Example 1: 45% by volume of an isoparaffin solvent having a boiling point range of 200 ° C to 340 ° C is mixed with a base material obtained by hydrodesulfurizing a kerosene oil fraction (boiling point range: 165 ° C to 360 ° C) obtained by distilling crude oil at normal pressure. Prepared.
Comparative Example 2: A kerosene oil fraction (boiling point range from 170 ° C. to 360 ° C.) obtained by distilling crude oil at normal pressure is hydrodesulfurized to a base material containing 47% by volume of an isoparaffin solvent having a boiling point range of 200 ° C. to 330 ° C. It was prepared by blending.
Comparative Example 3: 80% by volume of an isoparaffin solvent having a boiling point range of 80 ° C to 240 ° C was blended with a base material obtained by hydrodesulfurizing a kerosene fraction (145 ° C to 245 ° C) obtained by atmospheric distillation of crude oil. Prepared.
Comparative Example 4: 5% by volume of a base material obtained by hydrodesulfurizing heavy naphtha (boiling point range: 80 ° C to 140 ° C) obtained by distilling crude oil under normal pressure, and a kerosene fraction (145 ° C to 245 ° C) and 70% by volume of a normal paraffin solvent having a boiling point range of 80 ° C to 240 ° C.
Comparative Example 5: General No. 2 light oil was used.
[0018]
[Table 1]
[0019]
As an evaluation test engine, an in-line 4-cylinder engine, a displacement of 2 L, a turbocharger equipped with a common rail type fuel injection device and an intercooler, and a cooled exhaust gas recirculation device (EGR device) equipped with a cooling device (EGR cooler) are mounted. Used diesel engine. Table 2 shows the main specifications of the test engine. In this test engine, the premixed compression self-ignition combustion is made possible by setting the compression ratio to 15 and setting the fuel injection timing earlier than in the case of normal diesel combustion.
[0020]
[Table 2]
[0021]
Using this test engine, smoke, NOx, and the like were obtained under the following conditions: engine speed: 2000 rpm, fuel injection pressure: 50 Mpa, injection timing: 30 ° before top dead center, fuel injection amount: 20 mm 3 / str (light oil conversion amount). Each emission of hydrocarbons was measured. Table 3 shows the results.
[0022]
[Table 3]
[0023]
* 1: Filter Smoke Number: an evaluation method of sucking a predetermined amount of exhaust gas through paper and measuring the reflectance of attached smoke. In the evaluation, pure white = 0 and pure black = 10, and the range between pure white and pure black is evaluated from 0 to 10. That is, by irradiating the measuring paper with light and measuring the reflected light with a reflectometer, it is given by the following equation.
FSN = (Rf−Rs) / Rf × 10
here,
Rf: Reflectance meter value of paper before exhaust gas is sucked Rs: Reflectance meter value of paper to which exhaust gas is sucked and smoke is attached
As is clear from Table 3, the requirements stipulated in the present invention, that is, the sulfur content is 50 mass ppm or less, the initial boiling point is 20 ° C or more and 150 ° C or less, and the 50% distillation point is 60 ° C or more and 250 ° C or less, An example in which the end point is 100 ° C. or more and 350 ° C. or less, the kinematic viscosity at 30 ° C. is 0.4 mm 2 / s or more and 3.0 mm 2 / s or less, and the cetane number is 25 or more and 55 or less. The fuel oil compositions of Nos. 1 to 6 can suitably achieve premixed compression auto-ignition combustion, and the exhaust gas is the fuel composition not satisfying the requirements of Comparative Examples 1 to 5 and the case of No. 2 gas oil. It shows much better exhaust gas characteristics than the exhaust gas.
[0025]
【The invention's effect】
ADVANTAGE OF THE INVENTION According to this invention, the fuel oil composition which can achieve the premixed compression self-ignition combustion which shows the outstanding exhaust gas characteristics compared with the case where a general light oil etc. is used is provided. The excellent characteristics of the exhaust gas in the premixed compression auto-ignition combustion using the fuel oil composition of the present invention are more remarkable as the operation load becomes higher, as compared with the case of using general light oil or the like. Increase.
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