WO2002042619A2 - Method for reducing emissions from high pressure common rail fuel injection diesel engines - Google Patents

Method for reducing emissions from high pressure common rail fuel injection diesel engines Download PDF

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Publication number
WO2002042619A2
WO2002042619A2 PCT/US2001/043691 US0143691W WO0242619A2 WO 2002042619 A2 WO2002042619 A2 WO 2002042619A2 US 0143691 W US0143691 W US 0143691W WO 0242619 A2 WO0242619 A2 WO 0242619A2
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WO
WIPO (PCT)
Prior art keywords
less
fuel
common rail
density
high pressure
Prior art date
Application number
PCT/US2001/043691
Other languages
French (fr)
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WO2002042619A3 (en
Inventor
Alan Mark Schilowitz
David John Richeard
John Richard Bateman
Nicholas Mann
Original Assignee
Exxonmobil Research And Engineering Company
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Exxonmobil Research And Engineering Company filed Critical Exxonmobil Research And Engineering Company
Priority to EP01985995A priority Critical patent/EP1341996A4/en
Priority to CA002428886A priority patent/CA2428886A1/en
Priority to JP2002544523A priority patent/JP2004514746A/en
Priority to AU2002236466A priority patent/AU2002236466A1/en
Publication of WO2002042619A2 publication Critical patent/WO2002042619A2/en
Publication of WO2002042619A3 publication Critical patent/WO2002042619A3/en

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    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/04—Liquid carbonaceous fuels essentially based on blends of hydrocarbons
    • C10L1/08—Liquid carbonaceous fuels essentially based on blends of hydrocarbons for compression ignition
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • This invention relates to the operation of compression ignition engines, i.e., diesel engines, utilizing high pressure common rail fuel systems and to the fuels used to run such engines.
  • the fuel used is a distillate fuel which is higher viscosity and density than most other transportation distillate fuels, e.g., gasoline, jet fuel, etc.
  • a drawback of using such fuel in such conventional fuel system engines can be high smoke production.
  • low density fuels are environmentally desirable. These fuels are also often associated with their lower aromatic content, lower sulfur content, lower T90 and lower content of polynuclear aromatic compounds. Sulfur and aromatics are typically reduced by incorporating hydrogen into the fuel molecules (i.e., raising the H/C ratio). This can have the effect of reducing fuel density and volumetric energy content. In general, when sulfur and aromatics are reduced density goes down, the fuel burns cleaner and the exhaust is more effectively cleaned by exhaust after treatment systems like catalytic converters and particle traps. It is also generally acknowledged, however, that the use of low density diesel fuels in conventional fuel system diesels reduces engine output and degrades vehicle performance. This is due to the lower volumetric energy content of low density fuels.
  • Figure 1 reports the emission levels of hydrocarbon, NO x , particulate matter, hydrocarbon + NO x and CO produced (means of three runs) by a common rail diesel engine run on four fuels of different density and viscosity.
  • low density fuel characterized as a fuel having density of about 0.83 g/cc or less, preferably about 0.825 g/cc or less, more preferably about 0.82 g/cc or less, a kinematic viscosity of about 3 cSt or less at 40°C, preferably about 2.6 cSt or less at 40°C, more preferably about 2.1 cSt or less at 40°C.
  • Diesel fuel refers to an essentially hydrocarbon fuel which can contain various amounts of oxygen, sulfur, nitrogen and various trace elements, with a distillation curve falling in the range of about 140°C to 400°C.
  • the fuel also has a sulfur content of about 0.05 wt% or less, more preferably about 0.04 wt% or less, still more preferably about 0.03 wt% or less.
  • Sulfur can be measured by x-ray fluorescence and ultraviolet fluorescence.
  • One particularly effective method for measuring low levels of distillate fuel sulfurs is ASTM D-5453.
  • the fuel may also contain such other typical diesel fuel additives as cetane improvers pour point depressants/cold flow improvers, oxygenates (such as alcohols, ethers, esters, glycols, etc.), wax anti-settling additives, diesel fuel stabihzers, antioxidants, combustion improvers, detergents, demulsifiers, dehazers, lubricity additives, antifoamants, antistatic agents, conductivity improvers, corrosion inhibitors, drag reducing agents, reodorants, dyes, markers and the like.
  • typical diesel fuel additives as cetane improvers pour point depressants/cold flow improvers, oxygenates (such as alcohols, ethers, esters, glycols, etc.), wax anti-settling additives, diesel fuel stabihzers, antioxidants, combustion improvers, detergents, demulsifiers, dehazers, lubricity additives, antifoamants, antistatic agents, conductivity improvers, corrosion inhibitors, drag reducing agents,
  • high pressure common rail fuel system compression ignition engines can be operated with no performance debit and with a significant reduction in emissions by using as the fuel a low density diesel fuel characterized as a fuel having a density of about 0.83 g/cc or less, a viscosity of about 3 cSt or less at 40°C and preferably a sulfur content of about 0.05 wt% or less.
  • the UK low sulfur ADO produced the highest emissions. Emissions of hydrocarbons, particulate matter and CO were all reduced by switching to lower density, lower viscosity fuels.
  • Vehicle performance was measured by doing wide open throttle acceleration in fifth gear. Acceleration time form 50 to 120 km/hour was measured. Despite the difference in the fuels with respect to densities, there was no significant difference in acceleration times as would be expected in a conventional diesel engine.

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  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Organic Chemistry (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

The emission from high pressure common rail fuel system compressor ignition engines is reduced by using fuel in said engine a diesel fuel characterized as having a sulfur content of about 0.05 wt% or less, a density of about 0.83 or less and a viscosity of about 3 cSt or less at 40 °C.

Description

METHOD FOR REDUCING EMISSIONS FROM HIGH PRESSURE COMMON RAIL FUEL INJECTION DIESEL ENGINES
BACKGROUND OF THE INVENTION FIELD OF THE INVENTION
This invention relates to the operation of compression ignition engines, i.e., diesel engines, utilizing high pressure common rail fuel systems and to the fuels used to run such engines.
DESCRIPTION OF THE RELATED ART
In the operation of compression ignition diesel engines fueled with conventional fuel systems, i.e., high pressure diesel injectors, the fuel used is a distillate fuel which is higher viscosity and density than most other transportation distillate fuels, e.g., gasoline, jet fuel, etc. A drawback of using such fuel in such conventional fuel system engines can be high smoke production.
It is generally known that low density fuels are environmentally desirable. These fuels are also often associated with their lower aromatic content, lower sulfur content, lower T90 and lower content of polynuclear aromatic compounds. Sulfur and aromatics are typically reduced by incorporating hydrogen into the fuel molecules (i.e., raising the H/C ratio). This can have the effect of reducing fuel density and volumetric energy content. In general, when sulfur and aromatics are reduced density goes down, the fuel burns cleaner and the exhaust is more effectively cleaned by exhaust after treatment systems like catalytic converters and particle traps. It is also generally acknowledged, however, that the use of low density diesel fuels in conventional fuel system diesels reduces engine output and degrades vehicle performance. This is due to the lower volumetric energy content of low density fuels.
DESCRIPTION OF THE FIGURE
Figure 1 reports the emission levels of hydrocarbon, NOx, particulate matter, hydrocarbon + NOx and CO produced (means of three runs) by a common rail diesel engine run on four fuels of different density and viscosity.
DESCRIPTION OF THE INVENTION
It has been discovered that compression ignition engines utilizing high pressure common rail fuel systems can be operated with good performance and reduced emissions of hydrocarbons, particulate matter and CO by the use of low density fuel characterized as a fuel having density of about 0.83 g/cc or less, preferably about 0.825 g/cc or less, more preferably about 0.82 g/cc or less, a kinematic viscosity of about 3 cSt or less at 40°C, preferably about 2.6 cSt or less at 40°C, more preferably about 2.1 cSt or less at 40°C. Diesel fuel refers to an essentially hydrocarbon fuel which can contain various amounts of oxygen, sulfur, nitrogen and various trace elements, with a distillation curve falling in the range of about 140°C to 400°C.
Preferably the fuel also has a sulfur content of about 0.05 wt% or less, more preferably about 0.04 wt% or less, still more preferably about 0.03 wt% or less. Sulfur can be measured by x-ray fluorescence and ultraviolet fluorescence. One particularly effective method for measuring low levels of distillate fuel sulfurs is ASTM D-5453. The fuel may also contain such other typical diesel fuel additives as cetane improvers pour point depressants/cold flow improvers, oxygenates (such as alcohols, ethers, esters, glycols, etc.), wax anti-settling additives, diesel fuel stabihzers, antioxidants, combustion improvers, detergents, demulsifiers, dehazers, lubricity additives, antifoamants, antistatic agents, conductivity improvers, corrosion inhibitors, drag reducing agents, reodorants, dyes, markers and the like.
While lower density fuels contain less energy per unit volume and consequently result in a loss of engine performance in conventional high pressure injector fuel system engines, it has been found, quite unexpectedly, that high pressure common rail fuel system compression ignition engines can be operated with no performance debit and with a significant reduction in emissions by using as the fuel a low density diesel fuel characterized as a fuel having a density of about 0.83 g/cc or less, a viscosity of about 3 cSt or less at 40°C and preferably a sulfur content of about 0.05 wt% or less.
The invention is further described in the following non-limiting examples.
Four test fuels are described in Table 1, below.
TABLE 1
Figure imgf000006_0001
4 test fuels (3 commercial European fuels + 1 experimental fuel)
- UK (high density / low volatility)
- Swiss (low density / high volatility)
- Swedish Class 1 "City" diesel
- "R-Improved" research fuel
Three fuels are commercially available European specification diesel fuel and one is a laboratory blended fuel. The fuels were tested in a Mercedes C220CDi vehicle, the first commercial European common rail diesel vehicle. Cold start emissions are tabulated in Figure 1.
It is seen that hydrocarbon emissions decrease as the engine is switched from UKLSADO (density 0.8539 g/cc) to Swiss LAADO (density 0.8251 g/cc) to R-Improve ADO (density 0.8212 g/cc) down to Swedish Class 1 "City" diesel (density 0.8155 g/cc).
A similar trend is seen with respect to particular matter (Pm x 10) and CO. There is no significant difference in NOx production from the engine run on any of the four fuels.
The UK low sulfur ADO produced the highest emissions. Emissions of hydrocarbons, particulate matter and CO were all reduced by switching to lower density, lower viscosity fuels.
Vehicle performance was measured by doing wide open throttle acceleration in fifth gear. Acceleration time form 50 to 120 km/hour was measured. Despite the difference in the fuels with respect to densities, there was no significant difference in acceleration times as would be expected in a conventional diesel engine.
Acceleration times are presented in Table 2, below. TABLE 2
UK LS ADO 26.61 seconds Swiss LS ADO 26.75 seconds R-Improved ADO 26.86 seconds Swedish Class 1 ADO 26.85 seconds
Statistical analysis disclosed that there is no difference in acceleration performance between the fuels (based on the 95% LSD intervals). Analysis based on the 60% LSD intervals still did not show a difference between any of the fuels.
Consequently, it is seen that the operation of common rail diesel engines in diesel fuels of lower density and viscosity, while resulting in a significant reduction in emissions has no significant effect or overall vehicle performance, as determined by acceleration.

Claims

CLAIMS:
1. A method for reducing emissions of common rail fuel system compression ignition engine by running said engine on a fuel comprising a diesel fuel characterized by having a density of about 0.83 g/cc or less and a viscosity of about 3 cSt or less at 40°C.
2. The method of claim 1 wherein the diesel fuel is characterized by having a density of about 0.825 g/cc or less.
3. The method of claim 1 wherein the diesel fuel is characterized by having a density of about 0.820 g/cc or less.
4. The method of claim 1 wherein the diesel fuel is characterized by having a viscosity of about 2.6 cSt or less at 40°C.
5. The method of claim 2 wherein the diesel fuel is characterized by having a viscosity of about 2.6 cSt or less at 40°C.
6. The method of claim 3 wherein the diesel fuel is characterized by having a viscosity of about 2.6 cSt or less at 40°C.
7. The method of claim 1 wherein the diesel fuel is characterized by having a viscosity of about 2.1 cSt or less at 40°C.
8. The method of claim 2 wherein the diesel fuel is characterized by having a viscosity of about 2.1 cSt or less at 40°C.
9. The method of claim 3 wherein the diesel fuel is characterized by having a viscosity of about 2.1 cSt or less at 40°C.
10. The method of claim 1, 2, 3, 4, 5, 6, 7, 8 or 9 wherein the diesel fuel is characterized by having a sulfur content of about 0.05 wt% or less.
11. The method of claim 10 wherein the diesel fuel is characterized by having a sulfur content of about 0.04 wt% or less.
12. The method of claim 10 wherein the diesel fuel is characterized by having a sulfur content of about 0.03 wt% or less.
PCT/US2001/043691 2000-11-21 2001-11-06 Method for reducing emissions from high pressure common rail fuel injection diesel engines WO2002042619A2 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP01985995A EP1341996A4 (en) 2000-11-21 2001-11-06 Method for reducing emissions from high pressure common rail fuel injection diesel engines
CA002428886A CA2428886A1 (en) 2000-11-21 2001-11-06 Method for reducing emissions from high pressure common rail fuel injection diesel engines
JP2002544523A JP2004514746A (en) 2000-11-21 2001-11-06 Methods for reducing emissions from high pressure common rail fuel injected diesel engines.
AU2002236466A AU2002236466A1 (en) 2000-11-21 2001-11-06 Method for reducing emissions from high pressure common rail fuel injection diesel engines

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US25244100P 2000-11-21 2000-11-21
US60/252,441 2000-11-21
US09/978,510 2001-10-16
US09/978,510 US20020151756A1 (en) 2000-11-21 2001-10-16 Method for reducing emissions from high pressure common rail fuel injection diesel engines

Publications (2)

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WO2002042619A2 true WO2002042619A2 (en) 2002-05-30
WO2002042619A3 WO2002042619A3 (en) 2002-07-25

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* Cited by examiner, † Cited by third party
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AR047565A1 (en) * 2003-12-01 2006-01-25 Shell Int Research INCREASE IN POWER T PERFORMANCE IN ACCELERATION TERMS OF DIESEL FUEL COMPOSITIONS
US7402186B2 (en) * 2004-02-09 2008-07-22 The Lubrizol Corporation Fuel composition containing a medium substantially free of sulphur and process thereof
AR059751A1 (en) * 2006-03-10 2008-04-23 Shell Int Research DIESEL FUEL COMPOSITIONS
MY155993A (en) * 2007-12-28 2015-12-31 Shell Int Research Use of a viscosity increasing component in a diesel fuel
AU2009228775B2 (en) * 2008-03-26 2012-06-14 Shell Internationale Research Maatschappij B.V. Automotive fuel compositions
MX2021006002A (en) 2018-11-26 2021-07-06 Shell Int Research Fuel compositions.

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5976201A (en) * 1993-03-05 1999-11-02 Mobil Oil Corporation Low emissions diesel fuel

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6045120A (en) * 1998-01-13 2000-04-04 Cummins Engine Company, Inc. Flow balanced spill control valve

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5976201A (en) * 1993-03-05 1999-11-02 Mobil Oil Corporation Low emissions diesel fuel

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Publication number Publication date
US20020151756A1 (en) 2002-10-17
EP1341996A4 (en) 2012-02-29
CA2428886A1 (en) 2002-05-30
JP2004514746A (en) 2004-05-20
WO2002042619A3 (en) 2002-07-25
AU2002236466A1 (en) 2002-06-03
EP1341996A2 (en) 2003-09-10

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