EP1756252B1 - Utilisation de melanges de carburant diesel gtl et de derives de petrole brut - Google Patents

Utilisation de melanges de carburant diesel gtl et de derives de petrole brut Download PDF

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Publication number
EP1756252B1
EP1756252B1 EP05752458.9A EP05752458A EP1756252B1 EP 1756252 B1 EP1756252 B1 EP 1756252B1 EP 05752458 A EP05752458 A EP 05752458A EP 1756252 B1 EP1756252 B1 EP 1756252B1
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EP
European Patent Office
Prior art keywords
diesel fuel
gtl
diesel
ratio
nox
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Expired - Lifetime
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EP05752458.9A
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German (de)
English (en)
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EP1756252A1 (fr
Inventor
Paul Werner Schaberg
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Sasol Technology Pty Ltd
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Sasol Technology Pty Ltd
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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 OR C10K; LIQUIFIED PETROLEUM GAS; USE OF ADDITIVES TO FUELS OR FIRES; FIRE-LIGHTERS
    • 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

Definitions

  • the invention relates to the use of Gas-To-Liquids (GTL) diesel fuel as a blend component for at least a crude oil derived diesel fuel for reducing the NOx and soot emissions of the resulting diesel composition.
  • GTL Gas-To-Liquids
  • Synthetic fuels such as GTL (Gas To Liquids) diesel fuel have seen a significant rise in interest in recent years. They are considered to be extremely clean fuels, with negligible sulfur and aromatics, and are odor-free and have a cetane number of > 70.
  • GTL diesel fuel used in the examples in this patent specification was manufactured by means of the Sasol Slurry Phase Distillate (Sasol SPDTM) process, which consists of three process steps, as depicted schematically in Fig. 1 .
  • an auto-thermal reforming process is used to convert the natural gas into the synthesis gas, a mixture of CO and H 2 .
  • the synthesis gas is converted into a so-called syncrude containing predominantly paraffinic hydrocarbons, by a Fischer-Tropsch process.
  • This syncrude is primarily in the form of waxes and distillates, which are further refined in a third, product upgrading step by means of mild hydro-processing, in order to produce products that meet commercial fuel specifications, such as diesel fuel and kerosene.
  • GB 2 387 175 A discloses a possible reduction of the soot emission of a diesel fuel by oxidizing the fuel to a certain point and then mixing it with certain oxygen-containing organic compounds. It does not address the problem of NOx reduction.
  • WO 03/087273 A1 discloses a method of increasing the cetane number of a gas oil product based on a petroleum derived gas oil by the addition of a Fischer Tropsch derived gas oil having a higher cetane number than the petroleum derived gas oil. NOx reduction is not mentioned.
  • WO 01/83848 A discloses a method of achieving emissions level of cracked stocks that are equivalent to or superior to base fuels while containing greater levels of aromatics and poylaromatics, where the base fuels are conventional, petroleum derived base fuels.
  • the invention provides the use of a Gas-to-Liquids (GTL) diesel fuel, which GTL diesel has a density at 15 deg C of below 0.78 kg/l, a sulphur content of less than 1 mg/kg, polyaromatics below 0.1 mass%, and a cetane number above 65, as a blend component for at least a crude oil derived diesel fuel for reducing the NOx and soot emissions of the resulting diesel fuel composition, characterized in that the crude oil derived diesel fuel has a density at 15 deg C below 0.85 kg/l, a sulphur content of less than 10 mg/kg, a polyaromatics content of below 5 mass%, and a cetane number from 51 to 60 whereby the NOx and soot emissions of the resulting diesel fuel composition, when combusted in an engine, are non-linearly reduced to a higher degree than would be expected when considering the blending ratio of the GTL diesel to the crude oil derived diesel fuel.
  • GTL Gas-to-
  • the resulting diesel fuel composition may have less than 10 mg/kg sulphur.
  • the resulting diesel fuel composition may have less than 5 mass% polycyclic aromatics.
  • the crude oil derived diesel fuel may be a fuel meeting the EN590 specification.
  • the volumetric ratio range of the GTL: Crude derived diesel may be from 1:9 to 9:1.
  • the volumetric ratio range of the GTL: Crude derived diesel may be from 1:5 to 5:1.
  • the molar H:C ratio of the resulting diesel fuel composition may be from 1.85:1 and 2.05:1.
  • the molar H:C ratio of the resulting diesel fuel composition may be from 1.9:1 and 2.00:1.
  • the resulting diesel fuel composition may have an ASTM D86 10% distillation temperature of from 180°C to 220°C.
  • GB 2 387 175 A discloses a possible reduction of the soot emission of a diesel fuel by oxidizing the fuel to a certain point and then mixing it with certain oxygen-containing organic compounds (see abstract and page 25, lines 22 to 25).
  • the diesel fuels may be derived form various sources including petroleum or Fischer Tropsch synthesis.
  • WO 03/087273 A1 discloses a method for increasing the cetane number of a gas oil product based on a petroleum derived gas oil by the addition of a Fischer Tropsch derived gas oil having a higher cetane number than the petroleum derived gas oil.
  • the amount of added Fischer Tropsch derived gas oil for reaching a target cetane number is less than the amount which would be added if the increase of the cetane number of the blend were linear.
  • the ASTM D86 10% distillation temperature of the resulting diesel fuel composition may be from 200°C to 215°C.
  • the resulting diesel fuel composition may have a flash point of between 60°C and 80°C, typically from 65°C to 78°C.
  • the resulting diesel fuel composition may have a density at 15°C of from 0.77 kg/l to 0.84 kg/l.
  • the resulting diesel fuel composition may have a density at 15°C of from about 0.8 kg/l to about 0.82 kg/l.
  • the resulting diesel fuel composition may have a lower heating value of from 42 500 kJ/kg to 43 800kJ/kg, usually from 43 100 kJ/kg to 43 600 kJ/kg, typically from 43 200 kJ/kg to 43 500 kJ/kg.
  • Gas-to-Liquid diesel fuel as a blend component for a diesel fuel composition, which, when combusted in an engine, has reduced NOx and soot emissions, yields a composition comprising both crude oil derived diesel fuel meeting the European EN590 specification for sulphur-free diesel fuel (designated EU diesel), and the Gas-to-Liquids (GTL) diesel fuel, wherein the crude oil derived diesel fuel to Gas-to-Liquid diesel volumetric blend ratio may range from 1:99 to 99:1 and the composition may have a molar H:C ratio of between 1.8:1 and 2.1:1.
  • the reduction in NOx emissions may be less than the reduction in soot emissions, and vice versa.
  • the reduction in NOx may be minimal, however, the NOx will be reduced by the use of GTL diesel in accordance with the invention.
  • compositions are as described above for the composition.
  • Table 2 Test vehicle and engine data Vehicle designation Mercedes E 220 CDI Limousine Model year 2003 Transmission 6-speed manual gearbox Gross vehicle mass 2 145 kg Engine designation MB OM646, EU3 emission level Displacement, configuration 2,2 L, in-line 4 cylinder, 4 valves per cylinder Compression ratio 18 : 1 Fuel management Common rail fuel injection (peak pressure 1 600 bar) Air management Turbocharged (VNT), intercooled Emission control Cooled EGR, inlet swirl control, close coupled and underfloor oxidation catalysts Rated torque 340 Nm at 2 000 rev/min Rated power 110 kW at 4 200 rev/min
  • Fig. 2 The results of the unadapted vehicle emission tests are depicted in Fig. 2 for the EU diesel, EU50, and GTL diesel fuel. The averaged results for the test runs are presented as the percentages relative to the EU diesel reference fuel. FC indicates the volumetric fuel consumption.
  • ECU Engine Control Unit
  • Fig. 3 shows two examples of results obtained from the steady state test bench work.
  • the figure depicts representative data for the effect of GTL diesel fuel and its blends on the soot - NOx trade-off characterisitc at two operating points, namely 1 600 rev/min and 3,3 bar bmep (brake mean effective pressure), and 2 000 rev/min and 5 bar bmep.
  • the EGR rate was varied, while the SOPI and SOMI were kept constant and equal to the reference values.
  • Soot emission levels were calculated from exhaust smoke levels determined by FSN (Filter Smoke Number) measurements.
  • GTL diesel offers a significant reduction in terms of both soot emissions and NOx for all the EGR rates tested.
  • the soot emission increase for decreasing NOx values follows the expected pattern, and enables a wide range of possible alternative software calibrations.
  • the strong non-linear behavior of the EU50 blend is again evident - this fuel exhibits almost the same benefits as neat GTL diesel fuel.
  • DOE design of experiments
  • the measured data at the five steady-state test points was used to predict the emissions over the NEDC test cycle. Empirical factors were used to account for the differences between the steady-state and transient engine operation. All results from the selected operating points have been normalized and combined into one universal plot, shown in Fig. 5 , to mimic the behavior in a NEDC test with an optimized calibration for each fuel. A surprisingly large reduction in soot and NOx appears to be possible for the GTL diesel fuel and the EU50 and EU80 blends. These reductions are possible without hardware changes to the engine.
  • the neat GTL would allow for a simultaneous soot and NOx reduction of at least 35% compared to the EU diesel calibration. For constant engine-out soot emission, a NOx reduction of 45% seems possible. Due to the non-linear response with the GTL blends, reductions in soot and NOx that are greater than expected when considering the blending ratio, could be obtained with the EU80 and EU50 fuels. This non-linear response is depicted graphically in Fig. 6 .

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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)
  • Solid Fuels And Fuel-Associated Substances (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Production Of Liquid Hydrocarbon Mixture For Refining Petroleum (AREA)

Claims (5)

  1. Utilisation d'un carburant diesel selon la technologie "gaz en liquides" (GTL) ayant, à 15 degrés Celsius, une densité inférieure à 0,78 kg/l, une teneur en soufre inférieure à 1 mg/kg, des polyaromatiques inférieurs à 0,1% en masse, et un indice de cétane supérieur à 65, en tant que composant de mélange pour au moins un carburant diesel dérivé de pétrole brut en vue de réduire les émissions de NOx et de suies de la composition de carburant diesel en résultant,
    caractérisé en ce que le carburant diesel dérivé de pétrole brut présente, à 15 degrés Celsius, une densité inférieure à 0,85 kg/l, une teneur en soufre inférieure à 10 mg/kg, une teneur en polyaromatiqes inférieure à 5% en masse, et un indice de cétane compris dans la page allant de 51 à 60, conduisant à ce que les émissions de NOx et de suies de la composition de carburant diesel en résultant, lorsque cette dernière est brûlée dans un moteur, sont réduites non linéairement à un degré plus élevé à ce que l'on pourrait s'attendre, vu le rapport de mélange entre le diesel GTL et le carburant diesel dérivé de pétrole brut.
  2. Utilisation selon la revendication 1, dans laquelle un rapport entre le GTL et le diesel dérivé de pétrole brut de 1:1 est employé, les réductions à la fois en émissions de NOx et de suies pour ledit rapport étant supérieures à 70% de la réduction obtenue par un carburant diesel GTL de 100%.
  3. Utilisation selon la revendication 1, dans laquelle un rapport entre le GTL et le diesel dérivé de pétrole brut de 1:4 est employé, les réductions à la fois en émissions de NOx et de suies pour ledit rapport étant supérieures à 40% de la réduction obtenue par un carburant diesel GTL de 100%.
  4. Utilisation selon la revendication 1, dans laquelle le rapport entre le GTL et le diesel dérivé de pétrole brut est situé dans une fourchette allant de 99:1 à 1:99 et la composition de carburant diesel produite présente un rapport H:C molaire entre 1.8:1 et 2.1:1.
  5. Utilisation selon la revendication 4, dans laquelle le rapport H:C molaire est entre 1.9:1 et 2.00:1.
EP05752458.9A 2004-04-28 2005-04-22 Utilisation de melanges de carburant diesel gtl et de derives de petrole brut Expired - Lifetime EP1756252B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ZA200403179 2004-04-28
PCT/ZA2005/000060 WO2005105961A1 (fr) 2004-04-28 2005-04-22 Melanges de carburant diesel gtl et de derives de petrole brut

Publications (2)

Publication Number Publication Date
EP1756252A1 EP1756252A1 (fr) 2007-02-28
EP1756252B1 true EP1756252B1 (fr) 2016-04-20

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EP05752458.9A Expired - Lifetime EP1756252B1 (fr) 2004-04-28 2005-04-22 Utilisation de melanges de carburant diesel gtl et de derives de petrole brut

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US (1) US20050279669A1 (fr)
EP (1) EP1756252B1 (fr)
JP (1) JP5184881B2 (fr)
CN (1) CN1950487A (fr)
AU (1) AU2005238539B2 (fr)
BR (1) BRPI0510342A (fr)
CA (1) CA2564339C (fr)
ES (1) ES2574652T3 (fr)
NL (1) NL1028880C2 (fr)
NO (1) NO20064930L (fr)
SG (1) SG152256A1 (fr)
WO (1) WO2005105961A1 (fr)
ZA (1) ZA200608904B (fr)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
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GB0226726D0 (en) * 2002-11-15 2002-12-24 Bp Oil Int Method
WO2007020234A1 (fr) * 2005-08-12 2007-02-22 Shell Internationale Research Maatschappij B.V. Compositions de carburant
JP5619356B2 (ja) * 2005-08-22 2014-11-05 シエル・インターナシヨネイル・リサーチ・マーチヤツピイ・ベー・ウイＳｈｅｌｌ Ｉｎｔｅｒｎａｔｉｏｎａｌｅ Ｒｅｓｅａｒｃｈ Ｍａａｔｓｃｈａｐｐｉｊ Ｂｅｓｌｏｔｅｎｖｅｎｎｏｏｔｓｈａｐ ディーゼル燃料及びディーゼルエンジンの操作法
AR060143A1 (es) * 2006-03-29 2008-05-28 Shell Int Research Proceso para preparar combustible de aviacion
US20070232503A1 (en) * 2006-03-31 2007-10-04 Haigh Heather M Soot control for diesel engine lubricants
US8099960B2 (en) * 2006-11-17 2012-01-24 General Electric Company Triple counter rotating swirler and method of use
US20100175314A1 (en) * 2007-05-31 2010-07-15 Delanie Lamprecht Cold flow response of diesel fuels
CN102947426A (zh) * 2010-05-06 2013-02-27 萨索尔技术(控股)有限公司 利用高链烷烃馏出燃料的柴油机喷射器结垢改善
SG184443A1 (en) * 2010-05-14 2012-11-29 Exxonmobil Res & Eng Co Hydroprocessing of pyrolysis oil and its use as a fuel
AU2011298995B2 (en) * 2010-09-07 2016-04-07 Sasol Technology (Pty) Ltd Diesel engine efficiency improvement
US20130015099A1 (en) * 2011-07-14 2013-01-17 Cool Planet Biofuels, Inc. Liquid fuel composition
JP7832112B2 (ja) * 2020-02-12 2026-03-17 シエル・インターナシヨネイル・リサーチ・マーチヤツピイ・ベー・ウイ パラフィン系ガス油の使用

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KR100693698B1 (ko) * 2000-05-02 2007-03-09 엑손모빌 리서치 앤드 엔지니어링 컴퍼니 저배출 피셔-트롭시 연료/분해 스톡 블렌드
US6663767B1 (en) * 2000-05-02 2003-12-16 Exxonmobil Research And Engineering Company Low sulfur, low emission blends of fischer-tropsch and conventional diesel fuels
GB2387175A (en) 2002-03-13 2003-10-08 Shell Int Research Oxidised fuel formulations
US7208078B2 (en) * 2002-03-22 2007-04-24 Exxonmobil Research And Engineering Company Diesel fuel formulation for reduced emissions
ATE470696T1 (de) * 2002-04-15 2010-06-15 Shell Int Research Methode zum erhöhen der cetanzahl von gasöl

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Publication number Publication date
ZA200608904B (en) 2008-07-30
SG152256A1 (en) 2009-05-29
US20050279669A1 (en) 2005-12-22
CN1950487A (zh) 2007-04-18
CA2564339A1 (fr) 2005-11-10
NL1028880A1 (nl) 2005-10-31
JP2007535614A (ja) 2007-12-06
EP1756252A1 (fr) 2007-02-28
NL1028880C2 (nl) 2006-02-27
CA2564339C (fr) 2011-12-06
WO2005105961A1 (fr) 2005-11-10
ES2574652T3 (es) 2016-06-21
NO20064930L (no) 2007-01-26
AU2005238539A1 (en) 2005-11-10
JP5184881B2 (ja) 2013-04-17
AU2005238539B2 (en) 2010-07-01
BRPI0510342A (pt) 2007-10-30

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