EP1452579A1 - A novel alternative fuel for diesel engines giving low emissions and high energy content - Google Patents

A novel alternative fuel for diesel engines giving low emissions and high energy content Download PDF

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Publication number
EP1452579A1
EP1452579A1 EP04445020A EP04445020A EP1452579A1 EP 1452579 A1 EP1452579 A1 EP 1452579A1 EP 04445020 A EP04445020 A EP 04445020A EP 04445020 A EP04445020 A EP 04445020A EP 1452579 A1 EP1452579 A1 EP 1452579A1
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fuel
astm
fuel according
diesel oil
content
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German (de)
French (fr)
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Andreas Eklund
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ECOPAR AB
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Oroboros AB
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    • CCHEMISTRY; METALLURGY
    • C10PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10LFUELS 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
    • C10L1/00Liquid carbonaceous fuels
    • C10L1/04Liquid carbonaceous fuels essentially based on blends of hydrocarbons
    • C10L1/08Liquid carbonaceous fuels essentially based on blends of hydrocarbons for compression ignition

Definitions

  • RME rape-seed methyl ester
  • RME and other esterified vegetable oils solidify by temperatures below approximately minus 10 degrees Celsius. Esters of vegetable oils also often have insufficient storage stability and they may form deposits in the engines. Energy content, viscosity, colour, smell and other parameters are affected by variations between harvests, which makes relatively wide technical limits necessary in the technical standard for RME.
  • Another development path has been to improve petroleum based diesel fuels by hydrogenating or hydrocracking them, a development step that also has reduced sulphur, aromatics and olefin content.
  • Sucessful examples are e.g. the Californian CARB-diesel oil (sulphur content below 50 mg/kg) and the swedish environmental class 1 diesel oil (sulphur content below 10 mg/kg).
  • Reduced sulphur content and aromatics content have greatly reduced the emissions of toxic compounds, e.g. suphur dioxide and polyaromatic hydrocarbons.
  • a third development path has been to produce synthetic fuels instead, so called Fischer-Tropsch fuels. These contain mainly non-cyclic compounds, n- and iso-alkanes. These fuels have been shown to produce very low levels of emissions of many toxic compounds (see, e.g. WO 9805740A1), but unfortunately to the price that current diesel engines are not always directly suitable for this kind of fuel. The cause of this is that the energy content per litre becomes relatively low, and simultaneously the cetane number, especially for the current n-alkanic fuels, is very high.
  • the energy content in the fuels becomes high, measured either per litre or per kilogram, while the cetane number is kept at a reasonable level.
  • the energy content can increase with up to 4 MJ/litre compared with a pure iso- and n-paraffinic fuel, and the cetane number can be adjusted within the range of 40 to about 70.
  • the fuel will thereby be well adapted to conventional diesel engines of today, while emissions of toxic compounds are kept on a very low level. Torque, effect and efficiency will improve compared to other conventional fuels for diesel engines at most engine speeds and loads. By maximum load in combination with high engine speed, torque and effect may however be similar to other fuels, or even decrease slightly.
  • the fuel according to the innovation has low levels of di- and polycyclic hydrocarbons, the levels of toxic di- and polyaromatics in the emissions will be very low. Since the fuel contains only trace amounts of monoaromatics, the levels of benzene usually decrease in the exhausts. The size of the decrease is however dependent on engine design.
  • EC 1 diesel oil Swedish “environmental class 1" diesel oil according to standard SS 15 54 35 is hereinafter referred to as "EC 1 diesel oil”. Fuel according to the invention is compared with commercially available swedish diesel oil EC 1 in table 1. Swedish EC 1 diesel oil is usually produced today by hydrogenation and/or hydrocracking of crude oil based middle distillates in oil refineries. It can be noted that the content of aromatics, polyaromatics, di- and polynaphthenics are substantially lower for fuel accroding to the invention than for conventional diesel oil.
  • the fuel was tested first in a research engine consisting of an AVL 501 cylinder block with a Volvo cylinder head.
  • the research engine had the following specifications (from ref. 2):
  • Test cycle ECE R49 was used, and comparison was made with commercially avaiable diesel oil. Emissions of NOx decreased with 13 % over the test cycle, emissions of HC decreased with 10 %, and emissions of soot decreased with 16 %. Emissions of carbon monoxide increased with 6 %. "Brake Specific Fuel Consumption", i.e. fuel flow per measured kWh effect, decreased by 2 %. Comparison between swedish EC 1 diesel oil and fuel according to the invention.
  • Chemical compound Diesel oil EC 1 emissions measured according to ISO 8178 (mg/kWh) Fuel according to the invention, emissions according to ISO 8178 (mg/kWh) ethane 0,69 0,47 ethylene 55,4 33,2 acetylene 10,4 4,4 formaldehyde 0,47 0,46 acetaldehyde 1,4 0,41 acrolein 0,06 0,01 benzaldehyde 0,22 0,07 1,3-butadiene 0,35 0,025 benzene 1,91 0,49 toluene 1,06 0,36 O-xylene 0,46 0,08 M-xylene 0,22 0,10
  • Poly-aromatic compound Detection limit ( ⁇ g/kWh) Fuel according to the invention ( ⁇ g/kWh) Swedish EC 1 diesel oil ( ⁇ g/kWh) Particle bound Semi-volatile phase Particle bound Semi-volatile phase Naphthalene 6 7,0 155,2 24,4 329,6 1-methylnaphthalene 12 Not detected (ND) 26,6 25,2 187,6 2-methylnaphthalene 12 ND 22,6 16,4 144,7 Acenaphtylene 12 ND 3,0 ND 27,0 Acenaphthene 12 ND 18,2 ND 25,1 Fluorene 12 ND ND 30,2 33,0 Phenanthrene 12 ND 25,9 ND 33,7 Anthracene 12 ND 32,1 ND ND Fluoranthene 12 ND ND ND ND Pyrene 12 ND ND ND ND Bens(a)anthracene 40 ND ND ND ND Chrysene 40 ND ND ND ND Bens(
  • Fuel according to the invention has a significant positive impact not only on the emissions, but also on parameters connected to energetic parameters of the engine, e.g. efficiency and fuel consumption.
  • Fuel according to the invention has proven to be efficient at all loads and rpms of the engine, and especially at high load and recommended rpm. It has been shown that the fuel can be used in an unmodified diesel engine with significant decreases in both regulated and unregulated emissions. Continued optimation of motor performance can be achieved by optimating for example "start of injection time" (SOI), which can lead to further decreased emissions and even better fuel economy.
  • SOI start of injection time
  • hydrocracking cracking of larger hydrocarbon molecules into smaller molecules, by use of hydrogen gas (H 2 ) and catalyst. Usually, double bonds in aromatics and olefins are saturated simultaneously, and naphthenes and/or paraffins are formed.
  • poly-aromatics aromatic compounds with three or more carbon rings.
  • di-aromatics aromatic compounds with two carbon rings.
  • Naphthenics cyclic, non-aromatic hydrocarbons that are e.g. produced by hydrogenation of corresponding aromatic compounds. Naphthenics also occur naturally in some types of crude oils.
  • poly-cyclic naphthenes cyclic, non-aromatic hydrocarbons with three or more carbon rings.
  • Tests in laboratory engine AVL 501/Volvo have been conducted by Dr. Savo Gjirja and professor Erik Olsson of Chalmers Institite of Technology, and in part financed by Saab AB.
  • Tests in Valmet forestry engines have been conducted by Lule ⁇ Technical University, SMP and Swedish National Testing and Research Institute (SP). The latter tests have in part been financed by Skogforsk, and in part by the Swedish National Road Administration.
  • Vehicle tests have been conducted by Framtidsbränslen AB, with financing mainly from the Regional Council of the region of Västernorrland, Sweden.
  • the Regional Council of Västra Götaland has financed this patent application within project Dnr RUN 627-0197-02.

Abstract

A novel alternative fuel is described consisting of 10.0 to 50.0 % alkylated mono-cyclic alkanes, 50.0 to 90.0 % non-cyclic alkanes and common additives, e.g. lubricating additives. The aromatics content of the fuel is below 1.0 % and the content of di- and poly-naphthenics are also below 1.0 %. Fuel according to the invention is as energy rich as conventional diesel oil, counted both per litre and per kilogram. Engine effect and torque increase by most engine speeds and loads, and the fuel consumption decreases. The fuel gives decreased regulated and unregulated emissions compared with conventional diesel oil.
Decreases in the exhausts by 70 to 95 % has been measured for some of the most toxic compounds in diesel exhausts, for example acrolein, 1,3-butadiene and benzene. Fuel according to the invention has been tested in field trials under both winter and summer conditions without any operational problems that could be connected to the fuel. Cold start of engines down to minus 35 degrees Celsius has been tested without any problems.

Description

    References to other patents
  • 1. WO 9805740 A1, 12th Feb. 1998 "Synthetic Diesel Fuel with Reduced Particulate Matter Emissions"
  • Other references
  • 2. Gjirja, S., Olsson, E., Eklund, A., and Hedemalm, P., "A New Paraphinic Fuel Impact on Emissions and Combustion Characteristics of a Diesel Engine", SAE paper 2002-01-2218.
  • 3. Nord, K., and Haupt, Dan, "Evaluating a Fischer-Tropsch fuel, Eco-ParTM, in a Valmet Diesel Engine", SAE Paper 2002-01-2726.
  • 4. "The influence of the fuel on emissions from diesel engines in large off-road machines", SMP Svensk Maskinprovning AB and SP Statens Provnings- och Forskningsinstitut, Report PU 45850/02 and PU 40318/01.
  • Background
  • Rudolf Diesel himself used vegetable oils for the first diesel engines. Like many persons after him, he assumed that petroleum based oil would soon run out. The good availability for petroleum based oil the last decade has led to the development of diesel engines optimised for crude oil based middle distillates. Considerable progress has been made both in engine design and fuel formulation.
  • In later years, vegetable oils have had a renaissance due to the interest for reducing greenhouse gas emissions. In order to get good usability in modem engines, especially engines with high pressure injection, the vegetable oils are esterified before use. One common esterified vegetable oil is rape-seed methyl ester (RME).
  • An important disadvantage with RME and other esterified vegetable oils is that they solidify by temperatures below approximately minus 10 degrees Celsius. Esters of vegetable oils also often have insufficient storage stability and they may form deposits in the engines. Energy content, viscosity, colour, smell and other parameters are affected by variations between harvests, which makes relatively wide technical limits necessary in the technical standard for RME.
  • Many esters are also very good solvents, which might make it necessary to change sealings, bushings and fuel pipes before new vehicles can use RME. Despite extensive development efforts during many years, these basic difficulties have not yet been completely resolved.
  • Another development path has been to improve petroleum based diesel fuels by hydrogenating or hydrocracking them, a development step that also has reduced sulphur, aromatics and olefin content. Sucessful examples are e.g. the Californian CARB-diesel oil (sulphur content below 50 mg/kg) and the swedish environmental class 1 diesel oil (sulphur content below 10 mg/kg). Reduced sulphur content and aromatics content have greatly reduced the emissions of toxic compounds, e.g. suphur dioxide and polyaromatic hydrocarbons.
  • This path of development has however led to increased emissions of greenhouse gases, since the hydrogenation requires some energy. By hydrogenation aromatics and polyaromatics are transformed to the equivalent naphthenics. There is a substantial risk that these naphthenics are only partially combusted in the engine, with partial dehydrogenation as a result, and thus aromatis and polyaromatics are reformed and emitted with the exhaust. Many naphthenics with two or more rings are also relatively toxic, and their toxicity is generally not particularly well investigated. The natural lubricity of these fuels is usually inferior, normally 600 to 1000 HFRR wear scar according to ISO 12156, which makes lubricating additives mandatory.
  • A third development path has been to produce synthetic fuels instead, so called Fischer-Tropsch fuels. These contain mainly non-cyclic compounds, n- and iso-alkanes. These fuels have been shown to produce very low levels of emissions of many toxic compounds (see, e.g. WO 9805740A1), but unfortunately to the price that current diesel engines are not always directly suitable for this kind of fuel. The cause of this is that the energy content per litre becomes relatively low, and simultaneously the cetane number, especially for the current n-alkanic fuels, is very high.
  • In total this gives the effect that torque, effect and efficiency in the engine decrease with Fischer-tropsch fuels. Modifications of the engine can probably improve the efficiency, but to the price of reduced usability of conventional fuels in the engine. Pure Fischer-Tropsch fuels often have inferior cold flow properties due to the high level of n-alkanes, and have subsequently not fould any substantial use in cold climates. The natural lubricity for these fuels is even lower than for hydrogenated fuels, usually in the interval 1.5 to 2.0, which deviates from conventional diesel oil.
  • Summary of the the invention
  • By using alkylated mono-cyclic alkanes blended with non-cyclic n- and iso-alkanes the energy content in the fuels becomes high, measured either per litre or per kilogram, while the cetane number is kept at a reasonable level. The energy content can increase with up to 4 MJ/litre compared with a pure iso- and n-paraffinic fuel, and the cetane number can be adjusted within the range of 40 to about 70. The fuel will thereby be well adapted to conventional diesel engines of today, while emissions of toxic compounds are kept on a very low level. Torque, effect and efficiency will improve compared to other conventional fuels for diesel engines at most engine speeds and loads. By maximum load in combination with high engine speed, torque and effect may however be similar to other fuels, or even decrease slightly.
  • Since the fuel according to the innovation has low levels of di- and polycyclic hydrocarbons, the levels of toxic di- and polyaromatics in the emissions will be very low. Since the fuel contains only trace amounts of monoaromatics, the levels of benzene usually decrease in the exhausts. The size of the decrease is however dependent on engine design.
  • Other advantages with fuel according to the invention are:
    • High flashpoint compared to conventional diesel oil, usually over 90 degrees celsius, gives a decreased risk of accidents and decreased risks of serious effects of accidents.
    • Better natural lubricity than Fischer-Tropsch fuels, values under 700 micrometer wear scar are possible. Better natural lubricity gives lower wear in the engine, and lower risk of engine problems. Lower concentrations of lubricating additives are needed, which decreases technical complications and costs.
    • Low total toxicity of both fuel and emissions to air, land and water.
    • Good cold flow properties - Values of CFPP according to analysis method IP 309 or EN 116 below minus 40 degrees Celsius are possible to achieve.
    • Totally miscible and compatible with all types of diesel fuel.
    • No negative influence on engines that are adapted for or already use low sulphur diesel oil or esters of vegetable oils.
    • Many different possible production methods and feedstocks. Fuels according to the invention can be produced by e.g. conventional oil refining and blending of suitable clean fractions, or by Fischer-Tropsch-synthesis with subsequent upgrading processes. The Fischer-Tropsch synthesis can in turn use all types of feedstocks that contain carbon and energy, e.g. natural gas, wooden chips, waste or biogas.
    Description of a preferred embodiment of the invention
  • Fuel was prepared in the following way:
  • 1. A mixture of 1-alkenes (alpha-olefins) and alkanes was produced with a Fischer-Tropsch process.
  • 2. Mentioned olefines and alkanes were processed to mainly alkylated mono-cyclic alkanes in a commercially available upgrading process, by use of zeolite catalysts.
  • 3. Mentioned alkylated mono-cyclic alkanes were mixed with about 60 % iso- and n-paraffins in the boiling point range of 180 to 360 degrees Celsius.
  • 4. Commercially available additives, e.g lubricity improvers, were added.
  • Swedish "environmental class 1" diesel oil according to standard SS 15 54 35 is hereinafter referred to as "EC 1 diesel oil". Fuel according to the invention is compared with commercially available swedish diesel oil EC 1 in table 1. Swedish EC 1 diesel oil is usually produced today by hydrogenation and/or hydrocracking of crude oil based middle distillates in oil refineries. It can be noted that the content of aromatics, polyaromatics, di- and polynaphthenics are substantially lower for fuel accroding to the invention than for conventional diesel oil.
  • The fuel was tested first in a research engine consisting of an AVL 501 cylinder block with a Volvo cylinder head. The research engine had the following specifications (from ref. 2):
    • Compression ratio 18.5:1
    • Bore-stroke 131-150 mm
    • Cylinder volume 2.022 litre
    • Nominal speed 1800 rpm
    • Piston bowl 94.44 cm3
    • Specification for injection 8 x 0.22 x 158, 1.4 mm protrusion
  • Test cycle ECE R49 was used, and comparison was made with commercially avaiable diesel oil. Emissions of NOx decreased with 13 % over the test cycle, emissions of HC decreased with 10 %, and emissions of soot decreased with 16 %. Emissions of carbon monoxide increased with 6 %. "Brake Specific Fuel Consumption", i.e. fuel flow per measured kWh effect, decreased by 2 %.
    Comparison between swedish EC 1 diesel oil and fuel according to the invention.
    Parameter Measurement standard Unit Fuel according to the invention Diesel oil EC 1
    Mono-aromatics ASTM D 2425-93 wt-% 0,3 5,0
    Di-aromatics ASTM D 2425-93 wt-% 0,2 0,6
    Poly-aromatics SS 155116-97 mg/kg <0,02 <0,02
    Mono-cyclic naphthenes ASTM D 2425-93 wt-% 25,4 41,5
    Di-cyclic naphthenes ASTM D 2425-93 wt-% 0,0 13,9
    Poly-cyclic naphthenes ASTM D 2425-93 wt-% 0,0 2,8
    Density ASTM D 4052 kg/m3 790-800 810-820
    Cold Filter Plugging Point (CFPP) EN 116 °C Below minus 36 -
    Total sulphur content EN ISO 14596:1998 mg/kg 1-2 2-3
    Kinematic viscosity @ 40°C ASTM D 445 mm2/s 2,7-2,8 2,0
    Cetane number ASTM D 613 - 52-53 53-58
    Oxidation stability ASTM D 2274 mg/100 ml 0,1 1,2
    Gross heat content ASTM D 240 MJ/kg 46,0 - 47,0 42,0
    Net heat content ASTM D 240 MJ/kg 43,1 -
    Hydrogen content ASTM D 5291-96 % wt/wt 14,9-15,2 13,2-14,6
  • The fuel was subsequently tested in an engine designed for forestry machines, Valmet 620 DWRE, a 129 kW, 6 cylinder, 6.6-litre engine. Unregulated emissions were measured with GC-MS, and gave results according to table 2 (from ref. 3). All measured toxic emissions decreased, e.g. the highly toxic compounds acrolein, 1,3-butadiene and benzene.
    Unregulated emissions, comparison between fuel according to the invention and swedish EC 1 diesel oil. From ref. 3.
    Chemical compound Diesel oil EC 1, emissions measured according to ISO 8178 (mg/kWh) Fuel according to the invention, emissions according to ISO 8178 (mg/kWh)
    ethane 0,69 0,47
    ethylene 55,4 33,2
    acetylene 10,4 4,4
    formaldehyde 0,47 0,46
    acetaldehyde 1,4 0,41
    acrolein 0,06 0,01
    benzaldehyde 0,22 0,07
    1,3-butadiene 0,35 0,025
    benzene 1,91 0,49
    toluene 1,06 0,36
    O-xylene 0,46 0,08
    M-xylene 0,22 0,10
  • The laboratory tests were concluded by measuring polyaromatics in particle phase and semivolatile phase in a somewhat smaller engine, Volvo TD40GJE. The average values of two measurements are shown in table 3.
    Measurements of poly-aromatics in particle phase and semi-volatile phase in the exhausts from a Volvo TD40GJE engine. Average value of two measurements is shown, where only measurements over the detection limit have been used for the calculation of the average value. After reference 4.
    Poly-aromatic compound Detection limit (µg/kWh) Fuel according to the invention (µg/kWh) Swedish EC 1 diesel oil (µg/kWh)
    Particle bound Semi-volatile phase Particle bound Semi-volatile phase
    Naphthalene 6 7,0 155,2 24,4 329,6
    1-methylnaphthalene 12 Not detected (ND) 26,6 25,2 187,6
    2-methylnaphthalene 12 ND 22,6 16,4 144,7
    Acenaphtylene 12 ND 3,0 ND 27,0
    Acenaphthene 12 ND 18,2 ND 25,1
    Fluorene 12 ND ND 30,2 33,0
    Phenanthrene 12 ND 25,9 ND 33,7
    Anthracene 12 ND 32,1 ND ND
    Fluoranthene 12 ND ND ND ND
    Pyrene 12 ND ND ND ND
    Bens(a)anthracene 40 ND ND ND ND
    Chrysene 40 ND ND ND ND
    Bens(b)fluoranthene 40 ND ND ND ND
    Bens(k)fluoranthene 40 ND ND ND ND
    Bens(a)pyrene 40 ND ND ND ND
    Total PAH over detection limit - 7,0 283,6 96,2 780,7
  • Field tests with the fuel was subsequently performed in a group of vehicles during a 10-month period. No modifications were made in vehicles or engines. Summer- as well as winter driving was tested in all types of weather. Cold start of engines was tested down to minus 35 degrees Celsius. Vehicles of types described in table 4 participated in the field trials:
    Vehicles that participated in field trials, and number of driven kilometres.
    Vehicle Manufacturer and make Model year kilometers driven
    Car Mercedes 250 D 1993 23 100
    Car Volvo V70 TDI 1999 102 500
    Lorry Scania PM93 1992 36 600
    Buss Volvo B10M 1989 25 300
    Tractor Fiat 80-90 1984 Not Available (NA)
    Tractor Fiat 160-90 1993 NA
    Wheel loader Volvo BM4300 1982 NA
    Fuel consumption for vehicles that participated in the field tests during the period that tests occurred. Total driven kilometres (km) per vehicle within brackets.
    Vehicle Manufacturer Consumption swedish EC 1 diesel oil oct - dec 2000
    1/10 km (driven km)
    Consumption of fuel according to the invention jan - nov 2001
    1/10 km (driven km)
    Consumption Swedish EC 1 Diesel oil nov - dec 2001
    1/10 km (driven km)
    Car Mercedes 0,76 (7900) 0,74 (23100) 0,77 ( 6200)
    Car (taxi) Volvo V70 0,72 (46500) 0,71 (102500) 0,73 (19900)
    Lorry Scania PM93 2,89 (9000) 2,92 (36600) 3,05 (10100)
    Bus Volvo B10M 3,67 (10070) 3,98 (25300) 3,69 (4900)
  • No functional problems that could be connected with the fuel could be discovered during the time the field trials occurred. Cold start down to minus 35 degrees Celsius was tested without problems. For most vehicles, with the exception of the bus, the fuel consumption was about similar with fuel according to the invention and swedish EC 1 diesel oil. The causes for the deviation for the bus (about 10 % higher fuel consumption) could not be found, but measurement faults could not be excluded.
  • Conclusions
  • Laboratory experiments have shown that fuel according to the invention has a significant positive impact not only on the emissions, but also on parameters connected to energetic parameters of the engine, e.g. efficiency and fuel consumption. Fuel according to the invention has proven to be efficient at all loads and rpms of the engine, and especially at high load and recommended rpm. It has been shown that the fuel can be used in an unmodified diesel engine with significant decreases in both regulated and unregulated emissions. Continued optimation of motor performance can be achieved by optimating for example "start of injection time" (SOI), which can lead to further decreased emissions and even better fuel economy.
  • Field tests have shown that fuel according to the invention functions well under both summer- and winter conditions. No functional problems that have been connected to the fuel have been possible to indentify. Cold start down to minus 35 degrees Celsius has been tested in field trials without any problems.
  • Definitions
  • ''hydrogenation'': double bonds in aromatics and olefins are saturated with hydrogen gas by the use of a catalyst, and naphthenes and/or paraffins are formed.
  • "hydrocracking": cracking of larger hydrocarbon molecules into smaller molecules, by use of hydrogen gas (H2) and catalyst. Usually, double bonds in aromatics and olefins are saturated simultaneously, and naphthenes and/or paraffins are formed.
  • "poly-aromatics": aromatic compounds with three or more carbon rings.
  • "di-aromatics": aromatic compounds with two carbon rings.
  • "naphthenics": cyclic, non-aromatic hydrocarbons that are e.g. produced by hydrogenation of corresponding aromatic compounds. Naphthenics also occur naturally in some types of crude oils.
  • "poly-cyclic naphthenes": cyclic, non-aromatic hydrocarbons with three or more carbon rings.
  • Acknowledgements
  • Tests in laboratory engine AVL 501/Volvo have been conducted by Dr. Savo Gjirja and professor Erik Olsson of Chalmers Institite of Technology, and in part financed by Saab AB. Tests in Valmet forestry engines have been conducted by Luleå Technical University, SMP and Swedish National Testing and Research Institute (SP). The latter tests have in part been financed by Skogforsk, and in part by the Swedish National Road Administration. Vehicle tests have been conducted by Framtidsbränslen AB, with financing mainly from the Regional Council of the region of Västernorrland, Sweden. The Regional Council of Västra Götaland has financed this patent application within project Dnr RUN 627-0197-02.

Claims (8)

  1. A liquid fuel for diesel engines (compression ignition engines) that substantially has a boiling point interval between 160 and 360 degrees celsius, consisting of:
    a) as characterizing ingredient approximately 10.0 to 50.0 % alkylated monocyclic naphthenes, mentioned monocyclic naphthenes with following chemical structure:
    A carbon ring consisting of five or six carbon atoms,
    At least three but maximum fifteen carbon atoms in one or several alkyl chains,
    Mentioned alkyl chains are each attached to one of the carbon atoms in mentioned carbon ring with one chemical single-bond,
    b) approximately 50.0 to 90.0 % non-cyclic alkanes, branched or non-branched,
    c) common additives, e.g. lubricating additives and oxygenates compatible with diesel oil.
  2. A fuel according to claim 1 that has a total aromatic content according to ASTM D5186 below 1.0 weight-%.
  3. A fuel accoring to claim 2 that has a content of cyclic naphthenes with two or more carbon rings accrding to ASTM D2425-93 below 1.0 weight-%.
  4. A fuel according to claim 3 that has a natural lubricity (without lubricating additives) measured according to ISO 12156 below approximately 750 micrometers HFRR wear scar.
  5. A fuel according to claim 4 that has a sulphur content according to EN ISO 14596:1998 below 10.0 mg/kg.
  6. A fuel according to claim 5 that has a cold flow plugging point (CFPP) according to EN116 below minus 20 degrees Celsius.
  7. A fuel according to claim 6 that has a gross heat content according to ASTM D 240 and ASTM D 4052 above 35.0 MJ/litre.
  8. A fuel according to claim 7 that has a cetane number according to ASTM D 613 between 40 and 70.
EP04445020A 2003-02-27 2004-02-27 A novel alternative fuel for diesel engines giving low emissions and high energy content Withdrawn EP1452579A1 (en)

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SE0300517A SE522918E (en) 2003-02-27 2003-02-27 A new alternative fuel for low-emission diesel engines with high energy density
SE0300517 2003-02-28

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US7655605B2 (en) 2005-03-11 2010-02-02 Chevron U.S.A. Inc. Processes for producing extra light hydrocarbon liquids
WO2014116307A1 (en) * 2013-01-25 2014-07-31 Kior, Inc. Composition for reducing polynuclear aromatic hydrocarbon emissions
US9315739B2 (en) 2011-08-18 2016-04-19 Kior, Llc Process for upgrading biomass derived products
US9382489B2 (en) 2010-10-29 2016-07-05 Inaeris Technologies, Llc Renewable heating fuel oil
US9447350B2 (en) 2010-10-29 2016-09-20 Inaeris Technologies, Llc Production of renewable bio-distillate
WO2017189049A1 (en) * 2016-04-26 2017-11-02 Exxonmobil Research And Engineering Company Naphthene-containing distillate stream compositions and uses thereof
US10427069B2 (en) 2011-08-18 2019-10-01 Inaeris Technologies, Llc Process for upgrading biomass derived products using liquid-liquid extraction
US10550341B2 (en) 2015-12-28 2020-02-04 Exxonmobil Research And Engineering Company Sequential deasphalting for base stock production
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