JP5361499B2 - Fuel oil composition for premixed compression ignition engine with reformer - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel oil composition capable of exponentially enlarging a PCCI combustion area of a premixing compression ignition engine with a reformer and capable of achieving enhancement of thermal efficiency and reduction of a CO<SB>2</SB>exhaust amount. <P>SOLUTION: The fuel oil composition for premixing compression ignition engine is characterized in that the sulfur content is 10 mass ppm or less, the 90% distillation temperature is 360&deg;C or less, the naphthene content is 30 vol.% or higher, the cetane number is 35 or higher and the density at 15&deg;C is 0.860 g/cm<SP>3</SP>or less. The fuel oil composition for the premixing compression ignition engine can be preferably used as a fuel of the premixing compression ignition engine with the reformer. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a fuel oil composition for a premixed compression ignition engine, and in particular, a reformer that reforms a fuel oil composition into a reformed fuel oil composition having a low cetane number using a dehydrogenation catalyst. The present invention relates to a fuel oil composition for a premixed compression ignition engine that can be suitably used in the premixed compression ignition engine provided.

In recent years, emissions of harmful exhaust gas components such as nitrogen oxides (NOx), particulate matter (PM), carbon monoxide (CO) and hydrocarbons (HC) emitted from automobiles have been improved from the viewpoint of improving the air environment. There is a strong demand for reduction. In addition, since it is necessary to reduce CO ₂ emitted by the combustion of fossil fuels in order to prevent global warming, reduction of CO ₂ emission from automobiles is also required. As described above, since it is necessary to simultaneously reduce emissions of harmful exhaust gas components and reduce CO ₂ emissions in automobiles, as a corresponding technology, a mixture of fuel and air is used. A premixed charge compression ignition (PCCI) engine that employs a method of compressing to high temperature, self-igniting, and burning, and fuel supplied to the engine are drawing attention.

  Here, in the premixed compression ignition engine (hereinafter sometimes referred to as “PCCI engine”), the start (ignition) of the combustion depends on the self-ignition of the fuel. Under low load conditions, fuel with good ignitability is required. On the other hand, under high load conditions where the temperature in the combustion chamber is high, fuel with good ignitability causes sudden combustion (knocking) due to simultaneous ignition in the combustion chamber, increasing NOx and combustion noise, and engine damage Therefore, fuel with low ignitability is required. That is, in the PCCI engine, fuel properties that are contradictory depending on operating conditions are required.

  Therefore, in the PCCI engine, an engine in which PCCI combustion is established in a wide range of operation by controlling the exhaust gas recirculation (EGR) rate and the fuel injection timing in accordance with the state of the engine (for example, environmental conditions such as engine temperature). Although control is performed, the region in which the PCCI engine can be operated (PCCI combustion region) cannot be sufficiently expanded by such control alone, and the operation region in which PCCI combustion is still possible is limited. Therefore, there is a demand for a method for supplying fuels having different ignitability depending on operating conditions.

However, since no fuel that can change the cetane number according to the operating conditions of the engine has been found so far, the PCCI combustion region is limited and the superiority of the PCCI engine cannot be fully exhibited. . Therefore, in order to establish PCCI combustion in a wider range and greatly reduce CO ₂ emissions, establishment of a method capable of supplying fuels having different cetane numbers according to engine operating conditions is required. Yes.

  On the other hand, as a means to supply fuel with a high cetane number under low temperature conditions and a fuel with a low cetane number under high temperature conditions, two fuel tanks with two cetane numbers differing in operating conditions The internal combustion engine is selectively used depending on the type of engine (see, for example, Patent Documents 1 and 2), the gasoline tank and the hydrogen tank, and the ratio of gasoline and hydrogen supplied to the internal combustion engine is controlled by the control means. An internal combustion engine that changes according to the operating state has been developed (see, for example, Patent Document 3). However, an internal combustion engine that uses two types of fuel with different ignitability depending on the operating conditions requires the construction of a social fuel supply system that supplies two types of fuel (difficulty of social infrastructure development) and consumption. It has not been put into practical use due to the lack of convenience that requires a person to refuel two types of fuel as needed. In addition, in an internal combustion engine having two tanks, a gasoline tank and a hydrogen tank, two types of fuel, gasoline and hydrogen, are required, so two tanks with sufficient capacity as fuel tanks must be provided, Since it is necessary to provide a control means, there has been a problem that the structure of the apparatus is complicated and large. In addition, infrastructure for storing and supplying hydrogen was also necessary.

  Therefore, a system that can expand the PCCI combustion area without supplying two types of fuel, and can use both high cetane number fuel and low cetane number fuel in the engine by supplying only one type of fuel. Is required.

JP 2001-254660 A JP-A-2005-139945 JP 2007-24409 A

  Therefore, it is possible to improve the thermal efficiency of the engine while expanding the PCCI combustion region, and also to realize heat recovery from the exhaust gas, and is discharged from the engine body as a premixed compression ignition engine having a simple structure. A premixed compression ignition engine having a reformer capable of reforming a part of the fuel into a reformed fuel having a low cetane number by using heat of exhaust gas and a dehydrogenation catalyst has been developed. And according to the premixed compression ignition engine equipped with such a reformer, even a fuel having a high cetane number can be dehydrogenated by dehydrogenating naphthene or the like contained in the fuel by a dehydrogenation reaction in the reformer. As a compound, it can be reformed and used as an aroma-rich fuel with a low cetane number, so even if two types of fuel with different cetane numbers are not prepared, fuels with different cetane numbers can be supplied according to the operating conditions. Will be able to.

  However, when introducing a premixed compression ignition engine equipped with a reformer (hereinafter sometimes referred to as a “premixed compression ignition engine with a reformer”), it is suitable for a premixed compression ignition engine with a reformer. In addition, a fuel containing a relatively large amount of a component (for example, naphthene) that is converted into an aromatic compound by a dehydrogenation reaction is required.

  Therefore, when used as a fuel for a premixed compression ignition engine with a reformer, a fuel oil composition that can greatly change the cetane number by a dehydrogenation reaction in the reformer, that is, a single type of fuel is used for PCCI. It has been desired to develop a fuel oil composition capable of expanding the combustion region and capable of exhibiting high engine performance in a premixed compression ignition engine with a reformer.

An object of the present invention is to advantageously solve the above-mentioned problems, and a fuel oil composition for a premixed compression ignition engine with a reformer according to the present invention is obtained by using a dehydrogenation catalyst. Used in a premixed compression ignition engine with a reformer equipped with a reformer that dehydrogenates and reforms into a reformed fuel oil composition, satisfies the following (1) to (5), and has a naphthene conversion rate of 99 %, The cetane number of the reformed fuel oil composition is 12 or more lower than the cetane number of the fuel oil composition before reforming in the reformer.
(1) Sulfur content is 10 mass ppm or less (2) 90% distillation temperature is 360 ° C. or less (3) Naphthene content is 73 % by volume or more (4) Cetane number is 35 or more (5) Density at 15 ° C. is 0.00. 800 g / cm ³ or more 0.860 g / cm ³ or less and the reformer with HCCI engine fuel oil composition of the present invention has the above-mentioned properties, a reformer with HCCI engines In addition to dramatically expanding the PCCI combustion region, it is possible to improve the thermal efficiency and reduce the amount of harmful gas components and CO ₂ emissions.

Further, according to the fuel oil composition for a premixed compression ignition engine with a reformer of the present invention, the cetane number of the fuel oil composition is reduced by 12 or more due to reforming in the reformer. ) Can be supplied in accordance with the operating conditions of the engine. Here, the conversion rate of naphthene can be calculated by comparing the naphthene content after reforming with the naphthene content before reforming.

In the fuel oil composition for a premixed compression ignition engine with a reformer of the present invention, the cetane number of the reformed fuel oil composition when the naphthene conversion is 99% is preferably 28 or less. This is because when the cetane number of the reformed fuel oil composition is 28 or less, the PCCI combustion region can be sufficiently expanded. Further, it is possible to suppress the occurrence of knocking at a high load, an increase in NOx and combustion noise, engine damage, and the like .

  Here, in the present invention, the sulfur content is a value measured in accordance with JIS K2541-6, the distillation temperature is a value measured in accordance with JIS K2254, and the cetane number is in accordance with JIS K2280. For the measured cetane number (CN), the naphthene content is a value measured by gas chromatography, and the density of the fuel oil composition at 15 ° C. is a value measured in accordance with JIS K2249.

According to the present invention, there is provided a fuel oil composition capable of dramatically expanding the PCCI combustion region of a premixed compression ignition engine with a reformer and improving thermal efficiency and reducing CO ₂ emissions. be able to.

It is a block diagram which shows the one aspect | mode of a structure of the premixing compression ignition engine with a reformer which can apply the fuel oil composition of this invention.

<Fuel oil composition>
Below, the fuel oil composition of this invention is demonstrated in detail. The fuel oil composition of the present invention has the following sulfur content, distillation properties, cetane number, and density. The fuel oil composition of the present invention is particularly suitable as a fuel for a premixed compression ignition engine with a reformer, but may be used for an existing premixed compression ignition engine that does not include a reformer.

(Sulfur content)
The fuel oil composition of the present invention has a sulfur content of 10 mass ppm or less, preferably 1 mass ppm or less. This is because when the sulfur content is 10 mass ppm or less, the amount of sulfur oxide produced during combustion is small, and the load on the environment can be reduced. In addition, since the sulfur content poisons the exhaust gas purification catalyst for treating harmful exhaust gas components, a fuel oil composition having a low sulfur content can maintain the performance of the exhaust gas purification catalyst for a long time. This is because it can contribute to the reduction of environmental load. Furthermore, in a premixed compression ignition engine equipped with a NOx occlusion reduction catalyst as an exhaust gas purification catalyst, a large amount of fuel is used to regenerate the catalyst poisoned with sulfur. If the sulfur content in the fuel oil composition is reduced, This is because the amount of fuel required for regeneration can be reduced and it can contribute to the improvement of fuel consumption. And since these effects are so remarkable that a sulfur content is low, it is preferable that the sulfur content in the fuel oil composition of this invention is 1 mass ppm or less.

(Distillation properties)
The fuel oil composition of the present invention has a 90% distillation temperature of 360 ° C. or lower, preferably 350 ° C. or lower, more preferably 340 ° C. or lower. When the 90% distillation temperature is 360 ° C. or less, an increase in unburned hydrocarbons and an increase in the dilution of lubricating oil due to insufficient vaporization of the heavy fraction in the fuel oil composition are prevented. Because it can. Furthermore, the 90% distillation temperature of the fuel oil composition of the present invention is preferably 300 ° C. or higher, and more preferably 310 ° C. or higher. This is because if the 90% distillation temperature is too low, wear of the fuel injector occurs or fuel consumption deteriorates.

(Cetane number)
The fuel oil composition of the present invention has a cetane number (CN) of 35 or more, preferably 38 or more. When the fuel composition of the present invention is used under a low temperature condition, for example, a low load condition, the fuel composition needs to have sufficient ignitability, so that the cetane number is 35 or more. If the cetane number is too low, an increase in ignition delay or misfiring occurs, causing an increase in white smoke and a deterioration in drivability. Note that the cetane number of the fuel composition of the present invention is preferably 65 or less, and more preferably 60 or less. This is because when a fuel composition having a high cetane number is produced, the amount of CO ₂ generated during production increases. In addition, since the production cost increases, the cetane number is desirably 65 or less from the viewpoint of economy.

  Further, the fuel oil composition of the present invention can be used in a reformer filled with a platinum catalyst, for example, when 95%, preferably 98%, more preferably 99% of naphthene contained in the fuel oil composition is converted. When the dehydrogenation reaction is performed at a temperature of 400 ° C. or higher, the cetane number of the reformed fuel oil composition is preferably 28 or less, and more preferably 25 or less. This is because when the cetane number of the reformed fuel oil composition is 28 or less, the PCCI combustion region can be sufficiently expanded. In the fuel oil composition of the present invention, the cetane number of the reformed fuel oil composition preferably exceeds zero. This is because if the cetane number is zero or less, sufficient ignitability cannot be obtained even under a high temperature condition where even a fuel oil composition having a relatively low cetane number can be used.

(For naphthenic)
The fuel oil composition of the present invention has a naphthene content of 30% by volume or more, preferably 40% by volume or more. When used as a fuel for a diesel engine with a reformer, if there is little naphthene in the fuel oil composition, the reformer cannot sufficiently recover waste heat or generate hydrogen by dehydrogenation of naphthene, and emit CO ₂ This is because the effect of reducing the amount is reduced. The fuel oil composition of the present invention has a naphthene content of 80% by volume or less, preferably 70% by volume or less. This is because if the amount of naphthene is too large, it is difficult to increase the cetane number of the fuel oil composition before reforming to 35 or more.

(density)
The fuel oil composition of the present invention has a density at 15 ° C. of 0.860 g / cm ³ or less, preferably 0.850 g / cm ³ or less. This is because an increase in deposit in the combustion chamber of the engine can be prevented by setting the density at 15 ° C. to 0.860 g / cm ³ or less. Further, the heaviness of the fuel leads to an increase in black smoke generated by combustion. The fuel oil composition of the present invention preferably has a density at 15 ° C. of 0.800 g / cm ³ or more. This is because if the density is too low, the fuel consumption will deteriorate.

(Degree of decrease in cetane number)
In the fuel oil composition of the present invention, the degree of decrease in cetane number under the condition that the conversion of naphthene contained in the fuel oil composition is 95%, preferably 98%, more preferably 99%, for example, When the dehydrogenation reaction is carried out at a temperature of 400 ° C. or higher in a reformer filled with a platinum catalyst, the degree of decrease in cetane number is 7 or more, preferably 10 or more. This is because if the degree of decrease in cetane number is low, the PCCI combustion region may not be sufficiently expanded.

  Here, the degree of decrease in the cetane number depends on the naphthene content in the fuel oil composition and the chemical structure of the naphthene (see Table 1 described later). Therefore, the fuel oil composition of the present invention needs to have an amount of naphthene commensurate with the desired cetane number reduction. The degree of decrease in cetane number can be determined by comparing the cetane number of the fuel oil composition before reforming with the cetane number of the fuel oil composition after reforming.

  In addition to the above-described properties, the fuel oil composition of the present invention preferably further has the following properties.

(Kinematic viscosity)
The fuel oil composition of the present invention has a kinematic viscosity at 30 ° C. of 1.0 mm ² / s or more, preferably 1.5 mm ² / s or more. This is because if the kinematic viscosity is too low, it is difficult to supply sufficient fuel to the engine. Further, the fuel oil composition of the present invention has a kinematic viscosity at 30 ° C. of 4.0 mm ² / s or less, preferably 3.5 mm ² / s or less. This is because if the kinematic viscosity increases, it becomes difficult to atomize the fuel injected into the combustion chamber of the engine, and black smoke generated during combustion increases. The kinematic viscosity can be measured according to JIS K2283.

(For aromatic compounds)
The fuel oil composition of the present invention has an aromatic compound content of 40% by volume or less, preferably 30% by volume or less, more preferably 20% by volume or less. This is because if there are many aromatic compounds, black smoke generated during combustion increases. In particular, when the polycyclic aromatic compound is contained in a large amount in the fuel oil composition, in addition to the increase in black smoke, the combustion chamber is contaminated. The content of the group compound is preferably 5% by volume or less, and more preferably 2% by volume or less. The aromatic compound content can be measured according to JPI-5S-49-97 “Petroleum products—Hydrocarbon type test method—High performance liquid chromatograph method”.

<Preparation of fuel oil composition>
The fuel oil composition of the present invention is, for example, a low-aromatic light oil produced by hydrocracking a light oil base material fractionally distilled so as to satisfy the above-mentioned distillation properties, and an aromatic obtained by saturated hydrogenation of catalytic cracked light oil. Manufactured by mixing naphthenic-rich base materials such as light oil (naphthenic light oil), naphthenic solvent, and raffinate (kerosene fraction hydrogenated under high temperature and high pressure) distilled when producing normal paraffin. can do. Moreover, a paraffin type light oil base material with a high cetane number (CN) can also be mixed as needed.

(Cetane improver)
In addition, a cetane number improver may be added to the fuel oil composition of the present invention as necessary, and as the cetane number improver, an alkyl nitrate cetane number improver or an organic peroxide type A cetane number improver is mentioned. Here, as said alkyl nitrate type | system | group cetane number improver, a C6-C12 alkyl nitrate is preferable and 2-methylhexyl nitrate is especially preferable. Moreover, as said organic peroxide type | system | group cetane number improver, a C6-C12 dialkyl peroxide is preferable and di-t-butyl peroxide is especially preferable. And the addition amount of these cetane improvers is preferably 0.5% by mass or less, and more preferably 0.1% by mass or less. Increasing the amount of cetane number improver increases the cetane number, but the rate of increase becomes extremely small when the amount added exceeds 0.5% by mass. Therefore, the addition amount is preferably 0.5% by mass or less.

(Other additives)
Further, the fuel oil composition of the present invention optionally includes an antioxidant for ensuring the stability of the fuel oil composition, a low temperature fluidity improver for ensuring the low temperature fluidity of the fuel oil composition, A lubricity improver for ensuring the lubricity of the fuel oil composition, a detergent for ensuring the cleanliness of the engine, and the like can be appropriately added.

  Here, as the antioxidant, 2,6-di-t-butylphenol, 2,6-di-t-butyl-4-methylphenol, 2,4-dimethyl-6-t-butylphenol, 2,4 Phenolic antioxidants such as 2,6-tri-t-butylphenol, 2-t-butyl-4,6-dimethylphenol, 2-t-butylphenol, N, N'-diisopropyl-p-phenylenediamine, N, Examples thereof include amine-based antioxidants such as N′-di-sec-butyl-p-phenylenediamine, and mixtures thereof. Here, the addition amount of these antioxidants is preferably in the range of 0.001 to 0.10% by mass. This is because the effect of addition of the antioxidant is great, so that practically sufficient effect can be obtained by adding 0.10% by mass.

  Examples of the low temperature fluidity improver include known ethylene copolymers, and vinyl esters of saturated fatty acids such as vinyl acetate, vinyl propionate and vinyl butyrate are particularly preferable. The addition amount of these low-temperature fluidity improvers is not particularly limited, and can be appropriately selected according to the purpose.

  Examples of the lubricity improver include long-chain (for example, having 12 to 24 carbon atoms) fatty acids or fatty acid esters thereof. Further, the lubricity improver is added to the fuel oil composition in an amount of 10 to 500 ppm by mass, preferably 50 to 100 ppm by mass, thereby improving the lubricity of the fuel oil composition and suppressing the wear of the fuel injector. can do.

  Examples of the detergent include succinimide, polyalkylamine, and polyetheramine. The addition amount of these detergents is not particularly limited, and can be appropriately selected according to the purpose.

<Premixed compression ignition engine with reformer>
The fuel oil composition of the present invention described above is equipped with a reformer that includes a reformer that dehydrogenates (reforms) fuel using waste heat of exhaust gas in addition to an existing premixed compression ignition engine. It can be suitably used for a premixed compression ignition engine.

  Here, one mode of a configuration of a premixed compression ignition engine with a reformer to which the fuel oil composition of the present invention can be applied is shown in FIG.

  As shown in FIG. 1, a premixed compression ignition engine 1 with a reformer includes a fuel oil composition (hereinafter simply referred to as “fuel”) or a fuel reformed by a reformer (hereinafter simply referred to as “reformed fuel”). Is a diesel engine (PCCI engine) that compresses an air-fuel mixture with air to a high temperature and causes it to self-ignite and burn. The reformer-equipped premixed compression ignition engine 1 draws air into the combustion chamber of the engine body 6 via the intake pipe 5 and supplies the fuel supplied to the fuel tank 2 to the pump 3, fuel injection valve 4 can be injected into the combustion chamber of the engine body 6. Further, the premixed compression ignition engine 1 with a reformer sends fuel to a reformer 7 having a dehydrogenation catalyst via a pump 3 and uses the heat of exhaust gas discharged from the engine body 6. Then, the reformer 7 dehydrogenates the fuel to generate a reformed fuel with a reduced cetane number, and the generated reformed fuel passes through the tank 8, the pump 9, and the fuel injection valve 10 to the engine body 6. Can be supplied into the combustion chamber. The hydrogen produced during the fuel dehydrogenation reaction can be supplied into the combustion chamber of the engine body 6 via the tank 12, the injection system 13, and the intake pipe 5. Further, the premixed compression ignition engine 1 with a reformer 1 converts the harmful exhaust gas component contained in the exhaust gas generated when the fuel or the reformed fuel is burned in the combustion chamber of the engine body 6 into the reformer 7. The exhaust gas purifying catalyst 11 for processing after using the heat of the exhaust gas is also provided.

  Here, tanks 2, 8, 12, pumps 3, 9, fuel injection valves 4, 10, injection system 13, intake pipe 5, engine main body 6 and exhaust gas purification catalyst 11 are used in known premixed compression ignition engines. Those commonly used can be used.

  Further, as the reformer 7 for performing the dehydrogenation reaction of the fuel, a reactor filled with a dehydrogenation catalyst can be used, and the dehydrogenation catalyst is described in, for example, JP-A-2006-257906. Such a platinum-supported catalyst can be used. The reformer 7 reforms the fuel in the presence of a dehydrogenation catalyst, for example, at a temperature of 250 ° C. or higher, preferably 300 ° C. or higher, and naphthene or the like in the fuel is dehydrogenated to aromatic compounds. To produce hydrogen and a low cetane number reformed fuel. As the reaction conditions in the reformer, for example, “" Characteristics and Future Prospects of Hydrogen Storage / Supply System Utilizing Organic Hydride "Junko Umezawa, PETROTECH Vol. 29, No. 4, pp. 253-257, The reaction conditions for the dehydrogenation reaction described in “The Japan Petroleum Institute, 2006” can be used, and in particular, the reaction conditions of a temperature of 300 ° C. to 450 ° C. and a pressure of normal pressure to 1 MPa can be used. preferable.

  In the reformer 7, naphthene or the like is converted into an aromatic compound by the dehydrogenation reaction, so that the cetane number of the reformed fuel is lower than that of the fuel before reforming, but the extent is the content and type of naphthene. Depends on. An example of the effect of reducing the cetane number is as shown in Table 1 below.

In addition, the aromatic content in the “aromatic kerosene fraction that does not contain benzene and sulfur and has a low pour point” obtained at the refinery is saturated to naphthene, and the naphthenic fuel is An example of dehydrogenation with a Pt / Al ₂ O ₃ catalyst is described in “Umezawa, Development of Hydrogen Storage and Supply System Using Organic Hydride, Fuel Cell Vol. 4 No. 1 (2004)”. The saturated hydrogenated fuel of the aromatic kerosene / light oil fraction can be used as a naphthene base material.

Here, an example of the dehydrogenation reaction in the reformer 7 is shown below. In the following example, 1 mol of toluene and 3 mol of hydrogen are produced from 1 mol of methylcyclohexane.
C ₇ H ₁₄ → C ₇ H ₈ + 3H ₂ ΔH = 205 kJ / mol
As is clear from the above reaction formula, the dehydrogenation reaction is an endothermic reaction. However, in the reformer 7, the waste heat of the exhaust gas is recovered and used effectively for the reaction. The thermal efficiency of the attached premixed compression ignition engine 1 can be improved, thereby reducing CO ₂ emissions. In addition, when operating at a high load, the high-temperature exhaust gas is discharged from the engine body 6, so that the fuel can be dehydrogenated at a high conversion rate at a high temperature. Therefore, in the premixed compression ignition engine 1 with a reformer that uses the waste heat of the exhaust gas for the dehydrogenation reaction in the reformer 7, a reformed fuel having a low cetane number is generated under a high load condition. Since the reformed fuel of cetane number and hydrogen with extremely low ignitability can be used, the PCCI combustion area can be expanded as compared with the existing premixed compression ignition engine.

According to the premixed compression ignition engine 1 with a reformer as described above, the fuel is used as it is in the engine body 6 when the temperature in the combustion chamber is low or the load is low, which requires a high cetane fuel. When the temperature in the combustion chamber is warmed up or under a high load condition that does not require high cetane fuel, reforming is performed by the reformer 7 using waste heat of the exhaust gas. By supplying the reformed fuel and the hydrogen generated during the reforming (dehydrogenation) of the fuel to the combustion chamber of the engine body 6, the thermal efficiency can be improved while preventing knocking, and from the exhaust gas. Heat recovery can also be realized. Also, a reduction in CO ₂ emissions can be achieved. Here, the reforming (dehydrogenation) of the fuel in the reformer 7 is performed by measuring the temperature of the exhaust gas with a sensor (not shown) and removing the fuel after the exhaust gas temperature reaches a predetermined temperature, for example, 250 ° C. or higher. This can be done by supplying the reformer 7. Further, whether the fuel before reforming or the reformed fuel is supplied to the engine body 6 is determined based on the engine conditions (load, vehicle speed, etc.) detected by using a sensor (not shown). Can be determined.

  In addition to the above-described embodiment, the reformed fuel may be supplied to the combustion chamber of the engine body 6 via the fuel injection valve 4 as indicated by a broken arrow in FIG. In this way, it is not necessary to provide the fuel injection valve 10. Further, the hydrogen generated in the reformer 7 may be directly injected into the intake pipe 5 and supplied to the engine, or used for recovery (regeneration) of sulfur poisoning of an exhaust gas purification catalyst (NOx storage catalyst, etc.). You may do it. When hydrogen is used for regeneration of the exhaust gas purification catalyst, fuel (rich spike) necessary for regeneration can be saved. In addition, both the fuel and the reformed fuel may be supplied to the engine body 6 at a predetermined ratio.

  Hereinafter, the present invention will be described in more detail with reference to examples. However, the present invention is not limited to the following examples.

<Examples 1-2 and Comparative Examples 1-3>
The following test fuels were prepared and subjected to property analysis by the following method. The results are shown in Table 2.
Further, the following test engine (premixed compression ignition engine with a reformer) is operated under the following conditions, and the PCCI combustion is performed using the test fuel and the reformed fuel reformed by the reformer. The region was evaluated by the following method. In addition, as compared with the case of using commercially available light oil (Comparative Example 1), the fuel with an expanded PCCI combustion region (◯), the fuel with an equivalent combustion region recognized (△), and the combustion region (X) is the fuel with reduced size. The results are shown in Table 2.

(Preparation of test fuel)
・ Fuel-1: Commercial diesel oil (base fuel)
・ Fuel-2: Catalytic cracked diesel oil base (LCO)
・ Fuel-3: Commercial kerosene ・ Fuel-4: Saturated hydrogenated fuel containing 30% by volume of low aromatic fuel obtained by hydrocracking petroleum-based light oil base and 0.02% by volume or less of aromatic compound Fuel / fuel mixed with 70% by volume of naphthenic solvent described in Japanese Patent Publication No. 2006-96786): 1 with a purity of 96% or more with respect to 30% by volume of low aromatic fuel obtained by hydrocracking petroleum-based light oil base material -Fuel mixed with 70% by volume of saturated hydrogenated hydrogenated methylnaphthalene reagent

(Fuel property analysis method)
・ Density: JIS K2249 “Crude oil and petroleum product density test method”
・ Distillation properties: JIS K2254 "Distillation test method"
・ Sulfur content: JIS K2541-6 “Sulfur content test method (ultraviolet fluorescence method)”
-Cetane number (CN): Measured method defined in JIS K2280 "Petroleum products-Fuel oil-Octane number and cetane number test method and cetane index calculation method"-Naphthene content: HP-6890N type FID detector manufactured by Agilent Technologies A GC system consisting of GC and an AccuTOF JMS-T100GC time-of-flight mass spectrometer manufactured by JEOL Ltd. was used. Detailed analysis conditions are as follows.
Primary column: Micropolar column (PTE-5 manufactured by Supelco, length 30 m, inner diameter 0.25 mm, film thickness 0.25 μm), modulator hollow column: length 2 m, inner diameter 0.1 mm
Secondary column: High-polarity column (SpelcoWAX10 from Supelco, length 2 m, inner diameter 0.25 mm, film thickness 0.25 μm)
Temperature rising condition: 10 ° C./min (from 50 ° C. (5 min hold) to 280 ° C. (27 min hold))
Inlet temperature: 280 ° C
Injection volume: 1.0 μl
Split ratio: 100: 1
Carrier gas: helium (He), 1.0 ml / min Modulator temperature: The following cold temperature and hot temperature are repeated.
Hot jet gas temperature: The temperature was raised from 150 ° C. (5 minutes hold) to 320 ° C. (33 minutes hold) at 10 ° C./min.
Cold jet gas temperature: about -140 ° C
Modulator frequency: 6 seconds for 0.3 seconds hot temperature, then 5.7 seconds for cold temperature.
Interface hollow column: 0.5m length, 0.25mm inner diameter
FID gas conditions: hydrogen (45 mL / min), air (450 mL / min), make-up helium (25 mL / min)
Here, this GC system can measure a compound having 7 to 44 carbon atoms, and the compound corresponding to each peak (yamagata) is identified from the elution time and mass spectrum of the measured peak (yamagata). To do. The sum of all identified peaks (yamagata) is defined as the total content (100 peak volume%), and the content of each corresponding compound is calculated as the peak volume% from each peak (yamagata). To do. The naphthene content (volume%) is determined as the total content of components having a naphthene ring in the skeleton.

(Test engine specifications)
・ Number of cylinders: 1
-Displacement (cm ³ ): 1007
・ Compression ratio: 14

(Operating conditions)
The engine rotation speed was fixed to 1320 (rpm), the fuel injection pressure was fixed to 40 MPa, the fuel injection amount and the injection timing were changed, and the load range in which PCCI combustion was established was determined.

(PCCI combustion region evaluation method)
For loads where PCCI combustion is possible under low load conditions (conditions requiring high ignitability), the PCCI combustion limit when unmodified fuel is used as is is an indicator of ignition / combustion stability. For loads that can be PCCI-combusted on the high-load condition side, the PCCI combustion limit when using reformed fuel and hydrogen with a reduced cetane number in the reformer is sharply determined. It was determined by determining using the maximum value of the rate of pressure increase, which is an indicator of proper combustion, and the NOx emission amount. Specifically, the PCCI combustion limit was determined by setting the combustion variation coefficient COV to 0.5%, the pressure increase rate (dP / dθ) to 1.0 MPa, and the NOx emission amount to 0.5 g / kWh as threshold values. Then, both were combined to form a load region (PCCI combustion region) in which premixed compression ignition operation of the fuel was possible.

(Engine performance evaluation method)
(1) Exhaust gas measurement Using an exhaust gas analyzer (manufactured by Horiba), each of carbon dioxide (CO ₂ ), nitrogen oxide (NOx), hydrocarbon (HC), and carbon monoxide (CO) in the exhaust gas Concentration was measured.
(2) Combustion analysis Using a combustion analyzer (manufactured by Ono Sokki), the indicated mean effective pressure and combustion fluctuation were analyzed and evaluated. Further, the ignition delay and the maximum value of dP / dt were measured.
(3) Capacity fuel consumption The volume fuel consumption was calculated from the measured mean effective pressure and fuel consumption.

As is apparent from Table 2, when the fuel oil composition according to the present invention is used, an operation region (PCCI combustion region) in which premixed compression ignition combustion is possible is expanded in a premixed compression ignition engine equipped with a reformer. In addition, CO ₂ emissions can be reduced.

DESCRIPTION OF SYMBOLS 1 Premixed compression ignition engine with a reformer 2 Tank 3 Pump 4 Fuel injection valve 5 Intake pipe 6 Engine main body 7 Reformer 8 Tank 9 Pump 10 Fuel injection valve 11 Exhaust gas purification catalyst 12 Tank 13 Injection system

Claims (2)

Used in a premixed compression ignition engine with a reformer equipped with a reformer that dehydrogenates the fuel oil composition using a dehydrogenation catalyst and reforms it into a reformed fuel oil composition; and
Sulfur content is 10 mass ppm or less, 90% distillation temperature is 360 ° C. or less, naphthene content is 73 % by volume or more, cetane number is 35 or more, and density at 15 ° C. is 0.800 g / cm ³ or more and 0.860 g / cm ^3. And
Premixed compression with a reformer, wherein the cetane number of the reformed fuel oil composition when the naphthene conversion is 99% is 12 or more lower than the cetane number of the fuel oil composition before reforming in the reformer Fuel oil composition for an ignition engine.   The fuel oil composition for a premixed compression ignition engine with a reformer according to claim 1, wherein the cetane number of the reformed fuel oil composition when the naphthene conversion is 99% is 28 or less.

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