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US20020151756A1 - 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
US20020151756A1
US20020151756A1 US09/978,510 US97851001A US2002151756A1 US 20020151756 A1 US20020151756 A1 US 20020151756A1 US 97851001 A US97851001 A US 97851001A US 2002151756 A1 US2002151756 A1 US 2002151756A1
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US
United States
Prior art keywords
less
fuel
common rail
diesel fuel
density
Prior art date
Legal status (The legal status 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 status listed.)
Abandoned
Application number
US09/978,510
Inventor
Alan Schilowitz
David Rickeard
John Bateman
Nicholas Mann
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ExxonMobil Technology and Engineering Co
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to US09/978,510 priority Critical patent/US20020151756A1/en
Priority to PCT/US2001/043691 priority patent/WO2002042619A2/en
Priority to JP2002544523A priority patent/JP2004514746A/en
Priority to EP01985995A priority patent/EP1341996A4/en
Priority to CA002428886A priority patent/CA2428886A1/en
Priority to AU2002236466A priority patent/AU2002236466A1/en
Assigned to EXXONMOBILE RESEARCH & ENGINEERING COMPANY reassignment EXXONMOBILE RESEARCH & ENGINEERING COMPANY ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: RICKEARD, DAVID J., SCHILWOTIZ, ALAN M., BATEMAN, JOHN R., MANN, NICHOLAS
Publication of US20020151756A1 publication Critical patent/US20020151756A1/en
Abandoned legal-status Critical Current

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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 T 90 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.
  • FIG. 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 stabilizers, antioxidants, combustion improvers, detergents, demulsifiers, dehazers, lubricity additives, antifoamants, antistatic agents, conductivity improvers, corrosion inhibitors, drag reducing agents, reodorants, dyes, markers and the like.
  • cetane improvers pour point depressants/cold flow improvers oxygenates (such as alcohols, ethers, esters, glycols, etc.), wax anti-settling additives, diesel fuel stabilizers, antioxidants, combustion improvers, detergents, demulsifiers, dehazers, lubricity additives, antifoamants, antistatic agents, conductivity improvers, corrosion inhibitors, drag reducing agents, reodorants, dyes, markers and the like
  • 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.
  • 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

    BACKGROUND OF THE INVENTION
  • 1. Field of the Invention [0001]
  • 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. [0002]
  • 2. Description of the Related Art [0003]
  • 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. [0004]
  • 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 T[0005] 90 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
  • FIG. 1 reports the emission levels of hydrocarbon, NO[0006] X, 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. [0007]
  • 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 stabilizers, antioxidants, combustion improvers, detergents, demulsifiers, dehazers, lubricity additives, antifoamants, antistatic agents, conductivity improvers, corrosion inhibitors, drag reducing agents, reodorants, dyes, markers and the like. [0008]
  • 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. [0009]
  • The invention is further described in the following non-limiting examples. [0010]
  • Four test fuels are described in Table 1, below. [0011]
    TABLE 1
    UK SWISS R-IMPROVED SWEDISH
    METHOD LS ADO LS ADO ADO CLASS 1 ADO
    Density (g/cm3) IP 365 0.8539 0.8251 0.8212 0.8155
    K.V. @ 40° C. (cSt) ASTM D4 45/6 3.475 2.078 2.637 2.008
    Sulfur (% wt) RD 86/10 0.05 0.03 0.05 <0.01
    Distillation (° C.) ASTM D86
    IBP 184 166 192 179
    T10 241
    T50
    T90
    T95
    FBP
    Cetane Number ASTM D613 50.1 49.9 56.6 56.4
    Aromatics (% m/m) IP 391
    Mono 20.3 21.4 13.9 4.1
    Di 5.0 3.4 2.8 0.0
    Tri + 1.4 0.5 0.2 0.0
    Di + Tri 6.4 4.0 3.0 0.0
    Total 26.7 25.4 16.9 4.1
  • 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 FIG. 1. [0012]
  • 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 [0013] Swedish Class 1 “City” diesel (density 0.8155 g/cc).
  • A similar trend is seen with respect to particular matter (P[0014] m×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. [0015]
  • 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. [0016]
  • Acceleration times are presented in Table 2, below. [0017]
    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. [0018]
  • 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. [0019]

Claims (12)

What is claimed is:
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.
US09/978,510 2000-11-21 2001-10-16 Method for reducing emissions from high pressure common rail fuel injection diesel engines Abandoned US20020151756A1 (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
US09/978,510 US20020151756A1 (en) 2000-11-21 2001-10-16 Method for reducing emissions from high pressure common rail fuel injection diesel engines
PCT/US2001/043691 WO2002042619A2 (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.
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
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 (2)

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

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AU (1) AU2002236466A1 (en)
CA (1) CA2428886A1 (en)
WO (1) WO2002042619A2 (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060112614A1 (en) * 2003-12-01 2006-06-01 Davenport John N Power increase and increase in acceleration performance of diesel fuel compositions
WO2007104709A1 (en) * 2006-03-10 2007-09-20 Shell Internationale Research Maatschappij B.V. Diesel fuel compositions
US20080000147A1 (en) * 2004-02-09 2008-01-03 Spivey David L Fuel Composition Containing a Medium Substantially Free of Sulphur and Process Thereof
US20090165760A1 (en) * 2007-12-28 2009-07-02 Ian Richard Buttery Operating a turbo charged diesel engine
US20090241882A1 (en) * 2008-03-26 2009-10-01 Andreas Hugo Brunner Method for increasing the viscosity of automotive fuel compositions
US11499106B2 (en) 2018-11-26 2022-11-15 Shell Usa, Inc. Fuel compositions

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1994020593A1 (en) * 1993-03-05 1994-09-15 Mobil Oil Corporation Low emissions diesel fuel
US6045120A (en) * 1998-01-13 2000-04-04 Cummins Engine Company, Inc. Flow balanced spill control valve

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060112614A1 (en) * 2003-12-01 2006-06-01 Davenport John N Power increase and increase in acceleration performance of diesel fuel compositions
US7638661B2 (en) * 2003-12-01 2009-12-29 Shell Oil Company Power increase and increase in acceleration performance of diesel fuel compositions
US20080000147A1 (en) * 2004-02-09 2008-01-03 Spivey David L Fuel Composition Containing a Medium Substantially Free of Sulphur and Process Thereof
US7938867B2 (en) * 2004-02-09 2011-05-10 The Lubrizol Corporation Fuel composition containing a medium substantially free of sulphur and process thereof
WO2007104709A1 (en) * 2006-03-10 2007-09-20 Shell Internationale Research Maatschappij B.V. Diesel fuel compositions
US20070265479A1 (en) * 2006-03-10 2007-11-15 Jorg Landschof Diesel fuel compositions
US8541635B2 (en) 2006-03-10 2013-09-24 Shell Oil Company Diesel fuel compositions
US20090165760A1 (en) * 2007-12-28 2009-07-02 Ian Richard Buttery Operating a turbo charged diesel engine
US20090241882A1 (en) * 2008-03-26 2009-10-01 Andreas Hugo Brunner Method for increasing the viscosity of automotive fuel compositions
US11499106B2 (en) 2018-11-26 2022-11-15 Shell Usa, Inc. Fuel compositions

Also Published As

Publication number Publication date
WO2002042619A2 (en) 2002-05-30
JP2004514746A (en) 2004-05-20
AU2002236466A1 (en) 2002-06-03
EP1341996A4 (en) 2012-02-29
CA2428886A1 (en) 2002-05-30
WO2002042619A3 (en) 2002-07-25
EP1341996A2 (en) 2003-09-10

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STCB Information on status: application discontinuation

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