The No-Harm Performance of Lubricity Additives for Low Sulphur Diesel Fuels

Mozdzen, Edward C.; Wall, Stephen W.; Byfleet, William D.

doi:10.4271/982571

Cited by 8 publications

(5 citation statements)

References 5 publications

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“…Unadditized Swedish EC1 diesel and unadditized low-sulfur Canadian winter diesel have a WSD of 615 and 664 μm, respectively . Similar to other severely hydrotreated low-sulfur diesel, the FT diesel blends fail to comply with the lubricity specifications (see Table ) without a lubricity improver.…”

Section: Resultsmentioning

confidence: 94%

“…Similarly to conventional diesel obtained from severe hydrotreatment done to remove sulfur and aromatic components, as is the case with Swedish EC1 diesel, the hydroprocessed LTFT diesel has poor lubrication properties. It is now known that it is not the reduction in the sulfur and aromatic compounds of hydroprocessed fuels that reduces fuel lubricity but rather the reduction of other natural surface-active polar compounds in the fuel. − However, LTFT diesel may be dosed with any one of a variety of lubricity improver additives to attain an acceptable level of lubricity performance.…”

Section: Introductionmentioning

confidence: 99%

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Performance Synergies between Low-Temperature and High-Temperature Fischer−Tropsch Diesel Blends

2007

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The highly paraffinic related fuel properties such as high H:C ratio, high cetane number, and low density together with the virtually zero-sulfur and very low aromatics content of low-temperature Fischer-Tropsch (LTFT) derived synthetic diesel contribute to its clean combustion performance. The low density and low aromatic content however results in LTFT diesel having a lower volumetric heating value than conventional diesel and elastomer compatibility concerns where the diesel is to be used in a mixed fuel scenario. Blending LTFT diesel with another synthetic derived fuel with similar, good fuel properties, but which contains monoaromatics, such as the coal derived high-temperature Fischer-Tropsch (HTFT) diesel, could unlock potential performance synergies in the fuel properties of such blends. The Fischer-Tropsch (FT) diesel blends have an ultralow sulfur content, high cetane number, and good cold flow properties and are stable under specified storage and oxidizing conditions. With the presence of about 25% mono-aromatics in HTFT diesel, the shrinking nature of swollen elastomer seals typically found in diesel fuel injection systems is less when exposed to the FT blend than when exposed to neat LTFT diesel. The HTFT diesel improves the volumetric heating value and fuel economy of the LTFT diesel in such an FT blend with comparable particular matter and hydrocarbon exhaust emissions. Although the blend with HTFT diesel increases the volumetric heating value, it decreases the specific heating value (mass basis). These alternative diesel fuel blends therefore provide future fuel characteristics that are compatible with current infrastructure and technology.

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Section: Resultsmentioning

confidence: 94%

Section: Introductionmentioning

confidence: 99%

Performance Synergies between Low-Temperature and High-Temperature Fischer−Tropsch Diesel Blends

2007

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“…10 restore the lubricity of these fuels, the use of additives or blends with another fuel of enhanced lubricity is required [2]. For this reason the influence of different compounds on the lubricity of diesel fuels has been tested and oxygenated compounds were ordered regarding their lubricity enhancing potential (COOH > CHO > OH > COOCH 3 > c=o > C-O-C) [3].…”

Section: Introduetionmentioning

confidence: 99%

Effect of fatty acid composition of methyl and ethyl esters on the lubricity at different humidities

Lapuerta

Sánchez-Valdepeñas

Bolonio

et al. 2016

Fuel

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Lubricity of individual fatty acid methyl or ethyl esters and biodiesel fuels has been measured using a high frequency reciprocating rig (HFRR). Tests have been carried out varying the ambient humidity to assess the effect of this parameter on the lubricity of the fuels. The European standard proposes a single humidity correction factor for al! the fuels, regardless their composition. lt has been proved in this study that this factor is not constant and it depends on the fu el composition. For this reason two different correlations have been proposed for the estimation of the humidity correction factor and normalized wear scar as a function of different fuel compositional characteristics. The infiuence of the water content on the lubricity and the relationship between humidity and water content ofthe fuel has been studied revealing that the effect of the air humidity is an indirect effect of the hygroscopy of the fue!.

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“…9 Furthermore, a severe hydrotreatment side effect will be a further reduction in the "natural" lubricity of the resulting fuel blend. 10,11 As a result, refineries need to add certain additives to restore the original lubricity, this to avoid mechanical problems in engines.…”

Section: Introductionmentioning

confidence: 99%

“…To reduce the sulfur content to meet the new regulations, the reactor size needs to be increased by factors of 5−15 , As a result, refineries need to add certain additives to restore the original lubricity, this to avoid mechanical problems in engines. …”

Section: Introductionmentioning

confidence: 99%

Desulfurization of Commercial Jet Fuels by Adsorption via π-Complexation with Vapor Phase Ion Exchanged Cu(I)−Y Zeolites

Hernández‐Maldonado

Yang

Cannella

2004

Ind. Eng. Chem. Res.

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Desulfurization of a commercial jet fuel by vapor phase ion exchange (VPIE) Cu(I)-Y adsorbents were studied in a fixed-bed adsorber operated at ambient temperature and pressure. When used with an activated alumina guard bed, Cu(I)-Y(VPIE) provides by far the best adsorption capacities. In general, the adsorbents tested for total sulfur adsorption capacity at breakthrough follow the order Selexsorb CDX < Cu(I)-Y(VPIE) < Selexsorb CDX/Cu(I)-Y(VPIE). The best adsorbent, Selexsorb CDX/Cu(I)-Y(VPIE) (layered bed of 25 wt % activated alumina followed by Cu(I)-Y), is capable of producing 38 cm 3 of jet fuel per gram of adsorbent with a weighted average content of 0.071 ppmw-S. The sorbent is also capable of producing about 50 cm 3 of jet fuel with a sulfur content of less than 1 ppmw-S. These low-sulfur fuels are suitable for fuel cell applications. Regeneration tests have shown the sorbent capacity can be fully recovered using calcination/reduction methods. Gas chromatography-flame photometric detection results show that the π-complexation sorbents selectively adsorb highly substituted benzothiophenes from jet fuel, which is not possible by using conventional hydrodesulfurization reactors. The high sulfur selectivity and high sulfur capacity of Cu(I)-Y(VPIE) were due to π-complexation.

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The No-Harm Performance of Lubricity Additives for Low Sulphur Diesel Fuels

Cited by 8 publications

References 5 publications

Performance Synergies between Low-Temperature and High-Temperature Fischer−Tropsch Diesel Blends

Performance Synergies between Low-Temperature and High-Temperature Fischer−Tropsch Diesel Blends

Effect of fatty acid composition of methyl and ethyl esters on the lubricity at different humidities

Desulfurization of Commercial Jet Fuels by Adsorption via π-Complexation with Vapor Phase Ion Exchanged Cu(I)−Y Zeolites

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