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EP2759588B1 - Kraftstoff für selbstzündungsmotoren basierend auf monooxymethylendimethylether - Google Patents

Kraftstoff für selbstzündungsmotoren basierend auf monooxymethylendimethylether Download PDF

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Publication number
EP2759588B1
EP2759588B1 EP14152761.4A EP14152761A EP2759588B1 EP 2759588 B1 EP2759588 B1 EP 2759588B1 EP 14152761 A EP14152761 A EP 14152761A EP 2759588 B1 EP2759588 B1 EP 2759588B1
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Prior art keywords
fuel
dimethyl ether
weight
polyethylene glycol
monooxymethylene
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German (de)
English (en)
French (fr)
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EP2759588A1 (de
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Dr. Eberhard Jacob
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MAN Truck and Bus SE
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MAN Truck and Bus SE
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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
    • C10L10/00—Use of additives to fuels or fires for particular purposes
    • C10L10/06—Use of additives to fuels or fires for particular purposes for facilitating soot removal
    • 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
    • C10L1/02—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only
    • C10L1/026—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only for compression ignition
    • 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
    • C10L1/02—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only
    • 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
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/18—Organic compounds containing oxygen
    • C10L1/182—Organic compounds containing oxygen containing hydroxy groups; Salts thereof
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/18—Organic compounds containing oxygen
    • C10L1/185—Ethers; Acetals; Ketals; Aldehydes; Ketones
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/18—Organic compounds containing oxygen
    • C10L1/185—Ethers; Acetals; Ketals; Aldehydes; Ketones
    • C10L1/1852—Ethers; Acetals; Ketals; Orthoesters
    • 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
    • C10L10/00—Use of additives to fuels or fires for particular purposes
    • C10L10/12—Use of additives to fuels or fires for particular purposes for improving the cetane number
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10G—CRACKING HYDROCARBON OILS; PRODUCTION OF LIQUID HYDROCARBON MIXTURES, e.g. BY DESTRUCTIVE HYDROGENATION, OLIGOMERISATION, POLYMERISATION; RECOVERY OF HYDROCARBON OILS FROM OIL-SHALE, OIL-SAND, OR GASES; REFINING MIXTURES MAINLY CONSISTING OF HYDROCARBONS; REFORMING OF NAPHTHA; MINERAL WAXES
    • C10G2300/00—Aspects relating to hydrocarbon processing covered by groups C10G1/00 - C10G99/00
    • C10G2300/20—Characteristics of the feedstock or the products
    • C10G2300/30—Physical properties of feedstocks or products
    • C10G2300/307—Cetane number, cetane index
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/18—Organic compounds containing oxygen
    • C10L1/1811—Organic compounds containing oxygen peroxides; ozonides
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/18—Organic compounds containing oxygen
    • C10L1/192—Macromolecular compounds
    • C10L1/198—Macromolecular compounds obtained otherwise than by reactions involving only carbon-to-carbon unsaturated bonds homo- or copolymers of compounds having one or more unsaturated aliphatic radicals, each having only one carbon to carbon double bond, and at least one being terminated by an acyloxy radical of a saturated carboxylic acid, of carbonic acid
    • C10L1/1985—Macromolecular compounds obtained otherwise than by reactions involving only carbon-to-carbon unsaturated bonds homo- or copolymers of compounds having one or more unsaturated aliphatic radicals, each having only one carbon to carbon double bond, and at least one being terminated by an acyloxy radical of a saturated carboxylic acid, of carbonic acid polyethers, e.g. di- polygylcols and derivatives; ethers - esters
    • 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
    • C10L2230/00—Function and purpose of a components of a fuel or the composition as a whole
    • C10L2230/22—Function and purpose of a components of a fuel or the composition as a whole for improving fuel economy or fuel efficiency
    • 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
    • C10L2270/00—Specifically adapted fuels
    • C10L2270/02—Specifically adapted fuels for internal combustion engines
    • C10L2270/026—Specifically adapted fuels for internal combustion engines for diesel engines, e.g. automobiles, stationary, marine
    • 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
    • C10L2300/00—Mixture of two or more additives covered by the same group of C10L1/00 - C10L1/308
    • C10L2300/20—Mixture of two components
    • 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
    • C10L2300/00—Mixture of two or more additives covered by the same group of C10L1/00 - C10L1/308
    • C10L2300/40—Mixture of four or more components

Definitions

  • the invention relates to a fuel for compression ignition engines, i. H. a diesel fuel.
  • the invention has for its object to overcome the above disadvantages.
  • the invention is based on the object of fulfilling the existing legal requirements for reducing the CO 2 emission and the emission of air pollutants, using residual biomass and carbon dioxide as the starting material for producing a fuel for compression-ignition engines, and using as little as possible a soot-free combustion of the fuel in the engine in order to create the basis for very low exhaust emissions (local zero emissions based on the model of electric vehicles), to provide a non-toxic substitute for methanol, to achieve high exhaust gas recirculation compatibility for internal engine NO x reduction and the cost, volume and weight of To reduce exhaust gas aftertreatment systems, for example by avoiding particle filters.
  • CZ cetane number
  • the fuel according to the invention for compression ignition engines therefore includes monooxymethylene dimethyl ether as the base fuel.
  • Monooxymethylene dimethyl ether (dimethoxymethane) has the structural formula CH 3 OCH 2 OCH 3 .
  • monooxymethylene dimethyl ether initially has the advantage that, in contrast to all higher polyoxymethylene dimethyl ethers, such as a trioxymethylene dimethyl ether / tetraoxymethylene dimethyl ether mixture, it is already produced on an industrial scale.
  • the fuel for compression ignition engines according to the invention contains at least about 80% by weight, preferably at least about 90% by weight, and particularly preferably at least about 95% by weight, of monooxymethylene dimethyl ether.
  • the fuel according to the invention for compression ignition engines has a cetane number of 48 48.6, preferably 51 51.
  • the fuel according to the invention for compression ignition engines does not contain any proportions of conventional hydrocarbon-based diesel fuels. This ensures an even more advantageous soot-free fuel combustion.
  • the fuel for compression ignition engines according to the invention contains up to about 20% by weight, preferably up to about 5% by weight, particularly preferably up to about 3% by weight, of the at least one aforementioned n-polyoxyalkane type oxygenate.
  • the cetane number increases almost linearly with the concentration of the at least one n-polyoxaalkane type oxygenate.
  • the increase in the cetane number also correlates with the molecular weight MG of the n-polyoxaalkane type oxygenate used. This means that the higher the molecular weight, the less oxygenate of the n-polyoxaalkane type has to be used.
  • Oxygenates of the type n-polyoxaalkanes with a molecular weight MW> 1000 daltons are, however, less suitable, since they dissolve more poorly in monooxymethylene dimethyl ether, especially in the cold.
  • the polyethylene glycol dialkyl ethers are preferably polyethylene glycol dimethyl ethers.
  • the polyethylene glycol monoalkyl ether formals are preferably polyethylene glycol monomethyl ether formals.
  • polyoxymethylene dimethyl ethers have a molecular weight MW of 100 to 400 daltons, preferably 166 to 346 daltons.
  • the polyoxymethylene dimethyl ethers are preferably used in an amount of up to about 20% by weight, particularly preferably up to about 5% by weight and very particularly preferably up to about 3% by weight.
  • a particularly preferred polyoxymethylene dimethyl ether is tetraoxymethylene dimethyl ether, since this leads to a significant increase in viscosity.
  • the polyethylene glycol dimethyl ethers have a molecular weight MW of 400 to 1000 daltons, preferably of 500 to 1000 daltons.
  • the polyethylene glycol dimethyl ethers are preferably used in an amount of up to about 20% by weight and particularly preferably up to about 5% by weight.
  • Suitable polyethylene glycol dimethyl ethers are, for example, polyglycol DME 500, polyglycol DME 750 and polyglycol DME 1000, all available from Clariant.
  • Polyethylene glycol DME 500 is preferably used in an amount of up to approximately 20% by weight, particularly preferably up to approximately 10% by weight and very particularly preferably up to approximately 5% by weight.
  • Polyglycol DME 750 is preferably used in an amount of up to about 10% by weight and particularly preferably up to about 5% by weight.
  • Polyglycol DME 1000 is preferably used in an amount of up to about 6% by weight and particularly preferably up to 3% by weight.
  • Polyethylene glycol dialkyl ethers in particular polyethylene glycol dimethyl ether, are already being produced on an industrial scale, which facilitates the introduction of the fuel according to the invention for compression ignition engines.
  • the polyethylene glycol monomethyl ether formals preferably have a molecular weight of 400 to 1100 daltons.
  • Polyethylene glycol monomethyl ether formals are preferably used in an amount of up to about 20% by weight, particularly preferably up to about 10% by weight and very particularly preferably up to about 5% by weight.
  • Polyethylene glycol monomethyl ether formals with a molecular weight of 400 to 1100 daltons are particularly suitable.
  • tetraethylene glycol monomethyl ether formal with a MW of 428 daltons can be used.
  • polyethylene glycol monomethyl ether formal with a MW of 950 to 1070 daltons can also be used.
  • This is obtainable, for example, from two moles of polyethylene glycol monomethyl ether with a molecular weight of 470 to 530 Daltons (for example Polyglycol M from Clariant) and one mole of methanal.
  • Polyethylene glycol monoalkyl ether formals in particular polyethylene glycol monomethyl ether formals, can be prepared by known processes from the industrially produced polyethylene glycol monoalkyl ethers by reaction with methanal, e.g. B. as paraformaldehyde.
  • polyethylene glycol monoalkyl ether formals in particular polyethylene glycol monomethyl ether formals
  • polyoxymethylene dialkyl ethers in particular polyoxymethylene dimethyl ether.
  • At least one oxygenate of the n-polyoxaalkane type not only leads to the cetane number of the fuel according to the invention for compression ignition engines being increased to 48 48.6, preferably 51 51, but also to the physical properties of the fuel according to the invention for compression ignition engines, for example the viscosity, the surface tension, the vapor pressure and the compressibility (modulus of elasticity) are approximated to those of a diesel fuel.
  • the kinematic viscosity of monooxymethylene dimethyl ether is 0.40 mm 2 / s at 20 ° C and thus by a factor of 5 below the minimum requirements of the standard EN 590 (standard for diesel fuel DIN EN 590, May 2010 edition) of 2 mm 2 / s.
  • EN 590 standard for diesel fuel DIN EN 590, May 2010 edition
  • the difference can cause problems when using standard diesel injection systems. This can increase the amount of leaks in gap seals.
  • the use of at least one oxygenate of the n-polyoxaalkane type also remedies this by increasing the viscosity of the fuel according to the invention for compression-ignition engines. In this way, the injection characteristic can be influenced positively. For example, increasing the viscosity increases the mean drop diameter and the depth of penetration of the fuel jet.
  • the lubricity of monooxymethylene dimethyl ether is already in the range of a diesel fuel.
  • the use of at least one oxygenate of the n-polyoxaalkane type leads to a further improvement, i. H. to increase lubricity (HFRR reduction).
  • Monooxymethylene dimethyl ether has a surface tension of 21.2 mN / m at 25 ° C.
  • the use of at least one oxygenate of the n-polyoxaalkane type in the fuel according to the invention for compression ignition engines increases this value to up to 26 mN / m (in comparison, diesel fuel has a surface tension of 27 to 28 mN / m).
  • the surface tension has a significant influence on the droplet size distribution resulting from the atomization process and thus also on the penetration depth of the fuel jet.
  • the penetration depth of the jet can be influenced, for example, by using a suitable amount of the at least one oxygenate of the n-polyoxaalkane type.
  • Monooxymethylene dimethyl ether has a vapor pressure of 45 kPa at 20 ° C.
  • n-polyoxaalkane type oxygenate it is possible to lower the vapor pressure by up to 10%.
  • Equation 3 6 CH 3 OH + O 2 ⁇ 2 C 3 H 8th O 2 OME 1 + 2 H 2 O 6 CH 3 OH + 2 O 2 ⁇ C 6 H 14 O 5 OME 4 + 5 H 2 O
  • the fuel according to the invention for compression ignition engines contains di-tert-butyl peroxide (DTBP).
  • DTBP di-tert-butyl peroxide
  • Di-tert-butyl peroxide also leads to the desired increase in the cetane number.
  • Di-tert-butyl peroxide is preferably added in an amount of 0.01 to 0.3% by weight and particularly preferably in an amount of 0.1 to 0.2% by weight. A too low amount does not lead to the desired increase in cetane number, while an excessive amount should be avoided for cost reasons.
  • di-tert-butyl peroxide also has the advantage that, unlike nitrate-based cetane number improvers, such as 2-ethylhexyl nitrate, it burns without the formation of fuel NO x .
  • Di-tert-butyl peroxide is particularly suitable as a cetane number improver for fuels for compression ignition engines with monooxymethylene dimethyl ether as the base fuel.
  • the addition of 0.1% by weight of di-tert-butyl peroxide leads to this in connection with monooxymethylene dimethyl ether as the base fuel for an increase in the cetane number by 8 units, whereas for diesel fuel the average increase is only between 2 and 4 units (SAE 952368, 1995).
  • the fuel according to the invention for compression ignition engines contains monooxymethylene dimethyl ether, at least one oxygenate of the n-polyoxaalkane type and di-tert-butyl peroxide, the latter preferably in an amount of 0.01 to 0.3% by weight.
  • di-tert-butyl peroxide makes it possible, if desired, to reduce the amount of the at least one n-polyoxaalkane type oxygenate with respect to the increase in cetane number.
  • the fuel according to the invention for compression ignition engines contains at least 80% by weight of monooxymethylene dimethyl ether, 1 to 20% by weight, preferably 5 to 20% by weight, particularly preferably 5 to 19.7% by weight of at least one oxygenate of the n-polyoxaalkane type, selected from the group consisting of polyoxymethylene dimethyl ether, polyethylene glycol dimethyl ether and / or polyethylene glycol monomethyl ether formals, and 0.01 to 0.3% by weight of di-tert-butyl peroxide.
  • up to about 20% by weight, preferably up to 11.5% by weight and particularly preferably up to about 10% by weight, of the monooxymethylene dimethyl ether can be replaced by dimethyl ether.
  • Dimethyl ether serves as a substitute for monooxymethylene dimethyl ether.
  • Dimethyl ether has a vapor pressure of 504 kPa at 20 ° C and dissolves well in monooxymethylene dimethyl ether.
  • dimethyl ether makes it possible to adapt the vapor pressure of the fuel according to the invention for compression ignition engines to the European standard EN 228 (standard for petrol fuels DIN EN 228 edition 2007) and the cetane number and filterability to the standard EN 590.
  • EN 228 standard for petrol fuels DIN EN 228 edition 2007
  • the viscosity of the fuel according to the invention for compression ignition engines is approximated as far as possible to the requirements of the EN 590 standard.
  • the amounts of the components containing monooxymethylene dimethyl ether, oxygenates of the n-polyoxalkane type, if appropriate dimethyl ether and di-tert-butyl peroxide preferably give 100% by weight in terms of their% by weight.
  • the fuel for compression ignition engines according to the invention has a higher viscosity than monooxymethylene dimethyl ether, the cold filterability (CFPP) is retained, the density is increased and the cetane number is brought to a value of 48 48.6, preferably 51 51.
  • CFPP cold filterability
  • the fuel according to the invention for compression ignition engines in a preferred embodiment contains no hydrocarbons, i.e. no hydrocarbon-based diesel fuel.
  • the fuel according to the invention for compression ignition engines has the following advantages:
  • the fuel for compression ignition engines according to the invention enables the indirect use of methanol as a fuel for engines.
  • the approval of the supply of methanol as fuel at public petrol stations in the European Union and the USA appears to be excluded in the future due to its pronounced toxic properties.
  • methanol can be converted to monooxymethylene dimethyl ether on an industrial scale.
  • the fuel according to the invention for compression ignition engines thus enables the indirect use of methanol as fuel for compression ignition engines, since methanol is only suitable for the operation of spark ignition engines.
  • the fuel according to the invention for compression ignition engines thus enables the indirect use of methanol and dimethyl ether as liquid fuel for diesel engines.
  • Dimethyl ether is an excellent diesel fuel which, like monooxymethylene dimethyl ether, burns without soot.
  • the main disadvantage of dimethyl ether is its low boiling point of -25 ° C. It must therefore be handled as liquefied petroleum gas and therefore has the disadvantage that the existing infrastructure for liquid fuels cannot be used.
  • monooxymethylene dimethyl ether In contrast to methanol, monooxymethylene dimethyl ether is largely non-toxic. It is also used in cosmetics and pharmacy and has water hazard class 1.
  • the raw material methanol can be produced directly by hydrogenation of carbon dioxide. This makes it possible to recycle carbon dioxide from power plants, cement plants and steelworks and thus to achieve a theoretical reduction of up to 50% in carbon dioxide.
  • the combustion of the fuel according to the invention for compression-ignition engines in lean-burn compression-ignition engines is carried out analogously to the combustion of the gaseous dimethyl ether, even at high EGR rates, soot-free and particle-free. This allows very low NO x and particle number emissions to be achieved with internal engine measures.
  • the exhaust gas aftertreatment does not require a particle filter, but only an oxidation catalytic converter which prevents the emission of unburned and partially burned fuel according to the invention for compression ignition engines.
  • the advantages are the reduction in the calorific value-related fuel consumption due to the low exhaust gas back pressure of the exhaust system and a significant reduction in the costs, the space requirement and the weight of the exhaust gas aftertreatment system.
  • the fuel according to the invention for compression ignition engines can be produced largely free of sulfur compounds without any special additional cleaning. This enables the use of inexpensive non-precious metal catalysts for the post-oxidation of unburned oxygenates and carbon monoxide.
  • the fuel according to the invention for compression ignition engines can be used in engines which are lubricated with the chemically related engine oils based on polyalkylene glycol.
  • the usual entry of small amounts of fuel in the engine oil and smaller amounts of engine oil in the fuel remains without negative effects because of the chemical relationship of the two substances.
  • Monooxymethylene dimethyl ether is mixed with 20, 10 or 7.5 polyethylene glycol DME 500 (Clariant).
  • the cetane number of the mixtures increases from 40 (monooxymethylene dimethyl ether) to 75, 55 and 51.
  • the viscosity of the mixtures increases from 0.45 to 0.72, 0.53 and 0.50 mm 2 / s.
  • the CFPP drops from ⁇ -80 ° C to -17 ° C, -25 ° C or ⁇ -30 ° C ° C.
  • polyethylene glycol DME 1000 (Clariant) are dissolved in monooxymethylene dimethyl ether.
  • the mixture has a CZ of 53 or 50 and a viscosity of 0.49 or 0.44 mm 2 / s.
  • the CFPP increases to -3 ° C or - 10 ° C.
  • Monooxymethylene dimethyl ether is mixed with 10% by weight of polyethylene glycol DME 500 and 10% by weight of tetraoxymethylene dimethyl ether.
  • the CZ increases to 65.
  • the kinematic viscosity increases to 0.59 mm 2 / s.
  • the increase in lubricity is noteworthy (drop in the HFRR wear value to 240 ⁇ m).
  • the CFPP is -28 ° C.
  • Monooxymethylene dimethyl ether is mixed with 10% by weight of polyethylene glycol DME 500 and 5% by weight of tetraoxymethylene dimethyl ether.
  • the CZ rises to 55.
  • OME6-10 polyoxymethylene dimethyl ether
  • monooxymethylene dimethyl ether average MW 290
  • the fuels for compression ignition engines described in Examples 1 to 7 can absorb up to 11.5% by weight of dimethyl ether by pressing on gaseous dimethyl ether.
  • the dissolved amount of monooxymethylene dimethyl ether depends on the respective vapor pressure requirements of the seasons.
  • the properties of the fuels contained are comparable to those of Examples 1 to 7.
  • Pure monooxymethylene dimethyl ether (Ineos, Mainz 99.7%) has a CZ of 40, a viscosity of 0.45 mm 2 / s (20 ° C), a surface tension of 21.2 mN / m, and a vapor pressure of 20 ° C 42.6 kP and a CFPP below -60 ° C
  • the finely atomized fuel ignites and the resulting combustion gases lead to an increase in pressure in the combustion chamber.
  • the temporal pressure curve is recorded in high resolution and ignition delay and the cetane number are calculated.
  • AFIDA can be coupled with devices for determining the exhaust gas composition.
  • the composition of the combustion air can be specifically changed (setting a lambda value).
  • the device is calibrated like the CFR or BASF cetane number engine with primary standards.

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  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Engineering & Computer Science (AREA)
  • Organic Chemistry (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Health & Medical Sciences (AREA)
  • Emergency Medicine (AREA)
  • Combustion & Propulsion (AREA)
  • Liquid Carbonaceous Fuels (AREA)
EP14152761.4A 2013-01-28 2014-01-28 Kraftstoff für selbstzündungsmotoren basierend auf monooxymethylendimethylether Active EP2759588B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102013001490.5A DE102013001490A1 (de) 2013-01-28 2013-01-28 Kraftstoff für Selbstzündungsmotoren basierend auf Monooxymethylendimethylether

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US (1) US9447355B2 (ru)
EP (1) EP2759588B1 (ru)
CN (1) CN103992825B (ru)
BR (1) BR102014002085B1 (ru)
DE (1) DE102013001490A1 (ru)
RU (1) RU2642067C2 (ru)

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DE102014101947A1 (de) * 2014-02-17 2015-08-20 Man Truck & Bus Ag Kraftstoff für Selbstzündungsmotoren auf Basis von Polyoxymethylendialkylethern
CN104194846B (zh) * 2014-07-09 2016-03-09 中国人民解放军后勤工程学院 一种新型高原含氧柴油
US11365364B2 (en) 2020-10-07 2022-06-21 Saudi Arabian Oil Company Drop-in fuel for reducing emissions in compression-ignited engines
CN114015484A (zh) * 2021-10-29 2022-02-08 成都前成科技有限公司 一种含有dmm1-3组分的汽油掺烧料及其清洁汽油

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JP2002530515A (ja) * 1998-11-23 2002-09-17 ピュア エナジー コーポレイション ディーゼル燃料組成物
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US20060156619A1 (en) * 2004-12-24 2006-07-20 Crawshaw Elizabeth H Altering properties of fuel compositions
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Publication number Publication date
RU2642067C2 (ru) 2018-01-24
RU2014102564A (ru) 2015-08-10
BR102014002085B1 (pt) 2020-04-22
US20140223807A1 (en) 2014-08-14
DE102013001490A1 (de) 2014-08-14
CN103992825B (zh) 2017-04-12
BR102014002085A2 (pt) 2014-09-16
CN103992825A (zh) 2014-08-20
EP2759588A1 (de) 2014-07-30
US9447355B2 (en) 2016-09-20

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