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WO2021160694A1 - Utilisation d'un gazole paraffinique - Google Patents

Utilisation d'un gazole paraffinique Download PDF

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Publication number
WO2021160694A1
WO2021160694A1 PCT/EP2021/053242 EP2021053242W WO2021160694A1 WO 2021160694 A1 WO2021160694 A1 WO 2021160694A1 EP 2021053242 W EP2021053242 W EP 2021053242W WO 2021160694 A1 WO2021160694 A1 WO 2021160694A1
Authority
WO
WIPO (PCT)
Prior art keywords
gasoil
fuel
paraffinic
scr
diesel
Prior art date
Application number
PCT/EP2021/053242
Other languages
English (en)
Inventor
Huw Lloyd JONES
Alastair Graham SMITH
Richard Hugh Clark
Daniel Michael MASON
Original Assignee
Shell Internationale Research Maatschappij B.V.
Shell Oil Company
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Shell Internationale Research Maatschappij B.V., Shell Oil Company filed Critical Shell Internationale Research Maatschappij B.V.
Priority to EP21703484.2A priority Critical patent/EP4103823A1/fr
Priority to CA3170647A priority patent/CA3170647A1/fr
Priority to JP2022548839A priority patent/JP2023513352A/ja
Publication of WO2021160694A1 publication Critical patent/WO2021160694A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • 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
    • C10G2/00—Production of liquid hydrocarbon mixtures of undefined composition from oxides of carbon
    • C10G2/30—Production of liquid hydrocarbon mixtures of undefined composition from oxides of carbon from carbon monoxide with hydrogen
    • C10G2/32—Production of liquid hydrocarbon mixtures of undefined composition from oxides of carbon from carbon monoxide with hydrogen with the use of catalysts
    • 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
    • C10G3/00—Production of liquid hydrocarbon mixtures from oxygen-containing organic materials, e.g. fatty oils, fatty acids
    • C10G3/50—Production of liquid hydrocarbon mixtures from oxygen-containing organic materials, e.g. fatty oils, fatty acids in the presence of hydrogen, hydrogen donors or hydrogen generating compounds
    • 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
    • C10L1/04—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
    • 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
    • C10G2300/302—Viscosity
    • 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
    • C10G2300/308—Gravity, density, e.g. API
    • 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
    • C10G2400/00—Products obtained by processes covered by groups C10G9/00 - C10G69/14
    • C10G2400/06—Gasoil
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
    • F01N2900/1806—Properties of reducing agent or dosing system
    • F01N2900/1812—Flow rate
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
    • Y02P30/00—Technologies relating to oil refining and petrochemical industry
    • Y02P30/20—Technologies relating to oil refining and petrochemical industry using bio-feedstock
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to the use of a paraffinic gasoil for providing certain benefits in a Selective Catalytic Reduction (SCR) system fitted to a compression ignition engine.
  • the present invention relates to the use of a paraffinic gasoil for reducing the amount of SCR reagent required in a Selective Catalytic Reduction system fitted to a compression ignition engine.
  • SCR Selective Catalytic Reduction
  • an SCR reagent for example, urea
  • an SCR reagent is injected into the stream of engine exhaust gases. Once mixed with the exhaust gases the SCR reagent undergoes decomposition to produce ammonia. The mixture of ammonia and exhaust gases enters the SCR catalyst where the ammonia reduces the NOx to nitrogen.
  • SCR systems Whilst SCR systems are renowned for their efficient removal of NOx emissions, they do require an "on-board" supply of the SCR reagent. The consumption of this SCR reagent will vary according to the engine operating conditions, but over average driving conditions it is typically in the range of 3% to 8% of the parallel fuel consumption. This can be a cost and/or health and safety burden to a vehicle owner, especially a vehicle fleet operator.
  • AdBlue RTM
  • RTM can corrode some metals and needs to be rinsed off immediately if spilt on the skin, and there are recommendations to wear protective gloves during the filling procedure.
  • a paraffinic gasoil in a diesel fuel composition for reducing the amount of SCR reagent required by an SCR (Selective Catalytic Reduction) System fitted to a compression ignition internal combustion engine.
  • a method for reducing the amount of SCR reagent required by an SCR (Selective Catalytic Reduction) System fitted to a compression ignition internal combustion engine comprises a step of introducing into said engine a diesel fuel composition which comprises a paraffinic gasoil.
  • Figure 1 is a graphical representation of the results shown in Table 3 below.
  • a paraffinic gasoil in a diesel fuel composition for the purpose of reducing the amount of SCR reagent required by an SCR (Selective Catalytic Reduction) System fitted to a compression ignition engine.
  • SCR Selective Catalytic Reduction
  • the term "reducing the amount of SCR reagent required” embraces any degree of reduction in the amount of SCR reagent required by the SCR system.
  • the reduction in the amount of SCR reagent required may be of the order of 5% or more, preferably 10% or more, more preferably 20% or more, and especially 40% or more compared to the amount of SCR reagent required by an analogous SCR system when an analogous fuel formulation is used to fuel the compression ignition engine but which does not contain a paraffinic gasoil (for example, wherein the analogous fuel formulation contains or consists of an EN590 refinery diesel base fuel instead of a paraffinic gasoil).
  • the term 'SCR reagent' means a substance or solution of a substance which is stored on board the vehicle and in accordance with the engine- exhaust system demand is introduced (e.g. sprayed) into the exhaust gas stream for reaction with exhaust NOx over an SCR catalyst.
  • the SCR reagent for use herein is any reagent suitable for use in an SCR system which of itself or through its breakdown products is capable of reacting with (i.e. reducing) the NOx within the exhaust gases (NOx) to produce nitrogen.
  • the SCR reagent can be ammonia itself or any substance whose breakdown products include ammonia.
  • the SCR reagent is selected from urea, ammonia, ammonium salts such as ammonium formate and ammonium carbamate, and mixtures thereof.
  • the SCR reagent can be present in anhydrous form or as an aqueous solution.
  • the SCR reagent is urea, preferably an aqueous solution of urea.
  • AdBlue commercially available from fuel and other suppliers, defined by the specification ISO 22241.
  • a first essential component of the diesel fuel composition herein is a paraffinic gasoil.
  • the paraffinic gasoil fuel is preferably present in the diesel fuel composition herein at a level in the range from 20% v/v to 100% m/m, preferably from 50% v/v to 100% v/v, more preferably from 80% v/v to 100 %v/v, even more preferably from 90% v/v to 100% v/v, based on the total diesel fuel composition.
  • the paraffinic gasoil fuel is present in the diesel fuel composition as a blend together with a diesel base fuel, such as an EN590 refinery diesel base fuel.
  • a diesel base fuel such as an EN590 refinery diesel base fuel.
  • the paraffinic gasoil oil fuel is preferably present in the diesel fuel composition at a level in the range from 10% v/v to 99% v/v, more preferably from 20% v/v to 70% v/v, even more preferably from 20% v/v to 50% v/v, and especially from 20% v/v to 30% v/v, based on the total diesel fuel composition.
  • paraffinic gasoil for use in the present invention can be derived from any suitable source as long as it is suitable for use in a diesel fuel composition.
  • Suitable paraffinic gasoils include, for example, Fischer-Tropsch derived gasoils, and gasoils derived from hydrogenated vegetable oil (HVO), and mixtures thereof.
  • the paraffinic gasoil used herein is preferably a Fischer-Tropsch derived gasoil fuel.
  • the paraffinic nature of Fischer-Tropsch derived gasoil means that diesel fuel compositions containing it will have high cetane numbers compared to conventional diesel.
  • paraffinic gasoil While Fischer-Tropsch derived gasoil is the preferred paraffinic gasoil for use herein, the term "paraffinic gasoil” as used herein also includes those paraffinic gasoils derived from the hydrotreating of vegetable oils (HVO).
  • HVO hydrotreating of vegetable oils
  • the HVO process is based on an oil refining technology. In the process, hydrogen is used to remove oxygen from the triglyceride vegetable oil molecules and to split the triglyceride into three separate chains thus creating paraffinic hydrocarbons.
  • the paraffinic gasoil for use herein (i.e. the Fischer- Tropsch derived gasoil, the hydrogenated vegetable oil derived gasoil, and the like) will preferably consist of at least 95% w/w, more preferably at least 98% w/w, even more preferably at least 99.5% w/w, and most preferably up to 100% w/w of paraffinic components, preferably iso- and normal paraffins.
  • Fischer-Tropsch derived is meant that a fuel or base oil is, or derives from, a synthesis product of a Fischer-Tropsch condensation process.
  • non- Fischer-Tropsch derived may be interpreted accordingly.
  • a Fischer-Tropsch derived fuel may also be referred to as a GTL (gas-to-liquid) fuel.
  • the carbon monoxide and hydrogen may themselves be derived from organic or inorganic, natural or synthetic sources, typically either from natural gas or from organically derived methane.
  • Gas oil, kerosene fuel and base oil products may be obtained directly from the Fischer-Tropsch reaction, or indirectly for instance by fractionation of Fischer- Tropsch synthesis products or from hydrotreated Fischer- Tropsch synthesis products.
  • Hydrotreatment can involve hydrocracking to adjust the boiling range (see, e. g. GB2077289 and EP0147873) and/or hydroisomerisation which can improve cold flow properties by increasing the proportion of branched paraffins.
  • EP0583836 describes a two-step hydrotreatment process in which a Fischer- Tropsch synthesis product is firstly subjected to hydroconversion under conditions such that it undergoes substantially no isomerisation or hydrocracking (this hydrogenates the olefinic and oxygen-containing components), and then at least part of the resultant product is hydroconverted under conditions such that hydrocracking and isomerisation occur to yield a substantially paraffinic hydrocarbon fuel or oil.
  • Desired diesel fuel fraction (s) may subsequently be isolated for instance by distillation.
  • post-synthesis treatments such as polymerisation, alkylation, distillation, cracking- decarboxylation, isomerisation and hydroreforming, may be employed to modify the properties of Fischer-Tropsch condensation products, as described for instance in US-A- 4125566 and US-A-4478955.
  • Typical catalysts for the Fischer-Tropsch synthesis of paraffinic hydrocarbons comprise, as the catalytically active component, a metal from Group VIII of the periodic table, in particular ruthenium, iron, cobalt or nickel. Suitable such catalysts are described for instance in EP0583836.
  • Fischer-Tropsch based process is the SMDS (Shell Middle Distillate Synthesis) described in "The Shell Middle Distillate Synthesis Process", van der Burgt et al (vide supra).
  • This process also sometimes referred to as the Shell “Gas-to-Liquids” or “GTL” technology) produces diesel range products by conversion of a natural gas (primarily methane) derived synthesis gas into a heavy long-chain hydrocarbon (paraffin) wax which can then be hydroconverted and fractionated to produce liquid transport fuels such as gasoils and kerosene.
  • a natural gas primarily methane
  • paraffin paraffin
  • a Fischer- Tropsch derived gasoil has essentially no, or undetectable levels of, sulphur and nitrogen. Compounds containing these heteroatoms tend to act as poisons for Fischer-Tropsch catalysts and are therefore removed from the synthesis gas feed. Further, the process as usually operated produces no or virtually no aromatic components.
  • the aromatics content of a Fischer- Tropsch gasoil will typically be below 1% w/w, preferably below 0.5% w/w and more preferably below 0.1% w/w.
  • Fischer-Tropsch derived fuels have relatively low levels of polar components, in particular polar surfactants, for instance compared to petroleum derived fuels. It is believed that this can contribute to improved antifoaming and dehazing performance.
  • polar components may include for example oxygenates, and sulphur and nitrogen containing compounds.
  • a low level of sulphur in a Fischer-Tropsch derived fuel is generally indicative of low levels of both oxygenates and nitrogen-containing compounds, since all are removed by the same treatment processes.
  • the Fischer-Tropsch derived gasoil fuel used in the present invention is a liquid hydrocarbon middle distillate fuel with a distillation range similar to that of a petroleum derived diesel, that is typically within the 160°C to 400°C range, preferably with a T95 of 360°C or less.
  • Fischer-Tropsch derived fuels tend to be low in undesirable fuel components such as sulphur, nitrogen and aromatics.
  • the Fischer-Tropsch derived gasoil fuel used in the present invention will typically have a density (as measured by EN ISO 12185) of from 0.76 to 0.80, preferably from 0.77 to 0.79, more preferably from 0.775 to 0.785 g/cm 3 at 15°C.
  • the Fischer-Tropsch derived gasoil fuel used in the present invention preferably has a cetane number (ASTM D613) of greater than 70, suitably from 70 to 85, most suitably from 70 to 77.
  • the Fischer-Tropsch derived gasoil fuel used in the present invention preferably has a kinematic viscosity at 40°C (as measured according to ASTM D445) in the range from 2.0 mm 2 /s to 5.0 mm 2 /s, preferably from 2.5 mm 2 /s to 4.0 mm 2 /s.
  • the Fischer-Tropsch derived gasoil used in the present invention preferably has a sulphur content (ASTM D2622) of 5 ppmw (parts per million by weight) or less, preferably of 2 ppmw or less.
  • the Fischer-Tropsch derived gasoil fuel as used in the present invention is that produced as a distinct finished product, that is suitable for sale and used in applications that require the particular characteristics of a gasoil fuel. In particular, it exhibits a distillation range falling within the range normally relating to Fischer-Tropsch derived gasoil fuels, as set out above.
  • a fuel composition according to the present invention may include a mixture of two or more Fisher- Tropsch derived gasoil fuels.
  • the Fischer-Tropsch derived components used herein i.e. the Fischer-Tropsch derived gasoil
  • the Fischer-Tropsch derived components used herein i.e. the Fischer-Tropsch derived gasoil
  • the Fischer-Tropsch derived components used herein preferably comprise no more than 1% w/w, more preferably no more than 0.5% w/w, of olefins, by weight of the Fischer-Tropsch derived component.
  • diesel fuel compositions described herein are particularly suitable for use as a diesel fuel, and can be used for arctic applications, as winter grade diesel fuel due to the excellent cold flow properties.
  • a cloud point of -10 ° C or lower (EN 23015) or a cold filter plugging point (CFPP) of -20 ° C or lower (as measured by EN 116) may be possible with fuel compositions herein.
  • the diesel fuel compositions described herein may comprise a diesel base fuel in addition to a paraffinic gasoil.
  • the diesel base fuel may be any petroleum derived diesel suitable for use in an internal combustion engine, such as a petroleum derived low sulphur diesel comprising ⁇ 50 ppm of sulphur, for example, an ultra-low sulphur diesel (ULSD) or a zero sulphur diesel (ZSD).
  • a petroleum derived low sulphur diesel comprising ⁇ 50 ppm of sulphur
  • ULSD ultra-low sulphur diesel
  • ZSD zero sulphur diesel
  • the low sulphur diesel comprises ⁇ 10 ppm of sulphur.
  • the petroleum derived low sulphur diesel preferred for use in the present invention will typically have a density from 0.81 to 0.865, preferably 0.82 to 0.85, more preferably 0.825 to 0.845 g/cm 3 at 15 ° C; a cetane number (ASTM D613) of at least 51; and a kinematic viscosity (ASTM D445) from 1.5 to 4.5, preferably 2.0 to 4.0, more preferably from 2.2 to 3.7 mm 2 /s at 40 ° C.
  • the diesel base fuel is a conventional petroleum-derived diesel.
  • the fuel composition may be additivated with fuel additives.
  • the (active matter) concentration of each such additive in a fuel composition is preferably up to 10000 ppmw, more preferably in the range from 5 to 1000 ppmw, advantageously from 75 to 300 ppmw, such as from 95 to 150 ppmw.
  • Such additives may be added at various stages during the production of a fuel composition; those added to a base fuel at the refinery for example might be selected from anti-static agents, pipeline drag reducers, middle distillate flow improvers (MDFI) (e.g., ethylene/vinyl acetate copolymers or acrylate/maleic anhydride copolymers), lubricity enhancers, anti-oxidants and wax anti-settling agents.
  • MDFI middle distillate flow improvers
  • anti-oxidants e.g., ethylene/vinyl acetate copolymers or acrylate/maleic anhydride copolymers
  • the fuel composition may include a detergent, by which is meant an agent (suitably a surfactant) which can act to remove, and/or to prevent the build-up of, combustion related deposits within an engine, in particular in the fuel injection system such as in the injector nozzles.
  • a detergent by which is meant an agent (suitably a surfactant) which can act to remove, and/or to prevent the build-up of, combustion related deposits within an engine, in particular in the fuel injection system such as in the injector nozzles.
  • a detergent preferred concentrations are in the range 20 to 500 ppmw active matter detergent based on the overall fuel composition, more preferably 40 to 500 ppmw, most preferably 40 to 300 ppmw or 100 to 300 ppmw or 150 to 300 ppmw.
  • Detergent-containing diesel fuel additives are known and commercially available.
  • suitable detergent additives include polyolefin substituted succinimides or succinamides of polyamines, for instance polyisobutylene succinimides or polyisobutylene amine succinamides, aliphatic amines, Mannich bases or amines and polyolefin (e.g. polyisobutylene) maleic anhydrides.
  • polyolefin substituted succinimides such as polyisobutylene succinimides.
  • lubricity enhancers include lubricity enhancers; dehazers, e.g. alkoxylated phenol formaldehyde polymers; anti-foaming agents (e.g. commercially available polyether-modified polysiloxanes); ignition improvers (cetane improvers) (e.g. 2-ethylhexyl nitrate (EHN), cyclohexyl nitrate, di-tert-butyl peroxide and those disclosed in US4208190 at column 2, line 27 to column 3, line 21); anti-rust agents (e.g.
  • succinic acid derivative having on at least one of its alpha-carbon atoms an unsubstituted or substituted aliphatic hydrocarbon group containing from 20 to 500 carbon atoms, e.g. the pentaerythritol diester of polyisobutylene-substituted succinic acid); corrosion inhibitors; reodorants; anti-wear additives; anti oxidants (e.g.
  • phenolics such as 2,6-di-tert-butylphenol, or phenylenediamines such as N,N'-di-sec-butyl-p- phenylenediamine); metal deactivators; static dissipator additives; and mixtures thereof.
  • the additive contains an anti foaming agent, more preferably in combination with an anti-rust agent and/or a corrosion inhibitor and/or a lubricity additive.
  • a lubricity enhancer be included in the fuel composition, especially when it has a low (e.g. 500 ppmw or less) sulfur content.
  • the lubricity enhancer is conveniently present at a concentration from 50 to 1000 ppmw, preferably from 100 to 1000 ppmw, based on the overall fuel composition.
  • the (active matter) concentration of any dehazer in the fuel composition will preferably be in the range from 1 to 20 ppmw, more preferably from 1 to 15 ppmw, still more preferably from 1 to 10 ppmw and advantageously from 1 to 5 ppmw.
  • the (active matter) concentration of any ignition improver present will preferably be 600 ppmw or less, more preferably 500 ppmw or less, conveniently from 300 to 500 ppmw.
  • the present invention may in particular be applicable where the fuel composition is used or intended to be used in a direct injection diesel engine, for example of the rotary pump, in-line pump, unit pump, electronic unit injector or common rail type, or in an indirect injection diesel engine.
  • the fuel composition herein may be suitable for use in heavy-and/or light-duty diesel engines, and in engines designed for on-road use or off-road use.
  • the diesel fuel composition herein preferably has one or more of the following characteristics:
  • -a cloud point in the range from 0°C to -13°C, more preferably from -5°C to -8°C;
  • -a CFPP in the range of from -8°C to -30°C, more preferably from -15°C to -20°C.
  • Fuel 1 was a GTL gasoil containing 10 ppm of a hindered phenol antioxidant (2,6-di-tert-butyl-4-methylphenol otherwise known as BHT).
  • Table 1 shows the physical and compositional characteristics of the GTL gasoil (Fuel 1) used in Example 1.
  • the GTL gasoil (Fuel 1) was obtained from Pearl GTL, Ras Laffan and is commercially available from the Shell/Royal Dutch Group of Companies.
  • Fuel 2 was a conventional diesel fuel (Diesel B7).
  • Diesel B7 The physical characteristics of the conventional diesel fuel (Diesel B7) used in the examples (Fuel 2) is shown in Table 2.
  • Diesel B7 means diesel base fuel containing 7% biofuel components.
  • Fuel 1 (GTL gasoil) (EN15940)
  • Example 1 The vehicle used in Example 1 was a modern technology (Euro VI) Mercedes Actros HGV truck which has an SCR system fitted to it.
  • AdBlue (RTM) (defined by the specification ISO 22241), readily available on the European market, was used as the SCR reagent for the SCR system.
  • Example 3 The average amount of SCR reagent used in Example 1 versus fuel type is shown in Table 3 below.
  • Figure 1 is a graph of the results set out in Table 3.
  • AFC Annual Fuel Consumption in litres
  • b AdBlue consumption benefit from GTL, expressed as a fraction
  • AAF AdBlue fills in one year
  • AAF and RAF can be expressed by the following equations: aAFC
  • AdBlue consumption is typically 4% to 6% of fuel consumption so a figure of 5% has been used, i.e. is taken to be 0.05.
  • Fuel 3 was a GTL gasoil containing 10 ppm of a hindered phenol antioxidant (2,6-di-tert-butyl-4-methylphenol otherwise known as BHT).
  • Table 5 shows the physical and compositional characteristics of the GTL gasoil (Fuel 3) used in Example 3.
  • the GTL gasoil (Fuel 3) was obtained from Pearl GTL, Ras Laffan and is commercially available from the Shell/Royal Dutch Group of Companies.
  • Fuel 4 was a conventional diesel fuel (Diesel B7).
  • Fuel 3 (GTL gasoil) (EN15940) and of Fuel 4 (Diesel B7) (EN590)
  • Example 3 was to generate further experimental data to support the results obtained in Example 1, in particular by expanding the test to a larger number of vehicles, specifically a fleet of four.
  • Example 3 Four vehicles were used in Example 3. These were modern technology (three of Euro VI-C, one of Euro Vl-D) Mercedes Actros HGV trucks which have an SCR system fitted to them. AdBlue (RTM) (defined by the specification ISO 22241), readily available on the European market, was used as the SCR reagent for the SCR system of each vehicle.
  • AdBlue (RTM) (defined by the specification ISO 22241), readily available on the European market, was used as the SCR reagent for the SCR system of each vehicle.
  • Test runs of the four trucks were of an extended duration in comparison to the 3 hour test runs of Example 1.
  • DPF Diesel Particulate Filter
  • test runs of the four trucks were run around an oval test track at 70 kph using 2 driver shifts per day until the DPF (Diesel Particulate Filter) soot loading had reached the DPF regeneration point.
  • ECU Engine Control Unit
  • Example 3 The average amount of SCR reagent used in Example 3 versus fuel type for each of the four vehicles is shown in Table 6 below.

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Abstract

L'invention concerne l'utilisation d'un gazole paraffinique dans une composition de carburant diesel pour réduire la quantité de réactif SCR requise par un système SCR intégré à un moteur à combustion interne à allumage par compression. La présente invention présente l'avantage que le nombre de remplissages de réactif SCR par an est réduit, ce qui permet de réduire au minimum l'exposition de l'utilisateur à un liquide corrosif.
PCT/EP2021/053242 2020-02-12 2021-02-10 Utilisation d'un gazole paraffinique WO2021160694A1 (fr)

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EP21703484.2A EP4103823A1 (fr) 2020-02-12 2021-02-10 Utilisation d'un gazole paraffinique
CA3170647A CA3170647A1 (fr) 2020-02-12 2021-02-10 Utilisation d'un gazole paraffinique
JP2022548839A JP2023513352A (ja) 2020-02-12 2021-02-10 パラフィン系ガス油の使用

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EP20157003 2020-02-12
EP20157003.3 2020-02-12

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GB2077289A (en) 1980-06-06 1981-12-16 Shell Int Research A process for the preparation of middle distillates
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EP0147873A1 (fr) 1983-09-12 1985-07-10 Shell Internationale Researchmaatschappij B.V. Procédé pour la préparation de distillats moyens
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US4125566A (en) 1976-08-17 1978-11-14 Institut Francais Du Petrole Process for upgrading effluents from syntheses of the Fischer-Tropsch type
US4208190A (en) 1979-02-09 1980-06-17 Ethyl Corporation Diesel fuels having anti-wear properties
GB2077289A (en) 1980-06-06 1981-12-16 Shell Int Research A process for the preparation of middle distillates
US4478955A (en) 1981-12-21 1984-10-23 The Standard Oil Company Upgrading synthesis gas
EP0147873A1 (fr) 1983-09-12 1985-07-10 Shell Internationale Researchmaatschappij B.V. Procédé pour la préparation de distillats moyens
EP0583836A1 (fr) 1992-08-18 1994-02-23 Shell Internationale Researchmaatschappij B.V. Procédé de préparation de combustibles hydrocarbonés
US5807413A (en) * 1996-08-02 1998-09-15 Exxon Research And Engineering Company Synthetic diesel fuel with reduced particulate matter emissions
WO2005026297A1 (fr) * 2003-09-17 2005-03-24 Shell Internationale Research Maatschappij B.V. Melange de kerosene derive du petrole et d'une synthese de fischer-tropsch

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HOUEL ET AL: "Fuel effects on the activity of silver hydrocarbon-SCR catalysts", APPLIED CATALYSIS B: ENVIRONMENTAL, ELSEVIER, AMSTERDAM, NL, vol. 73, no. 1-2, 29 March 2007 (2007-03-29), pages 203 - 207, XP022007731, ISSN: 0926-3373, DOI: 10.1016/J.APCATB.2006.12.005 *
SARA ERKFELDT ET AL: "Lean NOReduction with Various Bio-Diesels as Reducing Agents", TOPICS IN CATALYSIS, KLUWER ACADEMIC PUBLISHERS-PLENUM PUBLISHERS, NE, vol. 54, no. 16 - 18, 26 August 2011 (2011-08-26), pages 1219 - 1223, XP019970064, ISSN: 1572-9028, DOI: 10.1007/S11244-011-9746-2 *
VAN DER BURGT, THE SHELL MIDDLE DISTILLATE SYNTHESIS PROCESS

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EP4103823A1 (fr) 2022-12-21
CA3170647A1 (fr) 2021-08-19

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