China
Africa
Explore chapters and articles related to this topic
Fuels
Published in Kenneth M. Bryden, Kenneth W. Ragland, Song-Charng Kong, Combustion Engineering, 2022
Kenneth M. Bryden, Kenneth W. Ragland, Song-Charng Kong
Diesel fuel is a mixture of C10 to C15 hydrocarbons with a higher boiling point range than gasoline. Grade 1-D (No. 1 diesel) is a light distillate fuel for applications requiring higher volatility for rapidly fluctuating loads and speeds, such as in light trucks and busses. Grade 2-D (No. 2 diesel) is a middle distillate fuel for high-speed engines. Grade 4-D is a heavy distillate fuel used in low-speed industrial and marine diesels. In the United States, beginning in 2010, the use of ultra-low sulfur diesel (ULSD), with less than 15 ppm sulfur, is required for all on-highway use. Beginning in 2016, ULSD is required for all non-road, locomotive, and marine applications. A comparison of gasoline and No. 2 diesel (Table 2.4) shows the higher density of diesel fuel, which gives it more heating value on a volume basis. Note also the lower volatility (Reid vapor pressure) and higher viscosity of diesel fuel. The autoignition temperatures also partially reveal the reason for the large difference in cetane numbers when it is recalled that the cetane number reflects the ease of compression ignition. Biodiesel fuel can be made from oil seed crops such as rapeseed (canola) or soybeans. Biodiesel consists of methyl esters of C12 to C22 fatty acids (designated as FAME, fatty acid methyl ester) and is nontoxic and biodegradable.
Regulation and Public Policy
Published in Wayne T. Davis, Joshua S. Fu, Thad Godish, Air Quality, 2021
Wayne T. Davis, Joshua S. Fu, Thad Godish
Anticipating that catalytic converters were to be used on 1975 and later model vehicles (Chapter 9), Congress authorized the regulation of fuel additives. Lead additives, which had been universally used to increase octane ratings of gasolines, were anticipated to coat catalytic materials, rendering them ineffective. Using this authority, the U.S. EPA began a phasedown in leaded gasoline use. Other regulatory actions included the prohibition of (1) misfueling, that is, the introduction of leaded gasoline into a vehicle-labeled unleaded gasoline only; (2) use of gasoline or diesel fuel with a S concentration of more than 0.05% by weight (500 ppm by weight); (3) sale and use of high-volatility (Reid vapor pressure of >9 lb/in.2 [psi] [465 mmHg]) gasoline during the high-O3 season; and (4) sale and highway use of Pb additives after 1995. The sulfur content of gasoline was further restricted to an average of 120 ppm by mass (maximum of 300) in 2004, to 30 ppm (maximum of 80) in 2006 and to 10 ppm (maximum of 80) in 2017, to avoid the gradual contamination of catalysts used to control NOx and NMOG emissions in the Tier 3 program. For on-road diesel fuel, the sulfur content was reduced from 500 to 15 ppm in 2006. Fuel for non-road diesel engines was also limited to 500 ppm in 1993 and further to 15 ppm beginning in 2007 and expanded to locomotives in 2010. The 15-ppm sulfur fuel is referred to as ultra-low sulfur diesel (ULSD).
Off-Road and Heavy Equipment Lubricants and Lubrication
Published in Leslie R. Rudnick, Synthetics, Mineral Oils, and Bio-Based Lubricants, 2020
Another form of oil contamination is acid buildup due to blowby combustion gases and oil aging. As engines age, blowby gases passing by the piston rings increase due to wear of rings, liners, or both. NOx and SOx gases in blowby oxidize into nitric and sulfuric acids respectively. Other acids, including organic acids such as formate and acetate, may also form. Sulfur in the fuel oxidizes during the combustion process and forms sulfuric and sulfurous acids that in turn are transported into the oil sump with blowby and combustion gases. These acids can attack most materials used in the engine causing component wear, corrosion, and rusting (Figure 37.18). It is worth noting that the introduction of Ultra Low Sulfur diesel fuels in highly regulated countries helped reduce the formation of sulfuric acid in the oil.
Experimental Investigation on the Effectiveness of Biodiesel Based Sulfur as an Additive in Ultra Low Sulfur Diesel on the Unmodified Engine
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2022
Vipul Saxena, Naveen Kumar, Raghvendra Gautam
By obtaining the ultra-low sulfur diesel (ULSD), diesel must pass through the ultra-deep desulfurization process (using aggressive chemicals) (Chandra Srivastava 2012). The challenges with ULSD due to severe hydrotreating process are reduced natural lubricity compounds, lower conductivity, lower aromatic content, increased costs in production (by an estimated 5 to 7 cents per gallon), increased cetane levels, decreased fuel economy (by about 1%), and lower energy density (Parrish et al. 2016). Traditional diesel has a lower affinity for water than ULSD. Water is one of the leading causes of tank corrosion and promotes rapid microbiological growth in diesel. Mixing ULSD with modest volumes of biofuel, such as ethanol, has been proven to hasten tank deterioration (Zhang et al. 2021).