U.S. patent application number 11/866669 was filed with the patent office on 2008-07-03 for fuel consuming system.
Invention is credited to Richard Hugh CLARK, Robert Wilfred Matthews Wardle.
Application Number | 20080155887 11/866669 |
Document ID | / |
Family ID | 37772635 |
Filed Date | 2008-07-03 |
United States Patent
Application |
20080155887 |
Kind Code |
A1 |
CLARK; Richard Hugh ; et
al. |
July 3, 2008 |
FUEL CONSUMING SYSTEM
Abstract
A method of operating a fuel consuming system in a restricted
ventilatioan area is provided. The level of regulated emissions is
reduced from a fuel consuming system running on the Fischer-Tropsch
derived fuel composition.
Inventors: |
CLARK; Richard Hugh;
(Chester, GB) ; Wardle; Robert Wilfred Matthews;
(Chester, GB) |
Correspondence
Address: |
Shell Oil Company
910 Louisiana
Houston
TX
77002
US
|
Family ID: |
37772635 |
Appl. No.: |
11/866669 |
Filed: |
October 3, 2007 |
Current U.S.
Class: |
44/300 |
Current CPC
Class: |
C10L 1/04 20130101; C10L
1/08 20130101 |
Class at
Publication: |
44/300 |
International
Class: |
C10L 1/00 20060101
C10L001/00 |
Foreign Application Data
Date |
Code |
Application Number |
Oct 5, 2006 |
EP |
06255161.9 |
Claims
1. A method of operating a fuel consuming system in an area of
restricted ventilation comprising introducing into the system a
fuel composition which contains a Fischer-Tropsch derived fuel
component in an amount from 20 to 100% v/v.
2. The method of claim 1 wherein the fuel composition is a diesel
fuel composition.
3. The method of claim 1 wherein the area of restricted ventilation
is a mine.
Description
FIELD OF THE INVENTION
[0001] The present invention relates to a certain method of
operating a fuel consuming system.
BACKGROUND OF THE INVENTION
[0002] Where fuel consuming equipment is used in areas of
restricted ventilation, for example mines, great care has to be
taken to ensure the health and safety of persons operating the
equipment. Measures need to be adopted to reduce exposure to
potentially toxic emissions from the equipment. Such emissions may
be particularly significant in non-coal (e.g. mineral) mines, as in
coal mines there may be even greater risks of explosion and fire
from the high levels of methane and coal dust present.
[0003] Typical safety measures include the provision of complex and
costly ventilation systems, incorporating fans, air ducts,
barricades, seals, air heaters, dehumidifiers and/or other
mechanical or electrical equipment. They also generally include
frequent and stringent analysis of air content and air flow
patterns in high risk areas. In most working areas, strict
regulatory standards apply, requiring for instance maximum levels
of certain emissions (in particular from diesel engines) and
minimum oxygen levels, and/or minimum ventilation requirements
(typically in terms of air flow rates) in the vicinity of fuel
consuming systems.
SUMMARY OF THE INVENTION
[0004] Accordingly there is provided a method of operating a fuel
consuming system in an area of restricted ventilation comprising
introducing into the system a fuel composition which contains a
Fischer-Tropsch derived fuel component in an amount from 20 to 100%
v/v.
DETAILED DESCRIPTION OF THE INVENTION
[0005] It may also be possible to improve safety in such situations
by altering the properties of the fuel(s) being consumed by the
equipment in question. Thus, for example, in WO-A-94/20593 a low
emission diesel fuel is proposed for use in underground mining
equipment, the fuel being a straight run hydrocarbon distillate
fuel having an initial boiling point in the range 170 to
190.degree. C., an end point not higher than 315.degree. C., a
cetane number typically in the range of 55 to 60, a specific
gravity at 15.degree. C. of not greater than 0.83, a sulphur
content not greater than 0.1% w/w and an aromatics content of 18 to
30% w/w. Such a fuel is said to reduce carbon monoxide, nitrogen
oxide (NO.sub.x), unburned hydrocarbon and particulate
emissions.
[0006] The optimisation of fuels for use in areas of restricted
ventilation is not entirely straightforward. It is desirable to
reduce as far as possible those emissions which a system running on
the fuel will produce in appreciable volumes, in particular sulphur
oxides (SO.sub.x, particularly SO.sub.2) and carbon dioxide
(CO.sub.2). At the same time, the fuel must have a sufficiently
high energy content to run the heavy machinery and vehicles
typically used in such contexts. Balancing these two criteria can
often prove difficult.
[0007] It has now been found that certain types of fuel may be
particularly suitable for use in areas of restricted ventilation,
offering a good balance between energy content and emissions.
[0008] The method improves the suitability of the composition for
use in an area of restricted ventilation.
[0009] The method provides the use of a Fischer-Tropsch derived
fuel component, in a fuel composition, for the purpose of reducing
the level of SO.sub.x and/or CO.sub.2 emissions from a fuel
consuming system running on the composition, wherein the fuel
consuming system is suitable and/or adapted and/or intended for use
in an area of restricted ventilation.
[0010] Fischer-Tropsch derived fuels also tend to cause lower
levels of so-called regulated emissions than do their more
conventional, petroleum derived, counterparts. Thus, according to a
fourth aspect of the present invention, there is provided the use
of a Fischer-Tropsch derived fuel component, in a fuel composition
which is adapted and/or intended for use in an area of restricted
ventilation, for the purpose of reducing the level of regulated
emissions from a fuel consuming system running on the composition.
"Regulated emissions" include nitrogen oxides (NO.sub.x), carbon
monoxide, hydrocarbons, particulate matter and mixtures thereof;
the fourth aspect of the present invention may be used to reduce
any one or more of such emissions, in particular in an area of
restricted ventilation. Ideally, it is used to reduce both
regulated emissions and SO.sub.x and/or CO.sub.2 emissions.
[0011] In the present context, an area of restricted ventilation is
any region where ventilation and/or access to outside air is
restricted. Such an area may be an indoor (which includes partially
enclosed), underground or underwater location. It may be an at
least partially enclosed space such as a building--examples may
include warehouses or factories, where diesel powered equipment and
vehicles such as fork-lift trucks may need to operate in an area
having restricted ventilation; garages and other areas where diesel
powered vehicles are housed, used or worked on; and any buildings
or enclosed areas where diesel powered generators or other vehicles
or equipment (for example indoor go-karts or other recreational
vehicles) are operated. The area may in particular be a mine or
part thereof, for example a coal mine or mineral mine.
[0012] Another example of such a situation is when an emergency
response vehicle such as a fire engine or ambulance needs to have
its engine started within the confines of its vehicle station, or
needs to be left with its engine running at the scene of an
emergency.
[0013] A fuel consuming system which is suitable and/or adapted
and/or intended for use in such an area may be or comprise an
internal combustion engine, in particular of the compression
ignition (diesel) type. Such a diesel engine may be of the direct
injection type, for example of the rotary pump, in-line pump, unit
pump, electronic unit injector or common rail type, or of the
indirect injection type. It may be a heavy or a light duty diesel
engine. The fuel consuming system may comprise a vehicle or part
thereof, or other equipment such as for mining, hauling or
otherwise moving objects or people.
[0014] It is known to use Fischer-Tropsch derived fuel components
in for example automotive diesel fuels. They are recognised to give
relatively low levels of regulated emissions (particulate matter,
nitrogen oxides, carbon monoxide and unburnt hydrocarbons). They
have not, however, to our knowledge, been proposed for use in areas
of restricted ventilation, for example as fuels for mining
equipment, for the purpose of reducing sulphur oxide (SO.sub.x)
and/or CO.sub.2 emissions.
[0015] However, it has now been found that such fuels may be
particularly suitable for use in areas of restricted ventilation,
since on combustion they can generate relatively low levels of
SO.sub.x and CO.sub.2 emissions whilst also providing a reasonable
energy content such as would be important for use in the heavy
machinery typically used in mines and other areas of restricted
ventilation.
[0016] Fischer-Tropsch derived fuels contain relatively low levels
of sulphur. This can help to reduce the level of SO.sub.x emissions
they generate on combustion. They also tend to have relatively high
hydrogen:carbon (H/C) molar ratios, being typically paraffinic in
content, with low levels of unsaturated (including aromatic)
hydrocarbons and cyclic paraffins and relatively low ratios of iso-
to normal paraffins. This has been found, as explained in the
examples below, to make them likely to provide a better balance
between CO.sub.2 emissions and energy content. Their typically high
cetane numbers (in particular for Fischer-Tropsch derived gas oils)
can also be of value, in certain fuel consuming systems, in
reducing CO.sub.2 emissions by improving engine efficiency.
[0017] Thus, in accordance with the present invention, a
Fischer-Tropsch derived fuel component may be used in a fuel
composition to reduce, and in cases to minimise, the SO.sub.x or
CO.sub.2 emissions (or typically both SO.sub.x and CO.sub.2
emissions) produced per unit of energy or power provided, on
combustion, by the composition.
[0018] In this way, emissions from a fuel consuming system being
used in an area of restricted ventilation can be reduced, yielding
a higher level of safety in the area without the need to alter the
existing ventilation system(s). Instead or in addition, the present
invention can allow the use of a lower specification ventilation
system without compromising safety.
[0019] Thus, according to a fifth aspect of the present invention,
there is provided the use of a Fischer-Tropsch derived fuel
component in a fuel composition, for the purpose of improving the
safety of a fuel consuming system running on the composition,
and/or of a person operating or working in the same area as the
system.
[0020] According to a sixth aspect, the present invention provides
a method of operating a fuel consuming system in an area of
restricted ventilation, which method involves introducing into the
system, and typically running the system on, a fuel composition
which contains a Fischer-Tropsch derived fuel component. The fuel
composition may be introduced for one or more of the purposes
described above in connection with the first to the fifth aspects
of the present invention, in particular to reduce the CO.sub.2
and/or SO.sub.x emissions it produces per unit of energy provided
on combustion.
[0021] In the context of the present invention, "use" of a
Fischer-Tropsch derived component in a fuel composition means
incorporating the component into the composition, optionally as a
blend (i.e. a physical mixture) with one or more other fuel
components. In one embodiment of the present invention, the
Fischer-Tropsch derived fuel component may be the only fuel
component present in the composition, optionally with one or more
fuel additives. The Fischer-Tropsch derived component will
conveniently be incorporated before the fuel composition is
introduced into an engine or other fuel consuming system. Instead
or in addition the use of the Fischer-Tropsch derived fuel
component may involve running a fuel consuming system, typically a
diesel engine, on a fuel composition containing or consisting of
the Fischer-Tropsch component, typically by introducing the
composition into a combustion chamber of an engine.
[0022] "Use" of a Fischer-Tropsch derived fuel component in the
ways described above may also embrace supplying such a component
together with instructions for its use in a fuel composition to
achieve any of the purposes described above, for instance to reduce
the CO.sub.2 and/or SO.sub.x emissions produced per unit of energy
provided, on combustion, by the fuel composition.
[0023] In the present context, a reduction in CO.sub.2 and/or
SO.sub.x emissions embraces any degree of reduction. A reduction in
the CO.sub.2 and/or SO.sub.x emissions produced per unit of energy
provided, on combustion, by the fuel composition similarly embraces
any degree of reduction.
[0024] Such a reduction may be as compared to the relevant property
for the fuel composition prior to incorporation of the
Fischer-Tropsch derived fuel component, and/or prior to the
realisation that a Fischer-Tropsch derived fuel component could be
used in the way provided by the present invention, and/or for an
otherwise analogous fuel composition intended (e.g. marketed) for
use in an analogous context, prior to adding a Fischer-Tropsch
derived fuel component to it in accordance with the present
invention.
[0025] CO.sub.2 and/or SO.sub.x emissions may be measured in
conventional manner, for instance using infrared analysis.
Conventional protocols for measuring so-called "regulated
emissions" such as NO.sub.x and CO may be adapted for use in
determining CO.sub.2 and/or SO.sub.x levels in the gases emitted
from a fuel consuming system.
[0026] The reduction in CO.sub.2 emissions from a fuel composition,
as a result of carrying out the present invention, may be 0.5% or
greater, or it may be 1 or 2 or 3 or 4% or greater.
[0027] The reduction in SO.sub.x (typically SO.sub.2) emissions
from a fuel composition, as a result of carrying out the present
invention, may be 20% or greater, or it may be 30 or 50 or 70 or 80
or 90 or even 95% or greater.
[0028] In accordance with the present invention, a Fischer-Tropsch
derived fuel component may itself be used as a fuel composition,
optionally with one or more suitable fuel additives. In other
words, a fuel composition prepared according to the present
invention may consist entirely or essentially of the
Fischer-Tropsch derived fuel component. Alternatively, such a fuel
composition may contain a proportion of the Fischer-Tropsch derived
fuel component, for instance together with one or more
non-Fischer-Tropsch derived fuel components such as
non-Fischer-Tropsch derived base fuels. In this latter case, the
Fischer-Tropsch derived component may be used to alter the
properties of a fuel composition towards a desired goal of improved
suitability for use in an area of restricted ventilation.
[0029] The concentration of the Fischer-Tropsch derived fuel
component, in a composition prepared according to the present
invention, may be 1% v/v or greater, such as 2 or 5 or 10 or 15%
v/v or greater, for example 20 or 25 or 30 or 40 or 50% v/v or
greater. It may be up to 100% v/v (i.e. the fuel is entirely
Fischer-Tropsch derived), or it may be up to 99 or 98 or 95 or 90
or 80% v/v, in cases up to 75 or 60 or 50% v/v. Suitably the
concentration of Fischer-Tropsch derived fuel component(s) in the
composition is from 20 to 100% v/v, from 20 to 90% v/v or from 20
to 80% v/v.
[0030] A fuel composition to which the present invention is or has
been applied may be for example a naphtha, kerosene or diesel fuel
composition, in particular a kerosene or diesel fuel composition.
It may be a middle distillate fuel composition, an industrial gas
oil, an automotive diesel fuel, a distillate marine fuel or a
kerosene fuel such as an aviation fuel. It may be for use in an
engine such as an automotive engine. In one embodiment it is for
use in an internal combustion engine; for instance it may be a
diesel fuel composition which is suitable for use in a diesel
(compression ignition) engine.
[0031] As described above, the Fischer-Tropsch derived fuel may be
the only fuel component in a composition prepared according to the
present invention. Alternatively, such a fuel composition may
contain, in addition to the Fischer-Tropsch derived fuel component,
one or more non-Fischer-Tropsch derived base fuels such as
petroleum derived base fuels. In this case the fuel composition
prior to incorporation of the Fischer-Tropsch derived component may
contain a major proportion of, or consist essentially or entirely
of, a base fuel such as a distillate hydrocarbon base fuel. A
"major proportion" means typically 80% v/v or greater, or 90 or 95%
v/v or greater, or even 98 or 99 or 99.5% v/v or greater. Such a
base fuel may for example be a naphtha, kerosene or diesel fuel,
preferably a kerosene or diesel fuel, such as a diesel fuel.
[0032] A naphtha base fuel will typically boil in the range from 25
to 175.degree. C. A kerosene base fuel will typically boil in the
range from 140 to 260.degree. C. A diesel base fuel will typically
boil in the range from 150 to 400.degree. C.
[0033] The base fuel may in particular be a middle distillate base
fuel, in particular a diesel base fuel, and in this case it may
itself comprise a mixture of middle distillate fuel components
(components typically produced by distillation or vacuum
distillation of crude oil), or of fuel components which together
form a middle distillate blend. Middle distillate fuel components
or blends will typically have boiling points within the usual
middle distillate range of 125 to 550.degree. C. or 140 to
400.degree. C.
[0034] A diesel base fuel may be an automotive gas oil (AGO), for
either on- or off-road use. Typical diesel fuel components comprise
liquid hydrocarbon middle distillate fuel oils, for instance
petroleum derived gas oils. Such base fuel components may be
organically or synthetically derived. They will typically have
boiling points within the usual diesel range of 140 or 150 to 400
or 550.degree. C., depending on grade and use. They will typically
have densities from 0.75 to 1.0 g/cm.sup.3, preferably from 0.8 to
0.9 or 0.86 g/cm.sup.3, at 15.degree. C. (IP 365) and measured
cetane numbers (ASTM D613) of from 35 to 80, more preferably from
40 to 75 or 70. Their initial boiling points will suitably be in
the range 150 to 230.degree. C. and their final boiling points in
the range 290 to 400.degree. C. Their kinematic viscosity at
40.degree. C. (ASTM D445) might suitably be from 1.5 to 4.5
mm.sup.2/s.
[0035] Such fuels are generally suitable for use in a compression
ignition (diesel) internal combustion engine, of either the
indirect or direct injection type.
[0036] A diesel fuel composition which results from carrying out
the present invention may also fall within these general
specifications.
[0037] A petroleum derived gas oil may be obtained by refining and
optionally (hydro)processing a crude petroleum source. It may be a
single gas oil stream obtained from such a refinery process or a
blend of several gas oil fractions obtained in the refinery process
via different processing routes. Examples of such gas oil fractions
are straight run gas oil, vacuum gas oil, gas oil as obtained in a
thermal cracking process, light and heavy cycle oils as obtained in
a fluid catalytic cracking unit and gas oil as obtained from a
hydrocracker unit. Optionally a petroleum derived gas oil may
comprise some petroleum derived kerosene fraction.
[0038] Such gas oils may be processed in a hydrodesulphurisation
(HDS) unit so as to reduce their sulphur content to a level
suitable for inclusion in a diesel fuel composition. This also
tends to reduce the content of other polar species such as
nitrogen-containing species.
[0039] In the methods of the present invention, a base fuel may be
or contain a so-called "biofuel" component such as a vegetable oil
or vegetable oil derivative (e.g. a fatty acid ester, in particular
a fatty acid methyl ester) or another oxygenate such as an acid,
ketone or ester. Such components need not necessarily be
bio-derived.
[0040] A fuel composition to which the present invention is or has
been applied may have a sulphur content of 1000 mg/kg or less. It
may have a low or ultra low sulphur content, for instance at most
500 mg/kg, or at most 350 mg/kg, suitably no more than 100 or 50 or
10 or even 5 mg/kg, of sulphur.
[0041] By "Fischer-Tropsch derived" is meant that a fuel component
is, or derives from, a synthesis product of a Fischer-Tropsch
condensation process. A Fischer-Tropsch derived fuel may also be
referred to as a GTL (Gas-to-Liquids) fuel. The term
"non-Fischer-Tropsch derived" may be construed accordingly.
[0042] It is known to include such components in fuel compositions;
in particular, Fischer-Tropsch derived gas oils have been included
in automotive diesel fuels. What has not been appreciated before,
to our knowledge, is their suitability for use in areas of
restricted ventilation, for instance to power mining equipment and
vehicles, where the balance between on the one hand CO.sub.2 and
SO.sub.x emissions and on the other the energy content of the fuel
is so important.
[0043] The Fischer-Tropsch reaction converts carbon monoxide and
hydrogen into longer chain, usually paraffinic, hydrocarbons:
n(CO+2H.sub.2).dbd.(--CH.sub.2--).sub.n+nH.sub.2O+heat,
in the presence of an appropriate catalyst and typically at
elevated temperatures (e.g. 125 to 300.degree. C., preferably 175
to 250.degree. C.) and/or pressures (e.g. 5 to 100 bar, preferably
12 to 50 bar). Hydrogen:carbon monoxide ratios other than 2:1 may
be employed if desired.
[0044] 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. The
gases which are converted into liquid fuel components using such
processes can in general include natural gas (methane), LPG (e.g.
propane or butane), "condensates" such as ethane, synthesis gas
(CO/hydrogen) and gaseous products derived from coal, biomass and
other hydrocarbons.
[0045] Gas oil, naphtha and kerosene 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., GB-B-2077289 and EP-A-0147873) and/or
hydroisomerisation which can improve cold flow properties by
increasing the proportion of branched paraffins. EP-A-0583836
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. The desired gas oil
fraction(s) may subsequently be isolated for instance by
distillation.
[0046] Other 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
U.S. Pat. No. 4,125,566 and U.S. Pat. No. 4,478,955.
[0047] 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 EP-A-0583836 (pages 3 and
4).
[0048] An example of a Fischer-Tropsch based process is the SMDS
(Shell Middle Distillate Synthesis) described by van der Burgt et
al in "The Shell Middle Distillate Synthesis Process", paper
delivered at the 5th Synfuels Worldwide Symposium, Washington D.C.,
November 1985 (see also the November 1989 publication of the same
title from Shell International Petroleum Company Ltd, London, UK).
This process (also sometimes referred to as the Shell
"Gas-To-Liquids" or "GTL" technology) produces middle distillate
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 the gas oils useable in
diesel fuel compositions. A version of the SMDS process, utilising
a fixed bed reactor for the catalytic conversion step, is currently
in use in Bintulu, Malaysia and its gas oil products have been
blended with petroleum derived gas oils in commercially available
automotive fuels.
[0049] Gas oils, naphthas and kerosenes prepared by the SMDS
process are commercially available for instance from Shell
companies. Further examples of Fischer-Tropsch derived gas oils are
described in EP-A-0583836, EP-A-1101813, WO-A-97/14768,
WO-A-97/14769, WO-A-00/20534, WO-A-00/20535, WO-A-00/11116,
WO-A-00/11117, WO-A-01/83406, WO-A-01/83641, WO-A-01/83647,
WO-A-01/83648 and U.S. Pat. No. 6,204,426.
[0050] By virtue of the Fischer-Tropsch process, a Fischer-Tropsch
derived fuel 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.
[0051] Further, the Fischer-Tropsch process as usually operated
produces no or virtually no aromatic components. The aromatics
content of a Fischer-Tropsch derived fuel, suitably determined by
ASTM D4629, will typically be below 1% w/w, preferably below 0.5%
w/w and more preferably below 0.2 or 0.1% w/w.
[0052] Generally speaking, Fischer-Tropsch derived fuels have
relatively low levels of polar components, in particular polar
surfactants, for instance compared to petroleum derived fuels. Such
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.
[0053] Where a Fischer-Tropsch derived fuel component is a naphtha
fuel, it will be a liquid hydrocarbon distillate fuel with a final
boiling point of typically up to 220.degree. C. or preferably of
180.degree. C. or less. Its initial boiling point may be higher
than 25.degree. C., in cases higher than 35.degree. C. Its
components (or the majority, for instance 95% w/w or greater,
thereof) are typically hydrocarbons having 5 or more carbon atoms;
they are usually paraffinic.
[0054] In the context of the present invention, a Fischer-Tropsch
derived naphtha fuel may have a density of from 0.67 to 0.73
g/cm.sup.3 at 15.degree. C. and/or a sulphur content of 5 mg/kg or
less, preferably 2 mg/kg or less. It may contain 95% w/w or greater
of iso- and normal paraffins, preferably from 20 to 98% w/w or
greater of normal paraffins. It may be the product of a SMDS
process, suitable features of which may be as described below in
connection with Fischer-Tropsch derived gas oils.
[0055] A Fischer-Tropsch derived kerosene fuel is a liquid
hydrocarbon middle distillate fuel with a distillation range
suitably from 140 to 260.degree. C., preferably from 145 to
255.degree. C., more preferably from 150 to 250.degree. C. or from
150 to 210.degree. C. It will have a final boiling point of
typically from 190 to 260.degree. C., for instance from 190 to
210.degree. C. for a typical "narrow-cut" kerosene fraction or from
240 to 260.degree. C. for a typical "full-cut" fraction. Its
initial boiling point is preferably from 140 to 160.degree. C.,
more preferably from 145 to 160.degree. C.
[0056] A Fischer-Tropsch derived kerosene fuel may have a density
of from 0.730 to 0.760 g/cm.sup.3 at 15.degree. C.-for instance
from 0.730 to 0.745 g/cm.sup.3 for a narrow-cut fraction and from
0.735 to 0.760 g/cm.sup.3 for a full-cut fraction. It preferably
has a sulphur content of 5 mg/kg or less. It may have a cetane
number of from 63 to 75, for example from 65 to 69 for a narrow-cut
fraction or from 68 to 73 for a full-cut fraction. It may be the
product of a SMDS process, suitable features of which may be as
described below in connection with Fischer-Tropsch derived gas
oils.
[0057] A Fischer-Tropsch derived gas oil should be suitable for use
as a diesel fuel, ideally as an automotive diesel fuel; its
components (or the majority, for instance 95% w/w or greater,
thereof) should therefore have boiling points within the typical
diesel fuel ("gas oil") range, i.e. from about 150 to 400.degree.
C. or from 170 to 370.degree. C. It will suitably have a 90% w/w
distillation temperature of from 300 to 370.degree. C.
[0058] A Fischer-Tropsch derived gas oil will typically have a
density from 0.76 to 0.79 g/cm.sup.3 at 15.degree. C.; a cetane
number (ASTM D613) greater than 70, suitably from 74 to 85; a
kinematic viscosity (ASTM D445) from 2 to 4.5, such as from 2.5 to
4.0 or from 2.5 to 3.7, mm.sup.2/s at 40.degree. C.; and/or a
sulphur content (ASTM D2622) of 5 mg/kg or less, in cases of 2 or
even 1 mg/kg or less.
[0059] A Fischer-Tropsch derived fuel component used in the present
invention may for instance be a product prepared by a
Fischer-Tropsch methane condensation reaction using a
hydrogen/carbon monoxide ratio of less than 2.5, or of less than
1.75, or from 0.4 to 1.5, and suitably using a cobalt containing
catalyst. It may have been obtained from a hydrocracked
Fischer-Tropsch synthesis product (for instance as described in
GB-B-2077289 and/or EP-A-0147873), or a product from a two-stage
hydroconversion process such as that described in EP-A-0583836 (see
above). In the latter case, suitable features of the
hydroconversion process may be as disclosed at pages 4 to 6, and in
the examples, of EP-A-0583836.
[0060] Suitably, a Fischer-Tropsch derived fuel component used in
the present invention is a product prepared by a low temperature
Fischer-Tropsch process, by which is meant a process operated at a
temperature of 250.degree. C. or lower, such as from 125 to
250.degree. C. or from 175 to 250.degree. C., as opposed to a high
temperature Fischer-Tropsch process which might typically be
operated at a temperature of from 300 to 350.degree. C.
[0061] Suitably, in accordance with the present invention, a
Fischer-Tropsch derived fuel component will consist of at least 70%
w/w, or at least 80% w/w, or at least 90 or 95 or 98% w/w, or at
least 99 or 99.5 or even 99.8% w/w, of paraffinic components, in
particular iso- and normal paraffins. The weight ratio of
iso-paraffins to normal paraffins will suitably be greater than 0.3
and may be up to 12; suitably it is from 2 to 6. The actual value
for this ratio will be determined, in part, by the hydroconversion
process used to prepare the fuel component from the Fischer-Tropsch
synthesis product.
[0062] The olefin content of the Fischer-Tropsch derived fuel
component is suitably 0.5% w/w or lower.
[0063] In accordance with the present invention, the
Fischer-Tropsch derived fuel component may be for example a
naphtha, kerosene or diesel (gas oil) component, suitably a
kerosene or diesel component, such as a diesel component.
[0064] A fuel composition prepared according to the present
invention may contain a mixture of two or more Fischer-Tropsch
derived fuel components.
[0065] The Fischer-Tropsch derived fuel component may be used in
the fuel composition for one or more other purposes in addition to
that of reducing CO.sub.2 and/or SO.sub.x emissions per unit of
energy, for instance to reduce regulated emissions (e.g.
particulate matter, carbon monoxide, nitrogen oxides and/or
hydrocarbons) from a fuel consuming system running on the fuel
composition, and/or to reduce the level of sulphur and/or aromatics
and/or other polar components in the composition. Thus the present
invention can be used to optimise the properties and performance of
a fuel composition in a number of ways, and can therefore provide
additional flexibility in fuel formulation.
[0066] A fuel composition to which the present invention is or has
been applied may contain other standard fuel additives, many of
which are known and readily available. The total additive content
in the fuel composition may suitably be from 50 to 10000 mg/kg,
such as below 5000 mg/kg.
[0067] A seventh aspect of the present invention provides a method
for formulating a fuel composition, which method involves blending
together a non-Fischer-Tropsch derived base fuel and a
Fischer-Tropsch derived fuel component, optionally with other fuel
components (such as fuel additives), for the purpose of reducing,
and in cases minimising, the CO.sub.2 and/or SO.sub.x emissions
produced per unit of energy provided, on combustion, by the fuel
composition. The method of the seventh aspect of the present
invention may be used for the purpose of achieving a desired target
(typically maximum) level of CO.sub.2 and/or SO.sub.x emissions on
combustion of the fuel composition.
[0068] According to an eighth aspect, the present invention
provides a fuel composition preparable by, or which has been
prepared by, a method according to any one of the first to the
fifth or the seventh aspects of the present invention.
[0069] Throughout the description and claims of this specification,
the words "comprise" and "contain" and variations of the words, for
example "comprising" and "comprises", mean "including but not
limited to", and do not exclude other moieties, additives,
components, integers or steps.
[0070] Throughout the description and claims of this specification,
the singular encompasses the plural unless the context otherwise
requires. In particular, where the indefinite article is used, the
specification is to be understood as contemplating plurality as
well as singularity, unless the context requires otherwise.
[0071] Preferred features of each aspect of the present invention
may be as described in connection with any of the other
aspects.
[0072] Other features of the present invention will become apparent
from the following examples. Generally speaking the invention
extends to any novel one, or any novel combination, of the features
disclosed in this specification (including any accompanying
claims). Thus features, integers, characteristics, compounds,
chemical moieties or groups described in conjunction with a
particular aspect, embodiment or example of the present invention
are to be understood to be applicable to any other aspect,
embodiment or example described herein unless incompatible
therewith.
[0073] Moreover, unless stated otherwise, any feature disclosed
herein may be replaced by an alternative feature serving the same
or a similar purpose.
[0074] The following non-limiting example illustrates the
properties of fuel compositions prepared in accordance with the
present invention.
EXAMPLE
[0075] This example demonstrates the suitability of a
Fischer-Tropsch derived fuel component, and of a fuel composition
containing such a component, for use in an area of restricted
ventilation.
[0076] A set of algorithms has been developed, based on both
theoretical calculations and empirical relationships, which allows
calculation of the levels of SO.sub.2 and CO.sub.2 emissions from a
fuel based on its properties. These values can in turn be linked to
the energy value of the fuel. The emissions per unit energy can
thereby be calculated.
[0077] Levels of CO.sub.2 and SO.sub.2 generation were derived from
mass balance of chemical equations, relating these to the mass of
fuel consumed. Equations of energy available for work were derived
by relating brake specific fuel consumption to fuel net calorific
value using an engine efficiency term .eta..
1. CO.sub.2 Emissions
[0078] The mass of CO.sub.2 emitted on combustion of a hydrocarbon
fuel (M.sub.CO2) may be calculated using Equation 1 below:
M CO 2 = M Fc .times. [ 44 12 ] .times. [ 12 ( 12 + y ) ] Equation
1 ##EQU00001##
where M.sub.FC is the mass of fuel consumed and y is the molar H/C
ratio for the fuel.
[0079] Thus, for example, for a fuel having a molar H/C ratio of
1.85 (a typical European automotive gas oil), Equation 1
becomes:
M.sub.CO2=M.sub.FC
(44/12).times.(12/13.85)=M.sub.FC.times.3.18.
[0080] M.sub.FC can be regarded as equivalent to the brake specific
fuel consumption (BSFC) in g/kWh. Thus with simplification Equation
1 becomes Equation 2:
M CO 2 g / kWh = BSFC g / kWh .times. [ 44 ( 12 + y ) ] Equation 2
##EQU00002##
[0081] BSFC is itself related to the net calorific value (NCV) of
the fuel, by Equation 3:
BSFC in g / kWh = 3600 .eta. .times. NCV Equation 3
##EQU00003##
where .eta. is the efficiency of the relevant engine.
[0082] Combining Equations 2 and 3 then gives the key Equation 4
below:
M CO 2 g / kWh = 3600 .eta. .times. NCV .times. [ 44 ( 12 + y ) ]
Equation 4 ##EQU00004##
[0083] A fuel which yields a low level of CO.sub.2 emissions per
unit power must have a low value for M.sub.CO2 in Equation 4.
Ideally, one would seek to minimise the value of M.sub.CO2 when
designing a fuel for use in an area of restricted ventilation. This
would mean increasing the H/C ratio (y) of the fuel, which would
also increase its net calorific value (as an extreme example,
methane has a H/C ratio of 4 and thus a considerably higher
calorific value than liquid distillate fuels). In the case of a
diesel fuel, this could be achieved empirically by reducing the
density (i.e. typically by changing the chemical composition) of
the fuel.
[0084] For example, the approximate relationship between the H/C
ratio y of a fuel and its density .rho. (in g/cm.sup.3 or
kg/litre), determined from a graphical plot of y against .rho. for
a limited number of diesel blending components, is expressed in
Equation 5 below:
y=-3.82.rho.+5.061 Equation 5
[0085] Similarly, the approximate relationship between the net
calorific value (NCV) and the density is expressed in Equation
6:
NCV=-12.78.rho.+53.82 Equation 6
[0086] Reducing the density of a fuel will typically--as a result
of volumetric fuelling systems--reduce the maximum power available
from an engine running on the fuel. This may not be an issue if an
engine is never operated near to its maximum power limits.
Alternatively, an engine running on a low density fuel could be
recalibrated to increase its volumetric fuelling rate and thus
increase its maximum available power output.
2. Fuel Chemical Composition
[0087] The H/C molar ratio of a fuel, and consequently its
calorific value, can be increased by increasing its paraffin
content and reducing the concentration of unsaturated (including
aromatic) hydrocarbons present. Alternatively, aromatic components
can be replaced at least partially by naphthenic components, which
would cause less of a reduction in density yet superior calorific
values.
[0088] Fischer-Tropsch derived fuels have higher paraffin contents,
and lower levels of aromatic species, than their petroleum derived
counterparts. They will thus have relatively high H/C ratios and
net calorific values. This is likely to make them suitable
candidates for use as fuels in areas of restricted ventilation,
since they are likely to provide a better balance between CO.sub.2
emissions and energy content.
3. Other Fuel Factors
[0089] Certain engines may benefit from further (typically smaller)
reductions in CO.sub.2 emissions by using fuels of higher cetane
number, the benefit being of the order of a 0.5% reduction in
emissions for an increase of 10 in the cetane number. This effect
is believed to be due to an increase in the engine efficiency term
.eta. (see Equation 4).
[0090] Again this means that Fischer-Tropsch derived fuels, which
typically have relatively high cetane numbers, are likely to be
suitable for use in situations in which CO.sub.2 emissions need to
be minimised.
4. SO.sub.2 Emissions
[0091] The mass of SO.sub.2 emitted on combustion of a fuel
(M.sub.SO2) may be calculated using Equation 7 below:
M SO 2 = M Fc .times. [ 64 32 ] .times. [ A 100 ] Equation 7
##EQU00005##
where M.sub.FC is the mass of fuel consumed and A is the weight
percentage of sulphur in the fuel.
[0092] By way of example, a typical European specification diesel
fuel might have a sulphur content of around 0.05% w/w. When used in
a heavy duty diesel engine with a fuel consumption of 210 g/kWh,
then according to Equation 7:
M.sub.SO2=210.times.2.times.0.05/100 g/kWh=0.21 g/kWh.
[0093] Combining Equations 7 and 3 (see section 1 above) gives the
key Equation 8:
M SO 2 g / kWh = 3600 .eta. .times. NCV .times. [ 2 A 100 ]
Equation 8 ##EQU00006##
[0094] A small correction factor of 0.985 can be applied to
Equation 8, to take account of the fact that 1.5% of the SO.sub.2
will be further oxidised and will end up as part of the emitted
particulate matter.
[0095] Thus, SO.sub.2 emissions levels are directly proportional to
the mass content of sulphur in the fuel and can be reduced by
reducing the sulphur content of the fuel. Again, this points
towards Fischer-Tropsch derived fuels--which by virtue of their
production contain almost no sulphur--as suitable candidates for
use in situations where reduced SO.sub.2 emissions are desired.
[0096] SO.sub.2 emissions are also proportional to fuel
consumption. Using Equation 4 above to minimise CO.sub.2 emissions
will itself help to minimise fuel consumption per unit power; thus,
reducing the sulphur content of a fuel represents an additional
option for reducing emissions overall.
5. Combining all Criteria
[0097] Combining the factors discussed in sections 1 to 4 above, it
can be seen that in order to reduce simultaneously both CO.sub.2
and SO.sub.2 emissions per unit energy, it is necessary to use a
fuel having a relatively high H/C molar ratio and net calorific
value, and a relatively low sulphur content.
[0098] Fischer-Tropsch derived fuels have the highest H/C molar
ratios and net calorific values of any hydrocarbon fuels. They also
contain virtually no sulphur. They are thus unique amongst the
hydrocarbon fuels in being suitable for minimising both CO.sub.2
and SO.sub.x emissions simultaneously.
[0099] Moreover, the relatively high cetane numbers of
Fischer-Tropsch derived fuels can in some cases serve to increase
engine efficiency, which can help further to reduce CO.sub.2 and
SO.sub.x emissions per unit energy.
[0100] Thus, based on the equations proposed above, it emerges that
Fischer-Tropsch derived fuels can be the most suitable hydrocarbon
fuels for use in areas of restricted ventilation. They can
therefore be expected to be of use, and benefit, in diesel
engine-powered machinery such as underground mining equipment.
[0101] Fischer-Tropsch derived fuel components may also be blended
with conventional refinery fuels, such as diesel fuels, in order to
increase the net calorific value and H/C ratio of the resultant
blend whilst at the same time reducing its overall sulphur content.
Thus, non-Fischer-Tropsch derived fuels may be made more suitable
for use in areas of restricted ventilation by the incorporation of
Fischer-Tropsch derived fuels.
* * * * *