Diesel fuel quality drivers and issues

Transcription

1 Diesel fuel quality drivers and issues Platt s 4 th Annual Middle Distillates Conference January 30-31, 2014, Antwerp, Belgium Seppo Mikkonen Neste Oil seppo.mikkonen@nesteoil.com January 30-31, 2014 Diesel fuel quality drivers and issues 1

2 Contents Drivers for specifications Challenge of seeking correlations Views of automotive technology Biofuels Conclusions January 30-31, 2014 Diesel fuel quality drivers and issues 2

3 Specification drivers 1. Legislated European directives, regulations national regulations 2. Standardized prepared by technical experts in CEN Working Groups oil industry, automotive industry, biofuel industry people commented and balloted by national standard bodies (EU + other European countries) in principle voluntary since not prepared by authorities and not formally accepted by political processes however, some countries have mandated fuels to meet standards 3. Fit for purpose cars, vans, trucks, buses, non-road mobile machinery, vessels different climatic conditions January 30-31, 2014 Diesel fuel quality drivers and issues 3

4 1. Legislated Directive 2009/30/EC FQD exhaust emissions related properties minimum cetane number maximum density, 95 % point, polyaromatics, sulfur, biodiesel (FAME), MMT free use of renewable hydrocarbons (HVO, BTL) in force at retail points where vehicles refueled minimum GHG reduction; can be pooled between batches and suppliers Directive 2009/28/EC RED minimum bioenergy content; can be pooled between batches and suppliers Other regulations minimum flash point for safety distillation points in custom s CN codes January 30-31, 2014 Diesel fuel quality drivers and issues 4

5 2. Standardized EN 590:2013 requirements from FQD and regulations copied 1:1 vehicle operability and durability related limits cetane index, carbon residue, ash, water, contamination, copper corrosion, oxidation stability, lubricity, viscosity, distillation, cloud point, CFPP free use of HVO and co-feed as biocomponents, GTL as fossil component provided that final blend meets EN 590 in force at retail points where vehicles refueled if not met, warranties of vehicles not in force, shortened vehicle service intervals may be required vehicle owner has to trust on quality since he can not analyze fuel by himself January 30-31, 2014 Diesel fuel quality drivers and issues 5

6 EN 590:2013 the 1 st edition 1993 frequent updates prepared by oil, automotive and biofuels industry most oil companies represented in CEN Diesel Working Group oil industry association Concawe prepares oil companies common position use the latest edition benefits also for refiners and blenders challenges e.g. fast cetane method EN DCN from 2009 but some customers require the slow and inaccurate EN ISO 5165 cetane engine result updating 20 years: original relevance of some limit values may be out of date getting compromises not easy between industries and all European countries keeping technical specifications as CEN s decisions (outside political process) January 30-31, 2014 Diesel fuel quality drivers and issues 6

7 3. Fit for purpose Logistics e.g. not contaminating pipelines with biodiesel if pipelines used also for aviation fuels corrosion protection Vehicles cold operability engine oil dilution by fuel protection for injector fouling, fuel system deposits, corrosion exhaust aftertreatment system lifetime automotive manufacturers published Worldwide Fuel Charter (latest edition 2013) justifies requirements of new sophisticated engines more forward looking than CEN building compromises (but too stringent?) vehicle owner wants trouble-free operation => quality assurance: refinery -> terminals -> logistics -> service stations -> vehicles January 30-31, 2014 Diesel fuel quality drivers and issues 7

8 Contents Drivers for specifications Challenge of seeking correlations Views of automotive technology Biofuels Conclusions January 30-31, 2014 Diesel fuel quality drivers and issues 8

9 User demand versus Fuel properties Real life requirements Immediate, e.g. cold start cold operability fuel consumption Durability, reliability, e.g. fuel injection system catalyst, particulate filter deposits, corrosion Correlation Fuel specification EN 590:2013 Limit values e.g. for cetane number cloud point, CFPP, quality of bio, water energy content (not specified), density Limit values e.g. for lubricity, contaminants ash, sulfur quality of bio, stability, (additives) January 30-31, 2014 Diesel fuel quality drivers and issues 9

10 Society versus Fuel properties Environment, health SO x emissions NO x emissions particulate emissions catalyst operation life cycle GHG Correlation Directive 2009/30/EC FQD sulfur cetane, polyaromatics sulfur, 95% point, polyarom., density sulfur-free GHG reduction, bioenergy (2009/28/EC) Renewable feedstocks Directive 2009/28/EC RED sustainability land use labor values etc. January 30-31, 2014 Diesel fuel quality drivers and issues 10

11 Seeking correlation Vehicle and engine tests Correlation time consuming (days, months) expensive (n x ) often not accurate, different vehicles often in-house methods Laboratory measurements rapid for daily quality control cheap (n x ) accurate EN xxxxx, ISO xxxxx -methods sulfur, aromatics,... (chem.) density, viscosity,... (phys.) R&D facilities of vehicle companies, Labs of refineries, terminals, customs some oil companies, JRC,... January 30-31, 2014 Diesel fuel quality drivers and issues 11

12 Some correlations lost? E.g. cold operability CFPP versus vehicle cold operability correlation created during s; since then lower fuel aromatics: higher risk for wax settling when stored below cloud point advanced cold flow additives respond well in CFPP test but maybe not in vehicles FAME: impurities may precipitate even above diesel fuel s cloud point new sophisticated vehicle fuel system designs private diesel cars with low monthly mileage more time for wax settling before refueling, cloud point sensitiveness cloud point and CFPP tests developed for fossil fuels decades ago too short exposure time for estimating precipitations in real life today wax e.g. saturated monoglycerides originating from FAME => fuel may meet EN 590 but is not fit for purpose in some vehicles January 30-31, 2014 Diesel fuel quality drivers and issues 12

13 How to fix cold operability co-operate with automotive companies for designing vehicles for better cold operability e.g. fuel with -6 ⁰C cloud point and -18⁰C CFPP car A stopped at -14⁰C car B stopped at -25⁰C car B has a larger fuel filter than car A better designed vehicles would avoid requirements for further enhanced cloud points and CFPPs good cold operability common interest for fuel and automotive companies sell premium cold operability fuel for cars, standard fuel for trucks allows higher average diesel cloud point and higher diesel fuel yield at refineries used in Finland use HVO instead of FAME January 30-31, 2014 Diesel fuel quality drivers and issues 13

14 Some correlations lost? E.g. oxidation stability, storage stability methods and limits traditional knowledge from fossil fuels and old vehicle designs finding correlation between real trouble-free operability and fuel specification limit values very laborious today high fuel temperatures in vehicle fuel systems (above +100 ⁰C) FAME no compromise yet in CEN what method and limit satisfactory for vehicles long storage times in some applications parked combined harvesters, emergency generators, lifeboats,... Every limit value in fuel specification should correlate to fit for purpose limits stringent enough for vehicle operability and durability limits not more stringent than needed since extra cost for refineries January 30-31, 2014 Diesel fuel quality drivers and issues 14

15 Contents Drivers for specifications Challenge of seeking correlations Views of automotive technology Biofuels Conclusions January 30-31, 2014 Diesel fuel quality drivers and issues 15

16 Evolution of engines and diesel fuels Main fuel quality driver Helping to reduce exhaust emissions Enabling exhaust aftertreatment Operability Lifetime durability Higher quality fuels, e.g. lower sulfur More demanding engines Euro II Sulfur 500 mg/kg Euro III 350 mg/kg Euro IV Oxicatalysts 50 mg/kg Euro V DPFs 10 mg/kg Euro VI Durability Euro X = exhaust regulation on trucks and buses DPF = diesel particulate filter January 30-31, 2014 Diesel fuel quality drivers and issues 16

17 Evolution of engines and diesel fuels Main fuel quality driver Helping to reduce exhaust emissions Enabling exhaust aftertreatment Operability Lifetime durability Higher quality fuels, e.g. lower sulfur More demanding engines Euro II Sulfur 500 mg/kg Euro III 350 mg/kg Euro IV Oxicatalysts 50 mg/kg Euro V DPFs 10 mg/kg Euro VI Durability FAME = biodiesel HVO = hydrotreated vegetable oil Euro X = exhaust regulation on trucks and buses January 30-31, 2014 HVO Diesel fuel quality drivers and issues Fossil hydrocarbons ok Biobased part =??? DPF = diesel particulate filter 17

18 Views of automotive companies Stringent regulation for exhaust system lifetime cars min km trucks min km (km depends on truck size) Not much worried about diesel sulfur, polyaromatics, density,... => fossil fuel part ok gasoline sulfur, aromatics, olefins, benzene,... => fossil fuel part ok Worried about lifetime, durability, need for extra maintenance diesel engine oil dilution FAME and high boiling fractions suspected ash, P, metals FAME suspected stability, deposits mainly FAME suspected gasoline metallic octane boosters any MMT or ferrocene strictly forbidden methanol not a desired blending component January 30-31, 2014 Diesel fuel quality drivers and issues 18

19 Views of automotive world Diesel cars favoured in middle and large cars because of stringent CO 2 regulation average max. 130 gco 2 /km in 2015, 95 gco 2 /km in 2020 gasoline preferred only in small cars => gasoline volumes decline sophisticated engines and exhaust systems more sensitive for fuel quality than before even max. 7 % FAME challenging (some FAME was quite ok for older designs) engine oil dilution and deterioration cold operability, fuel system deposits Trucks and buses more robust engines than in cars due long life time requirements could be designed for 20 % or 30 % FAME (however not preferred) exhaust system life time: sensitive for lubricant and fuel ash and metals => Worth for considering two separate fuel grades? premium for cars (less FAME or FAME-free, better cold properties) standard for trucks and buses January 30-31, 2014 Diesel fuel quality drivers and issues 19

20 Contents Drivers for specifications Challenge of seeking correlations Views of automotive technology Biofuels Conclusions January 30-31, 2014 Diesel fuel quality drivers and issues 20

21 Biocomponents in EN 590 diesel fuel Diesel fuel Diesel fuel with FAME with HVO Storage stability Challenge Like fossil diesel Cold operability Challenge Excellent (- 40⁰C) Engine & fuel system deposits Challenge Like fossil diesel Engine oil functioning Challenge Like fossil diesel Exhaust system functioning Challenge Like fossil diesel Water pick up from logistics Challenge Like fossil diesel Bacteria growth risk Challenge Like fossil diesel Pipelines (jet fuel contamination risk) Challenge Like fossil diesel Maximum in EN 590 fuel (vol-%) 7.0 % No limit, drop-in Energy content as 100 % (MJ/l) No need to be worried about extra challenges with bio when HVO used in fuel logistics in vehicles January 30-31, 2014 Diesel fuel quality drivers and issues 21

22 Blending value of HVO Fossil base fuel HVO 70 % base fuel + 30 % HVO Effect of HVO in EN 590 blending Density (kg/m 3 ) Base fuel can be > 845 Cetane Base fuel can be < 51 Polyarom. (%) 1.1 < Base fuel can be > 8 Sulfur (mg/kg) Base fuel can be > 10 Ox. stab. (g/m 3 ) No effect Viscosity (mm 2 /s) No remarkable effect Water (mg/kg) No effect Ash (%) No effect Metals (mg/kg) ~ 0 ~ 0 ~ 0 No effect Distill. 95 % (⁰C) Base fuel can be > 360 Cloud point (⁰C) possible with HVO Fossil base fuel does not need to meet EN 590 when HVO blended economic and volumetric benefit for refineries and blenders Fossil base fuel has to be even better than EN 590 (density < 842) when FAME blended January 30-31, 2014 Diesel fuel quality drivers and issues 22

23 Contents Drivers for specifications Challenge of seeking correlations Views of automotive technology Biofuels Conclusions January 30-31, 2014 Diesel fuel quality drivers and issues 23

24 Conclusions Vehicle markets share of diesel cars will be high in Europe diesel practically the only one for trucks (some LNG might come?) => mismatch continues in gasoline/diesel markets/refining volumes Evolution of fuels and vehicles evolution of fossil fuel successful, no demand for more stringent specifications future vehicles at least as demanding as the current regarding fuel quality challenges mainly related to FAME as a blending component HVO preferred by automotive industry updating of EN 590 quite slow for meeting fit for purpose requirements some test methods and limit values made for fossil fuels and older vehicle technologies, may not be relevant with biocomponents or for modern vehicles finding correlations between fuel limit values and fit for purpose very laborious retail customers need high quality fit for purpose fuels January 30-31, 2014 Diesel fuel quality drivers and issues 24

25 Thank you for your attention January 30-31, 2014 Diesel fuel quality drivers and issues 25