Elastomer Compatibility of Blends of Biodiesel and Fischer-Tropsch Diesel

Lamprecht, Delanie

doi:10.4271/2007-01-0029

Cited by 9 publications

(7 citation statements)

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“…This was especially apparent from the elastomer compatibility comparison between South African HTFT-derived diesel fuel, United Kingdom EN590-compliant diesel fuel, and United States D-2 diesel fuel (Table 15.5) [44]. This was especially apparent from the elastomer compatibility comparison between South African HTFT-derived diesel fuel, United Kingdom EN590-compliant diesel fuel, and United States D-2 diesel fuel (Table 15.5) [44].…”

Section: Elastomer Compatibilitymentioning

confidence: 96%

“…The difference in seal swelling that is caused by changing from an aromatic diesel fuel to a more paraffinic diesel fuel has been evaluated for Fischer-Tropsch distillates [44]. The difference in seal swelling that is caused by changing from an aromatic diesel fuel to a more paraffinic diesel fuel has been evaluated for Fischer-Tropsch distillates [44].…”

Section: Elastomer Compatibilitymentioning

confidence: 99%

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Diesel Fuel

Klerk

2011

Fischer‐Tropsch Refining

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Diesel fuel refers to the fuel that is used in compression-ignition engines (diesel engines). It is generally material boiling in the C 11 -C 22 hydrocarbon range. The requirements for diesel fuel are often diametrically opposed to that of motor-gasoline (Chapter 13). In motor-gasoline, it is important to suppress autoignition of the fuel to allow spark ignition to be correctly timed for good engine performance. In diesel fuel, it is important that the fuel autoignites and that the delay between fuel injection and the start of combustion is short.Compression-ignition engines operate at high compression ratios, typically around 15-17 : 1. This improves the thermodynamic efficiency of the engine, and on average compression-ignition engines are more efficient than spark-ignition engines. The engine itself is heavier, and traditionally it has been applied mainly for heavier vehicles. This situation has changed and, despite the higher cost of compression-ignition engines as compared to spark-ignition engines, there has been a marked shift in preference for diesel-powered passenger vehicles in Europe. This change is partly due to an increase in environmental awareness. Better engine efficiency leads to lower fuel consumption and can be translated into less CO 2 emitted per distance traveled. The move to vehicles with lower rated emissions (in grams of CO 2 per kilometer) is supported by the policies of the European Union.This shift in transportation fuel preference for the passenger vehicle market had a marked impact on refineries. The hydrogen in a typical conventional crude oil refinery is obtained from catalytic naphtha reforming. As the demand for motor-gasoline decreases, the need for reformate also decreases, which in turn reduces hydrogen production. Yet, refining crude oil to diesel fuel requires more hydrogen than refining crude oil to motor-gasoline. In each refinery there is a minimum motor-gasoline to diesel fuel ratio beyond which refining becomes inefficient and costly. The shift toward diesel fuel has created an imbalance in refinery production and in practice this imbalance in Europe is corrected by exporting motor-gasoline and importing diesel fuel. In the long run, it will be interesting to see how this might affect diesel fuel specifications, which over time have made diesel fuel production more difficult.Diesel fuel, like motor-gasoline, is a major consumer product and exerts a tremendous influence on the economy and the environment. Diesel fuel specifications are consequently subject to technical, environmental, and political pressures (Section 13.1).Fischer-Tropsch Refining, First Edition. Arno de Klerk.

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Section: Elastomer Compatibilitymentioning

confidence: 96%

Section: Elastomer Compatibilitymentioning

confidence: 99%

Diesel Fuel

Klerk

2011

Fischer‐Tropsch Refining

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“…12 Lamprecht et al researched the effect of biodiesel and FT diesel blends on the physical properties of fuel system elastomer seals. 29 They found blends of biodiesel with FT diesel reduced the net change in physical properties of the pre-conditioned NBR exposed to this mixed fuel and elastomer compatibility was not regarded as a blending constraint for B20 (20% volume biodiesel) blends of biodiesel with FT diesel. 29 The compatibility of pure FT fuels with multiple elastomeric materials has received little public attention in research.…”

Section: Introductionmentioning

confidence: 95%

Study on volume swell and mechanical properties of fuel system elastomers with Fischer–Tropsch fuel for diesel engines

Zhang

Peng

et al. 2022

Journal of Elastomers & Plastics

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The compatibility of elastomers used in engine fuel system with Fischer–Tropsch (FT) fuel is essential, but there is very limited research available on it. In this work, the compatibility between four types of commonly used elastomers in fuel system and FT fuel was experimentally investigated. The assessed elastomers including nitrile butadiene rubber (NBR), ethylene propylene diene-monomer rubber (EPDM), fluoroelastomer (FKM), and chlorinated polyethylene (CPE) were exposed to FT fuel which derived from natural gas for 21 days. The properties of the elastomers such as mass, volume, hardness, tensile strength, elongation at break, and tear strength were measured before and after immersion, at the same time the change rates of these properties were calculated. The results demonstrated that all properties of EPDM deteriorated significantly after soak, and its compatibility with FT fuel was the worst, making it unsuitable for FT engines. NBR, FKM, and CPE all showed low rates of property change, with FKM exhibiting the greatest compatibility performance with FT fuel. Additionally, the O-rings made of FKM were submerged in FT fuel and diesel for 7 days, 14 days, and 21 days, respectively. It was found that the mass and volume variations of FKM O-rings in FT fuel were negligible and comparable with those of diesel fuel.

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“…It also addresses some of the other concerns related to hydroprocessed LTFT distillate specifically, namely, elastomer incompatibility due to the lack of aromatics and polar compounds [22], emissions produced on account of the too high cetane number that results in combustion before complete air-fuel mixing [23], and the poorer volumetric fuel economy due to the low fuel density. It also addresses some of the other concerns related to hydroprocessed LTFT distillate specifically, namely, elastomer incompatibility due to the lack of aromatics and polar compounds [22], emissions produced on account of the too high cetane number that results in combustion before complete air-fuel mixing [23], and the poorer volumetric fuel economy due to the low fuel density.…”

Section: Co-refiningmentioning

confidence: 99%

Diesel Fuel Refining

Klerk

2011

Fischer‐Tropsch Refining

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Divergent opinions have been voiced about the quality and the desirability of the diesel fuel produced from Fischer-Tropsch distillates. The diesel fuel produced by the original German cobalt-based low-temperature Fischer-Tropsch (LTFT) processes was considered an inferior fuel. The Fischer-Tropsch-derived diesel fuel did not meet the German diesel fuel specifications of that time, resulting in a higher fuel consumption, and had to be blended with crude-oil-or coal-liquid-derived distillates to make it acceptable as diesel fuel (Section 6.3.3) [1, 2]. Conversely, from a mechanical engineering perspective, an alkane-rich distillate makes an excellent fuel for compression-ignition engines [3]. Numerous studies appeared in the literature dealing with the lower exhaust emission profile from LTFT distillates, but not all studies were equally favorable. The combustion chemistry in a compression-ignition engine is complex, and emission properties vary with load and timing [4]. The adage is true: ''The same elephant viewed from different angles looks differently.''The diesel fuel prepared from high-temperature Fischer-Tropsch (HTFT) distillate resembles that prepared from crude-oil-derived distillate.The refinery designs for producing motor-gasoline (Chapter 25) and jet fuel (Chapter 26) from Fischer-Tropsch syncrude produced little or no diesel fuel. This may seem at variance with the focus on distillate production seen in recent Fischer-Tropsch-based gas-to-liquids facilities (Chapters 11 and 12). The distillate obtained from LTFT synthesis has a very high cetane number. Yet, there is a difference between distillate, which meets the boiling point criteria for compression-ignition fuel, and on-specification diesel fuel that has to meet all the fuel specifications associated with fuel for compression-ignition engines.In this chapter, we explore diesel fuel refining. As in the two previous chapters, the objective is the production of on-specification transportation fuel from syncrude by appropriate refinery design. Like the other transportation fuels, the carbon number distribution of the syncrude must be shifted to the distillate range and the quality of the distillate must be improved to meet fuel specifications.Fischer-Tropsch Refining, First Edition. Arno de Klerk.

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Elastomer Compatibility of Blends of Biodiesel and Fischer-Tropsch Diesel

Cited by 9 publications

References 1 publication

Diesel Fuel

Diesel Fuel

Study on volume swell and mechanical properties of fuel system elastomers with Fischer–Tropsch fuel for diesel engines

Diesel Fuel Refining

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