Diesel development

Ahmed, I. J. Decker D. Morris. How Much Energy Does It Take to Make a Gallon of Soydiesel National Soy Diesel Development Board Jefferson City, MO, 1994. 

In 1993, French consumption of these products was around 6 Mt and 2.5 Mt respectively for use in burners and in diesel engines. The latter figure appears in the statistics under the heading, marine bunker fuel . Its consumption been relatively stable for several years, whereas heavy industrial fuel use has diminished considerably owing to the development of nuclear energy. However, it seems that heavy fuel consumption has reached a bottom limit in areas where it is difficult to replace, e.g., cement plants. 

The flroduction of No. 1 fuel oil is thus quite marginal whereas the BTS and TBTS products will be undergoing important development in the coming years. In applications as diesel fuel, ordinary No. 2 fuel, and No. 2 BTS fuel are the most commonly used. 

These developments will reduce the total emissions of SO2 but the effect will remain limited. The reduction in sulfur levels in diesel fuel from 0.2 to 0.05% Is admitted to reduce yearly emissions of SO2 in France to only 10 to 12%. 

The study of the relations between diesel fuel composition and pollution caused by the diesel engine is the focus of considerable attention, particularly in Europe where this line of thought has been rapidly developing in recent years. 

The elimination of lead, the reduction of aromatics in gasoline, and the desulfurization of diesel fuels are oing to require significant reformulations of these products that will irripiy development of specific additives that allow the refiner to optimize costs while meeting the required specifications. 

The benefits of alcohol fuels include increased energy diversification in the transportation sector, accompanied by some energy security and balance of payments benefits, and potential air quaUty improvements as a result of the reduced emissions of photochemically reactive products (see Air POLLUTION). The Clean Air Act of 1990 and emission standards set out by the State of California may serve to encourage the substantial use of alcohol fuels, unless gasoline and diesel technologies can be developed that offer comparable advantages. 

R. R. Toepel, J. E. Bennethum, R. E. Hemth, "Development of a Detroit Diesel Allison 6V-92TA Methanol-Eueled Coach Engine," S 4E Paper 831744, SyEE Euels and Eubricants Meeting (San Erancisco, Calif., Oct. 31—Nov. 3, 1983), Society of Automotive Engineers, Warrendale, Pa., 1983. 

J. Jaye, S. Miller, and J. Bennethum, "Development of the Detroit Diesel Corporation Methanol Engine," 8th Int. Sjmp. yllcoholFuels (Tokyo, Japan, Nov. 13-16,1988). 

Furnaces of this type, such as the steam locomotive furnace—boHet design, had the obvious disadvantage that pressure was limited to ca 1 MPa (150 psi). The development of seamless, thick-waH tubing for stationary power plants (ie, water-tube furnaces) and other engines for motive power, such as diesel—electric, has in many cases ecHpsed the fire-tube boHet. For appHcations calling for moderate amounts of lower pressure steam, however, the modern fire-tube boHet continues to be the indicated choice (5). 

Diesel manufacturers have found it difficult to meet the stringent emissions targets. Development of exhaust treatment devices to reduce particulates and meet NO standards has been underway. These devices either trap or catalyticaHy oxidize the particles or both. 

The early developments of solvent processing were concerned with the lubricating oil end of the cmde. Solvent extraction processes are appHed to many usefiil separations in the purification of gasoline, kerosene, diesel fuel, and other oils. In addition, solvent extraction can replace fractionation in many separation processes in the refinery. For example, propane deasphalting (Fig. 7) has replaced, to some extent, vacuum distillation as a means of removing asphalt from reduced cmde oils. 

These catalysts contained promoters to minimise SO2 oxidation. Second-generation systems are based on a combined oxidation catalyst and particulate trap to remove HC and CO, and to alleviate particulate emissions on a continuous basis. The next phase will be the development of advanced catalysts for NO removal under oxidising conditions. Low or 2ero sulfur diesel fuel will be an advantage in overall system development. 

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