Environment Major Changes In Fuel & Lubes

Hussam Adeni

The Environment
-major changes in last decade

Hussam Adeni

Lube.specialist@gmail.com

Major changes in last decade
- for the environment

• New Accords and Protocols
• Automobile Industry – Radical
changes
• Environment restrictions

Hussam Adeni Lube.specialist@gmail.com

5 Major changes in the last
decade

• Montreal Accord
• Euro IV and Euro V fuels
• Engine configurations
• Stringent API specifications
• Kyoto Protocol


decade

• Montreal Accord
• Largely for refrigerants
• Euro IV and Euro V fuels
• Sulphur reduction in fuels
• Engine configurations
• Fuel injection mechanism
• Higher operating speeds and pressure


decade

• Stringent API specifications
• API CJ-4 specifications
• Kyoto Protocols
• Green House Gas (GHG) emissions


1. Montreal Accord – 1995/96

• Treaty structured around halogenated
hydro carbons known to play a role in
Ozone depletion
• Treaty deals with phase-out Management
Plan for
1. Chlorofluorocarbons (CFC’s),
2. Carbon Tetra chloride (CCl4),
3. Hydrochloroflourocarbons (HCFC’s)



• Treaty structured around widely used
halogenated hydrocarbons now known
to play a role in Ozone depletion
• Targets HCFC’s, CFC’s, CCl4 used as
1. Refrigerants,
2. Solvents,
3. Blowing agents for plastic/foam
manufacture
4. Fire extinguisher.



• Update - 2006
• Largely implemented across the world
• R – 134 A successfully identified as
alternative refrigerant.
• Widely used today in Air conditioners used
in automobiles, in house and office AC’s and
in industries.
• Montreal compliant solvents and fire
extinguishers have been developed & are in
use today in many applications


2. Euro IV and Euro V fuels
- Role of fuels
Three major function in an IC engine
• Energy source to drive engine
• Coolant for injector
• It is the lubricant for fuel pump & injectors

In addition, fuels should be compatible with
gaskets and seals in the system
• Good compatibility --> expansion or marginal
swelling.
• As a result, there will no leakage of fuels, gas & oil


- Environmental demands
Under the Clean Air Act –
– Sulphur in fuels to be reduced 15 ppm
• Most developing countries: Sulphur in fuels
approx. 2000 ppm till the early 90’s
• Many have now implemented 50 ppm sulphur
in all fuels.
• Developed countries have progressively
moved to 10 ppm Sulphur in Fuels


- Diesel

Diesel
Euro I Euro II Euro III Euro IV Euro V
1993 1996 2000 2005 2009

Poly aromatics - N/A N/A 11 11 11
Vol%,Max
Sulphur ppm, Max 2000 500 350 50 19
(10)*
Cetane number - Min 49 49 51 51 51

Density@15 ºC, kg/m² 35- 100 35-100 60-70 60-70 60-70

Distillation -79.5@ 15º C 370 370 360 360 360

Reduction of Sulphur results in reduction of aromatics, this robs the fuel of
its lubricity. Damaging fuel injectors, whose replacement cost $ 100 each,
there are 8 nos in an engine. Dosing with Fuel additives , a quick remedy


- Gasoline - Petrol

Gasoline
Euro I Euro II Euro III Euro IV Euro V
1993 1996 2000 2005 2009

Aromatics - Vol%, Max No limit No limit 42 35 35

Olefins - Vol %, Max No limit No limit 18 18 18

Benzene - Vol%, Max 5 5 1 1 1

Oxygen - Vol%, Ma 2.5 2.5 2.7 2.7 3.7

Sulphur – ppm,Max 1000 500 150 50 10
(10)*
RON - Min 91 91 91 91 91

RVP - kPa 35 - 100 35 - 100 60 - 70 60 - 70 60 - 70

Lead - g/Lt, Max 0.013 0.013 None None None

Hydro treatment- Sulphur removal

• Sulphur in fuels is removed at the
refinery by stripping

• Process of stripping of sulphur is
called
• Hydrotreatment


Pitfalls of - Sulphur removal

•Unfortunately - sulphur
reduction also removes
• Natural lubricity compounds
• Natural conductivity properties
• It changes combustion properties
• Biocide property of sulphur


Implication – loss of lubricity

• No protective barrier between
metal surfaces
• Could lead to damage of vital engine
components
• Some vital components are
• Fuel pump
• Fuel injectors
• Valves & ports


Implication – ASTM and lubricity

• In 2005, ASTM had put in a
lubricity specification
• ASTM D 975 for middle distillates
• ASTM D 6079 is widely used for other
fuels
• Wear scar value is 520 microns or less
• OEM’s in Europe suggested 420 or less
• Fully synthetic esters widely accepted
component in fuel additives


Implication - Sulphur removal
• Natural conductivity properties
• Conductivity is decreased
• Static charge may build up while fuel is being
pumped
• Probably danger of ignition from static
electricity
• Essential that fuels are dosed with special
conductivity additives


• It changes combustion properties
• Hydro treatment may reduce Cetane in
diesel to the 40’s
• Modern Diesel engines are computer
controlled and deliver optimal combustion in
the range of 45 to 51.
• Cetane boosting additives now essential for
peak performance


• Biocide property of sulphur
• Widely used today as antiseptic
• Used in many drugs and medicines
• Sulphur controls fungal growth in fuel tanks.
• Fuels now need to be treated with biocides to
prevent fungal growth in fuel storage tanks


3. Engine configuration
- Radical changes
Three major function in an IC engine
• Energy source to drive engine
• Coolant for injector
• It is the lubricant for fuel pump & injectors

In addition, fuels should be compatible with
gaskets and seals in the system
• Good compatibility --> expansion or marginal
swelling.
• As a result there will be no leakage of fuels, gas & oil


- Radical changes
Evolution of fuel/injector/exhaust
mechanism
• Naturally aspirated (NA)
• Turbo charged
• Exhaust Gas Recirculation (EGR)
• Direct injection (DI)
• Common Rail Direct Injection (CRDI)


Radical changes - psi
Dramatic increase in Operating
pressures

– Early diesel engines – 600 psi
– Current CRDI – 30,000 psi


Radical changes – Cat. converter

Engine manufacturers proposed
reduction of treat level of Zinc-
Phosphate and Calcium sulphonates
– Engine manufacturers sought extension of life
for catalytic converters
– Research showed interference to life of
catalytic converters from additives in lubes
– ZDDP – Anti wear
– Over based Calcium – Detergency


4. API CJ-4 requirements
History of Lube additives
Since 1975 triboapplications utilized
solid boundary additive in the carrier
oil acting as a barrier of molecules
between moving parts with the
following:
1. ZDDP (Zinc Di Thiophosphates)
2. Phosphorous
3. Sulphur
4. Calcium sulphonates


Used oil disposal issues
These additives had the disadvantage
of being:
• Highly toxic – difficult to dispose
• Sacrificial – Deplete on use
• Inert – Do not react with metal alloys
• Become acidic – due to oxidation and water
• Also corrosive – furthering micro-pitting



API CJ-4 demands

• Lube manufacturers use up to 1% ZDDP
• Zinc-Phosphate levels at 1% are for all
practical purposes negligible
• Treats of 1% ZDDP packages likely to have
little impact on reducing wear



Alternative EP additives consisting of
Graphite, Molybdenum have come into
prominence
• Graphite & Molybdenum have little lubricating
value as they are not reactive
• Under heavy pressure will press out
• Will lead to metal to metal contact
• Research is going on for alternative
compounds for use as anti wear additives


5. Kyoto Protocol

• Proposed reduction of Green House
Gases (GHG)
• Major constituent of GHG identified
• Major sources for GHG emitters
identified
• Incentive for reduction of GHG


5. Kyoto Protocol

Gases (GHG)
• Country wise and industry wise data
collated.
• Reduction targets – broadly agreed upon
• Carbon dioxide – CO2
• Nitrogen Oxides - NOx
identified Hussam Adeni Lube.specialist@gmail.com

5. Kyoto Protocol

Gases (GHG)
• Country wise and industry wise data
collated.
• Reduction targets – broadly agreed upon
• Carbon dioxide – CO2
• Nitrogen Oxides – NOx


5. Kyoto Protocol

identified
• Aviation Industry
• Power Plants
• Auto Industry


5. Kyoto Protocol

• Incentive for reduction of GHG
• To users who register, document and reduce
GHG emissions
• ISO 14064 initiated to document reduction
• Tradable “Carbon Credits” to offset bulk GHG
emitters
• Bulk users in Auto related industry likely to be
major beneficiary


Thank you


Environment Major Changes In Fuel & Lubes

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