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Relevant bibliographies by topics / Low and ultra low sulfur diesel fuels

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Academic literature on the topic 'Low and ultra low sulfur diesel fuels'

Author: Grafiati

Published: 4 June 2021

Last updated: 29 January 2023

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Journal articles on the topic "Low and ultra low sulfur diesel fuels"

1

Fujikawa, Takashi. "Highly Active HDS Catalyst for Producing Ultra-low Sulfur Diesel Fuels." Topics in Catalysis 52, no. 6-7 (April 14, 2009): 872–79. http://dx.doi.org/10.1007/s11244-009-9228-y.

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2

Malchevsky, V., and R. Varbanets. "RESEARCH OF THE EFFICIENCY OF MARINE DIESEL FUEL COOLING SYSTEM ON THE BASIS OF NEW REFRIGERANTS." Internal Combustion Engines, no. 1 (July 26, 2021): 3–9. http://dx.doi.org/10.20998/0419-8719.2021.1.01.

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The requirements of the International Maritime Organization, government environmental agencies and other non-governmental groups are aimed at reducing emissions of harmful substances into the environment during the operation of diesel engines. Among these substances, the most dangerous are sulfur oxide (SOx), nitrogen oxide (NOx) and particulate matter (PM). In accordance with the specified requirements, there is an active transition to fuels with ultra-low sulfur content. The use of these fuels in marine diesel engines is associated with a number of difficulties, because these engines are usually designed for operation on fuels with high viscosity and lubricity. The viscosity values for ultra-low sulfur fuels are close to the permitted minimums for diesel engines at normal engine room temperature. The greatest difficulties occur when the viscosity values fall below the specific range when the fuel temperature before the engine increases. For reliable operation of the engine, the fuel temperature must be constantly maintained at a range in which the fuel viscosity will have the required values. For this purpose the engine design provides presence of fuel cooling system with a water cooler and a chiller for heat removal from water. In this paper the efficiency of chiller refrigeration plant was investigated using new perspective refrigerant mixtures R125/R290 and R134a/R290 as working fluids in comparison with basic R134a and R22. The values of composition for both mixtures are chosen such that they are closest to the azeotrope. It is possible for azeotrope mixtures to minimize the temperature difference between heat exchanging medias in condenser and evaporator of refrigeration plant. During the investigation it was revealed that the values of refrigeration coefficient of refrigerating plant when using mixtures as working fluids were somewhat lower when operating on R134a and R22. But the values of volumetric refrigeration capacity with mixtures as working fluids are significantly higher.

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3

Zinina, N. D., A. L. Timashova, M. V. Pavlovskaya, and D. F. Grishin. "An antiwear additive for ultra-low-sulfur diesel fuel." Petroleum Chemistry 54, no. 5 (September 2014): 392–96. http://dx.doi.org/10.1134/s0965544114050119.

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4

Uchôa, Igor M. A., Marcell S. Deus, and Eduardo L. Barros Neto. "Formulation and tribological behavior of ultra-low sulfur diesel fuels microemulsified with glycerin." Fuel 292 (May 2021): 120257. http://dx.doi.org/10.1016/j.fuel.2021.120257.

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5

Díaz de León, Jorge, Chowdari Ramesh Kumar, Joel Antúnez-García, and Sergio Fuentes-Moyado. "Recent Insights in Transition Metal Sulfide Hydrodesulfurization Catalysts for the Production of Ultra Low Sulfur Diesel: A Short Review." Catalysts 9, no. 1 (January 15, 2019): 87. http://dx.doi.org/10.3390/catal9010087.

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The literature from the past few years dealing with hydrodesulfurization catalysts to deeply remove the sulfur-containing compounds in fuels is reviewed in this communication. We focus on the typical transition metal sulfides (TMS) Ni/Co-promoted Mo, W-based bi- and tri-metallic catalysts for selective removal of sulfur from typical refractory compounds. This review is separated into three very specific topics of the catalysts to produce ultra-low sulfur diesel. The first issue is the supported catalysts; the second, the self-supported or unsupported catalysts and finally, a brief discussion about the theoretical studies. We also inspect some details about the effect of support, the use of organic and inorganic additives and aspects related to the preparation of unsupported catalysts. We discuss some hot topics and details of the unsupported catalyst preparation that could influence the sulfur removal capacity of specific systems. Parameters such as surface acidity, dispersion, morphological changes of the active phases, and the promotion effect are the common factors discussed in the vast majority of present-day research. We conclude from this review that hydrodesulfurization performance of TMS catalysts supported or unsupported may be improved by using new methodologies, both experimental and theoretical, to fulfill the societal needs of ultra-low sulfur fuels, which more stringent future regulations will require.

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6

Farahani, M., D. J. Y. S. Pagé, and M. P. Turingia. "Sedimentation in biodiesel and Ultra Low Sulfur Diesel Fuel blends." Fuel 90, no. 3 (March 2011): 951–57. http://dx.doi.org/10.1016/j.fuel.2010.10.046.

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7

Dunn, Robert O. "Fuel Properties of Biodiesel/Ultra-Low Sulfur Diesel (ULSD) Blends." Journal of the American Oil Chemists' Society 88, no. 12 (June 17, 2011): 1977–87. http://dx.doi.org/10.1007/s11746-011-1871-3.

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8

Zarrabi, Mahshid, Mohammad H. Entezari, and Elaheh K. Goharshadi. "Photocatalytic oxidative desulfurization of dibenzothiophene by C/TiO2@MCM-41 nanoparticles under visible light and mild conditions." RSC Advances 5, no. 44 (2015): 34652–62. http://dx.doi.org/10.1039/c5ra02513c.

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Today, due to the environmental pressures on the sulfur content of gasoline and fuel cell applications, petroleum refineries need a very deep desulfurization process to reach the ultra-low sulfur diesel (ULSD, 1 ppm).

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9

Tran, Viet Dung, Anh Tuan Le, and Anh Tuan Hoang. "An Experimental Study on the Performance Characteristics of a Diesel Engine Fueled with ULSD-Biodiesel Blends." International Journal of Renewable Energy Development 10, no. 2 (November 25, 2020): 183–90. http://dx.doi.org/10.14710/ijred.2021.34022.

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As a rule, the highest permissible sulfur content in the marine fuel must drop below 0.5% from 1 January 2020 for global fleets. As such, ships operating in emission control areas must use low sulfur or non-sulfur fuel to limit sulfur emissions as a source of acid rain. However, that fact has revealed two challenges for the operating fleet: the very high cost of ultra-low sulfur diesel (ULSD) and the installation of the fuel conversion system and the ULSD cooling system. Therefore, a solution that blends ULSD and biodiesel (BO) into a homogeneous fuel with properties equivalent to that of mineral fuels is considered to be significantly effective. In the current work, an advanced ultrasonic energy blending technology has been applied to assist in the production of homogeneous ULSD-BO blends (ULSD, B10, B20, B30, and B50 with blends of coconut oil methyl ester with ULSD of 10%, 20%, 30% and 50% by volume) which is supplied to a small marine diesel engine on a dynamo test bench to evaluate the power and torque characteristics, also to consider the effect of BO fuel on specific fuel consumption exhaust gas temperature and brake thermal efficiency. The use of the ultrasonic mixing system has yielded impressive results for the homogeneous blend of ULSD and BO, which has contributed to improved combustion quality and thermal efficiency. The results have shown that the power, torque, and the exhaust gas temperature, decrease by approximately 9%, 2%, and 4% respectively with regarding the increase of the blended biodiesel rate while the specific fuel consumption and brake thermal efficiency tends to increase of around 6% and 11% with those blending ratios.

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10

Baik, Doo Sung, and Young Chool Han. "The effect of biodiesel and ultra low sulfur diesel fuels on emissions in 11,000 CC heavy-duty diesel engine." Journal of Mechanical Science and Technology 19, no. 3 (March 2005): 870–76. http://dx.doi.org/10.1007/bf02916135.

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Dissertations / Theses on the topic "Low and ultra low sulfur diesel fuels"

1

Somuri, Dinesh Chandra. "Study of Particulate Number Concentrations in Buses running with Bio diesel and Ultra Low Sulfur diesel." University of Toledo / OhioLINK, 2011. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1302290189.

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2

Garimella, Venkata Naga Ravikanth. "Exhaust Emissions Analysis for Ultra Low Sulfur Diesel and Biodiesel Garbage Trucks." University of Toledo / OhioLINK, 2010. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1290203383.

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3

Lim, McKenzie C. H. "Chemical and physical characterization of aerosols from the exhaust emissions of motor vehicles." Thesis, Queensland University of Technology, 2007. https://eprints.qut.edu.au/16428/1/McKenzie_Lim_Thesis.pdf.

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The number concentration and size distribution of particles in Brisbane have been studied extensively by the researchers at The International Laboratory for Air Quality and Health, Queensland University of Technology (Morawska et al., 1998, 1999a, 1999b). However, the comprehensive studies of chemical compositions of atmospheric particles, especially with regard to the two main classes of pollutants (polycyclic aromatic hydrocarbons and trace elements), that are usually of environmental and health interest, have not been fully undertaken. Therefore, this thesis presents detailed information on polycyclic aromatic hydrocarbons (PAHs) and elemental compositions of vehicle exhausts and of urban air in Brisbane. The levels of polycyclic aromatic hydrocarbons (PAHs) and elements in three of Brisbane's urban sites (Queensland University of Technology, Woolloongabba and ANZ stadium sites) were measured. The most common PAHs found in all sites were naphthalene, phenanthrene, anthracene, fluoranthene, pyrene and chrysene while Al, Cd, Co, Cr, Cu, Fe, Mn, Mo, Si, Sn, Sr and Zn were the most common elements detected in the total suspended particles and fine particle (PM2.5). With the aid of multivariate analysis techniques, several outcomes were obtained. For example: -- Major human activities such as vehicular and industrial sources were the most contributing pollution sources in Brisbane. However, these two sources have different influential strength on the compositions of the polycyclic aromatic hydrocarbons and trace inorganic elements found in the urban air. -- Woolloongabba bus platform was the most polluted site on the basis of the elemental and PAH compositions in its air samples while QUT site was the worst polluted site in terms of PM2.5 elemental contents. These results demonstrated that the impact of traffic related pollutants on Brisbane's urban air is significant. This led to the investigations of the direct emissions of pollutants from exhaust vehicular source in the second part of this research work. The exhaust studies included the investigations of PAHs, trace inorganic elements and particles. At the time of the study, the majority of vehicles in Brisbane used low sulfur diesel (LSD) fuel or unleaded petrol (ULP). However, the importance of vehicles using ultra low sulfur diesel (ULSD) and liquefied petroleum gas (LPG) is constantly growing. Therefore, the exhaust emission studies on chassis dynamometer from heavy duty non-catalyst-equipped buses powered by LSD and ULSD with 500 ppm and 50 ppm sulfur contents respectively as well as passenger cars powered by ULP and LPG were explored. The outcomes of such studies are summarized as follows: -- Naphthalene, acenaphthene, acenaphthylene, anthracene, phenanthrene, fluorene, fluoranthene and pyrene were frequently emitted by the buses powered by LSD and ULSD. However, buses powered by ULSD emitted 91% less PAHs than those powered by LSD. On the other hand, Mg, Ca, Cr, Fe, Cu, Zn, Ti, Ni, Pb, Be, P, Se, Ti and Ge were found in measurable quantities in the exhaust of the buses. The emissions of the elements were found to be strongly influenced by the engine driving conditions of the buses and fuel parameters such as sulfur content, fuel density and cetane index. -- Naphthalene, fluorene, phenanthrene, anthracene, pyrene, chrysene, benzo(a)anthracene and benzo(b)fluoranthene were predominantly emitted by ULP and LPG cars. On the average, the total emission factors of PAHs from LPG cars were generally lower than those of ULP cars, but given the large variations in the emission factors of cars powered by the same type of fuel, differences in the emission factors from both car types were statistically insignificant. In general, platinum group elements and many other elements were found in the exhausts of cars powered by both fuels. Emissions of inorganic elements from the cars were dependent on the type and the mileage of the cars. For example, ULP cars generally emitted higher levels of Cu, Mg, Al and Zn while LPG cars emitted higher level of V. In addition, cars with higher mileages were associated with higher emissions of the major elements (Zn, Al, Fe, V and Cu). -- Buses powered by ULSD usually emitted fewer particles, which were generally 31% to 59% lower than those emitted by LSD powered buses. Similarly, cars powered by LPG emitted less particles from those powered by ULP fuel. However, more nanoparticles (those with aerodynamic diameters of less than 50 nm) were emitted by LPG powered cars than their ULP counterparts. Health effect assessment of the exhaust PAHs was evaluated in terms of benzo(a)pyrene toxicity equivalent (BAPeq). The potential toxicities of PAHs emitted by ULSD powered buses were generally lower than those emitted by their LSD counterparts. A similar trend with lower emissions of PAHs from LPG cars than from ULP cars was observed when otherwise identical passenger cars were powered by LPG and ULP fuels. In summary, this thesis has shown that the majority of airborne particles found around Brisbane have anthropogenic origins, particularly vehicle emissions, and that fuel or lubricant formulations and engine operating conditions play important roles in the physical and chemical characteristics of pollutants emitted by vehicles. The implications of these results on worldwide strategies to reduce the environmental and health effects of particles emitted by motor vehicles were discussed. In this regard, direct emission measurements from vehicles powered by LSD, ULSD, ULP and LPG unveiled the relative environmental benefits associated with the use of ULSD in place of LSD to power diesel engines, and of LPG in place of ULP to power passenger cars.

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4

Lim, McKenzie C. H. "Chemical and physical characterization of aerosols from the exhaust emissions of motor vehicles." Queensland University of Technology, 2007. http://eprints.qut.edu.au/16428/.

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The number concentration and size distribution of particles in Brisbane have been studied extensively by the researchers at The International Laboratory for Air Quality and Health, Queensland University of Technology (Morawska et al., 1998, 1999a, 1999b). However, the comprehensive studies of chemical compositions of atmospheric particles, especially with regard to the two main classes of pollutants (polycyclic aromatic hydrocarbons and trace elements), that are usually of environmental and health interest, have not been fully undertaken. Therefore, this thesis presents detailed information on polycyclic aromatic hydrocarbons (PAHs) and elemental compositions of vehicle exhausts and of urban air in Brisbane. The levels of polycyclic aromatic hydrocarbons (PAHs) and elements in three of Brisbane's urban sites (Queensland University of Technology, Woolloongabba and ANZ stadium sites) were measured. The most common PAHs found in all sites were naphthalene, phenanthrene, anthracene, fluoranthene, pyrene and chrysene while Al, Cd, Co, Cr, Cu, Fe, Mn, Mo, Si, Sn, Sr and Zn were the most common elements detected in the total suspended particles and fine particle (PM2.5). With the aid of multivariate analysis techniques, several outcomes were obtained. For example: -- Major human activities such as vehicular and industrial sources were the most contributing pollution sources in Brisbane. However, these two sources have different influential strength on the compositions of the polycyclic aromatic hydrocarbons and trace inorganic elements found in the urban air. -- Woolloongabba bus platform was the most polluted site on the basis of the elemental and PAH compositions in its air samples while QUT site was the worst polluted site in terms of PM2.5 elemental contents. These results demonstrated that the impact of traffic related pollutants on Brisbane's urban air is significant. This led to the investigations of the direct emissions of pollutants from exhaust vehicular source in the second part of this research work. The exhaust studies included the investigations of PAHs, trace inorganic elements and particles. At the time of the study, the majority of vehicles in Brisbane used low sulfur diesel (LSD) fuel or unleaded petrol (ULP). However, the importance of vehicles using ultra low sulfur diesel (ULSD) and liquefied petroleum gas (LPG) is constantly growing. Therefore, the exhaust emission studies on chassis dynamometer from heavy duty non-catalyst-equipped buses powered by LSD and ULSD with 500 ppm and 50 ppm sulfur contents respectively as well as passenger cars powered by ULP and LPG were explored. The outcomes of such studies are summarized as follows: -- Naphthalene, acenaphthene, acenaphthylene, anthracene, phenanthrene, fluorene, fluoranthene and pyrene were frequently emitted by the buses powered by LSD and ULSD. However, buses powered by ULSD emitted 91% less PAHs than those powered by LSD. On the other hand, Mg, Ca, Cr, Fe, Cu, Zn, Ti, Ni, Pb, Be, P, Se, Ti and Ge were found in measurable quantities in the exhaust of the buses. The emissions of the elements were found to be strongly influenced by the engine driving conditions of the buses and fuel parameters such as sulfur content, fuel density and cetane index. -- Naphthalene, fluorene, phenanthrene, anthracene, pyrene, chrysene, benzo(a)anthracene and benzo(b)fluoranthene were predominantly emitted by ULP and LPG cars. On the average, the total emission factors of PAHs from LPG cars were generally lower than those of ULP cars, but given the large variations in the emission factors of cars powered by the same type of fuel, differences in the emission factors from both car types were statistically insignificant. In general, platinum group elements and many other elements were found in the exhausts of cars powered by both fuels. Emissions of inorganic elements from the cars were dependent on the type and the mileage of the cars. For example, ULP cars generally emitted higher levels of Cu, Mg, Al and Zn while LPG cars emitted higher level of V. In addition, cars with higher mileages were associated with higher emissions of the major elements (Zn, Al, Fe, V and Cu). -- Buses powered by ULSD usually emitted fewer particles, which were generally 31% to 59% lower than those emitted by LSD powered buses. Similarly, cars powered by LPG emitted less particles from those powered by ULP fuel. However, more nanoparticles (those with aerodynamic diameters of less than 50 nm) were emitted by LPG powered cars than their ULP counterparts. Health effect assessment of the exhaust PAHs was evaluated in terms of benzo(a)pyrene toxicity equivalent (BAPeq). The potential toxicities of PAHs emitted by ULSD powered buses were generally lower than those emitted by their LSD counterparts. A similar trend with lower emissions of PAHs from LPG cars than from ULP cars was observed when otherwise identical passenger cars were powered by LPG and ULP fuels. In summary, this thesis has shown that the majority of airborne particles found around Brisbane have anthropogenic origins, particularly vehicle emissions, and that fuel or lubricant formulations and engine operating conditions play important roles in the physical and chemical characteristics of pollutants emitted by vehicles. The implications of these results on worldwide strategies to reduce the environmental and health effects of particles emitted by motor vehicles were discussed. In this regard, direct emission measurements from vehicles powered by LSD, ULSD, ULP and LPG unveiled the relative environmental benefits associated with the use of ULSD in place of LSD to power diesel engines, and of LPG in place of ULP to power passenger cars.

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5

Patel, Sarfaraz Usman. "Separation of Emulsified Water from Ultra Low Sulfur Diesel." University of Akron / OhioLINK, 2013. http://rave.ohiolink.edu/etdc/view?acc_num=akron1373375865.

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6

Vinay, Kumar Nerella V. "An Analysis on Vehicular Exhaust Emissions from Transit Buses Running on Biodiesel Blends." University of Toledo / OhioLINK, 2010. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1271886446.

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7

Penumalla, Venkata Pavan Kumar. "Laboratory Experiments on the Emissions from Different Biodiesel Blends in Comparison to B20 and Ultra Low Sulfur Diesel." University of Toledo / OhioLINK, 2011. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1301593542.

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8

Wang, Ting. "Process simulation, integration and optimization of blending of petrodiesel with biodiesel." [College Station, Tex. : Texas A&M University, 2008. http://hdl.handle.net/1969.1/ETD-TAMU-2908.

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9

Wain, Kimberly Susan. "A study of alternative diesel fuel lubricity, deposit formation, and material compatibility : dimethyl ether, biodiesel and ultra low sulfur diesel fuels /." 2004.

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10

Chen, Kung-Fu, and 陳恭府. "Analysis of Fuel Performance and Exhaust Emissions of Ultra-low Sulphur Diesel Blending with Biofuels." Thesis, 2005. http://ndltd.ncl.edu.tw/handle/63118812720667229596.

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碩士
國立中山大學
環境工程研究所
93
This study investigated the fuel properties, engine performances, and emissions of two biodiesels and diesel. The fuels examined were D100 (ultra-low sulfur diesel), B20 (20% palm biodiesel +80% ultra-low sulfur diesel) and B100 (palm biodiesel). The fuel properties analysis results showed that the benefits of biodiesel were high cetane value, extremely low sulfur and aromatic contents, and good lubricity. While the defects of biodiesel were high pour point. The particulates emitted from the burning of D100, B100, B20 were mainly fine particulates, also known as young aerosols. Particles smaller than 2.5 µm easily enter the trachea and bronchus via the upper respiratory tract, finally deposit on the alveolus, which could cause severe injury to human health. The emission of soluble organic fraction (SOF) from diesel engine using D100, B100 and B20 were 23.2%, 19.9% and 20.2%, respectively. The SOF of D100 is slightly higher than B100 and B20. It suggested that adding biodiesel into diesel can decrease SOF and thus reduce the potential danger to human health. The original total PAHs concentration of tail gas emitted from engines using D100, B100 and B20 were 241, 50.6 and 98.8 µg/m3, respectively. Adding 20% biodiesel into D100 could reduce 59.0% of PAHs emission. Moreover, the original total BaPeq concentration of tail gas emitted from diesel engines using D100, B100 and B20 were 0.714, 0.509 and 0.570 µg/m3, respectively. Adding 20% biodiesel into D100 could also reduce 20.2% of total BaPeq emission. Hence, adding biodiesel into diesel can effectively reduce the emission of PAHs and the potential danger to human health. The emission factors of carbonyl compounds from diesel engines using D100, B100 and B20 were 395, 1,170 and 326 mg/BHP-hr, respectively. carbonyl compounds of B100 were obviously higher than D100 and B20. The results indicated that using pure palm biodiesel in diesel engine can increased the emission of carbonyl compounds. However, adding 20% biodiesel into D100 can effectively reduce 17.5% of carbonyl compounds emission. Keyword: ultra-low sulfur diesel, palm biodiesel, fuel properties、The emission of soluble organic fraction (SOF)、PAHs、carbonyl compounds。

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Books on the topic "Low and ultra low sulfur diesel fuels"

1

New York (N.Y.). Department of Design and Construction. Local law 77: DDC ultra-low sulfur diesel manual. New York]: New York City Department of Design and Construction, 2004.

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2

Walsh, Michael. Clean fuels for Asia: Technical options for moving toward unleaded gasoline and low-sulfur diesel. Washington, D.C: World Bank, 1997.

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Book chapters on the topic "Low and ultra low sulfur diesel fuels"

1

Sentorun-Shalaby, C., X. L. Ma, and C. S. Song. "Ultra-Deep Desulfurization of Ultra-Low Sulfur Diesel over Nickel-Based Sorbents in the Presence of Hydrogen for Fuel Cell Applications." In ACS Symposium Series, 55–62. Washington, DC: American Chemical Society, 2011. http://dx.doi.org/10.1021/bk-2011-1088.ch004.

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2

Saleh, Tawfik A., Taye Damola Shuaib, Gaddafi Ibrahim Danmaliki, and Mohammed A. Al-Daous. "Carbon-Based Nanomaterials for Desulfurization." In Applying Nanotechnology to the Desulfurization Process in Petroleum Engineering, 154–79. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-4666-9545-0.ch005.

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The special interest in ultra-low sulfur diesel (ULSD) is informed by the need to comply with the strict government policy on low sulfur content of transportation fuels. Better knowledge of different factors that concern deep desulfurization of fuels is important to achieve ultra-low sulfur fuels and cheaper way of producing ULSD. Both the capital and operating cost of the adsorptive desulfurization process is cheaper compare to the conventional hydroprocessing. The need to produce more volume of fuel such as diesel with very low sulfur content from low grade feed stocks like heavy oil and light cycle oil (LCO) in order to meet up with the global demand for sulfur-free fuels is pertinent. Several on-going researches are pointing to the use of adsorbents for removal of sulfur compounds from the hydrocarbon refining stream. In this chapter, varieties of carbon nanomaterials suitable for adsorptive desulfurization are discussed. The approach is feasible for commercial applications with any adsorbent of an adequate lifetime of activity as well as high capacity.

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3

Hammadi, Saddam A. AL. "Advances in Carbon-Based Nanocomposites for Deep Adsorptive Desulfurization." In Nanocomposites for the Desulfurization of Fuels, 63–91. IGI Global, 2020. http://dx.doi.org/10.4018/978-1-7998-2146-5.ch003.

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The ultra-low sulfur diesel (ULSD) is required to comply with stricter government policy on low sulfur content of transportation fuels. Better knowledge of the different factors that concern deep desulfurization of fuels is necessary to achieve ultra-low sulfur content and cheaper way of producing ULSD. Both the capital and operating cost of the adsorptive desulfurization process is cheaper compare to the conventional hydroprocessing. In the future, the need to produce more volume of fuels with very low sulphur content from low-grade feedstocks like heavy oil and light cycle oil in order to meet up with the global demand for sulphur-free fuels is pertinent. Several on-going researches are pointing to the use of adsorbents for removal of sulfur compounds from hydrocarbon refining stream. In this chapter, varieties of carbon nanomaterials suitable for adsorptive desulfurization are discussed. If the active lifetime, where the capacity of the adsorbents are adequate, the approach is practically feasible for commercial application.

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4

Hammadi, Saddam A. AL. "Advances in Carbon-Based Nanocomposites for Deep Adsorptive Desulfurization." In Research Anthology on Synthesis, Characterization, and Applications of Nanomaterials, 1809–31. IGI Global, 2021. http://dx.doi.org/10.4018/978-1-7998-8591-7.ch075.

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The ultra-low sulfur diesel (ULSD) is required to comply with stricter government policy on low sulfur content of transportation fuels. Better knowledge of the different factors that concern deep desulfurization of fuels is necessary to achieve ultra-low sulfur content and cheaper way of producing ULSD. Both the capital and operating cost of the adsorptive desulfurization process is cheaper compare to the conventional hydroprocessing. In the future, the need to produce more volume of fuels with very low sulphur content from low-grade feedstocks like heavy oil and light cycle oil in order to meet up with the global demand for sulphur-free fuels is pertinent. Several on-going researches are pointing to the use of adsorbents for removal of sulfur compounds from hydrocarbon refining stream. In this chapter, varieties of carbon nanomaterials suitable for adsorptive desulfurization are discussed. If the active lifetime, where the capacity of the adsorbents are adequate, the approach is practically feasible for commercial application.

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5

Perez-Cisneros, Eduardo S., Salvador A. Granados-Aguilar, Pedro Huitzil-Melendez, and Tomas Viveros-Garcia. "Design of a Reactive Distillation Process for Ultra-Low Sulfur Diesel Production." In European Symposium on Computer Aided Process Engineering-12, 35th European Symposium of the Working Party on Computer Aided Process Engineering, 301–6. Elsevier, 2002. http://dx.doi.org/10.1016/s1570-7946(02)80078-5.

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Gondaliya, Dhiraj, Narhar Deshpande, and Ashok Maghodiya. "Determining the Performance of Ultra Low Sulphur Diesel Fuel Additives and Its Side Effects." In New Visions in Science and Technology Vol. 10, 33–43. Book Publisher International (a part of SCIENCEDOMAIN International), 2021. http://dx.doi.org/10.9734/bpi/nvst/v10/5245f.

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Esparza-Isunza, Tristán, and Felipe López-Isunza. "Modeling Fixed-bed Multicomponent Adsorption as a step to achieve Ultra-Low Sulfur Diesel." In 12th International Symposium on Process Systems Engineering and 25th European Symposium on Computer Aided Process Engineering, 689–94. Elsevier, 2015. http://dx.doi.org/10.1016/b978-0-444-63578-5.50110-9.

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8

Dembaremba, Tendai O., Adeniyi S. Ogunlaja, and Zenixole R. Tshentu. "Coordination Polymers and Polymer Nanofibers for Effective Adsorptive Desulfurization." In Nanocomposites for the Desulfurization of Fuels, 168–234. IGI Global, 2020. http://dx.doi.org/10.4018/978-1-7998-2146-5.ch006.

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Desulfurization of fuel oils is an essential process employed in petroleum refineries to reduce the sulfur content to levels mandated for environmental protection. Hydrodesulfurization (HDS), which is currently being employed, is limited in treating refractory organosulfur compounds and only reduces the sulfur content in fuels to a range of 200-500 ppmS. In this chapter, several scientific and technological advances reported in the literature for the desulfurization of fuels are reviewed and discussed. Amongst these techniques, oxidative desulfurization (ODS) and adsorptive desulfurization (ADS) are proposed as additional steps to complement HDS in meeting the mandated ultra-low sulfur levels (10 ppmS). In the ODS technique, refractory organosulfur compounds are oxidized to organosulfones, followed by solvent extraction or adsorption of the organosulfones. The chemistry involved in the development and fabrication of sulfur/sulfone responsive adsorbents is also discussed. The use of molecular imprinted polymers (MIPs) and coordination polymers (CPs) for the selective adsorption of organosulfone compounds (in ODS) and/or organosulfur (in ADS) offers various properties such as imprinting effect, hydrogen bonding, π-π interactions, van der Waals forces, π-complexation, and electrostatic interactions. CPs, in particular metal organic frameworks (MOFs), have been reported to possess suitable features to overcome most of these challenges associated with adsorptive ultra-deep desulfurization when design strategies to achieve good selectivity are strictly followed. Matching the sizes of the cavities to the critical dimensions of the sulfur containing compounds (SCCs), using suitable metal centres which allow for coordinative interaction with the SCCs and using linkers with suitable functionality as to enhance specific interaction (dispersion forces) with the SCCs were considered to be pivotal features to prioritize. The prospects for the use of MIPs and CPs for future industrial applications in desulfurization are envisaged.

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Paixão, Susana M., Tiago P. Silva, Bruno F. Arez, and Luís Alves. "Advances in the Reduction of the Costs Inherent to Fossil Fuel Biodesulfurization Towards Its Potential Industrial Applications." In Nanocomposites for the Desulfurization of Fuels, 235–83. IGI Global, 2020. http://dx.doi.org/10.4018/978-1-7998-2146-5.ch007.

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The biodesulfurization (BDS) process consists of the use of microorganisms for the removal of sulfur from fossil fuels. Through BDS it is possible to treat most of the organosulfur compounds recalcitrant to the conventional hydrodesulfurization (HDS), the petroleum industry's solution, at mild operating conditions, without the need for molecular hydrogen or metal catalysts. This technique results in lower emissions, smaller residue production, and less energy consumption, which makes BDS an eco-friendly process that can complement HDS making it more efficient. BDS has been extensively studied and much is already known about the process. Clearly, BDS presents advantages as a complementary technique to HDS; however, its commercial use has been delayed by several limitations both upstream and downstream the process. This study will comprehensively review and discuss key issues, like reduction of the BDS costs, advances, and/or challenges for a competitive BDS towards its potential industrial application aiming ultra-low sulfur fuels.

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Suflita, J. M., C. N. Lyles, D. F. Aktas, and J. Sunner. "Biocorrosion issues associated with the use of ultra-low sulfur diesel and biofuel blends in the energy infrastructure." In Understanding Biocorrosion, 313–28. Elsevier, 2014. http://dx.doi.org/10.1533/9781782421252.3.313.

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Conference papers on the topic "Low and ultra low sulfur diesel fuels"

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Buczynsky, Andrew. "Comparison of Select Properties and Sulfur and Nitrogen Species in Low and Ultra Low Sulfur Diesel Fuel." In Powertrains, Fuels and Lubricants Meeting. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2008. http://dx.doi.org/10.4271/2008-01-2386.

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Gomes, Helineia Oliveira, Tadeu Cavalcante Cordeiro de Melo, Carlos Vinicius Costa Massa, and Airton Giongo. "ULTRA LOW SULFUR DIESEL FUEL PERFORMANCE." In XXII Simpósio Internacional de Engenharia Automotiva. São Paulo: Editora Edgard Blücher, 2014. http://dx.doi.org/10.5151/engpro-simea2014-20.

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Hilden, David L., Chris Crellin, Joel Toner, and Leslie Wolf. "The Exhaust Emissions of Prototype Ultra-Low Sulfur and Oxygenated Diesel Fuels." In Powertrain & Fluid Systems Conference & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2005. http://dx.doi.org/10.4271/2005-01-3880.

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Clark, Nigel, James E. Boyce, Wenwei Xie, Mridul Gautam, Donald W. Lyons, Keith Vertin, Chuck A. Letavec, and Timothy C. Coburn. "Class 8 Trucks Operating On Ultra-Low Sulfur Diesel With Particulate Filter Systems: Regulated Emissions." In International Fuels & Lubricants Meeting & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2000. http://dx.doi.org/10.4271/2000-01-2815.

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Fritz, Steven G., John C. Hedrick, and Brian E. Smith. "Exhaust Emissions From a 1,500 kW EMD 16-645-E Locomotive Diesel Engine Using Several Ultra-Low Sulfur Diesel Fuels." In ASME 2005 Internal Combustion Engine Division Fall Technical Conference. ASMEDC, 2005. http://dx.doi.org/10.1115/icef2005-1228.

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This paper documents results from an experimental study performed to determine the effects of several ultra-low sulfur diesel (ULSD) fuels (< 15 ppm S) on exhaust emissions from a 1,500 kW EMD 16-645-E, roots-blown, diesel locomotive engine. U.S. EPA-regulated emission levels of hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOx), and particulate (PM) were measured using U.S. EPA locomotive test procedures while operating on four ULSD fuels, plus a fifth baseline fuel which was a commercially-available Federal on-highway diesel fuel (< 500 ppm). The four ULSD fuels were (1) a ULSD California motor vehicle diesel fuel (CARB fuel) with an aromatic content of less than 10 percent, (2) a ULSD “equivalent” California motor vehicle diesel fuel with an aromatic content of 24 percent, (3 and 4) two custom blended “2006 ULSD Federal” diesel fuels with relatively low Cetane Numbers and higher aromatic levels. This paper reports the changes observed in the regulated exhaust emission levels between the ULSD CARB diesel fuels and the ULSD Federal diesel fuels.

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Matthews, Ronald D., Matt Hall, Joe Anthony, Rick Baker, Jolanda Prozzi, Randy Machemehl, Terry Ullman, and Don Lewis. "The Texas Diesel Fuels Project, Part 4: Fuel Consumption, Emissions, and Cost-Effectiveness of an Ultra-Low-Sulfur Diesel Fuel Compared to Conventional Diesel Fuels." In SAE 2005 World Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2005. http://dx.doi.org/10.4271/2005-01-1724.

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Vertin, Keith, Kevin Chandler, Chuck Letavec, Stephen Goguen, Donald Keski-Hynnila, Sougato Chatterjee, Gerry Smith, and Kevin Hallstrom. "Class 8 Trucks Operating On Ultra-Low Sulfur Diesel With Particulate Filter Systems: A Fleet Start-Up Experience." In International Fuels & Lubricants Meeting & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2000. http://dx.doi.org/10.4271/2000-01-2821.

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Pistillo, W. Rocco, and Carlos L. Cerda De Groote. "Cloud Point Depressant Response Effects in Ultra-Low-Sulfur Diesel Fuel." In Powertrain & Fluid Systems Conference & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2005. http://dx.doi.org/10.4271/2005-01-3898.

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Anastopoulos, G., E. Lois, A. Serdari, S. Stournas, F. Zannikos, and S. Kalligeros. "The Impact of Aliphatic Amines and Tertiary Amides on the Lubrication Properties of Ultra Low Sulfur Diesel Fuels." In CEC/SAE Spring Fuels & Lubricants Meeting & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2000. http://dx.doi.org/10.4271/2000-01-1916.

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Jayakumar, Chandrasekharan, Jagdish Nargunde, Anubhav Sinha, Walter Bryzik, Naeim A. Henein, and Eric Sattler. "Effect of Biodiesel, JP-8 and Ultra Low Sulfur Diesel Fuel on Autoignition, Combustion, Performance and Emissions in a Single Cylinder Diesel Engine." In ASME 2010 Internal Combustion Engine Division Fall Technical Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/icef2010-35060.

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Concern about the depletion of petroleum reserves, rising prices of conventional fuels, security of supply and global warming have driven research toward the development of renewable fuels for use in diesel engines. These fuels have different physical and chemical properties that affect the diesel combustion process. This paper compares between the autoignition, combustion, performance and emissions of soybean derived biodiesel, JP-8 and ultra low sulfur diesel (ULSD) in a high speed single-cylinder research diesel engine equipped with a common rail injection system. Tests were conducted at steady state conditions at different injection pressures ranging from 600 bar to 1200 bar. The ‘rate of heat release’ traces are analyzed to determine the effect of fuel properties on the ignition delay, premixed combustion fraction and mixing and diffusion controlled combustion fractions. Biodiesel produced the largest diffusion controlled combustion fraction at all injection pressures compared to ULSD and JP-8. At 600 bar injection pressure, the diffusion controlled combustion fraction for biodiesel was 53% whereas both JP-8 and ULSD produced 39%. In addition, the effect of fuel properties on engine performance, fuel economy, and engine-out emissions is determined. On an average JP-8 produced 3% higher thermal efficiency than ULSD. Special attention is given to the NOx emissions and particulate matter characteristics. On an average biodiesel produced 37% less NOx emissions compared to ULSD and JP-8.

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Reports on the topic "Low and ultra low sulfur diesel fuels"

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Willauer, Heather D., Dennis R. Hardy, Robert E. Morris, and Frederick W. Williams. Potential for Peroxide and Gum Formation in Ultra-Low-Sulfur Diesel Fuels. Fort Belvoir, VA: Defense Technical Information Center, October 2007. http://dx.doi.org/10.21236/ada474871.

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Hadder, G., S. Das, R. Lee, N. Domingo, and R. Davis. Navy Mobility Fuels Forecasting System Phase 5 report: Impacts of ultra low sulfur diesel fuel production on Navy fuel availability. Office of Scientific and Technical Information (OSTI), September 1989. http://dx.doi.org/10.2172/5585737.

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