Embed Size (px)
Citation preview
Desulfurization Fuel Filter
Ron Rohrbach Honeywell
August 24, 2006
2
Authors
HoneywellD. Bause, [email protected], (973) 455-6949G. Bilski, [email protected], (419) 661-6701C. Boesel, [email protected], (419) 661-6866W. Gerwin, [email protected], (419) 661-6758R. Rohrbach, [email protected], (973) 455-2985 (Presenter)S. Tabb, [email protected], (419)-661-6745P. Unger, [email protected], (973) 455-3535G. Zulauf, [email protected], (419) 661-6707
Johnson MattheyH. Hess, [email protected], (610) 254-5017
Volvo Powertrain (Mack Trucks Inc.)K. Murphy, [email protected], (301)-790-5594R. Moores, [email protected], (301)-790-5859
Dept of EnergyR. Nine, [email protected], (304) 285-2017S. Goguen, [email protected], (202) 586-8044
3
Program
Goal: To develop and demonstrate proof-of-concept for an “on-vehicle”desulfurization fuel filter for diesel engines.
Project Team• Honeywell Consumer Products Group FRAM• Marathon Ashland LLC• Volvo Powertrain (Mack Trucks Inc.)• Johnson Matthey• American Waste Industries
Dept of Energy ContractDOE Contract DE-FC26-02NT41219
Program began April 2002
4
Fuel Sulfur Removal Filter
In-Going Rationale• NOx adsorber technology sensitive to sulfur levels in the fuel• Reduction in the number of desulfation events for NOx adsorbers can improve
their life• Refineries will face a challenge to achieve economical hydro-desulfurization to
achieve levels low enough to not poison NOx adsorbers, 3 ppm or lower.• Reduced fuel sulfur levels make point-of-use sulfur treatment feasible
• volume required for an “on-board” sulfur trap is within reason• Pipeline contamination will likely raise sulfur levels
Approach• Develop fuel filter type device as an adsorption bed for
sulfur removal.• Integrate sulfur filter maintenance interval to other scheduledmaintenance events
5
Sulfur Species
S S S
Thiophene Benzothiophene Dibenzothiophene
Alkylated Alkylated Alkylated
MercaptansThiolsH2S
BP
MW4,6-dimethyldibenzothiophene
DMDBT
6
Challenge
The DMDBT looks similar to and behaves like some major components in diesel fuel
Diesel Composition• 20% 1 ring aromatics• 3% 2 ring aromatics (30,000ppm) very similar to DMDBT• DMDBT is at 10 ppm
3000 to 1 ratio• Low level polar contaminants in fuel-lubricants, oxidative
degradation products and antioxidants
Approaches• Remove the sulfur contaminant directly (requires high selectivity)• Convert it into something more easily removed
Create a “chemical hook”
7
Program Chronology
• Comprehensive screening of approaches to remove sulfur
• Studied over 4000 candidate chemistries-Universities- Inventors-Companies-Papers, patents-Combinatorial study (UOP)
• A single candidate system identified as “go forward” approach
8
Sorbent Sulfur Uptake
GC Trace of sulfur species removed by sorbent
Removes uniformly broad class of sulfur species also potential contamination from higher sulfur fuels
min19 20 21 22 23 24 25 26 27
counts
0
200000
400000
600000
800000
1000000
1200000
1400000
AIB2 B, (031203\045B0102.D)
Control Fuel
min19 20 21 22 23 24 25 26 27
counts
0
200000
400000
600000
800000
1000000
1200000
1400000
AIB2 B, (031203\046B0201.D)
After Treatment
9
Heavy Duty Demonstration Mack Trucks
Filter Properties•10 gallon column•60 C operation•14-40 mesh•Non-compressible inorganic oxide
NAC• 8.14 L each, undersized to expedite durability test
10
NOx Adsorber Catalysts (NAC)
• Why NOx adsorbers?HC reductant preferred (vs. on-board urea for SCR)Good operating window
• Challenges to meet with NOx adsorbers…Regeneration steps / fuel penaltyRich operation (in-cylinder OR exhaust fuel injection)Impact of engine operation on PM formation ratesSystem cost and sizeSatisfying High Temperature “NTE Zones”Desulfation of NAC
11
Systems Impacted by Sulfur
AIR INEXHAUST
NoX AbsorberOxi Cat
DPF
12
NAC Operation• Storage and reduction cycles are achieved
by switching the exhaust between lean and rich
0
100
200
300
400
500
600
700
800
0 50 100 150 200Time (s)
0
2
4
6
8
10
12
14
16
Inlet NOxOutlet NOxOutlet COOutlet O2
NOx adsorption(Lean) Sites regeneration
(Rich)
13
Sulfur Filter Benefits• For current NAC operation, periodic sulfur removal is
required, via desulfation cycles (DeSOx):- Sulfur is driven off of catalyst by increasing temperature in exhaust- Thermal damage to catalysts can result from high temperature
exposure- Significant fuel economy penalty can occur as a result of DeSOx
cycles
• Fuel sulfur filter will allow interval between DeSOxevents to be extended:- Less thermal damage due to less high temperature exposure- Higher NOx storage trapping efficiency maintained between DeSOx
events- Improved fuel economy, compared to operation without fuel sulfur filter
14
HDD Test Cell Setup:
DOC CSF NAC
DOC CSF NAC
Fuel Injection
Fuel Injection
NO
x
NO
x
O2
O2O2
Engine
• 2002 Mack AC-427 12L Engine with cooled EGR.• Dual leg exhaust setup, with valve switching and multiple injection
upstream of DOC• Steady-state operation at 1800 rpm, 300 ft-lbs• Periodic soot regeneration when delta P exceeds 75 in-H2O, (2.7
psi) • Total system performance determined by NOx sensors before and
after catalysts
15
After-treatment Setup & Sulfur Filter
Sulfur Filter-temperature controlled, fixed bed-single pass operation.
Plumbed between fuel storage tank and engine
Tandem aftertreatment system DOC, CSF and NAC
16
Relative NOx Capacity 558 Hrs
• Baseline: decay beginning at 150 hr, precipitous loss > 200 hr, 255 hr (2.53 g/l sulfur exposure) Sulfur exposures Baseline- 41.2 g at 255 Hr With Sulfur Filter- ~40 g at 522 Hr
• Filter Run: in progress, longer NOx conversion, after 380 hr beginning to see gradual decline,• Post Mortem: sulfur levels on NACs to be analyzed
0.00
0.20
0.40
0.60
0.80
1.00
1.20
1.40
1.60
1.80
0 100 200 300 400 500 600
Engine Hours
Rel
ativ
e N
Ox
capa
city
BaselineWith Sulfur Filter
Low NOx Out
17
TEST CELL ULSD FUEL SAMPLES
CELL 14 ULSD [SULFUR] OVER TIME
0
1
2
3
4
5
6
7
8
9
3/24 4/13 5/3 5/23 6/12 7/2 7/22 8/11
Sampling Date
[S],
ppm
w
18
ENGINE TEST- SULFUR ELUTION PROFILE
SULFUR ELUTION PROFILES
0
1
2
3
4
5
6
7
0 25 50 75 100 125 150 175 200 225 250 275 300 325 350 375 400 425 450 475 500
Engine Hours
Proc
esse
d Fu
el S
ulfu
r (pp
mw
)
Engine Test at Volvo Powertrain
Lab Simulation of Engine Test
FEED- 6.2 ppmw
Target to meet 3 ppm target by 500 hrs or ~500 bv
19
20
25
30
35
40
45
50
55
60
65
1
Ceta
ne N
umbe
r
ULSD T=0
Sulfur filter T=0
ULSD T=172.5 hrs
Sulfur filter T=172.5hrsULSD T=376 hrs
Sulfur filter T=376 hrs
Error bars = 2σ reproducibility
FUEL PROPERTIES- CETANE No.
20
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
1
Ave
rage
Wea
r Sca
r (m
m)
ULSD T=0Sulfur filter T=0ULSD T=172.5 hrsSulfur filter T=172.5 hrsULSD T=376 hrsSulfur filter T=376 hrs
FUEL PROPERTIES- LUBRICITY
21
FILTER SIZE ESTIMATE
• Light / Medium Duty DieselOIL CHANGE INTERVAL
MPG 5,000 7,500 10,000
15 0.67 1 1.34
20 0.5 0.75 1.0
25 0.40 0.60 0.80
Estimated filter size in gallons for light/intermediateduty diesel engines. Values based on current projected performance at Mack Trucks.
22
Next Steps
• Reduce size of sorbent bed-Non-optimized sorbent-Combinatorial optimization program begun UOP, expected completion Nov 2006
• Deal with lubricity loss issue-Readditize lubricity additive within filter
• Light duty diesel test
