Category Archives: Diesel blending

Blending of Diesel Fuel With Vegetable Additives

Diesel blending
Blending of Diesel Fuel

Every year the TV and other mass-media warn us about the global warming, holes in the ozone layer and other ecological problems. Obviously, this is an attempt to attract public attention and start active countermeasures.

Biodiesel and bioethanol as panacea?

Large-scale implementation of the so-called alternative fuels is offered as one component of a package of measures. As envisioned by ecologists, they can reduce the amount of hazardous emissions and, in time, improve the existing situation. “Biodiesel” and “Bioethanol” – these words are used with increasing frequency. Let’s try to figure out what surprises or bonuses are possible with the application of these fuels.

First of all let’s discuss environmental friendliness. As only natural components are used for production of biofuels, their combustion does not create large amounts of emissions compared with the combustion of fossil fuels. Second, let’s specify such biofuel property as biodegradability. If released into the environment, biofuel not only creates no pollution, but almost completely decays within a month due to microorganisms. Fossil fuel even in a small quantity spoils large amounts of water, pollutes soil and causes mass mortality of animals.

But something is Rotten in the State of Denmark. The main problem of biofuels application is that they cannot be used in existing internal combustion engines. For example, ethanol is a harmful for engine surfaces and fuel system. Biodiesel parameters also differ from parameters of fossil diesel fuel. Yes, you can say that straight biofuels nevertheless can be used at one’s own risk. Let’s chance it. But in this case no automotive manufacturer will give you warranty on their products. The logical question is “Do we need these problems?”

There are two possible ways out of this situation. First, development of revolutionary new engine specially designed for application of straight biofuels. Frankly speaking, these engines have already been created and more research is in progress. But mass implementation of them in foreseeable future is unlikely.

The other way does not stipulate changes of existing design of internal combustion engines and involves application of blended fuels. The main idea is this: vegetable additives are added in small amount into fossil diesel fuel and gasoline. In this case, they change the properties of original fuel insignificantly and the engine can work as usual. This is not a complete solution of ecological problems, but it’s a good start on the way to gradual transition.

In the USA, В2 and В20 grades of diesel fuels are successfully used. They consist of a blend of diesel and biodiesel fuels. In the former case vegetable additive amounts to 2%, and in the latter to 20%. In the European Union there are Е10 and Е20 fuel grades. Their components are gasoline and ethanol. Percentage is determined likewise from the name.

Production of blended fuels

Even the name of “blended fuel” implies that the key role in its production is played by mixing. Even a brief review of the existing methods of blending shows that most of them are unable to ensure stabilityof a product for more than 30 days. Obviously, this is not enough. Especially taking into account the fact that many transportation companies prefer bulk purchasing of fuel to protect themselves from market fluctuations.

With this in mind, GlobeCore has developed USB blending plants. The main feature of this product is the application of several physical processes including injection and hydrodynamic shock. The combination ensures high quality blending of fuels, which do not separate for at least 180 days.

The magic cetane number

Diesel blending

Cetane number is one of the main parameters of diesel fuel, which indicates its combustibility. In the physical system, this number indicates the time it takes from the moment of injection into a cylinder to the beginning of fuel ignition. The higher the cetane number, the less the delay of mixture ignition. The scale of this parameter is 0 to 100. According to European standards, 51 is the minimum for diesel fuel.

If the cetane number is less than 40, such fuel is ruinous to the engine. Ignition delay increases sharply, pressure in the combustion chamber rises, piston assembly wear accelerates. At the same time, if the cetane number is too high, problems also arise, such as incomplete combustion, formation of soot, increased fuel consumption and smoke in the exhaust.

Determining diesel fuel cetane number

The most reliable method of cetane number measurement is by using a special calibrate engine. The results are used to calibrate other cetane number measurement devices, such as infrared spectrometers.

Since 2009 the engine method has been modified, based on ignition delay. The new process shows good convergence, repeatability and takes less time (measurement time reduced by 20 minutes).

Cetane number can also be measure by non-engine related methods. However, in this case the result is heavily influenced by the composition of the diesel fuel. In this respect the engine method is better: it allows to correctly measure the cetane number of any fuel.

BioDiesel Blending

Diesel blending, , , , , , ,

Rates of use of biological raw materials in a fuel sector are achieved by fast turns. Leading positions in production of bioethanol, absolutely are belonged to Brazil and the USA, development of BioDiesel blend fuel solid grows in the different European Union countries.

What is the biofuel? Biofuel — this fuel doesn’t possess a benzol smell and is made from oils as raw materials for which the plants improving a structural and chemical composition of soils serve. Different vegetable oils can be raw materials for receiving the biodiesel: sunflower, rape, soy, palm, coconut, corn, mustard, and also animal’s fat in arbitrary ratio. One of striking examples is the biodiesel. The biodiesel – the fuel of diesel engines allowing favorable changeover to mineral oil product. Rape oil which is base of biodiesel , it is a subject to processing by methanol in a compound with the catalytic agent, finally receive about 90% of diesel biofuel. By means of additives and BioDiesel Blending equipment bring diesel biofuel to a trade quality which responds all international standards. This fuel could be  possible use as independently, and in a compound with diesel fuel in arbitrary ratio.

blending

Essential operation and optimization of BioDiesel Blending systems  is carried out by engineers of the GLOBECORE company. They developed and delivered on a mass production a number of mixing installations under the name “USB” of compounding of fuels and any liquids (from two to five components) in a flow including with components of a phytogenesis and bioethanol. BioDiesel Blending systems are issued in several types as stationary and mobile execution (the mobile can be mounted on trailers and semi-trailers, vans and railway platforms and as any other mobile means). Customer wishes and requirements are considered in case of manufacture depending on necessary compounding and a type of the final product. BioDiesel Blending is capable to make any class of fuel: diesel summer fuel, diesel winter fuel, diesel Arctic fuel, high-octane for Euro-4, Euro-5. The primary and indisputable benefits of technology of receiving compound fuels economic profitability belongs.

A diesel fuel producing fungus found…

Articles, Diesel blending, , ,

There is nothing surprising about this find, since microscopic organisms, which synthesize certain hydrocarbons, had been found before. The special thing about this fungus is that it makes 55 types of hydrocarbons. It was located inside wood fibers of Eucryphia cordifolia (a tree from northern Patagonia) and was named Gliocladium roseum. According to Dr. Gary Strobel (one of the authors of the research), no one has seen anything like that before. The research was reported by Montana State University.

Biodiesel, diesel, diesel fuel, biofuel producing fungus

The results of the research were published in the Microbiology magazine. Mass-spectrography indicated that the fungus excretions contain octane, 1-octen, heptane and hexadecane, which are all components of diesel fuel. Of course, the amounts are far less than what is required for industrial production. It has been suggested that the fungus uses these substances for “clearing” the adjacent surfaces from competing neighbors. However, the find will not be in vain. Scientists hope to research the genome of the fungus and extract the genes used for hydrocarbon synthesis to create industrially feasible species.

Additive treatment and salt removal

Articles, Diesel blending, Petroleum blending, , , , ,

HFO is a very chemically complex mix of high molecular organic, heteroorganic and metal-organic compounds. Structurally, HFO is a multi phase dispersed system. The dispersed phase particles include paraffin hydrocarbons, carbenes and carboids, solid mineral particles, water globules, gas bubbles etc. Settling of dispersed particles and formation of solid sediment complicates all stages of transportation, storage and burning of HFO. Carboids and minerals are abrasive to pumps, valves and nozzles. Water globules complicates operation of HFO facility, negatively impacts combustion and may lead to flameout. Presence of harmful substances in HFO generates derivatives, corrosion and contamination and reduces heat efficiency. To reduce the negative impacts of usin HFO, it must be specially treated at an oil refinery or immediately before burning. There are three methods of treatment: hydromechanical, physical and chemical.

Hydromechanical treatment is done in special systems (rotary, jet, vibrational etc), which allow to create a fine mix of HFO with viscous sediment and water. The HM method is useful when burning cracking HFO or HFO with high water content. As a result of the treatment, water and HFO mix to microemulsion. As water boiling temperature is significantly lower that  of HFO (280…320°С), when HFO enters the combustion chamber, the emulsified water evaporates, which leads to microexplosions of HFO droplets and further atomization. The flame is distributed more evenly, combustion is accelerated and becomes more complete, temperature range is more uniform, temperature maximum in the combustion area is reduced, therefore emission of thermal nitrogen oxides is reduced by 30-40%. The amount of emulsified water in HFO is recommended at 6 – 12% with droplet size 10 – 15 micron.

Physical methods include processing of fuel with magnetic, electric, thermal and other physical fields to increase its dispersion, stability, and, ultimately, improve combustion.

Salts removal involves water rinsing of HFO. Fresh water is injected into the HFO, water-fuel emulsion is created, then the rinsing water saturated with salts (mostly of alkali metals) is removed by centrifuges. Abroad (Pegrolant company in the USA) water is removed from HFO electrostatically directly in fuel tanks.

The chemical method involves various additives. There are a number of additives serving different purposes.

Depressors improve flow. Copolymers of ethylene and vinylacetate are used as depressants.

Dispersion additives prevent formation of tar sediment, increase combustion rate. Dispersion and anti-smoke additives are compounds of Mn, Be, Cr etc (combustion catalysts), compounds of Ba and Ca, alumina silicates. The latter accelerate thermooxidation cracking of the fuel, which positively affects combustion, reduces corrisive activity of smoke gases; alumina silicates are not yet used in energy production.

Anticorrosive additives are compounds of Mn, Al, Bl, Be etc. They react with corrosion and adhesive components of combustion products and render them inert. The outside of the boiler becomes covered with soft easily removed sediment, metal corrosion rate reduces drastically.

The additive, coming to the power plant, is unloaded into special tanks, where actual operating solution is prepared. The solution is then directed to special storage tanks for liquid additive. From these tanks, a portioner pumps the liquid through filters to second stage HFO pumps (with ejection type blenders).

Some of the widely used additives are based on Mg, Mn and Al dispersed in oil.

 

Pressurizing the fuel before combustion

Pressure of liquid fuel is selected based on the required dispersal of the fuel for a given nozzle efficiency. Pressure of HFO before the nozzles is chosen based on the required nozzle power. Fuel pressure before the nozzles can be low (less than 0.7 MPa), medium (less than 3.5 MPa) and high (over 3.5MPa). The required pressure is reached by using pumps of various types and purposes.

Gear pumps are used to pump HFO colder than 80°С and are used as circulation and main pumps in industrial boilers; feed from 0.22 to 9m/hour, pressure 0.6 to 2.5MPa.

Screw pumps (three screws) are used to pump HFO colder than 100°С at various HFO facilities or industrial boilers as main pumps; feed 0.45 to 6.84 m3/hour, pressure 2.5 to 4 MPa.

Centrifugal pumps are designed for pumping of HFO colder than 80°С and are used at thermal power plants as main pumps and first raise pumps, feed 35 to 560 m3/hour, pressure 0.7 to 3.7 MPa.

Heating HFO before nozzles

Before injecting liquid fuel into the boiler, it is heated for proper viscosity. The temperature of heating is defined by type of HFO and atomization method (see table1).

Table 1

HFO heating temperature before nozzles, °С

HFO type

Mechanical nozzles

Steam mechanical nozzles

Rotary and steam atomization nozzles

100

150 (135)

125

100

100 В

125

115

—

40

120

110

90

40 В

110

100

—

F

80

—

80

 

Steam goes to HFO heaters (Fig 2, pos 7) from turbine bleed or directly from the boiler at 1.6Mpa at up to 300°С (saturated or somewhat overheated).

Figure 5 shows the design of a double pipe heater, used in HFO facilities.

Fig. 1.5. Double pipe HFO heater.

 

Atomization of liquid fuel and creation of fuel-air mixture.

These stages are critical in fuel preparation for combustion. Quality of atomization and mixture creation directly influences economy and reliability and the combustion process in various modes of operation. Atomization of liquid fuel is done in nozzles, fuel and air mixture is created in burners of various types and designs.

The main nozzle types used in energy production are mechanical and nozzles with atomization media. Mechanical atomization involves pushing the fuel through a small orifice (1…3 mm) at significant pressure (1.0…2.0 MPa). The atomizing part of a centrifugal nozzle (head) is shown in Figure 6. It consists of three main components. In the disk 4, the fuel is separated into small streams, in the disk 5 the stream vortices are created, and the fuel is atomized in the nozzle inset 6.

 

Figure 6. Mechanical nozzle head: 1 – head inset; 2 – stop nut; 3 – covering nut; 4 – distribution disk; 5 – vortex disk; 6 – nozzle inset.

 

Steam or air kinetic energy cause atomization in steam or pneumatic nozzles. E.g. in stream nozzles as shown in Figure 7, HFO is atomized by direct influence by steam kinetic energy and ejection.

Figure 7. Stream nozzle: 1 – plug; 2 – gasket; 3 – atomizer; 4 – steam collector; 5 – body; 6 – fuel shaft; 7 – steam shaft.

 

Steam and pneumatic/mechanical nozzles atomize fuel by simultaneous influence of both mechanical and stream (pneumatic) swirlers. Such nozzles are double-shaft (atomization agent influences the fuel when the fuel exits the nozzle into the furnace (Fig.8) or double-shamber (streams of fuel and atomization agent interact inside the nozzle) with one outlet.

Figure 8. Steam/mechanical nozzle head: 1 – covering nut; 2 – distribution washer; 3 – fuel swirler; 4 – steam swirler.

 

In rotary nozzles fuel is atomized and ejected into the furnace by rotating cylinder (Figure 9). The fuel enters the nozzle through hollow pipe, then to the wall of the cylinder, where it is distributed as film, which cuts off at the cylinder’s edge. Additional air (10…20% of combustion air) is fed to the glass to further influence the fuel film. The rich mixture of air and fuel drops enters the furnace.

Combustion efficiency depends on atomization quality, which is characterized by the droplet size distribution, mean droplet diameter, spray angle, stream range and stream concentration, i.e. the amount of liquid passing through a unit of stream cross-section area in a unit of time.

Fractional constitution of drops in the stream may be presented as a normal Gaussian distribution dependency.

Figure 9. Rotary nozzle head: 1- fuel feed pipe; 2- hollow rotating shaft; 3 – body; 4 – feeder; 5 – rotating atomization cylinder; 6 – air swirler.

Figure 10. Drop distribution frequency curve.

Graphical representation is shown in Figure 10. The curve demonstrates that drop size distribution is quite uneven.

Fuel additives. To add or not to add?

Articles, Diesel blending, Petroleum blending

If high quality winter diesel is in short supply, the pour point depressants and anti-gel additives can indeed simplify operation of diesel vehicles in winter. However, things are never that simple. First of all, any additive, be it anti-gel or depressant, is a preventive measure and has no effect on the fuel post-factum, when the contents of the fuel tank has already separated, or worse, became a cream like substance. There are no simple ways to reanimate frozen engine, so no attempts should be made to kick-start the motor. It is far better to find a warm garage. Second, the efficiency of winter additive operation is depends a lot of the quality of the original fuel, and there is no guarantee that the same additive makes an equal positive impact on diesel from BP and diesel in a farm tractor. The third and last point to consider is that anti-gels and depressants modify only solved paraffins, therefore the actual effect requires that the additive be introduced into warm fuel. Summer fuel cloud point (the beginning of paraffin crystal precipitation) is -5°С. To give the depressant a chance, the temperature of the fuel when adding the depressant should be at least 10°С higher than that, otherwise it will have no result. But how can a vehicle owner warm up the fuel, beside putting the canister on a stove?

So, catch 22? Well, yes, in a sense. However, the risk to fill the tank with “frozen” fuel is significantly lower when filling up at large fuel stations. Such stations usually store the fuel in large underground tanks, which are naturally (ground) or artificially insulated. The diesel fuel in such tanks cools down relatively slowly, goes into the fuel supply line relatively warm and may well be suitable for additives. On the other hand, the probability of getting summer fuel instead of winter fuel is quite a bit lower at large fuel stations, which belong to companies which try to maintain the quality of the fuel supplied. At the same time, there is never too much of a good thing, and the winter additives will do no harm to winter fuel. The question is more of a cost effectiveness, which must be judged against the risk of getting summer fuel in winter.

 

By the way…

Compact electric heater in fuel inlets and fine filters are a serious competition to chemical additives.

Keep the following in mind:

– increased additive content past the max effective concentration has no effect on improvement of fuel cold weather performance;

– putting an additive into cloudy diesel is pointless, since the additive only influences dissolved paraffins;

– between fuel freezing point and filtration temperature, the latter is the more important parameter;

– a depressant can lower the minimum diesel temperature by no more than 10 degrees;

– quality of the diesel is a serious factor in additive efficiency;

Additive sample No

Recommended concentration

Low temperature performance

Diesel-fuel pour point, °С

Minimum filtration point, °С

Source fuel

-16

-6

1

354 ml/50 l

-28

-19

2

245 ml/150 l

-34

-29

3

355 ml/75 l

-28

-16

4

25 ml/10 l

-27

-19

5

355 ml/75 l

-26

-16

6

355 ml/75 l

-28

-15

7

886 ml/500 l

-29

-17

8

150 ml/50 l

-27

-17

9

354 ml/378 l

-26

-15

10

1 ml/1 l

-25

-16

11

354 ml/50 l

-33

-17

12

125 ml/40 l

-23

-14

13

100 ml/100 l

-24

-14

14

1 l/284 l

-34

-21

15

325 ml/100 l

-32

-17

16

444 ml/135 l

-34

-20

Diesel fuel standard requirement

below -25’С

below -15°С
un → ru
in

Diesel alchemy

Articles, Diesel blending

Antigel or depressant?

To make summer diesel fuel suitable for the cold season, it is necessary to find effective ways to influence paraffin crystals, which form in the fuel with temperature drop. The so-called pour point depressants partially handle that problem: without influencing the total amount of paraffins in the diesel, the depressants modify and soften the precipitating crystals, which allows the fuel to maintain adequate fluidity even at lower temperatures and to pass through fine filters unobstructed. However, no depressant can save winter diesel fuel from precipitation of paraffinic hydrocarbons, the result of which is fuel separation when stored in cold temperatures into two layers: the upper clear layer and the lower cloudy layer.

If the separation occurs in the fuel tank, the engine will most likely start, but will not work for any long time: the crystal phase of the fuel will quickly clog filters, which will cause the engine to seize up or fail under any load. Summer diesel fuel diluted with gasoline is especially prone to separation in cold temperatures, although back in the day this way of making winter diesel fuel was quite acceptable.

The correlation is simple: the more gasoline there is in the fuel, the higher the probability of separation. Besides, diluted diesel is inferior in terms of lubrication, which will definitely take its toll on the longevity of the fuel systems. To prevent separation of diesel, chemists came up with anti-gel additives. These compounds convert paraffin into suspended state, which makes fuel consistency uniform throughout the volume and prevents sedimentation.

SUMMER FUEL TO WINTER FUEL without psychic powers: is it possible?

Articles, Diesel blending, Petroleum blending,

The subject of this article is neither industrial production of the valuable winter fuel in USB type blending and compounding systems, not a new cheat method. Simply imagine a truck driver who still has summer diesel when cold weather hits. Of course, drivers usually have some way to warm the fuel, such as torches, heaters etc, but it still requires a lot of effort. Just how much effort, depends on the situation.

Time for some optimism. There are special antigel diesel fuel additives, specifically designed to increase its cold weather performance. As usually, we selected several samples of such material for our tests. These are STP Diesel Anti Gel, K&W Anti Gel, Jet go Diesel Fuel Conditioner, Wynn’s Ice proof for diesel and “Aspect-Modifier”. Such a representative range was assembled not as much to select the best or the worst one, but to fully present the products currently in the market.

As outside temperature drops, diesel fuel goes through three stages: first it clouds, then it reaches the so called filtration point and then, finally, it becomes solid.

Cloud point signifies the beginning of gel formation out of the paraffin hydrocarbons in the fuel. This temperature has not changed much with the addition of the products to summer fuel (see table below). It is as it should be, because depressor additives do not dissolve paraffins and do not reduce their amount, instead, paraffins are bound and do not form large clots. Filter clog point is the next important milestone. Problems start when paraffin clots starts to containate the filters. The last column in the table is the temperature when diesel stops flowing: it is a kinf od theoretical indication of the fuel’s operational limit.

So what do the test show? If summer fuel’s filter point is -7°С, adding the “correct” additive drops it to -10°С. Pour point drops from -13* to -22-29°С. Not bad. “Correct” means that not only recommended concentration must be observed, but also mixing temperature. That is, the additive should be administered beforehand, while it is still warm and paraffin sedimentation has not yet started.

Two important considerations:

First, such additives cannot turn summer fuel to “real” winter fuel (pour point -35°С).

Second, the effect of the additives declines with temperature. Therefore, an attempt to turn winter fuel to arctic fuel will be less effective than in our experiments, with no more than 3 – 5 degree gain. By the way, the numbers are not absolute. Additive effectiveness depends on fuel composition, which is defined by crude material and production process.

Another way to combat diesel fuel settling is adding kerosene or gasoline into it. These two can solve some of the paraffins hydrocarbons. Can this method be used in combination with additives described above? Turns out, it can. Some of the paraffins will be dissolved by kerosene, while some will be bound by the additive. The total effect, unfortunately, will be less impressive than expected. There is no way of turning summer diesel into arctic diesel with the above methods. It can only be done by more efficient industrial processes.

Diesel fuel: primary specifications. Methods of diesel fuel purification

Diesel blending, , ,

Equipment used for purification (regeneration) of diesel fuel.

Primary specifications of diesel fuel

Diesel fuel is a petrochemical product, resulting from oil distillation. Mixing of hydrotreated and straight run fractions in certain proportions (compounding) defines the grade of the fuel. Usually the mix is made of straight run and primary distillation diesel fuel, obtained by catalytic cracking. The following fuel types can be produced:

  • Summer diesel  – for temperature above 0 °С;
  • Winter diesel – for temperatures in the -20-30 °С range;
  • Arctic diesel – for the lowest temperatures, to -50 °С.

Each type of fuel has a certain regulated amount of sulfur and sulfuric compounds and a certain freezing point.

Besides, there are many various parameters and specifications of diesel fuel: fraction content, kinetic viscosity, distillation temperature, cetane number, thickness at 20°С, iodine number, filtration coefficient, weight content of sulfur and sulfuric compounds, resin concentration, solid particle content, filtration temperature, freezing point, chemical stability, acidity, flashpoint, carbonization, ash content etc. Let us look at the primary specification in more detail.

  • Cetane number (anti-knock stability) defines operation of the engine in terms of diesel fuel ignition and combustion. Cetane number determines power, smoke and noise of an engine. Anti-knocking stability or cetane number reference is cetane or n-hexadecane. Cetane number of cetane is 100, while the same for alphamethylnaphtalene is 0. Diesel fuel cetane number is in the range of 40 to 50 usually. In essence, this number signifies ignition delay (the time from fuel injection into the cylinder to fuel ignition). A higher cetane number means less ignition delay, i.e. better fuel combustion. Higher cetane number reduces the environmental impact of the exhaust. However, a cetane number above 60 does not imptove engine power. In turn, diesel fuel with lower cetane number is easier to produce, so in practice diesel fuel is produced with cetane number of 40 – 45. It is defined similarly to the octane number of gasoline, that is, using motor or lab method. Technologies exist which allow to correct cetane number.
  • Density and viscosity of diesel fuel define the process of evaporation and formation of mix in the motor.
  • Low temperature properties of diesel fuel (filtration point, pour point, cloud point) are also important. As far as pour point is concerned, it is usually around -10 °С for summer fuel and at least -35 °С for winter fuel. Cloud point is usually somewhere around -5 °С.
  • Chemical stability of diesel fuel is its ability to resist oxidation in storage. Oxidation causes formation of sediment in the fuel tank; this problem can be resolved by special additives.

Nonetheless, quality of the fuel is defined by more than the above. Water and solid particles in fuel have an adverse effect. The simplest solution to that is to fill the tank only at reputable gas station chain locations. Such companies only purchase high wuality products to guarantee stable fuel quality to the end user.

Methods of diesel fuel purification:

The following methods are used for improvement of diesel fuel:

  • filtration;
  • separation.

Purchase of diesel fuel of doubtable quality is rarely a good idea, and filtration and settling may be no avail, since it does require time, experience and equipment.

Fuel filtration is very important. Every time when the tank is filled, dust may enter the fuel tank; this dust can significantly damage the friction parts of an engine and fuel supply lines. Dust through nozzles may enter the cylinders and contaminate nozzle channels. This will lead to a drop in engine power due to insufficient fuel supply to the combustion chamber. Fuel filter is a simple device. It consists of a case with a filter element, usually made of paper, cellulose or synthetic fibers. Filters have different capabilities and application ranges. It is important to select the correct filter, otherwise the filter may have no effect. More universal filters are able to trap water beside solid particles contained in the fuel. When using such filters, it is important to observe them. If the filter becomes saturated with water, it will cease to let through the fuel, and unfiltered fuel will go to the engine and cause all sorts of problems and possible damage to the engine. Filter selection is important. The simplest advice is to purchase only filters made by reputable manufacturers. Sometimes, a new product is offered, in which case it is best to request documentation on the filter and study them. Some filters come with specification which are just too good. This should also be a warning sign.

Separation is similar to filtration, but more reliable. When diesel fuel is highly contaminated, regular filters cannot purify it completely. This is where separators come in handy. These devices can remove any amount of contaminants from the fuel.

Just like filters, separators can remove both solid particles and water. Unlike filter, however, separators are more complex. There are two types of separators: mechanical and chemical. Separators remove water and contaminants from the fuel and deposit them at the bottom of the purifier. A special Aquacon paper is often used in separators; this paper can stop a large volume of water emulsion. A filter only needs replacement, but separators require maintenance. It is usually enough to wash the separator and clean the bottom, where contaminants are deposited. Such simple scheduled maintenance can bring the separator back in action in no time.

Equipment used for purification, color lightening (regeneration) of diesel fuel

GlobeCore present proven, effective solution for purification, lightening, sulfur and aromatic removal (separation of diesel fuel).

Improvement of diesel fuel and heavy fuel oil

Diesel blending, , , , , , ,

Diesel fuel is a petrochemical product resulting from distilling of oil. The grade of diesel fuel depends on the composition and proportions of the blend. Summer, winter and arctic diesel fuels are produced from oil; these differ in temperature range, content of paraffin and price.

Each type of diesel fuel must contain a certain quantity of sulfur and sulfuric compounds. If the quantities are above the regulated norms, fuel is purified. Fuel purification is done in one of the three main methods.

Filtration

Filtration of diesel fuel allows to prevent dust and debris from entering the vehicle’s fuel tank. Filtration coefficient determines the quantity of various contaminants, additives and paraffin. It is determined by passing 20 ml of fuel through a filter and then estimating filter contamination. This coefficient must not exceed 3.0, with 2.0 at most for high grade fuel. It is essential to select a universal filter, which will stop not only contaminants and paraffin, but also water. Such filter must be observed during operation, since when the filter is filled with water, it will cease to let fuel through, which will cause unpurified fuel to enter the engine and possibly damage it.

Separation

Similar to filtration, this method is considered more reliable. If diesel fuel, the cost of which has been increasing, is highly contaminated, regular filters are of no use. Separators purify fuel regardless of the quantity of contaminants. The principle of separator operation is separation of water and contaminants from the fuel and their sedimentation at the bottom of the separator. A separator, unlike a filter, has a longer service life. If maintained correctly and cleaned out from time to time, the separator is a reliable means of purification. Separators are economically viable, especially for wholesale diesel fuel purification, e.g. at large facilities.

Additives

This last method, with a totally different application, are the additives. While separation and filtration purify diesel and HFO wholesale, additives change the properties of the fuel chemically. However, caution is in order: incorrect selection of additives may lead to unfavorable results.

To increase low temperature properties of HFO, depressor additives, synthesized from ethylene and vinylacetate copolymer base.

Despite the use of filters, separators and various additives, engines, especially older models, often become clogged. Detergent additives are aimed at this problem specifically. They remove sediment, which is composed of carbon deposits and varnish. Detergent additives solve this problem, increasing engine power and reducing fuel consumption.

Purchasing and purification of diesel fuel wholesale allows to stockpile several months worth of fuel supply, which is especially profitable considering that diesel fuel prices are on the rise, as well as those for HFO.