Attached below are some things to look at from my hard drive. If you do a
google search using "wax inhibitors diesel", you will find a great deal of
information.
Dom Amato
IRG1, February 27 at 4PM, MRL Room 2053, Professor Jeffrey L. Hutter
Department of Physics and Astronomy,
University of Western Ontario, London, Ontario, Canada
"Control of Crystallization by Kinetic Inhibitors"
Kinetic inhibitors are additives that affect crystallization kinetics
by adsorbing to the surfaces of growing crystals, without altering
thermodynamic properties such as the melting point. In addition to slowing
the overall rate of crystallization, inhibitors that bond preferentially to
specific crystal faces are able to control crystal morphology. Since they
act at the surface of the crystal, apparently by blocking step flow,
inhibitors are effective at exceedingly small concentrations - their effect
has been measured at mole fractions as low as 10-9. This opportunity to
control crystallization rates and crystal morphology has led to the
development of "tailor-made" additives for many systems of commercial
interest. For instance, the petroleum industry uses polymeric additives to
prevent the formation of gas-hydrates in pipelines and to prevent
precipitation of wax from diesel fuels. We are studying such additives in
model n-alkane systems. We find that the presence of the polymer
dramatically alters the growth morphology of the wax: rather than the usual
plate-like growth, we see forms with all of the attributes of spherulites
typical of bulk polymer growth. Since models for spherulitic growth
postulate lamellar alignment by entropic pressure due to dangling polymer
chains, the surface-adsorbed polymers are likely responsible for the similar
alignment in wax spherulites. Under certain conditions, we see oscillatory
growth resulting in well-defined bands. We are modeling this effect as a
coupling between the wax diffusion field and the dynamics of additive
adsorption.
http://www.mrl.ucsb.edu/mrl/events/seminars/show_seminar.php?key=1014854400Hutter
----- Original Message -----
From: "filip.ponsaerts" <[EMAIL PROTECTED]>
To: <biofuel@yahoogroups.com>
Sent: Thursday, February 27, 2003 9:50 AM
Subject: RE: [biofuel] (no subject)
> Dear Dom Amato,
>
> Can you elaborate somewhat more on this.
> I've already seen several research papers stating that the 'normal'
available
> additives for dino-diesel do little or nothing for Biodiesel. On the other
> hand, there are a few commercial products available which claim to to the
> thing for BioD.
>
> I'm making my BioD based on animal fat (WVO), so I only can use a mixture
of
> dino and BIO-Diesel to get the needed lower gelpoint.
> So I would very much be intrested in any solution to lower the gelpoint
> without dino-diesel, prefferably in a reliable, cheap and... homemade(?)
way.
>
> Thnks,
> Filip
>
> >===== Original Message From biofuel@yahoogroups.com =====
> >You might consider one of the wax crystal inhibitors used as an additive
for
> >diesel fuel. It doesn't take much but they drop the "wax point" of
diesel
> >fuels. It should work for these fuels.
> >
> >Dom Amato
> >
> >----- Original Message -----
> >From: "gumpon" <[EMAIL PROTECTED]>
> >To: <biofuel@yahoogroups.com>
> >Sent: Wednesday, February 26, 2003 7:15 PM
> >Subject: [biofuel] (no subject)
> >
> >
> >> Dear Keith
> >> I have the problem with the methyle ester we produced from stearin,
> >> crude or olein palm oil. When the temperature drops to about less than
> >> 15 or 10 C, the ester become solid waxy ( this might come from some
of
> >> the stearin which was not converted to ester ?) but it become clear
> >> liquid again when the temperature increases. Do you have any idea or
> >> suggestion to solve this problem because we use this ester to run the
> >> locomotive in South of Thailand and this problem occured when the
> >> ambient temperature droped especially during the night.
> >> Regards
> >> Gumpon
> >>
> >>
> >>
> >>
> >> Biofuel at Journey to Forever:
> >> http://journeytoforever.org/biofuel.html
> >>
> >> Biofuels list archives:
> >> http://archive.nnytech.net/
> >>
> >> Please do NOT send Unsubscribe messages to the list address.
> >> To unsubscribe, send an email to:
> >> [EMAIL PROTECTED]
> >>
> >> Your use of Yahoo! Groups is subject to
http://docs.yahoo.com/info/terms/
> >>
> >>
> >>
> >
> >
> >
> >
> >Biofuel at Journey to Forever:
> >http://journeytoforever.org/biofuel.html
> >
> >Biofuels list archives:
> >http://archive.nnytech.net/
> >
> >Please do NOT send Unsubscribe messages to the list address.
> >To unsubscribe, send an email to:
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> >
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>
>
>
> Biofuel at Journey to Forever:
> http://journeytoforever.org/biofuel.html
>
> Biofuels list archives:
> http://archive.nnytech.net/
>
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>
----------
Basic Technical Data for Diesel FuelsBasic Technical Data for Diesel Fuels
The following is a listing of some of the A.S.T.M. [American Society of
Testing and Materials] tests that are used to determine the performance
of
our fuel chemicals. Additionally, other tests and procedures are utilized
as our clients and various governments dictate. Explanations and
descriptions are presented for common understanding; procedures and
standards are available from the Societies.
ASTM D-613 CETANE / COMBUSTION TEST This is the test used to measure the
cetane number of diesel fuel. Cetane number is a measure of the degree of
combustibility of the fuel. The higher the number, the better the degree
of combustibility. It is measured using a test engine that closely
monitors how the fuel burns. Chemicals can be added to a known cetane
fuel
and measurements can be made to determine how much the chemicals increase
the cetane rating. Higher cetane rated fuels start better, perform
better,
and have much less pollution, both visible and non-visible.
ASTM D-1094 WATER TREATMENT TEST This may be the most critical test for
fuel. It is because water is a factor in so many problems associated with
diesel fuel. Contrary to popular belief, the water present in fuel due to
condensation may be minimal. A small amount might, but the majority may
be
introduced when the fuel is put into the tank. The water comes with the
fuel.
Water gets into fuel in numerous ways. It is present in the refining
process. It may not be demulsified at the refinery. It is picked up in
the
pipelines; or "pig buffer zones" are not properly handled. It is
introduced through poor handling in tank trucks, fuel storage tanks, or
leaking underground tanks. In marine applications sea wash may be a
cause.
Tank "bottoms" are generally the major problem cause.
WATER - DOES NOT BURN, CANNOT BE MADE TO BURN, CANNOT BE ENCAPSULATED OR
RENDERED HARMLESS, CANNOT BE VAPORIZED and MADE HARMLESS, IS CORROSIVE
AND
CARRIES OXYGEN, and it FREEZES easily. It changes the density of the
mixture that is introduced into the engine for combustion, thereby
altering ratios. It causes an uneven burning pattern in the cylinders
(cellular cooling) by cooling some of the fuel below the ignition point.
This unburned or partially burned fuel passes out the exhaust and is
pollution. Unburned fuel robs the engine of B.T.U.'s, and the deposit
formations are extremely harmful to the engine. Water also acts as a host
to bacterial formation at the site where the water molecule interfaces
with a fuel molecule.
DISPERSE IT ? DON'T ! Some people would have you think that this gets rid
of water. From what and to where? Dispersing the water distributes it
throughout the fuel and sends it to the very place you don't want it; the
engine. It fights against the demulsifiers the refiners add to the fuel,
nullifying them. It tries to carry the water through the filters and
coalescers / water separators, thus defeating the very purpose they were
designed for; it tries to disperse all matter in the fuel trying to carry
this particulate through the filters; it works AGAINST filters that are
trying to remove the foreign matter and it spreads the water around for
some nice sites for the bacteria to attach to. Some are excellent film
formers to help injector fouling. Water, when reacted with some forms of
sulfur, forms H2SO4; Sulfuric Acid.
DO Separate the water from the fuel. It's easier and much cheaper to
replace or drain filters than replace or overhaul engines and injectors.
ASTM D-2274 & EMD Diesel Fuel Stability Test - These tests are used to
determine the amount of oxidation, or predict the age stability of the
fuel. As a fuel gets older or is exposed to higher temperatures or fuel
system by-passing, it degrades and the quality decreases. At first it
gets
darker, then forms varnish components and particulate. This particulate
and sludge (sometimes a result of the refining process) will corrode
equipment, restrict and plug filters, foul injectors and valve openings,
and create adverse byproducts.
These tests are conducted in such a way as to correlate their results as
reflected in storage for a two (2) year period, without noticeable
degradation on fuel quality. One test is capped under pressurized air at
elevated temperature, the other with oxygen at elevated sustained
temperatures.
Foreign matter, the presence of water, refinery sludge and residual
metals; all affect fuel stability. Diesel fuel must be treated with
additional chemicals to treat all problem phases, not just with adding
fuel stability chemicals to the fuel. This problem is very serious for
military and marine operations where equipment is not used daily. Once
fuel has aged the phenomena is irreversible, except through re-refining.
Refinery Research Corporation treats all problem phases of the fuel.
ASTM D-5001 LUBRICATION TEST This is the Ball On Cylinder Lubrication
Evaluator test, often referred to as the B.O.C.L.E. test. It is designed
to evaluate the effectiveness of lubricants in the reduction of friction
scarring. This is very important in view of the new reformulated and low
sulfur fuels. Sulfur by itself acted as a lubricant. Years ago, sulfur
formulated chemicals were used as lubricants for jet fuels. Our company
utilizes the newest generation of non-sulfur, jet fuel lubricants in
diesel fuel packages.
The newer fuels are comprised of components that have less lubricity than
previous fuels. It is now common, even necessary, to add lubricants to
prevent injector and pump drives from deteriorating. Care must be taken
so
that these lubricants are not detrimental film formers which foul
injectors and nozzles, but still lubricate the upper cylinder components
such as hardened valve seats and friction interfaces throughout the
engine
and fuel system.
ASTM D-665-60-A and NACE TM 01-72-86 CORROSION These test the
effectiveness of corrosion inhibitors in diesel fuel. One test is
conducted utilizing synthetic sea water and the other test uses distilled
water being added to the standard fuels. Spindles are visually inspected
to determine rust and corrosion and then graded.
Notice should be taken to be aware that not just water is responsible for
corrosion. The presence of metals left over from the crude source after
refining, aromatics, other oxygen bearing components, and foreign matter,
all have a bearing on the final product.
ASTM D-97 COLD WEATHER FLOWABILITY The test used for diesel fuel to
determine how the fuel flows at extremely cold temperatures. Fuel flow
may
be affected at temperatures as high as 15¡F (-10¡C). As fuel is cooled it
will become cloudy, forming a white cloud visible to the eye. As fuel
cools more, usually about 4¡F, wax needle crystals will begin to form.
Large crystals will plug the filters and the engines will starve (and
quit) because of lack of fuel.
Diesel and Gasoil type fuels do not "gel" . These fuels form needle
crystal structures varying in length, which restrict flow, usually at the
filters. The objective is to inhibit the development of these structures
so they will not restrict fuel flow. Restriction of less than 3 microns
is
usually acceptable and ether solvents are not recommended because the
flash is affected, with loss of horsepower and damage to equipment. The
desired result is usually achieved through advanced polymer chemistry;
restricting the development of wax.
NOTE: Because our chemicals contain high concentrations of polymers
(above
40% polymers), Arctic Plus, AP-1000 should be above 35¡F [3¡C] before
adding to the fuel.
The tests presented are a very small sampling of the types of testing
which our fuel chemicals are subjected to before they are presented to
market. This testing is continual, and additional tests are utilized for
determining other benefits. Seven (7) year chemical efficacy storage
testing, various engine manufacturer tests, military specification
testing
(where applicable), pollution reduction testing, fuel mileage testing,
refining company developed tests, and foreign and domestic government
testing requirements are but a sampling. Our objective is to use
certified
tests; therefore, independent certified testing laboratories around the
world can verify and confirm results. Not all fuels are created equally!
Will AmFleetš or Refinery Research Corp.'s Additives
Affect or Void my Warranty?
All raw materials incorporated into our Fuel Additive packages have been
registered as fuel and fuel additive components previous to 1990, as have
all final formulations. All packages have been re-registered as of
1996/1997 and are current.
Our chemicals are manufactured, with formulations declared, as to current
law.
Engine warranties will not be affected in any way with the use of
properly
registered fuel and fuel additives, when used under recommended dosage
and
for use indicated. Special applications and use parameters may apply.
Please check with engine manufacturer's recommendation.
Refinery Research Home
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