1、PD CEN/TR 16982:2016Diesel blends and fuels Coldfilterability issuesBSI Standards PublicationWB11885_BSI_StandardCovs_2013_AW.indd 1 15/05/2013 15:06PD CEN/TR 16982:2016 PUBLISHED DOCUMENTNational forewordThis Published Document is the UK implementation of CEN/TR16982:2016.The UK participation in it
2、s preparation was entrusted to TechnicalCommittee PTI/2, Liquid Fuels.A list of organizations represented on this committee can beobtained on request to its secretary.This publication does not purport to include all the necessaryprovisions of a contract. Users are responsible for its correctapplicat
3、ion. The British Standards Institution 2016. Published by BSI StandardsLimited 2016ISBN 978 0 580 93156 7ICS 75.160.20Compliance with a British Standard cannot confer immunity fromlegal obligations.This Published Document was published under the authority of theStandards Policy and Strategy Committe
4、e on 30 September 2016.Amendments issued since publicationDate Text affectedPD CEN/TR 16982:2016TECHNICAL REPORT RAPPORT TECHNIQUE TECHNISCHER BERICHT CEN/TR 16982 September 2016 ICS 75.160.20 English Version Diesel blends and fuels - Cold filterability issues Combustibles et blends pour moteurs die
5、sel (gazole) - Problems avec filtrabilit en temperatures bas Dieselkraftstoffe und Mischungen - Kaltefiltrierbarkeit Problematiik This Technical Report was approved by CEN on 8 July 2016. It has been drawn up by the Technical Committee CEN/TC 19. CEN members are the national standards bodies of Aust
6、ria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Swede
7、n, Switzerland, Turkey andUnited Kingdom. EUROPEAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels 2016 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN
8、national Members. Ref. No. CEN/TR 16982:2016 EPD CEN/TR 16982:2016CEN/TR 16982:2016 (E) 2 Contents Page European foreword . 3 Introduction 4 1 Scope 5 2 Background to this Technical Report 5 3 Issues in specific European markets 5 3.1 UK experience 5 3.2 Sweden 7 3.3 Italy 11 4 Cold operability rig
9、tests . 12 4.1 Infineum Freezer Rig 12 4.2 PSA Filter Rig . 15 5 Filterability test developments . 17 5.1 Total contamination test (EN 12662, WG 31) 17 5.2 CS-FBT (WG 31) . 18 5.3 Cold FBT (Energy Institute SC-B-5) 18 6 Other experiences 21 6.1 Afton investigations 21 6.2 Argent experience with dist
10、illed TME 24 6.3 Diesel fuel cold operability correlation (WG 34) . 26 7 Discussion and next steps . 28 Bibliography . 29 PD CEN/TR 16982:2016CEN/TR 16982:2016 (E) 3 European foreword This document (CEN/TR 16982:2016) has been prepared by Technical Committee CEN/TC 19 “Gaseous and liquid fuels, lubr
11、icants and related products of petroleum, synthetic and biological origin”, the secretariat of which is held by NEN. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN shall not be held responsible for identifying any or all such
12、 patent rights. At the plenary meeting in June 2015, CEN/TC 19 took Decision 45-2015 for new work under WG 24 to produce a Technical Report titled “CEN/TR Diesel blends - Cold filterability issues” with the scope to capture the key points raised in the presentations and discussions at the WG 24 Filt
13、er Blocking Workshop held on 1 June 2015. Consequently, this Technical Report documents the findings, interpretations and opinions of those involved in presenting the information, and these should not be considered as the opinion of WG 24. PD CEN/TR 16982:2016CEN/TR 16982:2016 (E) 4 Introduction Dur
14、ing recent winters, a wide range of vehicles has been affected in specific European countries and there is a possible link with FAME composition, base diesel quality, cold flow additives and oxidation stability effects. In order to solve these issues, some countries have introduced new additional re
15、quirements in their national fuel quality specifications or “best practice” market agreements: In the UK, a clear correlation between low temperatures and increased vehicle filter blocking was reported, with ambient temperatures below 3 C thought to be critical. The introduction by fuel suppliers of
16、 a voluntary Filter Blocking Test limit of 2,52 in February 2014 seems to have improved the situation, but has not solved the problem. In Italy, ENI recommended that ASTM D2709 could be an alternative method for fast evaluation of contaminants in FAME. ENI also suggested, as an intermediate solution
17、, a filtration step in refineries or terminals to improve FAME quality if needed. In ENIs experience, implementing this quality control “best practice” in Italy, in collaboration with their biofuel suppliers, has resulted in no further vehicle filter blocking incidents being reported in the last two
18、 years. In France, to solve the diesel fuel filter plugging when the decrease in temperature continues slowly over several days, the saturated methyl ester content in FAME was limited in winter to a maximum of 16 % (m/m) and in summer to a maximum of 30 % (m/m) in national law. CEN/TC 19/WG 24 organ
19、ized a workshop on the 1stof June 2015 in order to clarify the issue, to gather relevant data and to propose recommendations to CEN/TC 19 with respect to changes to the EN 590 (regular B7 diesel), EN 16734 (B10), EN 16709 (B20/B30) and EN 14214 (B100) standards to protect the market from filter bloc
20、king. At the end of the workshop, it was agreed that a CEN Technical Report should be produced documenting the WG 24 Filter Blocking Workshop held on 01 June 2015 (i.e. this report). It therefore lays down the status-quo of the evidence on filter blocking issues in the European market at that point
21、in time. It should be read as such and later information will still be valuable for CEN/TC 19 specification drafting. PD CEN/TR 16982:2016CEN/TR 16982:2016 (E) 5 1 Scope This Technical Report provides the latest thinking described during a workshop on 1 June 2015 by national experts involved in the
22、investigations, and proposes possible solutions to solve the diesel fuel filter plugging issues in these countries. NOTE For the purposes of this Technical Report, the terms “% (m/m)” and “% (V/V)” are used to represent respectively the mass fraction, , and the volume fraction, . 2 Background to thi
23、s Technical Report A filter blocking workshop was organized by CEN/TC 19/WG 24 on 01 June 2015 in London in response to an increasing number of diesel vehicle filter blocking occurrences in several European countries (Italy, Sweden and the UK), particularly during the winter period. The purpose of t
24、he workshop was to share experiences and learnings from each affected country, identify common links and discuss possible solutions. The workshop also considered the development status of the various rig and laboratory tests designed to investigate and prevent low temperature filter blocking. The ul
25、timate aim of the workshop was to make recommendations to WG 24 with respect to changes to the EN 590, EN 16734 (B10), EN 16709 (B30) and EN 14214 standards to protect the end user. In his introductory comments, the WG 24 convenor advised that a wide range of vehicles is being affected in several Eu
26、ropean countries and that there is a possible link with FAME composition, base diesel quality, cold flow additives and oxidation stability effects. He also underlined the importance of ensuring that the CEN diesel fuel specifications are robust and protect the consumer. The workshop included a numbe
27、r of technical presentations on the topics that are described in the Clauses 3 to 6 (order of presentation is followed). Publication of this Technical Report was one of the agreed actions from the workshop (see Clause 7). 3 Issues in specific European markets 3.1 UK experience A summary of the diese
28、l vehicle filter blocking trends in the UK over the past few years was provided. The monthly “baseline” level of diesel vehicle breakdowns due to filter blocking since 2009, as reported by the Automobile Association (AA), was around 200. However, during the past three winters, filter blocking breakd
29、owns had risen to 5 times this level, with most of this increase occurring in the regions of Northeast England, Central Scotland, East Anglia and Southeast England. A clear correlation between low temperatures and increased vehicle filter blocking was reported, with ambient temperatures below 3 C th
30、ought to be critical. The introduction by fuel suppliers of a voluntary FBT limit of 2,52 for Bx diesel in February 2014 seemed to have improved the situation, but has not solved the problem. The UK experienced 19 % reduction in the number of vehicle breakdowns due to filter blocking in winter 2014/
31、15 compared to the previous winter, despite winter 2014/15 having many more cold nights below 0 C in the most impacted regions (the minimum nightly temperature averaged for London, Glasgow and Middlesbrough was below 0 C for 7 nights in winter 2013/14 compared to 30 nights in winter 2014/15). Data f
32、rom an extensive UK-wide retail diesel sampling program conducted by a major fuel retailer were presented. In addition, test results from a UK Department for Transport nationwide retail diesel sampling program undertaken between January 2015 to March 2015 were also presented. Data reported by region
33、 from both sampling programs included FBT (both ambient by procedure B and cold soak), Total Contamination, FAME content, saturated FAME content and particle counting. To provide a broader European context, FBT results from another retail diesel survey conducted across 8 European countries by a majo
34、r international fuel retailer were shared. PD CEN/TR 16982:2016CEN/TR 16982:2016 (E) 6 A number of observations were made on the data from these fuel sampling programs: a) Ambient FBT and Cold Soak FBT tests gave very similar results. b) FBT results show several excursions above the UK voluntary lim
35、it of 2,52. In particular, the timing of one cluster of excursions corresponded with a higher number of vehicle failures due to filter blocking. c) FBT results for diesel in other European countries are lower than in UK diesel (see Figure 1). Out of 111 samples, no FBT results were measured above 1,
36、7 and most were below 1,1. d) It was noted that the level of imported diesel fuel into the UK had increased considerably over the time period. It was also highlighted that base diesel fuels can have an impact on FBT results. e) FAME content of UK diesel was fairly static over the period 2011 to 2015
37、 at an average of 3 % (V/V) to 4 % (V/V). Regional differences exist with generally higher levels of FAME in Southeast England and East Anglia, and lower levels in Scotland. It was also noted that FAME blending levels were not the main trigger of occurrence of problems. f) FAME used in the UK genera
38、lly contains between (20 to 25) % (m/m) saturated FAME, however it is sometimes up to 40 % (m/m) g) The highest saturated FAME levels in EN 590 diesel were found in samples from Southeast England and East Anglia; whilst the lowest levels were measured in fuels from Scotland and the Midlands. h) Part
39、icle count levels were high in some samples from the South East and East of England. Figure 1 Average and maximum FBT (right y-axis) by IP 387 Procedure B, average Total Contamination in mg/kg and average FAME content in % (V/V) (left y-axis) from 111 samples of diesel fuel collected from service st
40、ations in 8 European countries The UK investigation also included analyses of deposits from blocked vehicle fuel filters and from the Infineum freezer rig. The analysis of residues from blocked vehicle filters in winter 2012/13 found the material to be mainly saturated mono-glycerides (SMG). In wint
41、er 2013/14, polyethylene, and in some PD CEN/TR 16982:2016CEN/TR 16982:2016 (E) 7 cases polyamide, was detected on blocked vehicle fuel filters. These components were also isolated from some of the fuel samples taken from the tanks of failed vehicles. Analysis of material recovered from blocked vehi
42、cle fuel filters in winter 2014/15 indicated high levels of ethylene vinyl acetate (EVA) which is one of the main ingredients in cold flow improver additives. Filter deposits from fuel samples run through the Infineum freezer rig as part of the industry investigation were also isolated and analysed.
43、 Two sets of fuel from the same supply locations were tested the first set was sampled in winter 2013/14 and the second set was sampled in winter 2014/15. When the rig test filters were analysed after testing three of the winter 2013/14 fuels, SMGs were detected, and in one fuel, there was also evid
44、ence of polyethylene and polyamide. Two of the rig test filters analysed after testing the winter 2014/15 fuels showed the presence of SMGs, but there were no indications of polyethylene or polyamide in any of these fuels. It was also reported, although not seen on any of the rig test filters, that
45、Drag Reducing Additive (DRA) had been observed on some service station diesel filters. In their concluding remarks, the UK experts stated that there has been no apparent correlation between vehicle filter blocking and the Total Contamination test. As this is a gravimetric test they felt that it may
46、not protect the market from fuel with high organic particulate loading. They also commented that the high particle counts measured in some market diesel fuels were not reflected in the Total Contamination test results, but were reflected in the FBT results. It was concluded that, in their opinion, n
47、o correlation existed between FBT and Total Contamination. For these reasons, it was explained that the UK is considering the introduction of an FBT requirement with a maximum limit of 2,52 in the national annex of BS EN 590 to provide improved market protection, rather than introducing a lower Tota
48、l Contamination test limit. It was recognized by the UK experts that the ambient FBT or the existing Cold Soak FBT test might not fully protect the market from all the potential root causes, therefore they are continuing to investigate the possibility of a “Cold FBT” test in which the filtration ste
49、p is conducted at a low temperature just above the cloud point of the fuel (i.e. somewhere in the range 3 C to +3 C). They also plan to continue with the freezer rig testing program at Infineum to identify the root cause(s) of the UK filter blocking issue and requested that other European countries support the work by providing representative market fuel samples. 3.2 Sweden An overview of the recent diesel vehicle filter blocking problems in Sweden was provided from three of the key stakeholders investigating the issue: BIL Sweden (representing the OEMs), SPBI
