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Fuels & Lubes International Quarter Three 2015
At the UNITI Mineral Oil Technology Conference in
Stuttgart, Germany in April, some speakers said it is a
little of both.
Heather Hamje of Concawe (the Conservation of Clean
Air and Water in Europe) spoke on the outlook for future
fuels, vehicles and lubricants in a low greenhouse gas
environment. She said that while the European Union has
been making progress toward reducing its dependence
on refined products, it is not likely it will fulfill some of the
legislative targets by using biofuels alone. Specifically,
meeting the Fuel Quality Directive (FQD) and the
Renewable Energy Directive (RED) will be challenging, she
said.
The FQD sets a target for greenhouse gas (GHG)
emissions reduction. Most recently, Article 7a was
introduced, mandating a 6% decrease in GHG emissions
from road transport between 2010 and 2020.
The RED, on the other hand, requires the EU to source
20% of its energy from renewable sources by 2020.
Each member-state sets its own national target and is
required to fulfill at least 10% of its own energy needs
with renewable sources by 2020. According to Hamje,
the penetration of advanced biofuels (those that do not
compete with the agricultural food supply) in the EU is
strong and increasing, but not sufficient to meet the RED.
By 2020, she said, “the world supply [of advanced biofuels]
is expected to be about 9 million tonnes, about half that
the European supply.”
Since the UNITI conference, the European Parliament
has agreed on a new rule that is a revision to the RED and
FQD. Of the 10% that each member-state must contribute
toward transport from renewable sources by 2020, the
new rule requires that no more than 7% of this may come
from first-generation sources, meaning crops grown on
agricultural land. Member-states can individually set
lower targets, and must include this in their national
legislations by 2017. Following that, each state will have 18
months to set a minimum target for advanced biofuels. A
guide of 0.5% has been suggested.
“In the European Union, we’re basically importing
diesel and exporting gasoline,” Hamje said, and this trend
is expected to continue. “This provides an opportunity
for biodiesel blend stocks to make up a portion of the
difference.” However, she said, part of the reason biofuels
have not had more use is because of vehicle compatibility
issues.
FAME IN DIESEL AND BIOFUELS
Gérald Crépeau, fuels and worldwide standardisation
strategies expert at Peugeot-Citroen, spoke on the
requirements for future fuels from an OEM perspective.
He outlined some areas of non-compliance with
legislation. Eleven of the 28 EU member-states are
exceeding the mandated level of fatty acid methyl ester
(FAME) in diesel fuel; most are between 0.4 and 3.2%
四月在德国斯图加特举办的UNITI矿物油技术大会上，一些发
言人认为这两个因素都存在。
来自欧洲清洁空气和水保护组织（Concawe）的Heather
Hamje展望了未来在低温室气体环境中的燃料、汽车和润滑油。
她说，虽然欧盟正在努力降低对炼制产品的依赖，但也不能单靠
生物燃料来满足法定目标。特别是要满足燃料质量指南（FQD）
和可再生能源指南（RED），极具挑战，她说。
FQD设定了降低温室气体（GHG）的目标。最近制定的7a条，
强制要求在2010年到2020年把道路运输的温室气体排放下降6%。
另一方面，RED要求欧盟在2020年时，可再生能源占20%。
每个成员国设定其自己国家的目标，并要求到2020年至少实现
其10%的能源需求使用可再生来源。据Hamje说，欧盟的先进生
物燃料（即不与食品农产品竞争的生物源）渗透率很高，并还在
不断提高，但还不足以满足RED目标。到2020年，她说：“[先进
生物燃料]的全球供应量有望达到900万吨，相当于欧洲供应量的
一半。”
UNITI大会之后，欧洲议会已达成了对RED和FQD的一项修订
后的新规则。对于2020年各成员国运输用燃料中10%的可再生
来源的燃料，其中一次能源(即田里长的作物)不超过7%。成员国
可以各自设定更低的目标值，但各国必须在2017年前的立法中体
现。之后，每个国家可以有18个月的时间来设定其先进生物燃料
的最低目标。指导意见是0.5%。
“在欧盟，我们主要是进口柴油，出口汽油，” Hamje说，这
种趋势将维持。“这就为生物柴油组份带来了一种机会，来创造差
异。”但是，她又说，没有更多地使用生物燃料的原因是汽车的兼
容性问题。
柴油和生物燃料中的FAME
标致-雪铁龙的燃料和全球标准化战略专家Gérald Crépeau从
OEM的角度讲了未来燃料的要求。他列出了一些没有达标的方
面。欧盟28年成员国中有11个国家的柴油燃料中脂肪酸甲酯
（FAME）含量超过了强制要求的水平；大多数超过限值0.4-
3.2%体积百分比。马尔他的FAME含量最高，为11.2%体积百分
比。
在RED中有一条，利用废弃物、残渣、非食品纤维素材料和木
纤维素材料这些可再生能源生产的生物燃料在计算比例时按两倍
计算。法国对生物燃料中使用的厨余油甲酯和动物脂肪甲酯含量
有限制，而英国则没有。但在英国客户报告的问题要比德国或法
国多。
Crépeau所展示的数据表明了生物燃料的云点与饱和FAME之
间的相关性。（云点是指生物燃料中的蜡开始折出，形成云状外
观时的温度）动物脂肪甲酯和棕榈油甲酯会使云点提高大致相同
的温度，这是因为他们的饱和FAME含量为40-50%。
过滤器堵塞问题
Concawe研究了FAME对柴油过滤器的影响。“由于对柴油颗粒物
过滤器[DPF]的负载低，你可以预见FAME会延长DPF再生的间隔
时间，因此我们进行了研究，” Hamje说。DPF是指用于过滤柴
油发动机尾气中烟炱的过滤器。大多数过滤器设计采用燃烧的方
式去除颗粒物，这个过程称为再生。
Concawe发现，如果把燃料中FAME的含量提高到50%，可以
