Sylvie Willis
Diesel fuel is a commonly used energy source for high-speed diesel engines, particularly in motor vehicles. The energy content of diesel fuel is approximately 35.8 megajoules per litre (MJ/L), and it has a higher volumetric energy density than gasoline. The production of diesel fuel involves various processes such as cracking heavier fractions, hydrocracking, and the addition of kerosene to modify viscosity. While diesel fuel is generally simpler to refine than gasoline, additional refining is often required to remove sulfur, which can impact its cost. The specific amount of energy required to produce diesel fuel can vary depending on the efficiency of the refinery processes and the feedstocks used.
| Characteristics | Values |
|---|---|
| Composition | About 86.1% carbon |
| Heating Value | 43.1 MJ/kg |
| Density | 0.820 to 0.845 kg/L at 15°C |
| Volumetric Energy Density | 9.0-13.9% more than gasoline |
| CO2 Emissions | 73.25 g/MJ |
| Sulfur Content | Ultra-low sulfur diesel (ULSD) has a sulfur content of 15 parts per million or less |
| Viscosity | Modified by the addition of kerosene |
| Energy Content | Approximately 35.8 megajoules per liter (MJ/L) |
| Energy Efficiency | Refineries are about 83% efficient |
| Raw Materials | Synthetic diesel is produced from natural gas and other carbonaceous precursors |
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What You'll Learn
Energy content: 35.8 megajoules per litre
Diesel fuel has an energy content of 35.8 megajoules per litre (MJ/L). This value is derived from the net heating value of diesel fuel, which is 43.1 megajoules per kilogram (MJ/kg). The net heating value of diesel fuel is the amount of energy released when diesel fuel is burned. Due to its higher density, diesel fuel offers a higher volumetric energy density compared to gasoline. This means that diesel fuel has a greater energy content per litre than gasoline.
The energy content of diesel fuel is important because it determines the efficiency of diesel engines. Diesel engines are known for their high compression ratios, which result in higher thermal efficiency compared to gasoline engines. The high energy content of diesel fuel contributes to the efficiency of diesel engines by providing a greater amount of energy per litre of fuel. This higher energy content also allows diesel engines to generate more power and torque compared to gasoline engines.
The energy content of diesel fuel can vary depending on various factors. One factor is the quality of the diesel fuel. Higher-quality diesel fuel, such as the ultra-low-sulfur diesel (ULSD) used in the United States, tends to have a slightly higher energy content due to its lower sulfur content. Refining processes can also impact the energy content of diesel fuel. Additional refining steps, such as removing sulfur or modifying viscosity, can result in slight variations in the energy content of the final product.
It's important to note that the energy content of diesel fuel is different from its calorific value. The calorific value of a fuel is the amount of heat energy released during combustion, excluding any losses. While the energy content of diesel fuel is expressed in megajoules per litre (MJ/L), its calorific value is typically expressed in kilocalories per gram (kcal/g) or British Thermal Units per gallon (BTU/gal). The calorific value of diesel fuel is influenced by factors such as temperature, pressure, and the chemical composition of the fuel.
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Efficiency: US fossil fuel plants are 32-35% efficient
Fossil fuels are responsible for emitting 35 of the total 37 gigatons of CO2 emitted per year, as well as 3 GtCO2e100 of methane emissions. Fossil fuel technologies are also responsible for other waste byproducts, such as particulate matter emissions, which cause over 5 million deaths per year. Fossil fuel plants are highly inefficient, with an average efficiency of 32-35% in the US. This means that for every liter of diesel saved, 7kW of energy is saved from being lost on the grid.
The inefficiency of fossil fuel plants is due in part to the nature of the fossil fuel system. Fossil fuel systems prioritize energy volume-add over value-add, investing in boosting energy sales rather than the value each unit of energy adds. This has resulted in a large and profitable energy system that is highly vulnerable to more efficient alternatives. Fossil fuel technologies initially rose to prominence by competing on efficiency, and this is now happening in reverse, with more efficient end-use and clean supply technologies like solar, wind, and electric vehicles pushing out fossil fuels.
The journey of a unit of energy through the global system can be divided into five key stages. First, primary energy such as coal and crude oil is extracted from the earth. This energy is then processed into final energy that is more easily usable, such as gasoline and electricity. This energy is then transported and sold to end-users. At each stage of this process, some energy is lost, with over 60% of energy used for electricity generation being lost in conversion. The technology and type of fuel used to generate electricity affect the efficiency of power plants. For example, in 2019, natural gas plants converted 45% of their fuel into net electricity generation, while coal plants only converted 32%.
There are two main types of solutions to improve the efficiency of the fossil fuel system: energy transformation efficiency and end-use efficiency. Energy transformation efficiency involves improving the efficiency of converting primary energy into useful energy, while end-use efficiency lowers the amount of useful energy needed to provide energy services and create value. End-use efficiency gains have been driven by improvements in technology, such as better air conditioners and LED lights, as well as system approaches like redesigning cities and improving product and building design.
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Emissions: CO2 emissions are 73.25 g/MJ
Diesel fuel has a high energy content of approximately 35.8 megajoules per liter (MJ/L). This energy content is slightly lower than that of gasoline, which has an energy content of 43.2 MJ/kg. Due to its higher density, diesel fuel offers a higher volumetric energy density. The density of EN 590 diesel fuel is defined as 0.820 to 0.845 kg/L at 15 °C, about 9.0-13.9% more than EN 228 gasoline.
When diesel fuel is burned, it releases carbon dioxide (CO2) into the atmosphere. The CO2 emissions from diesel fuel are 73.25 g/MJ, which is just slightly lower than the CO2 emissions from gasoline, which are 73.38 g/MJ. This small difference in CO2 emissions between diesel and gasoline is due to the slightly higher energy content of gasoline.
CO2 emissions from diesel fuel are a significant contributor to air pollution and have negative impacts on the environment and human health. In the United States, the Environmental Protection Agency has implemented regulations to reduce the sulfur content in diesel fuel, as sulfur is another pollutant that affects air quality. The allowed sulfur content in diesel fuel sold for use in the United States has been reduced to 15 parts per million or less, and this ultra-low sulfur diesel (ULSD) is now commonly used for on-highway and non-road diesel fuel.
The calculation of CO2 emissions from diesel fuel is based on the amount of carbon present in the fuel. Diesel fuel typically contains a high percentage of carbon, with about 86.1% of its mass being carbon. When diesel fuel is burned, the carbon combines with oxygen in the air to form CO2, resulting in the release of CO2 emissions. The equation for this combustion reaction is C + O2 → CO2, where C represents carbon and O2 represents oxygen.
Overall, the CO2 emissions of 73.25 g/MJ for diesel fuel are a crucial factor to consider when evaluating the environmental impact and energy efficiency of diesel fuel usage. While diesel fuel has a slightly lower CO2 emission rate compared to gasoline, the high carbon content and energy density of diesel fuel contribute to significant CO2 emissions during combustion. Therefore, it is important to continuously seek ways to reduce these emissions and mitigate their environmental consequences.
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Cost: additional refining to remove sulfur increases cost
Diesel fuel is generally simpler to refine from petroleum than gasoline. However, additional refining is required to remove sulfur, which contributes to a higher cost. Diesel fuel with a high sulfur content produces air pollution emissions that are harmful to human health. In 2006, the U.S. Environmental Protection Agency issued requirements to reduce the sulfur content of diesel fuel sold in the United States. This has resulted in the production of ultra-low sulfur diesel (ULSD), which has a sulfur content of 15 parts per million or less.
The process of removing sulfur from diesel fuel is called hydrodesulfurization (HDS). It is a catalytic chemical process that treats hydrogen sulfide gas, a byproduct of refining high-sulfur crude oils. HDS is widely used to remove sulfur from natural gas and refined petroleum products such as gasoline, jet fuel, kerosene, diesel fuel, and fuel oils. The purpose of HDS is to reduce sulfur dioxide (SO2) emissions and create products like ULSD. Sulfur, even in low concentrations, can poison noble metal catalysts (platinum and rhenium) used in catalytic reforming units to upgrade the octane rating of naphtha streams.
The regeneration of sulfuric acid, a byproduct of the refining process, can help lower refinery costs and reduce environmental impact. Instead of disposing of spent sulfuric acid as waste, it can be thermally cracked in a furnace to separate it into sulfur dioxide gas (SO2) and steam. The SO2 gas can be cleaned, dried, and converted into sulfur trioxide (SO3), which is then absorbed into sulfuric acid and combined with water to produce high-quality sulfuric acid that can be reused as a catalyst. This reduces the need for refineries to purchase new sulfuric acid.
The most efficient solution for refineries to manage sulfur byproducts is to partner with third-party experts to build and operate a sulfuric acid regeneration plant onsite, eliminating transportation costs. However, implementing an onsite regeneration facility can be challenging for refinery staff to maintain and manage. Additionally, shipping sulfur byproducts to third-party sites can be costly and generate additional transportation emissions.
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Raw materials: synthetic diesel is made from natural gas
The production of synthetic diesel is at the forefront of the transition to sustainable energy solutions. Unlike traditional diesel, synthetic diesel is produced through advanced chemical processes that do not directly depend on fossil fuels. Instead, synthetic diesel is made from raw materials such as natural gas, which is converted into liquid diesel fuel. This process, known as Fischer-Tropsch (FT) synthesis, involves the recombination of hydrogen and carbon monoxide to produce a range of synthetic hydrocarbons.
Natural gas is reformed or coal is gasified to obtain syngas, which is then converted into synthetic diesel through the FT process. This results in a product that is mainly paraffins with low sulfur and aromatics content. Synthetic diesel produced from natural gas is sometimes called Gas-to-Liquid (GTL) diesel or Fischer-Tropsch diesel (FTD). The GTL technology converts natural gas into diesel fuel, which is the most economical product among other possible petrochemical products.
The use of natural gas as a raw material for synthetic diesel offers several advantages. Firstly, it provides a clean-burning fuel that is devoid of harmful contaminants and has a high cetane value, resulting in better performance. Secondly, the United States has vast reserves of low-priced natural gas, making the process of synthetic diesel production economically attractive and potentially reducing dependence on foreign oil sources. Additionally, synthetic diesel can be seamlessly integrated into existing diesel engines and blended with petroleum-derived diesel, offering flexibility and ease of adoption.
The environmental benefits of synthetic diesel are significant. It is sulfur-free and free of other petroleum by-products found in traditional diesel refined from crude oil. This results in reduced emissions and a lower environmental impact. Furthermore, synthetic diesel can be formulated for improved cold weather performance and fuel system lubricity. The production of synthetic diesel through the FT process also offers the advantage of accepting any carbon-based input, including coal, natural gas, and 2nd-generation biomass.
Overall, synthetic diesel made from natural gas holds great potential for innovation and sustainability in the transportation sector. With ongoing advancements and a growing focus on environmental stewardship, synthetic diesel is poised to play a crucial role in shaping a greener future.
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Frequently asked questions
Diesel fuel has an energy content of 35.8 megajoules per liter (MJ/L) or 43.1 megajoules per kilogram (MJ/kg). To produce 1 kilowatt of power, 3600,000 joules per hour are required. Therefore, to produce 1 liter of diesel fuel, 35,800,000 joules are needed.
Diesel fuel has a net heating value of 43.1 MJ/kg. This means that for every 118J of energy used to produce diesel fuel, 100J of energy is obtained.
Diesel fuel offers a higher volumetric energy density compared to gasoline (petrol). The density of EN 590 diesel fuel is defined as 0.820 to 0.845 kg/L, about 9.0-13.9% more than gasoline.
