A negative carbon type compression ignition clean fuel and a preparation method and use thereof

Abstract

The application discloses a kind of negative carbon type compression ignition clean fuel and its preparation method and use, belong to clean alternative fuel technical field.The fuel is by 45-55% hydrogenated vegetable oil, 20-30% green fischer-tropsch synthesis alkane, 10-20% polyoxymethylene dimethyl ether, 0.5-8% biological ester and 0.5-5% composite additive composition, does not contain any fossil hydrocarbon component, and whole life cycle carbon intensity≤-20g CO2eq / MJ.The application prepares fuel by raw material pretreatment, multiphase shearing mixing, additive compounding, on-line quality adjustment, product cetane number≥70, flash point>70℃, can be directly used in various compression ignition internal combustion engine, only needs light seal piece adaptation, with the advantages of negative carbon environmental protection, safe and economical, ready-to-use compatible, can effectively help traffic field deep decarbonization.

Description

Technical Field

[0001] This invention belongs to the field of clean alternative fuel technology, specifically relating to a 100% non-fossil, high cetane number, carbon-negative liquid fuel suitable for compression-ignition engines (such as diesel engines), particularly suitable for heavy-duty trucks, ships, construction machinery, and stationary power generation equipment. This invention also relates to a method for preparing this fuel and its application in compression-ignition internal combustion engines. Background Technology

[0002] Traditional petroleum-based diesel (GB19147-2016) has high energy density, but it has many core defects: First, it has high carbon emissions, with a carbon intensity of about +73gCO2eq / MJ over its entire life cycle; second, it contains sulfur and aromatics, and even the China VI standard still contains ≤10mg / kg of sulfur and ≤7% of polycyclic aromatic hydrocarbons; third, it is dependent on imports, with my country's dependence on foreign crude oil exceeding 70%, posing a high risk to energy security.

[0003] Currently available diesel alternative fuels all have significant technical limitations: biodiesel (FAME) is easily oxidized, has poor low-temperature fluidity, and is prone to stratification when stored with petrochemical diesel for a long time; hydrogenated vegetable oil (HVO) has high costs (>8500 yuan / ton), and the sustainability of raw materials is questionable; methanol / ethanol diesel has a low flash point (<60℃), is a hazardous chemical, and is highly corrosive; DMM blended fuels with a high proportion of DMM are prone to phase separation, and lack a stable formulation system.

[0004] Although China, the EU, and the US all encourage the development of advanced biofuels, there is currently no compression-ignition clean fuel in the industry that combines high reliability, negative carbon emissions, economic efficiency, and non-hazardous chemical characteristics, enabling "ready to use immediately without major modifications." It fails to simultaneously meet the five core requirements of being non-hazardous (flash point > 60℃), having zero fossil components, negative carbon emissions, being readily compatible, and being economically feasible. Therefore, there is an urgent need to develop a new type of compression-ignition clean fuel to fundamentally address these industry pain points. Summary of the Invention

[0005] This invention aims to overcome the aforementioned deficiencies of the prior art and provide a compression-ignition clean fuel that contains no fossil diesel components, has a life-cycle carbon intensity ≤-20gCO2eq / MJ (negative carbon), a flash point >70℃ (non-hazardous chemical), a cetane number ≥70 (superior to China VI standard), and can be used directly in existing diesel engines or requires only minor modifications. It also provides an efficient, stable, and scalable preparation method for this fuel and clarifies its specific applications in heavy-duty compression-ignition equipment, achieving a balance between environmental benefits and user value.

[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution: a negative carbon type compression ignition clean fuel, composed of the following components by mass percentage: Hydrogenated vegetable oil (HVO): 45–55%, its core function is to provide high cetane number (70–85) and excellent low-temperature fluidity (pour point ≤ -35℃); Green Fischer-Tropsch synthesis of alkanes (GreenFT): 20–30%, its core function is to supplement straight-chain carbon. 10 –C 20 Alkanes improve combustion stability; no aromatics. Polyoxymethylene dimethyl ether (DMM3₋8): 10–20%, its core function is to significantly inhibit soot formation and improve combustion efficiency with a high oxygen content of 47–50%; Bio-esters: 0.5–8%, their core function is to meet renewable content policy requirements and to assist in lubrication and combustion; Composite additives: 0.5–5%, including compatibilizers, antioxidants, corrosion inhibitors, and flow improvers.

[0007] The fuel does not contain hydrocarbon components such as diesel, kerosene, or gasoline from fossil sources such as petroleum, coal, or natural gas; and its life-cycle carbon intensity is ≤-20gCO2eq / MJ according to ISO14067 standards.

[0008] Furthermore, the green Fischer-Tropsch alkane (GreenFT) is prepared by a Fischer-Tropsch synthesis reaction of syngas obtained from the gasification of agricultural and forestry waste and green hydrogen produced by the electrolysis of water from renewable energy sources. Its carbon chain distribution is C 10 –C 20 Straight-chain alkanes, with an aromatic content of 0.

[0009] Furthermore, the polyoxymethylene dimethyl ether (DMM3₋8) is prepared by acid-catalyzed condensation reaction of CO2 obtained from direct air capture (DAC) and methanol synthesized from green electricity hydrogen production, with a purity ≥99.5%.

[0010] Furthermore, the bio-ester is a fatty acid methyl ester (FAME) or a hydrogenated ester and fatty acid (HEFA), preferably derived from waste edible oils, with an acid value ≤0.5mgKOH / g.

[0011] Furthermore, the composite additive comprises one or more of the following components: Block copolymer compatibilizer 0.1–1.0%, preferably PEO-PPO-PEO type triblock copolymer (such as Pluronic L64), is used to improve the stability of multiphase interfaces and solve the problem of phase separation in high proportion of DMM blends; Antioxidant 0.1–1.0%, preferably 2,6-di-tert-butyl-p-cresol (BHT), is used to prevent oxidative deterioration during fuel storage; A metal corrosion inhibitor of 0.05–0.5%, preferably benzotriazole or its derivatives, is used to protect copper and aluminum metal parts of the engine; 0.1–1.0% of a low-temperature flowability improver, preferably polyalphaolefin (PAO), is used to ensure the low-temperature cold start performance of fuel; A high-boiling-point co-solvent of 1–3%, preferably n-butanol or isobutanol, is used to help improve the compatibility and stability of the system.

[0012] Furthermore, the performance indicators of the negative carbon compression ignition clean fuel meet the following requirements: cetane number ≥ 70, flash point > 70℃, sulfur content < 1 mg / kg, pour point ≤ -35℃, and no stratification after standing storage at 25℃ for 72 hours.

[0013] Secondly, the present invention provides a method for preparing the above-mentioned negative carbon compression-ignition clean fuel, comprising the following steps: Raw material pretreatment Hydrogenated vegetable oil and green Fischer-Tropsch synthesized alkanes were dehydrated using molecular sieves to a water content of <50 ppm; polyoxymethylene dimethyl ether was purified by vacuum distillation to a purity of ≥99.5%; and bio-esters were pretreated to an acid value of ≤0.5 mg KOH / g.

[0014] Multiphase nano-dispersion blend The pretreated hydrogenated vegetable oil, green Fischer-Tropsch synthetic alkanes, polyoxymethylene dimethyl ether, and bio-esters were added to a stirred tank according to the above-mentioned mass percentages, and sheared and stirred at 1000–3000 rpm for 20–60 minutes at 40–60°C, preferably at 2000 rpm for 30 minutes.

[0015] Additive compound Add the compound additive to the mixing vessel and continue stirring for 10–30 minutes, preferably 15 minutes, to obtain a uniform and transparent liquid.

[0016] Online phase stability and quality control The system parameters are monitored in real time by an online viscometer and a closed-cup flash point sensor to achieve closed-loop feedback control; if the flash point is <72℃, high flash point green Fischer-Tropsch alkane is automatically added; if the kinematic viscosity is >6.0mm² / s, the proportion of polyoxymethylene dimethyl ether is finely adjusted to ensure stable product performance.

[0017] Finished product inspection The obtained fuel must be tested and meet the following requirements: cetane number ≥ 70 (ASTM D613); flash point > 70℃ (GB / T 261); no stratification after standing storage at 25℃ for 72 hours.

[0018] Finally, this invention provides the application of the above-mentioned negative carbon compression ignition clean fuel. The fuel can be used in compression ignition internal combustion engines, specifically including heavy-duty diesel truck engines (such as Weichai WP13 and Yuchai K13 engines), main engines of inland waterway and ocean-going vessels, diesel engines of construction machinery (excavators and loaders), and diesel generator sets for stationary power generation. When using the fuel, there is no need to replace core components such as the combustion chamber, fuel injection pump, and high-pressure common rail system. It is only recommended to replace the seals with fluororubber or polytetrafluoroethylene materials. The modification cost per vehicle is less than 200 yuan.

[0019] Furthermore, after using the fuel, the compression-ignition internal combustion engine reduces particulate matter (PM) emissions by ≥50% and nitrogen oxide (NOx) emissions by ≥50%. x Emissions are reduced by ≥30% without increasing the consumption of selective catalytic reduction (SCR) urea.

[0020] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages compared with the prior art: A. Outstanding environmental benefits: This invention is the world's first compression-ignition liquid fuel to achieve negative carbon emissions, with a minimum carbon intensity of -28gCO2eq / MJ over its entire life cycle. It can remove approximately 1.2 tons of CO2 for every ton of fuel used.

[0021] B. Safeguarding national energy security: The fuel raw materials, processes, and equipment of this invention are 100% domestically produced and contain no fossil hydrocarbon components, completely eliminating dependence on imported crude oil and consolidating national energy sovereignty.

[0022] C. Strong economic feasibility: The fuel production cost of this invention is ≤6500 yuan / ton, which is significantly lower than the market price of National VI diesel (about 8500 yuan / ton), and has the economic basis for large-scale promotion.

[0023] D. Intrinsic safety and user-friendliness: The fuel of this invention has a flash point >70℃ and is not within the scope of control of the "List of Hazardous Chemicals". It can be stored, transported and refueled as ordinary fuel, and existing gas stations do not need to be modified. At the same time, it can be used immediately after refueling without major modifications to the core components of the engine, making it highly adaptable.

[0024] E. Leading technical performance: This invention solves the industry problem of easy phase separation when DMM is blended in a high proportion through a composite additive system, filling an international technical gap; the fuel has a cetane number ≥70, which is better than the China VI diesel standard, and a pour point ≤-35℃, making it suitable for use in extreme low temperature environments.

[0025] F. Significant pollutant emission reduction effect: The fuel of this invention has a sulfur content of <1mg / kg, no aromatics, and after use, particulate matter (PM) emissions are reduced by ≥60%, and nitrogen oxide (NOx) emissions are reduced by ≥60%. xEmissions are reduced by ≥35%, without the need to increase SCR urea consumption, which can significantly reduce the pressure and maintenance costs of engine exhaust aftertreatment.

[0026] Other advantages, objectives and features of the invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination or study, or may be learned from the practice of the invention. Attached Figure Description

[0027] Figure 1 This is a complete process flow diagram of the preparation of a negative carbon compression ignition clean fuel, its preparation method, and its uses according to the present invention. Figure 2 This is a time-series diagram showing the online quality closed-loop control of the preparation process of a negative carbon compression ignition clean fuel, its preparation method, and its applications according to the present invention. Figure 3 This is a timing diagram of the fuel bench and vehicle verification process for a negative carbon compression ignition clean fuel, its preparation method, and its application according to the present invention. Detailed Implementation

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] It should be noted that the terms "vertical," "horizontal," "up," "down," "left," "right," and similar expressions used in this article are for illustrative purposes only and do not represent the only possible implementation.

[0030] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains; the terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to limit the invention; the term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0031] The following describes specific embodiments and appendices. Figure 1-3 As shown, the present invention will be described in further detail, but the scope of protection of the present invention is not limited thereto.

[0032] Example 1 (Preferred Formula) The negative carbon type compression ignition clean fuel of this embodiment is weighed according to the following mass percentages: HVO (Superior Energy, Cetane Number 82): 50%; GreenFT (Lu'an Group, C 12 –C 18 Alkanes): 25%; DMM3₋8 (National Central Pilot Line in Inner Mongolia, Purity 99.6%): 15%; FAME (made from waste oil, acid value 0.4mgKOH / g): 5%; Composite additives: 5%, including 0.5% Pluronic L64, 0.5% BHT, 0.5% benzotriazole, 0.5% PAO (4cSt), and 3.0% n-butanol.

[0033] The preparation method in this embodiment is as follows: HVO and GreenFT were heated to 50°C and vacuum dehydrated for 2 hours, with the moisture content controlled to be <50ppm. Add pretreated HVO and GreenFT to the stirred tank, then add DMM3₋8 and FAME, and shear and stir at 50℃ and 2000rpm for 30 minutes; Add the compound additive and continue stirring for 15 minutes to obtain a uniform and transparent liquid; According to online sensor monitoring, the system has a flash point of 78℃ and a kinematic viscosity of 5.2 mm² / s, which meet the requirements. Finished product inspection: No stratification was observed after standing at 25℃ for 72 hours.

[0034] The performance test results of the fuel in this embodiment are as follows: Cetane number: 72; Flash point: 78℃; Freezing point: -36℃; Sulfur content: <1 mg / kg; Life cycle carbon intensity: -28gCO2eq / MJ (China Environmental Protection Industry Association Certification); The thermal efficiency of the test bench improved by 1.8%; PM emissions: 0.008 g / kWh (China VI emission limit: 0.025 g / kWh); Successfully started from -35℃ on the first cold start; The bench durability test lasted 150,000 kilometers without any abnormalities.

[0035] Example 2 (Modified formulation, suitable for high-temperature regions) The negative carbon type compression ignition clean fuel of this embodiment is weighed according to the following mass percentages: HVO: 48%; GreenFT: 28%; DMM3₋8: 18%; HEFA: 3%; Compound additives: 3%.

[0036] The preparation method of this embodiment is the same as that of Example 1. The performance test results of the obtained fuel are: flash point 74℃, cetane number 70, no stratification after standing for 72 hours, suitable for use in high temperature and high humidity areas.

[0037] The formulation system, preparation process, performance indicators and implementation examples of the negative carbon compression ignition clean fuel of this invention have been fully disclosed above. In order to further clarify the implementation methods of this invention, the following describes in detail the usage of this fuel in different application scenarios, the usage status of the core supporting structure, and the installation, adaptation and linkage operation details of this fuel with existing devices, in conjunction with the general technical structure of existing compression ignition internal combustion engines and supporting devices.

[0038] Scenario 1: Heavy-duty diesel truck road transport usage This scenario applies to commercial trucks equipped with mainstream heavy-duty diesel engines such as Weichai WP13 and Yuchai K13, representing the core application form in existing heavy-duty road transportation scenarios.

[0039] Installation, adaptation, and connection details before use This fuel is directly compatible with the existing fuel supply systems of diesel trucks, requiring no modification to the core structure. Only two installation steps are needed: First, replace all nitrile rubber seals at the original fuel lines and injector interfaces with fluororubber seals 6. This replacement process does not require disassembling core components such as the engine combustion chamber 5 or the high-pressure common rail injection pump 4; only the corresponding pipe interfaces need to be disassembled for seal replacement. The replacement time for a single vehicle is less than one hour, and the modification cost is less than 200 yuan. Second, replace the original fuel filter 3 with a universal diesel filter element with a filtration accuracy of at least 5μm. No replacement of the filter housing or connection structure is required. After completing the above adaptation, add this fuel to the original fuel tank 1. The fuel tank 1 is directly connected to the high-pressure common rail injection pump 4 via the original fuel supply line 2. The original connection method, pipe diameter, and fuel supply pressure parameters do not require adjustment and are fully compatible with the existing fuel supply system.

[0040] Usage status and linkage details during operation During vehicle startup and operation, the fuel enters the fuel filter 3 from the fuel tank 1 via the fuel pipeline 2 to filter impurities, and then is delivered to the high-pressure common rail injection pump 4. The high-pressure common rail injection pump 4, according to the original calibration parameters of the engine ECU electronic control unit 7, pressurizes the fuel and injects it into the engine combustion chamber 5 to complete compression ignition and power output. The entire process does not require recalibration of core parameters such as the injection advance angle and injection pressure of the engine ECU electronic control unit 7, and is fully compatible with the control logic of the original vehicle's China VI diesel fuel. The exhaust gas produced after fuel combustion enters the original vehicle exhaust aftertreatment device 8. The particulate matter (PM) and nitrogen oxides (NOx) produced by the combustion of this fuel... x Emissions are reduced by no less than 50% and 30% respectively compared to China VI diesel. The selective catalytic reduction (SCR) system of the exhaust aftertreatment device 8 does not require adjustment of the urea injection quantity to meet the China VI emission regulations. At the same time, it can significantly reduce the regeneration frequency of the particulate filter (DPF) in the aftertreatment system and reduce vehicle maintenance downtime.

[0041] During long-term operation, this fuel does not produce gum or phase separation, and will not cause clogging or wear of the fuel filter, high-pressure common rail injection pump, or injectors. During the 150,000-kilometer bench durability test, the engine power output and fuel consumption rate are not significantly different from those of China VI diesel, and the failure rate is lower than the industry average.

[0042] Scenario 2: Main engine operation of inland waterway and ocean-going vessels This scenario applies to the diesel main engines and auxiliary engines of inland waterway transport vessels and ocean-going freight vessels, and represents the core application of decarbonization retrofitting in the field of ship power.

[0043] Installation, adaptation, and connection details before use This fuel is directly compatible with the existing fuel supply unit 9 of existing marine diesel engines, requiring no modification to core power components such as the engine cylinder, combustion chamber, and injectors. Only two adaptation adjustments are needed: First, replace the ordinary rubber seals in the fuel supply unit 9 and the engine injection pipeline with fluororubber seals 6. This replacement process does not require disassembling the core engine structure; only the seals at the pipeline interfaces and valves need to be replaced. Second, replace the filter element of the fuel supply unit 9 with a filter element of the same specification as marine diesel fuel, without adjusting the filter's installation structure or connection method. After adaptation, this fuel can be directly added to the ship's fuel storage tank 1. The fuel storage tank 1 is connected to the ship's engine fuel supply unit 9 via a dedicated marine fuel pipeline 2. The existing heating system, pressure control system, and viscosity control system of the fuel supply pipeline do not require modification and are fully compatible with the existing marine diesel fuel supply system.

[0044] Usage status and linkage details during operation During ship navigation, this fuel is transported from fuel storage tank 1 to the ship's main engine fuel supply unit 9. After filtration, pressurization, and temperature control by the supply unit, it is delivered to the high-pressure common rail injection pump 4 of the main engine. The main engine speed control system controls the fuel injection quantity and timing according to the original calibration parameters. The fuel completes compression ignition and power generation in the main engine combustion chamber 5. The entire process does not require recalibration of the main engine's control logic and operating parameters, and is fully compatible with the original marine diesel operating mode. For the long-range voyage requirements of ocean-going vessels, this fuel, under normal temperature and sealed storage conditions, shows no oxidation, stratification, or gum formation within 6 months, meeting the long-term storage and transportation needs of ships without requiring modifications to the sealing system or temperature control system of the ship's storage tanks.

[0045] In terms of emission control, this fuel has a sulfur content of less than 1 mg / kg and no aromatic components. The exhaust gas after combustion can directly meet the requirements of the International Maritime Organization IMO Tier III emission regulations. There is no need to upgrade or modify the ship's exhaust gas aftertreatment device 8, nor is there a need to install additional desulfurization and denitrification equipment, which greatly reduces the cost of ship emission modification.

[0046] Scenario 3: Use of construction machinery in field operations This scenario applies to diesel-powered machinery used in infrastructure projects such as excavators, loaders, and road rollers, and represents a form of decarbonization application for non-road mobile machinery under complex field conditions.

[0047] Installation, adaptation, and connection details before use This fuel is directly compatible with the existing fuel distribution module 10 of construction machinery, requiring no modification to the core structures such as the engine combustion chamber 5, high-pressure fuel injection pump, and hydraulic linkage system. Only two installation steps are needed: First, replace the rubber seals at the fuel distribution module 10 and fuel injection pipe interfaces with fluororubber seals 6. This replacement process does not require disassembling core engine components; only the pipe interface seals need to be replaced. Second, replace the fuel filter 3 of the construction machinery with a filter element of the same specification as the original diesel fuel. No adjustment to the filter's installation position or connection method is required. After compatibility, this fuel is directly added to the fuel tank 1 of the construction machinery. The fuel tank 1 is connected to the fuel distribution module 10 via the fuel pipeline 2. The connection method, fuel supply pressure, and filtration system of the existing fuel supply system do not require adjustment and are fully compatible with the existing diesel supply system of the construction machinery.

[0048] Usage status and linkage details during operation During field operations of construction machinery, the fuel enters the fuel distribution module 10 of the construction machinery from the fuel storage tank 1 via the oil pipeline 2. After the distribution module completes pressure stabilization and filtration, it is delivered to the high-pressure common rail injection pump 4 of the engine. The engine ECU electronic control unit 7 controls the fuel injection according to the original calibration parameters, and the compression ignition is completed in the engine combustion chamber 5 to provide power for the walking system and hydraulic system of the construction machinery. The whole process does not require any adjustment to the engine control parameters or the linkage logic of the hydraulic system, and can adapt to the power requirements of complex field working conditions such as idling, heavy load, and climbing.

[0049] Designed for harsh environments such as low temperatures, high temperatures, and high dust levels in field operations, this fuel has a pour point of no higher than -35℃ and can achieve a successful start-up on the first attempt at temperatures as low as -30℃, without the need for additional fuel preheating devices. It exhibits no vapor lock or oxidation at high temperatures, meeting the continuous heavy-load operation requirements of construction machinery. Furthermore, this fuel burns completely without generating carbon deposits, significantly reducing the frequency of engine maintenance in field operations and extending equipment lifespan.

[0050] Scenario 4: Emergency / Standby Power Generation Use of Stationary Diesel Generator Sets This scenario applies to stationary diesel generator sets in locations such as data centers, hospitals, mines, and communication base stations, representing a clean alternative to stationary power generation.

[0051] Installation, adaptation, and connection details before use This fuel is directly compatible with the existing fuel supply system of stationary diesel generator sets, requiring no modification to the core structure of the generator set, such as the diesel engine or the generator set speed control unit 11. Only two adaptation adjustments are needed: First, replace the ordinary rubber seals at the generator set's fuel supply lines and injector interfaces with fluororubber seals 6. This replacement process does not require disassembling the core engine structure; only the pipe interface seals need to be replaced. Second, replace the fuel filter 3 of the generator set with a filter element of the same specification as the original diesel fuel supplied to the generator set. No adjustments to the filter's installation structure or connection method are required. After adaptation, this fuel can be directly added to the generator set's daily fuel tank 1. The fuel tank 1 is connected to the generator set's high-pressure common rail injection pump 4 via the fuel pipeline 2. The original fuel supply system's pipeline connections, fuel supply pressure, and daily fuel tank replenishment logic do not require adjustment and are fully compatible with the existing generator set's diesel supply system.

[0052] Usage status and linkage details during operation During generator set operation, the fuel enters the fuel filter 3 from the daily fuel storage tank 1 via the oil pipeline 2, and is then transported to the high-pressure common rail injection pump 4. The generator set speed control unit 11 adjusts the fuel injection quantity in real time according to load changes. The fuel completes compression ignition in the engine combustion chamber 5, driving the generator to complete the output of electrical energy. The entire process does not require recalibration of the speed control characteristics and protection parameters of the speed control unit 11. It can adapt to various power generation conditions such as no-load, full-load, and sudden load increase and decrease. The voltage and frequency stability are no different from the original diesel fuel, which can meet the high reliability requirements of emergency power generation.

[0053] For standby power generation and emergency backup needs, this fuel, under normal temperature and sealed storage conditions, shows no oxidation, no stratification, and no gum formation within 12 months, meeting the requirements for long-term standby storage of generator sets without requiring modifications to the sealing system or inert gas protection system of the storage tank. At the same time, this fuel is a non-hazardous chemical with a flash point above 70°C, and the safety risks during storage, transportation, and refueling are significantly lower than those of diesel, which can reduce fire safety management costs in key locations such as data centers and hospitals.

[0054] Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Anyone skilled in the art can make various modifications and alterations without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention should be determined by the claims.

Claims

1. A negative carbon type compression ignition clean fuel, characterized in that, Composed of the following components by mass percentage: Hydrogenated vegetable oil (HVO) 45–55%; Green Fischer-Tropsch synthesis of alkanes (GreenFT) 20–30%; Polymethoxydimethyl ether (DMM) 3-8 10–20%; Bio-esters 0.5–8%; Compound additives 0.5–5%; The fuel contains no fossil-derived diesel, gasoline or kerosene components and has a life-cycle carbon intensity of ≤-20gCO2eq / MJ as calculated by ISO14067.

2. The negative carbon type compression ignition clean fuel according to claim 1, characterized in that, The Green Fischer-Tropsch alkanes (GreenFT) are produced by the Fischer-Tropsch synthesis reaction of biomass gasification syngas and green hydrogen, and their carbon chain distribution is C60-C ... 10 –C 20 Straight-chain alkanes, with an aromatic content of 0.

3. The negative carbon type compression ignition clean fuel according to claim 1, characterized in that, The polyoxymethylene dimethyl ether (DMM) 3-8 It is prepared by condensation reaction of carbon dioxide obtained from CO2 capture and methanol synthesized from hydrogen produced by green electricity.

4. The negative carbon type compression ignition clean fuel according to claim 1, characterized in that, The bio-ester is a fatty acid methyl ester (FAME) or a hydrogenated ester and fatty acid (HEFA).

5. The negative carbon type compression ignition clean fuel according to claim 1, characterized in that, The composite additive comprises one or more of the following components: Block copolymer compatibilizer 0.1–1.0%; Antioxidant 0.1–1.0%; Metal corrosion inhibitor 0.05–0.5%; Low-temperature flowability improver: 0.1–1.0%; High-boiling-point co-solvents: 1–3%.

6. The negative carbon type compression ignition clean fuel according to claim 5, characterized in that, The block copolymer compatibilizer is a PEO-PPO-PEO type triblock copolymer; the antioxidant is 2,6-di-tert-butyl-p-cresol (BHT); the metal corrosion inhibitor is benzotriazole or its derivatives; the low-temperature flow improver is polyalphaolefin (PAO); and the high-boiling-point cosolvent is n-butanol or isobutanol.

7. The negative carbon type compression ignition clean fuel according to claim 1, characterized in that, The fuel has a cetane number ≥70, a flash point >70℃, a sulfur content <1mg / kg, and a pour point ≤-35℃.

8. A method for preparing a negative carbon type compression ignition clean fuel as described in any one of claims 1-7, characterized in that, Includes the following steps: (a) Raw material pretreatment: Hydrogenated vegetable oil and green Fischer-Tropsch synthesis alkanes are dehydrated to a moisture content of <50 ppm using molecular sieves; Polyoxymethylene dimethyl ether was purified to a purity of ≥99.5% by vacuum distillation; the bio-ester was pretreated to an acid value of ≤0.5mgKOH / g; (b) Multiphase nano-dispersion mixing: The pretreated hydrogenated vegetable oil, green Fischer-Tropsch synthetic alkanes, polyoxymethylene dimethyl ether and bio-ester were added to the stirred tank according to the mass percentages mentioned above, and sheared and stirred at 1000–3000 rpm for 20–60 minutes at 40–60°C. (c) Additive compounding: Add compound additives to the stirred tank and continue stirring for 10–30 minutes to obtain a uniform and transparent liquid; (d) Online phase stabilization and quality control: System parameters are monitored in real time using an online viscometer and flash point sensor. If the flash point is <72℃, high-flash-point green Fischer-Tropsch alkane is automatically added; if the kinematic viscosity is >6.0 mm... 2 / s, fine-tune the polyoxymethylene dimethyl ether ratio; (e) Finished product inspection: The obtained fuel shall be tested and shall meet the following requirements: cetane number ≥70, flash point >70℃, and no stratification after standing storage at 25℃ for 72 hours.

9. The preparation method according to claim 8, characterized in that, In step (d), a closed-cup flash point meter and an online viscosity sensor are used to achieve closed-loop feedback control.

10. The use of a negative carbon type compression ignition clean fuel as described in claims 1-9, characterized in that, The fuel is used in a compression-ignition internal combustion engine, which is selected from heavy-duty diesel truck engines, marine main engines, engineering machinery diesel engines, or stationary generator sets. The fuel does not require replacement of the combustion chamber structure or high-pressure common rail injection pump system during use; only the seals need to be replaced with fluororubber or polytetrafluoroethylene.

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