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Eingeladener Vortrag
- nein (89)
Materials compatibility is a major concern whenever the fuel composition is changed in a fuel system. Therefore frequently used sealing materials such as FKM (fluorocarbon rubber), FVMQ (methyl-fluoro-silicone rubber), VMQ (methyl-vinyl-silicone rubber), EPDM (ethylene-propylene-diene rubber), CR (chloroprene rubber), CSM (chlorosulfonated polyethylene), IIR (butyl rubber), PA (polyamides), N8R (acrylonitrile-butadiene rubber) and PUR (polyester urethane rubber) were exposed to E1 0, diese I fuel with 5% biodiesel, non-aged and 2 year aged 810 (heating oil with 10% biodiesel), and for comparison to pure diese! fuel, standard heating oil and Super plus without bioethanol at 20 °C, 40 oc and 70 oc for 84 days. Mass, tensile strength and breaking elongation of the test specimens were determined before and after the exposure. The visual examination of some elastomer test specimens clearly showed the great volume increase until break or partial dissolution. Shore hardness A and D (for PA) were determined before and after exposure of the test specimens to the biofuels for 42 days.
There is not determined a threshold for the reduction in tensile properties and Shore hardness in the international standards. Therefore a threshold of 15% was determined for the evaluation of the compatibility.
The sealing materials FKM, EPDM, N8R, FMVQ, CSM and PA were evaluated on the basis of this threshold as resistant in E1 0 at 20 oc and 40 °C. FKM, FVMQ and PA were resistant at 40 oc , and none of the materials were resistant at 70 °C. FKM and FVMQ absorbed much less 810 and swelled less. CR, CSM, EPDM, IIR, N8R and VMQ were not resistant to 810 at all at 20 oc, 40 oc and 70 oc as the decrease in the tensile properties was significantly over 50%. FVMQ and PA could be evaluated as resistant in non-aged and two year aged 810 at 20 oc and 40 oc, whereas FKM was resistant up to 70 °C. FKM, PA and PUR were evaluated as resistant in standard heating oil and pure diese! fuel at temperatures up to 40°C, only FKM was resistant up to 70°C. FVMQ, FKM, N8R, VMQ, CR and IIR can be evaluated as resistant in premium grade fuel Super plus without ethanol at 20 oc. FKM, FVMQ, VMQ and IIR were still resistant at 40 °C. FKM and FVMQ were evaluated as resistant with restrictions at 70 °C.
ln summary, it can be therefore stated that the chemical resistance of the fluoropolymers FKM and FVMQ in fuels and biofuels is the best one.
Biofuels including ethanol and biodiesel (fatty acid methyl ester) represent an important renewable fuel alternative to petroleum-derived transport fuels. Increasing biofuel use would bring some benefits, such as a reduction in oil demands and greenhouse gas emissions, and an improvement in air quality.
Materials compatibility is a major concern whenever the fuel composition is changed in a fuel system. The question arises of whether sealing materials are resistant to fuels with bioethanol and biodiesel (rapeseed oil fatty acid methyl ester).
The aim of this work is to study the interaction between sealing materials such as FKM (fluorocarbon rubber), EPDM (ethylene-propylene-diene rubber), CR (chloroprene rubber), CSM (chlorosulfonated polyethylene), NBR (acrylonitrile-butadiene rubber), IIR (butyl rubber), VMQ (methyl-vinyl-silicone rubber), FVMQ (methyl-fluoro-silicone rubber) and PA (polyamide) and biofuels such as biodiesel (FAME, non-aged and 2 years aged), E85 (fuel with 85% ethanol) and B10 (heating oil with 10% biodiesel, non-aged and one year aged) compared with premium-grade fuel at 20°C, 40°C and 70°C for 84 days. Exposure experiments were conducted with specimens of these elastomers to document the changes in the mass and tensile properties of these sealing materials. Visual examination of some test specimens clearly showed a great volume increase until breakage or partial dissolution.
The sealing materials FVMQ, VMQ and PA were evaluated as resistant in E85 at 20°C and 40°C with a reduction of tensile properties limited to 15%. None of the examined materials was evaluated as resistant at 70°C with even fluorocarbon rubber losing 20% of its tensile strength in E85.
When exposed to biodiesel, elastomers were affected in two ways: firstly, by absorption of liquid by the elastomers and, secondly, by dissolution of soluble components from the elastomers into the liquid medium. Swelling was the result of the high absorption by the elastomers CR, CSM, EPDM, IIR and NBR in comparison to their dis-solution in non-aged and two years aged biodiesel. FKM, VMQ and PA were evaluated as resistant sealing materials in non-aged biodiesel at 40°C. FKM was still resistant in aged biodiesel at 40°C but only to a limited degree at 70°C.
The sealing materials CR, CSM, EPDM, IIR, NBR and VMQ were damaged to a high extent in non-aged and one year aged B10 as a result of swelling up to 70°C. FVMQ and PA can be evaluated as resistant in non-aged and one year aged B10 at 20°C and 40°C. However, FKM was evaluated as resistant up to 70°C.
The exposure tests showed that all the elastomers tested were resistant in the premium-grade fuel Super at 20°C. On increasing the temperature to 40°C, only FKM, VMQ and PA were resistant to Super. At 70°C FKM showed the best resistance.
Impact of biocomponents in the fuel and heating oil on the compatibility of sealing materials
(2016)
The objective of this research was to determine the resistance of frequently used sealing materials such as FKM, FVMQ, VMQ, EPDM, CR, CSM, IIR, PA, NBR and PUR in fuels and heating oil with and without admixtures of biogenic sources such as E10, diesel fuel with 5 % biodiesel, non-aged and 2 year aged B10 (heating oil with 10 % biodiesel), pure diesel, standard heating oil and premium grade fuel Super plus at 20 °C, 40 °C and 70 °C.
Mass, tensile strength and breaking elongation of the test specimens were determined before and after the exposure for 84 days in the fuels. The visual examination of some elastomer test specimens clearly showed the great volume increase until break or partial dissolution. Shore hardness A and D (for PA) were determined before and after exposure of the test specimens in the biofuels for 42 days.
There is not determined a threshold for the reduction in tensile properties and Shore hardness in the international standards. Therefore a threshold of 15 % was determined for the evaluation of the compatibility.
In summary, it can be therefore stated that the chemical resistance of the fluoropolymers FKM and FVMQ in fuels and biofuels is the best one.
Impact of biocomponents in the fuel and heating oil on the compatibility of sealing materials
(2016)
The objective of this research was to determine the resistance of frequently used sealing materials such as FKM, FVMQ, VMQ, EPDM, CR, CSM, IIR, PA, NBR and PUR in fuels and heating oil with and without admixtures of biogenic sources such as E10, diesel fuel with 5 % biodiesel, non-aged and 2 year aged B10 (heating oil with 10 % biodiesel), pure diesel, standard heating oil and premium grade fuel Super plus at 20 °C, 40 °C and 70 °C.
Mass, tensile strength and breaking elongation of the test specimens were determined before and after the exposure for 84 days in the fuels. The visual examination of some elastomer test specimens clearly showed the great volume increase until break or partial dissolution. Shore hardness A and D (for PA) were determined before and after exposure of the test specimens in the biofuels for 42 days.
There is not determined a threshold for the reduction in tensile properties and Shore hardness in the international standards. Therefore a threshold of 15 % was determined for the evaluation of the compatibility.
In summary, it can be therefore stated that the chemical resistance of the fluoropolymers FKM and FVMQ in fuels and biofuels is the best one.
Biofuels including ethanol and biodiesel (fatty acid methyl ester) represent an impor-tant renewable fuel alternative to petroleum-derived transport fuels. Increasing bio-fuel use would bring some benefits, such as a reduction in oil demands and green-house gas emissions, and an improvement in air quality.
Materials compatibility is a major concern whenever the fuel composition is changed in a fuel system.
The aim of this work is to study the interaction between sealing materials such as FKM (fluorocarbon rubber), EPDM (ethylene-propylene-diene rubber), CR (chloro-prene rubber), CSM (chlorosulfonated polyethylene), NBR (acrylonitrile-butadiene rubber), IIR (butyl rubber), VMQ (methyl-vinyl-silicone rubber) and FVMQ (methyl-fluoro-silicone rubber) and biofuels such as biodiesel, E85 (fuel with 85% ethanol) and B10 (heating oil with 10% biodiesel) at 70°C for 84 days. Experiments were con-ducted with tests specimens of theses elastomers to document the changes in the mass and tensile properties of these sealing materials according to ISO 1817.
The exposure tests of the elastomers in E85 at 70°C showed that the weight gain caused by swelling of the test specimens was in the range of 3% to 12%. However, the weight gain of the fluorinated elastomers was at the lower end of this range. Tensile strength and breaking elongation decreased by 22% to 61% or 13% to 77%. The lowest decrease in the tensile properties was determined for FKM, EPDM und IIR. These sealing materials were evaluated as resistant to E85 up to a temperature of 70°C.
Biodiesel absorbed water more quickly and aged faster than conventional diesel fuel. The weight loss of the elastomers varied between 9% (FKM) and 126% (CSM) in biodiesel. FKM was evaluated as resistant with a 16% reduction in tensile strength, a 2% reduction in breaking elongation and low weight loss. NBR, EPDM, CSM and VMQ were evaluated as not resistant. CSM even lost 84% of its original tensile strength and 78% of its breaking elongation.
The highest weight gain as a result of swelling was measured for CSM with 86%, for EPDM with 84% and for VMQ with 54% in B10, while the fluorine-containing elasto-mers FKM (1%) and FVMQ (3%) absorbed much less B10 and swelled less. FKM lost 23% in tensile strength and 17% in breaking elongation; FMVQ lost 29% in ten-sile strength and 36% in breaking elongation. FMVQ was, therefore, only limited in its resistance to B10.
The elastomers NBR, EPDM, CSM and VMQ were not resistant to B10 at all as the decrease in the tensile properties was significantly over 50%. NBR lost about 93% and CSM about 100% of its breaking elongation.
The conclusion of the investigations at 70°C is that FKM is the most resistant sealing material in biodiesel, E85 (fuel with 85% ethanol) and B10 (heating oil with 10% biodiesel).
Biofuels represent an important renewable fuel alternative to petroleum-derived transport fuels. Materials compatibility is a major concern whenever the fuel composition is changed. The aim of this work is to study the interaction of the elastomers: FKM, EPDM, CR, CSM, NBR, IIR, VMQ and FVMQ and biofuels such as biodiesel (FAME), E85 (fuel with 85% ethanol) and B10 (heating oil with 10% biodiesel). Exposure tests were performed with test specimens at 40°C (104°F) and 70°C (158°F) for 84 days to document the changes in mass, volume and tensile properties according to ISO 1817. The exposure tests in E85 showed that the weight gain caused by swelling was in the range up to 12%. The lowest decrease in the tensile properties was determined for FKM, VMQ and IIR. The weight gain of the elastomers in biodiesel varied between 10% (FKM) and 126% (CSM) and the loss of tensile strength between 16% (FKM) and 100% (CSM) at 70°C (158°F). FKM and FVMQ absorbed much less B10 and swelled less. NBR, EPDM, CR, CSM, IIR and VMQ were not resistant to B10 at all as the decrease in the tensile properties was significantly over 50%. Among all of the elastomers FKM showed high compatibility with these biofuels up to 70°C (158°F).
The aim of this work was to study the interaction between high-density polyethylene (HDPE) grades as material for dangerous goods packagings and biofuels such as E85 and biodiesel. Jerricans made of two polyethylene (PE) grades were filled with these fuels and exposed to temperatures of 20°C and 40°C for 1 year. Tensile properties (tensile strength, breaking elongation and elasticity modulus) and melt flow rate (MFR) were determined once a month, and Fourier transform infrared (FTIR) spectroscopy was used to evaluate changes in the chemical structure.
Measurements of the MFR and tensile properties of the PE grades after 1 year of exposure to E85 showed only a slightly damaging influence. An increase in the peak of 1585 cm-1 (C=C) stretching vibrations is visible in the FTIR spectra after the immersion tests with E85. Therefore, packagings made of HDPE grades are suitable for the transport of E85.
An increase in the MFR with immersion time of the grades in biodiesel was measured, in particular, after 1 year of exposure. The elasticity modulus of the PE grades was reduced with immersion time. The FTIR spectra showed a broadening of the CO peak of 1740 cm-1 and the appearance of the hydroxyl group at 3500 cm-1. Both results are explained by secondary degradation products of the PE decomposition process caused by increasing unsaturated fatty acid content in the biodiesel. In light of the above mentioned, it was concluded that HDPE grades are not suitable as packaging materials for the transport of biodiesel.
Compatibility of high density polyethylene grades with bioethanol-gasoline blends and biodiesel
(2012)
More than 400 Mt of dangerous materials are transported in Germany every year, of which 150 Mt are by road. Tank containers, tank vehicles and rail tank cars are used for the carriage of dangerous goods in large quantities. Data on the operating life of tanks are only available, in practice, to a minor degree. They are only partly published, mainly after accidents.
The BAM-List - Requirements for Tanks for the Carriage of Dangerous Goods, which has compatibility evaluations of metallic and polymeric materials, has been the basis for substance-related prototype approvals for tank containers and portable tanks designed for the carriage of dangerous goods by the BAM since publication of the first edition in 1989. These data are also used for the approval of rail tank cars and road tank cars and are used as a source of knowledge not only in Germany but also worldwide.
Tank leakages caused by tanks or rail tank cars being made of tank and sealing materials which are not resistant to the fill goods are avoided by using the material resistance data of the BAM.
Corrosion damage is among the main causes of damage. Uniform and non-uniform area corrosion without mechanical stress in aqueous substances is one of the most frequent types of corrosion during the transport of chemicals in tanks. Much damage by pitting corrosion occurs during the transport of substances containing chlorides or substances which separate chloride ions in the presence of moisture.
Operational stresses are caused by the effects of both the road and the dangerous goods being transported. Mechanical damage often results from long-term overstressing and occurs after longer operating times.
Operational failures cause damage which may appear during the service of tank containers, road tank cars or rail tank cars. The damage results from the inattention of employees when opening and closing the valves. Traffic accidents also cause damage to tanks and frames.
Many cases of damage are due to weld area cracks resulting from four basic errors in construction, material, manufacturing and operation. Manufacturing errors can be undetected and the starting point of cracks which only grow under service conditions.
Manufacturing errors result from variations in measurement and design, fittings, state of surface (hardness, abrasiveness) and mechanical surface damage (scratches, cracks). Incorrectly welded joints and errors during mechanical deformation are typical mistakes when installing the component parts. Variations in the wall thickness or combinations of different materials lead to manufacturing errors too. A lot of tanks are not used for the transport of dangerous goods before the end of their service life as they do not fulfil the revised technical safety requirements in the Dangerous Goods Regulations.
Predictions in the BAM-List based on literature data and corrosion test results are reflected in the service (operating) life. Rail tank cars made of carbon steel, for example, which are mainly used for the transport of petroleum products, can achieve a service life of 40 – 50 y.
Rail tank cars produced of austenitic CrNi- or CrNiMo-steel can reach an operating life of at least 30 y, whereby the corrosiveness of the transport substances plays an important role.