BR112016017629B1 - formulação de combustível diesel adequado para motores a diesel - Google Patents
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Abstract
FORMULAÇÃO DE COMBUSTÍVEL DIESEL ADEQUADO PARA MOTORES A DIESEL Combustível concebido para motores a diesel que é formulado com o uso de uma parte de combustível-padrão diesel e dois grupos de componentes com classificação característica diferente. O primeiro grupo é composto de produtos químicos reformulados, enquanto o segundo grupo é produzido a partir de uma mistura de óleos vegetais equilibrados de modo apropriado. O combustível obtido com essa formulação tem um desempenho termodinâmico melhor e permite uma redução observável de emissão de dióxido de carbono (CO2) e matéria particulada (PT) que são, respectivamente, cerca de 50% e 60% inferiores.
Description
[001] Os motores térmicos com operação de ciclo diesel têm um desempenho termodinâmico melhor em aproximadamente 30% em relação àqueles com ciclo Otto tanto abastecido com gasolina quanto com GLP. A melhor eficiência de um motor diesel pode ser aprimorada e aperfeiçoada por meio do uso de combustíveis reformulados propositadamente com o objetivo de aumentar o desempenho termodinâmico que é a conversão para trabalho e em termos de retorno econômico.
[002] A formulação objeto desta invenção, devido à presença de componentes específicos proporcionados de modo apropriado dentro da mistura, aprimora o grau de ignição de combustível e tonalidade térmica. Os óleos vegetais contidos na mistura interagem de modo vantajoso entre os vários componentes e colaboram com a redução do consumo de combustível e da emissão de poluentes. O dióxido de carbono (CO2) é reduzido em cerca de 50% e a matéria particulada (PT) é reduzida em cerca de 60%.
[003] A ideia de desenvolver um produto tecnologicamente útil adequado para uma grande difusão deve atender também às demandas ambientais. A formulação de combustível da matéria dessa invenção associa a eficiência termodinâmica de motor com a exigência ambiental e a produção, em uma larga escala, do combustível deve ser concordante com o ambiente assim como conveniente economicamente.
[004] Os motores diesel têm entre 6% a 10% de decremento de transformação em trabalho mecânico (dependendo de sua conformação), tanto em um RPM baixo devido a um baixo fluxo de turbulência, ou em RPM alto devido à permanência de escassez de combustível na câmara de combustão. A causa é certamente devido à combustão incompleta e falha da mistura de combustível porque as partículas com alto teor de hidrogênio queimam primeiro (baixa queima), enquanto as partículas em vaporização superior (alta ebulição) são decompostas termoquimicamente gerando carbono quase puro que cria uma flamabilidade reduzida que, na zona com temperatura inferior, produz carvão não queimado com a formação e difusão de chama amarela na exaustão.
[005] Para remover originalmente as razões de tal situação crítica, é necessário intensificar a velocidade de chama para 120 a 150 metros/segundo a fim de intensificar tão rápido quanto possível a energia térmica e reduzir de modo homogêneo, tanto quanto possível, a quantidade de energia que ativa as reações totais na câmara de combustão, evitando as zonas em que a combustão já foi retardada.
[006] Os fabricantes de motor têm enfrentado o problema ao usar soluções de motor e com o auxílio de vários dispositivos destinados a aumentar a turbulência com o uso de dutos de desvio de giro e choques em pistões. Os fabricantes têm usado também válvulas com defletores e esfera mediana com sistema MAN e tecnologias similares.
[007] Os resultados são certamente observados, mas eles não têm um efeito geral que possa ser obtido trabalhando com o combustível, que indubitavelmente é a causa principal do problema, apesar de o uso de componentes específicos na mistura ter a capacidade para reduzir as causas da inconveniência mencionada anteriormente.
[008] A invenção é definida nas reivindicações anexas.
[009] Ao usar dietilcarbonato na fórmula, haverá na câmara de combustão a quantidade adequada de oxigênio derivada da pirólise de molécula visto que sua presença no dietilcarbonato é maior do que 40%. Visto que o oxigênio é um gás altamente reagente, o mesmo teve a particularidade atômica para se ligar dentro de microssegundos às moléculas com combustão difícil que estão dentro da mistura e que são a origem da fumaça.
[010] No primeiro grupo de componentes, há uma mistura específica de nitratos (nitrometano, amil nitrato, 2-hexil nitrato) que gera um estado turbulento homogêneo e extremamente amplificado dentro de todas as partes de câmaras de combustão evidenciando zonas com combustão retardada ou incompleta.
[011] O óleo de jojoba (Simmondsia chinensis) que está dentro da mistura de óleo vegetal, neutralizado no pH 7 e degomado, tem um número de cetano que reage em perfeita sinergia com dietilcarbonato e combinação de nitratos, e os outros óleos como uma parte da mistura de óleo vegetal como Camellia sasanqua (Thea sasanqua), Brassica carinata, Jatropha curcassão perfeitamente compatíveis com os outros componentes e consequentemente úteis na fórmula em quantidades significativas, aproximadamente 30% em volume.
[012] A partir de testes realizados em diversos tipos de motores a diesel foi possível concluir que a melhor composição volumétrica da fórmula é obtida combinando em volume 40% dos dois grupos de componentes com combustível-padrão diesel, de modo que o combustível formulado, matéria da invenção, tivesse um número de cetano maior do que 50 e a quantidade exaurida de dióxido de carbono (CO2) no ambiente fosse reduzida em 50% em comparação com aquela exaurida pelo combustível-padrão diesel visto que o dióxido de carbono (CO2) emitido pela combustão de óleo vegetal já foi diminuído durante o cultivo das plantas vegetais.
[013] Deve ser enfatizado que o dietilcarbonato, como a nova molécula produzida para o propósito através do processo de síntese já coberto por um pedido de patente industrial, resulta de fontes renováveis em relação à cerca de 80% dele mesmo, enquanto os óleos vegetais resultam 100% de fontes renováveis.
[014] Na realidade, o combustível reduziu em aproximadamente 50% suas emissões de poluentes. Adicionalmente, os óleos usados no processo são cultivados em solos superficiais não reservados para culturas alimentícias agrícolas evidenciando os problemas específicos relacionados ao uso de solos agrários. Ao usar as técnicas de extração apropriadas, os óleos vegetais têm um custo de fabricação industrial inferior ao óleo cru.
[015] Como resultado do processo acima, o combustível produzido com a fórmula que é matéria dessa invenção atende às demandas energéticas (para um desempenho termodinâmico superior) assim como as demandas ambientais, visto que o mesmo oferece a redução de dióxido de carbono (CO2) (cerca de 50%) e da matéria particulada (cerca de 60%) com a garantia de um resultado econômico benéfico devido à redução de consumo de combustível e melhor desempenho na taxa de conversão termodinâmica.
[016] A composição volumétrica da fórmula de combustível, matéria dessa invenção, é declarada na figura 1.
Claims (9)
1. Formulação de combustível para motores a diesel caracterizada por ser composta dos seguintes ingredientes: (i) componentes do grupo 1 consistindo de 0,1 a 2% em volume de nitrometano CH3NO2, e 0,1 a 2% em volume de propanona CH3-CO-CH3, e 0,5 a 3% em volume de 2-hexil nitrato, e 0,5 a 3% em volume de amil nitrato CH3(CH2)4ONO2, e 0,5 a 3% em volume de acetaldeído CH3CHO, e 0,5 a 4% em volume de cicloexano C6H12, e 2 a 10% em volume de dietilcarbonato; (ii) componentes do grupo 2 consistindo de 3 a 25% em volume de óleo de Camellia sasanqua, e 3 a 20% em volume de óleo de Brassica carinata, e 3 a 12% em volume de óleo de jojoba, e 3 a 15% em volume de Jatropha curcas; e (iii) combustível diesel padrão.
2. Formulação de combustível para motores a diesel, de acordo com a reivindicação 1, caracterizada pelo fato de que a porcentagem mais preferida em volume dos componentes do grupo 1 e grupo 2 é de 40% da fórmula de combustível.
3. Formulação de combustível para motores a diesel, de acordo com a reivindicação 1, caracterizada pelo fato de que a porcentagem preferível em volume de dietilcarbonato é 6% da fórmula de combustível.
4. Formulação de combustível para motores a diesel, de acordo com a reivindicação 1, caracterizada pelo fato de que a porcentagem preferível em volume de nitrometano CH3NO2 é 0,5% da fórmula de combustível.
5. Formulação de combustível para motores a diesel, de acordo com a reivindicação 1, caracterizada pelo fato de que a porcentagem preferível em volume de 2-hexil nitrato é 1% da fórmula de combustível.
6. Formulação de combustível para motores a diesel, de acordo com a reivindicação 1, caracterizada pelo fato de que a porcentagem preferível em volume de óleo de jojoba é 5% da fórmula de combustível.
7. Formulação de combustível para motores a diesel, de acordo com a reivindicação 1, caracterizada pelo fato de que a porcentagem preferível em volume de óleo de Camellia sasanqua é 10% da fórmula de combustível.
8. Formulação de combustível para motores a diesel, de acordo com a reivindicação 1, caracterizadapelo fato de que a porcentagem preferível em volume de óleo de Jatropha curcas é 5% da fórmula de combustível.
9. Formulação de combustível para motores a diesel, de acordo com a reivindicação 1, caracterizadapelo fato de que a porcentagem preferível em volume de óleo de Brassica Carinata é 10% da fórmula de combustível.
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GB1401467.4A GB2522621B (en) | 2014-01-29 | 2014-01-29 | Formulation of a new diesel fuel suitable for diesel engines |
GB1401467.4 | 2014-01-29 | ||
PCT/GB2015/000025 WO2015114292A1 (en) | 2014-01-29 | 2015-01-29 | Formulation of a new diesel fuel suitable for diesel engines |
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CA2040818A1 (en) * | 1990-05-17 | 1991-11-18 | Lawrence J. Cunningham | Fuel compositions with enhanced combustion characteristics |
WO2001018154A1 (en) * | 1999-09-06 | 2001-03-15 | Agrofuel Ab | Motor fuel for diesel engines |
ES2192978B1 (es) * | 2002-01-09 | 2005-03-01 | Universidad De Jaen | Proceso de elaboracion de un biocombustible para motores diesel procedente de esteres metilicos de aceite de brassica carinata sin acido erucico. |
WO2007062304A2 (en) * | 2005-11-23 | 2007-05-31 | Novus International, Inc. | Biodiesel fuel compositions having increased oxidative stability |
JP4863772B2 (ja) * | 2006-05-31 | 2012-01-25 | Jx日鉱日石エネルギー株式会社 | 軽油組成物 |
US8029579B2 (en) * | 2006-06-28 | 2011-10-04 | COH Inc. | Fatty acid blends and uses therefor |
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US20100293841A1 (en) * | 2009-05-20 | 2010-11-25 | Zuckerman Mathew M | Nitrated non-cyclic N-Alkane scaffolds with differentiated-mean combustive equivalencies as high energy density fuel improvers |
US20110107657A1 (en) * | 2009-11-10 | 2011-05-12 | Yiyu Chen | Fuel Additive |
IT1397623B1 (it) * | 2009-12-16 | 2013-01-18 | Eni Spa | Composizione di gasolio comprendente dietil carbonato da bioetanolo ed olio vegetale idrotrattato |
US8540784B2 (en) * | 2010-04-23 | 2013-09-24 | Tellus Renewables Llc | Fuel compositions |
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GB2522621A (en) | 2015-08-05 |
PH12016501418A1 (en) | 2016-08-31 |
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PT3368639T (pt) | 2020-06-01 |
EA030995B1 (ru) | 2018-10-31 |
US20170009168A1 (en) | 2017-01-12 |
LT3368639T (lt) | 2020-06-10 |
DK3368639T3 (da) | 2020-06-15 |
MY172261A (en) | 2019-11-20 |
CN106536684A (zh) | 2017-03-22 |
EP3368639A1 (en) | 2018-09-05 |
ES2790704T3 (es) | 2020-10-28 |
WO2015114292A1 (en) | 2015-08-06 |
EA201691540A1 (ru) | 2016-12-30 |
WO2015114292A4 (en) | 2015-09-24 |
BR112016017629A2 (pt) | 2017-12-12 |
HRP20200669T1 (hr) | 2020-07-10 |
SG11201605840PA (en) | 2016-08-30 |
CN106536684B (zh) | 2019-04-05 |
EP3368639B1 (en) | 2020-03-11 |
GB2522621B (en) | 2016-01-06 |
GB201401467D0 (en) | 2014-03-12 |
PH12016501418B1 (en) | 2016-08-31 |
SI3368639T1 (sl) | 2020-07-31 |
RS60213B1 (sr) | 2020-06-30 |
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