CA1272598A - Method of manufacturing a burning accelerator for fuel oils such as petroleum - Google Patents
Method of manufacturing a burning accelerator for fuel oils such as petroleumInfo
- Publication number
- CA1272598A CA1272598A CA000504090A CA504090A CA1272598A CA 1272598 A CA1272598 A CA 1272598A CA 000504090 A CA000504090 A CA 000504090A CA 504090 A CA504090 A CA 504090A CA 1272598 A CA1272598 A CA 1272598A
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- accelerator
- fuel oil
- burning
- petroleum
- solution
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Abstract
ABSTRACT OF THE DISCLOSURE
The present invention offers a burning accelerator for fuel oils such as petroleum or similar combustible substances of that family, which incorporates a uniform mixture composed of organic germanium 32 oxide, alcohols, combustible oils, and surface active agent. Adding the accelerator to the fuel oil enhances the burning rate of the fuel oil.
The present invention offers a burning accelerator for fuel oils such as petroleum or similar combustible substances of that family, which incorporates a uniform mixture composed of organic germanium 32 oxide, alcohols, combustible oils, and surface active agent. Adding the accelerator to the fuel oil enhances the burning rate of the fuel oil.
Description
~ 3~
ThP presen-t invention relates to a burning accelerator for fuel oils, such as petroleum, that contributes greatly to minimizing the incompletely burned portion of the fuel oil, thereby enhancing the burning rate of the fuel oil, and more particularly to a method of manufacturing such a burning accelerator.
The conventional technologies that help the fuel oils such as petroleum burn efficiently include improved internal combustion engines, improved carburetor no~zles, or the added oxidizer or atomized water. The internal combustion engines or associated parts have been improved primarily to improve the mixture ratio of the fuel oil and air under pressure, or to enhance the flame delivery at the time of the oil combustion, or to minimize the quantity of the exhaust gases that may contain harmful ingredients. AS an alternative to the above solution, the added oxidizer or atomized ~ater solution provides the means for enhancing the combustion rate for the fuel oil by supplying the appropriate quantity of oxygen to the fuel oil.
~0 Specifically, the improvements associated with the mechanical parts lnclude changes in the geometrical shapes for the combustion chamber, nozzles, and inlet or outlet paths.
Those changes have been made in an attempt to improve the burning efflciency. Since the improvements rely solely upon the engine room or its associated parts for the improved burning efficiency, however, it is actually likely that they raise a problem when the engine is running at high speeds. Xn that situation, it is known that the fluid becomes viscous, which poses the limitation on further improving the combustion efficiency. For the alternative solution that deals with supplying the appropriate amount of oxygen or other additives to the fuel oil, there is also a problem which makes it difficult to mix those additives with the fuel oil rapidly and uniformly. It is also difficult or practically impossible to control the quantity of those agents to be added, since they might delicately affect the ignition timing "~ ' .~.
~ ~ 7~
and compressing ratio wi-thin the combustion chamber, depending upon the selec-ted quantity of the additives. Thus, the usage of the additives is limited (the quantity of the additive can only be controlled withln the limited allowance, and depends largely upon the nature of the fuel oil and the construction of the engine).
The present invention provides a uniform admixture composed of a solution containing organic germanium 32 oxides, and alcohols and petroleums as well as a surface active agent which are added to the solution.
According to the present invention, 1 mg/l or more of organic germanium 32 oxides is dissolved in water, and alcohols (which include the products obtained by oxidation or reduction) and are added to the resultant solution. Then, they are mixed together by stirring, to which mixture solution petroleums substances, such as gasoline, kerosone, gas oil and heavy oil, and the surface active agent are added. Then, they are mixed together until they form a uniform admixture.
The minimum quantity of the organic germanium 32 oxides such as 1 mgtl, can be effective for the purpose of the invention. As the quantity is increased it provides the corresponding effect. When it exceeds 200 mg/l, it provides no further effect. for practical purposes, however, the quantity may be increased up to 1000 mg/lO The range between 50 mg/l and 500 mg/l may be optimum in terms of the cost efficiency.
The alcohols contain 20% of methyl alcohol and 80~ of ethyl alcohol, which as a whole correspond to 900 ml/l to 300 ml/l. This represents the quantity of alcohols per liter, which may be increased or decreased, depending on quantities of the other ingredients which are to be added. For the petroleum substances, the quantity may have the range of 50 ml/l and 400 ml/l, and for the surface active agent, the quantity may have the ~ .
range of 50 mml/l and 300 ml/l. The quantity of water may be sufficient to allow the organic geranium 32 oxides to be dissolved in the water. It may depend upon the quantit~ of the organic geranium, but it should usually range between 5 ml/l and r; 20 ml/l. The alcohols are added so that they can increase the affini-ty when they are uniformly mixed with the organic geranium.
The petroleum substances are added so that they can facilitate the admixture of the burning accelera-tor of the invention with the ~uel oil. The surface active agent is provided so that it can impro~e the diffusion of the accelerator throughout the fuel oil, thereby allowing it to be mixed with the fuel oil rapidly and uniformly. The amount of the accelerator actually to be used depends upon the kind or nature of the fuel oil. Usually, the value of 100 ppm to 1000 ppm provides a satisfactory effect, and it is proved that for the gasoline to be used in the gasoline engine, the amount of approximately 500 ppm provides the desired effect.
It has been proved that the organic germanium used in the present invention contributes greatly to reducing the fuel oil particles into finer particles, and that this action increases the contact area between the fuel oil particles and oxygen. It has also been proved that the active oxygen contained in the organic germanlum lowers the flash or firing point of the 2S fuel oil, thereby accelerating the burnlng rate for the fuel oil.
In addition, it is observed that when the amount of the accelerator to be added is more than th specific value, it can improve the rates of atomising, vaporization, and diffusion for the fuel oil.
~he organic germanium 32 oxides that is contained in the burning accelerator according to the present invention is easily dissolved in the water, and the resultant solution can uniformly diffuse throughout the petroleum or similar substances of the family without the risk of segregation. ~s such, when this accelerator is actually used with the fuel oil, it can ~ 5 ~
rapidly diffuse throughout the fuel oil, and as a result, a uniform mixture can be obtained. Thus, a homogeneous fuel oil is produced.
rj E~MPLE
100 mg of organic germanium 32 oxide is dissolved in lO0 ml of water, and 770 ml of alcohols (which contain 20% of methyl alcohol and ~o% of ethyl alcohol) is added to the resultant solution while they are being stirred. Thus, an uniform admixture is obtained. Then, lO0 ml of petroleum substances and lO0 ml of surface active agent are gradually added to that uniform admixture while being stirred. The result is the burning accelerator according to the present invention, which is equal to lO00 ml.
When lO0 ppm to lO00 ppm of the accelerator is added to the fuel oil, it is proved that it can increase the burning efficiency by 5~ to 10%. For the internal combustion engine, its output can be increased by about lO~.
Although it has been known that it is difficult to mix the organic germanium oxide with the petroleum substances uniformly, the present invention has the advantage in that it makes this possible. The organic germanium oxide may be added to those substances weight any optional ratios~ and the accelerator incorporating the uniform '-,sy j~.
~L~ 7~ 9 ~3 mi2ture of the germaniu~ o~ide and other substances can rapidly diffuse throughout the fuel oil whatever its quantity ~ay be. when it is actuall~
used with the fuel oil.
TEST CASE
Accelerato~: 500 pp~ is added.
Fuel oil: Gas oil No. l offered by Esso Oil.
Calorie of 10,800; specific gravity of 0.8326 Engine: Model 6BD offered by Isuzu Motors Co.
Capacity of 5785 cc Output of 85 ps/2100 rp~.
Ma~i~um tor~ue of 31 kgm/1500 rp~.
Test mode: confor~s with JIS-D-1005 The test results are as fallows:
(1) Ma~imu~ torque: 31 kgm/1500 rp~, on which Accelarator is used;
~ 2.5 k~m/15G0 rpm, on which Accelarator is not used
ThP presen-t invention relates to a burning accelerator for fuel oils, such as petroleum, that contributes greatly to minimizing the incompletely burned portion of the fuel oil, thereby enhancing the burning rate of the fuel oil, and more particularly to a method of manufacturing such a burning accelerator.
The conventional technologies that help the fuel oils such as petroleum burn efficiently include improved internal combustion engines, improved carburetor no~zles, or the added oxidizer or atomized water. The internal combustion engines or associated parts have been improved primarily to improve the mixture ratio of the fuel oil and air under pressure, or to enhance the flame delivery at the time of the oil combustion, or to minimize the quantity of the exhaust gases that may contain harmful ingredients. AS an alternative to the above solution, the added oxidizer or atomized ~ater solution provides the means for enhancing the combustion rate for the fuel oil by supplying the appropriate quantity of oxygen to the fuel oil.
~0 Specifically, the improvements associated with the mechanical parts lnclude changes in the geometrical shapes for the combustion chamber, nozzles, and inlet or outlet paths.
Those changes have been made in an attempt to improve the burning efflciency. Since the improvements rely solely upon the engine room or its associated parts for the improved burning efficiency, however, it is actually likely that they raise a problem when the engine is running at high speeds. Xn that situation, it is known that the fluid becomes viscous, which poses the limitation on further improving the combustion efficiency. For the alternative solution that deals with supplying the appropriate amount of oxygen or other additives to the fuel oil, there is also a problem which makes it difficult to mix those additives with the fuel oil rapidly and uniformly. It is also difficult or practically impossible to control the quantity of those agents to be added, since they might delicately affect the ignition timing "~ ' .~.
~ ~ 7~
and compressing ratio wi-thin the combustion chamber, depending upon the selec-ted quantity of the additives. Thus, the usage of the additives is limited (the quantity of the additive can only be controlled withln the limited allowance, and depends largely upon the nature of the fuel oil and the construction of the engine).
The present invention provides a uniform admixture composed of a solution containing organic germanium 32 oxides, and alcohols and petroleums as well as a surface active agent which are added to the solution.
According to the present invention, 1 mg/l or more of organic germanium 32 oxides is dissolved in water, and alcohols (which include the products obtained by oxidation or reduction) and are added to the resultant solution. Then, they are mixed together by stirring, to which mixture solution petroleums substances, such as gasoline, kerosone, gas oil and heavy oil, and the surface active agent are added. Then, they are mixed together until they form a uniform admixture.
The minimum quantity of the organic germanium 32 oxides such as 1 mgtl, can be effective for the purpose of the invention. As the quantity is increased it provides the corresponding effect. When it exceeds 200 mg/l, it provides no further effect. for practical purposes, however, the quantity may be increased up to 1000 mg/lO The range between 50 mg/l and 500 mg/l may be optimum in terms of the cost efficiency.
The alcohols contain 20% of methyl alcohol and 80~ of ethyl alcohol, which as a whole correspond to 900 ml/l to 300 ml/l. This represents the quantity of alcohols per liter, which may be increased or decreased, depending on quantities of the other ingredients which are to be added. For the petroleum substances, the quantity may have the range of 50 ml/l and 400 ml/l, and for the surface active agent, the quantity may have the ~ .
range of 50 mml/l and 300 ml/l. The quantity of water may be sufficient to allow the organic geranium 32 oxides to be dissolved in the water. It may depend upon the quantit~ of the organic geranium, but it should usually range between 5 ml/l and r; 20 ml/l. The alcohols are added so that they can increase the affini-ty when they are uniformly mixed with the organic geranium.
The petroleum substances are added so that they can facilitate the admixture of the burning accelera-tor of the invention with the ~uel oil. The surface active agent is provided so that it can impro~e the diffusion of the accelerator throughout the fuel oil, thereby allowing it to be mixed with the fuel oil rapidly and uniformly. The amount of the accelerator actually to be used depends upon the kind or nature of the fuel oil. Usually, the value of 100 ppm to 1000 ppm provides a satisfactory effect, and it is proved that for the gasoline to be used in the gasoline engine, the amount of approximately 500 ppm provides the desired effect.
It has been proved that the organic germanium used in the present invention contributes greatly to reducing the fuel oil particles into finer particles, and that this action increases the contact area between the fuel oil particles and oxygen. It has also been proved that the active oxygen contained in the organic germanlum lowers the flash or firing point of the 2S fuel oil, thereby accelerating the burnlng rate for the fuel oil.
In addition, it is observed that when the amount of the accelerator to be added is more than th specific value, it can improve the rates of atomising, vaporization, and diffusion for the fuel oil.
~he organic germanium 32 oxides that is contained in the burning accelerator according to the present invention is easily dissolved in the water, and the resultant solution can uniformly diffuse throughout the petroleum or similar substances of the family without the risk of segregation. ~s such, when this accelerator is actually used with the fuel oil, it can ~ 5 ~
rapidly diffuse throughout the fuel oil, and as a result, a uniform mixture can be obtained. Thus, a homogeneous fuel oil is produced.
rj E~MPLE
100 mg of organic germanium 32 oxide is dissolved in lO0 ml of water, and 770 ml of alcohols (which contain 20% of methyl alcohol and ~o% of ethyl alcohol) is added to the resultant solution while they are being stirred. Thus, an uniform admixture is obtained. Then, lO0 ml of petroleum substances and lO0 ml of surface active agent are gradually added to that uniform admixture while being stirred. The result is the burning accelerator according to the present invention, which is equal to lO00 ml.
When lO0 ppm to lO00 ppm of the accelerator is added to the fuel oil, it is proved that it can increase the burning efficiency by 5~ to 10%. For the internal combustion engine, its output can be increased by about lO~.
Although it has been known that it is difficult to mix the organic germanium oxide with the petroleum substances uniformly, the present invention has the advantage in that it makes this possible. The organic germanium oxide may be added to those substances weight any optional ratios~ and the accelerator incorporating the uniform '-,sy j~.
~L~ 7~ 9 ~3 mi2ture of the germaniu~ o~ide and other substances can rapidly diffuse throughout the fuel oil whatever its quantity ~ay be. when it is actuall~
used with the fuel oil.
TEST CASE
Accelerato~: 500 pp~ is added.
Fuel oil: Gas oil No. l offered by Esso Oil.
Calorie of 10,800; specific gravity of 0.8326 Engine: Model 6BD offered by Isuzu Motors Co.
Capacity of 5785 cc Output of 85 ps/2100 rp~.
Ma~i~um tor~ue of 31 kgm/1500 rp~.
Test mode: confor~s with JIS-D-1005 The test results are as fallows:
(1) Ma~imu~ torque: 31 kgm/1500 rp~, on which Accelarator is used;
~ 2.5 k~m/15G0 rpm, on which Accelarator is not used
(2) Output: 84.8 ps/2096 rp~, on which Accelarator is used;
93 ps/2107 rpm, on which Accelarator is not used t~) Fuel consumption during 50 hrs continuous running:
12.68 Q /h, on which Accelarator is used;
12.12 Q /h, on which Accelarator is not used Tbe foilowing tables are presented to show the results of the actual testing for the particular car on which the burning accelerator of the invention is used.
Table for Recording the Eghaust Gases Test Results for_Gasoline-EngiDe Vehicles ~10 mode and idling) Date of Testing: Oct. 26, 1985; Weather: clear; Test House: NippoD Jidousha Yuso Gijutu Kyoukai Yehicle SPecifications:
~L~ 7 ~r~3~3 Car Name: SUBARU Model E-A~4 Motor type:EA81 Mag. Output: 100/5600 ps/rp~
Car No.: AB4-034436 C~cles: 4 Cylinders: 4 Total Capacity: 1780 cc Distance Tra~eled: 38006 km Trans~ission: automatic, 3 gea}s Total Car Weight: 1185 kg Gear ratio: 3.77 Car Wt. under Test: 1020 kg Fuel Oil: Leadless Regular Equivalent Inertia Wt.: 1000 kg Dri~e ~heel tyre pneumatic (standard): 1.8 kg/cn~
-ditto- (actual measue~ent): 2.8 kg/cn~
Test Equipment:
Chassi-Dynamo Meter: nBANZAI~ BCD-lOOE
E~haust gas spectrometer: (idling exhaust gas testing~ Horiba MEXA-8320 (10 mode e~haust gas testing) Horiba MEXA-8320 CYS deYice: Horiba CYS-31 (sampling: 6.18 m3/mm) ~Idling E~haust Gas Testing:
Room Temperature: 26.0 qC; Coolant Temperature: 82~C
Atmospheric Pressure: 763.0 mmHg; Lubricant Temperature: 94 ~C
. . ~
Cear Engine Suction Measured ~alue(NDIR) Concentration Corrected Pos. Speed -mmHg . . _ rpm _~ CO PC W ~ CO HC
N 6ao ~53 0.01 pp 1l 7l0.3X ~
550 ~10 0.01 pp- 10 0lO 3~ ~ l lO-mode E~haust Gas Testing:
~L~7~rj~3~3 Test Room Dry Bulb Temp: 26.0C ~ 26.0qC Test Car Warmup Start Time: 9 h:50 Wet Bulb Temp: 16.0C ~ 16.0~C Coolant Temp: 82C ~ 82C
Rel. Humidity: 34 ~ Lubricant Temp: 34~C ~ 94qC
Atmos. Pressure: 763 mmHg Engine Suction equi~alent tu Chassi-10~mode Run Start Time: 10 h:20 ~ DYnamo Meter Load:
~uel Consumption: 12.1 k~/ Q 481 mmHg (20 km/h) KH ~NO~ hu~id. Correct Factor): 0.893 453 mmHg (40 k~h) 414 mmHg (60 k~/h) Eahaust Pipe Opening Static Pressure Difference: m~Aq (40 km/h) _ _ __ ._ _.
Diluted E~haust EnYiron. Net Density Eghaust Wt.
Gas Density A Density B A-[BX(1-1/DF)]
Ingredient .. ._ . _ ... _._ CO(NDIR) 29.0 ppm 0.3 ppm 28.71 ppm 0.67 g/km . . . _ .
HC(FID) 7.49 pp~C 2.33 pp~C 5.26 ppmC 0.06 g/km __ .. . _ . . _ . _ _ NO~(CLD~ 9.~7 ppm 0.02 pp~ 9.45 ppm 0.32 g/km . . . _._ .. __ COa(NDIR) 0.57~ 0.03% 0.54X 1~5 g/k~
~Note: Normal Non-load rpm (N) 800 + 50 rpm, spark ti~ing 13 ~ 3 /800 + 50 BTDC/rpm Table for Recording the E~haust Gases Test Results for Gasoline-E~gine Yehicles (10 mode and idling) Date of Testing: No7. 29, 1985; Weather: clear; Test House: Nippon Jidousha ~L;~ 7~j98 Yuso Giiutu Kyoukai Yehicle Speci~ications:
Car Name: SUBARU Model E-AB4Motor type:EA81 Ma~. Output: 100/5600 ps/rp~
Car No.: AB4-034436 Cycles: 4 Cylinders: 4 Total Capacity: 1780 cc Distance Traveled: 38639 km Trans~ission: auto~atic9 3 gears Total Car Weight: 1185 kg Gear ratio: 3.77 Car Wt under Test: 1020 kg Fuel Oil: Leadless Regular Equi~alent Inertia ~t: 1000 kg Drive wheel tyre pneumatic (standard): 1.8 kg/ c mZ
-ditto- (actual ~easurement): 2.7 kg/ c~
Test Equi pment:
Chassi-Dynamo Neter: "BANZAI'- BCD-lOOE
E~;haust gas spectrometer: ~idling e~haust gas testing) Horiba MEXA-8320 (10 mode eahaust gas testing) Horiba MEXA-8320 CYS de~ice: Horiba CYS-31 (sampling: 6.18m~/mm) (~ldling E~haust Gas Testi.ng:
Room T0mperature: 27.0 C; Coolant Temperature: 861~
Atmospheric Pressure: 751.7 ~lg; Lubricant TeDlperature: 105C
_ . _ . . ~
Gear Engine Suction Measured Yalue(NDIR) Concentration Corrected Pos. Speed -~mHg . . . _ ..
_ rpm ............... CO HC CD~ ~C HC
D 580 405 X 11 0 9.2X ~ Dl ~P-~
7~3~3~3 ~10-mode E~haust Gas Testing:
Test Room Dry Bulb Temp: 27.0qC ~ 27.0~C Test Car Warmup Start Time: 11 h:30 Wet Bulb Te~p: 15.0qC ~ 15.0qC Coolant Temp: 86 C ~ 86qC
Rel.Humidity: 24X ~ubricant TemP: 105C ~ 105 qC
Atmos. Pressure: 751.7 m~Hg Engine Suction equivalent to Classi-10-mode Run Start Time: 12 h:00 m Dynamo Meter Load:
Fuel Consumption: 12.3 km/ Q 486 m~H8 (20 km/h) KH ~N0s humid. Correct Factor): 0.858 459 mmHg (40 ko/h~
397 m~Hg (60 km/h) E~haust Pipe Opening Static Pressure Di~ference: ~mAq (40 km/h) Diluted Eshaust EnY1ron. Net Density E~haust Wt.
Gas Density A Density 8 A-[BX(1-1/DF)]
Ingredient . ..... _ _ . ._ C0(NDIR) 18.6 ppm 1.3 ppm 17.36 PP~ 0.40 ~/km .. _ .. _ HC~FID) 8.35 ppmC 2.47 ppmC 5.99 PPmC 0.07 g/km .. . _ .. .__ . _ N0~CLD) 15.10 ppm 0.09 pp~ 15.01 ppm 0.48 g/km . . . . _ C02(NDIR) 0.58 % 0.04 % 0.54 % ¦ l9~ ~/km ~Note: Nor~al Non-load rp0 (N) 800 + 50 rp~, spark timing 13 ~3 ~ /800 ~50 8TDC/rp~
The following table is presented to show the result of the actual testing for the particular car on which the burning accelerat2r of the i~YentiOn is not used.
Tabie for Recording the E3haust Gases Test Results for Gasoline-Engine Yehicles (10 mode and idling3 Date of Testing: Aug. 2, 1985; Weather: clear; Test House: Nippon Jidousha Yuso Giiutu Kyoukai Vehicle Specifications:
Car Na~e: SUBARU Model E-AB4 Motor type:EA81 Mag. Output: 100/5600 ps/rpD
Car No.: AB4-034436 Cycles: 4 Cylinders: 4 Total Capacity: 1780 cc Distance Traveled: 35428 km Transmission: automatic, 3 gears Total Car ~eight: 1185 kg Gear ratio: 3.77 Car Wt. under Test: 1020 kg Fuel Oil: Leadless Regular Equivalent Inertia Wt.: 1000 kg Drive wheel tyre pneuoatic (standard): 1.8 kg/ c m2 -ditto- (actual ~easurement): 1.8 kgl cn~
Test Eyuipment:
Chassi-Dynamo Meter: "BANZAI" BCD~lOOE
Eshaust gas spectrometer: (idling e3haust gas testing) Horiba MEXA-8320 (lO mode e~haust gas testing) Horiba MEXA-8320 CVC device: Horiba CYS-81 (sa~pling: 6.16 m'/~m) ~ Idling E~haust Gas Testing:
Room Te~perature: 23.0 C; Coolant Temperature: 81 Atmospheric Pressure: 752.5 m~Hg; Lubricant Temperature: 100 ~L~ 7 ~ 5 ~3~
_. _ _ _ Gear Engine Suction Measured Yalue (NDIR) Concentration Corrected Pos. Speed -mmHg rpm _ .__ __ .
N 730 480 0.02 pp~%11.0 ppm 13.2~0.Q3 ppm~ 12.1 p~
D 600 420 0.01 pn 9 . B pp 13.2Z _ _ _ ~ 10-mode E3haust Gas Testi~g:
Test Room Dr~ Bulb Temp: 23.0~C ~ 23.0oC Test Car ~armup Syart Time: 14 h:00 ~et Bulb Temp: 18.0~C ~ 18.0~C Colant Temp: 81~C ~ 81~C
Rel. Humidity: 62% Lubricant Temp: lOOqC ~ lOO ~C
Atmns. Pressure: 752.5 mmHg 10-mode Run Start Time: 14 h:40 m Fuel Consumption. 9.9 kmJ Q
KH (NO~ humid. Correct Factor): 1.006 Engine Suction equi~alent to Chassi-Dynamo Meter Load:
43¢ mmHg ~20 k~h) 435 mmUg (40 km/h) 402 mmHg (60 km/n~
E3haust Pipe Opening Static Pressure Difference: mmAq (40 km/h) ~ 7'~ 5 ~3~3 Diluted Eghaust EnYiron. Net Density Ingredient Gas Density ~ Density B A-[BX(l-l/DF)] E~haust Wt.
. ._ CO(NDIR) 480 PP~ : 0 ~ 479 05 pp~ 10.9 g~h3 HC(FID) 71.8 ppmC 2.68 pp~C 69.26 ppmC 0.78 g/k~
.__ . ~ ._ NO~(CLD) 1.55 ppm 0.01 pp~ 1.54 ppm 0.06 g/km __ . _ __ _ CO2(NDIR) O.66X 0.04% 0.62~ 220 g~h~
~Note: Normal Non-load rpm ~N) 800 +50 rp~, spar~ timing 13 + 8 /800 +50 8TDC/rpm The following co~parati~e table is presented to coopare the results of the actual testing on which the burDing accelerator of the in~ention is used with the result of the actual testing on which the burning accelerator of the in~entinn is not used.
Comparati~e table of the Eshaust Ga_es Test Results for Gasolin_-En~ine Vehicles and the Fuel Consu~ption Test Results (10 mode) Car ~ame: SUBARU Model E-A84 Cycles: 4 C71inders: 4 Total CapacitY: 1780 cc Ma3. Output: lOOJ5600 ps~rpm Transmission: auto~atic Test House: Nippon Jidousha Yuso Gijutu Kyoukai r~
.
Dale Or resting A~. 2, 1985 Oct. 26, 19~5 No~. 29, 1985 E~istence u~ the burnin~ . .
accelerator not addltlon additiun addition _ ._ Con~itlon of Distance Tra~eled 35428 3B006 38639 travellng _ km a~ter add~ng 2578 3211 . _ I I . _ . __.
CO 10.~0 0.~7 0.40 E~haust Wt. _ _ _ ~IC 0.78 0.06 0.07 g/km total Wt. 11.68 0.73 0.47 ., . . ... . . ._ I~m/ Q 9.9 12.1 12.3 ~uel Consump t i on __ . . __ . _ _Elongati on pe rcentage 100 122.22 124.24 .. __ . __ . . .
g/ 2 115.63 8.83 5.78 Total Wt. of E~haust Cas ~ ___ ____ Variatlon percentage -92.36 -95.00 The above test results demonstrates that the accelerator according to the present inventlon is effective in terms of the maximum tor~ue, output and fuel oil consumption.
Adding the accelerator cleans the combustion chamber, and reduces the solid deposits there.
, . .--, ~
93 ps/2107 rpm, on which Accelarator is not used t~) Fuel consumption during 50 hrs continuous running:
12.68 Q /h, on which Accelarator is used;
12.12 Q /h, on which Accelarator is not used Tbe foilowing tables are presented to show the results of the actual testing for the particular car on which the burning accelerator of the invention is used.
Table for Recording the Eghaust Gases Test Results for_Gasoline-EngiDe Vehicles ~10 mode and idling) Date of Testing: Oct. 26, 1985; Weather: clear; Test House: NippoD Jidousha Yuso Gijutu Kyoukai Yehicle SPecifications:
~L~ 7 ~r~3~3 Car Name: SUBARU Model E-A~4 Motor type:EA81 Mag. Output: 100/5600 ps/rp~
Car No.: AB4-034436 C~cles: 4 Cylinders: 4 Total Capacity: 1780 cc Distance Tra~eled: 38006 km Trans~ission: automatic, 3 gea}s Total Car Weight: 1185 kg Gear ratio: 3.77 Car Wt. under Test: 1020 kg Fuel Oil: Leadless Regular Equivalent Inertia Wt.: 1000 kg Dri~e ~heel tyre pneumatic (standard): 1.8 kg/cn~
-ditto- (actual measue~ent): 2.8 kg/cn~
Test Equipment:
Chassi-Dynamo Meter: nBANZAI~ BCD-lOOE
E~haust gas spectrometer: (idling exhaust gas testing~ Horiba MEXA-8320 (10 mode e~haust gas testing) Horiba MEXA-8320 CYS deYice: Horiba CYS-31 (sampling: 6.18 m3/mm) ~Idling E~haust Gas Testing:
Room Temperature: 26.0 qC; Coolant Temperature: 82~C
Atmospheric Pressure: 763.0 mmHg; Lubricant Temperature: 94 ~C
. . ~
Cear Engine Suction Measured ~alue(NDIR) Concentration Corrected Pos. Speed -mmHg . . _ rpm _~ CO PC W ~ CO HC
N 6ao ~53 0.01 pp 1l 7l0.3X ~
550 ~10 0.01 pp- 10 0lO 3~ ~ l lO-mode E~haust Gas Testing:
~L~7~rj~3~3 Test Room Dry Bulb Temp: 26.0C ~ 26.0qC Test Car Warmup Start Time: 9 h:50 Wet Bulb Temp: 16.0C ~ 16.0~C Coolant Temp: 82C ~ 82C
Rel. Humidity: 34 ~ Lubricant Temp: 34~C ~ 94qC
Atmos. Pressure: 763 mmHg Engine Suction equi~alent tu Chassi-10~mode Run Start Time: 10 h:20 ~ DYnamo Meter Load:
~uel Consumption: 12.1 k~/ Q 481 mmHg (20 km/h) KH ~NO~ hu~id. Correct Factor): 0.893 453 mmHg (40 k~h) 414 mmHg (60 k~/h) Eahaust Pipe Opening Static Pressure Difference: m~Aq (40 km/h) _ _ __ ._ _.
Diluted E~haust EnYiron. Net Density Eghaust Wt.
Gas Density A Density B A-[BX(1-1/DF)]
Ingredient .. ._ . _ ... _._ CO(NDIR) 29.0 ppm 0.3 ppm 28.71 ppm 0.67 g/km . . . _ .
HC(FID) 7.49 pp~C 2.33 pp~C 5.26 ppmC 0.06 g/km __ .. . _ . . _ . _ _ NO~(CLD~ 9.~7 ppm 0.02 pp~ 9.45 ppm 0.32 g/km . . . _._ .. __ COa(NDIR) 0.57~ 0.03% 0.54X 1~5 g/k~
~Note: Normal Non-load rpm (N) 800 + 50 rpm, spark ti~ing 13 ~ 3 /800 + 50 BTDC/rpm Table for Recording the E~haust Gases Test Results for Gasoline-E~gine Yehicles (10 mode and idling) Date of Testing: No7. 29, 1985; Weather: clear; Test House: Nippon Jidousha ~L;~ 7~j98 Yuso Giiutu Kyoukai Yehicle Speci~ications:
Car Name: SUBARU Model E-AB4Motor type:EA81 Ma~. Output: 100/5600 ps/rp~
Car No.: AB4-034436 Cycles: 4 Cylinders: 4 Total Capacity: 1780 cc Distance Traveled: 38639 km Trans~ission: auto~atic9 3 gears Total Car Weight: 1185 kg Gear ratio: 3.77 Car Wt under Test: 1020 kg Fuel Oil: Leadless Regular Equi~alent Inertia ~t: 1000 kg Drive wheel tyre pneumatic (standard): 1.8 kg/ c mZ
-ditto- (actual ~easurement): 2.7 kg/ c~
Test Equi pment:
Chassi-Dynamo Neter: "BANZAI'- BCD-lOOE
E~;haust gas spectrometer: ~idling e~haust gas testing) Horiba MEXA-8320 (10 mode eahaust gas testing) Horiba MEXA-8320 CYS de~ice: Horiba CYS-31 (sampling: 6.18m~/mm) (~ldling E~haust Gas Testi.ng:
Room T0mperature: 27.0 C; Coolant Temperature: 861~
Atmospheric Pressure: 751.7 ~lg; Lubricant TeDlperature: 105C
_ . _ . . ~
Gear Engine Suction Measured Yalue(NDIR) Concentration Corrected Pos. Speed -~mHg . . . _ ..
_ rpm ............... CO HC CD~ ~C HC
D 580 405 X 11 0 9.2X ~ Dl ~P-~
7~3~3~3 ~10-mode E~haust Gas Testing:
Test Room Dry Bulb Temp: 27.0qC ~ 27.0~C Test Car Warmup Start Time: 11 h:30 Wet Bulb Te~p: 15.0qC ~ 15.0qC Coolant Temp: 86 C ~ 86qC
Rel.Humidity: 24X ~ubricant TemP: 105C ~ 105 qC
Atmos. Pressure: 751.7 m~Hg Engine Suction equivalent to Classi-10-mode Run Start Time: 12 h:00 m Dynamo Meter Load:
Fuel Consumption: 12.3 km/ Q 486 m~H8 (20 km/h) KH ~N0s humid. Correct Factor): 0.858 459 mmHg (40 ko/h~
397 m~Hg (60 km/h) E~haust Pipe Opening Static Pressure Di~ference: ~mAq (40 km/h) Diluted Eshaust EnY1ron. Net Density E~haust Wt.
Gas Density A Density 8 A-[BX(1-1/DF)]
Ingredient . ..... _ _ . ._ C0(NDIR) 18.6 ppm 1.3 ppm 17.36 PP~ 0.40 ~/km .. _ .. _ HC~FID) 8.35 ppmC 2.47 ppmC 5.99 PPmC 0.07 g/km .. . _ .. .__ . _ N0~CLD) 15.10 ppm 0.09 pp~ 15.01 ppm 0.48 g/km . . . . _ C02(NDIR) 0.58 % 0.04 % 0.54 % ¦ l9~ ~/km ~Note: Nor~al Non-load rp0 (N) 800 + 50 rp~, spark timing 13 ~3 ~ /800 ~50 8TDC/rp~
The following table is presented to show the result of the actual testing for the particular car on which the burning accelerat2r of the i~YentiOn is not used.
Tabie for Recording the E3haust Gases Test Results for Gasoline-Engine Yehicles (10 mode and idling3 Date of Testing: Aug. 2, 1985; Weather: clear; Test House: Nippon Jidousha Yuso Giiutu Kyoukai Vehicle Specifications:
Car Na~e: SUBARU Model E-AB4 Motor type:EA81 Mag. Output: 100/5600 ps/rpD
Car No.: AB4-034436 Cycles: 4 Cylinders: 4 Total Capacity: 1780 cc Distance Traveled: 35428 km Transmission: automatic, 3 gears Total Car ~eight: 1185 kg Gear ratio: 3.77 Car Wt. under Test: 1020 kg Fuel Oil: Leadless Regular Equivalent Inertia Wt.: 1000 kg Drive wheel tyre pneuoatic (standard): 1.8 kg/ c m2 -ditto- (actual ~easurement): 1.8 kgl cn~
Test Eyuipment:
Chassi-Dynamo Meter: "BANZAI" BCD~lOOE
Eshaust gas spectrometer: (idling e3haust gas testing) Horiba MEXA-8320 (lO mode e~haust gas testing) Horiba MEXA-8320 CVC device: Horiba CYS-81 (sa~pling: 6.16 m'/~m) ~ Idling E~haust Gas Testing:
Room Te~perature: 23.0 C; Coolant Temperature: 81 Atmospheric Pressure: 752.5 m~Hg; Lubricant Temperature: 100 ~L~ 7 ~ 5 ~3~
_. _ _ _ Gear Engine Suction Measured Yalue (NDIR) Concentration Corrected Pos. Speed -mmHg rpm _ .__ __ .
N 730 480 0.02 pp~%11.0 ppm 13.2~0.Q3 ppm~ 12.1 p~
D 600 420 0.01 pn 9 . B pp 13.2Z _ _ _ ~ 10-mode E3haust Gas Testi~g:
Test Room Dr~ Bulb Temp: 23.0~C ~ 23.0oC Test Car ~armup Syart Time: 14 h:00 ~et Bulb Temp: 18.0~C ~ 18.0~C Colant Temp: 81~C ~ 81~C
Rel. Humidity: 62% Lubricant Temp: lOOqC ~ lOO ~C
Atmns. Pressure: 752.5 mmHg 10-mode Run Start Time: 14 h:40 m Fuel Consumption. 9.9 kmJ Q
KH (NO~ humid. Correct Factor): 1.006 Engine Suction equi~alent to Chassi-Dynamo Meter Load:
43¢ mmHg ~20 k~h) 435 mmUg (40 km/h) 402 mmHg (60 km/n~
E3haust Pipe Opening Static Pressure Difference: mmAq (40 km/h) ~ 7'~ 5 ~3~3 Diluted Eghaust EnYiron. Net Density Ingredient Gas Density ~ Density B A-[BX(l-l/DF)] E~haust Wt.
. ._ CO(NDIR) 480 PP~ : 0 ~ 479 05 pp~ 10.9 g~h3 HC(FID) 71.8 ppmC 2.68 pp~C 69.26 ppmC 0.78 g/k~
.__ . ~ ._ NO~(CLD) 1.55 ppm 0.01 pp~ 1.54 ppm 0.06 g/km __ . _ __ _ CO2(NDIR) O.66X 0.04% 0.62~ 220 g~h~
~Note: Normal Non-load rpm ~N) 800 +50 rp~, spar~ timing 13 + 8 /800 +50 8TDC/rpm The following co~parati~e table is presented to coopare the results of the actual testing on which the burDing accelerator of the in~ention is used with the result of the actual testing on which the burning accelerator of the in~entinn is not used.
Comparati~e table of the Eshaust Ga_es Test Results for Gasolin_-En~ine Vehicles and the Fuel Consu~ption Test Results (10 mode) Car ~ame: SUBARU Model E-A84 Cycles: 4 C71inders: 4 Total CapacitY: 1780 cc Ma3. Output: lOOJ5600 ps~rpm Transmission: auto~atic Test House: Nippon Jidousha Yuso Gijutu Kyoukai r~
.
Dale Or resting A~. 2, 1985 Oct. 26, 19~5 No~. 29, 1985 E~istence u~ the burnin~ . .
accelerator not addltlon additiun addition _ ._ Con~itlon of Distance Tra~eled 35428 3B006 38639 travellng _ km a~ter add~ng 2578 3211 . _ I I . _ . __.
CO 10.~0 0.~7 0.40 E~haust Wt. _ _ _ ~IC 0.78 0.06 0.07 g/km total Wt. 11.68 0.73 0.47 ., . . ... . . ._ I~m/ Q 9.9 12.1 12.3 ~uel Consump t i on __ . . __ . _ _Elongati on pe rcentage 100 122.22 124.24 .. __ . __ . . .
g/ 2 115.63 8.83 5.78 Total Wt. of E~haust Cas ~ ___ ____ Variatlon percentage -92.36 -95.00 The above test results demonstrates that the accelerator according to the present inventlon is effective in terms of the maximum tor~ue, output and fuel oil consumption.
Adding the accelerator cleans the combustion chamber, and reduces the solid deposits there.
, . .--, ~
Claims (5)
PROPERTY OR PRIVILEGE IS CLAIMED AXE DEFINED AS FOLLOWS:
1. A method of manufacturing a burning accelerator for fuel oils which comprises dissolving from 1 mg/l up to 1000 mg/l of organic germanium 32 oxides in water; adding from 900 ml/l to 300 ml/l of an alcohol component consisting of a mixture of methyl alcohol and ethyl alcohol in a ratio of 1:4 to the resultant solution and mixing the same with said solution; and adding from 50 ml/l to 400 ml/l of petroleum substances to facilitate the admixture of the accelerator with fuel oil and adding 50 ml/l to 300 ml/l of a surface active agent which improves the diffusion of the accelerator throughout fuel oil to the resultant mixture and mixing them together until they form a uniform mixture solution.
2. A method as defined in Claim 1, in which the quantity of said organic germanium 32 oxide is in the range 50 and 500 mg/l.
3. A burning accelerator for fuel oil which comprises a uniform solution of 1 mg/l up to 1000 mg/l of organic germanium 32 oxide in water; from 900 ml/l to 300 ml/l of an alcohol component consisting of a mixture of methyl alcohol and ethyl alcohol in a ratio of 1:4; from 50 ml/l to 400 ml/l of a petroleum substance which facilitates the admixture of the accelerator with fuel oil; and 50 ml/l to 300 ml/l of a surface active agent which improves the diffusion of the accelerator throughout fuel oil.
4. An accelerator as defined in claim 3, in which the quantity of said organic germanium 32 oxide is in the range 50 and 500 mg/l.
5. A fuel oil containing as burning accelerator a solution as defined in claim 3 or 4.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000504090A CA1272598A (en) | 1986-03-14 | 1986-03-14 | Method of manufacturing a burning accelerator for fuel oils such as petroleum |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000504090A CA1272598A (en) | 1986-03-14 | 1986-03-14 | Method of manufacturing a burning accelerator for fuel oils such as petroleum |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1272598A true CA1272598A (en) | 1990-08-14 |
Family
ID=4132678
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000504090A Expired CA1272598A (en) | 1986-03-14 | 1986-03-14 | Method of manufacturing a burning accelerator for fuel oils such as petroleum |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1272598A (en) |
-
1986
- 1986-03-14 CA CA000504090A patent/CA1272598A/en not_active Expired
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