CA2143140A1 - Solid fuel additive and method - Google Patents
Solid fuel additive and methodInfo
- Publication number
- CA2143140A1 CA2143140A1 CA 2143140 CA2143140A CA2143140A1 CA 2143140 A1 CA2143140 A1 CA 2143140A1 CA 2143140 CA2143140 CA 2143140 CA 2143140 A CA2143140 A CA 2143140A CA 2143140 A1 CA2143140 A1 CA 2143140A1
- Authority
- CA
- Canada
- Prior art keywords
- structural agent
- fuel additive
- solid
- additive
- porous
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- C—CHEMISTRY; METALLURGY
- C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
- C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
- C10L9/00—Treating solid fuels to improve their combustion
- C10L9/10—Treating solid fuels to improve their combustion by using additives
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Organic Chemistry (AREA)
- Solid Fuels And Fuel-Associated Substances (AREA)
Abstract
A solid fuel additive and a method of making a solid fuel additive for use in fuel for internal combustion engines is disclosed. A solid and substantially porous structural agent that is compatible with, soluble and dispersible within such fuels is brought together with a liquid fuel additive such that the substantially porous structural agent may absorb a predetermined amount of the additive. Melting of the outer layer of the structural agent sufficiently to alter the porosity of the outer layer from being substantially porous to being substantially non-porous provides an economical approach to sealing the outer surface of the structural agent to prevent evaporation or contamination of the fuel additive within the structural agent.
Description
21~31~
A Solid Fu~l Additive and M~thod FiQld o~ th~ InvQntion This invention relates to a solid fuel additives and to a method of making a solid fuel additive.
Background of th~ Invention Many fuel treatment additives have been developed in recent years; some of which for example modify diesel and gasoline fuels to prevent freezing, improve efficiency or power and environmental characteristics. Usually, such additives are mixed with the fuel in a ratio of approximately one part per thousand or less, perhaps as little as one part in ten thousand. For example, additives made by Parrish Chemical Company of Provo, Utah, and distributed under the trade namés E~RROX and FPC-l are catalytic agents which, in concentrations of as little as one part in 5, 000, improve combustion efficiency and reduce particulate carbon exhaust emissions. While higher concentrations are tolerable, little benefit is gained. Since all such additives are relatively expensive, It is desirable to maintain a mixture concentration scarcely greater than the effect~ve minimum.
In the most basic method of application, the fuel treatment is dispen3ed manually by measuring out an appropriate quantity of additive for the desired concentration and pouring it into the tank. Of course, evaporation and spillage that often occurs when manually dispensing the fuel treatment into the tank of a vehicle, can be hazardous to the environment, the vehicle, and more particularly the user.
In United States Patent 5,331, 994 issued July 7, 1994 in the name of Brian W. Petersen et al. an apparatus is ~1431~
disclosed for automatically metering appropriate quantities of an additive to a working supply of diesel fuel which is replenished in unpredictable amounts at random intervals, so as to maintain an accurately controlled additive 5 concentration in the diesel fuel. Although this apparatus appears to provide its intended function, it is costly way of introducing fuel additive into the average motorist' s vehicle. The speclfication of the patent is directed primarily to use of the apparatus with diesel trucks.
Several years ago, a commercially available product referred to as "Gasoline Green Beans" were sold in the United States and in Canada as a gas additive in the form of a wax tablet that was said to melt when added to a tank of 15 gasoline. The beans were a homogeneous mixture of a particular fuel additive and paraffin wax. The additive would have been added to the wax while the wax was in a substantially liquid state and then mixed to form the homogeneous mixture. The mixture still in liquid form would 20 be poured into pill or bean shaped forms and allowed to cool.
Once cooled the bean shaped forms were bLister packed and sold to the public. The product suffered from a variety of problems. Firstly, the wax beans melted while still in thelr packaging when left in a car on a warm day and secondly, the 25 wax beans very often did not melt quickly or did not completely melt when added to fueI in cold weather, thus not dlspensing the entire additive and increasing the chances of plugging fuel intake lines located within the tank.
Other similar related products have been described in U.S. patents 4,515,740 and 4,639,255 entitLed "Method of Forming Solid Form Fuel Additives", and "Solid Form Additives and Method of Forming Same", respectively, both issued in the name of Schuette~ber et al. Both of these patents relate to the use of paraffin' s with additives and hence would D
experience the same problems and shortcomings of the wax beans discussed above.
5 ~tatA ~ of thc Invt~ntion The invention seeks to overcome or minlmize the above problems .
In accordance with one aspect of the lnvention, there is provided, a method of making a solid fuel addltlve comprlslng the steps of provlding a solid and substantially porous structural agent of a predetermined size and shape, the porous structural agent being compatible with, and being lS soluble and dispersible withln fuels used for internal combustion engines; providing a liquid fuel additive;
sub~ecting the substantially porous structural agent to the liquld fuel additlve such that a predetermined amount of the fuel addltlve is absorbed by the porous structural agent;
20 and meltlng an outer layer of the structural agent sufficiently to alter the porosity of the outer layer from being substantially porous to being substantlally non-porous thereby sealing the outer surface of the structural agent to prevent evaporatlon or c-ontamlnation of the fuel addltlve 25 withln the structural agent.
Provlding a solid and substantially porous structu~al agent enables a manufacturer to significantly reduce costs by utlllzing a simple, efflcient and lnexpenslve method of .
30 absorption to unlte the liquid addltive with the structural agent. The step of melting an outer layer of the solid and substantlally porous structural agent to alter t~e poroslty of the outer layer from belng porous to substantially non-porous, provides a simple yet effective seal which greatly 35 reduces manufacturing costs and time. Separate coating 21~3~40 products are not requlred to be on inventory and the time consuming step of applying a coating agent is not required.
Conveniently the step of sub~ecting the substantially S porous structural agent to the liquid fuel additive includes immerslng the structural agent in a bath containing the liquid additive for a period of time sufficient for the structural agent to absorb a predetermined amount of the liquid fuel additive.
Advantageously the method includes the step of separately heating the solid structural agent and the liquid fuel additive to a temperature within the range of 70-llO F
and preferably to wlthin the range of 85-95 F, prior to lS immersing the structural agent in a bath containing the liquid additive. Heating the structural agent and the liquid additive has the advantageous commercial benefit of shortening the required absorption time.
Preferably the structural agent is Naphthalene as it is readily available and gasoline additives for automobile engines which include naphthalene in their constituents have been registered at the Amerlcan Environmental Protection Agency .
Preferably the step of melting an outer layer of the structural agent includes the step of submersing the solid structural agent with absorbed fuel additive into a liquid bath, preferably one of water heated to a temperature within a range of 1~0-160 F for a duration of less than about 30 seconds to sufficiently melt just the outer layer In accordance with a further aspect of the invention, there is provided a solid fuel additive compatible with, and being soluble and dispersible within fuels used for internal combustion engines, said solid fuel additive comprising a 4~
.
solid structural agent of a predetermined size and shape, the solid structural agent having a substantlally porous lnternal reglon and containing a fuel additive within pores of the porous internal region and the solid structural agent having 5 a melted substantially non porous outer layer to prevent evaporatlon or ~ ntAm~ nAtlon of the fuel additive within the solid structural agent.
Preferably the structural agent ls Naphthalene as 10 it ls readlly available and gasoline addltlves for automoblle englnes which include naphthalene in their constituents have been registered at the American Environmental Protection Agency .
Det~ilQd De~cription A solid structural agent for carrying a particular fuel additive is desirable over the relatively soft and heat 20 sensitive structural agents used in the prior art.
It is known that certaLn chemical products will not alter or affect fuels in any negative way when introduced in small quantities. Such chemical products as Naphthalene and 25 Durine for example are known to be compatible with today' s engines and will not for example cause engines to fail current emissions standards. In fact, gasoline additives for automobile engines which include naphthalene in their constituents have been registered at the American 30 Environmental Protection Agency EPA.
Additives which are known to be compatible with the solid structural agents described herein are generally either Mineral Spirit based or Petroleum Distillate based. Examples 35 of such additives are manufactured and sold under trade names such as MotoMaster 1~9, Bardahl ~), and STP ~19. Additives sold ~,1431~
under these trade names are designed to clean carburetors, clean fuel in~ectors, reduce engine knock, clean upper cylinder regions o~ engines etc. All of these additives are sold in liquid form and it is believed by the applicant that for marketing reasons these products are typically sold in bottles of which only a very small portion of the total volume is the actual active ingredient or additive. A
concentrated form of the additive or only the `active ingredlent' portion is really therefore all that is actually required. A convenient and safe carrier of this active portion is nee~ed. Considering that many of the more expenslve additives are added in very small amounts in any one dose, a 1. 6 gram naphthalene pellet for example will absorb typically about one third its volume of a liquld additive.
A solid and substantially porous structural agent is formed into pellets having a mass of around 1. 6 grams . The structural agent must be compatible with, soluble and ~0 dispersible within fuels used for internal combustion engines such as for example Naphthalene or Durene. Naphthalene pellets may be special ordered and p~rchased from chemical manufacturers such as `Recho Chem' in Montreal, Canada. A
liquid additive such as that descrlbed in U . S . patent 3, 976, 438, and issued to Eugene Bay on August 24, 1976 is then brought into contact with the structural agent so as to be absorbed by the structural agent. Any of a number of methods for achieving this may be used. For example, an eye dropper arrangement may be used to place the additive, drop by drop onto the surface of a pellet so as to enable the structural agent pellet to absorb the additive. ~he amount of additive absorbed can be controlled by the number of drops applied to the surface of the pellet or by the physical size of the pellet itself, as a pellet will only absorb an amount up to a predetermined saturation level. A naphthalene pellet for example when saturated will have absorbed about one third ~31 ~, it' s volume of the additive. A more efficient method is to immerse the pellets in a container of the additive until the pellets have absorbed the fuel additive and reached either a saturation level or have absorbed a predetermined amount.
S This method has the advantage of requLrlng a very simple apparatus and would be preferred commercially over the eye dropper method. Preferably though, the pellets and liquid additive may be warmed before being brought into contact with each other to increase the rate of absorption of the additive 10 by the pellets. Warm air for example may be used to warm the pellets and the additive or preferably in the case of Naphthalene pellets, they may be immersed in water heated to a predetermined temperature to elevate the pellet temperature as it is known that Naphthalene does not react with water or 15 absorb it. It has been found that heating the pellets and the liquid additive to temperatures between 70-ll0 F
provides absorption times acceptable for commercial operations with temperatures between 85-95 F providing the most optimum results. Naphthalene pellets having a mass of 20 1. 6 grams heated to 90 F and immersed in an additive (having mineral spirit or petroleum distillate base) also heated to 90 F will reach an absorption saturation level in approximately 15-30 minutes. Once the pellets have absorbed a predetermlned amount of the additive or reached a 25 saturation level, the pellets are substantially ready for use within a vehicle. Preferably, an added step of melting an outer layer of the structural agent or pellet sufficiently to alter the porosity of the outer layer from being substantially porous to being substantially non-porous 30 effectively seals the outer surface of the structural agent (pellet) to prevent evaporation or contamination of the fuel additive within the structural agent (pellet). Further heating the outer surface of the pellet to melt the outer layer may be achieved using hot air but preferably the solid 35 structural agent with absorbed fuel additive is submersed into a heated bath of water for a duration sufficient to melt ~431~0 .
just the outer layer. For example a Naphthalene pellet submersed in a bath o~ water within a range of 1~0-160 F for about 30 seconds i9 sufficient to melt and seal the outer layer .
Melting an outer layer of a substantially porous structural agent to form a non-porous outer layer which then can function effectively as a seaL greatly reduces manufacturing costs. Separate coating products are not 10 requ~red to be on inventory and the time consuming step of applying a coating agent is not requlred.
For safety reasons it should be noted that an open flame should not be u3ed to melt the outer surface of the 15 structural agent or to heat the liquid additive as certain additives and structural agents may be flammable. The flash point of the liquid additive should be known to the user and if it is low then the method described herein which does not heat the liquid additive prior to being brought into contact 20 with the structural agent should be used.
A Solid Fu~l Additive and M~thod FiQld o~ th~ InvQntion This invention relates to a solid fuel additives and to a method of making a solid fuel additive.
Background of th~ Invention Many fuel treatment additives have been developed in recent years; some of which for example modify diesel and gasoline fuels to prevent freezing, improve efficiency or power and environmental characteristics. Usually, such additives are mixed with the fuel in a ratio of approximately one part per thousand or less, perhaps as little as one part in ten thousand. For example, additives made by Parrish Chemical Company of Provo, Utah, and distributed under the trade namés E~RROX and FPC-l are catalytic agents which, in concentrations of as little as one part in 5, 000, improve combustion efficiency and reduce particulate carbon exhaust emissions. While higher concentrations are tolerable, little benefit is gained. Since all such additives are relatively expensive, It is desirable to maintain a mixture concentration scarcely greater than the effect~ve minimum.
In the most basic method of application, the fuel treatment is dispen3ed manually by measuring out an appropriate quantity of additive for the desired concentration and pouring it into the tank. Of course, evaporation and spillage that often occurs when manually dispensing the fuel treatment into the tank of a vehicle, can be hazardous to the environment, the vehicle, and more particularly the user.
In United States Patent 5,331, 994 issued July 7, 1994 in the name of Brian W. Petersen et al. an apparatus is ~1431~
disclosed for automatically metering appropriate quantities of an additive to a working supply of diesel fuel which is replenished in unpredictable amounts at random intervals, so as to maintain an accurately controlled additive 5 concentration in the diesel fuel. Although this apparatus appears to provide its intended function, it is costly way of introducing fuel additive into the average motorist' s vehicle. The speclfication of the patent is directed primarily to use of the apparatus with diesel trucks.
Several years ago, a commercially available product referred to as "Gasoline Green Beans" were sold in the United States and in Canada as a gas additive in the form of a wax tablet that was said to melt when added to a tank of 15 gasoline. The beans were a homogeneous mixture of a particular fuel additive and paraffin wax. The additive would have been added to the wax while the wax was in a substantially liquid state and then mixed to form the homogeneous mixture. The mixture still in liquid form would 20 be poured into pill or bean shaped forms and allowed to cool.
Once cooled the bean shaped forms were bLister packed and sold to the public. The product suffered from a variety of problems. Firstly, the wax beans melted while still in thelr packaging when left in a car on a warm day and secondly, the 25 wax beans very often did not melt quickly or did not completely melt when added to fueI in cold weather, thus not dlspensing the entire additive and increasing the chances of plugging fuel intake lines located within the tank.
Other similar related products have been described in U.S. patents 4,515,740 and 4,639,255 entitLed "Method of Forming Solid Form Fuel Additives", and "Solid Form Additives and Method of Forming Same", respectively, both issued in the name of Schuette~ber et al. Both of these patents relate to the use of paraffin' s with additives and hence would D
experience the same problems and shortcomings of the wax beans discussed above.
5 ~tatA ~ of thc Invt~ntion The invention seeks to overcome or minlmize the above problems .
In accordance with one aspect of the lnvention, there is provided, a method of making a solid fuel addltlve comprlslng the steps of provlding a solid and substantially porous structural agent of a predetermined size and shape, the porous structural agent being compatible with, and being lS soluble and dispersible withln fuels used for internal combustion engines; providing a liquid fuel additive;
sub~ecting the substantially porous structural agent to the liquld fuel additlve such that a predetermined amount of the fuel addltlve is absorbed by the porous structural agent;
20 and meltlng an outer layer of the structural agent sufficiently to alter the porosity of the outer layer from being substantially porous to being substantlally non-porous thereby sealing the outer surface of the structural agent to prevent evaporatlon or c-ontamlnation of the fuel addltlve 25 withln the structural agent.
Provlding a solid and substantially porous structu~al agent enables a manufacturer to significantly reduce costs by utlllzing a simple, efflcient and lnexpenslve method of .
30 absorption to unlte the liquid addltive with the structural agent. The step of melting an outer layer of the solid and substantlally porous structural agent to alter t~e poroslty of the outer layer from belng porous to substantially non-porous, provides a simple yet effective seal which greatly 35 reduces manufacturing costs and time. Separate coating 21~3~40 products are not requlred to be on inventory and the time consuming step of applying a coating agent is not required.
Conveniently the step of sub~ecting the substantially S porous structural agent to the liquid fuel additive includes immerslng the structural agent in a bath containing the liquid additive for a period of time sufficient for the structural agent to absorb a predetermined amount of the liquid fuel additive.
Advantageously the method includes the step of separately heating the solid structural agent and the liquid fuel additive to a temperature within the range of 70-llO F
and preferably to wlthin the range of 85-95 F, prior to lS immersing the structural agent in a bath containing the liquid additive. Heating the structural agent and the liquid additive has the advantageous commercial benefit of shortening the required absorption time.
Preferably the structural agent is Naphthalene as it is readily available and gasoline additives for automobile engines which include naphthalene in their constituents have been registered at the Amerlcan Environmental Protection Agency .
Preferably the step of melting an outer layer of the structural agent includes the step of submersing the solid structural agent with absorbed fuel additive into a liquid bath, preferably one of water heated to a temperature within a range of 1~0-160 F for a duration of less than about 30 seconds to sufficiently melt just the outer layer In accordance with a further aspect of the invention, there is provided a solid fuel additive compatible with, and being soluble and dispersible within fuels used for internal combustion engines, said solid fuel additive comprising a 4~
.
solid structural agent of a predetermined size and shape, the solid structural agent having a substantlally porous lnternal reglon and containing a fuel additive within pores of the porous internal region and the solid structural agent having 5 a melted substantially non porous outer layer to prevent evaporatlon or ~ ntAm~ nAtlon of the fuel additive within the solid structural agent.
Preferably the structural agent ls Naphthalene as 10 it ls readlly available and gasoline addltlves for automoblle englnes which include naphthalene in their constituents have been registered at the American Environmental Protection Agency .
Det~ilQd De~cription A solid structural agent for carrying a particular fuel additive is desirable over the relatively soft and heat 20 sensitive structural agents used in the prior art.
It is known that certaLn chemical products will not alter or affect fuels in any negative way when introduced in small quantities. Such chemical products as Naphthalene and 25 Durine for example are known to be compatible with today' s engines and will not for example cause engines to fail current emissions standards. In fact, gasoline additives for automobile engines which include naphthalene in their constituents have been registered at the American 30 Environmental Protection Agency EPA.
Additives which are known to be compatible with the solid structural agents described herein are generally either Mineral Spirit based or Petroleum Distillate based. Examples 35 of such additives are manufactured and sold under trade names such as MotoMaster 1~9, Bardahl ~), and STP ~19. Additives sold ~,1431~
under these trade names are designed to clean carburetors, clean fuel in~ectors, reduce engine knock, clean upper cylinder regions o~ engines etc. All of these additives are sold in liquid form and it is believed by the applicant that for marketing reasons these products are typically sold in bottles of which only a very small portion of the total volume is the actual active ingredient or additive. A
concentrated form of the additive or only the `active ingredlent' portion is really therefore all that is actually required. A convenient and safe carrier of this active portion is nee~ed. Considering that many of the more expenslve additives are added in very small amounts in any one dose, a 1. 6 gram naphthalene pellet for example will absorb typically about one third its volume of a liquld additive.
A solid and substantially porous structural agent is formed into pellets having a mass of around 1. 6 grams . The structural agent must be compatible with, soluble and ~0 dispersible within fuels used for internal combustion engines such as for example Naphthalene or Durene. Naphthalene pellets may be special ordered and p~rchased from chemical manufacturers such as `Recho Chem' in Montreal, Canada. A
liquid additive such as that descrlbed in U . S . patent 3, 976, 438, and issued to Eugene Bay on August 24, 1976 is then brought into contact with the structural agent so as to be absorbed by the structural agent. Any of a number of methods for achieving this may be used. For example, an eye dropper arrangement may be used to place the additive, drop by drop onto the surface of a pellet so as to enable the structural agent pellet to absorb the additive. ~he amount of additive absorbed can be controlled by the number of drops applied to the surface of the pellet or by the physical size of the pellet itself, as a pellet will only absorb an amount up to a predetermined saturation level. A naphthalene pellet for example when saturated will have absorbed about one third ~31 ~, it' s volume of the additive. A more efficient method is to immerse the pellets in a container of the additive until the pellets have absorbed the fuel additive and reached either a saturation level or have absorbed a predetermined amount.
S This method has the advantage of requLrlng a very simple apparatus and would be preferred commercially over the eye dropper method. Preferably though, the pellets and liquid additive may be warmed before being brought into contact with each other to increase the rate of absorption of the additive 10 by the pellets. Warm air for example may be used to warm the pellets and the additive or preferably in the case of Naphthalene pellets, they may be immersed in water heated to a predetermined temperature to elevate the pellet temperature as it is known that Naphthalene does not react with water or 15 absorb it. It has been found that heating the pellets and the liquid additive to temperatures between 70-ll0 F
provides absorption times acceptable for commercial operations with temperatures between 85-95 F providing the most optimum results. Naphthalene pellets having a mass of 20 1. 6 grams heated to 90 F and immersed in an additive (having mineral spirit or petroleum distillate base) also heated to 90 F will reach an absorption saturation level in approximately 15-30 minutes. Once the pellets have absorbed a predetermlned amount of the additive or reached a 25 saturation level, the pellets are substantially ready for use within a vehicle. Preferably, an added step of melting an outer layer of the structural agent or pellet sufficiently to alter the porosity of the outer layer from being substantially porous to being substantially non-porous 30 effectively seals the outer surface of the structural agent (pellet) to prevent evaporation or contamination of the fuel additive within the structural agent (pellet). Further heating the outer surface of the pellet to melt the outer layer may be achieved using hot air but preferably the solid 35 structural agent with absorbed fuel additive is submersed into a heated bath of water for a duration sufficient to melt ~431~0 .
just the outer layer. For example a Naphthalene pellet submersed in a bath o~ water within a range of 1~0-160 F for about 30 seconds i9 sufficient to melt and seal the outer layer .
Melting an outer layer of a substantially porous structural agent to form a non-porous outer layer which then can function effectively as a seaL greatly reduces manufacturing costs. Separate coating products are not 10 requ~red to be on inventory and the time consuming step of applying a coating agent is not requlred.
For safety reasons it should be noted that an open flame should not be u3ed to melt the outer surface of the 15 structural agent or to heat the liquid additive as certain additives and structural agents may be flammable. The flash point of the liquid additive should be known to the user and if it is low then the method described herein which does not heat the liquid additive prior to being brought into contact 20 with the structural agent should be used.
Claims (10)
1. A method of making a solid fuel additive comprising the steps of:
providing a solid and substantially porous structural agent of a predetermined size and shape, the porous structural agent being compatible with, and being soluble and dispersible within fuels used for internal combustion engines;
providing a liquid fuel additive;
subjecting the substantially porous structural agent to the liquid fuel additive such that a predetermined amount of the fuel additive is absorbed by the porous structural agent; and melting an outer layer of the structural agent sufficiently to alter the porosity of the outer layer from being substantially porous to being substantially non-porous thereby sealing the outer surface of the structural agent to prevent evaporation or contamination of the fuel additive within the structural agent.
providing a solid and substantially porous structural agent of a predetermined size and shape, the porous structural agent being compatible with, and being soluble and dispersible within fuels used for internal combustion engines;
providing a liquid fuel additive;
subjecting the substantially porous structural agent to the liquid fuel additive such that a predetermined amount of the fuel additive is absorbed by the porous structural agent; and melting an outer layer of the structural agent sufficiently to alter the porosity of the outer layer from being substantially porous to being substantially non-porous thereby sealing the outer surface of the structural agent to prevent evaporation or contamination of the fuel additive within the structural agent.
2. A method of making a solid fuel additive as claimed in claim 1 wherein the step of subjecting the substantially porous structural agent to the liquid fuel additive includes immersing the structural agent in a bath containing the liquid additive for a period of time sufficient for the structural agent to absorb a predetermined amount of the liquid fuel additive.
3. A method of making a solid fuel additive as claimed in claim 2 wherein the period of time is sufficient for the structural agent to absorb the fuel additive to the level of saturation.
4. A method of making a solid fuel additive as claimed in claim 2, the method including the step of separately heating the solid structural agent and the liquid fuel additive to a temperature within the range of 70-110 °F prior to immersing the structural agent in a bath containing the liquid additive.
5. A method of making a solid fuel additive as claimed in claim 4 wherein the solid structural agent and the liquid fuel additive are heated to a temperature within a range of 85-95 °F.
6. A method of making a solid fuel additive as claimed in any of claims 1-5 wherein the structural agent includes naphthalene.
7. The method as defined in claim 6, wherein the step of melting an outer layer of the structural agent includes the step of submersing the solid structural agent with absorbed fuel additive into a bath of water heated to a temperature within a range of 140-160 °F for a duration of less than about 30 seconds to sufficiently melt just the outer layer.
8. A solid fuel additive compatible with, and being soluble and dispersible within fuels used for internal combustion engines, said solid fuel additive comprising a solid structural agent of a predetermined size and shape, the solid structural agent having a substantially porous internal region and containing a fuel additive within pores of the porous internal region and the solid structural agent having a melted substantially non porous outer layer to prevent evaporation or contamination of the fuel additive within the solid structural agent.
9. A solid fuel additive as claimed in claim 8 wherein the solid structural agent includes Naphthalene.
10. A solid fuel additive as claimed in claim 9 wherein the solid structural agent has a mass of about 1.5 to 2 grams.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2143140 CA2143140A1 (en) | 1995-02-22 | 1995-02-22 | Solid fuel additive and method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2143140 CA2143140A1 (en) | 1995-02-22 | 1995-02-22 | Solid fuel additive and method |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2143140A1 true CA2143140A1 (en) | 1996-08-23 |
Family
ID=4155289
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2143140 Abandoned CA2143140A1 (en) | 1995-02-22 | 1995-02-22 | Solid fuel additive and method |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2143140A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6312480B1 (en) | 1998-02-06 | 2001-11-06 | Basf Aktiengesellschaft | Solid fuel additive |
-
1995
- 1995-02-22 CA CA 2143140 patent/CA2143140A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6312480B1 (en) | 1998-02-06 | 2001-11-06 | Basf Aktiengesellschaft | Solid fuel additive |
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