CA2267864C - Fuel composition - Google Patents

Abstract

A fuel composition for a combustion engine that is treated with a hybrid molecule that is bal-anced into a polymer by ethoxylation, the result be-ing a commercially viable fuel that is delivered to the point of combustion in the best possible condi-tion with least resistance. The preferred blend of polymer has 50 % by weight of ethoxylated alcohol with a ratio of 3:1 ethoxylate to C11 alcohol and 25 % of each of a fatty acid super diethanolamine with a ratio of 1:1 and a 7:1 ratio ethoxylate to C14 chain fatty acid, blended at phase inversion tension (55 to 58°C).

Description

FUEL COMPOSITION
The invention relates to a fuel composition and in particular to such a liquid composition to be burned in an engine such as an internal combustion engine, e.g. a petrol or Diesel S engine or any engines designed to perform with liquid fuels.
It is well known that liquid fuels when burned in an internal combustion engine can give rise to pollution and other undesired side effects. Numerous proposals have been advanced to reduce these side effects and enhance efficiency, e.g. miles per gallon. It has been realised that surfactants can play a useful role in this context but so far as we are aware none has satisfied the modern commercial criteria. It is one object of this invention to meet the need.
According to one aspect of the present invention, we provide a fuel composition comprising in combination fuel and a fuel additive wherein the additive comprises a fatty acid diethanolamide, an alcohol ethoxylate and an ethoxylate of a fatty acid, the degree of ethoxylation being selected so that a long term stable fuel composition is formed wherein the amounts by volume of fatty acid diethanolamide and ethoxylated fatty acid are substantially the same.
According to another aspect of the invention, we provide a fuel composition comprising in combination fuel and a fuel additive wherein the additive comprises a fatty acid diethanolamide, an alcohol ethoxylate and an ethoxylate of a fatty acid, the degree of ethoxylation being selected so that a long term stable fuel composition is formed, wherein the ethoxylate of the fatty acid makes up about 25% by volume of the additive.
Also according to the invention, we provide a fuel composition comprising in combination fuel and a fuel additive wherein the additive comprises a fatty acid diethanolamide, an alcohol ethoxylate and an ethoxylate of a fatty acid, the degree of ethoxylation being selected so that a long term stable fuel composition is formed, wherein the additive is present in an additive to fuel ratio of from 0.5:1200 to 1:1200 by volume.

-2-The preferred additive of this invention is a non-ionic surfactant and preferably a blend of surfactants, which are preferably selected by their nature and concentration so that the additive (as well as any water or other non-fuel liquid present) is solubilised within the fuel. For this purpose it is convenient to have regard to the hydrophilic-lipophilic (HLB) of the surfactant, the value being calculated according to the expression:-HLB = mol.wt of hydrophilic chain x 20 total mol. wt The values will depend on the length of the hydrophilic chain, typically an ethoxylate chain. The length of the chain will increase the extent of solubilisation because of a greater ability to solubilise.
Normally a blend of surfactants is preferred, preferably by selecting one appropriate to the fuel, say 10 to 18 for hydrocarbon fuel, most preferably 13. In the case of an alcohol the HLB value of the surfactant is between 3 and 8, most preferably about 4.
But the additions of surfactants normally create ratios of 1:1 for high volume emulsions or 5:1 ratios when the solubilisation is required at 1:100.
The invention has the ability to unify the HLB requirements of any liquid fuel which in turn allows for one dose to be used in any fuel from DS carbon chains up, the benefit being the amount of treatment directly related to the co-solvency ability (as per enclosed charts). The charts show three different combinations of additive, allowing a cost comparison to performance required.
The monolayer aspect of the invention requires the concentration of the additive to be very low, typically of the order of 0.5 -1 :1200, preferably about 1 :1000, most preferably 1 :1200. There appears to be no technical or economic benefit in adding more unless a co-solvent dual action is required, when the priority will be dosage against performance.
The additive preferably comprises of the following:

-2a-- an oil soluble ethoxylated alcohol - a super diethanolamide S - a 7 chain ethoxylated fatty acid The three ingredients must be added as per fuel and molecule production process.
Preferably the ethoxylate of the fatty acid makes up about 25% by volume of the additive and further preferably the alcohol ethoxylate comprises 50% by volume of the additive.
An additive of the invention may be added to a hydrocarbon fuel, e.g. Diesel or petrol or alcohol, which may or may not be contaminated with water. The invention is seen to particularly good effect when added to synthetic fuels based on low fraction oils.
In another aspect the invention provides a fuel composition comprising a light weight fraction and including an additive miscible with the fuel selected to solubilise the fuel and the additive and any water present to form a clear homogenous composition.
The light weight fraction may be an oil, such as gasoline, alcohol, an aromatic hydrocarbon, or a CS to C15, CS to C20, C10 to C25, C10 to C20, CS to C30 or C15 to C30 carbon chain.
The presence of the additive of the invention ensures that the fuel composition forms a consistent stable homogenous composition and creates a monolayer simultaneously, a result of which leads to a better more complete bum which reduces pollution and increases miles per gallon.
As a result a blended fuel, particularly alcohol based, is able to combust more precisely with a cooler charge to reduce the iron-formates present from the aldehyde peracids and peroxide reactions normally attributable to engine degradation.
In another aspect the invention provides a method of forming a stable composition comprising adding the three specified ingredients, e.g. as an additive as defined, to a fuel - 2b-in volume ratio of about 0.5 - 1 : 1200. Preferably the addition ratio is about 1:1000, most preferably about 1 :1200.
In another aspect of the invention we provide a fuel composition comprising in combination fuel and a fuel additive wherein the additive comprises a fatty acid diethanolamide, an alcohol ethoxylate and an ethoxylate of a fatty acid, the degree of ethoxylation being selected so that a long term stable fuel composition is formed, wherein the additive is present in an additive to fuel weight ratio of from 1:500 to 1:1000.
Alternatively, the additive to fuel ratio by weight may be 1 : 500, preferably 1 : 400, more preferably 1 : 300, most preferably 1 : 200 and especially 1 : 100.
The present invention further provides a method of running an engine adapted to use an alcohol-based fuel, comprising adding to the fuel a miscible additive according to the invention selected to solubilise the fuel and additive to counteract the deposit of a by-product formed during the combustion of the fuel.

3 A method of running an Cngine adapted to use a alcohol-based fuel, comprising adding to the fuel a miscible additive selected to solubilise the fuel and the additive so eliminating the deposit of by-products formed during the combustion of the fuel.
Fuel Production Process 1. Check water contamination by Karl Fischer and estimate volume of H20 in enduser tank.
2. Select from Stabiliser Charts the correct formula taking into consideration costs and treatment ratios.
3. When percentage of stabiliser is assessed blend necessary components as per chart and dose accordingly blending the molecule into the fuel and not mixing it.
Molecule Production Process 1. After correct selection of Super Amide blend at P.LT. {Phase Inverse Tension) (55-58°C) the Alcohol, the Ethylene Oxide.
2. Blend 1 with the *Super Amide chosen at P.LT.
3. Blend Fatty Acid with Ethylene Oxide and blend with 2 at P.LT.

4. Resulting in a total blend of Alcohol Ethoxylate. Which must at least be 50% of the total weight of the molecule with equal parts of Super Amide and Fatty Acid Ethoxylate to achieve 100%.
* Although a 50/25/25 blend in theory may not be the correct balance for a polymer, margins have to be taken into consideration for alien components such as Free Amines, Free PEG's, Free Esters and Isomers which are all present during this process.
The molecular weight of the two tails invariably balance at this procedure.
Although the example stock solution is suitable for minimal water contamination problems the preferred alcohol ethoxylate will be straight chained primary linear and 3 mols of EO per.mol of alcohol as the precision in calculation is much more precise and the absorbant powers of the micelle is increased with the extra additions of ethoxylates. The primary and linear alcohol must be a minimum of 80% wlw as the balance of predominantly isomers are considered a contaminant and not helpful!
to the ethoxylation process.
The diethonanolimide should be a super amide which is identifyable as having a ratio of !:l fatty acid to diethanolamine as the 2:1 ratio contain 10% free amine esters and the nature of process allows this contamination which is not helpful! to the balancing of the polymer.
* Super Amide MUST be blended with either Fariy Acid Ethoxylate or Alcohol Ethoxylate.

5 PCTIGB97/02763 The fatty acid is preferrubly a Cl4 acid and is not manufactured by polyethylene glycol method as the free PEGS inhibit the ethoxylation process and upset the HLB
balance.
In order that the invention may be well understood it will now be described by way of illustration only with reference to the following example.
Example I
oil soluble primary alcohol ethoxylate (mean 2.75mols ethylene oxide; mol alcohol) available as NEODOL 91/2.5, predominatley C9-C~1; mol.wt about 270 1 litre lauric diethanolamide 500 ml a fatty acid with 7 ethoxylates per mol of fatty acid (available as ATLAS 65507) mol.wt about 506 500 ml The stock was heated to 55 to 58°C as per the diagram to form a 2 litre stock solution.
Different used vehicles, having Diesel and petrol engines, were tested at a local Ministry of Transport test house. The fuel tank of each was filled, and the vehicle driven for about 112 Km at an average speed of 96 Kph. A dose of the stock solution was added to the tank of each vehicle in a volume ratio of 1:1000. Visual inspection showed that a clear homogeneous solution was formed. The tank was refilled and the vehicle then driven again over the same journey. The MOT test was repeated.
The results showed a decrease in fuel consumption ranging from 11 to 20%, the greater savings being obtained in the case of the larger sized engines.
The tests showed the following reductions in emissions:
Petrol Engine CO reduced by a mean 80%
hydrocarbon reduced by a mean 40%
Diesel engine Diesel smoke reduction by a mean 50%

WO 98/I7745 PCT/GB97l02763 S
Example II
A Mercedes Mi 11 basic test engine was cleaned and prepared for testing to record any changes in reference gasoline without additive and with additive at a treatment rate of 1:1000.
The standard methods of measurement were used in accordance with NAMAS
specifications, particular interest was paid to LAMBDA as the leaning/richening of the engine would not encourage comparable results. LAMBDA was set at 1=0.05 The basic test was started and the engine was run hot and then dropped from 4,500 r.p.m. WOT to 1,800 r.p.m. PT stopping at different conditions to enable comparisions.
LAMBDA performed at 1=0.05. At the end of the first test the head was cleaned and once again the test was repeated with additive at 1:1,000. C02 was reduced on average by 14.08% at 2,500 rpm PT and 20.64% Maximum.
Example III
A Bench Test was carried out under controlled laboratory conditions to ascertain Fuel Consumption and Emission Performance at 1,800 r.p.m. and 2,500 r.p.m. part throttle and also measuring Power Curve and Torque Curve Performance, using RF83 reference European non-additised fuel, with all measurements recorded to NAMAS Criteria.
The engine was a MERCEDES 2 liter M111 Bench Engine suitable for unleaded fuel, fitted with a Catalytic Converter. (All figures quoted are on measurements prior to Catalytic Converter). The results showed CO reduced on average by 11.3% at 2,500 r.p.m.
PT
and 14.34% Maximum.
Example IV
A test was carried out to measure any reduction in Nox as Nox is directly related to combustionability and is a hazard that is impossible to negate in engines as Air/Fuel Ratio will always contain Nitrogen. The results showed that Nox reduced on average by 38.2% at 2,500 r.p.m. PT and 39% Maximum.
There are three ways to reduce Nox:
a) The less air the less nitrogen b) The lower the temperature of the charge the less Nox c) The better the delivery of fuel the less Nox Attached are graphs showing the beneficial effect of adding the additive of the invention.

6 Power Curve shows a power curve measuring within repeatability the same power with less fuel and less air which reduces C02 and Nox.
Torgue Curve shows a torque curve measuring within repeatability the same power with less fuel and less air which reduces C02 and Nox.

7 Co-Solvency Tests Ezamples A specific variety of fuels from premium grade gasoline, industry standard diesel and various alcohol blended fuels were selected and from each 100 ml were transferred to each of twelve 200 ml measuring cylinders for reference to the phase separation caused by saturation of water to the polymer. The optimal being two titrations previous to the phase.
E:ample 1.
N~uel No Water ContentAdditive Comments Gasoline 1 0% 0% Clear Liquid Gasoline 2 10% 0% Pbase separation Gasoline 3 10% 10% Clear Liquid Gasoline 4 10% 9% Clear Liquid Gasoline 5 10% 8% Clear Liquid Gasoline 6 10% 7% Clear Liquid Gasoline 7 10% 6% Clear Liquid Gasoline 8 10% 5% Clear Liquid Gasoline 9 10% 4% Phase Separation Gasoline 10 10% 3% Phase Separation Gasoline 11 10% Z% Phase Separation Gasoline 12 10% 1% Phase Separation After solution the introduction was gently of each stirred titration for twenty the seconds.
The resultant effect minutes to was left settle before for ten visible results were recorded.

Ezample 2. - Gasohol Consisting of 90% regular unleaded gasoline with 10% denatured ethanol Fwel No Water ContentAdditive Comments Gasohol1 0% 0% Clear Liquid Gasohol2 10% 0% Phase separation Gasohol3 10% 10% Clear Liquid Gasohol4 10% 9% Clear Liquid Gasohol5 10% 8% Clear Liquid Gasohol6 10% 7% Clear Liquid Gasohol7 10% 6% Clear Liquid Gasohol8 10% 5% Clear Liquid Gasohol9 !0% 4% Clear Liquid Gasohol10 10% 3% Phase Separation Gasohol11 10% 2% Phase Separation Gasohol12 10% 1% Phase Separation After of each solution the titration was gently introduction the stirred for twenty seconds.
The resultant effect re visible was results left were recorded.
for ten minutes to settle befo

8 E=ample 3. - Diesel Fuel No Water ContentAdditive Comments Diesel1 0% 0% Clear Liquid Diesel2 10% 0% Phase separation Diesel3 10% 10% Clear Liquid Diesel4 10% 9% Clear Liquid Diesel5 10% 8% Clear Liquid Diesel6 10% 7% Phase Separation Diesel7 10% 6% Phase Separation Diesel8 10% 5% Phase Separation Diesel9 10% 4% Phase Separation Diesel10 10% 3% Phase Separation Diesel11 10% 2% Phase Separation Diesel12 10% 1% Phase Separation After of each the titration introduction the solution was gently stirred for twenty seconds.
The resultant efTect was left for ten minutes to settle before visible results were recorded.

Example 4. - Alternative Gasoline Consisting of Alcohol and a blend of bydro carbons the majority percentage being alcohol Fuel No Water ContentAdditive Comments Alt 1 0% 0% Clear Liquid Gas Alt 2 10% 0% Phase separation Gas Alt 3 10% 10% Clear Liquid Gas Alt 4 10% 9% Clear Liquid Gas Alt 5 10% 8% Clear Liquid Gas Alt 6 10% 7% Clear Liquid Gas Alt 7 10% 6% Clear Liquid Gas Alt 8 10% 5% Clear Liquid Gas Alt 9 10% 4% Clear Liquid Gas Alt 10 10% 3% Clear Liquid Gas Alt 11 10% 2% Phase Separation Gas Alt 12 10% 1% Phase Separation Gas After solution the was gently introduction stirred of for twenty each seconds.
titration The resultant the effect minutes re visible was to settle results left befo were recorded.
for ten

9 Ezample 5.
Fael No W ater ContentAdditive Comments Gasoline1 0% 0 % Clear Liquid Gasoline2 5% 0 % Phase separation Gasoline3 5% 5 % Clear Liquid Gasoline4 5% 4.5% Clear Liquid Gasoline5 5% 4 % Clear Liquid Gasoline6 5% 3.5% Clear Liquid Gasoline7 5% 3 % Clear Liquid Gasoline8 5% 2.5% Clear Liquid Gasoline9 5% 2 % Phase Separation Gasoline10 5% 1.5% Pbase Separation Gasoline11 5% 1 % Phase Separation Gasoline12 5% 0.5% Phase Separation After roductionof each the titration int the solution was gently stirred for twenty seconds.
The resultant effect was left for ten minutes to settle before visible results were recorded.

Ezampie 6. - Gasohol Consisting of 90% regular unleaded gasoline with 10% denatured ethanol Feel No Water ContentAdditive Comments Gasohol1 0% 0 % Clear Liquid Gasohol2 5% 0 % Phase separation Gasohol3 5% 5 % Clear Liquid Gasohol4 5% 4.5% Clear Liquid Gasohol5 5% 4 % Clear Liquid Gasohol6 5% 3.5% Clear Liquid Gasohol7 5% 3 % Clear Liquid Gasohol8 5% 2.5% Clear Liquid Gasohol9 5% 2 % Clear Liquid Gasohol10 5% 1.5% Phase Separation Gasohol11 5% 1 % Phase Separation Gasohol12 5% 0.5% Phase Separation After roductionof each solution the titration was gently int the stirred for twenty seconds.
The resultant effect was left for ten minutes to settle before visible results were recorded.

WO 98/17745 PCT/GB97/02?63 Example 7. - Diesel FY~eI No Water ContentAdditive Comments DieselI 0% 0 % Clear Liquid Diesel2 5% 0 % Phase separation Diesel3 5% 5 % Clear Liquid Diesel4 5% 4.5% Clear Liquid Diescl5 5% 4 % Clear Liquid Diesel6 5% 3.5% Phase Separation Diesel7 5% 3 % Phase Separation Diesel8 5% Z.5% Phase Separation Diesel9 5% 2 % Phase Separation Diesel10 5% 1.5% Phase Separation Diesel11 5% 1 % Phase Separation Diesel12 5% 0.5% Phase Separation After of each the titration introduction the solution was gently stirred for twenty seconds.
The resultant effect was Icft for ten minutes to settle before visible results were recorded.

Example 8. - Alternative Gasoline Consisting of Alcohol and a blend of hydra carbons the majority percentage being alcohol Feel No Water ContentAdditive Comments Alt I 0% 0 % Clear Liquid Gas Alt 2 S% 0 % Phase separation Gas ' Alt 3 5% 5 % Clear Liquid Gas Alt 4 5% 4.5% Clear Liquid Gas Alt 5 5% 4 % Clear Liquid Gas Alt 6 5% 3.5% Clear Liquid Gas Alt 7 5% 3 % Clear Liquid Gas Alt 8 5% 2.5% Clear Liquid Gas Alt 9 5% 2 % Clear Liquid Gas Alt 10 5% 1.5% Clear Liquid Gas Alt 11 5% 1 % Phase Separation Gas Alt 12 5% 0.5% Phase Separation Gas After solution the was gently introduction stirred of for twenty each seconds.
titration The resultant the effect minutes was to settle left before for visible tcn results were recorded.

To record the usual aspects of phase separation for the one percent water and 0.1 percent titratians it was decided to scale up the volumes tenfold to enable accurate readings, therefore 1 litre of each fuel was transferred to each of twelve 2 litre measuring cylinders.
E=ample 9.
Fuel No Water ContentAdditive Comments GasolineI 0% 0% Clear Liquid Gasoline2 1% 0% Phase separation Gasoline3 I% 1 % Clear Liquid Gasoline4 1% 0.9% Clear Liquid Gasoline5 1% 0.8% Clear Liquid Gasoline6 1% 0.7% Clear Liquid Gasoline7 I% 0.6% Clear Liquid Gasoline8 1% 0.5% Phase Separation Gasoline9 1% 0.4% Phase Separation Gasoline10 I% 0.3% Phase Separation Gasoline11 I% 0.2% Phase Separation Gasoline12 1% 0.1% Phase Separation After the introduction of each titration the solution was gently stirred for twenty seconds. The resultant effect was left for ten minutes to settle before visible results were recorded.
Ezample 10. - Gasohol Consisting of 90% regular unleaded gasoline with 10% denatured ethanol Fuel No Water ContentAdditive Comments GasoholI 0% 0% Clear Liquid Gasohol2 1% 0% Phase separation Gasohol3 1% 1 % Clear Liquid Gasohol4 1% 0.9% Clear Liquid Gasohol5 1% 0.8% Clear Liquid Gasohol6 I% 0.7% Clear Liquid Gasohol7 1% 0.6% Clear Liquid Gasohol8 I% 0.5% Clear Liquid Gasohol9 1% 0.4% Phase Separation Gasohol10 1% 0.3% Phase Separation GasoholI1 I% 0.2% Phase Separation Gasohol12 I% 0.1% Phase Separation After the introduction of each titration the solution was gently stirred for twenty seconds. The resultaet effect was left for ten minutes to settle before visible results were recorded.

WO 98/17745 PCT/GB97/02?63 Ezample 11. - Diesel Fuel No Water ContentAdditive Comments Diesel1 0% 0% Clear Liquid Diesel2 1% 0% Pbase separation Diesel3 1% 1 % Clear Liquid Dieseld 1% 0.9% Clear Liquid Diesel5 I% 0.8% Clear Liquid Diesel6 1% 0.7% Phase Separation Diesel7 1% 0.6% Phase Separation Diesel8 i% 0.5% Phase Separation Diesel9 i% 0.4% Phase Separation Diesel10 1% 0.3% Phase Separation Diesel11 1% 0.2% Phase Separation Diesel12 i% 0.1% Phase Separation After of each solution the titration was gently introduction the stirred for twenty seconds.
The resultant effect was left for ten minutes to settle before visible results were recorded.

Ezample 12. - Alternative Gasoline Consisting of Alcohol and a blend of hydro carbons the majority percentage being alcohol Fuel No Water ContentAdditive Comments Alt 1 0% 0% Clear Liquid Gas Alt 2 1% 0% Phase separation Gas Alt 3 1% 1 % Clear Liquid Gas Alt 4 1% 0.9% Clear Liquid Gas Alt 5 1% 0.8% Clear Liquid Gas Alt 6 1% 0.7% Clear Liquid Gas Alt 7 1% 0.6% Clear Liquid Gas Alt 8 1% 0.5% Clear Liquid Gas Alt 9 I% 0.4% Clear Liquid Gas Alt 10 i% 0.3% Clear Liquid Gas Alt 11 1% 0.2% Phase Separation Gas Alt 12 i% 0.1% Phase Separation Gas After solution the was gently introduction stirred of for twenty each seconds.
titration The resultant the effect minutes re visible was to settle results left befo were recorded.
for ten WO 98/17745 PCT/GB97/027b3 TESTING - USA
Testing exhaust emissions using indoline fuel with a treatment of an additive known to be a maj or component for stabilising fuel.
Introduction With the phase out of leaded fuel it has become imperative to allow the maximum combustion from the available fuel to maximise performance and minimise pollution by burning as much fuel as possible completely. The tests set out to compare results of treated and un-treated fuel were performed under extreme controls and indoline was used as the carbon balance of this fuel is much more repeatable than un-leaded gasoline.
Experimental Details The vehicle used was a 1993 California certified Mercury Cougar with 26,333 Miles on the odometer. This vehicle is equipped with a 3.8 litre engine with an SFI fuel system and has an inertia weight of 38,875 Ibs. this vehicle was supplied by the test laboratories at Roush Laboratiries, Los Angeles, California and was prepared by them for the test.
A chassis dynamometer similar to a Clayton Water Break model was used in accordance with Federal Test Procedure CFR40 also known as the LA4 test.
Firstly the vehicle was pre-conditioned with indoline and this sequence follows these steps:-1/ Drain and fill the tank to 40% capacity with indoline.
2/ Disconnect the vehicles battery to eliminate and mis-reading by a fuel computer.
3/ Drive vehicle for a period of 10 miles on the dynamometer in the specified controlled conditions and allow to soak for a minimum of 12 hours to a maximum of 24 hours.

Specified control conditions:-The test of additised fuel against base fuel was run with base fuel first.
The soak time from pre-condition to test was 15 hours, the soak temperature was 76° F and the barometer H.g. was 29.85 .
Additised control conditions:-The additised test did not take place until another pre-conditioning test was complete.
The soak time from pre-condition to test was 20.5 hours, the soak temperature was 76° F and the barometer H.g. was 29.82 .
As the results of interest were potential reduction in Hydrocarbon and Carbon Monoxide emissions a flame ionization detection system was used after collecting the diluted exhaust gases in Tedlar Bags these background bags were analysed within 1 hour of testing so as not to lose any sensitive constituents necessary for a total HC count.
As a more complete combustion was expected the CO detection was in accordance with the LA4 - CVS11 test as per recommendations from the California Air Resources Board.
Test Criteria:-The pre-conditioning consisted of a LA4 test drive lasting 505 seconds plus seconds.
The base fuel test consisted of a cold start for 505 seconds, a cold transient for 873 seconds, a soak for 10 minutes and a hot transient for 505 seconds. Total time = 1883 seconds.
The additised fuel test consisted of a cold start for 505 seconds, a cold transient for 873 seconds, a soak for 10 minutes and a hot transient for 505 seconds.
Total time = 1883 seconds.

is Results and Discussion:-HC HC CO CO

Base Fuel Additised Base Fuel Additised All fiQUresppm '.s in AVERAGE % HC CO
-As can be seen a reduction in Hydrocarbons and Carbon Monoxide was achieved. Although this was encouraging the fact that the control conditions did not allow for any ambient temperature activities proved the theory that by creating a Monolayer enables the fuel to be delivered in a better condition with less resistance.
The major improvements were on BAG 3. This confirms that the hot transient phase of the test did allow for some temperature difference to enable a co-solvent reaction as well.
The encouragement of these results led us to continue testing but be more precise with the measurements and create a fuel tank as per normal ambient conditions.
The venue for this was the Associated Octel Co. Milton Keynes, England.

TESTING - UK
Generating more miles per gallon of an un-leaded reference gasoline additised with a fuel component at a treatment ratio of 1:1,000. The fuel component is a maj or contributing factor to the stabilisation of fuel. The reduction in C02 proved the measurement of fuel consumed by weight to be in accordance with our claims.
Introduction With the phase out of leaded fuel it has become imperative to allow the maximum combustion from the available fuel to maximise performance and minimise pollution by burning as much fuel as possible completely. The tests set out to compare results of treated and un-treated fuel were performed under controls and reference RF-08 gasoline was used on a Mercedes Ml l 1 bench test engine these results were achieved prior to catalytic converter.
Experimental Details The engine used was a Mercedes MI 1 I and was supplied by the test laboratories at the Associated Octel Co. and details were recorded to N.A.M.A.S. standards.
Firstly the vehicle was pre-conditioned with base fuel and these steps were followed:-I/ Prepare 55 litre drum of RF08 gasoline and leave external to test shop as per simulation of regular fuel tank.
2/ Clean and polish head of engine and run base test programme from full throttle 4,500 rpm down to idle.

WO 98/17745 PCT/GB97/027b3 (7 After the base run additise the fuel at 1:1,000 and prepare and test as for base fuel.
Specified control conditions:-The test of additised fuel against base fuel was run with base fuel first.
Additised control conditions:-The additised test did not take place until another pre-conditioning test was complete.
As the results of interest were potential reduction in Hydrocarbon and Carbon Monoxide emissions a flame ionization detection system was used after collecting the diluted exhaust gases in Tedlar Bags these background bags were analysed within 1 hour of testing so as not to lose any sensitive constituents necessary for a total HC count.
As a more complete combustion was expected the CO detection was in accordance with the N.A.M.A.S. recommendations.
Fuel consumption was measured by weighted control which was fed by the simulated fuel tank and was accurate to 100 ml's.
The results shown are for testing at 2,500 rpm in August 1995 and at a complete retest in November 1995 the results shown are at 1,800 rpm using RF83 fuel which is of a tighter specification than RF08.

l$
RESULTS DATA (MERCEDES MIII Bench Test) MAXIMUM RESULTS
Units l -CO CO~ HC Nor SFC
B

1,800 RPM
P.T.

Base Fuel 487 162036 920 1011 S50O1 2,500 RPM
P.T.

Base Fuel 413 12216 54 1299 * 40378 1,800 RPM
P.T.

Additised 3301 117974 702 591 38191 Fuel 2,500 RPM
P.T.

Additised 3612 10126 553 8096 * 3374 Fuel * Denotes WOT

Units - glh CO CO~ HC Nox MFC
-1,800 RPM P.T.

Base Fuel 2185 72252 4103 4505 2453 2,500 RPM P.T.

Base Fuel 4503 142679 6315 3496 4716 1,800 RPM P.T.

Additised Fuel14718 52628 3122 2631 170372 ~ 2,500 RPM
P.T.

Additised Fuel4162 116686 6376 13726 3888 WO 98/17745 PCT/GB97/02~63 t9 RESULTS DATA (MERCEDES MIII Bench Test AVERAGE RESULTS
Units lg Kwh -CO CO, HC No,~ BSFC

1,800 RPM P.T.

Base Fuel 481 15658 881 915 5275 1,800 RPM P.T.

Additised Fuel372 12853 781 714 42359 2,500 RPM P.T.

Base Fuel 402 11549 5465 13045 38474 2,500 RPM P.T.

Additised Fuel3613 10126 491 810 33746 Units - glh CO C0, HC No,~ MFC

1,800 RPM P.T.

Base Fuel 21453 696781 3920 4072 234738 1,800 RPM P.T.

Additised Fuel16554 571959 3475 3177 188458 2,500 RPM P.T.

Base Fuel 46298 1330098 6294 15024 443105 2,500 RPM P.T.

Additised Fuel41599 1166/61 5609 9324 388584 TESTING - UK Diesel Due to the success the above results we took a diesel vehicle at random and used a dosage of 1:1,000 for a before and after smoke test.
The results are extremely encouraging and once again confirm the two aspects of the invention with the treatment ratio at 1:1,000 the predominant force is monolayer construction.
The two graphs show overall percentage black smoke reduction of 66% and using a smoke unit conversion chart the particulate matter reduction equals 71.7%.
DIESEL TEST
Vehicle: FORD "Fiesta" Diesel Test: As per M.O.T. Standards Criteria: Exhaust Emissions Diesel, Pass Beiow 2~5m -t(k) Method: Pre - Condition (Oil Temperature Check) Fast Idle Test N°- 1 Fast Idle Test I~ 2 Fast Idle Test 1~ 3 Fast Idle Test N'-' 4 Idle up to Governor "Cuts In" then reading is taken. Computer decides how many readings necessary prior to averaging "k".

Claims (52)

1. A fuel composition comprising in combination fuel and a fuel additive wherein the additive comprises a fatty acid diethanolamide, an alcohol ethoxylate and an ethoxylate of a fatty acid, the degree of ethoxylation being selected so that a long term stable fuel composition is formed wherein the amounts by volume of fatty acid diethanolamide and ethoxylated fatty acid are substantially the same.

2. A fuel composition comprising in combination fuel and a fuel additive wherein the additive comprises a fatty acid diethanolamide, an alcohol ethoxylate and an ethoxylate of a fatty acid, the degree of ethoxylation being selected so that a long term stable fuel composition is formed, wherein the ethoxylate of the fatty acid makes up about 25% by volume of the additive.

3. A fuel composition comprising in combination fuel and a fuel additive wherein the additive comprises a fatty acid diethanolamide, an alcohol ethoxylate and an ethoxylate of a fatty acid, the degree of ethoxylation being selected so that a long term stable fuel composition is formed, wherein the additive is present in an additive to fuel ratio of from 0.5:1200 to 1:1200 by volume.

4. A fuel composition according to any of Claims 1 to 3 where the additive is in the form of a hybrid molecule which is balanced by ethoxylation (a polymer).

5. A fuel composition according to any of Claims 1 to 3, wherein the additive is a non-ionic surfactant.

6. A fuel composition according to any of Claims 1 to 5, wherein the additive has an HLB value of about 8.

7. A fuel composition according to Claim 6, wherein the fuel is an alcohol.

8. A fuel composition according to Claim 3, wherein the additive is present in a weight ratio of about 1:1000.

9. A fuel composition according to Claim 3 wherein the ingredients of the additive composition are present in a total additive to fuel ratio of about 0.5 to 1:1000 by volume.

10. A fuel composition according to Claim 9, wherein the additive to fuel ratio is about 1:1200 by volume.

11. A fuel composition according to Claim 10, wherein the additive to fuel ratio is about 1:1000 by volume.

12. A fuel composition according to any of Claims 1 to 3, comprising a light weight fraction fuel and wherein the additive is miscible with the fuel selected to solubilise the fuel and the additive and any water present to form a clear homogenous composition.

13. A fuel composition according to Claim 12, wherein the light fraction is an oil.

14. A fuel composition according to Claim 12, wherein the light fraction is alcohol.

15. A fuel composition according to Claim 12, wherein the light fraction is C5 to C1 5 carbon chain.

16. A fuel composition according to Claim 12, wherein the light fraction is a C5 to C20 carbon chain.

17. A fuel composition according to Claim 12, wherein the light fraction is an aromatic hydrocarbon.

18. A fuel composition according to Claim 12, wherein the fraction is a C10 to carbon chain.

19. A fuel according to Claim 18, wherein the light fraction is a C10 to C20 carbon chain.

20. A fuel composition according to Claim 12, wherein the light fraction is C5 to 30 carbon chain.

21. A fuel composition according to Claim 20, wherein the light fraction is C15 to C30 carbon chain.

22. A fuel according to Claim 12, wherein the light fraction is a co-solvent.

23. A fuel composition according to Claim 1, 2, 3 or 12, wherein the fuel is Diesel.

24. A fuel composition according to Claim 23, wherein the fuel is Diesel and alcohol.

25. A fuel composition according to Claim 23, wherein the fuel is Diesel and kerosene.

26. A fuel composition according to Claim 23, wherein the fuel is Diesel and a to C40 carbon chain.

27. A fuel composition according to Claim 23, wherein the fuel is Diesel and a lighter fraction.

28. A fuel composition according to Claim 23, wherein the fuel is Diesel and a co-solvent.

29. A fuel composition according to Claim 3, wherein the additive is present in an additive to fuel weight ratio of 1:500.

30. A fuel composition according to Claim 3, wherein the additive is present in an additive to fuel weight ratio of 1:400.

31. A fuel composition according to Claim 3 wherein the additive is present in an additive to fuel weight ratio of 1:300.

32. A fuel composition according to Claim 3, wherein the additive is present in an additive to fuel weight ratio of 1:200.

33. A fuel composition according to Claim 3, wherein the additive is present in an additive to fuel weight ratio of 1:100.

34. A fuel composition comprising in combination fuel and a fuel additive wherein the additive comprises a fatty acid diethanolamide, an alcohol ethoxylate and an ethoxylate of a fatty acid, the degree of ethoxylation being selected so that a long term stable fuel composition is formed, wherein the additive is present in an additive to fuel weight ratio of from 1:500 to 1:1000.

35. A fuel composition according to any of Claims 1 to 34, wherein the degree of ethoxylation does not inhibit the surface tension.

36. A fuel composition according to any of Claims 1 to 34, wherein a monolayer is created.

37. A fuel composition according to any of Claims 1 to 36, that creates an oleophobic relationship at an inlet manifold.

38. A fuel composition according to any Claims 1 to 37, that reduces RVP (Reid Vapour Pressure).

39. A fuel composition according to any of Claims 1 to 38, wherein surface tension liquid to liquid, liquid to solid and liquid to air changes.

40. A fuel composition according to any of Claims 1 to 39 that creates adsorption and wetting.

41. A fuel composition according to any of Claims 1 to 40, wherein the composition stabilises the polymer with PIT (Phase Inversion Tension).

42. A method of running an engine adapted to use an alcohol-based fuel, comprising adding to the fuel a miscible additive according to any one of Claims 1 to 3 selected to solubilise the fuel and the additive to counteract the deposit of byproducts formed during the combustion of the fuel.

43. A method according to Claim 42, wherein the by-product is iron-formate.

44. A method according to Claim 42, wherein the by-product is aldehydes.

45. A method according to Claim 42, wherein the by-product is per-acids.

46. A method according to Claim 42, wherein the by-product is per-oxides.

47. A method according to Claim 42, wherein combusted in an engine the byproduct is reduced and that by-product is carbon monoxide.

48. A method according to Claim 42, wherein a by-product is reduced and that byproduct is hydrocarbon.

49. A method according to Claim 42, wherein a by-product is reduced and that byproduct is NOx.

50. A method according to Claim 42, wherein a by-product is reduced and that byproduct is CO2.

51. A method according to Claim 42, wherein a by-product is reduced and that byproduct is exhaust emissions.

52. A method according to Claim 42, wherein the use of the additive in the fuel reduces CO2 and thereby improves fuel consumption.