DK153225B - diesel fuel - Google Patents
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- DK153225B DK153225B DK446182A DK446182A DK153225B DK 153225 B DK153225 B DK 153225B DK 446182 A DK446182 A DK 446182A DK 446182 A DK446182 A DK 446182A DK 153225 B DK153225 B DK 153225B
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- 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
- C10L1/00—Liquid carbonaceous fuels
- C10L1/02—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only
- C10L1/026—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only for compression ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
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- Liquid Carbonaceous Fuels (AREA)
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Abstract
Description
iin
DK 153225 BDK 153225 B
Med henblik på at formindske røg- og soddannelse i dieselmotorer er det kendt at tilsætte dieselbrændstoffet ethere, især i blanding med salte af organiske syrer med metaller fra det periodiske systems II.hovedgruppe, navnlig af bari-5 um. Som ethere er det først og fremmest blevet foreslået at anvende mono- og di-alkylethere af glycoler, navnlig mono- og dimethylethere af ethylenglycol. Disse tilsætninger er behæftet med den ulempe, at deres fremstilling er særdeles krævende og deres sodformindskende og udstødningsgas-10 reducerende virkning er kun ringa Tillige er der en risiko for belastning af miljøet ved udslip af cadmium, barium og strontium.In order to reduce smoke and soot formation in diesel engines, it is known to add the diesel fuel ethers, especially in admixture with salts of organic acids with metals from the main group II of the periodic system, in particular of barium. As ethers, it has been first and foremost proposed to use mono- and di-alkyl ethers of glycols, in particular mono- and dimethyl ethers of ethylene glycol. These additives suffer from the disadvantage that their production is extremely demanding and their soot reducing and exhaust gas-reducing effect is only minor. There is also a risk to the environment from the release of cadmium, barium and strontium.
Endvidere er det kendt at drive dieselmotorer med blandinger af alkoholer og ethere. Som alkoholer er methanol, ethanol, 15 n-propanol og n-butanol blevet foreslået. Blandinger af di-methylether og methanol foretrækkes. Ved disse blandinger har det vist sig nødvendigt at tilføre de to bestanddele særskilt til cylinderen, f.eks. via indsugningsluften og gennem de sædvanlige indsprøjtningspumper. Ydermere er brænd-20 værdien i forhold til grundkomponenten, dieselbrændstof, formindsket med mere end halvdelen, og de for disse blandinger karakteristiske cetantal som mål for villigheden til at tænde er kraftigt forringet om ikke utilstrækkelig, til at en dieselmotor af den i handelen almindeligt forekommende art 25 skal kunne løbe jævnt.Furthermore, it is known to operate diesel engines with mixtures of alcohols and ethers. As alcohols, methanol, ethanol, 15 n-propanol and n-butanol have been proposed. Mixtures of dimethyl ether and methanol are preferred. In these mixtures, it has been found necessary to supply the two components separately to the cylinder, e.g. via the intake air and through the usual injection pumps. In addition, the fuel value of the basic component, diesel fuel, is reduced by more than half, and the cetane numbers characteristic of these mixtures as a measure of the willingness to switch on are greatly diminished if not insufficient for a commercially available diesel engine. Art 25 should be able to run smoothly.
Ved den foreliggende opfindelse undgås disse vanskeligheder og ulemper ved de kendte etherholdige dieselbrændstoffer, og dieselbrændstoffet ifølge opfindelsen udmærker sig ved et i forhold til de sædvanlige dieselbrændstoffer forbedret 30 forbrændingsforløb og dermed en forhøjet nyttig ydelse og en formindsket afgivelse af skadelige stoffer fra de motorer, der drives med dette brændstof.In the present invention, these difficulties and disadvantages of the known ethereal diesel fuels are avoided, and the diesel fuel according to the invention is distinguished by an improved combustion process compared to the usual diesel fuels and thus an increased useful performance and a reduced release of harmful substances from the engines which is powered by this fuel.
Disse fordele og andre fordele, der fremgår af den efterfølgende beskrivelse, opnås ifølge opfindelsen ved tilsætning af en eller flere ethere med den almene formelThese advantages and other advantages as will be apparent from the following description are obtained by the invention by the addition of one or more ethers of the general formula
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2 R1“0~C (CH-j) 2_R2 disselb^sendstoffet, idet og R2 hver betyder en methyl-, ethyl-, n-propyl-, 2-propyl-, 1-butyl-eller 2-butylgruppe, idet R2 også kan betyde hydrogen. R^ og R2 kan være ens eller forskellige. Særligt anvendelige 5 er methyl-tert-butylether (2-methoxy-2-methylpropan), methyl-tert-amylether (2-methoxy-2-methylbutan), isopropyl-tert-butylether (2-(2'-propoxy)-2-methylpropan), sek-butyl-tert-butylether (2-(21-butoxy)-2-methylpropan), methyl-tert-2,3-dimethylbutylether (2-methoxy-2,3-dimethylbutan) og methyl-10 tert-2-methylpentylether (2-methoxy-2-methylpentan). Der foretrækkes etherblandinger, som indeholder en af de nævnte ethere i op til 90 rumfangsprocent. Især andrager indholdet af tilsætningen af methyl-tert-butylether 5-50 rumfangsprocent, af methyl-tert-amylether 5-50 rumfangsprocent, af iso-15 propyl-tert-butylether 5-50 rumfangsprocent, af sek-butyl-tert-butylether 5-50 rumfangsprocent, af methyl-tert-2,3-dimethylbutylether 5-50 rumfangsprocent og af methyl-tert- 2-methylpentylether 5-50 rumfangsprocent.2 R 1 O-C (CH-j) 2-R 2 dissemblant, and R 2 each means a methyl, ethyl, n-propyl, 2-propyl, 1-butyl or 2-butyl group, R 2 also can mean hydrogen. R 1 and R 2 may be the same or different. Particularly useful are methyl tert-butyl ether (2-methoxy-2-methylpropane), methyl tert-amyl ether (2-methoxy-2-methylbutane), isopropyl tert-butyl ether (2- (2'-propoxy) -2 -methylpropane), sec-butyl-tert-butyl ether (2- (21-butoxy) -2-methylpropane), methyl-tert-2,3-dimethylbutyl ether (2-methoxy-2,3-dimethylbutane) and methyl-tert -2-methylpentyl ether (2-methoxy-2-methylpentane). Ether mixtures containing one of said ethers in up to 90% by volume are preferred. In particular, the content of the addition of methyl-tert-butyl ether is 5-50% by volume, of methyl-tert-amyl ether 5-50 by volume, of iso-propyl-tert-butyl ether is 5-50% by volume, of sec-butyl-tert-butyl ether 5 -50 volume percent, of methyl tert-2,3-dimethylbutyl ether 5-50 volume percent and of methyl tert-2-methylpentyl ether 5-50 volume percent.
Det er ganske vist kendt, jf. f.eks. DK-patentskrift 20 nr. 148.941, at tilsætte de ovennævnte ethere, navnlig methyl-tert-butylether, til karburatorbrændstoffer, dvs. brændstoffer til motorer med gnisttænding og anden "frem-medtænding". Heraf kan der imidlertid ikke drages nogen slutning vedrørende disse etheres egnethed som tilsætnings-25 stoffer til dieselbrændstoffer. For det første er ved dieselmotorer brændstoffets bankefasthed ikke af væsentlig betydning, og for det andet er det ved dieselbrændstoffer en nødvendig egenskab, at de udviser en bestemt selvtændings- Λ evne, en vis fordampningshastighed samt gode opløsningsegen-30 skaber.It is admittedly known, cf. DK patent 20,144,941, to add the aforementioned ethers, in particular methyl tert-butyl ether, to carburetor fuels, i.e. fuels for spark ignition engines and other "forward-ignition" engines. However, no conclusion can be drawn as to the suitability of these ethers as additives for diesel fuels. Firstly, in diesel engines, the fuel resistance of the fuel is not of significant importance, and secondly, in diesel fuels, it is necessary to exhibit a certain self-ignition ability, a certain evaporation rate and good dissolution properties.
De gunstige virkninger indtræder allerede ved relativt små tilsætningsmængder på 2, fortrinsvis 5, rumfangs-%, af etherblandingen til dieselbrændstoffet. De ethere, der ifølge opfindelsen skal tilsættes dieselbrændstoffet, kan 35 ved enkle processer fremstilles ud fra de under normale betingelser gasformige eller letflygtige carbonhydrider, derThe beneficial effects already occur at relatively small additions of 2, preferably 5, by volume, of the ether mixture to the diesel fuel. The ethers to be added to the diesel fuel according to the invention can be prepared by simple processes from the gaseous or volatile hydrocarbons under normal conditions which
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3 fremkommer ved udvindingen og forarbejdningen af jordolie, og tilvejebringes i store mængder. Det er derfor fuldt ud muligt at fremstille dieselbrændstof med tilsætningerne ifølge opfindelsen, der består af etherblandingef op til 40, for-5 trinsvis op til 25 rumfangsprocent.3 arises from the extraction and processing of petroleum, and is obtained in large quantities. It is therefore fully possible to produce diesel fuel with the additives of the invention consisting of ether blend of up to 40, preferably up to 25% by volume.
Sædvanligt dieselbrændstof indeholder cycloparaffiner og flerkernede aromater, som ved forbrændingen er tilbøjelige til at danne sodpartikler. For at undgå overskridelse af et foreskrevet røgtal (sodtal, smoke unit) er det nødvendigt at 10 tilføre en overskudsluft udover hvad der svarer til det støkiometriske forhold mellem brændstof og luft, hvorved den maksimale energimængde, der kan frigøres for hver masseenhed dieselbrændstof, bliver forringet. Ved ethertilsætnin-gen ifølge opfindelsen opnås en kraftig sænkning af sod-15 dannelsestallet, hvorved det er muligt at nedsætte overskudsluftmængden. Dette fører til en forøgelse af virkningsgraden og dermed af motorens nytteydelse ved forhøjet middeltryk. Tillige formindskes den absolutte udstødningsgasmængde og afgivelsen af skadelige stoffer, navnlig af NO . YdermereUsual diesel fuel contains cycloparaffins and multi-core aromatics which, during combustion, tend to form soot particles. In order to avoid exceeding a prescribed smoke number (soot, smoke unit) it is necessary to supply an excess air in addition to the corresponding stoichiometric ratio between fuel and air, thereby reducing the maximum amount of energy that can be released for each unit of diesel fuel. . The etheric additive according to the invention achieves a substantial reduction in the soot formation number, thereby reducing the excess air volume. This leads to an increase in efficiency and thus of the engine's performance at elevated mean pressure. In addition, the absolute exhaust gas quantity and the release of harmful substances are reduced, in particular by NO. In addition,
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20 udmærker den i formindsket koncentration afgivne sod sig ved, at de ekstraherbare kræftfremkaldende andele af polycycli-ske aromater er formindsket i betydelig grad.20, the soot released in concentration is characterized by the fact that the extractable carcinogenic proportions of polycyclic aromatics have been significantly reduced.
Eftersom de som tilsætningsstoffer anvendte ethere er praktisk taget svovlfrie, formindskes også dieselbrændstoffets 25 svovlindhold. Den formindskede tilbøjelighed til røgdannelse, og det lavere SC^-indhold medfører en mindre forurening af motorolien og dermed en forlængelse af dennes levetid.Since the ethers used as additives are practically sulfur-free, the sulfur content of diesel fuel 25 is also reduced. The reduced propensity for smoke formation and the lower SC₂ content result in less contamination of the engine oil and thus an extension of its life.
De etherblandinger, der ifølge opfindelsen er tilsat dieselbrændstoffet, kan endvidere tjene som opløsningsformidlere 30 for alkoholer, især methanol og ethanol. De gør det muligt at tilsætte alkoholer med 1-4 carbonatomer, f.eks. methanol, ethanol, isopropanol, butanol, sek-butanol og tert-butanol hver for sig eller blandet, endda med et lille indhold af vand, til dieselbrændstoffet, idet brændstoffets alkohol-35 indhold andrager fra 2-40, fortrinsvis fra 5-25 rumfangsprocent. Herved er det f.eks. muliat at tilsætte alkoholer.Furthermore, the ether mixtures added to the diesel fuel according to the invention can serve as solvents for alcohols, especially methanol and ethanol. They make it possible to add alcohols of 1-4 carbon atoms, e.g. methanol, ethanol, isopropanol, butanol, sec-butanol and tert-butanol separately or mixed, even with a small content of water, to the diesel fuel, the fuel's alcohol content being from 2-40, preferably from 5-25% by volume . Hereby, e.g. muliat to add alcohols.
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4 der er udvundet af biomasse, i større mængder til dieselolie.4 extracted from biomass, in larger quantities for diesel fuel.
Når der udover ethere ifølge opfindelsen tilsættes alkoholer, skal der drages omsorg for, at brændstoffets indhold af car-bonhydrider andrager mindst 40, fortrinsvis mere end 50 rum-5 f angsprocent.When alcohols are added in addition to ethers of the invention, care should be taken to ensure that the hydrocarbon content of the fuel is at least 40, preferably more than 50% by 5%.
Ganske vist er det kendt at blande dieselbrændstoffer med alkoholer under anvendelse af opløsningsformidlere. De opløsningsformidlere, som hidtil er blevet foreslået til dette formål, skal imidlertid fremstilles ved en krævende proces, 10 og de er derfor ikke uden videre tilgængelige i de fornødne større mængder. Desuden mangler de stoffer, som hidtil er kommet i betragtning som opløsningsformidlere, den egenskab, at de kan påvirke dieselbrændstoffets forbrændingsforløb i gunstig retning, således som det er tilfældet med etherne 15 ifølge opfindelsen.Admittedly, it is known to mix diesel fuels with alcohols using solvents. However, the solvents proposed so far for this purpose must be prepared by a demanding process, 10 and are therefore not readily available in the required quantities. In addition, the substances so far considered as solvents lack the property that they can adversely affect the combustion process of the diesel fuel, as is the case with the ethers 15 of the invention.
Eksemplerexamples
Som blandingskomponenter til fremstilling af brændstoffet ifølge opfindelsen og som basis for sammenligningsforsøgene er der anvendt et på markedet almindeligt forekommende dieselbrændstof med de i tabel 1 angivne egenskaber.As a blend component for the production of the fuel according to the invention and as a basis for the comparative experiments, a commercially available diesel fuel having the characteristics listed in Table 1 has been used.
Tabel 1Table 1
Specifik vægt 0,830 g/mlSpecific weight 0.830 g / ml
Flammepunkt 80°CFlash point 80 ° C
22
Viskositet 4,46 mm /sViscosity 4.46 mm / s
Svovlindhold 0,23 vægtprocentSulfur content 0.23% by weight
Brændværdi 42,9 MJ/kgCalorific value 42.9 MJ / kg
Kogning: beg. - slut 199°C - 353°CCooking: beg. - end 199 ° C - 353 ° C
Destillationsrest 1,5 rumfangsprocentDistillation residue 1.5% by volume
Cetantal 56,5 5Cetane number 56.5 5
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Ud fra grundkomponenten og tilsætning af ether og alkohol blev de i tabel 2 angivne otte dieselbrændstoffer ifølge opfindelsen fremstillet ved blanding, og disse brændstoffer udviser de i tabel 2 angivne egenskaber.From the basic component and addition of ether and alcohol, the eight diesel fuels of the present invention listed in Table 2 were prepared by blending, and these fuels exhibit the properties listed in Table 2.
5 Tabel 2Table 2
Eks. Brændstofsammen- Sp.vægt Svovl Visko- Brænd- Cetan- sætning, rumfangs—% g/ml Vægt- sitet værdi H tal % mmVsek. MJ/kg u 1 50 DB + 50 B1 0,793 0,12 1,53 39,87 40* 2 43 DB + 32 Βχ + 25 M 0,798 0,10 1,69 35,24 3 50 DB + 25 Βχ + 25 E 0,804 0,12 2,05 37,19 45* 10 4 90 DB + 10 B1 0,821 0,21 3,43 42,46 49,5 5 78,5 DB + 16,5 Βχ + 5 M 0,815 0,18 2,70 40,91 41,0 6 81 DB + 14 Βχ + 5 E 0,817 0,19 2,94 41,11 42,0 7 50 DB + 50 B2 0,778 0,11 1,78 40,43 45* 15 8 90 DB + 10 B2 0,822 0,21 3,50 42,38 49,5Ex. Fuel composition- Sp. Weight Sulfur Visco- Fuel- Cetane composition, volume% g / ml Weight value H number% mmVsec. MJ / kg u 1 50 DB + 50 B1 0.793 0.12 1.53 39.87 40 * 2 43 DB + 32 Βχ + 25 M 0.798 0.10 1.69 35.24 3 50 DB + 25 Βχ + 25 E 0.804 0.12 2.05 37.19 45 * 10 4 90 DB + 10 B1 0.821 0.21 3.43 42.46 49.5 5 78.5 DB + 16.5 Βχ + 5 M 0.815 0.18 2 , 70 40.91 41.0 6 81 DB + 14 Βχ + 5 E 0.817 0.19 2.94 41.11 42.0 7 50 DB + 50 B2 0.778 0.11 1.78 40.43 45 * 15 8 90 DB + 10 B2 0.822 0.21 3.50 42.38 49.5
Heri betyder: DB: Grundkomponent ifølge tabel 1, B^: Blanding af 90 rumfangsprocent methyl-tert-butylether, isopropyl-tert-butylether, sek-butyl-tert-butylether 20 (i rumfangsforholdet 1:1:1) og 10 rumfangsprocent methanol, isopropanol, sek-butanol (i rumfangsforholdet 1:1:1), B2: sek-butyl-tert-butylether, M: Methanol, E: Ethanol.Herein: DB: Basic Component of Table 1, B 1: Mixture of 90% by volume methyl tert-butyl ether, isopropyl tert-butyl ether, sec-butyl-tert-butyl ether 20 (in 1: 1: 1 by volume) and 10 by volume methanol , isopropanol, sec-butanol (1: 1: 1 by volume), B2: sec-butyl-tert-butyl ether, M: Methanol, E: Ethanol.
25 * Ved bestemmelse af cetantallet blev der til brændstoffer ne ifølge eksempel 1, 3 og 7 som tændingsfremskyndere tilsat 0,5, 3,5 henholdsvis 2,0 vægtprocent (beregnet på brændstoffet) di-sek-butyl-para-phenyldiamin.In determining the cetane number, for fuels of Examples 1, 3 and 7, as ignition accelerators, 0.5, 3.5 and 2.0% by weight (based on fuel, respectively) of di-sec-butyl-para-phenyldiamine were added.
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Forsøgene med sammenligning af dieselbrændstofferne ifølge opfindelsen med det i handelen almindelige brændstof blev foretaget med i handelen sædvanlige dieselmotorer (Daimler Benz type 240 D og VW type Golf D). For at gøre det muligt 5 at sammenligne måleresultaterne blev ydelsen således indstillet med faste omdrejningstal (4400 henholdsvis 4800 min x) ved anvendelse af de forskellige blandinger, at den ydelse, der skulle opnås, med basis-dieselbrændstoffet, blev opnået.The tests comparing the diesel fuels of the invention with the commercially available fuel were made with commercially available diesel engines (Daimler Benz type 240 D and VW type Golf D). Thus, in order to enable the comparison of the measurement results, the performance was set at fixed rpm (4400 and 4800 min x, respectively) using the various mixtures that the output to be achieved with the base diesel fuel was obtained.
10 Bosch-tallet (BZ) som mål for udstødningsgassværtningen og det specifikke energiforbrug blev bestemt ved hjælp af en Daimler-Benz-motor type 240 D ved 4400 min ^ og en ydelse på 47,3 kW.The Bosch number (BZ) as the target for exhaust gas mileage and specific energy consumption was determined using a Daimler-Benz engine type 240 D at 4400 min ^ and a power output of 47.3 kW.
I tabel 3 er Bosch-tallet og det specifikke energiforbrug for basis-dieselbrændstoffet (0) og blandingerne ifølge 15 eksempel 1-8 stillet sammen.In Table 3, the Bosch number and the specific energy consumption of the basic diesel fuel (0) and the mixtures according to Examples 1-8 are summarized.
Tabel 3Table 3
Eks. BZ Specifikt energiforbrug MJ/kWh 0 2,1 15,98 1 1,2 16,00 20 2 0,8 15,06 3 0,8 15,22 4 1,3 15,73 5 1,4 15,80 6 1,1 15,30 25 7 0,9 15,54 8 1,4 15,88Ex. BZ Specific energy consumption MJ / kWh 0 2.1 15.98 1 1.2 16.00 20 2 0.8 15.06 3 0.8 15.22 4 1.3 15.73 5 1.4 15.80 6 1.1 15.30 25 7 0.9 15.54 8 1.4 15.88
Af tabel 3 vil det kunne ses, at der er opnået forbedringer i Bosch-tallet som mål for soddannelsen op til 62% i forhold til konventionelt dieselbrændstof. Allerede blandinger, hvis 30 indhold af bestanddelene ifølge opfindelsen kun andrager 10 rumfangsprocent, udviser Bosch-tal, der er formindsket med op til 38%.From Table 3, it can be seen that improvements in the Bosch figure have been achieved as targets for soot formation up to 62% compared to conventional diesel fuel. Already mixtures whose contents of the inventive ingredients are only 10% by volume show Bosch numbers reduced by up to 38%.
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77
Desuden viser det sig, at det specifikke energiforbrug -til trods for at blandingerne ifølge opfindelsen har lavere brændværdier - er lige så godt eller i de fleste tilfælde lavere end ved anvendelse af basis-dieselbrændstoffet.Furthermore, despite the fact that the mixtures of the invention have lower calorific values, the specific energy consumption is found to be just as good or in most cases lower than when using the basic diesel fuel.
5 NO -værdierne i udstødningsgassen blev undersøgt ved hjælpThe NO values in the exhaust gas were investigated using
AA
af en normal VW-motor af typen Golf D ved en ydelse på 31,4 kW ved 4800 min . Resultaterne er vist i tabel 4.of a normal VW Golf type D at a power output of 31.4 kW at 4800 min. The results are shown in Table 4.
Tabel 4Table 4
Brændstof NO (ppm)Fuel NO (ppm)
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10 0 500.10 0 500.
1 370* 2 440* 3 430* 4 470 15 5 410 6 450 7 380 8 5001 370 * 2 440 * 3 430 * 4 470 15 5 410 6 450 7 380 8 500
Blandingerne ifølge eksempel 1, 2 og 3 indeholdt som tæn-20 dingsfremskyndende middel 1,0, 2,5 henholdsvis 1,5 rumfangsprocent (beregnet på basis af det samlede brændstof) di-sek-butyl-para-phenyldiamin.The mixtures of Examples 1, 2 and 3 contained as ignition accelerating agents 1.0, 2.5 and 1.5, respectively, by volume (calculated on the basis of the total fuel) di-sec-butyl-para-phenyldiamine.
Af tabel 4 kan det udledes, at brændstoffet ifølge opfindelsen giver en formindskelse af nitrogenoxid-koncentrationen 25 i udstødningsgassen op til 26% i forhold til det normalt kommercielt tilgængelige dieselbrændstof.From Table 4 it can be deduced that the fuel according to the invention gives a reduction of the nitric oxide concentration 25 in the exhaust gas up to 26% compared to the normally commercially available diesel fuel.
Claims (12)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19813140382 DE3140382A1 (en) | 1981-10-10 | 1981-10-10 | DIESEL FUEL |
| DE3140382 | 1981-10-10 |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| DK446182A DK446182A (en) | 1983-04-11 |
| DK153225B true DK153225B (en) | 1988-06-27 |
| DK153225C DK153225C (en) | 1988-12-05 |
Family
ID=6143882
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| DK446182A DK153225C (en) | 1981-10-10 | 1982-10-08 | diesel fuel |
Country Status (15)
| Country | Link |
|---|---|
| EP (1) | EP0077027B1 (en) |
| JP (1) | JPS5874789A (en) |
| AT (1) | ATE18919T1 (en) |
| BR (1) | BR8205904A (en) |
| CA (1) | CA1180895A (en) |
| DE (2) | DE3140382A1 (en) |
| DK (1) | DK153225C (en) |
| ES (1) | ES8307886A1 (en) |
| FI (1) | FI75592C (en) |
| GR (1) | GR76994B (en) |
| IE (1) | IE53445B1 (en) |
| MX (1) | MX162435A (en) |
| NO (1) | NO160145C (en) |
| PT (1) | PT75662B (en) |
| TR (1) | TR22309A (en) |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58208389A (en) * | 1982-05-31 | 1983-12-05 | Komatsu Ltd | Alcohol blended fuel for diesel engine |
| JPS6357691A (en) * | 1986-01-21 | 1988-03-12 | ポラ− モレクラ− コ−ポレ−シヨン | Fuel conditioner |
| JPH01201393A (en) * | 1988-02-05 | 1989-08-14 | Takara Co Ltd | Diesel engine fuel for toy |
| JPH0393894A (en) * | 1989-09-06 | 1991-04-18 | Cosmo Sogo Kenkyusho:Kk | Lead-free high-performance gasoline |
| US5425790A (en) * | 1992-12-23 | 1995-06-20 | Arco Chemical Technology, L.P. | Diesel fuel |
| US5314511A (en) * | 1992-12-23 | 1994-05-24 | Arco Chemical Technology, L.P. | Diesel fuel |
| US5308365A (en) * | 1993-08-31 | 1994-05-03 | Arco Chemical Technology, L.P. | Diesel fuel |
| WO2001018154A1 (en) * | 1999-09-06 | 2001-03-15 | Agrofuel Ab | Motor fuel for diesel engines |
| DE502004010677D1 (en) | 2003-06-24 | 2010-03-11 | Biovalue Holding Bv | Use of an oxygenate as an additive for reducing the particle emission in fuels, in particular in diesel fuels, gasoline fuels and rapeseed methyl ester |
| WO2018055065A1 (en) | 2016-09-21 | 2018-03-29 | Cepsa S.A.U. | Solketal-ethers, production method and uses thereof |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR828020A (en) * | 1936-11-05 | 1938-05-09 | Standard Oil Dev Co | Engine fuel |
| FR829581A (en) * | 1936-12-18 | 1938-06-30 | Standard Oil Dev Co | Engine fuel |
| BE786624A (en) * | 1971-07-31 | 1973-01-24 | Snam Progetti | PROCESS FOR REDUCING THE CARBON OXIDE CONTENT OF THE EXHAUST GASES OF INTERNAL COMBUSTION ENGINES |
| EP0020012A1 (en) * | 1979-05-14 | 1980-12-10 | Aeci Ltd | Fuel and method of running an engine |
| WO1981000721A1 (en) * | 1979-09-10 | 1981-03-19 | Wer R | Universal fuel for engines |
| US4332594A (en) * | 1980-01-22 | 1982-06-01 | Chrysler Corporation | Fuels for internal combustion engines |
| DE3163813D1 (en) * | 1980-03-07 | 1984-07-05 | British Petroleum Co Plc | Preparation of a motor spirit blending component |
| US4353710A (en) * | 1980-03-26 | 1982-10-12 | Texaco Inc. | Novel method of extending a hydrocarbon fuel heavier than gasoline by adding a methoxy or ethoxy group |
| JPS5819389A (en) * | 1981-07-27 | 1983-02-04 | Reametaru:Kk | Reforming of a fuel oil |
-
1981
- 1981-10-10 DE DE19813140382 patent/DE3140382A1/en active Granted
-
1982
- 1982-09-03 TR TR6933A patent/TR22309A/en unknown
- 1982-10-05 GR GR69444A patent/GR76994B/el unknown
- 1982-10-05 CA CA000412887A patent/CA1180895A/en not_active Expired
- 1982-10-07 EP EP82109266A patent/EP0077027B1/en not_active Expired
- 1982-10-07 DE DE8282109266T patent/DE3270279D1/en not_active Expired
- 1982-10-07 AT AT82109266T patent/ATE18919T1/en not_active IP Right Cessation
- 1982-10-08 MX MX194722A patent/MX162435A/en unknown
- 1982-10-08 FI FI823426A patent/FI75592C/en not_active IP Right Cessation
- 1982-10-08 IE IE2442/82A patent/IE53445B1/en not_active IP Right Cessation
- 1982-10-08 NO NO823376A patent/NO160145C/en unknown
- 1982-10-08 BR BR8205904A patent/BR8205904A/en not_active IP Right Cessation
- 1982-10-08 PT PT75662A patent/PT75662B/en not_active IP Right Cessation
- 1982-10-08 JP JP57176457A patent/JPS5874789A/en active Granted
- 1982-10-08 DK DK446182A patent/DK153225C/en not_active IP Right Cessation
- 1982-10-08 ES ES516382A patent/ES8307886A1/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| NO160145B (en) | 1988-12-05 |
| NO160145C (en) | 1989-03-15 |
| EP0077027B1 (en) | 1986-04-02 |
| DK153225C (en) | 1988-12-05 |
| DE3270279D1 (en) | 1986-05-07 |
| DK446182A (en) | 1983-04-11 |
| BR8205904A (en) | 1983-09-06 |
| FI75592C (en) | 1988-07-11 |
| MX162435A (en) | 1991-05-10 |
| PT75662A (en) | 1982-11-01 |
| FI823426A0 (en) | 1982-10-08 |
| IE822442L (en) | 1983-04-10 |
| ES516382A0 (en) | 1983-07-16 |
| ES8307886A1 (en) | 1983-07-16 |
| NO823376L (en) | 1983-04-11 |
| FI75592B (en) | 1988-03-31 |
| JPS5874789A (en) | 1983-05-06 |
| ATE18919T1 (en) | 1986-04-15 |
| PT75662B (en) | 1985-01-11 |
| GR76994B (en) | 1984-09-04 |
| EP0077027A2 (en) | 1983-04-20 |
| DE3140382C2 (en) | 1990-04-12 |
| DE3140382A1 (en) | 1983-04-21 |
| JPH036958B2 (en) | 1991-01-31 |
| IE53445B1 (en) | 1988-11-09 |
| FI823426L (en) | 1983-04-11 |
| CA1180895A (en) | 1985-01-15 |
| TR22309A (en) | 1987-01-20 |
| EP0077027A3 (en) | 1984-04-25 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PBP | Patent lapsed |