EP0541547B2 - Novel hydrocarbon fuel, its preparation and use - Google Patents

Novel hydrocarbon fuel, its preparation and use Download PDF

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Publication number
EP0541547B2
EP0541547B2 EP90916967A EP90916967A EP0541547B2 EP 0541547 B2 EP0541547 B2 EP 0541547B2 EP 90916967 A EP90916967 A EP 90916967A EP 90916967 A EP90916967 A EP 90916967A EP 0541547 B2 EP0541547 B2 EP 0541547B2
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Prior art keywords
fuel
gasoline
hydrocarbons
engine
mixture
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German (de)
English (en)
French (fr)
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EP0541547A1 (en
EP0541547B1 (en
EP0541547A4 (en
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William L. Talbert
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Talbert Fuel Systems Inc
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Talbert Fuel Systems Inc
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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
    • C10L1/023—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only for spark ignition
    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power

Definitions

  • This invention relates to a new fuel comprising a hydrocarbon mixture being limited to hydrocarbons within the range ⁇ C 6 to C 10 , to a method for producing this fuel, and to a method of operating an improved internal combustion engine using the fuel of the invention.
  • Present day automotive gasoline consists of a mixture of hydrocarbons which range from C 4 to about C 12 .
  • the lower molecular weight fraction, such as butane isomers, is more volatile and it has always been the practice to include substantial portions of these volatiles in the fuel to insure proper engine performance.
  • This practice is at best a compromise since the presence of the volatiles, on the one hand, causes an undue risk of explosion during storage and handling; and the inherent evaporative and emission losses contribute to Pollution; but, on the other hand, the volatiles have always been considered necessary for good cold engine starting.
  • a certain amount of the volatiles have been incorporated in gasoline.
  • the exact amount of the volatiles may vary according to the climate where it is sold. In fact, industry has set voluntary limits so that each area will have a motor fuel having sufficient volatility for the prevailing climate. High levels of volatile components assure satisfactory starting and warm-up at the lowest temperature expected, and low levels of volatile components protect against vapor-lock in high temperature climates.
  • Reid Vapor Pressure is the accepted measurement of gasoline volatility and it represents the vapor pressure at 100°F (37.78°C).
  • Current fuels require a relatively high amount of volatile components which raises the Reid Vapor Pressure to undesirable levels. It is highly desirable to formulate a fuel which satisfies the volatility requirements without raising the Reid Vapor Pressure to the undesirable level found in the prior art fuels.
  • Present day gasoline also contains, in addition to the volatile light-weight and the intermediate-weight components, a heavy-weight component which, like the volatile component, is also associated with several disadvantages.
  • the gasoline of today when used as a fuel in present day short stroke engines, results in incomplete combustion because there is insufficient tine or temperature to burn the heavy hydrocarbon components. This results in a certain amount of gasoline being wasted and this contributes to pollution.
  • Conventional C 4 -C 12 has too much energy in it for conventional internal combustion engines in that if combusted with enough air (stoichiometric or slightly above) it will burn too hot for the engine or it will produce high levels of nitrous oxides.
  • the heavy components are left in present day fuel because their presence is considered necessary to provide a fuel having suitable properties for automotive use.
  • conventional C 4 -C 12 gasoline requires considerable front end priming with light components (C 4 and/or C 5 ) to achieve adequate front end volatility for starting engines equipped with standard carburetion systems.
  • conventional C 4 -C 12 gasoline which contains these heavy components (C 11 and C 12 ) cannot be easily gasified and maintained in the gaseous state without recondensing. Consequently, conventional C 4 -C 12 gasoline has limited utility in a more efficient carburetion system of the type which requires gasification in the absence of air before mixing the gasified fuel with air for combustion. Therefore, in view of the shortcomings associated with the heavy weight hydrocarbons, especially C 11 and C 12 , it would be highly desirable to formulate a fuel without these heavy components being present while also avoiding the problems associated with the absence of these components.
  • the ideal combustion mixture for internal combustion engines consists of a fuel in the vapor or gaseous state thoroughly mixed with adequate air to support combustion. In this condition, fuel-rich pockets, which are responsible for detonation or "knock,” are eliminated and carbon deposits responsible for preignition are minimized due to more complete combustion. Because detonation or preignition can damage or ruin an engine, current gasolines have octane boosters such as aromatics contained therein to reduce "knock" since current engines have fuel and air intake systems which produce droplets of fuel that contribute to fuel rich pockets in the combustion chambers of the engines. Slowing the burn with octane boosters lowers the combustion efficiency of the engine and increases the exhaust pollution. Therefore, it would be highly desirable to provide a fuel which avoids octane boosters, is rated at a lower octane value but which has highly desirable burning characteristics so that the fuel does not produce engine knock
  • a primary object of this invention is to provide an improved fuel which facilitates the achievement of ideal combustion mixtures for internal combustion engines.
  • Another object of this invention is to provide a lower octane fuel and method of use so as to further improve the combustion efficiency of the fuel in an internal combustion engine.
  • a further object of this invention is to provide a method of operating an internal combustion engine whereby greater combustion efficiencies can be achieved in the engine.
  • the hydrocarbon mixture of the fuel of the present invention is limited to hydrocarbons within the range C 6 -C 10 .
  • C 4 and/or C 5 hydrocarbons are additionally present in the fuel of the present invention, they are a priming agent, said priming agent being present in a minimum effective amount for raising the front end volatility of the fuel to a minimum level for cold engine starting with said minimum effective amount being less than that required for C 4 -C 12 gasoline.
  • the present invention is based on the discovery that front-end priming of fuel is not necessary in gasifier type carburetors and that the heavier components in gasoline are not stable as gases in air using gasifier type carburetors. Therefore it was possible to develop a new fuel that has unique benefits not obtained in C 4 -C 12 gasoline. In addition the new gasification method has distinct advantages over the prior art.
  • the invention relates to a fuel having an intermediate hydrocarbon range relative to conventional C 4 -C 12 gasoline which contains C 4 , C 5 , C 6 , C 7 , C 8 , C 10 , C 11 and C 12 hydrocarbons.
  • This fuel of the invention is made by removing the lighter volatile component as well as the heavier component from a conventional gasoline starting material.
  • the resulting fuel is C 6 -C 10 ; i.e. the hydrocarbons are limited to those in the range C 6 -C 10 .
  • Suitable starting material to produce the fuel of this invention is conventional gasoline having a range of C 4 -C 12 .
  • Both the heavy and light components are removed by any of the known methods currently available such as heat fractionization or the use of heat and vacuum in the absence of air. Once removed, the heavy component may be "cracked" at the refinery to make more fuel and the volatile component, most of which is being wasted today, may be fully recovered at the refinery.
  • gasoline having a range of C 4 -C 12 is mentioned as a useful starting material, it is not critical that the starting material be precisely in this range. Rather, it is the essence of this invention to produce a fuel of intermediate carbon range (i.e. C 6 -C 10 or C 6 to C 9 ) relative to the given range C 4 -C 12 that may be produced directly from refinery hydrocarbon streams.
  • intermediate carbon range i.e. C 6 -C 10 or C 6 to C 9
  • the present invention also provides an improved fuel for use in cars having standard carburetion systems.
  • the above described C 6 -C 10 and C 6 -C 9 fuel can be used in an internal combustion engine having a standard carburetion system by priming the fuel with a minimum amount of C 4 ,C 5 or a mixture of C 4 and C 5 to produce a fuel having adequate front end volatility for starting cars equipped with standard carburetion systems.
  • the fuel may be primed with C 4 and/or C 5 , then the permissible range of the primed fuel will be C 4 -C 9 (winter) and C 4 -C 10 (summer).
  • the amount of C 4 or C 5 priming necessary for achieving adequate front end volatility for starting engines equipped with a standard carburetion system is less than the amount required with conventional C 4 -C 12 gasoline.
  • this aspect of the invention provides an improved fuel for standard carbureted engines and this fuel advantageously contains less C 4 or C 5 than conventional C 4 -C 12 gasoline while maintaining adequate front end volatility and reduced Reid Vapor Pressures.
  • the C 6 -C 10 and C 6 -C 9 fuel requires less priming to achieve adequate front end volatility for starting engines equipped with standard carburetion systems than does normal C 4 -C 12 automotive gasoline.
  • the amount of C 4 , C 5 or mixture of C 4 and C 5 used to prime the C 6 -C 10 or C 6 -C 9 fuel is a minimum effective priming amount necessary to achieve adequate front end volatility for starting a car equipped with a standard carburetor, the priming amount being less than that required for C 4 -C 12 gasoline.
  • the C 6 -C 10 and C 6 -C 9 fuel, primed with C 4 and/or C 5 can also be made by removing the heavy and light components from gasoline as described above for making C 6 -C 10 and C 6 -C 9 with the exception that a minimum effective priming amount of C 4 and/or C 5 is retained in the product to achieve adequate front end volatility for starting a car equipped with a standard carburetor, the priming amount being less than that required for C 4 -C 12 gasoline.
  • Prior art aviation gasoline having a carbon range of C 4 to C 9 would not require the removal of higher molecular weight constituents to be stable as a vapor or gas in ambient air but the use of such prior art fuels would require the lowering of the octane to increase the speed of burn, thus improving combustion efficiency and lowering the pollutants produced during combustion.
  • the conversion of the fuels of this invention into vapors or gasses, homogenizing these vapors or gasses with intake air (ambient or heated) while maintaining gas or vapor stability and combusting this fuel mixture in an engine represents an improved method for achieving higher combustion efficiency while lowering the pollutants of combustion.
  • Figure 1 is a graph which illustrates the fuel efficiency of selected fuels in a 1500 c.c. Albon engine at various engine speeds.
  • the vertical axis shows the efficiency in term of lbs. of fuel/horsepower hour.
  • the horizontal axis measures the engine speed.
  • Figure 1 also illustrates the fuel efficiency of the C 5 -primed fuel of this invention combusted in an identical engine equipped with the improved carburetor of this invention.
  • both the lighter volatile component and the heavier, slow-burning component are removed from gasoline in the C 4 -C 12 range.
  • the removal of the volatile component makes the resultant fuel have a slower rate of burning.
  • the resultant fuel is a C 6 -C 10 or C 6 -C 9 fuel having a burn rate comparable to or better than the starting stock gasoline (C 4 -C 12 ) from which it was made.
  • the most abundant of the volatile components in conventional C 4 -C 12 gasoline is butane and pentane. With regard to the removal of the volatile components it is primarily the butane and pentane which is removed from the C 4 -C 12 gasoline in the practice of this invention. If the gasoline contains hydrocarbons lighter than butane, they are removed, too.
  • the heavy, slow-burning component consists primarily of C 11 and C 12 , each of which exists in numerous isomeric forms. These are removed and, if the starting stock gasoline contains hydrocarbons greater than C 12 , they are also removed. The light volatile components and the heavy, slow-burning components are removed according to conventional known methods.
  • the heavy and light components do not exist as absolutes but rather, as points on a continuum with the most volatile being the lighter hydrocarbons, and a gradual reduction in volatility and burning tendency as the weight is increased. This gives rise to certain "border line” components near both ends of the continuum. It is inevitable that some of these will be removed with the heavier and the lighter components. In general, it is recognized that the border line weights are C 6 and C 10 . According to this invention, a substantial quantity of volatile component, namely hydrocarbons up to 5 carbon atoms, is removed to effectively reduce the potential for explosion and minimize the loss of gasoline due to evaporation. Likewise, the heavy component, namely hydrocarbons having more than more than 10 carbon atoms, is also removed to raise the burn rate of the fuel and effect more complete combustion. Both of these components are removed and this fuel is used with an improvement in fuel combustion efficiency and engine performance.
  • Figure 1 shows a comparison which measures the efficiency of the fuel of the present invention primed with C 5 versus the efficiency of conventional C 4 -C 12 prior art fuels at various engine speeds.
  • the fuel efficiency is measured in terms of Brake Specific Fuel Consumption (lbs. of fuel per horsepower hour). Lower Brake Specific Fuel Consumption values indicate better fuel efficiency.
  • the C 6 -C 10 fuel of this invention may be used to run an engine equipped with the improved gasifier carburetor described herein. However, it is not necessary that volatile components be absent from the fuels used in the improved gasifier combustors since their presence in the fuel does not hinder the gasification process. Thus, some volatile C 4 and/or C 5 may be added to the C 6 -C 10 fuel as a primer, the priming amount being less than that required for C 4 -C 12 gasoline, so that the fuel can be used in a standard carbureted engine as well as an engine equipped with the improved gasifier carburetor.
  • the comparison presented in Figure 1 utilized the C 6 -C 10 fuel of the invention containing some C 5 volatile component as a primer, the priming amount being less than that required for C 4 -C 12 gasoline, so that the resulting C 5 -C 10 fuel will run an engine equipped with an improved gasifier carburetor as well as a standard carbureted engine.
  • the C 5 -C 10 has a boiling point range of about 49°F-345°F (9.4 to 174°C).
  • the C 4 -C 12 gasoline is used as a starting ingredient from which the volatile C 4 and C 5 constituents and the heavy C 11 and C 12 components are removed.
  • the starting C 4 -C 12 gasoline contains a mixture of each of the hydrocarbons (i.e. , a mixture containing C 4 , C 5 , C 6 , C 7 , C 8 , C 9 , C 10 , C 11 and C 12 ). Consequently, the C 6 -C 9 and C 6 -C 10 fuel of the preferred embodiment will likewise contain the same intermediate hydrocarbons which are present in the starting gasoline.
  • C 6 -C 9 will contain, C 6 , C 7 , C 8 , and C 9 and the C 6 -C 10 fuel will contain, C 6 , C 7 , C 8 , C 9 and C 10 hydrocarbons.
  • the fuels of the present invention have an intermediate hydrocarbon range relative to conventional gasoline which has a hydrocarbon range of C 4 -C 12 .
  • the conventional C 4 -C 12 gasoline contains paraffinic hydrocarbons including C 4 , C 5 , C 6 , C 7 , C 8 , C 9 , C 10 , C 11 and C 12 paraffinic hydrocarbons.
  • C 4 , C 5 , C 11 and C 12 paraffinic components of the C 4 -C 12 fuel will result in a fuel which contains paraffinic hydrocarbons, including paraffinic C 9 and C 10 which were originally present in the C 4 -C 12 paraffinic fuel from which the fuel of this invention is derived.
  • the light and heavy components are removed from conventional C 4 -C 12 gasoline to produce a fuel having a hydrocarbon range of C 5 -C 10 , with C 5 being a priming agent as defined in claim 4.
  • a fuel is identical to the C 6 -C 10 fuel with the exception of the presence of the C 5 priming component in the C 5 -C 10 fuel.
  • the C 5 -C 10 fuel will have a boiling point range of about 49°F-345°F (9.45 to 174°C).
  • the starting gasoline preferably contains the entire range of hydrocarbons from C 4 -C 12 as described above, it is not absolutely essential that all of the intermediate hydrocarbons be present in the starting gasoline. However, it is critical that the C 6 -C 9 fuel contains C 9 hydrocarbon and the C 6 -C 10 fuel contain C 9 and C 10 hydrocarbon.
  • the preferred C 6 -C 10 fuel may be defined as the portion remaining when C 4 -C 12 gasoline has removed therefrom lower weight volatile components (up to C 5 ) to substantially reduce evaporative loss and explosion potential and higher weight components (C 11 and higher) to raise the burn rate of the remaining hydrocarbons.
  • the C 6 -C 10 fuel which has these characteristics can be made by removing the volatile and heavy components so that the remaining hydrocarbon mixture will boil within a range of about 121°F-345°F (49.4 to 174°C) at one atmosphere. Such a boiling point range encompasses the boiling point of the lowest boiling C 6 component and the highest boiling C 10 component.
  • a small amount of C 4 , C 5 , C 11 and C 12 may remain after the separation process due to imperfections of gasoline fractionation procedures.
  • This property is an essential aspect of the C 6 -C 10 fuel because the C 6 -C 10 fuel is used in a modified carburetion system in which the fuel is gasified in a heated chamber and then mixed with air for immediate combustion in an automotive internal combustion engine.
  • the absence of condensed droplets allows the fuel to burn much more efficiently than conventional C 4 -C 12 gasoline and, consequently, reduces pollution and improves engine performance.
  • the final boiling point will be 345°F (174°C) and, thus, the resulting fuel will have the desired gasification property.
  • the gasification system used for the C 6 -C 10 fuel of the present invention requires heating the fuel to lower temperatures that would be required for the gasification of C 4 -C 12 gasoline. When lower temperatures are attained, the volumetric efficiency of the air and gas mixture going into an engine is improved.
  • the fuel having hydrocarbons comprised of C 6 -C 10 hydrocarbons will have lower Reid Vapor Pressure than conventional C 4 -C 12 gasoline with functional Reid Vapor Pressures less than two. Nonetheless, the C 6 -C 10 fuel will exhibit good ignition properties in the gaseous state when mixed with air. It will also provide excellent engine starting ability, will have reduced explosive potential and will burn more completely than C 4 -C 12 gasoline. In addition, the C 6 -C 10 fuel will burn cooler in the engine with the modified carburetor and consequently the use of such a fuel will result in less lubrication requirements for the engine.
  • C 4 -C 12 gasoline has high Reid Vapor Pressure and the Reid Vapor Pressure can be adjusted somewhat to provide summer or winter fuels.
  • the Reid Vapor Pressure can be increased by adding volatiles such as C 4 to enhance the winter performance of the conventional gasoline.
  • the present C 6 -C 10 fuel of the invention requires lowering the Reid Vapor Pressure by removing the C 4 and C 5 components.
  • the hydrocarbon range is limited to C 6 -C 10 hydrocarbons. It is therefore surprising that the C 6 -C 10 fuel can be formulated for winter use without additional C 4 priming.
  • a winter fuel can be made in the same manner as the C 6 -C 10 summer fuel with the exception being that the C 10 component is additionally separated from the starting C 4 -C 12 gasoline along with the C 4 , C 5 , C 11 and C 12 components to provide a fuel that when gasified will remain substantially a gas when mixed with colder air.
  • the present invention also provides a winter fuel having hydrocarbons which consists of hydrocarbons in the range C 6 -C 9 .
  • the C 6 -C 9 winter fuel differs from the C 6 -C 10 fuel only in the elimination of the C 10 component which is left in the C 6 -C 10 summer fuel. Consequently, the winter C 6 -C 9 fuel has a final boiling point of 303°F (151°C) and a boiling range of about 121°F-303°F (49 to 151°C).
  • the C 6 -C 9 fuel must contain the C 9 hydrocarbon component and preferably should contain the remaining intermediate hydrocarbons which are C 6 , C 7 , and C 8 since these are preferably present in the C 4 -C 12 gasoline.
  • the C 6 -C 9 winter fuel is burned in an engine in the same manner described above with respect to the C 6 -C 10 fuel and enjoys the same benefits described above with respect to the C 6 -C 10 fuel.
  • the C 6 -C 10 and C 6 -C 9 fuel is gasified by heating in a chamber in the absence of air to a temperature above the final boiling point of the fuel.
  • the C 6 -C 10 and C 6 -C 9 fuels are preferably heated to a temperature 350°F (177°C). Higher temperatures may be used but are not necessary.
  • Conventional C 4 -C 12 would require a temperature of about 75°F (24°C) higher to gasify and when mixed with air it would still have the problem of forming condensation droplets. Additionally, the higher temperature would lower the volumetric efficiency of the engine.
  • C 9 and C 10 must be present in the C 6 -C 10 fuel and C 9 must be present in the C 6 -C 9 fuel because heavy molecular components have the highest energy density. Since these are the highest density components capable of being gasified and remaining a gas when mixed with air, it is important that they remain in the fuel for production of engine power.
  • the C 6 -C 10 and the C 6 -C 9 fuels can be adapted for use in engines having standard carburetion i.e. , carburetors which do not require gasification in a heated chamber in the absence of air).
  • priming the C 6 -C 9 and the C 4 -C 10 fuel with a small amount of a volatile component, i.e. a priming agent will result in the production of an improved fuel which may be used in automobiles equipped with standard carburetion.
  • the priming agent may be C 4 , C 5 , or a mixture of C 4 and C 5 .
  • the primed fuel will have hydrocarbons which consists of hydrocarbons in the range C 4 -C 10 (summer) and C 4 -C 9 (winter).
  • the C 4 -C 9 and C 4 -C 10 fuel is the same as the analogous C 6 -C 9 and C 6 -C 10 fuel except for the presence of a small amount of priming agent in both the C 4 -C 9 and C 4 -C 10 fuel, said small amount being the minimum effective amount for raising the front end volatility of the fuel to a minimum level for cold engine starting with said minimum effective amount being less than that required for C 4 -C 12 gasoline.
  • the amount of priming agent is the minimum amount effective to raise the front end volatility so that the fuel can be used in cars equipped with standard carburetion.
  • the C 4 -C 9 (primed with C 6 -C 9 ) is particularly suitable for winter use and the C 4 -C 10 (primed with C 6 -C 10 ) is particularly suitable for summer use in cars equipped with standard carburetors. It is particularly significant and surprising that the amount of C 4 or C 5 in the C 4 -C 9 (primed C 6 -C 9 ) and C 4 -C 10 (primed C 6 -C 10 ) fuel is less than the amount of C 4 or C 5 in conventional C 4 -C 12 gasoline without sacrificing any of the desirable properties of the gasoline.
  • C 4 -C 9 and C 4 -C 10 fuels have adequate front end volatility yet are lower in Reid Vapor Pressure than conventional C 4 -C 12 gasoline. It is believed that this is because removal of C 11 and C 12 from C 4 -C 12 gasoline means that the remaining fuel will have a higher percentage of C 4 , C 5 , and C 6 hydrocarbons. therefore much of the C 4 and some of the C 5 hydrocarbons can be removed from the C 4 -C 10 and C 4 -C 9 fuel to obtain a functionally equivalent front end volatility in comparison to the original C 4 -C 12 gasoline. This reduces the Reid Vapor Pressure.
  • the fuel of this invention may also contain any of the various additives presently in use or known to be useful in gasoline.
  • this invention produces a fuel having a low Reid Vapor Pressure, as compared to normal automotive gasoline, it is possible to add large amounts of alcohol such as ethanol to the fuel of this invention without raising the Reid Vapor Pressure above the current allowable limits.
  • Alcohol addition to conventional gasoline is known to raise the Reid Vapor Pressure above the allowable limits.
  • Additions of alcohol can be added to the fuels of this invention in an amount of 10-20 per cent by weight without exceeding current Reid Vapor Pressure standards.
  • lubricants or anti-knock compounds may be added to the fuel.
  • a suspension of fine synthetic upper end lubricants or small amounts of anti-knock compounds may be added the fuel of this invention.
  • the fuel of this invention is a C 6 -C 10 hydrocarbon fuel and naturally exists in the liquid state at standard temperature and pressure. Thus the fuel can be shipped, stored and dispensed like conventional gasoline and requires no further processing for use.
  • the fuels of this invention burn cooler than conventional C 4 -C 12 fuel. For this reason it may be advantageous to add an oxygen source to the fuel to obtain more complete combustion.
  • the oxygen source raises the combustion temperature.
  • an oxygenate compound may be added to the fuels of the present invention to raise combustion temperatures or to effect more complete combustion.
  • Typical oxygen sources include oxygenated hydrocarbons such as 1, 2 butylene oxide.
  • C 5 -C 10 fuel was made by removing the hydrocarbons lighter than C 5 and the hydrocarbons heavier than C 10 from a conventional C 4 -C 12 gasoline.
  • the C 4 -C 12 gasoline which served as the starting ingredient contains C 5 , C 6 , C 7 , C 8 , C 9 , and C 10 hydrocarbons in addition to the heavy and light hydrocarbons which were removed therefrom.
  • the resulting C 5 -C 10 fuel therefore contains C 5 , C 6 , C 7 , C 8 , C 9 , C 10 hydrocarbons.
  • the C 5 -C 10 fuel had a Reid Vapor Pressure of 6.
  • the fuel was used to start and run a standard carbureted Herbst Herbst engine. Measurements of fuel efficiency were taken and the results are shown in Table I, (line B). During the test it was noted that the standard carbureted engines started and ran easily even though the fuel had a Reid Vapor Pressure of only 6.
  • the C 4 -C 12 gasoline described in example 1 was used to start and run a Herbst engine which was identical to the engine used for testing the C 5 -C 10 fuel in example 1.
  • the C 4 -C 12 gasoline had a Reid Vapor Pressure of 10.
  • the efficiency of the C 4 -C 12 gasoline was measured and the results are shown in Figure 1 (line A).
  • the C 5 -C 10 fuel used in example 1 was also tested in an engine identical to the engine used in example 1 with the exception that the engine used in example 3 was equipped with an improved carburetion system of the present invention. The fuel efficiency was measured and the results are shown in Table I (line C). During the test it was noted that the C 5 -C 10 fuel easily started and ran the engine equipped with the improved carburetor even though the fuel had a Reid Vapor Pressure of only 6.

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  • Chemical & Material Sciences (AREA)
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  • Chemical Kinetics & Catalysis (AREA)
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  • Combustion & Propulsion (AREA)
  • Organic Chemistry (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Organic Low-Molecular-Weight Compounds And Preparation Thereof (AREA)
  • Liquid Carbonaceous Fuels (AREA)
  • Preparation Of Compounds By Using Micro-Organisms (AREA)
EP90916967A 1990-07-31 1990-07-31 Novel hydrocarbon fuel, its preparation and use Expired - Lifetime EP0541547B2 (en)

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PCT/US1990/004201 WO1992002600A1 (en) 1990-07-31 1990-07-31 Novel hydrocarbon fuel and fuel systems

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EP0541547A1 EP0541547A1 (en) 1993-05-19
EP0541547A4 EP0541547A4 (en) 1993-07-28
EP0541547B1 EP0541547B1 (en) 2000-03-29
EP0541547B2 true EP0541547B2 (en) 2004-11-03

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AT (1) ATE191233T1 (ja)
AU (1) AU657467B2 (ja)
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CA (1) CA2088044C (ja)
DE (1) DE69033497T3 (ja)
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US6007589A (en) * 1998-11-17 1999-12-28 Talbert Fuel Systems Inc. E-gasoline II a special gasoline for modified spark ignited internal combustion engines
WO2009103159A1 (en) 2008-02-21 2009-08-27 Canadian Space Agency Feedback control for shape memory alloy actuators

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US2403279A (en) * 1942-03-26 1946-07-02 Standard Oil Dev Co Production of high octane number fuels
US2593561A (en) * 1948-09-04 1952-04-22 Standard Oil Dev Co Method of preparing rich-mixture aviation fuel
US2857254A (en) * 1955-03-14 1958-10-21 Sun Oil Co Motor fuel
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US4829552A (en) * 1985-12-06 1989-05-09 Rossi Remo J Anti-scatter grid system

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ES2146575T3 (es) 2000-08-16
AU657467B2 (en) 1995-03-16
EP0541547A1 (en) 1993-05-19
CA2088044A1 (en) 1992-02-01
ES2146575T5 (es) 2005-06-01
EP0541547B1 (en) 2000-03-29
EP0541547A4 (en) 1993-07-28
AU6729690A (en) 1992-03-02
JP3202747B2 (ja) 2001-08-27
DE69033497T3 (de) 2005-06-30
HUT66537A (en) 1994-12-28
JPH06501966A (ja) 1994-03-03
DE69033497T2 (de) 2001-01-18
BR9008035A (pt) 1993-06-29
ATE191233T1 (de) 2000-04-15
CA2088044C (en) 2003-02-11
DE69033497D1 (de) 2000-05-04

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