EP1155102A1

EP1155102A1 - Fuel composition

Info

Publication number: EP1155102A1
Application number: EP00912452A
Authority: EP
Inventors: Harald Schwahn; Dietmar Posselt
Original assignee: BASF SE
Current assignee: BASF SE
Priority date: 1999-02-09
Filing date: 2000-02-05
Publication date: 2001-11-21
Also published as: AU3422000A; BR0008087A; NZ513306A; PL191309B1; KR20010111491A; HRP20010661A2; SK10852001A3; DE19905211A1; NO20013864L; EE200100420A; KR100663774B1; WO2000047698A1; MY121511A; TR200102283T2; EP1612257A2; HUP0200270A2; NO20013864D0; EP1277828A3; IL144375A; AU766424B2

Abstract

The invention relates to a fuel composition which is contained in a larger amount of motor petrol. Said composition comprises an aromatics content of 42 vol. % at most and a sulphur content of 150 wt. % ppm at most as well as a smaller amount of at least one motor petrol additive which has a detergent effect or which inhibits the wear of valve seats. Said additive is provided with at least one hydrophobic hydrocarbon radical with a numeric mean molecular weight of 85 to 20,000 and at least one polar grouping.

Description

Fuel composition

description

The present invention relates to a fuel composition containing a special gasoline fuel in a larger amount and selected gasoline additives in a smaller amount.

Carburetors and intake systems of gasoline engines, but also injection systems for fuel metering, are increasingly contaminated with contaminants caused by dust particles from the air, unburned hydrocarbon residues from the combustion chamber and the crankcase ventilation gases that are led into the carburetor.

These residues shift the air-fuel ratio at idle and in the lower part-load range, so that the mixture becomes leaner, the combustion incomplete and, in turn, the proportions of unburned or partially burned hydrocarbons in the exhaust gas increase and gasoline consumption increases.

It is known that, in order to avoid these disadvantages, fuel additives are used to keep valves and carburetor or injection systems of gasoline engines clean (cf., for example: M. Rossenbeck in catalysts, surfactants, mineral oil additives, ed. J. Falbe, U. Hasserodt, p. 223, G. Thieme Verlag, Stuttgart 1978).

The problem of valve seat wear when operating with unleaded petrol also arises with older gasoline engines. In contrast, valve seat wear-inhibiting additives based on alkali or alkaline earth metal compounds have been developed.

Modern gasoline engines require fuels with a complex property profile for trouble-free use, which can only be guaranteed in combination with appropriate gasoline additives. Such petrol generally consist of a complex mixture of chemical compounds and are characterized by physical quantities. The interaction between gasoline fuels and the corresponding additives is, however, in need of improvement in the known fuel compositions with regard to the cleaning or keeping-clean effect and the valve seat wear-inhibiting effect. The object of the present invention was therefore to find a more effective gasoline / gasoline / gasoline additive composition.

Accordingly, a fuel composition was found which in a larger amount contains a petrol with an aromatic content of at most 42 vol.% And a sulfur content of at most 150 ppm by weight, and in a smaller amount at least one petrol additive with detergent effect or with valve seat wear-inhibiting effect, this gasoline additive containing at least one hydrophobic hydrocarbon residue with a number average molecular weight (M _N ) of 85 to 20,000 and at least one polar grouping selected

(a) mono- or polyamino groups with up to 6 nitrogen atoms, at least one nitrogen atom having basic properties,

(b) nitro groups, optionally in combination with hydroxyl groups,

(c) hydroxyl groups in combination with mono- or polyamino groups, at least one nitrogen having basic properties,

(d) carboxyl groups or their alkali metal or alkaline earth metal salts,

(e) sulfonic acid groups or their alkali metal or alkaline earth metal salts,

(f) Polyoxy-C ₂ - to C ₄ -alkylene groupings, which by

Wherein least one nitrogen atom having basic natural sheep has hydroxyl groups, mono- or polyamino min ^¬ en, or by carbamate groups,

(g) carboxylic ester groups,

(h) Groups derived from succinic anhydride with hydroxyl and / or amino and / or amido and / or imido groups and

(i) Groups generated by Mannich reaction of substituted phenols with aldehydes and mono- or polyamines

having. The aromatic content of the petrol is preferably at most 40% by volume, in particular at most 38% by volume. Preferred ranges for the aromatic content are 20 to 42% by volume, in particular 25 to 40% by volume.

The sulfur content of the petrol is preferably at most 100 ppm by weight, in particular at most 50 ppm by weight. Preferred ranges for the sulfur content are 0.5 to 150 ppm by weight, in particular 1 to 100 ppm by weight.

In a preferred embodiment, the petrol has an olefin content of at most 21% by volume, preferably at most 18% by volume, in particular at most 10% by volume. Preferred ranges for the olefin content are 6 to 21% by volume, in particular 7 to 18% by volume.

In a further preferred embodiment, the petrol has a benzene content of at most 1.0% by volume, in particular at most 0.9% by volume. Preferred ranges for the benzene content are 0.5 to 1.0% by volume, in particular 0.6 to 0.9% by volume.

In a further preferred embodiment, the petrol has an oxygen content of at most 2.7% by weight, preferably from 0.1 to 2.7% by weight, especially from 1.0 to 2.7% by weight. , in particular from 1.2 to 2.0% by weight.

Particularly preferred is a petrol which at the same time has an aromatic content of at most 38 vol.%, An olefin content of at most 21 vol.%, A sulfur content of at most 50 ppm by weight, a benzene content of at most 1.0 vol.% And one Oxygen content from 1.0 to 2.7% by weight.

The alcohol and ether content in petrol is usually relatively low. Typical maximum contents are 3 vol.% For methanol, 5 vol.% For ethanol, 10 vol.% For isopropanol, for tert. -Butanol 7 vol .-%, for isobutanol 10 vol .-% and for ethers with 5 or more carbon atoms in the molecule 15 vol .-%.

The summer vapor pressure of petrol is usually a maximum of 70 kPa, especially 60 kPa (each at 37 ° C).

The research octane number ("RON") of the petrol is usually 90 to 100. A common range for the corresponding engine octane number ("MOZ") is 80 to 90. The specifications mentioned are determined using customary methods (DIN EN 228).

The hydrophobic hydrocarbon residue in the petrol additives, which ensures sufficient solubility in the fuel, has a number average molecular weight (M _N ) from 85 to 20,000, in particular from 113 to 10,000, especially from 300 to 5,000. As a typical hydrophobic hydrocarbon residue , in particular in combination with the polar groups (a), (c), (h) and (i), the polypropenyl, polybutenyl and polyisobuteneyl radicals, each with M _N = 300 to 5000, in particular 500 to 2500, occur everything from 750 to 2250.

The following may be mentioned as individual gasoline fuel additives with detergent action or with valve seat wear-inhibiting action.

Additives containing mono- or polyamino groups (a) are preferably polyalkene mono- or polyalkene polyamines based on polypropene or highly reactive (ie with predominantly terminal double bonds - mostly in the α- and β-position) or conventional (ie with predominantly central double bonds) polybutene or Polyisobutene with M _N = 300 to 5000. Such additives based on highly reactive polyisobutene, which from the polyisobutene, which can contain up to 20% by weight of n-butene units, by hydroformylation and reductive amination with ammonia, monoamines or polyamines such as Dimethylaminopropylamine, ethylenediamine, diethylenetriamine, triethylenetetramine or tetraethylene pentamine can be produced, are known in particular from EP-A 244 616. If one starts from the production of the additives of polybutene or polyisobutene with predominantly central double bonds (mostly in the β and γ position), the production route by chlorination and subsequent amination or by oxidation of the double bond with air or ozone to carbonyl or Carboxyl compound and subsequent amination under reductive (hydrogenating) conditions. To Aminie ^¬ tion, the same amines here may be as used above for the reductive amination of the hydroformylated highly reactive polyisobutene. Corresponding additives based on polypropene are described in particular in WO-A 94/24231.

Further preferred additives containing monoamino groups (a) are the hydrogenation products of the reaction products of polyisobutenes with an average degree of polymerization P = 5 to 100 with nitrogen oxides or mixtures of nitrogen oxides and oxygen, as are described in particular in WO-A 97/03946. Further preferred additives containing monoamino groups (a) are the compounds obtainable from polyisobutene epoxides by reaction with amines and subsequent dehydration and reduction of the amino alcohols, as described in particular in DE-A 196 20 262 5.

Additives containing nitro groups, optionally in combination with hydroxyl groups, (b) are preferably reaction products of polyisobutenes having an average degree of polymerization P = 5 to 100 or

10 10 to 100 with nitrogen oxides or mixtures of nitrogen oxides and oxygen, as described in particular in WO-A 96/03367 and WO-A 96/03479. These reaction products are usually mixtures of pure nitropolyisobutanes (e.g. α, β-dinitropolyisobutane) and mixed hydroxynitropolyisobutanes

15 (e.g. -Nitro-ß-hydroxypolyisobutane).

Additives containing hydroxyl groups in combination with mono- or polyamino groups (c) are in particular reaction products of polyisobutene epoxides, obtainable from polyisobutene preferably having predominantly 20 terminal double bonds with M _N = 300 to 5000, with ammonia, mono- or polyamines, as described in particular in EP A 476 485 are described.

Additives containing carboxyl groups or their alkali metal or alkaline earth metal salts (d) are preferably copolymers of C ₂ -C ₄ o-olefins with maleic anhydride with a total molar mass of 500 to 20,000, the carboxyl groups of which are wholly or partly to the alkali metal or Alkaline earth metal salts and a remainder of the carboxyl groups are reacted with alcohols or amines. Such additives are known in particular from EP-A 307 815. Such additives mainly serve to prevent valve seat wear and, as described in WO-A 87/01126, can advantageously be used in combination with conventional fuel detergents such as poly (iso) butenamines or polyetheramines.

Additives containing sulfonic acid groups or their alkali metal or alkaline earth metal salts (s) are preferably alkali metal or alkaline earth metal salts of an alkyl sulfosuccinic acid ester, as described in particular in EP-A 639 632. Such additives mainly serve to prevent valve seat wear and can advantageously be used in combination with conventional fuel detergents such as poly (iso) butenamines or polyetheramines. Additives containing polyoxy-C ₂ to C ₄ -alkylene groupings (f) are preferably polyethers or polyether amines which are obtained by reacting C to C ₆ o-alkanols, C ₆ to C ₃₀ alkanediols, mono- or di-C ₂ -C ₃₀ alkylamines, Cι-C ₃₀ alkylcyclohexanols or C ₁ -C ₃₀ alkylphenols with 1 to 30 mol of ethylene oxide and / or

Propylene oxide and / or butylene oxide per hydroxyl group or amino group and, in the case of the polyetheramines, can be obtained by subsequent reductive amination with ammonia, monoamines or polyamines. Such products are described in particular in EP-A 310 875, EP-A 356 725, EP-A 700 985 and US-A 4 877 416. In the case of polyethers, such products also have carrier oil properties. Typical examples of this are tridecanol or isotridecanol butoxylates, isononylphenol butoxylates and polyisobutenol butoxylates and propoxylates as well as the corresponding reaction products with ammonia.

Additives containing carboxylic acid ester groups (g) are preferably esters of mono-, di- or tricarboxylic acids with long-chain alkanols or polyols, in particular those with a minimum viscosity of 2 mm ² / s at 100 ° C., as described in particular in

DE-A 38 38 918 are described. Aliphatic or aromatic acids can be used as mono-, di- or tricarboxylic acids, and long-chain representatives with, for example, 6 to 24 carbon atoms are particularly suitable as ester alcohols or polyols. Typical representatives of the esters are adipates, phthalates, isophthalates, terephthalates and trimellitates of iso-octanol, iso-nonanol, iso-decanol and iso-tridecanol. Such products also have carrier oil properties.

Groups derived from succinic anhydride and containing hydroxyl and / or amino and / or amido and / or imido groups (h) are preferably corresponding derivatives of polyisobutenylsuccinic anhydride, which can be obtained by reacting conventional or highly reactive polyisobutene with M _N = 300 to 5000 with maleic anhydride can be obtained thermally or via the chlorinated polyisobutene. Derivatives with aliphatic polyamines such as ethylene diamine, diethylene triamine, triethylene tetramine or tetraethylene pentamine are of particular interest. Such gasoline fuel additives are described in particular in US Pat. No. 4,849,572.

Groupings (i) containing additives produced by Mannich reaction of substituted phenols with aldehydes and mono- or polyamines are preferably reaction products of polyisobutene-substituted phenols with formaldehyde and mono- or polyamines such as ethylenediamine, diethylenetriamine, triethylenetetramine, tetraethylenepentamine or dirnethylaminopropylamine. The polyisobutenyl Substituted phenols can come from conventional or highly reactive polyisobutene with M _N = 300 to 5000. Such “polyisobutene Mannich bases” are described in particular in EP-A 831 141.

For a more precise definition of the individual listed gasoline fuel additives, reference is expressly made here to the disclosures of the abovementioned prior art documents.

The fuel composition according to the invention can also contain other conventional components and additives. Primarily carrier oils without a pronounced detergent effect are to be mentioned here, for example mineral carrier oils (base oils), in particular those of the viscosity class "Solvent Neutral (SN) 500 to 2000", and synthetic carrier oils based on olefin polymers with M _N = 400 to 1800 , especially based on polybutene or polyisobutene (hydrogenated or non-hydrogenated), of polyalphaolefins or polyinternal olefins.

As solvents or diluents (when additive packages are provided) there are aliphatic and aromatic hydrocarbons, e.g. Solvent Naphtha.

Other common additives are corrosion inhibitors, for example based on ammonium salts of organic carboxylic acids which tend to form films, or of heterocyclic aromatics in the case of non-ferrous metal corrosion protection, antioxidants or stabilizers, for example based on amines such as p-phenylenediamine, dicyclohexylamine or derivatives thereof or phenols such as 2 , 4-di- tert. -butylphenol or 3, 5 -ditert. -butyl-4 -hydroxyphenylpropionic acid, demulsifiers, antistatic agents, metallocenes such as ferrocene or methylcyclopentadienylmanganese tricarbonyl, lubricity improvers (lubricity additives) such as certain fatty acids, alkenylsuccinic acid esters, bis (hydroxyalkyl) fatty amines, ricinoleic acids and hydroxyacetamides or hydroxyacetamides ). Sometimes amines are added to lower the pH of the fuel.

Combinations of the gasoline described with a mixture of gasoline additives with the polar grouping (f) and corrosion inhibitors and / or lubricity improvers based on carboxylic acids or fatty acids, which may be present as monomeric and / or dimeric species, are also used for the fuel composition according to the invention , into consideration. Typical mixtures of this type contain polyisobutene amines in combination with alkanol-started polyethers such as tridecanol or isotridecanol butoxylates or propoxylates, poly- isobutenamines in combination with alkanol-started polyether amines such as tridecanol or isotridecanol butoxylate-ammonia reaction products and alkanol-started polyether amines such as tridecanol or isotridecaolbutoxyla-ammonia reaction products in combination with alkanol-started polyethers or isotatenate propanol-together with trisecenate-ethoxylates - trideceno-benzo Lubricant - improving the quality.

The above-mentioned gasoline fuel additives with the polar groupings (a) to (i) and the other components mentioned are metered into the gasoline fuel and develop their effect there. The components or additives can be added to the petrol individually or as a previously prepared concentrate (“additive package”).

The petrol additives mentioned with the polar groupings (a) to (i) are usually added to the petrol in an amount of 1 to 5000 ppm by weight, in particular 5 to 3000 ppm by weight, especially 10 to 1000 ppm by weight . The other components and additives mentioned are added, if desired, in amounts customary for this.

In the fuel composition according to the invention, surprisingly, with significantly less detergent or valve seat wear-inhibiting agent, the same cleaning or keeping-in or valve seat wear-inhibiting effect can be achieved as in conventional fuel compositions of the prior art. Furthermore, surprisingly, when using the same amounts of detergent or valve seat wear-inhibiting agent in the fuel composition according to the invention, compared to conventional fuel compositions, there is a significantly better cleaning or cleaning effect or valve seat wear-inhibiting effect.

Furthermore, the fuel composition according to the invention also has advantages in that fewer deposits are formed in the combustion chamber of the gasoline engine and that less additive is introduced into the engine oil via the fuel dilution.

The following examples are intended to explain the invention in more detail, but without restricting it. Examples:

The petrol fuels listed in Table 1 with the specified specification were used, with OK 1 being a typical commercially available fuel.

Table 1

Manufacture of fuel compositions

Example 1

700 mg of a polyisobutenamine, produced by hydroformylation and subsequent reductive amination with ammonia of highly reactive polyisobutene with M _N = 1000 and dilution to the same parts by weight with C ₁₀ -Ci ₄ paraffin (Kerocom® PIBA from BASF Aktiengesellschaft) , were dissolved in 1 kg of OKI according to Table 1.

Example 2

700 mg of the same polyisobutenamine as in Example 1 were dissolved in 1 kg of OK2 according to Table 1.

Example 3

600 mg of a commercial additive composition for petrol containing a detergent with carbamate groups according to grouping (f) in a conventional amount were dissolved in 1 kg OKI according to Table 1. Example 4

600 mg of the same commercial additive composition for gasoline as in Example 3 were dissolved in 1 kg OK2 according to Table 1.

Example 5

400 mg of a commercially available additive composition for petrol, containing a detergent, produced by chlorination and subsequent amination of polyisobutene with M _N = 950 with predominantly central double bonds, were dissolved in 1 kg of OKI according to Table 1.

Example 6

400 mg of the same commercial additive composition for petrol as in Example 5 was dissolved in 1 kg OK2 according to Table 1.

Example 7

750 m of a commercially available additive composition for petrol, containing 50% by weight of the same polyisobutenamine as in Example 1, as well as mineral and synthetic carrier oils and corrosion protection, each in the amounts customary for this (Keropur® 3222 from BASF Aktiengesellschaft), were obtained in 1 kg of OKI Table 1 solved.

Example 8

350 mg of the same commercial additive composition for gasoline as in Example 7 were dissolved in 1 kg OK2 according to Table 1.

Example 9

500 mg of a commercial additive composition for petrol, containing 60% by weight of the same polyisobutenamine as in Example 1 and mineral carrier oil and corrosion protection, each in the usual amounts (Keropur® 3233 from BASF Aktiengesellschaft), were made in 1 kg of OKI Table 1 solved. Example 10

500 mg of the same commercial additive composition for gasoline as in Example 9 were dissolved in 1 kg OK2 according to Table 1.

Example 11

700 mg of a mixture of 50% by weight of the same polyisobutene amine as in Example 1 and 50% by weight of a commercially available wear protection additive (Kerocom® 3280 from BASF Aktiengesellschaft) were dissolved in 1 kg of OKI according to Table 1.

Example 12

700 mg of the same additive composition for gasoline as in Example 11 were dissolved in 1 kg of 0K2 according to Table 1.

Application studies

Example 13

Gasoline according to Example 1 was tested for its suitability for intake system cleanliness. This was done with the help of engine tests that were carried out in test bench tests with a Mercedes-Benz engine in accordance with CEC F-05-A-93. As expected, the intake valve deposits were significantly reduced compared to the non-additive base value according to Table 2 below.

Example 14

Gasoline according to Example 2 was tested for its suitability for intake system cleanliness. This was done with the help of engine tests that were carried out in test bench tests with a Mercedes-Benz engine CEC F-05-A-93. As expected, the intake valve deposits were significantly reduced compared to the non-additive base value according to Table 2 below. Surprisingly, it was found that, compared to Example 13, the inlet valves were kept completely clean with the same amount of fuel additive.

Example 15

Gasoline according to Example 3 was tested for its suitability for intake system cleanliness. This was done with the help of engine tests, which were carried out in test bench tests with a Mercedes Benz engine CEC F-05-A-93 were carried out. As expected, the intake valve deposits were significantly reduced compared to the non-additive base value according to Table 2 below.

Example 16

Gasoline according to Example 4 was tested for its suitability for intake system cleanliness. This was done with the help of engine tests that were carried out in test bench tests with a Mercedes-Benz engine CEC F-05-A-93. As expected, the intake valve deposits were significantly reduced compared to the non-additive base value according to Table 2 below. Surprisingly, it was found that, in comparison with Example 15, the intake valves are kept practically completely clean with the same amount of fuel additive.

Example 17

Gasoline according to Example 5 was tested for its suitability for intake system cleanliness. This was done with the help of engine tests that were carried out in test bench tests with a Mercedes-Benz engine CEC F-05-A-93. As expected, the intake valve deposits were significantly reduced compared to the non-additive base value according to Table 2 below.

Example 18 (according to the invention)

Gasoline according to Example 6 was tested for its suitability for intake system cleanliness. This was done with the help of engine tests that were carried out in test bench tests with a Mercedes-Benz engine CEC F-05-A-93. As expected, the intake valve deposits were significantly reduced compared to the non-additive base value according to Table 2 below. Surprisingly, it was found that, in comparison to Example 17, the intake valves are kept practically completely clean with the same amount of fuel additive.

Example 19

Gasoline according to Example 7 was tested for its suitability for intake system cleanliness. This was done with the help of engine tests that were carried out in test bench tests with a Mercedes-Benz engine CEC F-05-A-93. As expected, the intake valve deposits were not compared to that additive base value according to Table 2 below significantly reduced.

Example 20

Gasoline according to Example 8 was tested for its suitability for intake system cleanliness. This was done with the help of engine tests that were carried out in test bench tests with a Mercedes-Benz engine CEC F-05-A-93. As expected, the intake valve deposits were significantly reduced compared to the non-additive base value according to Table 2 below. Surprisingly, it was found that significantly less fuel additive is required compared to Example 19 to keep the intake valves clean on the same order of magnitude.

Example 21

Gasoline according to Example 9 was tested for its suitability for intake system cleanliness. This was done with the help of engine tests that were carried out in test bench tests with a Mercedes-Benz engine CEC F-05-A-93. As expected, the intake valve deposits were significantly reduced compared to the non-additive base value according to Table 2 below.

Example 22

Gasoline according to Example 10 was examined for its suitability for intake system cleanliness. This was done with the aid of engine tests which were carried out in bench tests with a Mer ^¬ cedes-Benz engine CEC F-05-A-93rd As expected, the intake valve deposits were significantly reduced compared to the non-additive base value according to Table 2 below. Surprisingly, it was found that, in comparison to Example 21, the intake valve was kept much cleaner with the same amount of fuel additive.

Example 23

Gasoline according to Example 11 was tested for its suitability for intake system cleanliness. This was done with the help of engine tests that were carried out in test bench tests with a Mercedes-Benz engine CEC F-05-A-93. The intake valve deposits were not expected as compared to additive base value according to Table 2 below significantly reduced.

Example 24

Gasoline according to Example 12 was tested for its suitability for intake system cleanliness. This was done with the help of engine tests that were carried out in test bench tests with a Mercedes-Benz engine CEC F-05-A-93. As expected, the intake valve deposits were significantly reduced compared to the non-additive base value according to Table 2 below. Surprisingly, it was found that, in comparison to Example 23, the intake valves were kept much cleaner with the same amount of fuel additive.

Table 2

(in brackets the basic value of the fuel not added!

Claims

claims

1. Fuel composition containing a petrol with a maximum aromatic content in a larger amount

42 vol .-% and a maximum sulfur content of 150 ppm by weight, and in a smaller amount at least one petrol - additive with detergent effect or with valve seat wear - inhibiting effect, this petrol additive at least one hydrophobic hydrocarbon residue with a number average molecular weight (M _N ) from 85 to 20,000 and at least one polar group selected from

(b) nitro groups, if necessary in combination with hydroxyl groups,

(d) carboxyl groups or their alkali metal or alkaline earth metal salts,

(e) sulfonic acid groups or their alkali metal or alkaline earth metal salts,

(f) Polyoxy-C - to C ₄ -alkylene groupings, which by

Hydroxyl groups, mono- or polyamino groups, where at least one nitrogen atom has basic properties, or are terminated by carbamate groups,

(g) carboxylic ester groups,

having.

2. A fuel composition according to claim 1, containing as a gasoline fuel additive with polar groupings (a) polyalkene mono- or polyalkene polyamines based on polypropene, polybutene or polyisobutene with M _N = 300 to 5000.

3. Fuel composition according to claim 1, containing as a gasoline fuel additive with polar groupings (b) reaction products of polyisobutenes with an average degree of polymerization P = 5 to 100 with nitrogen oxides or mixtures of nitrogen oxides and oxygen.

4. A fuel composition as claimed in claim 1, containing as a gasoline additive with polar groups (c) reaction products of polyisobutene epoxides, obtainable from polyisobutene having predominantly double bonds with M _N = 300 to 5000, with ammonia, mono- or polyamines.

5. Fuel composition according to claim 1, containing as a gasoline fuel additive with polar groupings (d) copolymers of C ₂ -C ₄ o-olefins with maleic anhydride with a total molecular weight of 500 to 20,000, the carboxyl groups of which are wholly or partly to the alkali metal or alkaline earth metal salts and a remaining residue of the carboxyl groups are reacted with alcohols or amines.

6. A fuel composition according to claim 1, containing as an petrol additive with polar groups (e) alkali metal or alkaline earth metal salts of an alkyl sulfosuccinate.

7. A fuel composition according to claim 1, containing as a petrol additive with polar groups (f) polyethers or polyetheramines, obtainable by reacting C -C o-alkanols, C ₆ -C ₆ o-alkanediols, mono- or di-C -C ₃₀ alkylamines, Cι-C ₃₀ alkylcyclohexanols or C _! -C ₃ o-alkylphenols with 1 to 30 mol of ethylene oxide and / or propylene oxide and / or butylene oxide per hydroxyl group or amino group and, in the case of the polyetheramines, by subsequent reductive amination with ammonia, monoamines or polyamines.

A fuel composition according to claim 1, containing as a gasoline fuel additive with polar groups (g) esters of mono-, di- or tricarboxylic acids with long-chain alkanols or polyols.

9. A fuel composition according to claim 1, containing as a petrol additive with polar groups (h) derivatives of polyisobutenyl succinic anhydride, obtainable by reaction of conventional or highly reactive polyisobutene

5 with M _N = 300 to 5000 with maleic anhydride thermally or via chlorinated polyisobutene.

10. A fuel composition according to claim 1, comprising as a gasoline fuel additive with polar groups (i)

10 products of polyisobutene-substituted phenols with formaldehyde and mono- or polyamines.

11. A fuel composition according to claims 1 to 10, containing a petrol with an olefin content of max.

15 times 21 vol.%.

12. A fuel composition according to claims 1 to 11, containing a petrol with a benzene content of at most 1.0 vol.%.

20th

13. A fuel composition according to claims 1 to 12, containing a petrol with an oxygen content of at most 2.7 wt .-%.

25 14. Fuel composition according to claims 1 to 13, containing the gasoline fuel additives with the polar groups (a) to (i) in an amount of 1 to 5000 ppm by weight.

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