EP1945742A1 - Compositions de carburant contenant des additifs pour carburant - Google Patents

Compositions de carburant contenant des additifs pour carburant

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Publication number
EP1945742A1
EP1945742A1 EP06794601A EP06794601A EP1945742A1 EP 1945742 A1 EP1945742 A1 EP 1945742A1 EP 06794601 A EP06794601 A EP 06794601A EP 06794601 A EP06794601 A EP 06794601A EP 1945742 A1 EP1945742 A1 EP 1945742A1
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EP
European Patent Office
Prior art keywords
fuel
weight
additive
test
composition
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP06794601A
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German (de)
English (en)
Inventor
Ian David Hurst
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Fuel Performance Solutions Ltd
Original Assignee
Fuel Performance Solutions Inc
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Filing date
Publication date
Application filed by Fuel Performance Solutions Inc filed Critical Fuel Performance Solutions Inc
Publication of EP1945742A1 publication Critical patent/EP1945742A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/143—Organic compounds mixtures of organic macromolecular compounds with organic non-macromolecular compounds
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/146—Macromolecular compounds according to different macromolecular groups, mixtures thereof
    • 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
    • C10L10/00—Use of additives to fuels or fires for particular purposes
    • C10L10/04—Use of additives to fuels or fires for particular purposes for minimising corrosion or incrustation
    • 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
    • C10L10/00—Use of additives to fuels or fires for particular purposes
    • C10L10/08—Use of additives to fuels or fires for particular purposes for improving lubricity; for reducing wear
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/18—Organic compounds containing oxygen
    • C10L1/182—Organic compounds containing oxygen containing hydroxy groups; Salts thereof
    • C10L1/1822—Organic compounds containing oxygen containing hydroxy groups; Salts thereof hydroxy group directly attached to (cyclo)aliphatic carbon atoms
    • C10L1/1824—Organic compounds containing oxygen containing hydroxy groups; Salts thereof hydroxy group directly attached to (cyclo)aliphatic carbon atoms mono-hydroxy
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/18—Organic compounds containing oxygen
    • C10L1/19—Esters ester radical containing compounds; ester ethers; carbonic acid esters
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/18—Organic compounds containing oxygen
    • C10L1/19—Esters ester radical containing compounds; ester ethers; carbonic acid esters
    • C10L1/191—Esters ester radical containing compounds; ester ethers; carbonic acid esters of di- or polyhydroxyalcohols
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/18—Organic compounds containing oxygen
    • C10L1/192—Macromolecular compounds
    • C10L1/198—Macromolecular compounds obtained otherwise than by reactions involving only carbon-to-carbon unsaturated bonds homo- or copolymers of compounds having one or more unsaturated aliphatic radicals, each having only one carbon to carbon double bond, and at least one being terminated by an acyloxy radical of a saturated carboxylic acid, of carbonic acid
    • C10L1/1985—Macromolecular compounds obtained otherwise than by reactions involving only carbon-to-carbon unsaturated bonds homo- or copolymers of compounds having one or more unsaturated aliphatic radicals, each having only one carbon to carbon double bond, and at least one being terminated by an acyloxy radical of a saturated carboxylic acid, of carbonic acid polyethers, e.g. di- polygylcols and derivatives; ethers - esters
    • 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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/22—Organic compounds containing nitrogen
    • C10L1/222—Organic compounds containing nitrogen containing at least one carbon-to-nitrogen single bond
    • C10L1/224—Amides; Imides carboxylic acid amides, imides

Definitions

  • Diesel engines present a problem for the automotive and transportation industry because exhaust emissions typically include high levels of particulate matter (PM) together with oxides of nitrogen (NO x ) Diesel engine particulate emissions can be visible in the form of black smoke exhaust.
  • PM particulate matter
  • NO x oxides of nitrogen
  • Diesel engine particulate emissions can be visible in the form of black smoke exhaust.
  • diesel engine particulate matter emissions can be controlled by the use of black smoke filters or catalytic converters. While these emission-control devices can be effective in decreasing particulate matter emissions, they are not effective in reducing NO x emissions and may have an adverse effect upon fuel economy.
  • Compression ignition engines have been tested using multiple different fuels from varying petroleum based feedstocks. In selecting a fuel composition, the effects of that composition upon several factors should be evaluated. Among these factors are engine performance (including efficiency and emissions), cost of end product, necessary infrastructure changes to produce the components of the composition and availability of feedstock to provide those components.
  • Biodiesel is a non-toxic, biodegradable replacement for petroleum diesel, made from vegetable oil, recycled cooking oil and tallow.
  • Biodiesel belongs to a family of fatty acids called methyl esters defined by medium length, C 16 -C 18 fatty acid linked chains. These linked chains help differentiate biodiesel from regular petroleum distillate-derived diesel.
  • Biodiesel has performance characteristics similar to conventional petroleum-based diesel but can be cleaner burning.
  • Blends of biodiesel and petroleum-based diesel can reduce particle, hydrocarbon and carbon monoxide emissions compared with conventional diesel.
  • Direct benefits associated with the use of biodiesel in a 20% blend with conventional petroleum-distillate derived diesel as opposed to using straight diesel, include increasing the fuel's cetane and lubricity for improved economy and engine life and reducing the fuel's emissions profile for CO, CO 2 , PM and HC and/or reductions in fuel injector deposits.
  • biodiesel is expensive to manufacture and may not help reduce NO x emissions. Some biodiesels, in fact, exacerbate NO x emissions.
  • a further purpose of the invention is to provide a method for improving fuel efficiency and/or reducing internal fouling deposits in engines operated at average ambient temperatures above O 0 C.
  • fuel compositions utilising hydrocarbon fuel such as petroleum-derived gasoline, diesel or kerosene incorporating an additive blend of two or three key components, generally as set out in Claim 1 herein.
  • the fuel composition may include a fraction of synthetic blend derived from natural gas condensate.
  • Such useful fuel compositions can be high lubricity, high cetane fuel.
  • certain bio- diesel blends have been known to create extra NO x emissions.
  • R 1 is C 9 or C 10 and x is 2.5.
  • the additive may, for example, contain 30 to 80% of ethoxylated alcohol.
  • the additive includes 40 to 60% ethoxylated alcohol component, and in other embodiments 50% to 60%by weight of (a) as defined in Claim 1.
  • the amount of (a) exceeds the sum of (b) and (c). This may particularly be the case for kerosene (heating oil) compositions and diesel fuel compositions. It may also be preferred within additive blends for diesel fuel compositions, that the alkanolamide component (c) may be absent, in such embodiments, the fuel additive then still consists of (a) plus (b).
  • polyethylene glycol ester component (b) preferably R 3 is C 17 and R 5 is COR 3 .
  • Polyethylene glycol diesters of oleic acid are preferred, as are polyethylene glycol ditallates, although the corresponding mono-oleates can be used.
  • the preferred polyethylene glycol ester component (b) may include blends of different such glycol esters of the same general formula.
  • the additive includes from about 40 to 15%, and in other embodiments 35% to 25% of polyethylene glycol ester constituent, and in further embodiments 30% to 25% by weight of (b).
  • alkanolamide component (c) when present, preferably R 6 is Ci 7 and R 7 is CH 2 CH 2 OH. Oleic acid diethanolamides are highly preferred.
  • the ethanolamide component may be a blend of different alkanolamides corresponding to the general formula III. In some embodiments, the additive includes 40% to about 15%, in other embodiments 25% to 15% by weight of alkanolamide.
  • Ethoxylated alcohols can be prepared by alkoxylation of linear or branched chain alcohols with commercially available alkylene oxides, such as ethylene oxide (“EO”) or propylene oxide (“PO”) or mixtures thereof.
  • alkylene oxides such as ethylene oxide (“EO”) or propylene oxide (“PO”) or mixtures thereof.
  • Ethoxylated alcohols suitable for use in the invention are available from Tomah Products, Inc. of 337 Vincent Street, Milton, Wisconsin 53563 under the trade name of TomadolTM.
  • Preferred TomadolTM products include Tomadol 91-2.5 and Tomadol 1-3.
  • TomadolTM 91-2.5 is a mixture of C 9 , C 10 and C 11 alcohols with an average of 2.7 moles of ethylene oxide per mole of alcohol.
  • the HLB value (Hydrophyllic/Lipophyllic Balance) of TomadolTM 91-2.5 is reported as 8.5.
  • TomadolTM 1-3 is an ethoxylated Cu (major proportion) alcohol with an average of 3 moles of ethylene oxide per mole of alcohol.
  • the HLB value is reported as 8.7.
  • ethoxylated alcohols include Huntsman Corp., Salt Lake City, UT, Condea Vista Company, Houston, TX and Rhodia, Inc., Cranbury, NJ.
  • the monoester (b) can be manufactured by alkoxylation of a fatty acid (such as oleic acid, linoleic acid, coco fatty acid, etc.) with EO, PO or mixtures thereof.
  • the diesters can be prepared by the reaction of a polyethylene glycol with two molar equivalents of a fatty acid.
  • Preferred polyethylene glycol esters (b) are PEG 400 dioleate, which is available from Lambent Technologies Inc. of Skokie, IL, as Lumulse 41-0 and PEG 600 dioleate, also available from Lambent as Lumulse 62-0.
  • Another polyethylene glycol ester (b) suitable for use in the invention includes Mapeg brands 400-DOT and 600-DOT and/or Polyethylene glycol 600 ditallate from BASF Corporation, Speciality Chemicals, Mt. Olive, NJ. Other suppliers of these chemicals are Stepan Co., Lonza, Inc. and Goldschmidt, AG of Hopewell, VA.
  • the alkanolamide(s) (c) can be prepared by reacting a mono- or diethanolamide with a fatty acid ester.
  • a preferred alkanolamide is oleic diethanolamide.
  • Alkanolamides suitable for use in the invention are available from Mclntyre Group, University Park, IL under the trade name of Mackamide.
  • Mackamide MO Mackamide MO
  • Oleamide DEA Henkel Canada
  • suitable alkanolamides such as Comperlan OD, "Oleamide DEA”.
  • Other commercial sources of alkanolamides are Rhodia, Inc. and Goldschmidt AG.
  • the components of fuel additive can be mixed in any order using conventional mixing devices. Ordinarily, the mixing will be done at ambient temperatures from about O 0 C to 35°C. Normally, the fuel additive can be splash blended into the base fuel. Ideally, the fuel additive will be a homogeneous mixture of each of its components.
  • the fuel composition will comprise from about 0.001 to 5% by weight, preferably 0.001 to 3% or 0.01 to 3% of the fuel additive composition.
  • Fuel compositions according to the invention exclude the presence of other non specified or non defined fuel additive components within the present 'closed' definition of the term "fuel additive".
  • test procedure CEC F-23-A-01, Issue 11 Fuel consumption was measured by Mass Flow Rate and expressed in Kg/Hr.
  • Injector nozzle fouling results are expressed in terms of the percentage airflow loss at various injector needle lift points. Airflow measurements were accomplished with an airflow rig complying with ISO 4010.
  • the engine used for the test was a Peugeot XUD9AL unit supplied by PSA specifically for the Nozzle Coking Test, as originally specified by CEC Working Group PF-23.
  • Injection pump Roto Diesel DCP R 8443 B910A
  • Injector nozzle Lucas RDNO SDC 6850 (unflatted)
  • the injector nozzles were cleaned and checked for airflow at 0.05, 0.1, 0.2, 0.3 and 0.4 mm lift. The nozzles were discarded if the airflow was outside of the range 250 ml/min to 320 ml/min. The nozzles were assembled into the injector bodies and opening pressures set to 115 ⁇ bar.
  • Sample D1 is a blend consisting of:
  • Ethoxylated alcohol (Tomadol 91-2.5) - (a) 25% Polyethylene glycol diester (PEG 400 DOT) - (b) 25% Diethanolamide (Mackamide MO) - (c)
  • the fuel component was diesel fuel.
  • a slave set of injectors were fitted to the engine.
  • the previous test fuel was drained from the system.
  • the engine was then run for 25 minutes in order to flush through the system. During this time all the spill-off fuel was discarded and not returned.
  • the engine was then set to test speed and load and all specified parameters checked and adjusted to the test specification.
  • the slave injectors were then replaced with the test units.
  • Test Cycle 1 Ref. IF-XUD9-001.
  • test cycle was performed with reference fuel unadditised with Sample D1. Test was commenced with clean test injector nozzles as per the standard test procedure. Fuel flow was recorded throughout the test cycle. At completion of test cycle, injector nozzles' flow rates were measured and recorded.
  • Test Cycle 2 Ref: IF-XUD9-002.
  • test cycle was then performed with reference fuel additised with Sample D1 at a dose rate of 1 part Sample D1 : 600 parts fuel, vol/vol.
  • Sample D1 600 parts fuel, vol/vol.
  • the test was commenced with clean injector nozzles as per the standard test procedure. Fuel flow was recorded throughout the test cycle. At completion of the test cycle, injector nozzles' flow rates were measured and recorded.
  • the engine used for the test was a Peugeot XUD9AL unit supplied by PSA specifically for the Nozzle Coking Test, as originally specified by CEC Working Group PF-23.
  • Injection pump Roto Diesel DCP R 84 43 B910A
  • Injector nozzle Lucas RDNO SDC 6850 (unflatted) Firing order: I, 3, 4, 2 (No. 1 at flywheel end).
  • the injector nozzles were cleaned and checked for airflow at 0.05, 0.1, 0.2, 0.3 and 0.4 mm lift. The nozzles were discarded if the airflow was outside of the range 250 ml/min to 320 ml/min. The nozzles were assembled into the injector bodies and opening pressures set to 115 ⁇ bar.
  • Reference fuel CEC RF-93-T-095 was used throughout the study. Note that this reference fuel is specifically blended to encourage deposit formation.
  • a slave set of injectors were fitted to the engine.
  • the previous test fuel was drained from the system.
  • the engine was then run for 25 minutes in order to flush through the system. During this time all the spill-off fuel was discarded and not returned.
  • the engine was then set to test speed and load and all specified parameters checked and adjusted to the test specification.
  • the slave injectors were then replaced with the test units.
  • Test Cycle 1 Ref. IF-XUD9-003.
  • test cycle was performed with reference fuel unadditised with Sample Dl Test was commenced with clean test injector nozzle. At completion of test cycle, injector nozzles' flow rates were measured and recorded.
  • Test Cycle 2 Ref. IF-XUD9-004.
  • Test Cycle 3 Ref. IF-XUD9-005.
  • Sample D1 at a dose rate of 1:600 vol/vol to reference diesel fuel does not increase the fuel propensity for injector nozzle deposit formation.
  • Buses were refuelled every other day and broken into two groups - Day and Night shift. To work within this re-fuelling schedule, we categorised the buses participating in the trial into the same four groups: Day 1 , Night 1 and Day 2, Night 2. 4 buses participating in the programme were Day 1 buses; 7 were Day 2 buses. 24 buses participating in the programme were Night 1 buses, 5 buses were Night 2 buses. These buses were selected for us at random.
  • Dosage for each bus was determined using the ratio of 1 gallon additive to 575 gallons diesel. Based on averages calculated for each bus from the three months prior to additisation, any bus that re-fuelled an average of 20 gallons or less received 400 ml of additive. Any bus that on average, re-fuelled between 21 and 30 gallons received 500 ml of additive. Any bus that on average, refuelled between 31 and 40 gallons received 600 ml of additive.
  • the additive was introduced into each bus the same way.
  • a plastic tube was slightly inserted into the gas tank, the appropriate dosage of additive was measured in a standard, 2 cup (500 ml) measuring cup and with the help of a funnel, the additive was poured down the tube and entered the tank.
  • the bell curve is a fundamental principle of statistics which allows use of the data that falls within the normal distribution for each specific bus and filters the outliers that skew the data.
  • the miles driven was also the variable least likely to be affected by the additive. Assuming that the additive was to have some effect on fuel economy, the miles driven would stay the same since the driving route would not change. The number of gallons fuelled however, might increase or decrease as a result of the additive.
  • the standard deviation or the measurement of how far the data ranges from the average was calculated based upon the average miles driven.
  • the standard deviation for each bus was then added and subtracted from the average miles driven to create a range of data points that fell within each bus's normal distribution. It is the points within this range that have been used to calculate the post additive average fuel economy.
  • the filtered data represents the statistically significant data that was filtered by taking the range of numbers within one standard deviation from the average.
  • the unfiltered data represents the average taken from all of the numbers recorded, whether they were statistically significant or not.
  • the graph in Figure 1 illustrates this fuel economy improvement, when compared to the baseline miles per gallon.
  • the scope of this example was to define the structure, limits and statistically evaluate the influence of Sample D1 additive on the performance and efficiency of 2000 and 3000 horsepower locomotives in the field.
  • locomotive engines can be coupled electronically such that both engines respond identically to command control from either engine's control consol.
  • both engines respond identically to command control from either engine's control consol.
  • Phase 0 Fill both engines and mark full point on each engines fuel tank sight glass. Monitor fuel consumed by each engine for a duration of time sufficient to have required a minimum of 3 re-fuelling events without exceptions to establish a base line. Record and establish the per cent of fuel (positive or negative) used by Engine A compared to Engine B, called ⁇ C. This is the baseline. Phase 0 should only be exited when a stable base line is established without exceptions.
  • Phase 2 Introduce the second twin engine to the additive by adjusting a full tank of fuel to the 600:1 ratio. Continue monitoring fuel consumed in the same manner as Phase 1. Record and establish the per cent of fuel (positive or negative) used by Engine A compared to Engine B ( ⁇ C) beginning with the first re-fuel after introduction of the additive to the second engine. The same rationale is used in exiting Phase 2 as was used in Phase 1.
  • Phase 3 Remove the additive from the engine selected in Phase 1. Continue monitoring fuel consumed in the same manner as Phases 1 and 2. Record and establish the per cent of fuel (positive or negative) used by Engine A compared to Engine B ( ⁇ C) beginning with the first re-fuel after stopping the additive in the first engine selected in Phase 1 engine. It will be necessary to calculate the residual diluted concentration in the tank at each re-fuel after having withdrawn the additive from the engine selected in Phase 1. The criterion for exiting Phase 3 is only after witnessing a gradual shift in relationships between the two engines and then a period of stability where they no longer exhibit a shift. This phase has the dual purpose of demonstrating that a shift will occur when the additive is removed and to estimate how long the residual benefit exists from the additive.
  • Phase 4 Remove the additive from the engine selected in Phase 2. Monitor fuel usage on both engines with neither engine having the additive. Record and establish the per cent of fuel (positive or negative) used by Engine A compared to Engine B ( ⁇ C) beginning with the first re-fuel after removal of the additive to the second engine. Termination of this phase and concluding the test would be similar to Phase 3.
  • Phase 1 ⁇ C -6.37% (Engine 44 selected for Phase 1 - a 13.24% improvement in Engine 44's performance compared to
  • Phase 3 ⁇ C 0.02% (Engine 44 loses 1.56% in performance after having the additive withdrawn. Residual benefit of the additive has not been determined.
  • Phase 4 ⁇ C -4.28% (When additive withdrawn from both engines, Engine 43 now using more than engine 44)
  • Sample D1 additive to the 3000 horsepower locomotive engine number 44 resulted in a 13% improvement in fuel efficiency compared to its twin engine number 43. These two engines were working a longer haul coal car assignment.
  • the engine used was a 14-litre NTA855R3 engine previously installed into a South West Trains Class 159 diesel multiple unit. The engine had been removed from the vehicle several weeks before completing a full operating life of 500,000 miles (nominal), in order to carry out the Sulphur Free Diesel (SFD) and additional test work. Upon completion of the tests, it was intended to submit the engine for a full overhaul.
  • SFD Sulphur Free Diesel
  • Standards BS 2869 Class A2 gas oil was used for the test.
  • the fuel was transferred to IBC units and dosed with the D1 additive in a ratio of 1 :600 by volume.
  • the lubricating oil used was Shell Fortisol Fleet SG/CF-4, 15W-40.
  • Gaseous and particulate emissions data was measured according to ISO 8178 Test Cycle F for rail traction, which applies a weighting factor to each of the three load conditions tested (full rated speed/load, zero load at idle speed and an intermediate load at 50% torque).
  • Gaseous emissions comprised nitrogen oxides (NOx), carbon monoxide (CO), total hydrocarbons (THC), carbon dioxide (CO 2 ) and oxygen (O 2 ).
  • NOx nitrogen oxides
  • CO carbon monoxide
  • THC total hydrocarbons
  • CO 2 carbon dioxide
  • O 2 oxygen
  • test cycles were programmed into the test cell control system to enable automatic operation and ensure repeatability of measurement conditions.
  • the engine was run from the test cell day tank only in order to drain as much of the standard gas oil as possible from the supply system.
  • engine performance data (excluding emissions) was recorded at 30-minute intervals to enable subsequent identification of any trends as a result of the additive effects.
  • the conditioning run was operated continuously, with the exception of one brief stop for service checks after 17.75 hours.
  • the engine fuel filter was renewed before the start of the initial FLPC tests, and again after the conditioning run and before the final FLPC tests.
  • the engine lubricating oil was not renewed before testing, as this had been carried out approximately 20 hours previously.
  • a sample of lubricating oil was taken for analysis before the start of the initial FLPC tests, and again at the conclusion of the conditioning run.
  • Figures 2 and 3 show the comparison of specific fuel consumption, assessed on a mass and volume basis respectively. Both graphs show a comparable reduction in fuel consumption for a given speed/load setting. Figure 4 represents this as a percentage reduction, based upon volume flow measurements. A minimum reduction of nearly 7% is evident at high load, improving further to 10.5% reduction at the lowest speeds.
  • Figure 5 shows the ongoing fuel consumption reduction during the conditioning run. This shows that the fuel consumption improvement appeared to be stabilizing towards the end of the run.
  • Figure 8 shows the ongoing power reduction during the conditioning run. This indicates that the power reduction may not have stabilized at the end of the run.
  • Performance data following the load run showed reductions in power output compared with the pre-load run data, also evident during the run itself. The reason for this power reduction is not known, but is not considered to be due to use of the additive. It is more likely that increased gas blowby was occurring on a worn engine, as suggested by the lubricating oil sample results. 6 From the performance data at the end of the load run, the power reduction varied between 2-3% at the lower load settings, up to 4.5 - 5.5% at the higher loads.
  • the fuel additive has had its most beneficial effect on fuel consumption and particulate matter, confirming a combustion improvement, either directly and/or as a result of combustion chamber cleaning. It is assumed that the power reduction observed might be characteristic of the engine tested and not therefore typical for other engines using the additive.
  • the long-haul fuel-consumption test is based on SAE J1321 and provides a standardized test procedure for comparing the in-service fuel consumption of a test vehicle operating under two different conditions relative to the consumption of a control vehicle.
  • a test route and load are selected that are representative of actual operations and are the same for both trucks; the route should be about 55 km long.
  • the two trucks used in the test need to be as similar a specification as possible except, one is modified with the technology to be tested and one unmodified.
  • each driver follows the same driving parameters so as to minimize the impact of driver variation.
  • each truck is equipped with a temporary fuel tank that allows fuel use to be measured by weight.
  • An initial long-haul test is run before introducing the additive to the test truck.
  • the trucks are driven over the test route for several runs until it can be statistically established that the results are repeatable.
  • Fuel use is accurately trcekd based on the weight of temporary fuel tanks before and after each run.
  • This test acts as the baseline.
  • the same trucks are then run through the same test a second time, but the test truck has the additive added to the fuel to determine the potential improvement in fuel efficiency.
  • This final test is done after running the test truck for several months using the additive to ensure any purge periods are met.
  • the test run is repeated until it can be established that the results are statistically repeatable. Comparisons are then made between the initial test results and the modified test results as well as between the trucks in the test to establish the impact that the technology has on fuel efficiency.
  • the purpose of the test is to evaluate how easy it is to start and drive a truck after it has been left under freezing conditions for at least 8 hours.
  • T/C test truck/control truck
  • the cold-start test was performed on January 28 th , 2006.
  • the Start-ldle-Driveability (S-I-D) score was 9-8-9, meaning excellent start, very good idle and excellent drivability. Details of the test results are included.
  • the objective of the test was to conduct fuel consumption tests on a heavy vehicle with and without a diesel additive in order to establish the fuel saving performance of the diesollFT additive. The following tests were conducted:
  • the fuel consumption tests were conducted on a Samil 100 truck.
  • the vehicle was loaded with a simulation mass of 8 tons and was instrumented with calibrated Datron speed and fuel measuring equipment. The temperature of the fuel was measured and the results were calculated accordingly. The tests were only conducted when the wind speed was below 3 m/s.
  • test vehicle was run for one hour at maximum speed around the high speed oval track to warm the vehicle to operating conditions.
  • the fuel consumption was then determined for the truck without any additive.
  • vehicle tank was topped with diesel and the additive was mixed at a ratio of 1 to 600 in the tank.
  • the vehicle was run for 120km and the fuel consumption was again determined.
  • the initial results showed no significant improvement and it was decided to continue with the vehicle running on the additive for another period in order to increase the exposure of the engine to the additive.

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  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Engineering & Computer Science (AREA)
  • Organic Chemistry (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Liquid Carbonaceous Fuels (AREA)

Abstract

L'invention porte sur une composition de carburant renfermant essentiellement ou entièrement au moins 95 % en poids de carburant liquide d'hydrocarbure et entre 0.001 et 5.0 % en poids d'additif pour carburant. L'additif est constitué de (a) entre 20 et 90 % en poids d'au moins un alcool alkoxylé correspondant à la formule (I) R2 R1-O-(-CHCH2O-)x-H (I) où -R1 représente C6-C16, -R2 représente H ou CH3, et -x est compris entre 1 et 7; (b) 40 à 10 % en poids d'au moins un polyalkylène glycol ester correspondant à la formule générale (II) O R4 R3-C-0 -(-CHCH2O-)-y-R5 (II) où -R3 représente C11-C19, -R4 représente H ou CH3, -y est compris entre 1 et 20, -R5 représente H ou COR3; et (c) 40 à 0 % en poids d'au moins un alkanalomide correspondant à la formule générale (III) où R6 représente C12-C18., R7 représente H ou CH2CH2OH à condition que la somme de (a), (b) et (c) constitue 100 % en poids dudit additif pour carburant présent dans la composition de carburant.
EP06794601A 2005-09-30 2006-09-29 Compositions de carburant contenant des additifs pour carburant Withdrawn EP1945742A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
PCT/GB2005/003760 WO2007036678A1 (fr) 2005-09-30 2005-09-30 Compositions de carburant renfermant un additif pour carburant
PCT/GB2006/003638 WO2007036742A1 (fr) 2005-09-30 2006-09-29 Compositions de carburant contenant des additifs pour carburant

Publications (1)

Publication Number Publication Date
EP1945742A1 true EP1945742A1 (fr) 2008-07-23

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EP06794601A Withdrawn EP1945742A1 (fr) 2005-09-30 2006-09-29 Compositions de carburant contenant des additifs pour carburant

Country Status (7)

Country Link
US (1) US20090049740A1 (fr)
EP (1) EP1945742A1 (fr)
CN (1) CN101356255B (fr)
AU (1) AU2006296396A1 (fr)
BR (1) BRPI0616796A2 (fr)
CA (1) CA2624046A1 (fr)
WO (2) WO2007036678A1 (fr)

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CN103842487A (zh) 2011-03-29 2014-06-04 富林纳技术有限公司 混合燃料及其制备方法
JP6216883B2 (ja) 2013-11-18 2017-10-18 アフトン・ケミカル・コーポレーションＡｆｔｏｎ Ｃｈｅｍｉｃａｌ Ｃｏｒｐｏｒａｔｉｏｎ 吸気弁沈着物制御用の混合洗浄剤組成物
CN107250324B (zh) 2014-12-03 2019-11-15 德雷塞尔大学 将天然气直接并入烃液体燃料
US10570819B1 (en) * 2017-01-30 2020-02-25 Daryl Bear Energy test method for determining fuel consumption of a vehicle
US10273425B2 (en) 2017-03-13 2019-04-30 Afton Chemical Corporation Polyol carrier fluids and fuel compositions including polyol carrier fluids
US11873461B1 (en) 2022-09-22 2024-01-16 Afton Chemical Corporation Extreme pressure additives with improved copper corrosion
US12024686B2 (en) 2022-09-30 2024-07-02 Afton Chemical Corporation Gasoline additive composition for improved engine performance
CN115595183B (zh) * 2022-10-12 2023-10-20 上海交通大学 可持续航空燃料基纳米流体燃料及其实现方法
US11884890B1 (en) 2023-02-07 2024-01-30 Afton Chemical Corporation Gasoline additive composition for improved engine performance
US11795412B1 (en) 2023-03-03 2023-10-24 Afton Chemical Corporation Lubricating composition for industrial gear fluids

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US4048250A (en) * 1975-04-08 1977-09-13 Mobil Oil Corporation Conversion of natural gas to gasoline and LPG
GB9621753D0 (en) * 1996-10-18 1996-12-11 Williamson Ian V Fuel composition
AU1280299A (en) * 1997-10-28 1999-05-17 University Of Kansas, The Blended compression-ignition fuel containing light synthetic crude and blending stock
GB9827592D0 (en) * 1998-12-15 1999-02-10 Hamelin Holdings Limited Fuel composition
GB9912333D0 (en) * 1999-05-27 1999-07-28 Aae Tech Ltd Waste tre atment
EP1246894B1 (fr) * 1999-11-23 2012-01-11 Tomah Products, Inc. Additif pour carburant, composition de carburant comportant des additifs et procede de fabrication correspondant
EP1525290A1 (fr) * 2001-11-05 2005-04-27 International Fuel Technology, Inc. Composition de carburant contenant une fraction lourde

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Also Published As

Publication number Publication date
US20090049740A1 (en) 2009-02-26
WO2007036742A1 (fr) 2007-04-05
WO2007036678A1 (fr) 2007-04-05
CA2624046A1 (fr) 2007-04-05
BRPI0616796A2 (pt) 2011-06-28
CN101356255B (zh) 2013-05-29
AU2006296396A1 (en) 2007-04-05
CN101356255A (zh) 2009-01-28

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