EP1979443A2 - Additif pour fuel lourd - Google Patents

Additif pour fuel lourd

Info

Publication number
EP1979443A2
EP1979443A2 EP06846019A EP06846019A EP1979443A2 EP 1979443 A2 EP1979443 A2 EP 1979443A2 EP 06846019 A EP06846019 A EP 06846019A EP 06846019 A EP06846019 A EP 06846019A EP 1979443 A2 EP1979443 A2 EP 1979443A2
Authority
EP
European Patent Office
Prior art keywords
fuel
additive
extract
organometallic compound
fuel additive
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Withdrawn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
EP06846019A
Other languages
German (de)
English (en)
Inventor
Frederick L. Jordan
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.)
Oryxe Energy International Inc
Original Assignee
Oryxe Energy International Inc
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Oryxe Energy International Inc filed Critical Oryxe Energy International Inc
Publication of EP1979443A2 publication Critical patent/EP1979443A2/fr
Withdrawn legal-status Critical Current

Links

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
    • C10L1/30—Organic compounds compounds not mentioned before (complexes)
    • C10L1/305—Organic compounds compounds not mentioned before (complexes) organo-metallic compounds (containing a metal to carbon bond)
    • 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
    • C10L9/00—Treating solid fuels to improve their combustion
    • C10L9/10—Treating solid fuels to improve their combustion by using additives
    • 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
    • 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
    • C10L10/02—Use of additives to fuels or fires for particular purposes for reducing smoke development
    • 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
    • C10L9/00—Treating solid fuels to improve their combustion
    • C10L9/10—Treating solid fuels to improve their combustion by using additives
    • C10L9/12—Oxidation means, e.g. oxygen-generating 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
    • C10L1/12—Inorganic compounds
    • C10L1/1233—Inorganic compounds oxygen containing compounds, e.g. oxides, hydroxides, acids and salts thereof
    • C10L1/1241—Inorganic compounds oxygen containing compounds, e.g. oxides, hydroxides, acids and salts thereof metal carbonyls
    • 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
    • C10L1/1802—Organic compounds containing oxygen natural products, e.g. waxes, extracts, fatty oils
    • 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
    • C10L1/188—Carboxylic acids; metal salts thereof
    • C10L1/1886—Carboxylic acids; metal salts thereof naphthenic acid
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E50/00—Technologies for the production of fuel of non-fossil origin
    • Y02E50/10—Biofuels, e.g. bio-diesel
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E50/00—Technologies for the production of fuel of non-fossil origin
    • Y02E50/30—Fuel from waste, e.g. synthetic alcohol or diesel

Definitions

  • the invention pertains to fuel additives for carbonaceous fuels having high asphaltene content such as residual fuel oil and coal. Benefits from the use of such fuel additives may include one or more of reduced particulate matter emissions, reduced nitrogen oxide emissions, and improved combustion efficiency.
  • Carbonaceous fuels with high asphaltene content such as residual fuel oil and coal tend to liberate large amounts of energy on combustion, and therefore, find utility in applications where a low cost, high energy fuel is desired.
  • high-asphaltene carbonaceous fuels generally burn with less efficiency than other hydrocarbon fuels, and may often contain quantities of undesirable compounds that limit combustion and result in elevated levels of pollutants.
  • Residual fuel oils are generally the low grade products that remains after the distillation of lighter petroleum products which may include gasoline, jet fuel, diesel fuel, No. 4 fuel oil, and No. 5 light or heavy fuel oil.
  • residual fuel oils include No. 6 fuel oil and Bunker C fuel oil.
  • the compounds referred to as "asphaltenes” generally include polynuclear aromatics and/or polycyclic materials. While certain parts of the world such as North America tend to have specifications which limit the amount of asphaltenes in fuels such as residual fuel oils, such fuels still have relatively high levels of asphaltenes compared to other, lighter hydrocarbon fuels.
  • asphaltene specifications limit the asphaltene content of residual fuel oil to less than about 8 wt.%.
  • asphaltene specifications tend to be either non-existent, or significantly higher than those in North America. Therefore, residual fuel oils in other parts of the world may have asphaltene contents of 10 wt.% or higher.
  • coal also tends to have high concentrations of ring structures which may include anthracene and phenanthrene which for purposes of this specification are to be included as "asphaltenes.” It should be noted that as coal becomes “older,” more of such rings form and become interconnected such that coal can also be considered a high-asphaltene carbonaceous fuel.
  • high-asphaltene carbonaceous fuel is intended to broadly encompass carbonaceous fuels which have asphaltene content of at least 4 wt%.
  • pollutants that can result from the combustion of high-asphaltene carbonaceous fuels include ozone, particulate matter (PM), carbon monoxide, nitrogen oxides (NO x ), sulfur dioxide, polynuclear aromatic compounds, and soluble organic fractions.
  • PM particulate matter
  • NO x nitrogen oxides
  • sulfur dioxide polynuclear aromatic compounds
  • polynuclear aromatic compounds polynuclear aromatic compounds
  • soluble organic fractions soluble organic fractions.
  • numerous state and national agencies have or are adopting ambient air quality standards which may require reduced emissions from the combustion of high-asphaltene carbonaceous fuels.
  • users of resid oils are power plants and ocean-going ships. In Southern California, for example, emissions from ships entering the port of Los Angeles are considered to be a major cause of regional air pollution.
  • Embodiments of the present invention include systems, methods, and compositions which may provide improved combustion characteristics of high-asphaltene carbonaceous fuels.
  • combustion characteristics which may be improved by embodiments of the invention include one or both of increased combustion efficiency, and reduced pollutant discharge.
  • the pollutants which may be reduced include one or more of ozone, particulate matter (PM), carbon monoxide, nitrogen oxides (NO x ), sulfur dioxide, polynuclear aromatic compounds, and soluble organic fractions.
  • a fuel additive is provided comprising a plant extract.
  • plant extract is intended to broadly encompass extracts of all types of plants, excluding the roots and bark, and even includes plants such as algae. Suitable plant extracts are extracts from green and other colored plants as such plants tend to have high concentrations of desirable extracts. However, even white and light colored plants include such extracts, though at lower concentrations. Particularly suitable extracts are from green and other dark leafy plants such as those from the Leguminosae family which includes fescue, alfeque, and alfalfa. [0010] In a preferred embodiment, the plant extract is combined with an organometallic material. The inclusion of an organometallic compound is especially useful for treating fuels having particularly high asphaltene contents in the range of 8 wt. % or higher.
  • organometallic materials are hydrocarbon-soluble organometallic compounds that include a metal selected from the first and second row transition metals.
  • a metal of particular interest is iron
  • suitable organometallic materials include iron pentacarbonyl, iron naphthenate, ferrocene, and combinations.
  • the fuel additive may optionally include an oil-soluble carrier.
  • suitable oil-soluble carriers include hydrocarbons such as toluene, aromatic blends, naphthas, gasoline, diesel fuel, jet fuel, and mixtures thereof.
  • the oil soluble carrier is non-oxygenated.
  • the fuel additive may include other optional ingredients.
  • Such optional ingredients may include one or more of an oxygen carrier, a stability aid, a lubricity aid, an anti-oxidant, and a combustion improver.
  • Meadowfoam oil may be used as a stability aid, an anti-oxidant, and a lubricity aid.
  • Suitable oxygen carriers include carotenoids.
  • antioxidants include 1,2-dihydroquinolines, and in particular, 2,2,4-trimethyl-6-ethoxy-l,2-dihydroquinoline.
  • combustion improvers include compounds known as cetane improvers or ignition accelerators.
  • Examples of combustion improvers include alkyl nitrates such as 2-ethylhexyl nitrate.
  • a method for improving the combustion characteristics of a high-asphaltene carbonaceous fuel comprises adding a fuel additive as described above to a high-asphaltene carbonaceous fuel prior to or during combustion.
  • a fuel additive as described above to a high-asphaltene carbonaceous fuel prior to or during combustion.
  • an additized high-asphaltene carbonaceous fuel is provided which comprises a high-asphaltene carbonaceous fuel and a fuel additive as described above.
  • a method for preparing a fuel additive comprises mixing a plant ' extract with an oil-soluble carrier and one or more of an organometallic material, an oxygen carrier, a stability aid, a lubricity aid, an anti-oxidant, and a combustion improver.
  • the fuel additive is prepared in an oxygen-free or reduced-oxygen atmosphere, and optionally may include the step of excluding sources of UV radiation during the preparation.
  • non- oxidized oil-soluble carriers and non-oxidized oxygen carriers are used.
  • the plant extract used in Various embodiments of the invention may be obtained by solvent extraction from whole plants using hydrocarbon-soluble solvents.
  • Polar or nonpolar hydrocarbon-soluble solvents may be used for the extraction.
  • the extract resulting from the extraction process is a crude material containing over 300 individual compounds.
  • the extract has a paste- or mud-like consistency that may be described as a solid or semi-solid, rather than a liquid.
  • Such extracts typically contain chlorophyll A and chlorophyll B with a higher concentration of chlorophyll A over chlorophyll B.
  • the color of such an extract is generally a deep black-green with some degree of fluorescence.
  • Such an extract may be recovered from most plants though green and darker leafy plants tend to have higher concentrations. Extracts from plants from the Leguminosae family are suitable.
  • FIG. 1 is a plot ofNO x emissions measured at the furnace exit for the various fuel additives used in the EERC Test
  • FIG.2 is a plot of NO x emissions measured at the baghouse for the various fuel additives used in the EERC Test
  • FIG. 3 is a plot of dust loading for the EERC Test
  • FIG. 4 is a plot of heat flux divided by fuel firing rate versus excess air for the
  • FIG. 5 is a plot of feed rate versus temperature for the EERC Test.
  • ⁇ -carotene mixture is defined as a mixture of from about 89 to about 98% trans ⁇ -carotene with the remainder being from about 2 to 11% of various cis ⁇ -carotene isomers or other poly-unsaturated conjugated hydrocarbons.
  • An example of such a ⁇ -carotene mixture is ISOMDCTENE ® , a product sold by DSM
  • Embodiments of the present invention are directed to systems, methods, and compositions which improve the combustion characteristics of high-asphaltene carbonaceous fuels.
  • combustion characteristics which may be improved include increased combustion efficiency, and reduced emissions of one or more pollutants such as ozone, particulate matter (PM), carbon monoxide, nitrogen oxides (NO x ), sulfur dioxide, polynuclear aromatic compounds, and soluble organic fractions.
  • a fuel additive comprises a plant extract. Suitable plant extracts include extracts from green leafy plant material. Particularly useful plant extracts are extracts from plants of the Leguminosae family which may include fescue extract, alfeque extract, alfalfa extract, and combinations thereof.
  • the plant extract may be provided in an amount such that the high-asphaltene carbonaceous fuel to be treated includes a plant extract concentration by weight in the range of about 0.5 ppm to about 10.000 ppm, preferably from about 200 ppm to about 2000 ppm, and more preferably at about 800 ppm.
  • a plant extract concentration by weight in the range of about 0.5 ppm to about 10.000 ppm, preferably from about 200 ppm to about 2000 ppm, and more preferably at about 800 ppm.
  • the oxygen-gathering properties of such plant extracts provide the beneficial improvements to the combustion of high-asphaltene carbonaceous fuels such as residual fuel oil and coal.
  • the plant extracts may be obtained using extraction methods well known to those of skill in the art. Solvent extraction methods using polar or nonpolar hydrocarbon-soluble solvents are generally preferred.
  • Suitable extraction solvent may be used which is capable of separating the suitable fractions from the plant material.
  • Suitable nonpolar solvents include cyclic, straight chain, and branched-chain alkanes containing from about 5 or fewer to 12 or more carbon atoms.
  • Specific examples of acyclic alkane solvents include pentane, hexane, heptane, octane, nonane, decane, mixed hexanes, mixed heptanes, mixed octanes, isooctane, and the like.
  • cycloalkane solvents examples include cyclopentane, cyclohexane, cycloheptane, cyclooctane, methylcyclohexane, and the like.
  • Alkenes such as hexenes, heptenes, octenes, nonenes, and decenes are also suitable for use, as are aromatic hydrocarbons such as benzene, toluene, and xylene.
  • Halogenated hydrocarbons such as chlorobenzene, dichlorobenzene, trichlorobenzene, methylene chloride, chloroform, carbon tetrachloride, perchloroethylene, trichloroethylene, trichloroethane, and trichlorotrifluoroethane may also be used.
  • Generally preferred nonpolar solvents are Ce to C i2 alkanes, particularly n-hexane.
  • Suitable polar solvents may include, but are not limited to, acetone, methyl ethyl ketone, other ketones, methanol, ethanol, other alcohols, tetrahydrofuran, methylene chloride, chloroform, or any other suitable polar solvent.
  • Hexane extraction is a commonly used technique for extracting oil from plant material. It is a highly efficient extraction method that extracts virtually all oil-soluble fractions from the plant material. In a typical hexane extraction, the plant material is comminuted. Grasses and leafy plants may be chopped into small pieces while seeds are typically ground or flaked. The plant material may be pelletized to pellets of 1 A to % inch.
  • the plant material is typically exposed to hexane at an elevated temperature.
  • the hexane a highly flammable, colorless, volatile solvent that dissolves out the oil, typically leaves only a few weight percent of the oil in the residual plant material.
  • the oil and solvent mixture may be heated to about or above 100 0 C to remove most of the hexane, and may then be distilled to remove all traces of hexane. Alternatively, hexane may be removed by evaporation at reduced pressure.
  • the resulting plant extract is suitable for use in producing the fuel additives of the present invention.
  • Other extraction processes include supercritical fluid extraction, typically with carbon dioxide, but other gases such as helium, argon, xenon, and nitrogen may also be used as solvents in supercritical fluid extraction methods.
  • Still another useful extraction process is mechanical pressing, also known as expeller pressing, which removes oil through the use of continuously driven screws that crush the seed or other oil-bearing material into a pulp from which the oil is expressed. Friction created in the process can generate temperatures between about 50 0 C and 9O 0 C, or external heat may be supplied. Cold pressing generally refers to mechanical pressing conducted at a temperature of 40 0 C or less with no external heat applied.
  • the yield of oil extract that may be obtained from a plant material may depend upon any number of factors, but primarily upon the oil content of the plant material. For example, a typical oil content of vetch (hexane extraction, dry basis) is approximately 4 to 5 wt. %, while that for barley is approximately 6 to 7.5 wt. %, and that for alfalfa is approximately 2 to 4.2 wt.%.
  • Plant oil extracts for use in edible items or cosmetics typically undergo additional processing steps to remove impurities that may affect the appearance, shelf life, taste, and the like, to yield a more refined product.
  • the impurities include may include phospholipids, mucilaginous gums, free fatty acids, color pigments and fine plant particles. Different methods are used to remove these by-products including water precipitation or precipitation with aqueous solutions of organic acids. Color compounds are typically removed by bleaching, wherein the oil is typically passed through an absorbent such as diatomaceous clay. Deodorization may also be conducted, which typically involves the use of steam distillation. While the extracts used as fuel additives in the present invention may include such additional processing steps, such additional steps are generally unnecessary.
  • the fuel additive may optionally include an organometallic compound.
  • organometallic compounds are hydrocarbon-soluble organometallic compounds that include a metal selected from the first and second row transition metals particularly suitable organometallic compounds include iron pentacarbonyl, iron naphthenate, ferrocene, and combinations.
  • the inclusion of an organometallic compound is believed to be particularly useful in improving the combustion characteristics of fuels with particularly high asphaltene content such as residual fuel oils used in areas of the world other than North America.
  • the organometallic compound may be provided in an amount such that the fuel to be treated includes a concentration by weight of organometallic compound in the range of about 0.5 ppm to about 10,000 ppm as metal, preferably from about 200 ppm to about 2000 ppm as metal, and more preferably at about 800 ppm as metal. Without being bound by theory, it is believed that the inclusion of an organometallic compound provides a catalytic effect to the reactions promoted by the plant extract material.
  • the fuel additive may further comprise meadowfoam oil.
  • Meadowfoam oil has a number of useful properties, and can function as an oxygen carrier, a stability aid, and an anti-oxidant. Because the plant extracts used in the fuel additives of the present invention have oxygen-gathering properties, and therefore, can be unstable, the inclusion of a material such as meadowfoam oil can help to maintaining the stability of the plant extracts and prevent their oxidation.
  • the composition may further optionally include at least one carotene which may be provided in the form of a ⁇ -carotene mixture such as ISOMIXTENE ® .
  • carotenoids such as ⁇ -carotene mixtures
  • other molecules having extended pi or double bonded structures of from about 2 to 11 or more conjugated double bonds are also believed to similarly provide improved combustion characteristics for resid or other hydrocarbon fuels when used as additives for such fuels.
  • the moieties of such molecules including the double bond structures can be terminated by at least one end group further comprising an aromatic, cyclic, or branched 5 to 8 carbon moiety that is saturated or unsaturated. Examples include cyclo-pentane, cyclo-pentene, cyclo-hexane, cyclo-hexene, cyclo-heptane, cyclo-heptene, isopentane or isopentene.
  • Aromatic structures are considered as extended pi structures also.
  • the unsaturatedVaromatic portions and the end groups can additionally include various other substiruents such as hydroxyl groups, keto groups, alkyl groups, alkenyl groups and combinations.
  • the additive molecules can comprise from 12 to about 40 or 50 carbon atoms. Such molecules are found in mixtures of synthetic carotene precursors. Such additives may be obtained from natural or synthetic sources. [0035] Furthermore, lycopene is another example of a suitable carotene. Other suitable carotenoids and carotene precursors are disclosed in German patent 954,247, issued in 1956 and incorporated by reference.
  • the fuel additive comprises a carotene, it may further comprise an antioxidant.
  • Suitable antioxidants include alkyl phenols such as 2-tert-butyl ⁇ henol, 2,6-di-tert- butylphenol, 2-tert-butyl-4-n-butylphenol-, 2,4,6-tri-tert-butylphenol, 2,6-di-tert-butyl-4-n- butylphenol, and mixtures thereof.
  • Such antioxidants are suited for use as stabilizers for middle distillate fuels.
  • antioxidants include hindered phenolic antioxidants such as 2,6- di-t-butyl-4-methylphenol; 2,6-di-t-butylphenol; 2,2'-methylene-bis(6-t-butyl-4- methylphenol); n-octadecyl 3 -(3 ,5-di-t-butyl-4-hydroxyphenyl) propionate; l,l,3-tris(3-t- butyl-6-methyl-4-hydroxyphenyl) butane; pentaerythrityl tetrakis[3-(3,5-di-t-butyl-4- hydroxyphenyl) propionate] ; di-n-octadecyl(3,5-di-t-butyl-4-hydroxybenzyl) ⁇ hosphonate; 2,4,6-tris(3,5-di-t-butyl-4-hydroxybenzyl) mesitylene; tris(3,5-di-t-but
  • Such stabilizers are useful with organic material normally susceptible to oxidative and/or thermal deterioration. Also useful are the reaction product of malonic acid, dodecyl aldehyde and tallowamine, hindered phenyl phosphates, hindered piperidine carboxylic acids and metal salts thereof; acylated derivatives of 2,6-dihydroxy-9- azabicyclo[3.3.1] ⁇ onane; bicyclic hindered amines; sulfur containing derivatives of dialkyl-4- hydroxyphenyltriazine, bicyclic hindered amino acids and metal salts thereof, trialkyl substituted hydroxybenzyl malonates, hindered piperidine carboxylic acids and metal salts thereof, pyrrolidine dicarboxylic acids and esters, metal salts of N,N-disubstituted .beta.- alanines, hydrocarbyl thioalkylene phosphates, hydroxybenzyl thioalkylene phosphates
  • antioxidants useful in the present invention are the quinoline or hydro quinoline compounds such as 1,2 dihydro quinoline compounds. More particularly, 6- ethoxy-l,2-dihydro-2,2,4-trimethylquinoline, commonly referred to as ethoxyquin, maybe used as an antioxidant. Ethoxyquin is sold under the trademark S ANTOQUIN ® by Novus
  • the fuel additives of the present invention may also contain a combustion improver such as a cetane improver or ignition accelerator.
  • a combustion improver such as a cetane improver or ignition accelerator.
  • Suitable combustion improvers are organic nitrate materials.
  • Preferred organic nitrates are substituted or unsubstituted alkyl or cycloalkyl nitrates having up to about 10 carbon atoms, and preferably from 2 to 10 carbon atoms.
  • the alkyl group can be either linear or branched.
  • nitrate compounds include methyl nitrate, ethyl nitrate, n-propyl nitrate, isopropyl nitrate, allyl nitrate, n-butyl nitrate, isobutyl nitrate, sec-butyl nitrate, tert-butyl nitrate, n-amyl nitrate, isoamyl nitrate, 2-amyl nitrate, 3-amyl nitrate, tert-amyl nitrate, n-hexyl nitrate, 2- ethylhexyl nitrate, n-heptyl nitrate, sec-heptyl nitrate, n-octyl nitrate,, sec-octyl nitrate, n- nonyl nitrate, n-decyl nitrate, n-dode
  • Preferred alkyl nitrates are ethyl nitrate, propyl nitrate, amyl nitrates, and hexyl nitrates.
  • Other preferred alkyl nitrates are mixtures of primary amyl nitrates or primary hexyl nitrates.
  • primary it is meant that the nitrate functional group is attached to a CH 2 group of the amyl or hexyl group.
  • Examples of primary hexyl nitrates include n-hexyl nitrate, 2-ethylhexyl nitrate, 4-methyl-n- ⁇ entyl nitrate, and the like.
  • nitrate esters can be accomplished by any of the commonly used methods, such as by esterif ⁇ cation of the appropriate alcohol, or reaction of a suitable alkyl halide with silver nitrate.
  • These additives can be present the same or different amounts as the other components of the fuel additive
  • the fuel additives may further include a diluent or solvent carrier.
  • a carrier is useful because, in general, low concentrations of the particular components of the fuel additive are effective in achieving desirable results, and therefore, the use of a carrier simplifies the addition of the fuel additive.
  • the use of a carrier can further help to maintain the components in solution, and can help to prevent oxidation of the components.
  • Suitable solvents for use as the carrier include one or more of an aromatic hydrocarbon such as toluene or xylene, or other hydrocarbons such as gasoline, jet fuel, or diesel fuel. In one embodiment, a mixed aromatic solvent comprising various xylene isomers is used.
  • solvents examples include those commercially available in North America from ExxonMobil Chemical and sold under the names AROMATIC 100 FLUID and AROMATIC 150 FLUID. In one embodiment, a mixture of AROMATIC 100 FLUID AND AROMATIC 150 FLUID is used. [0041] When blending the particular components of the fuel additive, it may be useful to prepare the fuel additive in an oxygen free or low oxygen atmosphere to prevent oxidation of the fuel additive components. Optionally, the components may be blended under conditions in which sources of UV radiation are excluded to further prevent degradation of the components.
  • the weight ratio of plant extract to carotene may be from about 50:1 to about 20:1, and preferably is from about 24:1 to about 10:1.
  • the ratio of grams of plant extract to milliliters of meadowfoam oil may be from about 12:1 to about 20:1, and preferably is from about 6:1 to about 10:1.
  • the ratio of milliliters meadowfoam oil to grams of carotene may be from about 12:1 to about 20: 1 , and preferably is from about 6: 1 to about 1 :1.
  • the ratio of carotene to antioxidant may be from about 20:1 to about 1 :1, preferably is from about 15:1 to about 5:1, and more preferably is about 10:1.
  • the fuel additive includes plant extract and meadowfoam oil
  • the two may be provided in a weight ratio from about 1 : 100 to about 100:1.
  • the concentration of plant extract in the total fuel additive composition may be from about 0.06 weight % to about 6 weight %, and preferably is from about 0.12 weight % to about 3 weight %.
  • the concentration of meadowfoam oil may range from about 0.05 weight % to about 5 weight % of the total fuel additive composition, and preferably is about 0.5 weight % of the total fuel additive composition.
  • Such fuel additives may be blended into high-asphaltene carbonaceous fuels such that the plant extract and organometallic material are present in the fuel in the concentrations set forth above.
  • the fuel additive includes a plant extract, a non-oxidized carotene, an antioxidant, and meadowfoam oil
  • factors may include the elevation at which the fuel is to be combusted, the type of engine or device using the fuel, and the particular fuel properties.
  • Examples of different types of engines or devices include two-cycle diesel engines and stationary boilers.
  • Examples of relevant fuel properties include sulfur content, mercaptan content, olefin content, aromatic content and asphaltene content. For example, if a fuel has a high sulfur content of 1 wt. % or more, or a high aromatics content of 25 wt. % or more, the ratios may be adjusted such as to provide additional plant extract or additional non- oxidized carotene.
  • an additized fuel in which a fuel additive as set forth above is blended with a high-asphaltene carbonaceous fuel.
  • Formulated fuel compositions according to embodiments of the invention can further contain other known additives such as detergents, antioxidants, demulsifiers, corrosion inhibitors, metal deactivators, diluents, cold flow improvers, and thermal stabilizers.
  • a method for improving combustion characteristics of a high-asphaltene carbonaceous fuel comprises the step of adding such a fuel additive to a high-asphaltene carbonaceous fuel prior to or during combustion.
  • Fuel additives of the present invention may be introduced into residual fuel oil in a number of different ways.
  • the residual fuel oil to be combusted may be pre- mixed to include the fuel additive.
  • the fuel additive is injected into a residual fuel oil stream being fed to a burner or other combustion device.
  • the fuel additive may be injected using a metered injection system.
  • a metered injection system may optionally be controlled by a computer system that can optimize the flow of any or all of the components to the combustion device to optimize its operation.
  • the fuel additive may be sprayed over the coal prior to combustion.
  • the fuel additive may be pumped or sprayed into the coal burner along with the coal using a metered injection system as described above.
  • Test runs were conducted at the EERC Laboratory in Grand Forks, North Dakota. Six drums of residual fuel oil were used in the tests.
  • the residual fuel oil was supplied by Sun Coast Resources in Houston, Texas.
  • the properties of the residual fuel oil used are set forth in Table 1. It has a moderate sulfur content of about 2.63%, with a very high heating value of 44.5 MJ/kg at a moisture content of 2.40%.
  • the Karl Fischer water content was determined to be 0.21%.
  • the volatile content of the sample was determined to be 89.30%, with fixed carbon present at the 8.29% level.
  • the theoretical emission limit of sulfur dioxide was determined to be 1714 ppm at a flue gas oxygen concentration of 2.0%. This equates to a 1.18 kg/MJ emission rate for the sulfur dioxide (SO2).
  • SO2 sulfur dioxide
  • the residual fuel oil had a specific gravity of 0.9952, and the amount of sediment was determined to be 0.05%.
  • Table 1 also provides the proximate, ultimate, and heating value analyses for the residual fuel
  • the residual fuel oil was stored cold prior to testing. Barrel heaters were used to heat the residual fuel oil to 121 0 C prior to transferring it to the feed hopper situated above the pump. A barrel heater was strapped to the tank of the feed hopper to keep the residual fuel oil hot during testing, averaging between 113° and 118°C for use in the test periods shown here. Although the oil appeared to be rather viscous at this temperature, a homogeneous phase was maintained so that a readily controllable feed rate to the combustor was achieved for all test periods.
  • the test apparatus at the EERC facility includes a furnace with a capacity of approximately 19 kg/hr (845 MJ/hr) of residual fuel oil.
  • the combustion chamber is 0.76 meters in diameter, 2.44 meters high, and refractory-lined for combustion testing of various types of fuels.
  • the furnace diameter may be reduced to 0.66 meters to elevate the temperature entering the convective pass.
  • Furnace exit gas temperatures (FEGTs) as high as 1400 0 C have been achieved during combustion testing in this mode. However, most tests are performed using the standard configuration (0.76 meter inside diameter), with the FEGT maintained between 1100 0 C and 1200 0 C though the FEGT is typically raised to between 1250 0 C and 1300 0 C for the combustion of residual fuel oil.
  • thermocouples located at the top of the combustion chamber, are used to monitor the FEGT. They are situated 180° apart at the midpoint of the transition from vertical to horizontal flow. Excess air levels are controlled manually by adjusting valves on the primary and secondary air streams. The typical distribution is 15% primary and 85% secondary to achieve a typical excess air level of 20%.
  • a pump When firing liquid fuels such as residual fuel oil, a pump is used to convey the fuel through a dual-fluid atomizer into the combustion chamber. Air or steam is commonly used as the atomizing fluid. Combustion air is preheated by an electric air heater. Heated secondary air is introduced through an adjustable swirl burner. Flue gas passes out of the furnace into a 10-inch-square duct that is also refractory-lined. A vertical probe bank located in the duct is designed to simulate superheated surfaces in a commercial boiler.
  • the flue gas After leaving the probe duct, the flue gas passes through a series of water-cooled, refractory-lined heat exchangers and a series of air-cooled heat exchangers before being discharged through either an electrostatic precipitator (ESP) or a baghouse (BH) for particulate removal.
  • ESP electrostatic precipitator
  • BH baghouse
  • IFRF International Flame Research Foundation-
  • Swirl is defined as the ratio of the radial (tangential) momentum to axial momentum imparted to the secondary air by movable blocks internal to the burner and is used to set up an internal recirculation zone (IRZ) within the flame that allows greater mixing of combustion air and fuel.
  • IRZ internal recirculation zone
  • the secondary air passes through the swirl burner unaffected, and the momentum of this stream has only an axial component such that the air enters the combustion chamber as a jet.
  • the air begins to spin or "swirl" and the radial component of the momentum is established, creating the IRZ in the near burner region. It is the ratio of this radial component of the momentum to the axial component that establishes the quantity defined as swirl.
  • the adjustable-swirl burner used by the EERC during flame stability testing consists of two annular plates and two series of interlocking wedge-shaped blocks, each attached to one of the plates.
  • the two sets of blocks can form alternate radial and tangential flow channels, such that the air flow splits into an equal number of radial and tangential streams which combine further downstream into one swirling flow.
  • radial channels are progressively closed and tangential channels opened so that the resulting flux of angular momentum increases continuously, between zero and a maximum value.
  • This maximum swirl setting depends on the total air flow rate and the geometry of the swirl generator. Swirl can be calculated from the dimensions of the movable blocks (the ratio of the tangential and radial openings of the blocks) or from the measurement of the velocity of the air stream (obtaining both radial and axial components).
  • Secondary air swirl is used to stabilize the flame.
  • Photographs of the flame and burner zone were taken through a sight port in the furnace just above the burner cone using standard 35-mm film. Flame temperature was also measured using a high- velocity thermocouple (HVT) at a set location in the furnace, and heat flux was monitored using a baseline heat-flux probe at the same location. An ash sample was collected at each swirl setting to establish carbon burnout. The swirl setting was then reduced until the flame was visually observed to lift off the burner quarl. At this point, the flame was characterized as unstable under full load conditions which are between 633 and 686 MJ/hr firing rate. Photographs were again taken to record the flame at this setting, temperature and heat flux measurements were taken, and an ash sample was taken once again. Once flame liftoff was established, the optimum swirl setting was located by visual observation of the flame, and measurements were recorded once again.
  • HVT high- velocity thermocouple
  • Flame stability under turndown conditions is characterized by firing the test fuel at a reduced load, typically one-half to three-quarters of the full load rate, maintaining the same primary air flow, and adjusting the secondary air flow to meet excess air requirements. The procedure described above was used to establish flame stability at reduced load.
  • the CTF utilizes two banks of Rosemount NGA gas analyzers to monitor O2, CO, CO2, and NO x .
  • Sulfur dioxide (SO2) is monitored by analyzers manufactured by Ametek. The analyzers are typically located at the furnace exit and the particulate control device exit. The gas analyses are reported on a dry basis.
  • Baldwin Environmental manufactures the flue gas conditioners used to remove water vapor from each gas sample. The flue gas constituents are constantly monitored and recorded by the CTF's data acquisition system.
  • One of the probes used to characterize flame shape and intensity is the baseline heat-flux probe.
  • the probe uses water to pick up heat from a 2.5 cm-thick stainless steel tip that is inserted into a port in the sidewall of the radiant zone so that its surface is flush with the inner wall of the combustion chamber.
  • the water flow rate is measured by turbine flow meters and the temperature of the water is measured by Type K thermocouples in the inlet and exit water streams.
  • Two thermocouples embedded in the outer and inner surface of the probe monitor metal temperatures. From these values the heat flux is calculated.
  • an HVT was used to measure the true gas temperature at the same location.
  • the probe is water-cooled to protect its stainless steel outer shell from the intense heat of the combustion flame.
  • thermocouple runs down its center and is shielded from the radiation of the flame and refractory walls by a tip made from insulation board.
  • a vacuum pump is used to draw gases past the thermocouple junction at a rate sufficient to achieve a velocity past the thermocouple junction of 120 m/sec. At this velocity, the radiative component to heat transfer is minimized and convective heat transfer is dominant. In this manner, the true gas temperature can be obtained without the interference of radiation to or from the thermocouple junction.
  • Tests were conducted for three days at the EERC facility with a furnace exit gas temperature (FEGT) between 1250 0 C and 1315°C and at an excess air level at or near 10%. This corresponds to approximately 2.0% oxygen in the flue gas at the furnace exit.
  • FEGT furnace exit gas temperature
  • the residual fuel oil firing rate and the combustion air flow rates were adjusted during each of these tests to maintain these levels.
  • each test performed at an FEGT between 1250 0 C and 1315°C and at an excess air level at or near 5%.
  • Tables 2 through 7 provide baseline and run-average summaries of operating conditions for each test period during each day of testing. Control of the residual fuel oil feed rate was accomplished by adjusting the set point on the speed controller of the pump. The controller then adjusted pump speed to maintain the feed rate at the desired level. Excess air levels were achieved by manually adjusting valve positions on each of the primary and secondary air streams. A BH was used for particulate control during all test periods.
  • furnace exit analyses were sampled approximately 1 meter downstream of the fouling probe bank. This oxygen level was used to control excess air levels during each test.
  • BH exit analyses are normally obtained from the ductwork following BH.
  • the FEGT was maintained near 2350 0 F for all test periods. In some cases, it was allowed to rise to see the effect of the fuel additive on the work produced, and in other cases, it was maintained during fuel additive injection to determine the level of fuel savings achieved while maintaining the same level of work produced. Because the changes in fuel and operating parameters provided a very stable combustion environment, the combustion efficiency was very high for all test periods. This made it difficult to monitor changes in the combustion environment resulting from fuel additive addition. Changes in the combustion environment were noted, though, during this period and are detailed below. Because of the difficulty of monitoring changes, the excess air level was lowered to approximately 5% during the final day of testing on Day 4.
  • the baseline flame temperature of 1366 0 C was achieved in Test Period 9 with a feed rate of 17.19 kg/hr of residual fuel oil. After the injection of Additive 7 at the 40 mL/hr rate, the flame temperature remained constant at a lower feed rate of 16.50 kg/hr. This represents a reduction in feed of approximately 4%.
  • the initial baseline flame temperature was recorded at 1371 0 C (Test Period 12). Although the temperature dropped to 1359 0 C during the injection of Additives 8 and 9, it remained relatively constant throughout the day, rising to 1362°C during the baseline Test Period 15 that followed. Essentially no change occurred during Test Period 16 when injecting Additive 10 at the 40 mL/hr rate. The flame temperature held constant at 1360 0 C.
  • the residual fuel oil was stored cold prior to testing. A day tank was used to heat the residual fuel oil to 121 0 C and to keep the fuel hot during testing.
  • the furnace control was primarily based on the fuel flow into the furnace.
  • the fuel flow was held constant along with the air flow.
  • a calorimetric section of the furnace allowed one to determine the heat transfer from the furnace as a function of distance from the burner. There was no "baghouse” in this system and the furnace exit temperature was allowed to float.
  • a pump When firing a liquid fuel such as residual fuel oil, a pump is used to convey the fuel through a dual-fluid atomizer into the combustion chamber. In this furnace, compressed air is used as the atomizing fluid. Combustion air is preheated by an electric air heater.
  • Flame stability is assessed by observation of the flame via a quartz observation port located along the longitudinal axis of the furnace at the furnace end opposite the burner. Under normal operation a video camera was used to qualitatively assess the flame quality and to create a video record of the flame characteristics occurring during an experiment.
  • the general test method sets the burner at its maximum level of swirl and monitors system parameters such as fuel feed rate, excess air, gaseous emissions (O 2 , CO 2 , CO, SO 2 , and NO x ), combustor static, and air flow rates. Photographs of the flame and burner zone are then taken through a sight port in the furnace just above the burner cone using a video camera.
  • system parameters such as fuel feed rate, excess air, gaseous emissions (O 2 , CO 2 , CO, SO 2 , and NO x ), combustor static, and air flow rates.
  • the CANMET furnace uses two banks of gas analyzers to monitor O 2 , CO, CO 2 , and NO x . Sulfur dioxide (SO 2 ) is also monitored. The analyzers are typically located at the furnace exit and the particulate control device exit. The gas analyses are reported on a dry basis. The flue gas constituents are monitored and recorded by the data acquisition system at 10 second intervals during the experiment. Statistical characteristics of the measured quantities were used to establish confidence limits on the measured data. [0099] In the calorimetric section of the furnace, inlet and exit temperatures are monitored at 10 second intervals and recorded by the data acquisition system. The flow rates of the therminol working fluid are also measured and accessible via the data acquisition system.
  • Ash samples were obtained by various means at the inlet and outlet of the pilot plant ESP or BH. Isokinetic gas sampling is used to establish particulate matter (PM) concentrations in the flue gas. High volume sample extraction and the pilot plant control device collection hoppers can provide large samples for study. Chemical composition was also determined for the collected ash samples. Collection of the isokinetic dust samples required approximately 3 hrs per sample. There was only one ash sample collected per run. [00101] The residual fuel oil was heated to lower its viscosity prior to atomization in the burner.
  • Fuel additives were added to the heated fuel stream near the atomizing nozzle by means of a specially designed metered injection system.
  • a fuel flow meter was used to ascertain fuel flow, the output was fed to a PID controller which controlled the flow rate of a chemical metering pump.
  • the concentration of the fuel additive was dynamically adjusted to any change in flow rate of the fuel.
  • the output of the metering pump was injected into the flowing hot fuel producing a dispersion of droplets of the fuel additive in the warm fuel. This mixture then traversed a static mixing section to homogeneously mix the fuel additive with the fuel before entering the atomizing section of the burner.
  • Tests performed at the CANMET research furnace were performed with furnace operation specified by fuel flow rate and excess air level, both of which were controlled by the furnace operator.
  • the furnace was preheated with natural gas for up to 5 hrs prior to beginning experiments on residual fuel oil.
  • Standard start up protocol involved collection of data with untreated fuel oil burning in the system for at least one hour prior to beginning any experimental treatment. This protocol enabled one to verify baseline behavior on each day of operation.
  • the experiments were designed to investigate the effects of the chemical additives on furnace operation at two different excess air concentrations (10% and 7.5%). Baseline operation of the fuels was determined at the beginning and end of test campaigns as well as at the start of each test day.
  • the fuel additive compositions for the CANMET testing were prepared as follows with additives containing ISOMIXTENE ® (Additives 13 and 14) prepared under inert atmosphere in a glove box, and additives without ISOMIXTENE ® (Additives 11, 12, 15, and 16) prepared under normal atmospheric conditions.:
  • Additive 11 was prepared by mixing 13.9 grams of fescue extract and 10 mL of meadowfoam oil, and then blending the mixture with AROMATIC 150 FLUID up to 2000 mL.
  • Additive 12 was prepared by mixing 13 grams of fescue extract, 10 mL of meadowfoam oil and 1 mL of SANTOQUIN ® , and blending the mixture with AROMATIC 150 FLUID up to 2000 mL.
  • Additive 13 was prepared by mixing 5.12 grams of fescue extract, 5 mL of meadowfoam oil, 10 drops of SANTOQUIN ® , and 0889 grams of ISOMIXTENE ® , and blending the mixture with AROMATIC 150 FLUID up to 1000 mL.
  • Additive 14 was prepared by mixing 5.13 grams of alfalfa extract, 5 mL of meadowfoam oil, 10 drops of SANTOQUIN ® , and 088 grams of ISOMIXTENE ® , and blending the mixture with AROMATIC 150 FLUID up to 1000 mL.
  • Additive 15 was prepared by mixing 13 grams of alfalfa extract, 10 mL of meadowfoam oil, and 2 mL of SANTOQUIN ® , and blending the mixture with AROMATIC 150 FLUID up to 2000 mL.
  • Additive 16 was prepared by mixing 13 grams of alfalfa extract, and 10 mL of meadowfoam oil, and blending the mixture with AROMATIC 150 FLUID up to 2000 mL.
  • Table 10 summarizes the observations for particulate matter concentration in the CANMET tests performed at 10% excess air. The carbon content of the ash collected from the treated fuel experiments were uniformly lower than that seen in the reference system, but the overall isokinetic dust loading showed modest increases for Additives 11 and 12. At a lower excess air ratio the carbon content of the collected ash was consistent with the isokinetic dust loading as shown in Table 11. Additive 15 showed consistent reduction in particulate loading. Table 10.
  • CANMET Testing Particulate Matter Concentration at 10% Excess Air level
  • the fuel additive evaluated at IPT contained a combination of plant extract and an organometallic iron complex.
  • 49.2 grams of alfalfa extract were mixed with 7.57 mL of SANTOQUIN ® antioxidant, and 37.9 mL of meadowfoam oil.

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  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Engineering & Computer Science (AREA)
  • Organic Chemistry (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Health & Medical Sciences (AREA)
  • Emergency Medicine (AREA)
  • Inorganic Chemistry (AREA)
  • Solid Fuels And Fuel-Associated Substances (AREA)
  • Production Of Liquid Hydrocarbon Mixture For Refining Petroleum (AREA)

Abstract

L'invention concerne des additifs de fuel destinés à des fuels carbonés à haute teneur en asphaltène tels que les fuels ou charbons résiduels. Ces additifs présentent des caractéristiques de combustion améliorées. Ces caractéristiques de combustion améliorées comprennent un rendement accru et/ou une émission de polluants réduite. Ces additifs de fuel contiennent en particulier un extrait d'une plante telle que la fétuque, l''alfeque' ou la luzerne, et éventuellement un composé organométallique. L'utilisation d'additifs de fuel comprenant à la fois un extrait végétal et un composé organométallique est particulièrement indiquée pour améliorer les caractéristiques de combustion des fuels présentant une teneur particulièrement élevée en asphaltène.
EP06846019A 2005-12-21 2006-12-21 Additif pour fuel lourd Withdrawn EP1979443A2 (fr)

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CN101768486A (zh) * 2010-02-05 2010-07-07 迟凤文 柴油消烟节油添加剂
CN102925255A (zh) * 2011-08-09 2013-02-13 山丰生物科技股份有限公司 油品添加剂
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KR102243790B1 (ko) 2016-10-18 2021-04-22 모에탈 엘엘씨 경질 타이트 오일 및 고 황 연료 오일로부터의 연료 조성물
CN110903868A (zh) * 2019-11-25 2020-03-24 杭州启俄科技有限公司 一种有助于煤和重油燃烧的燃料添加剂、制备方法、应用及其添加系统
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WO2007076052A2 (fr) 2007-07-05
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BRPI0620432A2 (pt) 2011-11-08
US20090165365A1 (en) 2009-07-02

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