EP2649165B1 - Verwendung von additiven zur verbesserung in zusammenhang mit dem kraftstoffverbrauch - Google Patents

Verwendung von additiven zur verbesserung in zusammenhang mit dem kraftstoffverbrauch Download PDF

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EP2649165B1
EP2649165B1 EP11796666.3A EP11796666A EP2649165B1 EP 2649165 B1 EP2649165 B1 EP 2649165B1 EP 11796666 A EP11796666 A EP 11796666A EP 2649165 B1 EP2649165 B1 EP 2649165B1
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Prior art keywords
fuel
viscosity
engine
fuel composition
diesel
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French (fr)
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EP2649165A1 (de
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Andreas Hugo Brunner
Jurgen Johannes Jacobus Louis
Andreas Schäfer
Rodney Glyn Williams
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Shell Internationale Research Maatschappij BV
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Shell Internationale Research Maatschappij BV
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    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/16—Hydrocarbons
    • C10L1/1625—Hydrocarbons macromolecular compounds
    • C10L1/1633—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds
    • 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
    • C10L1/16—Hydrocarbons
    • C10L1/1625—Hydrocarbons macromolecular compounds
    • C10L1/1633—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds
    • C10L1/1658—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds from compounds containing conjugated dienes
    • 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
    • C10L1/16—Hydrocarbons
    • C10L1/1625—Hydrocarbons macromolecular compounds
    • C10L1/1633—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds
    • C10L1/1641—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds from compounds containing aliphatic monomers
    • 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
    • C10L1/16—Hydrocarbons
    • C10L1/1625—Hydrocarbons macromolecular compounds
    • C10L1/1633—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds
    • C10L1/165—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds from compounds containing aromatic monomers
    • 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
    • C10L1/19—Esters ester radical containing compounds; ester ethers; carbonic acid esters

Definitions

  • the present invention relates to the use of viscosity increasing components in a diesel fuel composition to give improvements in fuel economy.
  • Advanced combustion is an umbrella term that encompasses a number of different combustion modes, which typically involve one or more of the following features: fuel injection much advanced of Top Dead Centre (TDC); multiple fuel injections; high amounts of Exhaust Gas Recirculation (EGR); and high injection pressures. All of these modes generally attempt to achieve very low levels of NOx and soot (particulate matter) emissions through improved fuel-air mixing and reduced combustion temperatures.
  • Typical after-treatments include devices such as catalytic converters (e.g. for removing NOx emissions) and/or particulate filters (e.g. to remove soot from the exhaust gas stream).
  • this invention aims to overcome or alleviate at least one of the problems associated with the prior art.
  • US2006/254131 relates to a method for improving the combustion efficiency of an engine and describes the use of polyisobutylenes as an additive in diesel fuels.
  • US5906665A relates to a method and composition for improving the mechanical efficiency of an engine through the use of ultra-high molecular weight polyisobutylene (PIB) additive in a fuel.
  • PIB ultra-high molecular weight polyisobutylene
  • the viscosity of a fuel composition can improve the fuel economy of an engine.
  • the increase in viscosity can compensate for the reduced density of typical refinery diesels in comparison to reference fuels; and the increase in viscosity may therefore enable both a reduction in fuel consumption and in CO 2 emissions.
  • the overall properties of a modified fuel according to the invention may not necessarily be closer to those of the reference fuel, the combination of lower density and higher viscosity can improve fuel economy, and in some cases may even result in the same optimum balance between fuel consumption and exhaust emissions as achieved with the original reference fuel.
  • the viscosity of the fuel can be increased either directly at the refinery, by adding high viscosity components or by adding viscosity increasing additives.
  • a viscosity increasing component in a diesel fuel composition, for the purpose of improving the fuel economy of an engine into which the fuel composition is introduced, or of a vehicle powered by such an engine; wherein the viscosity increasing component is a viscosity index (VI) improving additive consisting of a block copolymer, which contains one or more monomer blocks selected from ethylene, propylene, butylene, butadiene, isoprene and styrene monomers; and wherein the VI improving additive is used at a concentration of between:
  • VI viscosity index
  • the engine is preferably a diesel or compression ignition engine.
  • the diesel engine may also be a turbo-charged diesel engine.
  • the engine may be under the control of an engine management system (EMS).
  • EMS engine management system
  • the fuel viscosity increasing component (or agent) may be used in accordance with the invention is a viscosity index (VI) improving additive.
  • the viscosity increasing component may be added to the fuel composition at the refinery or outside the refinery, such as prior to delivery to the point of sale or at the point of sale.
  • VI improving additives are well-known to the skilled person, and include compositions comprising block copolymer, e.g. which contain one or more monomer blocks selected from ethylene, propylene, butylene, butadiene, isoprene and styrene monomers.
  • a particularly suitable VI improving additive comprises a polystyrene-polyisoprene stellate copolymer, such as SVTM 200 (ex. Infineum, Multisol and others).
  • the VI improving additive is used at a concentration in the range of from 0.01 to 0.5% w/w, based on the total weight of the fuel composition.
  • the VI improving additive may be used at a concentration of between: (i) 0.01% w/w and 1.0% w/w; (ii) 0.05% w/w and 0.5% w/w; or (iii) 0.1% w/w and 0.3 w/w; based on the total weight of the fuel composition.
  • the viscosity increasing component is used in an amount sufficient to increase the kinematic viscosity of the fuel composition by (i) at least 0.2 mm 2 /s; (ii) 0.25 mm 2 /s to 1.0 mm 2 /s; or (iii) 0.32 mm 2 /s to 0.67 mm 2 /s; compared to the viscosity of the fuel composition prior to the addition of the viscosity increasing component.
  • the kinematic viscosity is measured under standard conditions, such as at 40°C.
  • the resultant or desired final kinematic viscosity of the fuel composition may be determined according to the desired properties of the fuel and/or by national or International regulations and standards.
  • the kinematic viscosity at 40°C of the diesel fuel composition comprising the viscosity increasing component may be up to 4.5 mm 2 /s; such as between 2.0 mm 2 /s and 4.0 mm 2 /s; or between 3.0 mm 2 /s and 3.8 mm 2 /s.
  • the diesel fuel composition may contain a biofuel.
  • the biofuel component may comprise fatty acid methyl esters (FAME).
  • FAME fatty acid methyl esters
  • the fuel compositions may contain any number of additional useful additives known to the person of skill in the art.
  • two or more viscosity increasing components may be used, such as a VI improver and a high viscosity fuel or oil component.
  • the uses of the invention may be for the purpose of reducing or mitigating a reduction in fuel economy that may, for example, be caused by the addition of a fuel component or additive that has been or is intended to be introduced into the fuel composition for any other purpose, e.g. for improving the emissions performance of the fuel concerned.
  • the use of the invention causes a minimal deterioration, neutral or better emissions performance compared to that of the diesel fuel comprised in the fuel composition prior to addition of the viscosity increasing component.
  • the uses of the invention suitably have minimal, or no detrimental impact on the performance of an engine powered by the fuel composition, compared to its performance prior to addition of the viscosity improving component.
  • the uses of the invention may be for formulating fuels that give demonstrably improved fuel economy in a particular engine, whilst falling within a desirable or predetermined fuel standard, for example, the fuel composition may be a diesel fuel corresponding to the European Standard EN 590 (2000), for example an "ultra low sulphur diesel".
  • the uses may be for ameliorating fuel economy losses that are associated with fuels or fuel blends which have a low volumetric energy, for example to give lower vehicle emissions, such as in a fuel or fuel blend containing a diesel fuel corresponding to the Swedish Class 1 standard.
  • Viscosity Index (or VI) is an arbitrary unit used to measure the change of kinematic viscosity with temperature. It is generally used to characterise lubricating oils in the automotive industry. Thus, the Viscosity Index highlights how a liquid's (or lubricant's) viscosity changes with variations in temperature. In general, the viscosity of a liquid decreases as its temperature increases. Many lubricant or fuel applications require the liquid to perform across a wide range of engine conditions: for example, at start-up when the liquid is at prevailing temperature of the environment, as well as when it is running (up to 200 °C /392 °F). The higher the VI, the smaller the relative change in viscosity with temperature. Desirably, a fuel composition will not vary much in viscosity over its typical operating temperature range (i.e. it will have a relatively high VI).
  • kinematic viscosity measurements are taken at approximately 40°C and/or approximately 100°C, unless otherwise indicated.
  • kinematic viscosity is measured using standardised testing procedures known to the person of skill in the art, such as ASTM D-445 or EN ISO 3104.
  • viscosity increasing component encompasses any component that, when added to a fuel composition at a suitable concentration, has the effect of increasing the viscosity of the fuel composition relative to its previous viscosity at one or more temperatures within the operating temperature range of the fuel.
  • the term encompasses high viscosity fuel or oil components as well as natural or synthetic fuel or oil additives.
  • VI improvers are additives that increase the viscosity of the fluid throughout the useful temperature range of the VI improver.
  • the useful operating temperature preferably overlaps at least a portion of the operating temperature range of a fuel composition in an engine.
  • VI improvers are polymeric molecules that are sensitive to temperature. At low temperatures, the molecule chains contract and so do not significantly impact on the fluid viscosity. However, at high temperatures, the chains relax and a relative increase in viscosity occurs; although the actual viscosity will still decrease as temperature increases. Hence, the addition of VI improvers serves to slow down rather than halt the rate at which the viscosity decreases.
  • VI improvers There are many types and structures of VI improvers. Higher molecular weight polymers make better thickeners but tend to have less resistance to mechanical shear. On the other hand, lower molecular weight polymers are more shear-resistant, but do not improve viscosity as effectively at higher temperatures and, therefore, may be used in larger quantities to achieve the same effect at a desired temperature.
  • an "increase" in the context of fuel viscosity embraces any degree of increase compared to a previously measured viscosity under the same or equivalent conditions.
  • the increase is suitably compared to the viscosity of the fuel composition prior to incorporation of the viscosity increasing (or improving) component or additive.
  • the viscosity increase may be measured in comparison to an otherwise analogous fuel composition (or batch or the same fuel composition); for example, which is intended (e.g. marketed) for use in an internal combustion engine, in particular a diesel engine, prior to adding a viscosity increasing component to it.
  • the present invention may, for example, involve adjusting (i.e. increasing) the viscosity of the fuel composition, using the viscosity increasing component in order to achieve a desired target viscosity.
  • the viscosity increasing component is used in a sufficient quantity to increase the viscosity of the fuel composition to which it is added as measured under the same conditions.
  • the increase in kinematic viscosity may be measured at any suitable temperature, such as at 40°C or at 100°C. Conveniently, viscosity is measured at 40°C.
  • the viscosity increasing component is used in an amount to increase the viscosity by at least 0.05 mm 2 /s, at least 0.1 mm 2 /s, or at least 0.2 mm 2 /s.
  • the viscosity increase may be between 0.25 mm 2 /s and 2.0 mm 2 /s; or between 0.25 mm 2 /s and 1.0 mm 2 /s.
  • the viscosity increase is between 0.3 mm 2 /s and 0.8 mm 2 /s, such as between 0.32 mm 2 /s and 0.67 mm 2 /s.
  • an "increase" in the context of fuel economy encompasses any amount of increase compared to the fuel economy of the same fuel composition prior to addition of the viscosity increasing component, as measured in the same or equivalent engine.
  • the increase in fuel economy may be measured relative to an analogous fuel composition under the same or equivalent conditions in the same or equivalent engine.
  • the increase is suitably compared to the fuel economy of an engine or vehicle prior to incorporation of the viscosity increasing (or improving) component or additive.
  • the increase in fuel economy may be measured and/or reported in any suitable manner, such as a percentage increase, as an increase in distance travelled (e.g. km) for a set volume of fuel (e.g. L), or as a reduction in fuel volume or mass to travel a particular distance under the same conditions (e.g. speed, workload).
  • the percentage increase may be at least 0.1%, such as at least 0.2%.
  • the percentage increase in fuel economy is at least 0.25%, or at least 0.5%. More suitably, the increase in fuel economy is at least 1.0%, at least 2.0% or at least 3.0%. In some particularly preferred embodiments, the increase in fuel economy is at least 5.0% or even at least 10%.
  • any measurable improvement in fuel economy may provide a worthwhile advantage, particularly when it is considered how much fuel is used by vehicles throughout the world on a daily basis.
  • the engine in which the fuel composition of the invention is used may be any appropriate engine.
  • the fuel is a diesel or biodiesel fuel composition
  • the engine is a diesel or compression ignition engine.
  • any type of diesel engine may be used, such as a turbo charged diesel engine, provided the same or equivalent engine is used to measure fuel economy with and without the viscosity increasing component.
  • the invention is applicable to an engine in any vehicle.
  • the invention is also applicable to any driving conditions, such as urban, extra urban and/or motorway / freeway / test track driving conditions; although the invention may be particularly beneficial in certain engine type and/or under specific driving conditions.
  • a viscosity increasing component in a fuel composition means incorporating the component into the composition, typically as a blend (i.e. a physical mixture) with one or more fuel components (typically diesel base fuels) and optionally with one or more fuel additives.
  • the viscosity increasing component is preferably incorporated into the fuel composition before the composition is introduced into an engine which is to be run on the composition.
  • the viscosity increasing component may be dosed directly into (e.g. blended with) one or more components of the fuel composition or the base fuel at the refinery.
  • it may be pre-diluted in a suitable fuel component, which subsequently forms part of the overall automotive fuel composition.
  • it may be added to an automotive fuel composition downstream of the refinery.
  • it may be added as part of an additive package containing one or more other fuel additives.
  • This can be particularly advantageous because in some circumstances it can be inconvenient or undesirable to modify the fuel composition at the refinery.
  • the blending of base fuel components may not be feasible at all locations, whereas the introduction of fuel additives, at relatively low concentrations, can more readily be achieved at fuel depots or at other filling points such as road tanker, barge or train filling points, dispensers, customer tanks and vehicles.
  • the "use" of the invention may also encompass the supply of a viscosity increasing component together with instructions for its use in an automotive fuel composition to achieve one of the benefits of the present invention (e.g. an increase in fuel economy in a particular internal combustion engine or in a particular vehicle).
  • the viscosity increasing component may therefore be supplied as a component of a formulation which is suitable for and/or intended for use as a fuel additive, in particular a diesel fuel additive.
  • the viscosity increasing component or additive may be incorporated into an additive formulation or package along with one or more other fuel additives.
  • the one or more fuel additives may be selected from any useful additive, such as detergents, anti-corrosion additives, esters, poly-alpha olefins, long chain organic acids, components containing amine or amide active centres, and mixtures thereof, as is known to the person of skill in the art.
  • the "use" of the invention may involve running an engine on the fuel composition containing the viscosity increasing component, typically by introducing the fuel composition into a combustion chamber of the engine.
  • two or more viscosity increasing components may be used in an automotive fuel composition to provide one or more of the effects of the invention described herein.
  • Viscosity increasing components for use herein are VI improving additives.
  • VI improving additives tend to be synthetically prepared, and are therefore typically available with a well defined constitution and quality, in contrast to, for example, mineral derived viscosity increasing fuel components (refinery streams), the constitution of which can vary from batch to batch. VI improving additives are also widely available, for use in lubricants, which can again make them an attractive additive for the new use proposed by the present invention. They are also often less expensive, in particular in view of the lower concentrations needed, than other viscosity increasing components such as mineral base oils.
  • the VI improving additive used in a fuel composition in accordance with the present invention is polymeric in nature. It may, for example, be selected from: a) styrene-based block copolymers, for example those available as KratonTM D or KratonTM G additives (ex. Kraton) or as SVTM additives (ex. Infineum, Multisol or others). Particular examples include copolymers of styrenic and ethylene/butylene monomers, for instance polystyrene-polyisoprene copolymers and polystyrene-polybutadiene copolymers.
  • styrene-based block copolymers for example those available as KratonTM D or KratonTM G additives (ex. Kraton) or as SVTM additives (ex. Infineum, Multisol or others).
  • Particular examples include copolymers of styrenic and ethylene/butylene monomers, for instance polystyrene-polyis
  • copolymers for use herein are block copolymers, such as SVTM 150 (a polystyrene-polyisoprene di-block copolymer), or the KratonTM additives (styrene-butadiene-styrene tri-block copolymers or styrene-ethylene-butylene block copolymers). They may be tapered copolymers, for instance styrene-butadiene copolymers.
  • star copolymers may be stellate ("star") copolymers, as for instance in SVTM 200 and SVTM 260 (styrene-polyisoprene star copolymers); b) other block copolymers based on ethylene, butylene, butadiene, isoprene or other olefin monomers, such as ethylene-propylene copolymers; and f) mixtures thereof.
  • additives of type (a) and (b), or mixtures thereof may be preferred; and in particular additives of type (a).
  • VI improving additives which consist of block copolymers are used herein as in general these can lead to fewer side effects such as increases in deposit and/or foam formation.
  • the VI improving additive consists of a block copolymer which contains one or more olefin, monomer blocks selected from ethylene, propylene, butylene, butadiene, isoprene and styrene monomers.
  • a particularly preferred type of VI improver is a star copolymer based on styrene and isoprene; and a specifically preferred VI improver is SVTM 200, a polystyrene-polyisoprene star copolymers.
  • the kinematic viscosity at 40°C (VK 40, as measured by ASTM D-445 or EN ISO 3104) of the VI improving additive is suitably 40 mm 2 /s or greater, preferably 100 mm 2 /s or greater, more preferably 1000 mm 2 /s or greater.
  • Its density at 15°C (ASTM D-4052 or EN ISO 3675) is suitably 600 kg/m 3 or greater, preferably 800 kg/m 3 or greater.
  • Its sulphur content (ASTM D-2622 or EN ISO 20846) is suitably 1000 mg/kg or lower, preferably 350 mg/kg or lower, more preferably 10 mg/kg or lower.
  • the VI improving additive may be pre-dissolved in a suitable solvent, for example an oil such as a mineral oil or Fischer-Tropsch derived hydrocarbon mixture; a fuel component (which again may be either mineral or Fischer-Tropsch derived) compatible with the fuel composition in which the additive is to be used (for example a middle distillate fuel component such as a gas oil or kerosene, when intended for use in a diesel fuel composition); a poly alpha olefin; a so-called biofuel such as a fatty acid alkyl ester (FAAB), a Fischer-Tropsch derived biomass-to-liquid synthesis product, a hydrogenated vegetable oil, a waste or algae oil or an alcohol such as ethanol; an aromatic solvent; any other hydrocarbon or organic solvent; or a mixture thereof.
  • a suitable solvent for example an oil such as a mineral oil or Fischer-Tropsch derived hydrocarbon mixture
  • a fuel component which again may be either mineral or Fischer-Tropsch derived
  • a middle distillate fuel component such as
  • the concentration of the VI improving additive in the fuel composition may be up to 1.0% w/w and more suitably 0.5 %w/w. It may be 0.01% w/w or greater, more suitably 0.05% w/w or greater, and still more suitably 0.1% w/w or greater. Suitable concentrations ranges may for instance be from 0.01 to 1.0% w/w, 0.01 to 0.5% w/w, 0.05 to 1.0% w/w, 0.05 to 0.5% w/w, 0.1 to 0.5% w/w, or from 0.1 to 0.3% w/w. In some cases the amount of VI improving additive may be approximately from 0.15 to 0.25% w/w.
  • VI improver concentrations of VI improver are approximately 0.1% w/w and 0.2% w/w based on the total weight of the fuel composition.
  • the VI improver is selected from the SVTM series of VI improvers (as described above), and these are beneficially used in the range of 0.05 to 0.5% w/w.
  • concentrations are for the VI improving additive itself, and do not take account of any solvent(s) with which its active ingredient may be pre-diluted; and are based on the mass of the overall fuel composition.
  • concentration ranges may apply to the overall combination of VI improving additives. It will be appreciated that amounts / concentrations may also be expressed as ppm, in which case 1% w/w corresponds to 10,000 ppm w/w.
  • the remainder of the composition will typically consist of one or more automotive base fuels, for instance as described in more detail below, optionally together with one or more fuel additives.
  • concentration of the VI improving additive used may depend on desirable fuel characteristics / properties, such as: the desired viscosity of the overall fuel composition; the viscosity of the composition prior to incorporation of the additive; the viscosity of the additive itself; and/or the viscosity of any solvent in which the additive is used.
  • the relative proportions of the VI improving additive, fuel component(s) and any other components or additives present in a diesel fuel composition prepared according to the invention may also depend on other desired properties such as density, emissions performance and cetane number. Density of the overall fuel composition may in some cases be a particularly relevant parameter.
  • Emission levels may be measured using standard testing procedures such as the European R49, ESC, OICA or ETC (for heavy-duty engines) or ECE+EUDC or MVEG (for light-duty engines) test cycles. Ideally emissions performance is measured on a diesel engine built to comply with the Euro II standard emissions limits (1996) or with the Euro III (2000), IV (2005) or even V (2008) standard limits.
  • Viscosity index improving additives are well known for use in lubricant formulations, where they are used to maintain viscosity as constant as possible over a desired temperature range by relatively increasing viscosity (i.e. slowing the decrease in viscosity) at higher temperatures. They are typically based on relatively high molecular weight, long chain polymeric molecules that can form conglomerates and/or micelles. These molecular systems expand at higher temperatures, thus further restricting their movement relative to one another and in turn increasing the viscosity of the system.
  • Known VI improvers are typically included in lubricating oil formulations at concentrations between 1 and 20% w/w.
  • VI improving additives can significantly increase the viscosity of an automotive fuel composition, in particular a diesel fuel composition, even when used at relatively low concentrations; and that this can improve the fuel economy of an engine into which the composition is introduced.
  • These fuel economy benefits may be observed under any type of driving condition, such as urban, extra urban, and highway, at low speed and/or at high speed.
  • the invention is not, therefore, limited to specific driving conditions, although the fuel economy benefits may be more apparent under some particular conditions than others.
  • the fuel economy benefits are not limited to particular types of engine, although diesel compression ignition engines are preferred.
  • the advantages of the invention may apply in turbo charged engines as well as in non-turbo engines.
  • the present invention can provide an effective way of improving the fuel economy of an internal combustion engine by means of the fuel introduced into it.
  • the amount of the viscosity increasing component for use in accordance with the invention may vary depending of fuel type and/or engine type; a further benefit of the invention is that under some conditions the amount of VI improver needed to observe the benefit of the invention may be surprisingly low, such as at the level of typical fuel additives. This in turn can reduce the cost and complexity of the fuel preparation process. For example, it can allow a fuel composition to be altered, in order to improve fuel economy, by the incorporation of additives downstream of the refinery, rather than by altering the content of the base fuel at its point of initial preparation.
  • the blending of base fuel components may not be feasible at all locations, whereas the introduction of fuel additives, at relatively low concentrations, can more readily be achieved at fuel depots or at other filling points such as road tanker, barge or train filling points, dispensers, customer tanks and vehicles.
  • an additive which is to be used at a relatively low concentration can naturally be transported, stored and introduced into a fuel composition more cost effectively than can a fuel component which needs to be used at concentrations of the order of tens of percent by weight.
  • VI improving additives can also help to reduce any undesirable side effects: for example, impacting on distillation or cold flow properties, caused by their incorporation into a fuel composition.
  • Described herein is a method of operating an internal combustion engine and/or a vehicle powered by such an engine, which comprises introducing into a combustion chamber of the engine a fuel composition prepared in accordance with the invention.
  • the fuel composition is preferably introduced for one or more of the purposes described in connection with this invention.
  • the engine is preferably operated with the fuel composition for the purpose of improving its fuel economy.
  • the engine is in particular a diesel engine, and may be a turbo charged diesel engine.
  • the diesel engine may be of the direct injection type, for example of the rotary pump, in-line pump, unit pump, electronic unit injector or common rail type, or of the indirect injection type. It may be a heavy or a light duty diesel engine. For example, it may be an electronic unit direct injection (EUDI) engine.
  • EUDI electronic unit direct injection
  • a further advantage of the present invention is that VI improving additives are designed specifically to increase viscosity at higher temperatures. Since increases in engine power are generally linked to the conditions in the fuel injection system (which generally operates at high temperatures), and to fuel consumption, VI improving additives are believed capable of providing greater benefits than other more conventional viscosity increasing components in improving fuel economy, particularly at higher speeds and powers.
  • a VI improving additive can increase the viscosity of a fuel composition, in particular a diesel fuel composition, by an amount greater than that which theory would predict based on the viscosities of the individual components.
  • the expected viscosity of a blend of two or more liquids having different viscosities can be calculated using a three-step procedure (see Hirshfelder et al., "Molecular Theory of Gases and Liquids", First Edition, Wiley (ISBN 0-471-40065-3 ); and Maples (2000), “Petroleum Refinery Process Economics", Second Edition, Pennwell Books (ISBN 0-87814-779-9 )).
  • a blend of 99% w/w of a sulphur-free diesel fuel having a VK 40 (kinematic viscosity at 40°C) of 2.15 mm 2 /s with 1% w/w of the VI improving additive SVTM 261 (which has a VK 40 of 16,300 mm 2 /s) has an overall measured VK 40 of 3.19 mm 2 /s.
  • VI improver increased the VK 40 of the diesel fuel by 0.44 mm 2 /s; whereas the formulae described in Hirshfelder et al ., for example, would predict a theoretical VK 40 of 2.84 mm 2 /s, (i.e. an increase of only 0.09 mm 2 /s over the VK 40 of the diesel fuel alone).
  • VI improving additives would not be expected significantly to increase the viscosity of a fuel composition at additive-level concentrations.
  • SVTM 261 is a mixture of 15% w/w block copolymers (e.g. SVTM 260, also ex. Infineum) with 85% w/w mineral oil).
  • a fuel composition prepared according to the present invention (in particular a diesel fuel composition) will suitably have a VK 40 of 2.0 mm 2 /s or greater, 2.5 mm 2 /s or greater, 2.7 mm 2 /s or greater, 2.8 mm 2 /s or greater, or preferably 2.9 mm 2 /s or greater.
  • the VK 40 may be up to 4.5 mm 2 /s, up to 4.2 mm 2 /s, or up to 4.0 mm 2 /s.
  • the VK 40 of the fuel composition including the viscosity increasing component is in the range of 3.0 mm 2 /s to 4.0 mm 2 /s, such as 3.0 mm 2 /s to 3.8 mm 2 /s, 3.1 mm 2 /s to 3.7 mm 2 /s, or 3.2 mm 2 /s to 3.6 mm 2 /s.
  • the VK 40 of the composition may be as low as 1.5 mm 2 /s, although it is preferably approximately 1.7 or 2.0 mm 2 /s or greater. It should be appreciated that references to viscosity herein are, unless otherwise specified, intended to mean kinematic viscosity.
  • the composition preferably has a relatively high density for a diesel fuel composition, such as 830 kg/m 3 or greater at 15°C (ASTM D-4052 or EN ISO 3675), preferably 832 kg/m 3 or greater, such as from 832 to 845 kg/m 3 at 15°C, which is the upper limit of the current EN 590 diesel fuel specification.
  • a diesel fuel composition such as 830 kg/m 3 or greater at 15°C (ASTM D-4052 or EN ISO 3675), preferably 832 kg/m 3 or greater, such as from 832 to 845 kg/m 3 at 15°C, which is the upper limit of the current EN 590 diesel fuel specification.
  • a diesel fuel composition prepared according to the present invention may in general be any type of diesel fuel composition suitable for use in a compression ignition (diesel) engine. It may contain, in addition to the VI improving additive, other standard diesel fuel components. It may, for example, include a major proportion of a diesel base fuel, for instance of the type described below.
  • a "major proportion" means at least 50% w/w, and typically at least 85% w/w based on the overall composition. More suitably, at least 90% w/w or at least 95% w/w; and in some cases at least 98% w/w or at least 99% w/w of the fuel composition consists of the diesel base fuel.
  • a diesel fuel composition prepared according to the present invention may comprise one or more diesel fuel components of conventional type.
  • Such components will typically comprise liquid hydrocarbon middle distillate fuel oil(s), for instance petroleum derived gas oils.
  • fuel components may be organically or synthetically derived, and are suitably obtained by distillation of a desired range of fractions from a crude oil.
  • gas oils may be processed in a hydride-sulphurisation (HDS) unit so as to reduce their sulphur content to a level suitable for inclusion in a diesel fuel composition. They will typically have boiling points within the usual diesel range of 150 to 410°C or 170 to 370°C, depending on grade and use.
  • the fuel composition will include one or more cracked products obtained by splitting heavy hydrocarbons.
  • a diesel base fuel may consist of or comprise a Fischer-Tropsch derived diesel fuel component, typically a Fischer-Tropsch derived gas oil.
  • Fischer-Tropsch derived means that a material is, or is obtained from, a synthesis product of a Fischer-Tropsch condensation process.
  • a Fischer-Tropsch derived fuel or fuel component will therefore be a hydrocarbon stream in which a substantial portion, except for added hydrogen, is derived directly or indirectly from a Fischer-Tropsch condensation process.
  • the Fischer-Tropsch process converts carbon monoxide and hydrogen into longer chains, which are usually paraffinic hydrocarbons.
  • the carbon monoxide and hydrogen may themselves be derived from organic, inorganic, natural or synthetic sources, such as from natural gas or from organically derived methane.
  • a Fischer-Tropsch derived diesel fuel component of use in the present invention may be obtained directly from the refining or the Fischer-Tropsch reaction, or indirectly for instance by fractionation or hydrotreating of the refining or synthesis product to give a fractionated or hydrotreated product.
  • the desired fraction(s) typically gas oil fraction(s)
  • Other post-synthesis treatments such as polymerisation, alkylation, distillation, cracking-decarboxylation, isomerisation and hydroreforming, may also be employed to modify the properties of Fischer-Tropsch condensation products, as is known in the art.
  • Fischer-Tropsch fuels may be derived by converting gas, biomass or coal to liquid (XtL), specifically by gas to liquid conversion (GtL), or from biomass to liquid conversion (BtL). Any form of Fischer-Tropsch derived fuel component may be used as a base fuel in accordance with the invention.
  • Diesel fuel components contained in a composition prepared according to the present invention will typically have a density of from 750 to 900 kg/m 3 , from 800 to 860 kg/m 3 , at 15°C (ASTM D-4052 or EN ISO 3675) and/or a VK 40 of from 1.5 to 6.0 mm 2 /s (ASTM D-445 or BN ISO 3104).
  • the base fuel may itself comprise a mixture of two or more diesel fuel components of the types described above.
  • the diesel fuel may consist of or comprise a so-called “biodiesel” fuel component such as a vegetable oil, hydrogenated vegetable oil or vegetable oil derivative (e.g. a fatty acid ester, in particular a fatty acid methyl ester, FAME), or another oxygenate such as an acid, ketone or ester.
  • a biodiesel fuel component such as a vegetable oil, hydrogenated vegetable oil or vegetable oil derivative (e.g. a fatty acid ester, in particular a fatty acid methyl ester, FAME), or another oxygenate such as an acid, ketone or ester.
  • a biodiesel fuel component such as a vegetable oil, hydrogenated vegetable oil or vegetable oil derivative (e.g. a fatty acid ester, in particular a fatty acid methyl ester, FAME), or another oxygenate such as an acid, ketone or ester.
  • Such components need not necessarily be bio-derived.
  • the biodiesel component may be present in quantities of between 1% and 99% w/w, for example.
  • the fuel comprises at least 2% w/w biodiesel, such as between 2% and 80% w/w.
  • the biodiesel is present at between 2% and 50% w/w, such as between 3% and 40% w/w, between 4% and 30% w/w, or between 5% and 20% w/w.
  • the biodiesel component is FAME. In a preferred application FAME is present at approximately 5% w/w based on the total weight of the fuel composition.
  • a viscosity increasing component may be used to increase the viscosity of a fuel composition.
  • the base fuel(s) may have a relatively low viscosity (e.g. less than 3.0 mm 2 /s), and may then be "improved” by incorporation of the viscosity increasing component.
  • a base fuel component which is perhaps not intrinsically beneficial for good engine fuel economy, e.g. because refining processes or additives have been used to optimise another important property of the fuel (such as exhaust gas emissions), may thus be modified so as to improve fuel economy. Any detrimental effect that the additive or refining process might have been expected to have on fuel economy may be at least partially counteracted by increasing the viscosity of the fuel.
  • the relatively lower expected fuel economy level may be a result of the operating conditions of the engine or vehicle concerned, for example, as may be controlled by an engine management system. Accordingly, the uses and methods of the invention may also go some way towards counteracting lower engine fuel economy resulting, at least in part, from engine operating conditions / parameters.
  • the base fuel(s) consist of or comprise relatively low viscosity components such as Fischer-Tropsch or mineral derived kerosene components, Fischer-Tropsch or mineral derived naphtha components, so-called “winter GtL” Fischer-Tropsch derived gas oils, low viscosity mineral oil diesel components or biodiesel components.
  • Such base fuels may in some cases have a VK 40 (ASTM D-445 or EN ISO 3104) that is below the maximum permitted by the European diesel fuel specification EN 590, for instance below 4.5 mm 2 /s, or below 3.5, 3.2 or 3.0 mm 2 /s.
  • VK 40 below the minimum permitted by EN 590, for example below 2.0 mm 2 /s or even below 1.5 mm 2 /s.
  • the VI improving additive may be pre-diluted in one or more such fuel components, prior to its incorporation into the final automotive fuel composition.
  • an automotive diesel fuel composition prepared according to the present invention will suitably comply with applicable current standard specification(s) such as, for example, EN 590 (for Europe) or ASTM D-975 (for the USA).
  • the overall fuel composition may have a density from 820 to 845 kg/m 3 at 15°C (ASTM D-4052 or EN ISO 3675); a T95 boiling point (ASTM D-86 or EN ISO 3405) of 360°C or less; a measured cetane number (ASTM D-613) of 51 or greater; a VK 40 (ASTM D-445 or EN ISO 3104) from 2 to 4.5 mm 2 /s; a sulphur content (ASTM D-2622 or EN ISO 20846) of 50 mg/kg or less; and/or a polycyclic aromatic hydrocarbons (PAH) content (IP 391 (mod)) of less than 11% w/w.
  • Relevant specifications may, however, differ from country to country and from year to year, and may depend on the intended use of the fuel composition.
  • diesel fuel composition prepared according to the present invention may contain fuel components with properties outside of these ranges, since the properties of an overall blend may differ, often significantly, from those of its individual constituents.
  • a diesel fuel composition prepared according to the present invention suitably contains no more than 5000 ppmw (parts per million by weight) of sulphur, typically from 2000 to 5000 ppmw, or from 1000 to 2000 ppmw, or alternatively up to 1000 ppmw.
  • the composition may, for example, be a low or ultra low sulphur fuel, or a sulphur free fuel, for instance containing at most 500 ppmw, beneficially no more than 350 ppmw, suitably no more than 100 or 50, or even 10 ppmw of sulphur.
  • An automotive fuel composition prepared according to the present invention, or a base fuel used in such a composition may contain one or more fuel additives, or may be additive-free. If additives are included (e.g. added to the fuel at the refinery), it may contain minor amounts of one or more additives.
  • Selected examples or suitable additives include (but are not limited to): anti-static agents; pipeline drag reducers; flow improvers (e.g. ethylene/vinyl acetate copolymers or acrylate/maleic anhydride copolymers); lubricity enhancing additives (e.g. ester- and acid-based additives); dehazers (e.g. alkoxylated phenol formaldehyde polymers); anti-foaming agents (e.g.
  • polyether-modified polysiloxanes include ignition improvers / cetane improvers (e.g. 2-ethylhexyl nitrate (EHN), cyclohexyl nitrate, di-tert-butyl peroxide); anti-rust agents (e.g. a propane-1,2-diol semi-ester of tetrapropenyl succinic acid, or polyhydric alcohol esters of a succinic acid derivative); corrosion inhibitors; reodorants; anti-wear additives; antioxidants (e.g.
  • phenolics such as 2,6-di-tert-butylphenol); metal deactivators; combustion improvers; static dissipator additives; cold flow improvers (e.g. glycerol monooleate, di-isodecyl adipate); antioxidants; and wax anti-settling agents.
  • the composition may for example contain a detergent.
  • Detergent-containing diesel fuel additives are known and commercially available. Such additives may be added to diesel fuels at levels intended to reduce, remove or slow the build up of engine deposits.
  • the composition contains such additives (other than the viscosity increasing components of the invention), it suitably contains a minor proportion (such as 1% w/w or less, 0.5% w/w or less, 0.2% w/w or less), of the one or more fuel additives, in addition to the viscosity increasing component(s).
  • the (active matter) concentration of each such additive component in the fuel composition may be up to 10000 ppmw, such as in the range of 0.1 to 1000 ppmw; and advantageously from 0.1 to 300 ppmw, such as from 0.1 to 150 ppmw.
  • one or more additive components may be co-mixed (e.g. together with suitable diluent) in an additive concentrate, and the additive concentrate may then be dispersed into a base fuel or fuel composition.
  • the viscosity increasing component, particularly the VI improver may, in accordance with the present invention, be incorporated into such an additive formulation.
  • a fuel additive mixture typically contains a detergent, optionally together with other components as described above, and a diesel fuel-compatible diluent, which may be a mineral oil, a solvent such as those sold by Shell companies under the trade mark "SHELLSOL", a polar solvent such as an ester and, in particular, an alcohol (e.g.
  • hexanol 2-ethylhexanol, decanol, isotridecanol and alcohol mixtures such as those sold by Shell companies under the trade mark "LINEVOL", especially LINEVOL 79 alcohol which is a mixture of C 7-9 primary alcohols, or a C 12-14 alcohol mixture which is commercially available).
  • LINEVOL especially LINEVOL 79 alcohol which is a mixture of C 7-9 primary alcohols, or a C 12-14 alcohol mixture which is commercially available).
  • the total content of the additives in the fuel composition may be suitably between 0 and 10000 ppmw and more suitably below 5000 ppmw.
  • amounts e.g. concentrations, ppmw and %w/w
  • components are of active matter, i.e. exclusive of volatile solvents/diluent materials.
  • the present invention involves adjusting the viscosity of the fuel composition, using the viscosity increasing component (e.g. a VI improving additive), in order to achieve a desired target viscosity.
  • the viscosity increasing component e.g. a VI improving additive
  • the viscosity increasing component or VI improver increases the viscosity of the fuel composition by at least 0.05 mm 2 /s and less than 2.0 mm 2 /s, as previously noted. More suitably, the viscosity increase is between 0.25 mm 2 /s and 1.0 mm 2 /s, such as between 0.3 mm 2 /s and 0.8 mm 2 /s. In some particular embodiments, the viscosity increase is approximately 0.32 mm 2 /s, approximately 0.67 mm 2 /s, or any value in between these ranges.
  • the maximum viscosity of an automotive fuel composition may often be limited by relevant legal and/or commercial specifications, such as the European diesel fuel specification EN 590 that stipulates a maximum VK 40 of 4.5 mm 2 /s, whilst a Swedish Class 1 diesel fuel must have a VK 40 of no greater than 4.0 mm 2 /s.
  • Typical commercial automotive diesel fuels are currently manufactured to far lower viscosities than these, however, such as around 2 to 3 mm 2 /s.
  • the present invention may involve manipulation of an otherwise standard specification automotive fuel composition, using a VI improving additive, to increase its viscosity so as to improve the fuel economy of an engine into which it is, or is intended to be, introduced, while remaining within desired or legal viscosity ranges.
  • the density of the fuel composition is affected by less than 1%, such as less than 0.1% by addition of the viscosity increasing component, for example, as measured using the standard test method ASTM D-4052 or EN ISO 3675.
  • Described herein is a process for the preparation of an automotive fuel composition, which process involves blending an automotive base fuel with a viscosity increasing component. The blending may be carried out for one or more of the purposes described herein.
  • OM646.963L the "OM646 engine”
  • the OM646 engine is a common rail diesel engine installed on PAE test stand 007. Relevant technical information / date for the OM646 test engine used is shown in Table 1 below.
  • the OM646 engine has an "open" EMS and therefore the ability to have all relevant EMS data recorded.
  • the engine test bed was prepared and preconditioned with the aim of achieving good repeatability of the individual tests. For this the engine is not stopped between repeat cycles but force-cooled to 28°C.
  • the following parameters were logged during the test programme: (i) oil temperature; (ii) coolant temperature; (iii) air temperature; (iv) fuel temperature; and (v) cell temperature.
  • the NEDC driving cycle consist of four repeated urban driving cycles ( ECE ) and an extra-urban driving cycle ( EUDC ), which accounts for higher speed driving modes.
  • ECE urban driving cycles
  • EUDC extra-urban driving cycle
  • the NEDC is a widely recognised industry standard test cycle.
  • test fuels used in the study were given in Table 2.
  • fuel composition A1 was obtained from base fuel composition A0 by adding FAME to 5% w/w.
  • Test fuels B1 and B2 were then obtained from fuel A1 by adding VI improver SV200 at concentrations of 1000 mg/kg or 2000 mg/kg respectively.
  • the resultant test fuels had absolute fuel viscosity increases at 40°C of 0.32 and 0.67 mm 2 /s, for B1 and B2, respectively, as shown in Table 4.
  • These higher viscosity fuels (B1 and B2) were referenced against a zero-sulphur diesel(ZSD) base fuel A1.
  • test results are the average fuel economy results over 20 cycles.
  • separate fuel consumption data for the four 1 km ECE cycles (Phases 1 to 4) and the EUDC cycle (Phase 5) were determined.
  • Table 3 shows the test sequence that was used for the assessment.
  • Test 1 Test 2 Test 3 Test 4 Test 5 Test 6 Fuel code A1 B2 B1 B2 B1 A1 SV200 (mg/kg) 0 2000 1000 2000 1000 0
  • Table 4 Fuel Code A0 A1 B1 B2 Fuel Description Base DK 2842 Base DK 2842 + 5% FAME A1 + SV200 (1000 ppm) A1 + SV200 (2000 ppm) Density 834.7 837.0 837.1 837.1 Distillation Start 178.3°C 5 % v/v 203.7°C 10 % v/v 215.1°C 20 % v/v 230.4°C 30 % v/v 244.0°C 40 % v/v 257.9°C 50 % v/v 271.0°C 60 % v/v 283.9°C 70 % v/v 298.0°C 80 % v/v 314.0°C 90 % v/v 336.4°C 95 % v/v 355.5°C End 364.8°C Total Yield 97.4% vol Residue 2.6% vol Dist.
  • the objective of this study was to evaluate the influence of fuel viscosity on diesel fuel economy in the OM646 bench engine.
  • use of the commercially available viscosity improver, ShellVis 200 at 2000 mg/kg resulted in a fuel economy benefit compared to the control fuel of approximately 0.6% over the NEDC cycle at a significance level of 99%.
  • the fuel economy benefit in the test was over 1% compared with a control fuel lacking the viscosity increasing component.
  • the fuel economy benefits observed during the urban driving cycles were on average higher with the higher concentration of VI improver (i.e. approximately 0.75%), than during the extra-urban driving cycles. This effect was reversed, however, for the fuel with a lower concentration of VI improver.
  • the fuel economy benefit was consistently positive in all phases and with all tested concentrations of viscosity increasing component.
  • the benefits in fuel economy were greater using the higher concentration of VI improver than with the lower concentration (i.e. 1000 mg/kg) of VI improver.
  • This work represents the first correlation between viscosity of diesel fuel compositions and fuel economy. This relationship may be used in blending desirable fuel compositions, and for selecting fuels for blending based not only on desirable properties such as emissions performance, engine cleaning effect, power and/or acceleration; but also for fuel economy under all or particular driving conditions.

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Claims (7)

  1. Verwendung einer viskositätserhöhenden Komponente in einer Dieselkraftstoffzusammensetzung, zum Zwecke der Verbesserung des Kraftstoffverbrauchs eines Motors, in den die Kraftstoffzusammensetzung eingeführt wird, oder eines Kraftfahrzeugs, das von einem solchen Motor angetrieben wird; wobei die viskositätserhöhende Komponente ein den Viskositätsindex (VI) verbesserndes Additiv ist, das aus einem Blockcopolymer besteht, welches einen oder mehrere Monomerblöcke enthält, die aus Ethylen-, Propylen-, Butylen-, Butadien-, Isopren- und Styrolmonomeren ausgewählt sind; und wobei das den VI verbessernde Additiv bei einer Konzentration zwischen:
    (i) 0,01 % w/w und 1,0 % w/w;
    (ii) 0,05 % w/w und 0,5 % w/w; oder
    (iii) 0,1 % w/w und 0,3 % w/w
    verwendet wird; basierend auf dem Gesamtgewicht der Kraftstoffzusammensetzung.
  2. Verwendung von Anspruch 1, wobei das den VI verbessernde Additiv ein sternförmiges Polystyrol-Polyisopren-Copolymer umfasst.
  3. Verwendung nach Anspruch 1 oder Anspruch 2, wobei die viskositätserhöhende Komponente in einer Menge verwendet wird, die ausreichend ist, um die kinematische Viskosität der Dieselkraftstoffzusammensetzung bei 40 °C um:
    (i) mindestens 0,2 mm2/s;
    (ii) 0,25 mm2/s bis 1,0 mm2/s; oder
    (iii) 0,32 mm2/s bis 0,67 mm2/s
    zu erhöhen; verglichen mit der Viskosität der Kraftstoffzusammensetzung vor der Hinzufügung der viskositätserhöhenden Komponente.
  4. Verwendung nach einem vorhergehenden Anspruch, wobei die kinematische Viskosität der Dieselkraftstoffzusammensetzung, die die viskositätserhöhende Komponente umfasst, bei 40 °C in der Spanne von:
    (i) bis zu 4,5 mm2/s;
    (ii) zwischen 2,0 mm2/s und 4,0 mm2/s; oder
    (iii) zwischen 3,0 mm2/s und 3,8 mm2/s liegt.
  5. Verwendung nach einem vorhergehenden Anspruch, wobei die Dieselkraftstoffzusammensetzung einen Biokraftstoff umfasst.
  6. Verwendung nach einem vorhergehenden Anspruch, wobei die Dieselkraftstoffzusammensetzung Folgendes umfasst:
    (i) mindestens 2 % w/w Fettsäuremethylester (FAME);
    (ii) zwischen 5 % w/w und 50 % w/w FAME; oder
    (iii) ungefähr 5 % w/w FAME;
    basierend auf dem Gesamtgewicht der Kraftstoffzusammensetzung.
  7. Verwendung nach einem vorhergehenden Anspruch, welche zwei oder mehr viskositätserhöhende Komponenten umfasst.
EP11796666.3A 2010-12-08 2011-12-08 Verwendung von additiven zur verbesserung in zusammenhang mit dem kraftstoffverbrauch Active EP2649165B1 (de)

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BR112013014274B1 (pt) 2019-07-02
EP2649165A1 (de) 2013-10-16
MY172745A (en) 2019-12-11
AU2011340462A1 (en) 2013-06-20
JP2013545856A (ja) 2013-12-26
CN103314085B (zh) 2016-06-01
CN103314085A (zh) 2013-09-18
WO2012076653A1 (en) 2012-06-14
CA2819550A1 (en) 2012-06-14
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