EP3947608A1 - Procédé de réduction du pré-allumage à faible vitesse - Google Patents

Procédé de réduction du pré-allumage à faible vitesse

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Publication number
EP3947608A1
EP3947608A1 EP20715818.9A EP20715818A EP3947608A1 EP 3947608 A1 EP3947608 A1 EP 3947608A1 EP 20715818 A EP20715818 A EP 20715818A EP 3947608 A1 EP3947608 A1 EP 3947608A1
Authority
EP
European Patent Office
Prior art keywords
gasoline
ignition
engine
fuel
lspi
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.)
Granted
Application number
EP20715818.9A
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German (de)
English (en)
Other versions
EP3947608B1 (fr
Inventor
Abhishek Kar
Arjun Prakash
Allen Ambwere Aradi
Roger Francis Cracknell
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Shell Internationale Research Maatschappij BV
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Shell Internationale Research Maatschappij BV
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Classifications

    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/04—Liquid carbonaceous fuels essentially based on blends of hydrocarbons
    • C10L1/06—Liquid carbonaceous fuels essentially based on blends of hydrocarbons for spark ignition
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10M—LUBRICATING COMPOSITIONS; USE OF CHEMICAL SUBSTANCES EITHER ALONE OR AS LUBRICATING INGREDIENTS IN A LUBRICATING COMPOSITION
    • C10M135/00—Lubricating compositions characterised by the additive being an organic non-macromolecular compound containing sulfur, selenium or tellurium
    • C10M135/12—Thio-acids; Thiocyanates; Derivatives thereof
    • C10M135/14—Thio-acids; Thiocyanates; Derivatives thereof having a carbon-to-sulfur double bond
    • C10M135/18—Thio-acids; Thiocyanates; Derivatives thereof having a carbon-to-sulfur double bond thiocarbamic type, e.g. containing the groups
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10M—LUBRICATING COMPOSITIONS; USE OF CHEMICAL SUBSTANCES EITHER ALONE OR AS LUBRICATING INGREDIENTS IN A LUBRICATING COMPOSITION
    • C10M169/00—Lubricating compositions characterised by containing as components a mixture of at least two types of ingredient selected from base-materials, thickeners or additives, covered by the preceding groups, each of these compounds being essential
    • C10M169/04—Mixtures of base-materials and additives
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10M—LUBRICATING COMPOSITIONS; USE OF CHEMICAL SUBSTANCES EITHER ALONE OR AS LUBRICATING INGREDIENTS IN A LUBRICATING COMPOSITION
    • C10M171/00—Lubricating compositions characterised by purely physical criteria, e.g. containing as base-material, thickener or additive, ingredients which are characterised exclusively by their numerically specified physical properties, i.e. containing ingredients which are physically well-defined but for which the chemical nature is either unspecified or only very vaguely indicated
    • 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
    • C10L2200/00—Components of fuel compositions
    • C10L2200/04—Organic compounds
    • C10L2200/0407—Specifically defined hydrocarbon fractions as obtained from, e.g. a distillation column
    • C10L2200/0415—Light distillates, e.g. LPG, naphtha
    • C10L2200/0423—Gasoline
    • 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
    • C10L2270/00—Specifically adapted fuels
    • C10L2270/02—Specifically adapted fuels for internal combustion engines
    • C10L2270/023—Specifically adapted fuels for internal combustion engines for gasoline engines
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10M—LUBRICATING COMPOSITIONS; USE OF CHEMICAL SUBSTANCES EITHER ALONE OR AS LUBRICATING INGREDIENTS IN A LUBRICATING COMPOSITION
    • C10M2203/00—Organic non-macromolecular hydrocarbon compounds and hydrocarbon fractions as ingredients in lubricant compositions
    • C10M2203/003—Organic non-macromolecular hydrocarbon compounds and hydrocarbon fractions as ingredients in lubricant compositions used as base material
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10M—LUBRICATING COMPOSITIONS; USE OF CHEMICAL SUBSTANCES EITHER ALONE OR AS LUBRICATING INGREDIENTS IN A LUBRICATING COMPOSITION
    • C10M2219/00—Organic non-macromolecular compounds containing sulfur, selenium or tellurium as ingredients in lubricant compositions
    • C10M2219/06—Thio-acids; Thiocyanates; Derivatives thereof
    • C10M2219/062—Thio-acids; Thiocyanates; Derivatives thereof having carbon-to-sulfur double bonds
    • C10M2219/066—Thiocarbamic type compounds
    • C10M2219/068—Thiocarbamate metal salts
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
    • C10N2010/00—Metal present as such or in compounds
    • C10N2010/04—Groups 2 or 12
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
    • C10N2010/00—Metal present as such or in compounds
    • C10N2010/12—Groups 6 or 16
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
    • C10N2030/00—Specified physical or chemical properties which is improved by the additive characterising the lubricating composition, e.g. multifunctional additives
    • C10N2030/02—Pour-point; Viscosity index
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
    • C10N2030/00—Specified physical or chemical properties which is improved by the additive characterising the lubricating composition, e.g. multifunctional additives
    • C10N2030/06—Oiliness; Film-strength; Anti-wear; Resistance to extreme pressure
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
    • C10N2030/00—Specified physical or chemical properties which is improved by the additive characterising the lubricating composition, e.g. multifunctional additives
    • C10N2030/40—Low content or no content compositions
    • C10N2030/42—Phosphor free or low phosphor content compositions
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
    • C10N2030/00—Specified physical or chemical properties which is improved by the additive characterising the lubricating composition, e.g. multifunctional additives
    • C10N2030/40—Low content or no content compositions
    • C10N2030/43—Sulfur free or low sulfur content compositions
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
    • C10N2040/00—Specified use or application for which the lubricating composition is intended
    • C10N2040/25—Internal-combustion engines
    • C10N2040/255—Gasoline engines

Definitions

  • the present invention relates to a method for reducing low speed pre-ignition in a spark-ignition internal combustion engine.
  • Such normal combustion is generally characterized by the expansion of the flame front across the combustion chamber in an orderly and controlled manner.
  • the fuel/air mixture may ignite prematurely prior to the spark plug firing, or after it fires and the ensuing flame front compressing and heating unburned end gases, thereby resulting in a phenomenon known as pre-ignition.
  • Pre-ignition is undesirable as it typically results in the presence of greatly increased temperatures and pressures within the combustion chamber, which may have a significant, negative impact on the overall efficiency and performance of an engine. Pre-ignition may lead to "mega-knock" events which can cause damage to the cylinders, pistons and valves in the engine and in some instances may even culminate in engine failure.
  • LSPI low-speed pre-ignition
  • OEMs original equipment manufacturers
  • LSPI typically occurs at low speeds and high loads.
  • LSPI is a
  • LSPI is more common in engines, such as modern downsized turbocharged spark ignition engines, that operate using an engine oil with high calcium content and a market-average gasoline fuel.
  • Most commercial engine oils currently available in the market have high calcium content, generally ranging from 1200 ppm to 3000 ppm.
  • this LSPI phenomenon is common in the high torque, low speed operating conditions.
  • Most Original Equipment Manufacturers (OEMs) calibrate their engine management systems to restrict engine operation in these regimes to prevent LSPI from occurring. However, operating in these regimes would potentially give the OEMs additional opportunity to decrease fuel consumption.
  • US Serial No. 62/573723 relates to a method for reducing low speed pre-ignition by using a gasoline formulation which comprises a certain type of detergent additive package and/or certain detergent additive components, especially in the case when used in engines which are lubricated with engine oils having high levels of calcium.
  • SAE International Paper SAE-2010-01-2115 published 25 October 2010 relates to an investigation of the relationship between gasoline properties and vehicle particulate matter emissions. In the investigation described therein, various chemical species were
  • a gasoline fuel composition for reducing the occurrence of Low Speed Pre-Ignition (LSPI) in a spark- ignition internal combustion engine, wherein the gasoline fuel composition has a PM Index of 1.4 or less.
  • LSPI Low Speed Pre-Ignition
  • LSPI Low Speed Pre-Ignition
  • FIG 1 illustrates the test procedure which was used for engine tests in the Examples hereinbelow.
  • Figure 2 is a plot of the results in Table 6 below.
  • Figure 3 is a plot of the results in Table 7 below. Detailed Description of the Invention
  • Fuel compositions for use herein generally comprise a gasoline base fuel and optionally one or more fuel additives. Fuel compositions comprising a gasoline base fuel are therefore gasoline fuel compositions. The gasoline fuel compositions herein have a maximum PM Index .
  • the PM Index of a gasoline fuel composition can be calculated herein using Equation (1) below (as disclosed in SAE-2010-01-2115) :
  • Equation (1) a number, or i, is assigned to each gasoline component in the gasoline composition, DBEi is the double bond equivalent value of component i,
  • V.P(443K)i is the vapour pressure of component i at 443K
  • Wti is weight fraction of component i in the gasoline composition .
  • the gasoline fuel compositions for use in the present invention have a PM Index of 1.4 or less, preferably 1.3 or less, more preferably 1.2 or less, even more preferably 1.1 or less, especially 1.0 or less.
  • the fuel compositions have a PM Index of 0.9 or less, preferably 0.8 or less, more preferably 0.7 or less, even more preferably 0.6 or less, especially 0.5 or less.
  • the fuel compositions have a PM Index in the range of 0.4 to 1.4.
  • the level of occurrence of pre-ignition in a spark- ignited engine may be assessed using any suitable method. Such a method may involve running a spark-ignited engine using the relevant fuel and/or lubricant composition, and monitoring changes in engine pressure during its
  • combustion cycles i.e., changes in pressure versus crank angle.
  • a pre-ignition event will result in an increase in engine pressure before sparking, or even after
  • crank angle location may be monitored, for example at an early burn cycle initiation before spark, or at the start of combustion (SOC) .
  • changes in engine performance may be monitored, for example by maximum attainable brake torque, engine speed, intake pressure and/or exhaust gas temperature.
  • a suitably experienced driver may test-drive a vehicle which is driven by the spark-ignited engine, to assess the effects of a particular fuel and/or lubricant composition on, for example, the degree of engine knock or other aspects of engine performance.
  • levels of engine damage due to pre-ignition for example due to the associated engine knock, may be monitored over a period of time during which the spark-ignited engine is running using the relevant fuel and/or lubricant
  • a reduction in the occurrence of pre-ignition may be a reduction in the number of engine cycles at which pre ignition events occur or a reduction in the rate at which pre-ignition events occur within the engine, and/or in the severity of the pre-ignition events which occur (for example, the degree of pressure change which they cause) . It may be manifested by a reduction in one or more of the effects which pre-ignition can have on engine
  • a reduction in the amount or severity of engine knock in particular by a reduction in, or elimination of, "mega knock".
  • a reduction in the amount or severity of engine knock in particular by a reduction in, or elimination of, "mega knock".
  • the uses and methods of the present invention may be used to achieve any degree of reduction in the occurrence of pre-ignition in the engine, including reduction to zero (i.e., eliminating pre-ignition) . It may be used to achieve any degree of reduction in a side effect of pre ignition, for example engine damage. It may be used for the purpose of achieving a desired target level of occurrence or side effect.
  • the method and use herein preferably achieves a 5% reduction or more in the
  • the method and use herein achieves a 50% reduction or more in the occurrence of pre-ignition in the engine. In another especially preferred embodiment, the method and use herein completely removes the
  • the gasoline fuel compositions herein comprise a gasoline base fuel.
  • the gasoline base fuel may be any gasoline base fuel suitable for use in an internal combustion engine of the spark-ignition (gasoline) type known in the art, including automotive engines as well as in other types of engine such as, for example, off road and aviation engines.
  • the gasoline used as the base fuel in the liquid fuel composition of the present invention may conveniently also be referred to as 'base gasoline' .
  • Gasolines typically comprise mixtures of
  • hydrocarbons boiling in the range from 25 to 230°C (EN- ISO 3405), the optimal ranges and distillation curves typically varying according to climate and season of the year.
  • the hydrocarbons in a gasoline may be derived by any means known in the art, conveniently the hydrocarbons may be derived in any known manner from straight-run gasoline, synthetically-produced aromatic hydrocarbon mixtures, thermally or catalytically cracked
  • hydrocarbons hydro-cracked, hydro-isomerized petroleum fractions, catalytically reformed hydrocarbons or
  • All of these gasoline components may be derived from fossil carbon or renewables.
  • composition, research octane number (RON) and motor octane number (MON) of the gasoline are not critical for the present invention.
  • the research octane number (RON) of the gasoline may be at least 80, for instance in the range of from 80 to 110, preferably the RON of the gasoline will be at least 90, for instance in the range of from 90 to 110, more preferably the RON of the gasoline
  • gasoline will be at least 91, for instance in the range of from 91 to 105, even more preferably the RON of the gasoline will be at least 92, for instance in the range of from 92 to 103, even more preferably the RON of the gasoline will be at least 93, for instance in the range of from 93 to 102, and most preferably the RON of the gasoline will be at least 94, for instance in the range of from 94 to 100 (EN 25164) ;
  • the motor octane number (MON) of the gasoline may conveniently be at least 70, for instance in the range of from 70 to 110, preferably the MON of the gasoline will be at least 75, for instance in the range of from 75 to 105, more preferably the MON of the gasoline will be at least 80, for instance in the range of from 80 to 100, most preferably the MON of the gasoline will be at least 82, for instance in the range of from 82 to 95 (EN 25163) .
  • gasolines comprise components selected from one or more of the following groups; saturated hydrocarbons, olefinic hydrocarbons, aromatic
  • the gasoline may comprise a mixture of saturated
  • hydrocarbons and, optionally, oxygenated hydrocarbons.
  • the olefinic hydrocarbon content of the gasoline is in the range of from 0 to 40 percent by volume based on the gasoline (ASTM D1319); preferably, the olefinic hydrocarbon content of the gasoline is in the range of from 0 to 30 percent by volume based on the gasoline, more preferably, the olefinic hydrocarbon content of the gasoline is in the range of from 0 to 20 percent by volume based on the gasoline.
  • the aromatic hydrocarbon content of the gasoline is in the range of from 0 to 70 percent by volume based on the gasoline (ASTM D1319), for instance the aromatic hydrocarbon content of the gasoline is in the range of from 10 to 60 percent by volume based on the gasoline; preferably, the aromatic hydrocarbon content of the gasoline is in the range of from 0 to 50 percent by volume based on the gasoline, for instance the aromatic hydrocarbon content of the gasoline is in the range of from 10 to 50 percent by volume based on the gasoline.
  • the benzene content of the gasoline is at most 2 percent by volume, more preferably at most 1 percent by volume based on the gasoline.
  • the gasoline preferably has a low or ultra low sulphur content, for instance at most 1000 ppmw (parts per million by weight), preferably no more than 500 ppmw, more preferably no more than 100, even more preferably no more than 50 and most preferably no more than even 10 ppmw .
  • the gasoline also preferably has a low total lead content, such as at most 0.005 g/1, most preferably being lead free - having no lead compounds added thereto (i.e. unleaded) .
  • the oxygen content of the gasoline may be up to 35 percent by weight (EN 1601) (e.g. ethanol per se (i.e. pure anhydrous ethanol)) based on the gasoline.
  • the oxygen content of the gasoline may be up to 25 percent by weight, preferably up to 10 percent by weight.
  • the oxygenate concentration will have a minimum concentration selected from any one of 0 and 5 percent by weight, and a maximum concentration selected from any one of 30, 20, 10 percent by weight.
  • the oxygenate concentration herein is 5 to 15 percent by weight.
  • oxygenated hydrocarbons examples include alcohols, ethers, esters, ketones, aldehydes, carboxylic acids and their derivatives, and oxygen containing heterocyclic
  • oxygenated hydrocarbons may contain saturated and/or unsaturated hydrocarbon backbones, as well as aromatic moieties.
  • the oxygenated hydrocarbons that may be incorporated into the gasoline are selected from alcohols (such as methanol, ethanol, propanol, 2-propanol, butanol, tert-butanol , iso-butanol, prenol, isoprenol and 2-butanol), ethers (preferably ethers containing 5 or more carbon atoms per molecule, e.g., methyl tert-butyl ether and ethyl tert-butyl ether) and esters (preferably esters containing 5 or more carbon atoms per molecule) ; a particularly preferred oxygenated hydrocarbon is ethanol.
  • oxygenated hydrocarbons When oxygenated hydrocarbons are present in the gasoline, the amount of oxygenated hydrocarbons in the gasoline may vary over a wide range.
  • gasolines comprising a major proportion of oxygenated hydrocarbons are currently commercially available in countries such as Brazil and U.S.A., e.g. ethanol per se and E85, as well as gasolines comprising a minor
  • the gasoline may contain up to 100 percent by volume oxygenated hydrocarbons. E100 fuels as used in Brazil are also included herein.
  • the amount of oxygenated hydrocarbons present in the gasoline is selected from one of the following amounts: up to 85 percent by volume; up to 70 percent by volume; up to 65 percent by volume; up to 30 percent by volume; up to 20 percent by volume; up to 15 percent by volume; and, up to
  • the gasoline may contain at least 0.5, 1.0 or 2.0 percent by volume oxygenated hydrocarbons .
  • gasolines which have an olefinic hydrocarbon content of from 0 to 20 percent by volume (ASTM D1319), an oxygen content of from 0 to 5 percent by weight (EN 1601) , an aromatic hydrocarbon content of from 0 to 50 percent by volume (ASTM D1319) and a benzene content of at most 1 percent by volume.
  • gasoline blending components which can be derived from a biological source. Examples of such gasoline blending components can be found in W02009/077606, W02010 / 028206 , W02010/000761, European patent application nos. 09160983.4, 09176879.6, 09180904.6, and US patent application serial no.
  • the base gasoline or the gasoline composition of the present invention may conveniently include one or more optional fuel additives.
  • concentration and nature of the optional fuel additive (s) that may be included in the base gasoline or the gasoline composition used in the present invention is not critical.
  • suitable types of fuel additives that can be included in the base gasoline or the gasoline composition used in the present invention include anti-oxidants, corrosion inhibitors, antiwear additives or surface modifiers, flame speed additives, detergents, dehazers, antiknock additives, metal deactivators, valve-seat recession protectant compounds, dyes, solvents, carrier fluids, diluents and markers. Examples of suitable such
  • Suitable detergent/dispersants to minimize engine and fuel delivery system deposits can be selected from derivatives of PIB-Amines, Mannichs, Polyether
  • the fuel additives can be blended with one or more solvents to form an additive concentrate, the additive concentrate can then be admixed with the base gasoline or the gasoline composition of the present invention .
  • the (active matter) concentration of any optional additives present in the base gasoline or the gasoline composition of the present invention is preferably up to 1 percent by weight, more preferably in the range from 5 to 2000 ppmw, advantageously in the range of from 300 to 1500 ppmw, such as from 300 to 1000 ppmw.
  • the fuel compositions may be conveniently prepared using conventional formulation techniques by admixing one or more base fuels with one or more performance additive packages and/or one or more additive components.
  • Lubricant compositions for use in the spark ignition engines described herein generally comprise a base oil and one or more performance additives, and should be suitable for use in a spark-ignited internal combustion engine.
  • the lubricant compositions described herein may be particularly useful in a spark-ignited internal combustion engine.
  • turbocharged spark-ignited engine more particularly a turbocharged spark-ignited engine which operates, or may operate, or is intended to operate, with an inlet
  • the lubricant compositions for use herein can have a calcium content of Oppmw or greater, preferably 500ppmw or greater, more preferably lOOOppmw or greater, even more preferably 1200ppmw or greater, yet more preferably 1500ppmw or greater, especially 2000ppmw or greater, as measured according to ASTM D5185.
  • the lubricating composition comprises from 1200ppmw to 3000ppmw, on the basis of the total lubricating composition.
  • the lubricant compositions have a calcium content from 1500 ppmw to 2800 ppmw, preferably from 2000 ppmw to 2800 ppmw, more preferably from 2500 ppmw to 2800 ppmw, on the basis of the total lubricating composition, as measured according to ASTM D5185.
  • Optional lubricant additives which may be included in the lubricating composition herein include anti-wear agents, anti-foam agents, detergents, dispersants, corrosion inhibitors, anti-rust additives, anti-oxidants, extreme pressure additives, friction modifiers, viscosity index improvers, pour point depressants, and the like.
  • the lubricant composition herein preferably has a magnesium content of from 1 to lOOOppmw, preferably from 200 to 800 ppmw, based on the total lubricant
  • a preferred additive for use in the lubricant composition herein is a zinc-based anti-wear additive, such as a zinc dithiophosphate compound.
  • Zinc-based anti-wear additives are well known in the art of
  • the level of zinc present in the lubricant composition is in the range of 0 to 1200 ppmw, preferably in the range from 600 to 1200 ppmw, based on the total lubricant composition.
  • molybdenum-based friction-reducing additive such as molybdenum dithiocarbamate .
  • Molybdeum-based friction-reducing additives are well known in the art of
  • the level of molybdenum present in the lubricant composition herein is in the range of 0 to 1000 ppmw, preferably in the range from 0 to 900ppmw, more preferably from 0 to 500ppmw, based on the total lubricant composition.
  • the lubricant type used in the present Examples was a GF-5 certified high calcium containing lubricant of 5W 30 viscosity grade having a calcium content of 2763 ppm as measured according to ASTM D5185.
  • Table 2 below sets out the chemical and physical properties of the
  • Fuels A, B and C were subjected to the following test method for measuring LSPI events and the frequency thereof .
  • test protocol used for measuring LSPI events in the present examples is described below.
  • the engine used was the GEM-T4 engine.
  • variable used for LSPI detection in the present method is crank angle location at the start of combustion (method no. (3) above) .
  • cycle SOC +/- 2% pressure above average (represented by Pmax in the Figure) before a spark sets the trigger taking into account the burn delay .
  • Transient state tests were incorporated into the test procedure to reflect real-life driving conditions.
  • FIG. lb and Figure lc display the load-step method which acted as a quick 'screener' for the response of various lubricant and calibration changes at very high loads (usually more than 21 bar BMEP) .
  • the test procedure involved operating the steady-state LSPI test at each load point for half the number of engine cycles (i.e. 80,000 cycles) and then moving onto a higher load.
  • test method An important aspect of the test method is also the oil flushing procedure consisting of four oil changes and filter changes interrupted by 30 minutes of engine operation to circulate the flushing oil.
  • aftershock' (or following) events which could be both pre-ignition events induced by hot spots or knock events.
  • these aftershock events cannot generally be considered as distinct LSPI events since they originate due to pressure wave reflections in the cylinder caused by the initial pre-ignition event.
  • aftershock events are defined as pre-ignition events within three cycles after the leading pre-ignition event. If the following phenomenon occurs within three cycles, the window for the second following event is again three cycles after the first following event, etc. Independent events need therefore to be minimum four cycles apart.
  • Table 3 gives an example of how each LSPI events are reported in the present experiments.
  • Microsoot sensor was used for recording PM/PN.
  • Table 6 shows the Particulate Number (PN) , number of LSPI events and the PM Index (as determined according to SAE Paper SAE-2010-01-2115) for each of the Fuels A-C.
  • Figure 2 is a plot of the results in Table 6.
  • Table 7 below sets out the number of LSPI events per test for Fuels A, B and C, as well as the PM (as defined in SAE-2010-01-2115) and the PM Index for each of Fuels A-C.
  • Figure 3 is a plot of the results shown in Table 7.

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  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Organic Chemistry (AREA)
  • Engineering & Computer Science (AREA)
  • Lubricants (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Liquid Carbonaceous Fuels (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne l'utilisation d'une composition de carburant à base d'essence pour réduire les cas de pré-allumage à faible vitesse (LSPI) dans un moteur à combustion interne à allumage par étincelle, la composition de carburant à base d'essence comprenant un carburant à base d'essence et ayant un indice de PM de 1,4 ou moins.
EP20715818.9A 2019-04-01 2020-03-27 Utilisation pour la réduction du pré-allumage à faible vitesse Active EP3947608B1 (fr)

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US201962827535P 2019-04-01 2019-04-01
PCT/EP2020/058745 WO2020201104A1 (fr) 2019-04-01 2020-03-27 Procédé de réduction du pré-allumage à faible vitesse

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EP3947608B1 EP3947608B1 (fr) 2023-08-09

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US (1) US20220356409A1 (fr)
EP (1) EP3947608B1 (fr)
JP (1) JP2022526585A (fr)
CN (1) CN113710778B (fr)
WO (1) WO2020201104A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
TW477784B (en) 1996-04-26 2002-03-01 Shell Int Research Alkoxy acetic acid derivatives
WO2009077606A2 (fr) 2007-12-19 2009-06-25 Shell Internationale Research Maatschappij B.V. Composition d'essence et procédé de préparation d'alkylfurfuryléther
WO2010000761A1 (fr) 2008-07-02 2010-01-07 Shell Internationale Research Maatschappij B.V. Compositions de carburant liquide
US8697924B2 (en) 2008-09-05 2014-04-15 Shell Oil Company Liquid fuel compositions
EP2569401A1 (fr) * 2010-05-10 2013-03-20 Shell Internationale Research Maatschappij B.V. Utilisation d'essences pour réduire le pré-allumage dans des moteurs à allumage par étincelle
CN105765043A (zh) * 2013-09-19 2016-07-13 路博润公司 用于直喷式发动机的润滑剂组合物
US20150322367A1 (en) 2014-05-09 2015-11-12 Exxonmobil Research And Engineering Company Method for preventing or reducing low speed pre-ignition
BR112017011744B1 (pt) 2014-12-02 2021-05-18 Shell Internationale Research Maatschappij B.V. uso do óleo-base derivado do processo de fischer-tropsch
US9869262B2 (en) 2015-01-19 2018-01-16 Fev North America, Inc. System and process for predicting and preventing pre-ignition
US10208691B2 (en) 2017-01-03 2019-02-19 Fev Gmbh System and process for predicting and preventing pre-ignition

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Publication number Publication date
CN113710778A (zh) 2021-11-26
US20220356409A1 (en) 2022-11-10
JP2022526585A (ja) 2022-05-25
CN113710778B (zh) 2023-05-23
EP3947608B1 (fr) 2023-08-09
WO2020201104A1 (fr) 2020-10-08

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