JP2022040727A - Engine oil additive agent - Google Patents

Abstract

To provide an engine oil additive agent which can prevent clogging of a DPF as much as possible, to solve the problem.SOLUTION: An engine oil additive agent of the present invention comprises plant ester as a base oil. The engine oil additive agent comprises a sulfate ash content of 0.76 to 1.20 mass% relative to a total amount of the engine oil additive agent. In a preferred embodiment of the engine oil additive agent of the present invention, the engine oil additive agent has a total base number of 14.5 to 18.0 mgKOH/g.SELECTED DRAWING: Figure 1

Description

The present invention relates to an engine oil additive and a method for preventing clogging of a diesel exhaust particulate filter (Diesel Particulate Filter; hereinafter also referred to as DPF) using the engine oil additive.

In recent years, environmental problems have increased, and how to reduce particulate matter (Particulate Matter, also referred to as PM in the following) emitted from diesel vehicles has become a major issue. Under these circumstances, global emission regulations are being tightened, and the use of exhaust particulate (collection) filters (DPFs) is rapidly expanding in diesel engines. It is said that DPF can collect about 99% of PM, and the collected PM is emitted as carbon dioxide.

Engine oil contains metal components such as calcium as additives, which remain as ash in the DPF during regeneration. That is, PM contains ash that cannot be treated by regeneration, such as calcium sulfate and calcium nitrate. As a method for regenerating the DPF, for example, since most of the components captured in the filter material are combustible substances, the components are heated by the electric heater built in the DPF filter material itself, or the temperature of the engine exhaust gas itself is heated by the burner device. There is a method of incinerating the components captured by the DPF and regenerating the filter portion by passing the exhaust gas heated to the combustion temperature of the combustible substance through the DPF.

In such a conventional regeneration method, it is difficult to maintain the function of the DPF for a long period of time because the filter material is burnt or cracks are generated in the filter material. For this reason, when the engine is stopped, hot air containing incineration gas obtained by incinerating the captured combustible material upstream of the DPF does not pass through the engine, in addition to the normal exhaust gas path from the engine to the DPF. A hot air release path containing incineration gas that can be released to the atmosphere is provided, and hot air having a temperature necessary and sufficient for burning the captured combustible material is distributed from the downstream to the upstream direction with respect to the DPF. A method for regenerating a DPF is known (Patent Document 1).

Japanese Patent Application Laid-Open No. 2003-239721

However, in the prior art including Patent Document 1, the remaining ash is not fundamentally excluded, and it is necessary to repeatedly regenerate the DPF every time the ash occurs. Regeneration of the DPF, which needs to be repeated in this way, also has a problem that a high maintenance cost is required. In addition, the current situation is that clogging of the DPF causes a large amount of filter repair and replacement, stoppage during operation (manual regeneration), deterioration of fuel efficiency, and failure of peripheral devices. Therefore, if the remaining ash can be fundamentally eliminated, the number of regenerations can be reduced, and eventually the burnout and cracks of the filter material due to regeneration can be reduced as much as possible. However, no technology has been known to prevent the DPF clogging itself.

Therefore, the present invention is to provide an engine oil additive that can prevent clogging of the DPF as much as possible in order to solve the above problems.

In order to achieve the above object, the present inventor has found the present invention as a result of diligent studies on engine oil additives.

That is, the engine oil additive of the present invention is an engine oil additive based on a plant-based ester, and the sulfated ash content is 0.76 to 1.20% by mass with respect to the total amount of the engine oil additive. It is characterized by that.

Further, in a preferred embodiment of the engine oil additive of the present invention, the total base value of the engine oil additive is 14.5 to 18.0 mgKOH / g.

Further, in a preferred embodiment of the engine oil additive of the present invention, it is further characterized by containing at least one selected from the group consisting of chromium, aluminum, barium, calcium, and magnesium.

Further, the method for preventing clogging of the diesel exhaust particulate filter (DPF) of the present invention is characterized by comprising a step of adding the engine oil additive of the present invention to the engine oil.

Further, in a preferred embodiment of the method for preventing clogging of the diesel exhaust particulate filter (DPF) of the present invention, a step of further adding a fuel additive is included.

Further, a preferred embodiment of the method for preventing clogging of the diesel exhaust particulate filter (DPF) of the present invention is characterized by further comprising a step of adding a DPF regeneration accelerator.

According to the engine oil additive of the present invention, it has an advantageous effect that clogging of the DPF can be reduced.

According to the engine oil additive of the present invention, an organic chemical adsorption film is purified on the outermost surface of the metal, which has an advantageous effect of reducing the boundary friction coefficient.

FIG. 1 is a diagram showing an example when an engine oil additive according to an embodiment of the present invention is applied.

The engine oil additive of the present invention is an engine oil additive based on a vegetable oil-based ester, and the sulfated ash content is 0.76 to 1.20% by mass with respect to the total amount of the engine oil additive. It is a feature. The sulfated ash content was set to 0.76 to 1.20% by mass from the viewpoint of improving the washing dispersibility and, by extension, reducing the oil consumption to the engine combustion chamber. The sulfated ash content can be determined by the amount of the metal component contained in the component that increases the base value. That is, according to the present inventors, it has been found that the PM component is mainly composed of soot and oil ash, and the soot can be removed by a DPF regeneration promoter described later. Furthermore, with regard to oil ash, it has become clear that the DPF will not be clogged unless oil is mixed in the exhaust stroke. That is, it can be said that oil consumption = DPF clogging. The engine oil additive of the present invention makes it possible to reduce oil consumption in the engine combustion chamber as much as possible, and thus prevent DPF clogging. The engine oil additive of the present invention can have excellent volatile properties in addition to the above-mentioned washing dispersibility. In addition to the detergent dispersant, examples of the oil additive usually include antioxidants, anti-wear agents, extreme pressure agents, rust inhibitors, viscosity index improvers, defoamers, pour point lowering agents, and the like. .. The additives of the present invention can also be used in addition to engine oils containing these other oil additives. By adding the oil additive of the present invention, it is possible to enhance the cleanliness and dispersion performance. In the case of diesel engine oil such as trucks, there is a DH-2 standard, and the sulfated ash content is within the range of 1 ± 0.1 (= 0.9 to 1.1) mass%. Therefore, when the additive of the present invention is used. Can be appropriately set with an appropriate value within the range satisfying the condition. Further, the sulfated ash can be contained in a metal-based cleaning agent such as calcium or magnesium. By increasing the metal components for increasing the total base value below, it is possible to adjust the range of sulfated ash to 0.76 to 1.20.

In the present invention, a vegetable oil-based ester can be used as a base oil. That is, among the ester-based oils, vegetable oil-based esters can be contained in a larger amount as compared with other esters. The base oils can be divided into hydrocarbon-based base oils such as mineral oils, PAOs and polybutenes, oxygen-containing base oils such as vegetable oils and PAGs, and aromatic base oils such as alkylbenzenes and polyphenyl ethers. Of these, the invention can use a vegetable oil-based ester. Vegetable oil has the property of being less likely to evaporate than mineral oil. Esters are commonly defined as reaction products of acids and alcohols, but thousands of different esters are commercially produced for a wide range of applications. Due to the large number of commercially available acids and alcohols, there is diversity in the molecular design of esters. In the present invention, as long as the vegetable oil-based ester is used as the base oil, these esters can also be included. The engine oil additive of the present invention is an additive based on an originally developed ester as a base oil, and is an additive based on an ester having low evaporability, and can reduce the evaporability of the mixed oil. .. Further, by adding an excellent viscosity index improver, it is possible to increase the high-temperature viscosity and suppress the evaporability of the mixed oil.

Further, in a preferred embodiment of the engine oil additive of the present invention, the total base value of the engine oil additive is 14.5 to 18.0 mgKOH / from the viewpoint of increasing the base value and enhancing the acid neutralization performance. It is characterized by being g. The range of the total base value is 14.5 to 18.0 mgKOH / g. The acid neutralization performance can be enhanced by increasing the base value, but the metal component added to increase the base value is 18.0 mgKOH. This is because if it exceeds / g, the amount of sulfated ash may increase too much as a result, which may cause an increase in ash. The total base value of DH-2 standard engine oil is specified to be 5.5 or higher. The engine oil additive of the present invention can increase the base value and enhance the acid neutralization performance. That is, by strengthening the cleaning agent, the acid neutralization property can be strengthened and the life of the oil can be extended.

Further, in a preferred embodiment of the engine oil additive of the present invention, from the viewpoint of preventing adhesion of sludge, carbon deposit, etc. into the engine, and enhancing clean dispersibility and acid neutralization property, chrome, aluminum, etc. It is characterized by containing at least one selected from the group consisting of barium, calcium, and magnesium. In addition to this, in the present invention, a neutral / hyperbasic metal (Ba, Ca, Mg) sulfonate, a hyperbasic metal (Ba, Ca, Mg) phenate, and a hyperbase are used to prevent carbon deposits from adhering to the inside of the engine. It is also possible to use a sex metal (Ca, Mg) salicylate in combination. As described above, the engine oil additive of the present invention is characterized in that the basic value is increased and at the same time, the sulfated ash content (ash) is also increased due to the calcium-based metal component. In the present invention, the clear mechanism is unknown, but probably because the engine oil additive of the present invention increases the amount of ash (sulfate ash) in calculation, it is adsorbed on the metal surface inside the engine, so that it burns. It is estimated that the amount discharged to the exhaust stroke is not large. Therefore, according to the engine oil additive of the present invention, the clogging of the DPF can be reduced. Furthermore, the engine oil mixed with 10% of the engine oil additive of the present invention can have a lower evaporation rate than the oil to which the engine oil additive of the present invention is not added, and as a result, the amount of engine oil entering the DPF can be reduced. It has the effect of suppressing. The hyperbasic calcium sulfonate is composed of calcium sulfonate which is a surfactant and calcium carbonate particles which are neutralizers, and calcium sulfonate suppresses the deterioration of the lubricating oil from becoming insoluble sludge. Calcium carbonate particles can be added to the base oil in order to neutralize acid components such as organic acids generated by oxidation of the base oil. In addition, since sludge is not generated with hyperbasic calcium sulfonate, it is considered that the inorganic carbonate content contained in calcium sulfonate has a great influence on sludge suppression.

As described above, according to the engine oil additive of the present invention, since the base oil is a vegetable oil, it is an oil that does not easily evaporate, and by extension, it is found from the examples described later that the oil consumption is low and it is effective in reducing PM. .. Further, the oil having a higher viscosity at a high temperature is less likely to scatter in the combustion chamber, the oil consumption tends to be reduced, and the PM tends to be reduced. Therefore, the present invention may contain a viscosity index improver. The viscosity index improver is not particularly limited, and a commercially available product can be used by a conventional method as long as the viscosity index can be improved. In this case, the oil mixed with the additive has a high high-temperature viscosity, which is effective in reducing PM.

Other oil additives include antioxidants, viscosity index improvers, defoamers, pour point lowering agents, etc., but additives other than the present invention can be used without departing from the spirit of the present invention. It can also be used in combination with the present invention. Further, examples of the type of engine oil include vegetable oil, mineral oil, synthetic oil, and mixed oil of the above oils, and the engine oil additive of the present invention can be applied to any base oil.

Next, a method for preventing clogging of the diesel exhaust particulate filter (DPF) of the present invention will be described as follows. That is, the method for preventing clogging of the diesel exhaust particulate filter (DPF) of the present invention is characterized by comprising the step of adding the engine oil additive of the present invention described above to the engine oil. The amount of the engine oil additive of the present invention added to the engine oil is not particularly limited and can be appropriately set as desired. For example, the amount of the engine oil additive of the present invention added to the engine oil is preferably 5 to 15%, more preferably 8 to 12%. As for the engine oil additive, the above-mentioned description of the engine oil additive of the present invention can be referred to as it is. In order to exert the effect as an ester-based additive, there is a possibility that the polar effect characteristic of the ester cannot be exerted if the addition is less than 5%, and if it is 15% or more, the viscosity contained is contained. This is because there is a possibility that the viscosity upper limit of the engine oil applied by the index improver or the like may be exceeded.

Further, in a preferred embodiment of the method for preventing clogging of the diesel exhaust particulate filter (DPF) of the present invention, a step of further adding a fuel additive is included. In the present invention, the fuel additive can be added to the combustion chamber together with the fuel from the fuel line via the injector by charging the fuel additive into an empty (or near empty) fuel tank and mixing the fuel. It is not always necessary to put it in an empty tank, but by putting it in an empty fuel tank, it is possible to put the additive first and then put the fuel, and it is well agitated in the fuel tank and evenly distributed to the fuel. Has the advantage that additives can be mixed with. In the case of engine oil, it can be circulated and stirred by an oil pump. In this process, the fuel additive can clean the deposits such as carbon adhering to the injector and prevent the adhesion. That is, in the present invention, the fuel additive can maintain the working condition of the injector, which causes soot and oil ash to be mixed. In the present invention, the fuel additive used is not particularly limited as long as it is possible to maintain the working condition of the injector. For example, as the fuel additive, product name FT-902 (manufactured by JB Chemical Co., Ltd., USA) or the like can be used.

Further, in the present invention, the amount of the fuel additive added is not particularly limited, but preferably about 0.5% (0.3 to 0.9%) of the total fuel can be added. The additive contains a component for improving ignitability, an anti-wear agent, a low-temperature fluidity improver, and the like, and an addition of 1.0% or more may reduce the combustion efficiency.

Further, a preferred embodiment of the method for preventing clogging of the diesel exhaust particulate filter (DPF) of the present invention is characterized by further comprising a step of adding a DPF regeneration accelerator. In the present invention, it is possible to add a DPF regeneration accelerator to the fuel tank to remove soot, carbon (SUTE), etc. in the DPF. In the present invention, the DPF regeneration promoter is not particularly limited as long as it is possible to remove soot, carbon (SUTE) and the like in the DPF. For example, as the DPF regeneration promoter, a product name DPF regeneration promoter (UK, Infinium) or the like can be used.

Further, in the present invention, the addition amount of the DPF regeneration accelerator is not particularly limited, but the addition amount can be one (500 ml) from 100 to 200 L of the fuel. Further, the addition condition can be, for example, when the fuel is fully filled.

Here, an embodiment of the present invention will be described, but the present invention is not construed as being limited to the following examples. Needless to say, it can be appropriately changed without departing from the gist of the present invention.

Examples 1-2
First, an engine oil additive using a vegetable oil-based ester as a base oil was adjusted. The engine oil additive was adjusted so that the vegetable oil-based ester was about 50%, the viscosity index improver was 35-40%, and the others were less than 1-5% each. Table 1 shows a specific composition table of the adjusted engine oil additive.

By mixing 10% of the engine oil additive of the present invention thus obtained with the engine oil and using it, the following effects were obtained.
1) Super-lubricating property ⇔ Friction coefficient is 1/2 or less of general lubricating oil 2) Extreme pressure lubrication effect ⇔ Ultra-fine particle polymer structure + strong oil film with excellent viscous elasticity and extreme pressure property 3) Clean dispersibility ⇔ Carbon sludge Decomposes to nano level and does not adhere to metal surface 4) Anti-wear property ⇔ Super lubricity + Extreme pressure lubrication effect + Clean dispersibility prevents wear 5) Low volatility ⇔ Evaporation loss is about 1/2 of petroleum oil + strong Oil film 6) Sealing action ⇔ Strong oil film with excellent viscous elasticity and extreme pressure + Low volatility 8) Thermal stability ⇔ Ignition point 240 + Pour point -30 ° C + High viscosity index 249
9) Viscosity stability ⇔ High viscosity index 249 + ignition point 240 ° C + pour point -30 ° C
(Indicated by average value)
10) High temperature oxidation stability ⇔ Thermal stability + high total base value 16.0 (perchloric acid method, mgKOH / g)

Example 3
Next, it was investigated whether or not it is possible to prevent clogging of the diesel exhaust particulate filter (DPF) by using the engine oil additive of the present invention. As a result, when mixed with diesel engine oil, the metal component of the engine oil that finally clogs the DPF of the diesel engine dramatically reduces the amount that enters the combustion / exhaust stroke, thus extending the life of the DPF. It turns out that it can contribute.

Example 4
Next, it was investigated whether or not it is possible to prevent clogging of the diesel exhaust particulate filter (DPF) by using a fuel additive and a DPF regeneration accelerator in addition to the engine oil additive of the present invention. As the fuel additive, the product name FT-902 (manufactured by JB Chemical Co., USA) was used, and as the DPF regeneration accelerator, the product name DPF regeneration accelerator (UK, Infinium Co., Ltd.) was used.

It was investigated whether it is possible to prevent clogging of the diesel exhaust particulate filter (DPF) when a fuel additive is used, when a DPF regeneration accelerator is used, and when both of them are used.

FIG. 1 is a diagram showing an example when an engine oil additive according to an embodiment of the present invention is applied. In FIG. 1, 1 indicates normalization of the injector, and shows how the fuel additive is added to the combustion chamber together with the fuel from the fuel line via the injector by charging the fuel additive into the fuel tank and mixing the fuel. In this process, the fuel additive can clean the deposits such as carbon adhering to the injector and prevent the adhesion. Further, in FIGS. 1 and 2, 2 shows that the DPF clogging was eliminated by using the engine oil additive of the present invention. In FIG. 1, 3 shows the state of complete combustion, and 4 shows the engine oil.

In the present invention, the above-mentioned effects can be obtained by adding the engine oil additive of the present invention to the engine oil, but the engine oil additive of the present invention, the fuel additive and the DPF regeneration It has been found that the combined use with an accelerator makes it possible to further prevent clogging of the diesel exhaust particulate filter (DPF).

In the present invention, the components of PM are soot and oil ash, but it has been found that soot can be removed by a DPF regeneration promoter (for example, FBC jointly developed by Shell and Exxon). Further, for the remaining oil ash, it can be expected that the DPF will not be clogged unless the oil is mixed in the exhaust process, that is, the oil consumption = DPF clogging. It was found that the cleaning dispersibility and volatility were outstanding, almost no oil was consumed, and the DPF was not clogged.

Furthermore, it was found that the injector, which causes soot and oil ash contamination, can maintain working conditions by using the fuel additive (FT-902).

As described above, according to the present invention, it is possible to avoid clogging of the DPF and failure of peripheral devices (EGR, injector, air dryer, turbo, SCR), and one problem of the industry for many years is solved. , Turned out to be a huge benefit to the industry. In other words, users are currently suffering from problems caused by the DPF, and the clogging of the DPF is becoming more serious due to the repair and replacement of expensive filters, stoppage during operation (manual regeneration), deterioration of fuel efficiency, and failure of peripheral devices. However, it has been found that the problem is solved and that the present invention can be said to be a radical treatment for DPF clogging.

It can prevent DPF clogging and is applicable in a wide range of technical fields.

1 Injector normalization 2 DPF clogging clearing 3 Complete combustion 4 Engine oil

Claims (6)

An engine oil additive using a vegetable oil-based ester as a base oil, wherein the sulfated ash content is 0.76 to 1.20% by mass with respect to the total amount of the engine oil additive. The engine oil additive according to claim 1, wherein the total base value of the engine oil additive is 14.5 to 18.0 mgKOH / g. The engine oil additive according to claim 1 or 2, further comprising at least one selected from the group consisting of chromium, aluminum, barium, calcium, and magnesium. A method for preventing clogging of a diesel exhaust particulate filter (DPF), which comprises a step of adding the engine oil additive according to any one of claims 1 to 3 to engine oil. The method according to claim 4, further comprising a step of adding a fuel additive. The method according to claim 4 or 5, further comprising a step of adding a DPF regeneration promoter.

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