JPS6357691A - Fuel conditioner - Google Patents

Abstract

(57) [Abstract] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention is applicable to gasoline, diesel fuel, heating oil,
Or it relates to a conditioner for hydrocarbon fuel such as airplane fuel.

[Prior Art and Problems to be Solved by the Invention] It is known in the past to add certain polar compounds to liquid hydrocarbon fuels for various engines.

In U.S. Pat. No. 3,658,494,
Dorer is added to fuel for internal combustion engine cleaning. The use of fairly high molecular weight oxy compounds in combination with dispersants is disclosed. Tote's oxy compounds are in the backbone of the carbon chain and therefore have no acidity or acid value.

In U.S. Patent No. 2,914,479,
To et al. disclose an upper cylinder lubricant consisting of a light aromatic lubricating oil and an oxygenated solvent such as Cellosolve®. Small amounts of rust inhibitors or pour point depressants, which may be added to either the fuel or the carburetor, may also be used in the lubricant of this invention.

Penetrants consisting of lubricating oils, gasoline, alcohols and glycols or their ethers for freeing the bond between two metal surfaces, such as bolts, hinges, springs, locks, etc., have been described by Elsdon in U.S. Pat. No. 3,917, No. 537. Elston does not specify any high molecular weight compounds, acid values, or saponification values.

In U.S. Pat. No. 2,672,450.

Pearsall discloses the use of 1M dibenzene, a monoalkyl glycol ether or glycol in combination with an ester of ricinoleic acid to remove carbonaceous debris from internal combustion engines. This mixture is used as a solvent in contact with the hot, stopped engine for about 1 to 6 hours before the engine is restarted. Alternatively, the engine may be immersed in the solvent mixture, or the solvent mixture may be sprayed or applied.

A cold flow improver for middle distillate diesel fuel consisting of vinyl acetate-ethylene copolymer, nitroparaffin, alcohol and aromatic solvent is disclosed in U.S. Pat. No. 4,365,973, overcoming 17 citations. A patent has been granted to Irish.

Sweeney, in U.S. Pat. No. 4,378,973, discloses that cyclohexane and
A smoke suppressant for diesel engines is disclosed which consists of a mixture with an oxygenated compound such as an aldehyde, ketone or ether.

Each of the above disclosures, in a manner different from the present invention and mutually different, provides each of the several advantages achieved by the present invention.
The aim is to

The aim of the invention is to extend the useful life of engines burning fuel containing a conditioner according to the invention.

Another object of the present invention is to lower the required "-octane number" of fuel for internal combustion engines by using the present conditioner in the fuel.

Yet another object of the invention is to increase the efficiency of the engine and reduce the consumption of conditioned fuel.

Yet another object of the present invention is to provide fuel condition control without changing either the flash point or combustion temperature.

Still another object of the present invention is to lubricate the cylinder wall surface,
It cleans the spark plug, cleans the carburetor and combustion chamber, helps lubricate the rings, evenly distributes fuel to all cylinders, and provides fuel that prevents valve seat defects.

SUMMARY OF THE INVENTION The simplest fuel conditioner of the present invention consists of an oxygenated hydrocarbon having a molecular weight of about 250-500 and an oxygenated compatibilizer such as an alcohol. Under certain circumstances, where it is often advantageous to use aromatic hydrocarbons in combination with mineral oils or other bases, the fuel conditioners of the present invention may include the addition of hydrophilic separating agents such as glycol ethers. This is particularly useful when separating an aqueous layer.

The fuel conditioner of the present invention is useful for internal combustion engines that burn gasoline, No. 2 diesel oil, truck kerosene, diesel trucks, automobiles that use gasoline or diesel oil, and stationary engines or boilers. Higher alcohol fuels can also be used.

The fuel conditioner of the present invention reduces fuel consumption, reduces engine wear, reduces carbonaceous deposits, lowers "octane" requirements, keeps spark plugs and engine components clean, and eliminates valve defects. It works to prevent this from happening and evenly distributes fuel to all cylinders.

The present invention has wide application to fuels for various engine furnaces burning S hydrocarbons or reformed hydrocarbons (eg containing alcohol), liquid fuels.

The conditioner of the invention, which is particularly suitable for gasoline-burning internal combustion engines, contains polar oxygenated compounds, compatibilizers to maintain the -phase system, monoethers of aromatic hydrocarbons (e.g. xylene), mineral oils and glycols. can do.

Engines that burn diesel fuel are often equipped with devices to preheat the fuel by circulating hot exhaust gas into the fuel, which necessarily contains water vapor resulting from the oxidative combustion of hydrocarbons. Therefore, when choosing the conditioner of the present invention, it is important to omit the glycol monoether and to use the other four components in conditioners for this type of engine: polar oxygenated compounds, aromatic hydrocarbons, mineral oils or base oils. It is preferred to use only a reagent oil and a compatibilizer (eg hexanol).

The heating furnace is commercially No. 1. No, 2. No,
Requires a simple hydrocarbon fuel known as 3-No.6 oil. For these petroleum fractions, the mineral oil component of the conditioner is not necessary and is divided into three compositions: polar oxygenated compounds, compatibilizers, and aromatic components that improve cleaning and combustion efficiency.

Internal combustion engines (e.g. gasohol)
It has been previously found that for alcohol-modified hydrocarbons used by J. Therefore, the preferred composition for this fuel is a polar oxygenate, an aromatic compound, a compatibilizer such as a monoether of a glycol, and a higher alcohol.

For lighter fuels useful in airplane engines, it has been found preferable to omit both aromatics and mineral oil. Therefore, for best results, the conditioner used for this application should contain three oxygen-adding components,
That is, it contains a polar oxygenated compound, a glycol monoester, and a compatibilizer.

For alcohol fuels for internal combustion engines consisting of 90% ethanol and 10% unleaded gasoline, the following composition is added to the alcohol fuel at the rate of 1 part per 1000 parts: 30% by weight of polar oxygenated hydrocarbons, 30% by weight. A fuel conditioner with weight percent xylene and 40 weight percent decanol has been developed. Mineral oil is not preferred as it does not disperse well in higher alcohol fuels, and glycol ethers are not required as the water in the system will dissolve in the hydrophilic ethanol.

In all compositions of the invention above and below.

The term "compound" or "component" can refer to various individual compounds or mixtures of components that are members of the class. For example, the term "xylene" as a preferred member of the class of aromatic compounds refers not only to o-xylene, m-xylene or p-xylene, but also to aromatic fractions, or mixtures with xylene as well as xylene. It also refers to aromatic distillates, including possible benzene, toluene, durene, naphthalene, etc.

Polar oxygenated compounds of the present invention refer to various organic mixtures resulting from the commercial oxidation of petroleum fluids with air. These oxidations of liquid distillates are often carried out using organometallic catalysts such as esters of manganese, copper, iron, cobalt, nickel or tin at temperatures of about 100-150°C, resulting in It is a collection of polar oxygenated compounds that fall into at least three categories: volatile, saponifiable, and non-saponifiable.

Preferably, the polar oxygenated compound used in the present invention is
Characterized in at least three ways: molecular weight, acid number and aging number.

Chemically, these oxidation products are mixtures of acids, hydroxy acids, lactones, esters, ketones, alcohols, anhydrides and other oxygenated organic compounds suitable for the present invention. has a molecular weight of about 250-500, an acid value of about 25-100 (ASTMloo), and an acid value of about 30-250 (ASTLi-T974-
Particularly preferred in formulating the conditioner of the present invention are compounds or mixtures having an aging value of
0L (Alox 4GOL).

Suitable compatibilizers for the present invention are organic compounds with fairly high solubility parameters and strong hydrogen bonding capacity. The solubility parameter δ, which is based on the cohesive energy density, is an organic solvent's fundamental discretizer that gives a measure of its polarity.
iptor), a low polar simple aliphatic molecule with approximately 7.
It has a low solubility parameter δ of 3, and highly polar water has a high solubility parameter of 23.4. However, the solubility parameter is a first approximation to the polarity of the organic solvent. What is important for generalized polarity and thus for solvency power are the dipole moment and hydrogen bonding ability. Symmetrical carbon tetrachloride with no total dipole moment and low hydrogen bonding capacity is 8
It has a solubility parameter of °6. In contrast, methylpropylketone has an almost comparable solubility parameter of 8.7, but a much stronger hydrogen bonding capacity and a constant dipole moment. Thus, it is not possible to evaluate the "polarity" of an organic solvent by any single number in the evaluation.

To practice this invention, the compatibilizer is about 8.8 to 11.
Suitable classes of organic solvents that have a solubility parameter of 5 and must alleviate strong hydrogen bonding forces are alcohols,
Ketones, esters and ethers. Preferred compatibilizers are straight-chain, branched-chain and aliphatic alcohols having 6 to 16 carbon atoms. Particularly preferred compounds as compatibilizers are hexanol, decanol and dodecanol.

By containing a separating agent or so-called precipitating agent, the conditioner of the present invention prevents large amounts of water from entering the large amount of stored fuel, thereby reducing the amount of water in the hydrocarbon fuel and reducing the amount of water that is combusted. improve. Preferred separation agents for carrying out the invention are glycol or polyglycol ethers, especially monoethers. Monoethers are preferred over diethers in the practice of this invention.

Examples of such compounds include ethylene glycol,
Propylene glycol, trimethylene glycol, alpha butylene glycol, 1,3-butanediol, beta-butylene glycol.

isobutylene glycol, tetramethylene glycol,
Hexylene glycol, diethylene glycol, dipropylene glycol, tripropylene glycol, triethylene glycol, tetraethylene glycol, 1,5
-bentanediol.

2-methyl-2-ethyl-1,3-propanediol,
There is a monoester of 2-ethyl-1j-hexanediol. Specific examples include ethylene glycol monophenyl ether, ethylene glycol monomethyl ether, ethylene glycol monoethyl ether, ethylene glycol mono-(n-butyl) ether, diethylene glycol mono-(n-butyl) ether, diethylene glycol monoethyl ether, diethylene glycol mono-(n-butyl) ether,
butyl) ether, propylene glycol monomethyl ether, dipropylene glycol monomethyl ether,
Diethylene glycol monocyclohexyl ether, ethylene glycol monobenzyl ether, triethylene glycol monophenethyl ether, butylene glycol mono(p-(n-butoxy)phenyl) ether, trimethylene glycol mono(alkylphenyl) ether, tripropylene glycol monomethyl ether, ethylene Glycol monoisopropyl ether, ethylene glycol monoisobutyl ether, ethylene glycol monohexyl ether, triethylene glycol monobutyl ether, triethylene glycol monomethyl ether, triethylene glycol monobutyl ether,
l-Butoxyethoxy-2-propertool.

A monophenyl ether of polypropylene glycol having an average molecular weight of about 975 to 1,075, a monophenyl ether of polypropylene glycol having an average molecular weight of about 400 to 450, a monophenyl ether of polypropylene glycol having an average molecular weight of about 975 to 1,075 Mention may be made of monophenyl ethers of polypropylene glycol. These compounds are commercially available under trade names such as butyl cellosolve, ethyl cellosolve, hexyl cellosolve, methyl carbitol, butyl carbitol, dowanol glycol ether, and the like.

It must be reiterated that this separator or precipitant should not be used in diesel fuel systems where hot exhaust gases are recycled into the fuel tank to preheat the fuel, since such exhaust gases are This is because it contains an excess amount of water vapor that should not be accumulated.

In the practice of the present invention, it has been found useful to include aromatic hydrocarbons or mixtures such as the fuel conditioner components of the present invention. Any aromatic hydrocarbon formulation that is liquid at room temperature is suitable. Among these are benzene, toluene, three xylenes, trimethylbenzene, durene, ethylbenzene, cumene, and biphenyl.

Dibenzyl and the like or mixtures thereof are included.

The preferred aromatic component is a commercial mixture of three xylenes because it is cheaper than pure xylene. Without being limited by any theory or hypothesis for the use of aromatic hydrocarbons, it has been found that the presence of aromatic hydrocarbons in the conditioner promotes clean and efficient combustion of the fuel.

Light mineral oils or base oils are preferably used in fuel conditioner or gasoline and diesel internal combustion fuel applications. "Light" mineral oil is 1o, oo at 25℃
o means a petroleum-based, aliphatic or cycloaliphatic distillate having a viscosity below sus. Mixtures of hydrocarbon fractions can also be used.

Once the several components listed above are present, a wide range of ratios are applicable to the practice of this invention. Effective ranges and preferred ranges are shown below in weight %.

Polar oxygenated compounds 10-8020-40 Compatibilizers 5-4010-20 (especially alcohols) Separating agents (especially glycols 5-7510-50 coal monoethers) Aromatic hydrocarbons lO-5020-30 Mineral oils
5~401O~20 gasoline engine,
For special fuels for which the conditioner of the present invention is effective, such as diesel engines, "gear sohole" burning engines, airplane engines, and furnaces, the ratio used will vary depending on the maximum efficiency of combustion.

[Example] Next, the present invention will be explained with reference to an example. However, the examples are not intended to limit the application of the invention. The invention may also be implemented in other systems and by other means. The scope of the invention is fully described by the claims. ing.

This example demonstrates the benefits of using a 1 part per 1000 fuel conditioner of the present invention in a total of 626 different vehicles over a period of 2.5 years.

A fuel conditioner was prepared consisting of 30% by weight polar oxygenated hydrocarbon, 25% by weight xylene, 15% by weight hexanol, 15% by weight mineral oil, and 15% by weight ethylene glycol monomethyl ether, FC. -I
It was named.

FC-I was used in all vehicles shown in the schedule.

The following margin fuel conditioner is added to the underground fuel storage tank,
Ensured all vehicles were tested - 0 After two and a half years, there was an average fuel savings of 7.00% for all vehicles. In addition to this, upper cylinder defects and valve seat defects were severe. Prior to this test, upper cylinder and valve seat defects were common in heavy equipment vehicles.

After the first six months, leaded gasoline was no longer used in large trucks that were said to require leaded gasoline.

This test shows that the fuel conditioner of the present invention can lubricate valves and upper cylinders better than tetraethyl lead and can also save fuel.

In this example, the fuel conditioner of the present invention was used in a total of 135 diesel trucks that used unleaded gasoline. The objective is to see if defects in the valve train can be prevented and increases in octane and octane requirements can be avoided without the use of lead.

A fuel conditioner is prepared containing 30% by weight polar oxygenated hydrocarbon, 25% by weight xylene, 20% by weight hexanol, and 25% by weight mineral oil. These are named FC-U. Glycol ether was not used because these diesel trucks have exhaust recirculation systems.

The 135 diesel engines were one-year models, ranging from new to six-year-old models. These have a total weight of 20, DO port ~ 3
0,000 Bond International Harvester,
They were Generala Lambda Motors, Ford and FWD. Early in testing, the odometers on these cars showed an average of 35,000 miles. The test was conducted at 11,000 parts with 171,000 parts of FC-n used as fuel.
Lasted 0 miles.

During the test, these heavy diesel trucks viz.
1 12,000-13,000 bond class, 73 13,000-32,000 bond class and 27 7
．． The 000 Bond class lasted 43,000 miles on 87 octane unleaded gasoline over 89 octane leaded gasoline without engine failure (an average of 11.
0GO mile) I ran it.

Control test (NISEI paper 710367)
), new diesel engines running on unleaded fuel can be as quick as s, ooo miles, and usually xx,
It has been reported that valve seat defects occur within ooo miles.

This example demonstrates the benefits of using the fuel conditioner of the present invention on a university laboratory test stand.

A 1967 six-cylinder 200 cubic inch Ford engine with less than 1,000 hours of use was coupled to a General Electric dynamometer, with zero ignition timing set to 6 degrees before top dead center.
The spark plugs are cleaned, and the air/fuel ratio is set to emit 0.5% carbon monoxide during idling. Hydrocarbon and carbon monoxide levels were measured using a Beckman Model 590 Exhaust Analyzer.

Engine oil is new Texaco Haboline 20-2
0W and a new filter was used. Fueled by Gulf 89 octane gasoline.

The engine is 2200rpm which is equivalent to 55mph??
I drove. Torque values were calculated to simulate 20.40.60.80 and 100% load.

Table ■ shows the test outline.

Under the margin control condition, the average fuel consumption was 0.2943 bonds/min. 1/1000 FC-I of Example 1
(19 Marumi or 0.64 per 5 gal)
fe OZ), the average fuel consumption dropped to 0.288 bonds/min, a savings of 2.14%.

Support 1 This example shows the ability to reduce unburned hydrocarbons and incompletely oxidized carbon monoxide when the fuel conditioner of the present invention is used in an automobile engine.

Table m shows the results for six automobile engines using 1/1000 part of FC-I as in Example 1, when traveling the number of miles shown in the table.

This example shows the reduction in fuel consumption of garbage trucks using the fuel conditioner of the present invention during the winter season, when fuel consumption is expected to increase.

A 10-ton garbage truck (20-ton total) was equipped with an accurate flow meter to monitor gph fuel consumption on a standard garbage collection route. Test starts October 1st 1
It was held until the 31st of the month. Control data was obtained without using a fuel conditioner during the relatively warm months of October and November. During the colder months of December and January, FC-I was applied at 1/1000 as in Example 1.
Used in gasoline as standard. Table ■ summarizes the results.

Below are the margins.''L Early period Late period 1 No FC-I 10 62.5 1.475/ 1
．． 568 31611 46.4 1.55
7/ 1.642 (average 1.504) With FC-I 12 43.3 1.455/ 1
．． 487 2101 28.4 1.4
99/1.4 (average 1.44) Despite the temperature drop, a 4.2% reduction in fuel consumption was observed. Taking into account the expected 15% increase in fuel requirements due to cold weather, the savings would be approximately 19%.

Support 1 This example demonstrates the reduction in fuel consumption obtained by testing various gasoline powered automobile, pan, truck, and diesel truck engines using the fuel conditioner of the present invention.

Fluidine's 12
A 14D/1228 type fuel flow conversion base was used. A similar Fluidyne device was used in a gasoline engine.

Mileage measured on standard amount of unleaded fuel 3
Eight vehicles were tested. FC-I fuel conditioner was then added to the gasoline engine at a rate of 1 part per 1000, and FC-n was added to the diesel engine at a rate of 1 part per 1000 as in Example 2.

Of the 34 gasoline engines, 30 have 0.8~
It showed an increase in mileage of 12.8%. All four diesel engines showed mileage of 5.9-15.5%. Two gasoline trucks, one pan and one passenger car showed a mileage reduction of -IL012 to -0.4%.

All 38 engines showed an average mileage increase of 5.33%.

This embodiment shows an example in which the present invention is applied to a diesel railway engine.

Two railroad diesel engines were used for 30 days, one operated with FC-n as in FIG. 2 and the other as a control without a fuel conditioner. Each engine burned 4,000 gallons of fuel over a 30 day period. The diesel engine using the fuel conditioner used 5% less fuel than the control engine. A total of 4,000 gallons were used during the month.

Additionally, visual inspection showed that diesel engines using the fuel conditioner burn much cleaner than control engines, leading to increased power, reduced friction, and longer component life.

This embodiment shows the case where the present invention is applied to a stationary diesel engine.

Three engines: inline Detroit Diesel G-71, Cummings 230 and General Motors 71. The V-12 model was tested.

Each dynamometer test was run at 2000 horsepower for 30 minutes with all measurements recorded such as hp output, rp@, fuel usage, etc. Then, FC-II was added in the same manner as in Example 2,
The dynamometer test was conducted for 40 minutes.

Fuel consumption was reduced as measured by a Fluidyne 1214D/1228 flowmeter with a 214-200 or 285-210 converter.

1 Company 5 Balls 3 G-71 Detroit 10.2 Cummings 230 12.8 V -12G M 71 3.7 Average 8.9 Although the present invention has been explained with the above examples, the scope of protection to be provided by the patent is as follows: As more fully described in the claims.

[Effects of the Invention] As described above, according to the present invention, fuel consumption can be reduced,
Controls engine wear, reduces carbonaceous deposits, lowers ``octane'' requirements, keeps spark plugs and engine parts clean, prevents valve defects, and evenly distributes fuel to all cylinders. Can be done.

Claims (17)

[Claims] (1) A fuel conditioner containing a polar aliphatic oxygenated hydrocarbon having a molecular weight of about 250-500, an acid number of about 25-100, and a saponification number of about 30-250, and an oxygenated compatibilizer. (2) Claim 1 having an acid value of about 50 to 100
Fuel conditioner as described in Section. (3) The fuel conditioner according to claim 1, further comprising a hydrophilic separating agent for separating existing water into a separate layer. (4) The fuel conditioner according to claim 1, wherein the oxygen-adding compatibilizer is an alcohol containing three or more carbon atoms. (5) The fuel conditioner according to claim 4, wherein the alcohol is hexanol. (6) The fuel conditioner according to claim 4, wherein the alcohol is decanol. (7) The fuel conditioner according to claim 4, wherein the alcohol is dodecanol. (8) The fuel conditioner according to claim 3, wherein the hydrophilic separating agent is a monoglycol ether. (9) The fuel conditioner according to claim 8, wherein the monoglycol ether is ethylene glycol monomethyl ether. (10) The oxygenated hydrocarbon is present in an amount of 20 to 40% by weight, the oxygenated compatibilizer is present in an amount of 10 to 20% by weight, and the hydrophilic separating agent is present in an amount of 10 to 50% by weight. The fuel conditioner according to item 3. (11) The fuel conditioner according to claim 1, further containing an aromatic hydrocarbon. (12) The fuel conditioner according to claim 11, wherein the aromatic hydrocarbon is xylene. (13) The fuel conditioner according to claim 1, further comprising a hydrocarbon base. (14) Claim 1 in which the hydrocarbon base is mineral oil
The fuel conditioner according to item 3. (15) Weight% Oxygenated hydrocarbon 20-40 Glycol monoether 10-50 C_4~C_1_2 Alcohol 10~20 Monocyclic hydrocarbon 20-30 Hydrocarbon base 10-20 A fuel conditioner containing (16) The fuel conditioner according to claim 15, wherein the oxygenated hydrocarbon has a molecular weight of 250 to 500, an acid value of 25 to 100, and a saponification number of 30 to 250. (17) Weight% Oxygenated hydrocarbon 10-80 Glycol monoether 5-75 C_4~C_1_2 Alcohol 5~40 Monocyclic aromatic hydrocarbon 10-50 Hydrocarbon base 5-40 A fuel conditioner containing