RU2205863C2 - Fuel composition and a method for creation of precombustion vapors - Google Patents

Abstract

FIELD: compounded liquid fuels. SUBSTANCE: invention relates to fuel compositions for jet, turbine, diesel, and other combustion systems. Composition contains (i) burning-improving amount of at least one other than lead element selected from group consisting of elements belonging to groups 1B, 2B, 3B, 4B, 5B, 6B, 7B, and 8 and also selected from group including bromine, iodine, bismuth, germanium, phosphorus, silicon, fluorine, chlorine, sulfur, nitrogen, and tin and their mixture and derivatives, indicated elements and compounds being combustible with combustion heat at least 4000 kcal/kg, and (ii) burning- improving amount of at least one compound with burning-improving structure having latent evaporation heat at least 21 kJ/mole at its boiling temperature and burning rate, as measured from laminar flame of Bunsen burner, at least 40 cm/s. Creation of precombustion vapors is accomplished consists in injecting fuel having average particle size no larger than 70 mcm (above-described fuel composition) into combustion chamber simultaneously with air supply. EFFECT: increased burning rate, lowered burning temperature, and improved environmental characteristics of fuel. 144 cl, 7 dwg, 10 tbl, 194 ex

Description

 This invention relates to fuel compositions for jet, turbine, diesel and other combustion systems. More specifically, it relates to fuel compositions with additives of organic manganese compounds, to mechanical and / or chemical agents that improve combustion and / or lower the temperature of combustion, through which thermal efficiency is improved and accidental losses are reduced.

 It is known that various organic manganese compounds, for example, tricarbonylmethylcyclopentadienyl manganese (MMT) and others, are introduced into hydrocarbon fuels as antiknock [1-3]. It is also known that organic manganese compounds are used in heavier fuels such as coal, diesel and aviation fuels; suggest that this helps to reduce smoke and particulate matter [4-7].

Despite the advantages of using organic manganese compounds as an antiknock and similar additives, their presence in hydrocarbon fuels raises a number of other environmental and practical problems. Namely, during the combustion of organic manganese compounds in hydrocarbon fuels, harmful heavy manganese oxides (Mn ₃ O ₄ and Mn ₂ O ₃ ) are formed, which, in turn, are deposited on the parts of the engine, combustion systems, turbines, exhaust surfaces, emission catalysts / exhaust, etc., causing, for example, early fatigue phenomena, fractures, excessive wear, release of solid particles or metals, a slow decrease in hydrocarbon emissions and the like [8-12].

 For example, the deposition of manganese oxides on jet engines, turbines, etc. for a long time was the main obstacle to the use of manganese. Since these deposits have a negative effect, various methods have been developed specifically for removing these oxides from jet engines [13-16]. However, due to their inefficiency, the use of manganese in these applications was virtually discontinued.

 It is also known that such precipitation creates a diffusion barrier on the surface of the catalyst, which reduces the catalytic efficiency [17].

 Ethyl Corporation worked hard during the 1970s and 1980s to find a solution to this problem. In particular, the use of various oxygen-containing compounds in combination with organic manganese compounds was tried [18-30]. However, despite the urgent need, it was not possible to successfully transfer to a commercial basis any of the technological solutions to this fundamental problem.

 It is known that organic manganese compounds, even at a very low level, cause the destruction of the US exhaust control system, and that their use in any quantity is officially prohibited in unleaded gasolines in the USA.

 Ethyl Corporation was unable to get the Environmental Protection Agency to seize MMT at $ 221 (f) from the Clean Air Act even for very low manganese concentrations of about 0.008 g / l (1/32 g / gal) (banned January 8, 1992).

 All their previous efforts, including for manganese concentrations in the range from 0.004 (1/64) to 0.03 (1/8) g / l (g / gal), failed. See RE the Environmental Protection Agency's ban on the use of MMT. Federal List, T. 43, No. 181, Monday, September 18, 1978; and Ethyl Corporation, Fuel Prohibition; decision summary. Federal List, Vol. 46, No. 230, Tuesday, December 1, 1981 [31-32].

 Recently, car manufacturers have again considered the tendency of manganese to form harmful oxides, since even at very low concentrations of about 0.008 g / l (1/32 g / gal) manganese, a new catalyst diagnostic system known as the “OBD-11 Catalyst Performance Monitor” fails due to the deposition of oxide on the (clean) surface of the catalyst [33-35].

 Thus, competent sources, while continuing to recognize the MMT's long-standing official and environmental ban, generally rejected the notion that someday manganese would be included in regulated unleaded gasolines and in emission systems).

 Even Ethyl Corporation (the only manufacturer of MMT), because of the need for a real solution to the problem of reducing or regulating the formation of harmful oxides, would apparently refuse to accept the permit, if it had ever been given; this would be possible only for very low concentrations (for example, up to 0.008 g / l (1/32 g / gal)) of manganese, and a coating on the surface of the catalyst is formed even at these low concentrations. See Ethyl Corporation's latest declaration of $ 211 (f) to lift the ban and US Environmental Protection Agency Statement 92302679.3; 91306359.0; 91306360.8 and 92307609.5 (registered simultaneously with the attempt to obtain permission to use).

 It is known to use a wide class of soluble carbonates as a fuel additive (see US Pat. No. 2,331,386, published in 1939 to manganese oxide materials [36]). This patent describes a wide range of alkyl, homologous alkyl, aryl and amide carbonate esters for use in oil-fired furnaces and internal combustion engines.

 In the future, the mention of carbonates is found mainly in connection with fuels or compounds not containing manganese metal. For example, the literature [37–39] considered metal-free alkyl carbonates in fuels such as gas oil for compression ignition engines, diesel engines, and jet engines.

 In the literature [40], alkyl phenyl carbonate was used as an antiknock agent. In this publication, along with the above problems associated with the formation of oxides from organic manganese compounds, it is also noted that the composition should not contain organic manganese compounds.

 Since, on the one hand, experts left hopes to solve the fundamental problems associated with oxides derived from organic manganese compounds, and, on the other hand, manganese is allowed only in leaded US gasolines, in practice the use of MMT was not separated from the use of lead additives (see for example, the literature [41], in which tetraethyl lead, tetramethyl lead, and cyclopentadienyltricarbonyl manganese are considered together in the same context, in the absence of assumption of their use independently of each other).

 The present invention considers a new class of high-energy low-temperature compositions and processes.

 The essence of the proposed invention is to detect the causes of the problem of oxidation of heavy metals and its solution by using means that prevent the release of heavy metal oxides during the combustion of metals.

 The applicant has discovered a mechanism by which the combustion of fuels containing metals, including organic manganese compounds, produces harmful manganese oxides in the form of particles or a deposited layer, the cause of which is not sufficiently close to the ideal combustion process, in which the combustion rates and temperatures are not optimal.

 By effectively increasing the rate of combustion of fuel while ideally lowering the temperature of combustion, the invention allows not only to control or avoid the formation of harmful metal oxides, but also to realize the possibility of creating, on the basis of metals (excluding lead), a new pure high-energy class of fuels / fuels and the combustion process.

 In fact, the invention proposed a combustion process in which some chemical structures / substructures and / or mechanical structures / substructures are involved, which allow 1) to simultaneously increase the burning rate, 2) maintain a high emission rate of what may be known as free energy, at 3) lowering the combustion temperature.

BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1. The difference in combustion temperatures. Illustrates the difference in combustion temperatures of various fuel compositions, measured relative to exhaust gas temperatures at various engine loads.

 FIG. 2. Combustion temperatures and hydrocarbon evolution. Illustrates the difference in combustion temperatures and its ratio with the formation of hydrocarbons.

FIG. 3. Combustion temperatures and NO _x emission. Illustrates the difference in combustion temperatures and its ratio with the formation of released NO _x .

 FIG. 4. Indicated combustion rate. Illustrates the burning rate of various fuels at various loads.

 FIG. 5. The burning rate and the allocation of NS. Illustrates the burning rate and the formation of prominent NS.

6. Burn rate and NO _x release. Illustrates the burning rate with the formation of released NO _x .

 FIG. 7. Technical forecasts. It illustrates the change in heat generation and the improvement of gasoline combustion due to maintaining a minimum evaporation temperature for fuels containing oxygen compounds.

 Due to the fact that the applicant was able to find out the cause of the formation of heavy metal oxides, the problem associated with them was solved, in particular, by increasing the burning rate and / or lowering the combustion temperature, which is the essence of the present invention.

 The invention provides methods and compositions that accelerate and improve the combustion process, allowing to achieve more optimal parameters, and at the same time lower the combustion temperature and extend the combustion interval.

 In addition, the invention shows that under these improved combustion conditions, metal compounds themselves quite unexpectedly become an integral and powerful factor in the combustion process, improving thermal combustion efficiency, fuel economy, resulting work, power, traction, etc., while reducing the level hazardous pollution.

 In the context of this invention, the applicant mainly refers to thermal efficiency in both its chemical and mechanical meaning, for example, the effectiveness of a chemical reaction and the amount of useful work performed in the system, in particular free energy.

 The applicant found that in virtually every case, thermal efficiency (thermal efficiency), in particular measured depending on the net useful work produced by the system, increases, and often very significantly. At the same time, due to the reduced combustion temperatures, the combustion systems work longer, they are easier to handle, and heavy metal oxides are not formed.

 For example, the invention unexpectedly found that the thermal efficiency achieved in the invention is increased compared with existing fuels and combustion systems by about 2-20%. And, depending on the circumstances (such as the combustion system, fuel structure), the average improvement can be from 2.0 to 5.0%, from 5.0 to 10.0% or higher; in the most modest case, improvements range from 0.05 to 1.0% and up to 2.0%. In exceptional cases, the improvement can be from 10%, from 25 to 40%, from 30 to 80% or more.

 In addition, the applicant concludes that it is possible to obtain an additional improvement of 5 to 25% or even more by modifying the combustion and fuel injection systems, which are designed to optimize the unique features of the combustion process of the present invention.

 The applicant suggests that this will lead to significant improvements in the combustion process and the conversion of energy at altitude in the case of aircraft jet systems and aircraft gasoline engines. A similar improvement is anticipated for a wide range of applications, such as diesel engines, gas turbines, fuel oil, gas oil, etc.

 The fundamental principles for the implementation of the present invention are the combustion methods proposed by the applicant, fuel chemistry, combustion chambers, fuel injection system, air supply and emission system.

 The applicant unexpectedly discovered a synergy of their actions and the various benefits that the use of this invention provides, which will be described in more detail below.

 In the description of the invention, in various embodiments, a new design, method and / or operation of the engine, combustion chamber, combustion systems, injection, air supply and / or emission are presented, which can improve the technical effect achieved in the invention associated with the combustion process.

 In the practical implementation of the present invention, the simultaneous action of one or more of the above systems, or the independent use of a single system, or component, or subcomponent of the specified system, is assumed. In addition, as a design option, such structures can be used independently of the improved fuels proposed by the Applicant, which will also improve the burning rate and / or lower the combustion temperature. However, the joint use of these systems leads to a synergy of their action, which cannot be achieved in another way.

 In essence, this invention consists in increasing 1) the burning rate as a result of a) increasing the rate of laminar combustion due to the introduction of a combustion-improving structure (UGS) into the fuel composition and / or changing the evaporation process, b) increasing the turbulent speed (by chemical and / or mechanical methods) , 2) lowering the combustion temperature (by chemical or mechanical methods) in combination with the use of fuel based on a metal-containing component.

 Thus, the invention includes numerous interrelated chemical and mechanical elements, and all of them are essential for the implementation of the invention.

 One aspect of the implementation of this invention is the use of any quantity of lead-free metal compounds (initially preferred cyclic manganese compounds) as a component of the fuel composition proposed by the Applicant.

 However, the use of metal is not necessary, as will be shown below. So, in the description below, the possibility of alternatives is shown with certainty.

 It is contemplated that compounds / components and / or chemical and / or mechanical processes, methods, and means, including combinations and combinations thereof, that increase the burning rate, can be used. Preferably, but not necessarily, if the combustion temperature is reduced at the same time.

 In the practical implementation of this invention should be used oxygen-containing compound, preferably with the highest possible oxygen content. The oxygen content may be in the range from 0.0001 to 80% by weight. This is prescribed by the specific fuel composition and type of combustion system. However, apparently, a positive effect will not be detected until the oxygen content reaches 1.0, 1.5, 2.0% or more; concentrations of 2.0% or more are more preferred. However, lower concentrations are acceptable when using oxygen as a component of the fuel mixture. The desired range is from 0.001 to 30.0% oxygen by weight. Additional mass oxygen concentrations include from 0.001 to 15.0%, from 0.5 to 1.5%, from 0.3 to 2.7%, from 2.0 to 3.7%, from 0.2 to 0, 9%, from 1.0 to 4.0%, from 2.0 to 8.0%, from 1.8 to 12%, from 2.0 to 10.0%, from 3.0%, 5.0 up to 40%, from 2.0 to 53%.

 In clean fuels and in rocket applications, oxygen concentrations are expected to be significant. In the first uses of mixed fuel (see below), the concentrations will be lower. However, the object of the invention is the introduction of significant concentrations of oxygen in the types of fuel proposed by the applicant, especially active oxygen, which can quickly and aggressively react with metal.

 In the practice of this invention, an acceptable increase in the rate of combustion of the fuel compared to the rate of combustion of unregulated fuel or a conventional combustion system is from about 1.0 to 800% or more. It is desirable to increase the speed by a value of the order of 0.2, 0.5, 1.0, 2.0, 3.5, 5% to 10.0, 7.0% to 15.0, 9.0% to 25, 5 , 0% to 20.0, 12% to 30, 15% to 40, 20% to 50%. More desirable increase in the intervals from 5 to 60%, 10 to 80%, 20 to 100%, 30 to 150%. It is possible to increase by approximately 100 to 200%, from 100 to 300%. Increases from 200 to 400%, from 300 to 600%, from 400 to 800%, from 500 to 900% are also expected and highly desirable. An increase of about 300% or more is highly desirable, especially for fuels and combustion systems improved by the Applicant. An increase beyond these ranges is contemplated and desirable.

 Various chemicals will also affect the increase in burning rate and the use of fuel. One of the objectives of this invention is to optimize combustion rates in the light of fuel chemistry, combustion systems, fuel injection and air supply systems, operating conditions, the desired thermal efficiency and price.

 An increase in the rate of combustion and / or a decrease in the temperature of combustion will vary depending on changes in the composition of the fuel, combustion systems, and mechanical systems.

 In particular, it is assumed that compression ratios, compression pressure, ignition pressure, design of the ignition chamber, temperature of the non-combustible gas mixture, equivalent ratios, ignition time, fraction of the remaining gas, pressure and time of fuel injection, air supply system, inlet air temperatures, exhaust systems , exhaust catalysts, heat transfer methods / systems, lubrication systems, cooling systems and / or related methods and / or devices, including combinations and / or combinations thereof, may be modified so that Maximum Feed derive their benefits, to improve or to make any other improvements in the combustion velocity and / or reducing combustion temperatures.

 It is assumed that detonation-sensitive technologies can be used in higher pressure spark-ignition engines operating on gasoline, since it is necessary to adjust the spark time in order to avoid detonation. Thus, it is anticipated that the applicant's preferred engines with a higher compression ratio will simultaneously use detonation-sensitive technology.

 It is contemplated that a number of positive effects of the present invention will not be fully felt until a certain threshold of action is reached. For example, as shown in detail below, the benefits of improved fuel economy will not be fully apparent until the engine is run under moderate or moderately heavy loads. In addition, in the absence of other mechanical improvements, such as reducing the MW of the spark proposed for gasolines, etc., it is not possible to obtain all the advantages of the invention.

 Increasing the partial pressure of the evaporated fraction before and after ignition has a particularly effective effect on improving the burning rate. Thus, the nature of the evaporated fraction before and after ignition and their characteristics associated with the diffusion of heat and active reaction centers in a non-burning gas, etc., are decisive and should be optimized as one of the objectives of this invention.

 The objective of the invention is to provide such a diffusion of pre-combustion gas before / after ignition, which leads to an increase in the momentum / viscosity of the non-flammable gas to a value as close as possible to the viscosity of the flammable gas in order to reduce the viscosity resistance between the flammable and non-flammable gas. The main goal pursued by an increase in the burning rate is precisely the elimination of this resistance.

 Thus, evaporation or injection, or compression of the non-flammable portion of the fuel vapor, is desirable and contemplated so that an increase in its partial pressure (vapor) in the gas mixture occurs prior to its ignition.

 In addition, compounds / components and / or mechanical and / or other methods that increase the temperature and velocity of the gas mixture inside the combustion chamber after ignition / before combustion are preferred.

 In the case when the fuel is in a vaporous state, a change in its density does not have the necessary and direct effect on improving the burning rate. In other words, the improvement in the burning rate in the invention does not seem to be related to the type of fuel if it is in a vaporized and / or injected state into the combustion chamber, and thus with the desired particle size contemplated by this invention.

 Thus, changes in composition in the vapor fraction caused by changes in partial evaporation do not in themselves produce a noticeable effect.

 The speed of flame propagation in relation to a non-flammable gas (in practice, the residual gas mixture of fuel-air) is a fundamental parameter that directly affects the achievement of the goal set in this invention. So, maximizing the elementary reactions that occur in a flame, and such a selection of the mass and heat transfer capabilities of various gas particles that are part of the improved combustion fuel (see below) to obtain an increased burning rate, is a special constructive task of this invention.

 As noted, one of the tasks is to increase the speed of turbulent combustion, which is a function of both thermodynamic and turbulent parameters. Turbulence is associated with the design of the engine, the design of the combustion chamber, the implementation of fuel injection and the operating parameters of the engine, such as the equivalent ratio and the lifetime of the spark.

 A special aspect of the implementation of this invention is to increase the turbulent burning rate by increasing the laminar burning speed, since an increase in the laminar velocity contributes to the turbulent speeds.

 One of the options for implementing this invention is to increase the laminar burning rate by changing thermodynamic factors, including (but not limited to) improving thermal diffusion, fuel characteristics by improving its chemical composition and molecular structure, modifying the evaporation temperature, and modifying the chemistry of HCS compounds ( see below), modifications of equivalent fuel ratios, modifications of spark supply, reduction of size of injected particles of fuel, modification of angles of injection yaw, pressure, compression pressure, improved air flow, etc.

 Another implementation option is to increase turbulence by modifying the shape and design of the combustion systems, the combustion chamber and / or also due to the speed and / or direction of the gases supplied to the combustion chamber, before, during and after combustion, for example, when using a preliminary combustion chamber .

 Devices whose operation leads to an increase in combustion pressure and / or compression pressure are also desirable.

 In the case of a spark ignition type internal combustion engine, the flame speed is also proportional to the suction speed. However, excessive suction speeds can significantly reduce the amount of fuel and air drawn into the cylinder. In order to obtain high turbulence without high suction rates, it is desirable to have a combustion chamber design that provides turbulence at the end of the compression stroke of the piston. Preferred turbulent pre-combustion chambers, advanced systems for mixing fuel with air and other means.

 Another embodiment of the present invention is to use high suction rates to increase turbulence, since the chemistry of the GHS compounds can significantly compensate for the reduction in loading mass. Thus, turbocharging and supercharging are special and preferred designs.

 It is specifically contemplated to use combustion systems that have lower requirements for relative octane number (ONR), or that require lower compression ratios, or that allow higher compression ratios for fuels with a given octane rating.

 It is desirable and intended to use chemical and / or mechanical means, including, for example, oxygen exhaust sensor systems (including EGO sensors) that regulate equivalent fuel-air ratios, which adds value to the section of this invention related to the rate of combustion.

 As will be shown, there are many chemical and mechanical means and their variants, which, when combined and used in accordance with the invention, allow us to solve the problems posed in the invention.

IMPLEMENTATION OF REDUCING AND CHANGING THE BOILING TEMPERATURE
Additional tools have been proposed to lower the combustion temperature and improve combustion rates. One such means is to lower the final boiling point of the composition. The applicant has found that by reducing or eliminating hydrocarbons with a higher boiling point in the fuel, the average latent heat of vaporization of the fuel can be increased and the loss of operating potential can be eliminated. The applicant unexpectedly discovered that fuel economy is increasing.

 The objective of the invention is that by reducing and / or changing the temperature of evaporation of the T-90, T-50 or T-10 hydrocarbon components of the fuels, modify or properly adjust the underlying hydrocarbon flows.

 Thus, when lowering the boiling points, for example the final boiling point or T-90, in combination with the invention of the Applicant, the combustion temperatures and / or the burning rate are improved.

 The advantages of fuels boiling over a wide temperature range result from a reduction in the final boiling point, T-90 and T-50, and cover gasolines, turbine fuels such as gas oil, fuel oil, diesel fuels and gasoline. For fuels boiling over a narrower temperature range, the use of the invention is limited.

For example, in kerosene fractions boiling over a wide temperature range (diesel, heavy diesel fuel, turbine gas oil, jet fuels with a wide fraction range (Jet B, JP 4), fuel oils, gasolines, etc.), the boiling points decrease during evaporation fuel, especially the final temperature and / or T-90, from 2.8 (5) to 11.1 ^o C (20 ^o F), from 5.6 (10) to 16.7 ^o C (30 ^o F ), from 11.1 (20) to 27.8 ^o C (50 ^o F), from 13.9 (25) to 33.3 ^o C (60 ^o F), from 22.2 (40) to 38, 9 ^o C (70 ^o F), from 27.8 (50) to 44.4 ^o C (80 ^o F), from 33.3 (60) to 50.0 ^o C (90 ^o F), from 38, 9 (70) to 55.6 ^o C (100 ^o F), from 44.4 (80) to 66.7 ^o C (120 ^o F), from 22.2 (40) to 83.3 ^o C (150 ^o F), from 41.7 (75) to 97.2 ^o C (175 ^o F), from 33.3 (60) to 111.1 ^o C (200 ^o F), from 38.9 (70) to 125 ^o C (225 ^o F), from 44, 4 (80) to 138.9 ^o C (250 ^o F), from 50.0 (90) to 152.8 ^o C (275 ^o F), from 55.6 (100) to 155.6 ^o C (280 ^o F), from 61.1 (110) to 166.7 ^o C (300 ^o F), from 66.7 (120) to 177.8 ^o C (320 ^o F), from 77.8 (140) to 194.4 ^o C (350 ^o F) or more gives a particularly significant effect in increasing the inherent latent heat of vaporization of the fuel, lowering the combustion temperature, increasing the burning rate, etc.

 Thus, in accordance with one specific embodiment of the present invention, the final boiling point and T-90 are reduced for fuel components that are used in conjunction with UGS or as independent fuels.

 Another embodiment of this invention allows to reduce the temperature of the T-50, T-10 in such a way as to improve combustion.

In the practical embodiment of the present invention, the reduction of the final boiling point / T-90 is assumed to be made using metal compounds in the absence of GHS compounds, thereby reducing the formation of free carbon in the primary zones of the combustion chamber, reducing harmful emissions, reducing (or controlling) the deposition of manganese oxides on exhaust catalyst surfaces, etc. In the case of automotive fuels, such a decrease in T-90 tends to lower VOC, the release of hydrocarbons and / or NO _x .

It was completely unexpectedly found that with a decrease in the temperature of T-90 gasoline below 132.2 ^o C (270 ^o F) in combination with the introduction of small amounts of manganese, a significant improvement in combustion is achieved. The Applicant has found that fuel economy and / or mileage unexpectedly improves, even if components that produce a large amount of heat were excluded with a decrease in T-90.

 Obviously, this effect is noticeable for the fuel, and for the components that were removed, and for the components that remained after the T-90 reduction.

 Example 1

A method of increasing fuel economy for vehicles running on regular or reformed gasoline, comprising reducing the boiling point of gasoline so that its boiling point T-90 is not higher than 132.2 ^° C (270 ^° F); the introduction of MMT in gasoline in an amount up to 0.008 g Mn / l (1/32 g / gal); burning said composition in a gasoline-powered vehicle, resulting in fuel efficiency increasing by 0.5% or more.

 Example 2

 The method according to example 1, in which fuel economy is improved both in comparison with clean fuel, which has not lowered the temperature of T-90, and compared with the same fuel containing MMT.

 A preferred method for implementing a reduction in boiling point involves the removal of high boiling alkanes; aromatic hydrocarbons, cyclic compounds and alkenes are preferred.

 It is also desirable to carry out a similar reduction and / or temperature control of the T-50 so as not to impair the technical characteristics or heat generation.

 The applicant notes that controlling the boiling point in the middle range is especially important when using fuels, which include oxygen-containing compounds, especially in carburetor systems.

 In the practice of the present invention, said change / control of the boiling point improves the combustion and / or characteristics of the fuel in terms of combustion rate.

If oxygen-containing compounds are used in an amount exceeding 0.5% oxygen by weight in the fuel, especially in jet engines, the temperatures of the average interval should be from about 71.1 / 76.7 / 82.2 ^o C (160/170/180 ^o F) up to 96.1 ^° C (205 ^° F). Temperatures in the middle range outside this range are likely to be less effective.

 The invention also found that when using both the T-90 temperature reduction factor and the mid-range temperature control factor, manganese-containing fuel (in the absence of oxygen-containing compounds) maximizes the benefits of combustion, for example, improves fuel economy, reduces the formation of manganese oxide and / or improves heat dissipation.

 In addition, the introduction of oxygen-containing compounds increases this positive effect. The better the OGS oxygen-containing compound, the higher the positive result.

 The applicant notes that automobile engines and fuels will be further modified so as to achieve even better results with regard to operation and energy release, respectively, the applicant assumes in future applications even lower T-90 values and the average boiling point.

 Example 3

 A fuel composition in which a decrease in the final boiling point and / or T-90 temperature leads to an increase in the average latent heat of evaporation.

 Example 4

Example 3, in which the thermal effect of combustion or economy for a manganese-containing fuel having T-90 temperatures reduced to 132.2 ^° C (270 ^° F) or less, is improved over the same fuel with unregulated T-90 temperatures.

 Example 5

Example 4, in which the temperature of the T-90 fuel is below 137.8 ^° C (280 ^° F), more preferably below 132.2 ^° C (270 ^° F), and MMT is included in an amount of 0.008 g Mn / L (1/32 g / gal), where fuel efficiency is higher than that of the same unregulated fuel by more than 0.2%.

 Example 6

The composition of example 5, in which the release of toxic substances and / or NO _{x is} reduced.

 Example 7

 The fuel composition of example 5, in which MMT is contained in an amount of 0.008 g Mn / l (1/32 g / gal) or less, while the fuel economy is improved by 0.2% (preferably 1.0%, 1.55% or more).

 Example 8

The fuel composition of example 7, which uses an oxygen-containing UGS compound with an excess content of 0.5% by weight, for operation in jet automobile engines in which the temperature of the average gasoline range is from 76.7 ^o C to about 96.1 ^o C.

 Example 9

 The composition of example 8, which contains the GHS compound in a concentration sufficient to increase the average combustion rate of the composition by an additional 5.0% or more relative to the value for the composition without additives, measured using a Bunsen laminar burner.

 Example 10

The composition of example 9, in which the GHS compound is added in an amount sufficient to lower the average combustion temperatures, measured at a load of at least 20 indicator horsepower (HLS), by 13.9 ^o C (25 ^o F).

The applicant notes that this aspect of the invention (the addition of UGS compounds with or without a metal compound) as applied to gasolines is especially effective when T-90 temperatures are equal to or lower than about 148.9 ^o C (300 ^o F), 137.8 ^o C ( 280 ^o F), 132.2 ^o C (270 ^o F), 126.7 ^o C (260 ^o F), and it is desirable that the temperature of the T-50 were in the range from approximately 71.1 ^o C (160 ^o F) up to 96.1 ^o C (205 ^o F) or from 76.7 ^o C (170 ^o F) to 96.1 ^o C (205 ^o F), from 82.2 ^o C (180 ^o F) to 96, 1 ^o C (205 ^o F), or from 71.1 ^o C (160 ^o F) to 87.8 ^o C (190 ^o F) or from 71.1 ^o C (160 ^o F) to 82.2 ^o C (180 ^o F) (especially in later applications).

 The use of temperature control of the middle interval is generally applicable for all types of fuel boiling over a wide temperature range.

MODIFICATION OF COMBUSTION TEMPERATURE
In the practical implementation of this invention, it is preferable to reduce the temperature range of combustion from 5.6 (10) to 277.7 ^o C (500 ^o F). Desirable reduction from 13.9 (25) to 27.8 ^o C (50 ^o F) or more. A reduction of about 55.6 ^{° C.} (100 ^° F.) or more is also desirable. Decreases from 2.8 (5) to 8.3 ^° C (15 ^° F); from 5.6 (10) to 13.9 ^° C (25 ^° F); 8.3 (15) to 16.7 ^° C (30 ^° F); from 11.1 (20) to 22.2 ^° C (40 ^° F); 13.9 (25) to 25.0 ^° C (45 ^° F); from 16.7 (30) to 27.8 ^° C (59 ^° F); 19.4 (35) to 33.3 ^° C (60 ^° F); 22.2 (40) to 30.6 ^° C (50 ^° F); 25 (45) to 33.3 ^° C (60 ^° F); 27.8 (50) to 36.1 ^° C (65 ^° F); 30.6 (55) to 41.7 ^° C (75 ^° F); 36.1 (65) to 41.7 ^° C (75 ^° F); 38.9 (70) to 52.8 ^° C (95 ^° F); from 47.2 (85) to 58.3 ^o C (105 ^o F); 55.5 (100) to 66.7 ^° C (120 ^° F); from 61.1 (110) to 77.8 ^° C (140 ^° F); 55.5 (100) to 72.2 ^° C (130 ^° F); from 61.1 (110) to 83.3 ^° C (150 ^° F); from 66.7 (120) to 88.9 ^o C (160 ^o F); 83.3 (150) to 138.9 ^° C (250 ^° F); from 138.9 ^o C (250 ^o F) to 250 ^o C (450 ^o F); 111.1 (200) to 277.8 ^° C (500 ^° F); from 166.7 (300) to 333.3 ^o C (600 ^o F); 111.1 (200) to 444.4 ^° C (800 ^° F); from 222.2 (400) to 555 ^° C (1000 ^° F); from 166.7 (300) to 500 ^o C (900 ^o F); from 277.8 (500) to 1111.1 ^° C (2000 ^° F); from 333.3 (600) to 1388.9 ^o C (2500 ^o F) C or more are desirable, especially with a simultaneous increase in the burning rate. Decreases beyond the above intervals are fully allowed, especially with an increase in the fuel percentage of the volume percent of the combustion improvement compounds proposed by the applicant (see below).

In the case of gasoline, lowering the temperature of the exhaust gases leads to an increase in power and / or to a decrease in the inlet temperatures of the exhaust catalyst. In particular, one aspect of the present invention is that the inlet temperature of the exhaust catalyst must be reduced so as to avoid clogging of the catalyst. Therefore, one of the tasks is to reduce the input temperature of the catalyst to about 760 ^o C (1400 ^o F) or less, 732 ^o C (1350 ^o F), 704.4 ^o C (1300 ^o F), 767.7 ^o C (1250 ^o F), 648.9 ^o C (1200 ^o F), 621.1 ^o C (1150 ^o F), 593.3 ^o C (1100 ^o F), 565.6 ^o C (1050 ^o F) or less, or to another temperature sufficient to ensure acceptable catalytic activity and at the same time avoid possible blocking due to the deposition of a layer of manganese oxide.

 This possibility is also considered, even at low metal concentrations in the fuel. As noted, at the lowest levels of manganese content - up to 0.008 g / l (1/32 g / gal) - there is undoubted evidence that the surface with a thin catalyst layer is coated with a small amount of manganese oxides. This amount of manganese in the coating binds oxygen and causes false readings on the upstream oxygen sensor (known as the OBD-11 catalyst performance monitor) designed to detect the absence of oxygen in the exhaust gases after the catalyst. Unfortunately, the precipitation of manganese oxide, capturing oxygen from the exhaust gases, act so as to mask the true effectiveness of the catalyst. In other words, the OBD will exhibit improper catalyst efficiency due to the ability of manganese to retain oxygen. Thus, the presence of a manganese oxide coating additionally causes a malfunction of the OBD monitors.

 Thus, the control of the combustion temperature in the absence of other aspects of the applicant's invention is assumed as a means of controlling the presence of thin-film precipitation at low concentrations of manganese.

 Example 11

A method for removing blocking or coating exhaust catalysts with manganese oxides, which comprises adding UHF fuel with high latent heat of vaporization (in sufficient quantity) to ordinary unleaded gasoline or gasoline having an improved composition containing 0.008 g / l (1/312 g / gal) or more manganese in the form of MMT, in which the combustion temperatures of said fuel and exhaust are lowered sufficiently to ensure that the input temperature of the exhaust gas on the catalyst is less than 760 ^° C (1400 ^° F), more preferably less 648.9 ^o C (1200 ^o F).

 Example 12

A method for removing blocking or closing the exhaust catalyst with manganese oxides, including modifying the T-90 temperature of gasoline to reduce the combustion temperature of a fuel containing low concentrations of manganese, in which the indicated combustion temperatures of the fuel and exhaust gases are significantly reduced, so that the input temperature of the exhaust gas on the catalyst is less 760 ^o C (1400 ^o F).

 Applicant has found that a decrease in temperature in higher temperature systems will be more significant.

 Example 13

Fuel and combustion system, characterized in that said combustion system in which said fuel is used comprises a combustion-improving amount of SMT and chemical means to lower combustion temperatures, while simultaneously increasing the combustion speed, thereby reducing combustion temperatures by at least 5.6 ^o C (10 ^° F); 13.9 ^° C (25 ^° F); 27.8 ^o C (50 ^o F), and the ignition rate increases by at least 10%, so that fuel economy under load from 14 to 24 HFS increases by at least 5.0% (the example is directly confirmed the test data presented in figures 1 and 4, where the actual temperature decrease approaches 40 ^o C (72 ^o F), and fuel economy increases by 20-30%).

 Example 14

 The fuel and combustion system of example 13, where dimethyl carbonate is a means of lowering the temperature and increasing the burning rate, and the metal concentration is from 0.003 (0.01) to 0.05 (3/16) g Mn / l (g Mn / gal) tricarbonylmethylcyclopentadienyl manganese .

CHEMICAL PRODUCTS
It was unequivocally established that some features of combustion at the molecular level determine the rapid diffusion of heat and active reaction centers in non-combustible gases, including the rapid diffusion of non-combustible gases in front of the flame front, which leads to an increase in combustion rates. Such molecular structures include, but are not limited to, H, H ₂ , O, O ₂ , CO, F, F ₂ , F ₃ , N, B, Be, BO, B ₂ , BF, Al, AlO, CH ₃ , NH ₃ , CH, C ₂ H ₂ , C ₂ H ₅ , Li, ONH, NH, NH ₂ , OCH ₃ (methoxy radicals), OCH, OCH ₂ and OH (hydroxy radicals). Additional chemical structures that are believed to be able to give positive results include Cl, OCOO, COOH, C ₂ H ₅ OOC, CH ₃ CO, OCH ₂ O, OCHCO and CONH ₂ .

 Preferably, these radicals are unstable during combustion, having a free or unused valence electron that can enter into a chemical bond. It is highly desirable that they act as chain carriers in the main chain reaction of combustion, especially in combination with a metal compound. A combustion process is preferred in which dissociated and unstable molecules and atoms are formed (for example, OH, CN, CH, NH, etc.), the subsequent reassociation of which ensures continuous combustion and increases the exhaust rate.

The applicant has found that the heat of formation of his preferred free radicals is relatively low. Acceptable heats of formation of these free radicals are usually less than 150, 100, 75 or 50 kcal / mol. The heats of formation can also be 34 (CH ₃ ), 26 (C ₂ H ₅ ), 9.3 (OH), 2.0 (CH ₃ O) kcal / mol. It is assumed that negative heats of formation are also acceptable.

 For chemical compounds containing these free radicals (GHS compounds), positive or low negative heat of formation is preferred. Acceptable negative ranges include values in absolute value less than approximately -200, -180, -160, -150, -145, -130, -120, -100 kcal / mol, more preferably if they are less than -90, -80 , -75, -70, -65 kcal / mol, and most preferably they are less than about -65, -55, -50, -45, -40, -35, -30, -20, -10 kcal / mole, or were positive. The closer to positive values or the higher the positive value, the better.

 It is advisable to use such HCS compounds that readily decompose and / or dissociate, forming a significant amount of free radicals upon compression, early and / or normal ignition or combustion. It is desirable that this dissociation occurs below normal or at a normal level of combustion and compression, or at (or near) ignition temperatures (unless premature ignition is considered). It is desirable that the dissociation act so that the non-burning vapors quickly diffuse in front of the flame front, thereby increasing the burning rate.

 It is also particularly desirable that this structure and / or the GHS compound have high latent heat of vaporization (enthalpy of vaporization), especially values close to or greater than 28.0 kJ / mol. Evaporative enthalpies (at boiling point) should be equal to or greater than 21, 22, 24, 26, 27, 30, 32, 34, 36, 38, 40, 42, 43, 45 or more kJ / mol. Usually the higher the better.

Preferred latent heat of vaporization (at 15.6 ^° C (60 ^° F)) equal to or greater than 41.7 (75); 55.6 (100); 77.8 (140); 83.4 (150); 89 (160); 111.2 (200); 139 (250); 167 (300); 195 (350); 222.4 (400); 250.2 (450); 278 (500) Cal / kg (BTU / lb) or more. It is usually preferred that the latent heat of vaporization of the GHS compounds is at least the same, and more preferably, it is 5.0, 10, 25, 50, 75, 100, 150, 200, 250, 300% or more higher than for any comparison fuel or for fuel to which this compound can be added. Usually the higher the better.

 The applicant has found that the higher the relative difference, the more, for example, the dose of the withdrawn fuel can be cooled and the higher the improvement in volumetric efficiency.

 A molecular structure that gives high latent heat and / or an increased burning rate, etc., namely, a structure that causes an immediate high kinetic diffusion of non-flammable vapor of a combustible mixture, etc., and / or, on the other hand, acting in the combustion process so as to increase the burning rate (and exhaust speed) and / or lower the burning temperature (and / or exhaust), hereinafter referred to as the "Combustion Improving Structure, or UGS". Compounds containing similar structures are referred to as HCS compounds.

It is preferable that the GHS compounds decompose rapidly at temperatures slightly or moderately above the ignition temperature, but lower than the combustion temperatures. At the same time, decomposition is assumed at higher or even lower temperatures, including values below the ignition temperature. However, when using gasoline, premature ignition should be avoided. It is preferable that the GHS compounds are thermally stable at ordinary storage temperatures and operating temperatures up to approximately 65.6 (150) -148.9 ^o C (300 ^o F), but easily decomposed at temperatures approaching 148.9 (300) - 426.7 ^° C (800 ^° F), 148.9 (300) - 260 ^° C (500 ^° F), and more preferably 204.4 (400) - 260 ^° C (500 ^° F). However, decomposition at temperatures outside these ranges can occur, for example, during injection, compression, or before ignition, after ignition, and / or during combustion.

 Preferred molecular chain characteristics for organic HCS compounds proposed by the applicant involve a limited number of carbon atoms in the chain, preferably 3 or more atoms, most preferably 2 or one carbon atom.

Examples of compounds that the applicant has identified as UGS structures and that are likely to be effective in achieving this goal include (but not limited to) hydrogen, carbon monoxide, methylene dimethyl ether (also known as methylal, dimethoxymethane), carbon dimethyl ether acids (also known as dimethyl carbonate), diethyl carbonate, methyl tert-butyl ether (MTBE), ethyl tert-butyl ether (ETBE), methyl tert-amyl ether, methanol, ethanol, propanol, tert-butyl alcohol, dimethyl ether other alcohols are low m molecular weight (C ₃ to C ₆ ), diethylene glycol dimethyl ether, diethylene glycol diethyl ether, dimethyl ether, diethyl ether, isopropyl ether, diisopropyl, nitromethane, nitroethane, nitropropane, nitric oxide, nitrous oxide, nitrogen dioxide, ozone, water, water gas hydrogen peroxide and other similar compounds. The applicant assumes that there are many other compounds of UGS that have not yet been identified.

 Such compounds are hereinafter referred to as “GHS compounds” because they contain UGS structures and / or have the ability to cause the formation of these GHS structures during the processes of evaporation / compression / combustion / exhaust.

 The applicant confirms that there is a significant variety in the behavior and characteristics of the compounds of the GHS, some of which may act less satisfactorily than others, or in general unsatisfactorily. Some, for example, can be very effective in unregulated aircraft, advanced jet applications, diesel applications, but unacceptable for automotive engines. It should be recognized that different compounds of the GHS will cause a different effect in the same fuel and / or combustion system. For example, it is anticipated that in some applications alcohols will result in lower combustion and exhaust temperatures than ethers, due to differences in latent heat of vaporization.

 GHS compounds can be solid, liquid, gases and mixtures and can belong to alcohols, amines, esters, diesters, glycols, ethers, aldehydes, ketones, glycols, glycol ethers, peroxides, phenols, carboxylic acids, nitrates, dinatrates bicarbonates, etc.

 The HCS compounds can be ethers and amines, and other compounds containing carboethoxy, carbomethoxy, carbonyl, carbonyldioxy, carboxy, ethoxalyl, glyoxyl, methoxy, methylenedioxy, glycol and / or hydroxyl components and / or radicals.

Additional (not limited to this list) examples of HCS compounds include ethylene, propylene, tertiary butylcimyl peroxide, butylene, 1,2-butadiene, 1,3-butadiene, acetylene hydrocarbons, including acetylene, allylene, butyn-1, pentin-1, hexine -1; substituted hydrazines, including methylhydrazine, symmetric dimethylhydrazine, asymmetric dimethylhydrazine, hydrazine; ethane, propane, butane, diborane, tetraborane, pentaborane, hexaborane, decaborane, aluminum borohydride, beryllium borohydride, lithium borohydride, ammonium nitrate, potassium nitrate, nitric acid, ammonium azide, ammonium perchlorate, lithium perchlorate, potassium peroxide nitrogen, nitric acid, dicyanogen, hydrocyanic acid, monoethylaniline, acetylene, aluminum borohydride, ammonia, aniline, benzene, butyl mercaptan, diborane, dimethylamine, diethylene triamine, ethanol, ethylamine, ethylenediamine, ethylene oxide, ethyl nitrate, dimethyl fur Hydroxy alcohol, heptene, hydrazine, hydrogen, isoethyl nitrate, isopropyl alcohol, lithium, lithium hydride, methane, methylal, methanol, methyl nitrate, methylamine, methylacetylene, methylvinylacetylene, nitromethane, nitropropane, nitroglycerin, n-octane, propane, propylene oxide propyl nitrate, o-toluidine, triethylamine, trimethylamine, trimethyl trithiophosphite, turpentine, asymmetric dimethylhydrazine, xylidine, 2,3-xylidine, lithium borohydride, monomethylhydrazine, pentaborane, etc. Other promising chemicals identified by the applicant are ONS (CH ₂ ) ₄ CHO, CH ₃ SNONSON ₃ , (CH ₃ ) ₃ SSNONS ₃ , CH ₂ CH ₂ C (CH ₃ ) (OH) CH ₃ , (CH ₃ ) ₂ COOH, CH ₃ SSSON, (CH ₃ ) ₃ CCH ₂ SON,
NOSN ₂ CH ₂ OCH ₂ CH ₂ OH, NOSH ₂ CH ₂ OH, OCH ₂ SSSO, (CH ₃ ) ₃ CCHO, (CH ₃ ) ₃ CCH (OH) CH ₃ , C ₅ H ₄ O ₂ , BUT ₂ CCH ₂ СН ₂ СО ₂ С ₂ Н ₅ , С ₃ Н ₇ СОСО ₂ Н, С ₅ Н ₈ О ₂ and others.

 In addition, it is anticipated that some GHS compounds will work in combination, and the help of one or more GHS compounds and / or the necessary mechanical structure is required in order to satisfactorily increase the rate of combustion and / or lower the temperature of combustion. For example, it may be necessary to lower the combustion temperature of some of the UGS combustion boosters by adding alcohol, carbonate and / or water to them, for example, by separate injection. It is assumed that there is some synergy between the compounds of the UGS, while the possibilities of each of them increase.

 Another characteristic feature of the compounds proposed by the applicant of the GHS is their remarkable ability to increase the speed of flame propagation. As a rule, when burning in air (depending on one’s own structure, when measured on a Bunsen laminar burner), the flame propagation velocity should be equal to or greater than 40, 43, 45, 48, 50, 60, 65, 70, 75, 80, 90 , 100, 110, 120, 130, 140, 150 cm / s. The flame propagation rates of HCS compounds in the presence of metal compounds are generally expected to be greater than in their absence.

 In general, preferred laminar flame propagation rates should exceed 55 cm / s. The higher the better. Preferably, the flame propagation velocity of any GHS compound, measured in a laminar Bunsen flame, is at least a value of 0.05 to 1.5%, 1.0-3.0%, 2.0-4.0%, 3 , 0-6.0%, 5-10%, 7-20%, 8.0-30.0%, 10-40%, 15-60%, 30-200%, 50-300% or more, higher than the fuel with which this compound is mixed.

 Example 15

 The composition after ignition (before burning), containing a diffusion-increasing amount of a GHS compound, whereby the ignition rate is increased.

 Example 16

 A vapor composition prior to ignition, containing a diffusion-increasing amount of carbon dioxide, whereby the minimum flame propagation velocity is 60 cm / s with a maximum spark energy of 0.2, preferably 0.15, 0.10 mJ or less.

 Example 17

 The composition of examples 15 and 16, where increasing the diffusion of the amount of vapor of the GHS is formed from the decomposition product of dimethyl carbonate.

 Example 18

 The composition of examples 15 and 16, where this composition is a fuel composition.

 Thus, the most preferred are the GHS compounds / components that have the aforementioned structure, which improves combustion at high relative concentrations, and / or which become an intermediate product and / or the starting material / before ignition, and / or the structure / product existing during combustion, especially when steam is introduced, and / or in a pair, a compression phase and / or a combustion phase that cause rapid diffusion of the flame front and / or rapid diffusion of non-combustible vapors and / or other accelerations and / or improve combustion.

 The higher the relative volume of the combustion enhancing structure (volume percent in the non-flammable portion of the vapor), the better.

 Thus, the implementation of the present invention implies the use of a sufficient amount of a combustion-improving structure in the vapor phase in order to increase the diffusion rate. It is assumed that the diffusion methods invented by the applicant further include means that separately increase the laminar and / or turbulent burning rate.

 The GHS compounds should preferably be soluble in the fuel to which they are added. However, dispersants or other agents, including common solvents, may be used. Conversely, insoluble or partially soluble HCS compounds in the form of emulsions and / or in other ways, including separate injection and / or mixed methods, can be used.

 In the practical implementation of the present invention, it is assumed that UGS compounds do not have to contain UGS structures, if their use or combinations otherwise generates or causes the formation of UGS structures during compression, ignition and / or combustion. Thus, in the practical implementation of the present invention, it is assumed that the compounds that lead to the formation of HCS in the combustion process are compounds of HCS.

 High-octane oxygen-containing HCS compounds tend to improve combustion quality. Particularly preferred are compounds of GHS with higher latent heat of vaporization, which reduce the temperatures of the compression phase, the phase after ignition (before ignition) and / or the combustion temperature.

 Emulsions or other combinations are also desirable, including those containing HCS, especially those capable of causing droplets of the vapor phase to explode, or to explode outside the aerosol, or otherwise cause rapid vapor phase diffusion. Such emulsion forming compounds of HCS include, but are not limited to, water, methanol, hydrogen peroxide, oil from the seeds of colza, etc.

Preferred HCV compounds should be relatively simple in molecular structure. In the case of liquid fuels, HCS compounds are preferred that do not adversely increase the vapor pressure or flash point of the main fuel under normal conditions or operating temperatures. Suitable steam pressures are in the mixture ranges from 3.44 (0.5) to 344.7 (50) kPa (lb / ^in2). More desirable vapor pressure of the mixture in the range from 3.44 (0.5) to 103.4 (15), 3.44 (0.5) - 82.7 (12), 3.44 (0.5) - 68 , 9 (10), 3.44 (0.5) - 62 (9), 3.44 (0.5) - 55 (8.0), 3.44 (0.5) - 48.2 (7 , 0), or 3.44 (0.5) - 41.4 (6.0), or 3.44-34.5 (5.0), or from 3.44 to 20.7 (3.0 ) psi (lb / ⁱⁿ²⁾ or less. Individual vapor pressure ranges include 37.2 (5.4), 38.6 (5.6), 39.3 (5.7), 40.7 (5.9), 42.0 (6.1), 43.4 (6.3), 45.5 (6.6), 46.9 (6.8), 47.5 (6.9), 48.9 (7.1), 49.6 (7 , 2), 51.7 (7.5), 52.4 (7.6), 53.1 (7.7), 55.8 (8.1), 57.2 (8.3) kPa ( psi ² ).

Preferably, if the UGS compounds used directly (as opposed to, for example, separate injection) in liquid fuels did not increase the flash point of the main fuel to a detrimental extent. Acceptable compounds are UGS having flash points above 10 ^° C (50 ^° F). HCS compounds with a flash point above 26.7 ^° C (80 ^° F) are desirable. However, boiling points above 32.2 (90) to 65.6 (150) ^° C ( ^° F) or even 93.3 ^° C (200 ^° F) are most preferred. However, as in the case of vapor pressure, the tendency of HCS compounds to lower the flash point can be reduced using suitable methods, which is contemplated by this invention. Thus, an increase in the rate of combustion caused by these compounds and / or a decrease in the temperature of combustion should be commensurate with a decrease in flash point or an increase in vapor pressure.

 GHS compounds are preferred that do not cause corrosion and / or do not cause harmful effects on sealants and elastomers. However, corrosion inhibitors are contemplated if necessary. For example, a "DCL 11" inhibitor supplied by DuPont may be used. It is contemplated that this inhibitor should be used in concentrations of approximately 20 to 30 ppm.

Preferred HCS compounds used in liquid fuels should have low melting points, below 0 ^° C (32 ^° F), preferably below -17.8 ^° C (0 ^° F), more preferably below -40 ^° C (-40 ^° C) F) or below -50 ^° C (-45.6 ^° F), and most preferably below -62.2 ^° C (-80 ^° F). Lower temperatures are also preferred. However, temperature-reducing additives, such as ethylene glycol monomethyl ether, can be used if necessary. The increase in the burning rate and / or the decrease in the temperature of combustion caused by the GHS compound should also be commensurate with the decrease in the melting temperature so that it does not become lower than desired.

 Preferably, although it is not necessary, the HCV compound is not toxic, or at least not highly toxic, or not associated with harmfulness. It is also preferred that this compound can be pumped at low temperatures, that it has suitable ignition properties and is also thermally stable as an additive to the fuel, although appropriate additives can be used to correct poor thermal stability.

 GHS compounds do not have to contain oxygen. However, oxygen-containing compounds are preferred. Compounds containing at least 5, 10, 15, 20, 25, 30, 35, 40, 45, 50, 50% or more oxygen by weight are desirable. Oxygen concentrations higher than 25% by weight are preferred. Most preferred are concentrations in excess of 40%.

 The amount of oxygen introduced into the system is critical for promising high-speed applications. It is believed that GHS compounds providing higher speeds, containing more oxygen, especially those having high latent heat of vaporization, are more preferred compounds in promising applications.

 Example 19

A method of creating a pre-chamber combustion composition based on fuel containing exclusively one or more GHS compounds with a high latent heat of vaporization exceeding 111.2 (200) - 139.0 (250) cal / kg (BTU / lb) at 20.6 ^o C (60 ^° F), more preferably greater than 166.8 (300) cal / kg (BTU / lb) at 20.6 ^° C (60 ^° F) (or an equivalent standard if it is not liquid); said method comprising vaporizing or injecting an atomized carbon-dioxide compound having a suitable average particle size (less than 70 μm, and more preferably less than 60 μm) at an appropriate pressure in the combustion system of an aircraft engine, and supplying a temperature sufficient to cause ignition in which during compression, before ignition, during ignition, after ignition, before combustion and / or during combustion, the decomposition of fuel with the release of high kinetic energy proceeds completely after even improved vapor composition during combustion, which can quickly diffuse in front of the flame.

 Example 20

 The method of example 19, in which the improved composition of the vapor in the combustion phase is the vapor after ignition before combustion with particularly high kinetic energy.

 Example 21

 The method of Examples 19-20, wherein the high kinetic energy vapor has a high latent heat of vaporization in excess of 26, and preferably 29-34 kJ / mol or more (measured at boiling point).

 Example 22

 The method of Examples 19-21, wherein said combustible vapor has a laminar burning rate greater than 48 cm / s (55, 60, 65, 70, 80 or more, measured under normal conditions).

 Example 23

 The method according to example 19, where the vapor before the combustion phase is a product obtained from dimethyl carbonate.

 Example 24

 The method according to examples 19-23, where a combustion-improving amount of a large amount of energy-releasing metal-containing steam having a high calorific value (more than 4000 kcal / kg, preferably more than 5000, 7000, 8000, 9000, 9800, is additionally introduced into said combustible vapor, 9900, 10000, 10200, 10400, 10500, 10600, 11000, 11500 kcal / kg, and more preferably above 12000, 12500, 13000, 14000, 15000 kcal / kg or more).

 Example 25

The method according to examples 19, 24, wherein said steam further comprises steam obtained from a carbon-containing impurity to the fuel included in the mixture, so that said carbon-containing steam is the main vapor by weight; thereby, the ignition rate of the resulting vapor is increased by at least 5%, and the combustion temperatures are reduced by at least 10 ^° F. compared to the fuel alone in the mixture.

 Example 26

 The method according to example 25, where the vapor of impurities to the fuel is obtained from a substitute for liquid fuel, hydrogen, petroleum gas, liquefied petroleum gas, propane and butane from liquefied petroleum gas, natural gas, natural gas condensate, methane, ethane, propane, n-butane, propane-butane mixture, fuel methanol, for example fuel M 80, M 90 or M 85, fuel ethanol, biomass fuels, fuels based on vegetable oils, motor gasoline, aviation gasoline fuels, including grades 80, 100, 100LL, ordinary motor gasolines gasoline with an improved formula, gasoline with low vapor pressure, gasoline with low sulfur content, kerosene, fuels boiling over a wide temperature range, fuels for gas turbines, aviation turbine fuels, including JP-4, JP-5, JP-7, JP- 8, JP-9, JP-10, TS, Jet A-1, Jet A, Jet B, aviation gasolines for military applications, rocket fuels, solid and liquid rocket fuels, monocomponent and multicomponent fuels, two-component rocket fuels, gas oil for turbine engines, including grade 0-4, fuels for layered engines, diesel fuels, including low sulfur grade No 1-D, low sulfur grade No 2-D, grade no lD, 2-D, 4-D and older grades of type CB, type TT, type RR , type SM; modified formula diesel fuels, fuel oil, including grade 1, grade 2, grade 4 (light), grade 4, grade 5 (light), grade 5 (heavy), grade 6; heavy diesel fuels for sea and rail transport, including fuels that meet ISO DIS 8217 and BS MA 100 standards; various refined oils, light containing cyclic gas oil compounds, heavy oils containing cyclic compounds; heavy cyclic compounds of gas oils, vacuum oils, kerosene, heating oils, coal condensates, SRC fuels based on coal, liquids mined with coal, coal dust, oil sands fuels, shale fuels, hydrazine, ammonium acetylide and specification fuels ASTM, EPA certification standards, industry and / or government specifications, present and future, including mixtures thereof.

 Example 26a

 The method of examples 19, 25, 26, where the vapor of the base component of the fuel replaces the combustion vapor, and where the combustion of the specified vapor leads to engine operation under medium or high loads, resulting in fuel economy and / or thermal efficiency increases compared with the operation of the engine at one base fuel of 0.5-20.0% or more (preferably 2-30%).

 Example 27

 The method of examples 19, 25, 26, where the specified composition of the steam further comprises at least one pair of detergent / dispersant, cleaning the engine, carburetor and / or induction / injection system, including industrially produced derivatives of dibasic acids with a long chain (for example, succinimides, like HiTec 4450), long-chain aliphatic polyamines (e.g. polyisobutenylpolyamine), or long-chain Mannich bases, and / or ashless detergents, including polyester anines, polyalkenylamines, alkenyl succininide, polyester midamin, mixtures thereof, and an antioxidant, demulsifier, emulsifier - corrosion inhibitor, aromatic solvent, acid scavenger, a diluent, a common solvent, metal passivator, and mixtures thereof.

 Example 28

 The method of examples 19-27, where the specified steam is subjected to combustion in an engine or combustion chamber selected from the group consisting of rocket engines, Brighton cycle engines, gas oil turbines, aircraft jet turbines, diesel engines, marine, railway, aviation gas engines , automobile engines, oil furnaces, fuel oil furnaces, gas furnaces, internal combustion engines, spark ignition internal combustion engines, Stirling or Rankin external combustion engines, engines generators with an Otto cycle, or catalytic systems.

PRACTICE OF USE OF METALS
The most preferred metal concentrations are determined by the chemistry of the fuel, combustion factors, and the operating system. For example, it is possible that when operating pulsed engine systems, such as rocket engines, at high altitude, significant concentrations will be required. By using the preferred amounts of metals of this invention, combustion improves and / or contaminants are reduced. Thus, depending on the combustion system, combustion temperature, combustion rate, fuel injection factors, oxygen content, etc. metal-containing compounds and their relative concentrations can vary significantly.

 In a practical implementation of the invention, the metal-containing compounds may be fuel or a component thereof. Thus, the hydrogen content in the metal-containing compound should be maximized to the extent possible. The use of metal hydrides or similar compounds is desirable.

 A feature is that the combustion of the metal-containing compound in accordance with the invention occurs in the vapor phase, and not during combustion on the metal surface or inside the molten oxide layer covering the metal. Proposed in the invention, the combustion in the vapor phase is characterized by a high burning rate and the presence of a luminous reaction zone, which is located at the metal surface, and the formation of oxide particles at the submicron level.

 According to the invention, it is preferred that the boiling point of the metal oxide is higher than the boiling point of the metal. It is also preferable that the metal enters the combustion chamber in the form of steam, however, it is permissible to introduce it in solid form or in another way, if the above goals are realized. When using solid fuel, it is assumed that the metal can be introduced in solid form and in a mixed way - in the form of both solid and liquid.

 Preferably, the combustion temperatures are greater than the boiling point of the metal.

 It was found that higher mass concentrations of oxygen in the fuel composition, especially when using the combustion enhancing compounds proposed in the invention, allow higher metal concentrations to be used. Typically, the higher the average fuel density, the higher the allowable metal concentration.

 Applicant has found that higher concentrations of manganese usually result in higher heat generation. But it cannot be said that there is no upper limit. The upper limit is determined by the thermodynamic parameters of combustion.

 Manganese concentrations can vary significantly, for example from 0.0003 (0.001) to over 1.98 (7.50), from 0.0003 (0.001) to over 2.64 (10.00), from 0.0003 (0.001) to above 3.96 (15.00), from 0.0003 (0.001) to above 5.28 (20.0), from 0.0003 (0.001) to above 7.93 (30.00), from 0, 0003 (0.001) to above 13.2 g / l (50.00 g / gal) or more. In some applications, concentrations higher than 0.04 g / L (1/32 g / gal), 0.02 (1/16), 0.07 (1/4), 0.13 (1/2) may be desirable. , 0.20 (3/4), 0.26 (1), 0.40 (1.5), 0.53 (2.0), 0.66 (2.5), 0.69 (2, 6), 0.71 (2.7), 0.74 (2.8), 0.77 (2.9), 0.79 (3.0), 1.32 (5.0), 1, 98 (7.5), 2.64 (10.0), 3.96 (15), 5.28 (20), 6.60 (25), 6.87 (26), 7.13 (27) 7.93 (30), 8.72 (33), 9.25 (35), or 10.57 (40). In rocket fuels, the concentration of manganese metal can be about 26.4 (100), 52.8 (200), from 52.8 (200) to 132.1 (500), 158.5 (600), 211.4 (800 ) up to 264.2 g / l (1000 g / gal), especially in conditions of self-ignition.

 However, for most traditional applications, the range of manganese concentrations can be, for example, about 0.0003 g / l (0.001 g / gal) - 1.32 (5.00), 0.0003 (0.001) - 0.79 (3.00 ), 0.0003 (0.001) - 0.53 (2.00), 0.0003 (0.001) - 0.26 (1.00), 0.0003 (0.001) - 0.13 (0.50), 0.0003 (0.001) - 0.099 (0.375), 0.0003 (0.001) - 0.07 (0.25), or even 0.0003 (0.001) - 0.03 (0.125), or even 0.0003 ( 0.001) - 0.017 (0.0625).

 In the case of gasolines, manganese concentrations in excess of 0.008 g / l (1/32 g / gal), 0.017 (1/16) are particularly desirable. In the case of diesel fuel, manganese concentrations are expected to be higher than 1% of the fuel weight, or approximately 6.6 g / l (25 g / gal) - 8.72 (33).

 Intervals can also vary depending on the mass of fuel, legislation, technological progress and the degree of modification of the combustion system in order to realize the advantages of the invention in relation to high energy production. The ranges for other metal compounds that are intended to be used in this invention will be similar to those for manganese, but will also depend on the nature of the metal.

 The fuels proposed in the present invention will contain such an amount of a compound containing manganese or other lead-free compounds that improves combustion in accordance with the composition of the fuel, its combustion system, desired efficiencies, legality and / or environmental considerations.

 However, it is entirely conceivable that in some applications the fuel may not contain metals. In other words, an increase in the burning rate and / or lowering of the combustion temperatures proposed in the invention can also be used for fuels that do not contain metal, with the exception of those cases, which due to their combustion chemistry and / or operating conditions require a risky reduction in emissions and / or improving fuel economy.

 One example implementation of this invention involves the substitution or combination of various metal compounds (for example, by mixing them), including the replacement or mixing of various metal compounds belonging to different classes or the same class, or the replacement or mixing of metals from the same same groups or subgroups with any other metal or metal from another group. The applicant assumes a wide variety and wide possibilities for substitution and / or mixing, including mixing ratios, mixing ingredients, etc. [42-44].

 Thus, in particular, it is contemplated that lead-free organometallic compounds, lead-free inorganic metal compounds, and / or associated heat-generating compounds can be mixed in various proportions and / or replaced with one another, and / or replaced with any lead-free metal or non-metal compound (organic or inorganic), contributing to the achievement of the objective of the present invention.

 It is contemplated that the metals of the invention can be mixed with one or more metals or non-metals in various ratios to achieve a synergistic improvement in heat generation, burning rate, thermal efficiency, emission, power generated, and the like.

 Estimated metal compounds include all lead-free metals and corresponding compounds, the combustion product of which has a high negative heat of formation. Estimated metals should have high calorific values or calorific value, preferably above 3000, 4000, 5000 or 6000 kcal / kg. Values above 9000-10000 kcal / kg are preferred. Values higher than 11000-13000, 14000 kcal / kg or higher are more preferred.

 Preferred negative heats of formation, for example, of the corresponding metal oxides, should exceed in absolute value -150000 cal / mol. More preferred values are -200000, -225000, -275000, -300000, -350000, -400000 cal / mol and higher.

 It is desirable that the elemental metal have as low a molecular weight as possible. Examples of suitable metals include, but are not limited to, aluminum, boron, bromine, bismuth, beryllium, calcium, cesium, chromium, cobalt, copper, France, gallium, germanium, iodine, iron, indium, lithium, magnesium, manganese, molybdenum, nickel, niobium, phosphorus, potassium, thallium, rubidium, sodium, tin, zinc, praseodymium, rhenium, vanadium. The proposed metal compounds may be organic or inorganic.

 Particularly desirable are transition metals and metals from groups 1A, 1B, 2A, 2B, 3B of the Periodic system of elements and their cyclic compounds, including cyclopentadienylcarbonyls. Their preparation is described in the literature [45–48]. It was found that methyl-, cyclopentadienyl-tricarbonyl groups are effective.

 The use of cyclic compounds including metals from groups 4B, 5B, 6B, 7B and group 8 is also proposed. The use of cyclic compounds containing more than one metal is proposed.

 It is especially advisable to use metals of group 3A of the Periodic system of elements and their compounds, especially boron and aluminum. Metals can participate in the combustion process together with UGS compounds or in another way, including using soluble compounds, general dispersion media / solvents, colloidal media, suspension media, separate injection.

 Applicant suggests that these metal compounds are typically soluble in fuel and have melting and boiling ranges compatible with the combustion of liquid hydrocarbons.

 Since the invention also involves the use of gaseous and solid compounds of UGS and gaseous and solid fuel components, it is also possible to use metals and / or their corresponding compounds in a gaseous and / or solid state.

 Applicant generally prefers low molecular weight elemental metals and their compounds, although the choice is also dictated by their thermal characteristics and the nature of the fuel components and combustion systems. It is also preferred that the products of combustion of the elements and / or their compounds are environmentally friendly, for example, have low toxicity.

The applicant is aware that there are a large number of metal compounds suitable for use in this invention. A limited number of examples include cyclopentadienyl methylcyclopentadienyl iron, ferrocene, methyl ferrocene, tricarbonylbutadiene iron and dicyclopentadienyl iron and dicyclopentadienyl iron compounds [49-51], nickel, nitrosyl cyclopentadienyl nickel, hexacarbonyl molybdenum [52] carbene, 52-carbenyl tetraborane, hexaborane and mixtures thereof. The use of organic and inorganic compounds of these metals is intended. A number of compounds are given in the literature [55], such as trimethylaluminum, triethylaluminum, dimethylberyllium, boron hydrate, boron hydride, boric anhydride, triethylboron (C ₂ H ₅ ) ₃ B; compounds of boron with hydrogen and lithium, pentaborane, decaborane, borazole, aluminum borohydride and mixtures thereof; light metal compounds (CH ₃ ) ₃ NBN (CH ₃ ); (CH ₃ ) ₂ B; Be (C ₂ H ₅ ) ₂ ; C ₄ H ₉ B (OH) ₂ ; A1 (BH ₄ ) ₂ ; Be (BH ₄ ) ₂ ; LiBH ₄ ; B (OS ₂ H ₅ ) ₃ ; (BO) ₃ (OCH ₃ ) ₃ ; Zn (CH ₃ ) ₂ . Compounds containing several metals are especially recommended.

 A preferred cyclic tricarbonyl manganese is tricarbonyl cyclopentadienyl manganese. A more preferred cyclic tricarbonyl manganese is methylcyclopentadienyl manganese (MMT).

 A list of examples of suitable substituents includes, but is not limited to alkenyl, aralkyl, aralkenyl, cycloalkyl, cycloalkenyl, aryl, and alkenyl groups. To illustrate examples of suitable cyclic manganese tricarbonyls — antiknock agents, but are not limited to tricarbonylbenzylcyclopentadienyl manganese; tricarbonyl-1,2-dipropyl-3-cyclohexylcyclopentadienyl manganese; tricarbonyl-1,2-diphenylcyclopentadienyl manganese; tricarbonyl-3-propenylenyl manganese; tricarbonyl-2-toluenedienyl manganese; tricarbonyl fluorenyl manganese; tricarbonyl-2,3,4,7-propifluorenyl manganese; tricarbonyl-3-naphthylfluorenyl manganese; tricarbonyl-4,5,6,7-tetrahydroindenyl manganese; tricarbonyl-3-3-ethenyl-4,7-dihydroindenyl manganese; tricarbonyl-2-ethyl-3- (α-phenylethenyl) -4,5,6,7-tetrahydroindenyl manganese; tricarbonyl-3- (α-cyclohexylene phenyl) -4,7-dihydroindenyl manganese; tricarbonyl-1,2,3,4,5,6,7,8-octahydrofluorenyl manganese and the like. Mixtures of such compounds may also be used. The above compounds can be obtained by known methods.

In the practical implementation of the invention, it is not a problem to use heavy metal oxides with a high melting point: manganese (Mn ₃ O ₄ ), aluminum (Al ₂ O ₃ ), cobalt, copper, gallium, lithium, magnesium, nickel, niobium, tin, zinc, vanadium and others. Of course, high-energy metal compounds can be used.

 Thus, metals having very high thermal characteristics during combustion, if this does not produce oxides with a high melting point on the surfaces of the engine, etc. and / or dangerous combustion products are not released, can now be used unconditionally. Moreover, they can be used in concentrations not limited to those deemed acceptable (for example, manganese in gasolines above 0.008 g / l (1/32 g / gal)).

 Magnesium and its flammable compounds have been found to be particularly effective and thus desirable to use. Promoters such as Li and LiH are permissible if circumstances so require.

 All such metal compounds that contribute to the solution of the problem set in the invention and / or allow to achieve the advantages associated with its use are examples of specific performance and are implied in the claims.

 Other non-limiting examples of lead-free metal compounds have been set forth herein. Many additional possible metal compounds are known. The applicant takes part in the development of such compounds made on the basis of this invention, and also suggests their use.

REPLACEMENT OF COMPOUNDS OF THE IMPROVING COMBUSTION STRUCTURE (UGS)
According to the applicant, any particular GHS compound, for example dimethyl carbonate, can be replaced by any other GHS compound or component that solves the problem posed in the present invention and satisfies the requirements for fuel, combustion systems and / or emissions. So, the possibility of replacing the compounds described here with any UGS compounds to the extent that they allow us to solve the tasks is considered. However, the applicant believes that not all HCS compounds are the same and have the same effectiveness in the initial or substituted form. Therefore, substitution can only be made with an appropriate assessment.

In other words, one embodiment of the present invention is the substitution, combination, or mixing of dimethyl carbonate with hydrogen, carbon monoxide, methanol, methylal, ethanol, n-propanol, isopropanol, methylene dimethyl ether, dimethyl carbonate, methyl tert-butyl ether, dimethyl carbonate, ethyl tert-butyl ether, methyl tert-amyl ether, diisopropyl ether, C ₃ -C ₆ low molecular weight alcohols, dimethyl ether, diethylene glycol dimethyl ether, diethylene glycol diethyl ether, water, ne hydrogen oxide and any other UGS compounds or their mixture.

Additional non-limiting possible substituents of dimethyl carbonate include HCS compounds selected from the group: C ₂ -C ₁₂ aldehydes, C ₂ -C ₁₂ esters (MTBE, ETBE, 2,2-diethyl-1,3-propanediol), C ₄ -C _15- alcohols (furol, furfuryl, 1-hexanol, 2-hexanol, 3-hexanol and polyethoxyethanols), C ₂ -C ₁₂ oxides (2-methylfuran, methyltetrahydrofuran), C ₃ -C ₁₅ ketones (acetone, 2, 3-butanedione, 2,5-hexanedione, 2,4-pentanedione, cyclopentanone), C ₃ -C ₁₅ ethers (isopropyl acetate, ethyl acrylate), C ₃ -C ₁₂ diethers, C ₅ -C ₁₂ phenols (p- krezal, 2,4-ksilenal, 3-metoksifenal), C ₅ -C ₂₀ glycolic esters (including The Single dietilendimetilovy ether dietilendietilovy ether dietilendipropilovy ether, ester dietilendibutilovy including dietilenmonometilovy ether dietilenmonoetilovy ether dietilenmonobutilovy ether), _C4-C20 carbonates having boiling temperatures above 32,2 ^o C (90 ^o F), or more preferably 48 , 9 ^o C (120 ^o F), C ₅ -C ₂₅ dicarbonates having a boiling point above 32.2 ^o C (90 ^o F) or more preferably 48.9 ^o C (120 ^o F), organic and inorganic peroxides including di-tert-butyl peroxide, alkyl peroxide, alkyl hydroperoxide, 2,5-dimethyl-2,5-dimethyl-tert-per oxyhexane, tert-butyl cumyl peroxide, di-tert-amyl peroxide, tert-butyl hydroperoxide, tert-amyl hydroperoxide, alkyl nitrate, including ethyl hexyl nitrate and isopropyl nitrate, and mixtures thereof. Heavier HCV compounds can be used in place of the preferred dimethyl carbonate or oxygenated / HCS agents, and / or as additives, with or without solvents.

 Substituted esters contemplated by the present invention include branched or linear esters, diesters having 2 oxygen atoms and a double ether bond, and 3-esters having three oxygen atoms and several ether bonds. Non-limiting examples include dimethyl ether, methyl ethyl ether, diethyl ether, ethyl propyl ether, methyl n-propyl ether, ethyl isopropyl ether, methyl isopropyl ether, ethyl n-propyl ether, propyl ether, propyl isopropyl ether, diisopropyl ether, ethyl tert-butyl ether ethyl ethyl sec-butyl ether, methyl n-butyl ether, methyl isobutyl ether, methyl tert-butyl ether, methyl sec-butyl ether, methyl n-amyl ether, methyl sec-amyl ether, methyl tert-amyl amyl ether, methyl isoamyl ether. Further non-limiting examples of suitable double esters (having two oxygen atoms and a double ether bond) include methylene dimethyl ether, methylene diethyl ether, methylene dipropyl ether, methylene dibutyl ether, methylenediisopropyl ether.

In accordance with the present invention, substituted high molecular weight C ₄ esters are particularly preferred, in particular when used in diesel fuel, liquid fuel and / or turbine fuel. The production of esters is well known; see, for example, [56-76].

 Substituted HCV ketones may include lower alkenyl ketones. Examples of lower alkenyl ketones include diethyl ketone, methyl ethyl ketone, cyclohexanone, cyclopentanol, methyl isobutyl ketone, ethyl butyl ketone, butyl isobutyl ketone, ethyl propyl ketone and others. Other ketones include acetone, diacetone alcohol, diisobutyl ketone, isophorone, methylamyl ketone, methyl isoamyl ketone, methyl propyl ketone and others. An example of cyclic ketones may be ethyl phenyl ketone. Substituted HCV esters include anisole (benzene methyl ester), isopropyl acetate and ethyl acrylate.

 Substituted HCS carbonates, which are particularly preferred, include symmetric dialkyl carbonates in which the alkyl groups are derived from lower linear primary alcohols such as methanol and ethanol, for example dimethyl carbonate and diethyl carbonate. Higher symmetric dialkyl carbonates, for example di-n-butyl carbonate, di-tert-butyl carbonate, dipropyl carbonate, and dicarbonates, for example dimethyldicarbonate and diethyl carbonate, alkyl phenyl carbonates, for example tert-butyl phenyl carbonate, and cyclic alkylene carbonate, for example, other alkylene carbonate and propylene, for example carbonates, for example isopropylcyclohexyl carbonate, methyl n-butyl carbonate. Isobutylene carbonate and diisopropyl carbonate are also preferred. Asymmetric dialkyl carbonates may also be used, including methyl tert-butyl carbonate, ethyl tert-butyl carbonate, methyl tert-amyl carbonate, ethyl tert-amyl carbonate, and mixtures thereof.

 Thus, in order to solve the problem of increasing the burning rate and lowering the temperature of the invention, the possibility of using dimethyl carbonate is considered, as well as the inclusion of substituted UGS compounds and / or alternatively additional inclusion of other components, analogues or homologs of any UGS compounds and / or the whole class of UGS compounds and mixtures thereof, including compounds with a higher molecular weight (or higher boiling point) to the extent that they are able to increase the burning rate I and / or lower combustion temperature.

 It is also shown that UGS compounds can be interchanged or replaced with non-UGS compounds or not used at all if the task of increasing the burning rate and / or lowering the combustion temperature is solved by other means.

 GHS compounds can be mixed with one another or with several GHS compounds in various proportions to achieve a synergistic improvement in combustion rate and lower temperature.

 In cases where the use of HCS compounds leads to problems with flash point, volatility, vapor pressure, corrosion, swelling of elastomers, solubility, hydrolysis and others, co-solvents, including high molecular weight alcohols, esters, ketones, carbonates, etc., can be used. see [77].

 Additionally, the applicant notes that the preferred combustion-improving structure (the structure of the methoxy radical OCH3) is a common structure for methanol, methylene dimethyl ether (methylal, MDME) and carboxylic acid dimethyl ether (dimethyl carbonate), MTBE, and the like. The preferred combustion-enhancing OH structure is common to alcohols, especially methanol.

 The applicant also notes that duplication is possible between different classes of compounds of the invention, for example, UGS compounds may contain some metals, some metals can be used as rocket fuels, etc. It has been shown that some compounds have a multi-purpose purpose.

MECHANICAL MEANS
To increase the rate of combustion and / or lower the temperature of combustion, it is possible to use various mechanical means. Such mechanical means may be used independently of, or may be related to, HCS or chemicals. For example, UGS compounds having a limited burning rate and / or reduced latent heat of vaporization can be used using mechanical means, for example, atomization into small particles, cooling systems, compression chambers to create turbulence, turbocharging, etc.

 Thus, it is expected that the mechanical means used in the invention may vary depending on the fuel in question and the combustion system. For example, the use of UGS fuels as part of pure compositions having higher burning rates suggest the use of various mechanical means compared, for example, with UGS fuel and base fuel having a low burning rate when used in systems with a low compression ratio.

 The mechanical means contemplated by the present invention include fuel injection systems, in particular those that direct a thin, uniform stream of atomized vapors at elevated dynamic flow rates and pressures at the required angle into the combustion chamber (combustion chamber, burner, etc.), advanced evaporators, combustion chambers designed to improve combustion turbulence, higher inlet pressures (e.g. higher compression numbers), vortex chambers spherical combustion chambers, divided chambers, combustion chambers with increased combustion efficiency, chambers with a high degree of mixing of fuel with air, chambers with increased turbulence and / or with improved mixing of fuel with air, engines of maximum compression (inlet pressure), engines with maximum increased combustion pressure (combustion density), engines with the lowest possible combustion temperatures and / or other improvements proposed in the invention.

 Additional mechanical means that can be used or adapted include lean fuel combustion systems, catalytic combustion chambers and systems, pre-mixed combustion chambers, diffusion flame combustion chambers, lean pre-mixed combustion chambers with pre-evaporation, pre-vaporized combustion chambers and pre-mixing engines with variable compression ratio, engines with direct injection and layer feed feed mixtures, turbochargers, systems with subsequent cooling, re-supply combustion chambers, pre-combustion chambers, vortex systems for inlet, low cooling systems, low heat transfer systems, improved fuel-air mixing systems, atomization systems for improving dynamic energy, injectors to improve the mixing of fuel with air, water-jet systems, etc.

 The present invention proposed to solve the problems the preferred use of lean combustion and / or rapid combustion systems, in particular, with fuels having a higher oxygen content.

 Mechanical systems using combustion chambers with improved turbulence are preferred. Non-limiting examples include air purification systems, 4-valve single slope chambers, vortex combustion chambers, indirect injection chambers, vortex combustion chambers, direct injection chambers and chambers whose geometry, bore diameter, atomization angle, compression ratio and other parameters contribute to turbulization.

 Injection control, measurement of fuel consumption, injection pressure, injection differential pressure, nozzle design, inlet air temperature, inlet air pressure, droplet size, speed, pressure and temperature of injected droplets, and combustion chamber geometry are some of the most significant factors affecting achieving the maximum effect of the present invention and are considered as particular examples of the invention.

 For example, by changing the narrowing angle of the nozzle, the narrowing angle of the nozzle neck, the eccentricity of the center line of the jet exiting the jet nozzle, the spray radius (spherical radius) in the preliminary combustion chamber (vortex chamber), and also modifying the injection control, speed, duration and other factors , you can maximize the benefits of the present invention. This applies in particular to gasoline, diesel fuel, turbojet engines, liquid rocket engines and liquid fuel burners.

 Thus, a particularly desirable objective of the present invention is its application, including the injection of finely dispersed vapors into the combustion chamber and other applications, in particular in turbines, in diesel engines and when using liquid fuel.

 The invention contemplates a large number of injection and spraying means. Various fuels, fuel systems, combustion systems require the use of various injection means, atomizing systems, pressures, temperatures and other factors. Obviously, gasoline systems differ, for example, from liquid fuels of grades 4-6, which in accordance with the present invention require the use of means for spraying them at a higher viscosity and for injecting them into a burner or combustion chamber at high pressures. Gasoline systems proposed in the invention involve the use of injection piping systems, while diesel systems require a system of direct or indirect injection into cylinders.

 At a higher latent heat of vaporization of the fuel used in the invention, a vacuum is formed when the fuel is supplied to the cylinder. Therefore, it is possible to change the fuel injection pressure, including low and very low pressures.

 Heavy diesel fuels, liquid fuels and associated combustion systems require the use of higher pressures, high load capacities and improved atomization characteristics compared to gasoline systems. Aviation jet fuels have similar, but slightly different requirements, and it should be borne in mind that the interval of fuel flows is 50: 1.

For example, the present invention provides the optimum fuel injection pressure of gasoline, which ranged from 7 to 35.2 kPa (1 to 5 lb / ^in2), from 21.1 to 105.5 kPa (3 to 15 lb / ⁱⁿ² ), from 35.2 to 141 kPa (5 to 20 lb / ^in2), from 70 to 211 kPa (10 to 30 lb / ^in2), from 105.5 to 316.4 kPa (15 to 45 psi ² ). Optimal diesel fuel injection pressure in the order of 105,5-211 MPa (1500-30000 lbs / ^in2). The possibility of using lower injection pressures due to the vacuum effect arising from the injection of some UGS fuels is also being considered.

 Examples of atomizing systems according to the invention include simple liquid and multi-jet and / or gas-liquid atomizing nozzles, double-atomizing atomizers, internal mixing atomizers, compression atomizers, Y-Jet atomizers, rotary disk systems, air nozzles, atomizing nozzles, evaporating systems, air blowers including atomizers with a flat jet, with preliminary formation of a film, with a flat stream of air, centrifugal injectors, rotating atomizers, rotor e atomizers, ultrasonic, acoustic atomizers and other existing or possible systems in the future. In accordance with the present invention, air-blown atomizers are preferred.

 In addition to or alternatively to fuel injection systems, it is possible to use evaporative elements, including T-shaped, L-shaped, etc. Evaporative elements are usually fixed on the fire tube, while fuel injectors are mounted in the combustion chamber body, while their injection the head is located inside the evaporator tube.

 In accordance with the present invention, the main objective is to create such a distribution of the average particle size of the fuel vapor leaving the spray system (or vaporization system) into a combustion chamber or other device that would maximize the combustion characteristics of the proposed fuel, maximize the burning rate, latent heat of vaporization , combustion pressure and other parameters.

 Therefore, one of the most interesting aspects of the implementation of the present invention is to obtain in the combustion chamber particles of injected or vaporized fuel (droplet), having sizes from 1 to 70 microns. Preferably, the average particle size is from 40 to 60 microns or less, more preferably from 30 to 50 microns, from 20 to 40 microns, from 5 to 30 microns or less, including 1 micron or submicron sizes. There are no restrictions on the reduction of the particle size of the vapor, since the distribution of fuel does not have a harmful effect. An average particle size larger than 30, 40, 50, or 70 μm is also acceptable if the fast diffusion of the vaporized fraction of the fuel is achieved by other means, for example chemical, and / or if a smaller particle size makes it difficult to distribute the fuel. However, the applicant believes that in some applications the minimum particle size should not exceed 5, 10, 20, 30, 40, 50 or 60 microns.

 It is also preferable if such injection systems allow to maximize the degree of mixing of fuel with air to improve combustion. However, the applicant does not seek to use too high mixing speeds, so as not to cause the blowing of highly depleted mixtures, etc.

 When used in aircraft jet engines, especially in conditions of high rotational speed (where there is a decrease in natural convection and diffusion), the use of pressures other than the flows of injected fuel is desirable. In addition, it was found that under these conditions it is useful to use interacting parallel and intersecting fuel injectors. The improvement in mixing achieved through the use of combined parallel and intersecting injection is particularly effective, which is emphasized in the present invention.

 Injection pressures can vary significantly, with higher pressures generally being used for heavier and lighter fuels with high viscosity. However, it is more difficult to achieve a high injection pressure in gas turbines, since it is necessary to create a higher fuel pressure, as well as in connection with problems of controlling the distribution of fuel in the combustion chamber. Therefore, in many cases, lower injection pressures are used.

 Thus, improved fuel injection systems that optimize combustion and cooling of the fuel composition, so that the burning rate is improved, are one of the essential aspects of the invention.

 When using heavy diesel fuels and similar fuels, high injection pressures with a certain delay of the injection moment under full load conditions allow to achieve maximum mixing energy and improve the burning rate, which is also one of the problems solved in the present invention.

 It was also found that lower injection pressures when using heavier fuels at high speed, but with a small load, minimize over-mixing and reduce hydrocarbon production, which is thus more preferred.

 The simultaneous injection of fuel by appropriate means using one or more injection systems (for example, a dual fuel injector), similar or different in physical condition of the fuel, for example gas with liquid, solid with liquid, etc., also belongs to the field of the present invention and is specifically considered . Such use is particularly considered in cases where mixing UGS compounds with the base fuel component before fuel injection or combustion optimization may be impossible and it is better to inject them separately. Separate injection is also proposed in cases where fuel mixing cannot be carried out by other means before fuel injection and / or combustion.

 For example, the introduction of a liquid hydrocarbon component of a fuel and a gaseous UGS fuel, for example hydrogen, into a combustion chamber or burner can be accomplished by separate injection, specially selected in accordance with the specific characteristics of this fuel and a combustion system designed to maximize the burning rate.

 Thus, the possibility of injecting fuel components in a different physical state at the same time using the same and / or separate means is considered.

 Various combinations of mixing and injection methods proposed by the applicant UGS fuels and fuel components are considered in the context of improved fuel injection systems and methodology.

 In the field of applications for aircraft turbojet engines, it is particularly preferable to select a speed to control the fuel flow at a certain height above sea level, since deviations in combustion efficiency occur due to reduced atmospheric pressure.

 Particularly preferred injection systems with an improved pumping line, systems with a block injector and / or other systems in which it is possible to create high pressure, control the injection speed, injection time and / or other control. In particular, injection systems are considered in which it is possible to control the injection pressure, injection time, speed and / or combustion pressure.

 In the present invention, the use of direct and indirect fuel injection systems is permissible. However, direct injection systems are preferred, especially for diesel. Direct fuel injection systems are also more preferable from the point of view of maximizing the burning rate of the proposed UGS fuel.

 Another example of the implementation of the invention, as already mentioned above, is the use of turbocharging or pressurization, which is particularly preferred in this invention, in particular when using gasoline or diesel fuel. Improved air ventilation systems, devices for creating air pressure and / or turbocharging systems that increase the air pressure at the inlet, working in conjunction with exhaust gas recirculation (EGR) systems, are particularly preferred and contribute significantly to solving this problem.

 Improved cooling, subsequent cooling and / or refrigerant systems can also be used, for example, combustion temperatures can be lowered by lowering the temperature of the refrigerant used in the engine, lowering the inlet air temperature and / or the heat entering the inlet pipe. All of these tools are within the scope of the present invention.

 Example 29

 The combination of a combustion-enhancing fuel containing an oxygen-saturated compound with a high latent heat of vaporization based on GHS and a combustion-improving amount of a metal-containing compound, a combustion system and an exhaust gas recirculation (EGR) system in which the fuel is burned and the exhaust gases are recycled back to the combustion system.

 Example 30

 Example 29, wherein the exhaust gas recirculation (EGR) system is a closed type system.

 Example 31

 Examples 29-30, which use unleaded fuel, a combustion system designed for gasoline that complies with the US standard, the combination further comprising an emission control system.

 Example 32

 Example 29, in which the fuel contains oxygen at a concentration of 2 wt.% And a combustion-improving amount of cyclic manganese tricarbonyl at a concentration of 0.082 g / l (1/32 g Mn / gal).

 Example 33

 Example 32, in which the fuel is characterized by an increased burning rate with increasing thermal efficiency of the system, resulting in fuel economy increasing by at least 0.5%, 1.0%, 2%, 5%, 10% or more.

 The invention also provides the use of exhaust after-treatment systems, non-limiting examples of which include ceramic plates, filters, traps, oxidizer traps and catalysts. The use of exhaust gas catalysts, in particular as applied to automotive fuels, is well known.

 The present invention proposes, in particular in the field of automotive fuels, to use exhaust catalysts (three way catalysts, preferably monolithic) while using an integrated oxygen sensor that partially measures the performance of the catalyst.

 Thus, the combustion-improving fuels proposed by the applicant in combination with mechanical and similar systems represent a significant step forward compared to known methods.

 So, one aspect of the present invention is the modification and / or adaptation of the above mechanical means to achieve the highest possible efficiency of the present invention.

FUEL AND COMBUSTION SYSTEMS
The combustion chambers used in the present invention differ in geometry (tubular, annular, tubular-annular, spherical), in the field of their application (in aviation, in industry, in moving means), and also include aerodynamic combustion chambers (with a diffusion flame, pre-mixed, stepwise, catalytic).

 In accordance with the present invention, diffusion flame combustion chambers are preferred in which the flame generated by the combustion proposed by the applicant is further propagated by jet diffusion of gas, improved evaporation of fuel droplets, increased combustion rate and / or spray diffusion.

 Thus, one example of the implementation of the invention is the use of a combustion chamber with a diffusion flame in combination with UGS fuel, as a result of which emissions from combustion are reduced, combustion is accelerated and / or a decrease in the combustion temperature is observed.

 In particular, the proposed invention can be used in turbines, in particular in aircraft turbojet engines, in industrial gas turbines, ship gas turbines, etc.

 The physical state of the fuels used includes liquids with a wide and narrow range of boiling points, semi-liquids, almost liquids, semi-solid substances, solids, gaseous fuels and mixtures thereof.

 The non-polluting fuels proposed by the applicant (for example, UGS compounds and metal-containing compounds) have an exceptional driving force and do not pollute the environment, examples of which are not limited to their use in internal combustion engines, aircraft turbojets, gas oil turbines, furnaces, burners, air-blown engines and rocket engines.

 The clean (pure) fuel proposed in the invention is an exceptional fuel that can be used potentially in any combustion system. Nevertheless, it may be necessary to modify existing combustion chambers to achieve the most efficient combustion and high thermodynamic characteristics for this clean fuel.

 Another example implementation of the invention is the use of improved combustion systems capable of generating large amounts of free energy at higher pressures and / or increased thermal efficiency due to the use of the proposed fuels. It is assumed that in order to maximize the benefits of pure, almost pure, mostly pure or partially pure UGS fuels proposed in the invention, it is possible to modify systems and develop new designs.

 Thus, the invention relates to a combination of such improved combustion systems with the fuels of the invention.

 One example of the implementation of the invention is the use of UGS compounds, mixtures thereof or mixtures with a combustion-improving amount of lead-free metal-containing compounds. However, a preferred embodiment is the use of UGS compounds or mixtures thereof together with at least one lead-free metal-containing compound (“UGS fuel”). The proposed UGS fuel may contain at least one additional oxidizing agent and / or one additional fuel for internal combustion engines or a fuel component.

When using the fuel component, for example, if the HCS fuel is used in combination with hydrogen and / or carbon-containing fuel, reducing vapor pressure by Reid (RVP) is one aspect of the invention. However, the resulting fuel includes fuel with an RVP vapor pressure in the range of 0.069 to 6895 kPa (0.01-1000.0 psi); 0,137- 1,379 kPa (2,0-200,0 lb / ^in2); 0,137-275,8 kPa (2,0-40,0 lb / ^in2); 0,068-137,9 kPa (1,0-20,0 lb / ^in2); 0,069-0,689 kPa (1.0-10.0 lbs / ^in2); 0,069-55,15 kPa (1.0-8.0 pounds / ^in2); 0,069-51,5 kPa (1,0-7,5 pounds / ^in2); 0,069-48,2 kPa (1.0-7.0 pounds / ^in2); 0,069-44,8 kPa (1,0-6,5 pounds / ^in2); 0,069-41,4 kPa (1.0-6.0 pounds / ^in2); 0,069-20,7 kPa (1.0-3.0 pounds / ^in2); 0,069-13,8 kPa (1.0-2.0 pounds / inch ²⁾ or less.

 The invention also proposed to optimize the flash point of fuels, which determines some flash point. It is assumed that the use of an additional solvent, the selection of hydrocarbon fractions (to increase the flash point), salts, foams and other additives can reduce the vapor pressure (RVP) and / or increase the flash point. Examples of such use are considered.

 Example 34

 A composition containing HCV compounds and a combustion-improving amount of at least one lead-free metal-containing compound.

 Example 35

 The composition of example 34, additionally containing an oxidizing agent and / or fuel component.

 Thus, the invention provides a pure, substantially pure, substantially pure, HCV fuel, comprising compositions containing more than 50 vol.% Of the HCV compound or compounds. Also proposed is a fuel containing essentially a large part, a smaller part or a substantially smaller part, for example, more than 0.5, 1.0, 1.5, 1.8, 2.0, 2.7, 3.0, 3, 5, 3,7, 4,0, 5,0, 10, 15, 20, 25, 30, 40% (vol. Or wt.) UGS fuel, as a rule, together with the fuel component ("base fuel or fuel component ").

 In accordance with the present invention, the most preferred are pure UHF fuels containing manganese, including dimethyl carbonate, methanol, hydrogen, methylal, methane hydrate, hydrazine and mixtures thereof.

 It was initially assumed that the proposed UGS fuels could be included in small volumes in the composition of the fuel components supplied to the market.

 Nevertheless, at high concentrations of UGS fuels (in vol.%) Of the resulting fuel, there is a sharp improvement in combustion and a decrease in atmospheric emissions.

 A closer look at the possibility of their use in fuel components shows that the above description for one fuel component can be applied to any other fuel component for which such application is possible (for example, antioxidants or detergents of one class of fuel components can be used for another class of components fuel, etc.).

FUEL FOR TURBOREACTIVE ENGINES AND TURBINE SYSTEMS
The present invention describes in detail the possibility of using the resulting fuel in turbojet engines and as fuel components. The applicant believes that the widespread use of the present invention in jet fuels, fuels for aircraft turbojet engines, including fuel for traction and lifting engines, starters and auxiliary equipment.

 The present invention, in particular, provides aircraft turbines, fuel derived for aircraft turbines (UHF fuels and fuel components) or fuel components that meet ASTM D 1655, including Jet A, Jet A-1 (with a relatively high flash point of kerosene type distillate) , Jet BA (with a relatively wide boiling range of volatile distillate). Other types of fuel for turbojet engines are also considered, including those complying with the IATA manual and technical specifications for turbines for military aircraft, such as MIL-T-5624, MIL-T-83133, MIL-P-87107. Thus, the applicant cites numerous references to fuels used in aviation and gas turbines in the following literature (Chapter 2 "Gas Turbine Fuels" L. Gardner and RB Whyte, Desine of Modern Turbine Combustors, Academic Press, 1990, p. 81-227 ").

 The turbine aviation fuels of the present invention, with the exception of those specifically indicated, consist of mixtures of refined hydrocarbons obtained from crude oil, natural gasoline, or mixtures thereof with synthetic hydrocarbons. They are typically a mixture of hydrocarbons (i.e., paraffins, cycloparaffins, aromatics and olefins, plus trace amounts of heteroatoms such as sulfur compounds) and are mixed with fractions of direct distillates that have undergone any further processing.

 In particular, the invention contemplates aviation turbine fuels consisting of small or significant quantities of HCS substances.

 The present invention provides a system of gas turbines and jet engines with air injection. Non-limiting examples of such systems include turbojet, turboprop, turbofan, ramjet engines, jet engines, pulsed airjet engines and their various options. These systems are examined with specific examples of aviation fuels for turbines.

 For example, non-limiting examples of gas turbine configurations include a main one, with one intermediate cooling, with two intermediate cooling, with isothermal intermediate cooling, with one reheating, with two reheating, with isothermal reheating, with one intermediate cooling and one reheating, s two intermediate cooling and two reheating, with isothermal intermediate cooling and isothermal reheating, with regeneration, regeneration based on a gas turbine, regeneration with one intermediate cooling, regeneration with one reheating, regeneration with one intermediate cooling and one reheating, regeneration with two intermediate cooling and two reheating and regeneration with isothermal intermediate cooling and isothermal reheating.

 Non-limiting examples of "turbojet" air engines include core ones, with intercooler, reheat, intercooler and reheat, with afterburning, intercooler and reheat. Non-limiting examples of turboprop systems include basic ones, with intercooler, reheat, intercooler and reheat, regeneration, intercooler and reheat, and regeneration, with main turbofan, intercooler and reheat turbofan, with turbofan with afterburning, with the main ramjet engine, with a nuclear turbojet with a liquid metal cycle, with a nuclear turboprop with a liquid metal cycle , pipeline rocket, etc.

 It has been found that ramjet engines and pulsed jet engines are particularly preferred in the present invention. The thermodynamic characteristics of pulsating jet engines are discussed in the literature ("Jet, Rocket, Nuclear, Ion and Electric Propulsion: Theory and Design", Edited and Authored by W.H.T.LOH, 1968, p. 191).

 Preferred combustion chambers in accordance with the invention include tubular, tubular, annular, and spherical.

 The proposed invention, as applied to the above configurations of the combustion chambers of turbines and systems, can unexpectedly significantly reduce the formation of free carbon in the primary combustion zone. It was also found that a decrease in free carbon in the primary combustion zone, in turn, leads to a decrease in flame radiation, which, in turn, allows to reduce the temperature of the lining of the combustion chamber. Thus, reducing the thermal load on the wall lining increases the life of the engine.

Moreover, the lowered combustion temperatures proposed in the invention turn out to be extremely useful at high altitudes and at high flywheel speeds, where extreme engine temperatures limit the ability to operate and design combustion systems. It was found that the invention allows to significantly reduce the temperature of the combustion chambers of the engine by a value of from 13.9 to 222 ^o C (from 25 to 400 ^o F) or more.

 Example 36

A method of operating a jet engine at high altitude at high flywheel speed or another engine exposed to high operating temperatures, comprising mixing UGS fuel (containing UGS compounds and the corresponding metal-containing compound) in such proportions to the aviation fuel component that burning at high flywheel speed or at high altitude occurs at low temperatures, as well as the operation of a jet engine at high flywheel speed or at high altitude, at Ora combustion chamber temperature and the engine are lowered by from 14 to 167 ^o C (from 25 to 300 ^o F), from 28 to 194 ^o C (from 50 to 350 ^o F), from 42 to 209 ^o C (from 75 to 375 ^o F), from 56 to 222 ^o C (from 100 to 400 ^o F), from 70 to 250 ^o C (from 125 to 450 ^o F), from 84 to 278 ^o C (from 150 to 500 ^o F), from 98 to 306 ^o C (from 175 to 550 ^o F), from 112 to 324 ^o C (from 200 to 600 ^o F), from 126 to 408 ^o C (from 225 to 750 ^o F), from 140 to 500 ^o C (from 250 to 900 ^o F) or more.

 It was also found that the proposed invention leads to an increase in useful work, traction, thermal efficiency of the engine by a value of from 0.5 to 2%, from 0.5 to 5%, from 1 to 10%, from 5 to 20%, from 10 up to 40% or higher, and often allows for a slightly quieter operation, depending on the concentration of UGS fuel, the composition of the fuel component and the specific operation.

The proposed invention, when used in jet turbines, also has the advantage of reducing the concentration of harmful emissions of CO, NO _x and HC, which are usually associated with idle operation.

 As already mentioned above, the problem of coating a turbine with manganese oxides, which in the past interfered with the use of manganese in turbine fuels, can now be completely unexpectedly solved. Proposed in the invention lowering the combustion temperature has a beneficial effect, reducing the deposition of other compounds on the surface of the turbine and reducing corrosion.

 In accordance with the present invention, preferred chemicals using HCS compounds include a combustion-improving amount of dimethyl carbonate in combination with a combustion-improving amount of cyclic manganese tricarbonyl in a turbojet base fuel. Preferably, the final fuel mixture should satisfy ASTM minimum limits, including flash point, yield point, heat resistance, distillation parameters, aromaticity, density, freezing point, viscosity, net calorific value, etc.

 The hydrocarbon portion of the turbine fuel (fuel component) includes paraffins, naphthenes, olefins and aromatics in order of preference.

 It is shown that oxygen obtained from UGS fuels is a part of fuels for aircraft engines in various concentrations, while its optimal content depends on the flight altitude, speed, lift / thrust requirements, combustion system configuration, combustion efficiency, and the composition of basic hydrocarbon fuel, manganese concentrations and other factors.

 Thus, in order to improve combustion by using oxygenated UGS fuels, the recommended percentage of oxygen in the resulting fuel at an altitude of 3 km (10,000 ft) is from 0.1 to 5%, preferably from 3 to 5%; at 6.1 km (20,000 ft), the recommended oxygen content is from 0.1 to 10%, preferably from 3 to 8%; at 9.1 km (30,000 ft), the recommended oxygen content is from 0.1 to 16%, preferably from 5.0 to 7.0%, and more preferably from 5.0 to 16.0%; at 12.2 km (40,000 ft), the recommended oxygen content is from 0.1 to 30.0%, more preferably from 11.0 to 30.0%. The recommended average percentage of oxygen in the resulting fuel can significantly exceed the upper limit of 30% or higher, in particular in advanced applications at very high altitudes and in fuel mixtures containing alternative oxidizing agents.

 The recommended average oxygen content in compositions for general-purpose aircraft turbines, including use in a fuel component, is from about 0.01 to 3%, from 1.0 to 4.0%, from 1.0 to 7.0% oxygen by weight from the fuel received. Acceptable is a concentration of 2.0 wt.%. Preferred is an average concentration of 4.5 wt.%. The specific oxygen content of the fuel component varies depending on the specific fuel, combustion system, flash point and operating conditions.

 The concentration of manganese in the fuel for aircraft turbojet engines is from 0.00026 to 2.6 g / l (from 0.001 to 10.0 g / gal). Nevertheless, the possibility of using concentrations substantially greater than this interval in advanced fuels in which the UGS compounds comprise a smaller part, a large part and / or in the fuels representing the pure UGS fuel has been considered. Use in hypergols also requires higher concentrations of manganese.

 It also turned out that the higher the altitude, the higher the required level of manganese concentration. A higher level of manganese concentration is permissible at higher oxygen concentrations in the composition. As already noted, higher concentrations of oxygen are also noted at high altitudes. For example, when operating at approximately 12 to 15 km (40,000 to 50,000 ft) above sea level, suitable manganese concentrations are from 0.00026 to 1.06 g / l (0.001 to 4.00 g / gal). At a lower altitude of approximately 1.5 to 6 km (5,000 to 20,000 feet) above sea level, the desired concentration of manganese is approximately 0,00026 to 0.13 g / l (0.001 to 0.50 g / gal ), more preferably from 0.033 to 0.13 g / l (from 0.125 to 0.50 g / gal). However, in particular, concentrations that go beyond these ranges can be considered, especially with improved performance.

 In accordance with the present invention, the concentrations of the metal-containing compound and oxygen were determined by optimizing the combustion of the composition under the operating conditions of the system.

 Example 37

 Aircraft fuel for turbojet engines, corresponding to ASTM D 1655, containing diisopropyl ether or dimethyl carbonate and a mixture representing from 0.5 to 4.5%, from 1.0 to 2.0 wt.% Oxygen in the composition and from 0.015 to 0.125 g Mn / l (1/64 to 1/8 g Mn / gal) tricarbonylcyclopentadienyl manganese.

 Example 38

 Aircraft fuel for turbojets, corresponding to ASTM D 1655, containing diisopropyl ether and / or dimethyl carbonate or a mixture representing from 0.5 to 20.0 wt. % oxygen in the composition and from 0.00026 to 1.32 g Mn / l (0.001 to 5.0 g Mn / gal) tricarbonylcyclopentadienyl manganese.

 Example 39

 Corresponds to Example 38, except that the fuel is burned in an aircraft jet engine operating at an altitude of 1.5 km (5,000 ft) above sea level.

 Example 40

 Corresponds to example 38, except that the fuel is burned in an aircraft jet engine operating at an altitude of 6 km (20,000 feet) above sea level.

 Example 41

 Corresponds to example 38, except that dimethyl carbonate comprises 25 wt.% Oxygen in the composition and the concentration of tricarbonyl cyclopentadienyl manganese is more than 0.26 g Mn / l (1.0 g Mn / gal).

 Example 42

 Corresponds to example 38, except that the fuel is burned in an aircraft jet engine operating at an altitude of 12 km (40,000 feet) above sea level.

 Example 43

 Corresponds to example 38, except that dimethyl carbonate is present in the composition at an oxygen content of about 0.1 to 3.0 wt.%.

 Example 44

 Examples 37-43, in which the composition contains ethylene glycol monomethyl ether in a concentration of from 0.1 to 0.15 vol.%.

 Example 45

Corresponds to example 38, in which the work takes place at an altitude of over 18 km (60,000 feet) above sea level, with the oxygen content of dimethyl carbonate being from 3.0 to 15.0%, and the metal concentration being from 0.13 to 2.6 g / l (from 0.5 to 10.0 g / gal), as a result of which the engine temperature is lowered by at least 5.5-212 ^o C (10-400 ^o F) or more compared with known methods.

 Example 46

 A method of operating a jet engine at high altitude, comprising mixing aviation jet fuel with a UGS component comprising from 0.01 to 30.0 wt.% Oxygen in the composition, in combination with a combustion-improving amount of a metal-containing compound with a high energy release, the operation of the engine on altitudes above 12 km (40,000 ft), preferably from 18 to 30 km (60,000 to 100,000 ft) or higher, the release of combustion gases into the turbine inlet, whereby the inlet gas temperature drops below 1200 K or better known about the method by at least a value of from 0.5 to 25.0% or more, and / or the pressure at the inlet of the turbine is increased compared with existing methods by a value of from 0.5 to 40.0%, and / or thermal efficiency increases by a value from 0.5 to 20.0% or higher compared with known methods.

 Example 47

 Aircraft fuel for turbojet engines complying with ASTM D 1655 and containing oxygen-rich carbon dioxide compounds, the resulting fuel containing from 0.5 to 4.0 wt.% Oxygen and at least one tricarbonylcyclopentadienyl manganese compound at a concentration of 0.03 g Mn / L (1/8 g Mn / gal).

 Example 48

 The combination is an aircraft turbojet engine and aircraft fuel for turbojet engines, satisfying ASTM D 1655 and containing oxygen-rich compounds of HCS, while the resulting fuel contains from 0.5 to 5.0 wt.% Oxygen and at least one compound of tricarbonylcyclopentadienyl manganese in concentration of 0.03 g Mn / l (1/8 g of manganese / gal), as a result of which the formation of free carbon in the primary combustion zone is reduced and the inlet temperature is significantly reduced.

 Example 49

 The combination of example 48, in which the combustion temperature is reduced or the thermal loads on the lining are reduced and / or the service life of the turbo engine is increased.

 Example 50

 The combination of example 48, in which the thermal efficiency is increased by at least 2%.

 Thus, one example of the implementation of the present invention is the use of the UGS base fuels developed by the applicant in combination with improved combustion chambers having a smaller ratio of the length of the combustion chamber to the diameter of the housing compared to known combustion chambers; reduced specific fuel consumption with a smaller body diameter; smaller body diameter with less pressure loss and greater combustion pressure; higher combustion pressure in the absence of an increase in temperature at the inlet to the turbine or lining temperatures; reduced size of the flame tubes that do not reduce combustion efficiency, lift or fuel economy; low pressure combustion chambers with reduced size of the flame tubes that do not reduce combustion efficiency, lift or fuel economy; larger diameter of the combustion chamber with increased lift; larger diameter of the combustion chamber with shorter heat pipes with increased combustion efficiency; reduced chamber diameter in the absence of an increase in pressure loss; combustion chambers with reduced pressure loss; engines with low compression numbers; hoisting motors with low compression numbers; engines with high compression numbers in the absence of a harmful increase in the temperature of the flame tube wall (therefore, when reducing the requirements for film air cooling); combustion chambers in which the combustion efficiency in the primary zone is higher than conventional efficiency; combustion chambers in which the primary zone is depleted or intended for weak combustion of fuel, etc.

 Example 51

 A combination of UGS-based aviation fuel for turbojet engines and a jet engine, characterized in that the combustion of said fuel occurs in a low-pressure lift engine in which the length of the engine’s flame tube is reduced by at least 10% in the absence of a decrease in lift or combustion efficiency.

 Example 52

 Combination of aviation fuel for jet turbines based on UGS and a jet engine, characterized in that the combustion of said fuel occurs in a high compression lift engine, in which the temperature of the walls of the flame tubes of the engine is reduced by increasing thermal efficiency by at least 5%.

 A specific embodiment of the present invention is the use of combustion-enhanced fuel compositions proposed by the applicant in combination with traditional or improved combustion chambers of aircraft turbojet engines, which at high altitudes, including altitudes in excess of 12 km (40,000 feet), have an increase in combustion efficiency by 5% or more compared to a fuel component operating at the same altitude and / or at sea level.

 An additional example of the implementation of the invention is to reduce the total length of the dilution zone in the combustion chamber while reducing the temperature of the outlet stream. Thus, in accordance with the invention, the preferred length of the dilution zone is from 1.5 to 2.0 times the width of the flame tube, especially in engines designed for flights at high altitudes. Other preferred dilution zone lengths are from 0.9 to 1.5; from 1.2 to 1.7; from 1.3 to 1.7; from 1.4 to 1.6 width of the flame tube.

 Thus, one example of the implementation of the invention is the use of combustion chambers, in which the length of the dilution zone is from 1.4 to 1.6 of the total width of the flame tube while improving combustion efficiency at high altitudes. The proposed combustion efficiencies are more than 2% at altitudes exceeding 6 km (20,000 ft).

 In order to prevent local destruction of turbine blades, in accordance with yet another example of the invention, such UGS fuels and implementation of such a reaction of a combustion chamber at which the temperature of the outlet stream (temperature at the turbine inlet) is less than 1200K are proposed.

 Another example of implementation is the operation of such systems at temperatures at the entrance to the turbine, not exceeding approximately 1200, 1100, 1050, 1000, 950, 900, 850 K or less. Another example of implementation is the operation of such systems at temperatures below 800 K or lower, if necessary.

 However, in order to maximize the benefits of the invention, it is desirable that the maximum temperature of the stream leaving the combustion chamber (i.e., the maximum temperature at the turbine inlet) does not exceed 1100 K. It is also preferable that the average gas temperatures approximately correspond to the maximum temperature at turbine inlet to create an efficient engine energy output.

 Example 53

 A method of reducing the consumption of a specific fuel, including burning UGS fuel and / or UGS fuel + a fuel component in an annular, tubular or tube-annular combustion chamber, in which the dilution zone is approximately 1.5 times the width of the flame tube, resulting in the consumption of a specific fuel goes down.

 Example 54

 The annular combustion chamber of example 53, the ratio of the length of which to the diameter of the housing is reduced with increasing lift and / or fuel efficiency compared with known methods.

 Example 55

 Examples 53 and 54, in which the GHS fuel contains most of the ASTM aviation jet fuel and a smaller part consisting of dimethyl carbonate together with a combustion-improving amount of at least one lead-free metal-containing compound.

 Example 56

 Examples 53-54, in which the combustion chamber operates on a hydrocarbon fuel composition containing most of the hydrocarbon fuel and a smaller part consisting of dimethyl carbonate in combination with a combustion-improving amount of at least one cyclic manganese tricarbonyl, at an outlet temperature of less than 1100 K.

 Example 57

 Examples 53-54, in which the combustion chamber operates on a substantially pure fuel composition containing dimethyl carbonate and a combustion-improving amount of at least one lead-free metal-containing compound.

 Example 58

 Example 57, wherein the fuel composition further comprises marketed aviation jet fuel.

 Example 59

 Examples 53-58, in which the useful work is increased and the service life of the combustion chamber is increased by at least 10%.

 Example 60

 The combustion chamber of examples 51-59, in which the combustion efficiency at an altitude of 9 km (30,000 feet) is 2% higher than that of existing engines.

 Example 61

 The combustion chamber of examples 59-60, in which the obtained pressure and / or speed of rotation of the turbine is 5-20% higher than that of existing engines.

 The resulting resulting fuels and / or aviation fuel components for turbines proposed by the applicant may be unleaded or substantially unleaded. However, known additives that meet ASTM, military or international standards may also be contained in the composition. In accordance with the invention, aviation turbine fuels proposed by the applicant also comply or substantially comply with ASTM. The description contains references to ASTM's current D 1655-93 fuel specification (including future editions), relevant earlier specifications, ASTM standards, test methods, military and international standards.

 Antioxidants of the invention include alkyl phenol and aromatic diamines with sterically protected phenolic and amine groups.

 Typically, antioxidants proposed by the applicant are present in amounts not exceeding 24.0 mg / L of the active ingredient (excluding solvent mass). These antioxidants are selected from the group consisting of N, N-diisopropyl-para-phenylenediamine, 75% min. 2,6-di-tert-butylphenol + 25% max. tert- and tri-tert-butylphenols, 72% min. 2,4-dimethyl-6-tert-butylphenol + 28% max. monomethyl- and dimethyl-tert-butylphenols, 55% min. 2,4-dimethyl-6-tert-butylphenol + 45% max. mixtures of tert- and di-tert-butylphenols.

 Additional antioxidants that can be used in this invention include 2,6-di-tert-butyl-4-methylphenol, 6-tert-butyl-2,4-dimethylphenol, 2,6-di-tert-butylphenol, 75% min . 2,6-di-tert-butylphenol + 25 max. tert-butylphenols and tri-tert-butylphenols, 72% min. 6-tert-butyl-2,4-dimethylphenol + 28% max. tert-butylmethyl phenols and tert-butyl dimethyl phenols, 55% min. 6-tert-butyl-2,4-dimethylphenol + 45% max. mixtures of tert-butylphenols and di-tert-butylphenols, from 60 to 80% of 2,6-dialkylphenols + from 20 to 40% of a mixture of 2,3,6-trialkylphenols and 2,4,6-trialkylphenols, 35% min. 2,6-di-tert-butyl-4-methylphenol + 65% max. mixtures of methyl, ethyl, dimethyl-tert-butylphenols, 60% min. 2,4-di-tert-butylphenol + 40% max. mixtures of tert-butylphenols, 30% min. mixtures of 2,3,6-trimethylphenol and 2,4,6-trimethylphenol + 70% max. mixtures of dimethylphenols, 55% min. bottled ethyl phenols + 45% max. bottled methyl and dimethyl phenols, 45% max. 4,6-di-tert-butyl-2-methylphenol, 40% min. mixtures of 6-tert-butyl-2-methylphenol + 15% max. mixtures of other bottled phenols. Other inhibitors whose total concentration does not exceed 1.0 lb (excluding solvent mass) per 5,000 gal fuel include 2,4-dimethyl-6-tert-butylphenol, 2,6-di-tert-butyl-4-methylphenol, 2,6-di-tert-butylphenol, 75% 2,6-di-tert-butylphenol, 10-15% 2,4,6-tri-tert-butylphenol, 10-15% ortho-tert-butylphenol, 72% min 2,4-dimethyl-6-tert-butylphenol, 28% max. monomethyl- and dimethyl-tert-butylphenols, 60% min. 2,4-di-tert-butylphenol, 40% max. mixtures of tert-butylphenols. It is possible to use other concentrations outside these ranges, especially in other fields of application of the invention and / or when using HCS compounds of a different nature or in other concentrations.

 The composition may also contain metal passivators in a preferred amount of not more than about 5.8 mg / L (excluding solvent mass), for example N, N'-disalicylidene-1,2-propanediamine, N, N'-disalicylidene-1,2- ethanediamine or N, N'-disalicylidene-1,2-cyclohexanediamine. However, it is possible to use concentrations outside these ranges.

 The possibility of using additives to increase the electrical conductivity in an amount sufficient to increase the fuel conductivity to a value in the range from 200 to 600 picosiemens / m at the time of injection, for example, ASA-3 (manufactured by Royal Lubricants Corp., Roseland, NJ 07068) in concentrations up to 1 mg / l and "Stadius" 450 (registered as a trademark and manufactured by DuPont Petroleum Chemicals Div., Wilmington, DE 19898) in concentrations up to 3 mg / l.

 In accordance with the present invention, if the loss of electrical conductivity of the fuel necessitates a repetition of the treatment, additives to increase the electrical conductivity should be administered in the following concentrations: ASA-3 1 mg / l max., Stadis 450 3 mg / l max. In the event that the same additives are re-treated to increase the electrical conductivity, the required concentration limits of the ASA-3 content are 2 ng / L max., Based on the total amount, and for Stadis 450 5 mg / L Max., Counted on the total amount . If re-processing is carried out when changing the additive to increase electrical conductivity or when the previous additive is unknown, ASA-3 can be added in an amount of not more than 1 mg / l max, and Stadis-450 not more than 2 mg / l max.

The possibility of using corrosion inhibitors is also being considered. For example, the following anti-corrosion additives may be used:
ADDITIVE - CONCENTRATION, • 10 ^-3 g / l
Nuchem PCI-105 - 1.14 max.

 Apolio PRI-19 - 1.14 max.

 Cooper Hiteo E-515 - 4.56 max.

 Cooper Hiteo E-515 - 2.28 max.

 DuPont AFA-1 - 4.56 max.

 Petrolite Tolad 245 - 5.7 max.

 Texaco TXA 182 (TRI 182) - 5.7 max.

 Other suitable corrosion inhibitors may also be used. For use in military applications, corrosion inhibitors corresponding to MIL-I-25017 should be added when demolished with JP-8 grade fuel.

 In the present invention, in particular, the use of anti-icers of fuel systems is considered, for example, in cases in which it is necessary to lower the freezing temperature. The freezing temperature is especially important and should be low enough to prevent obstruction of the flow of fuel through the filter into the engine at temperatures prevailing at high altitudes. The fuel temperature in the aircraft tank decreases at a speed proportional to the duration of the flight. Therefore, the maximum freezing temperature allowed for fuel depends on the type of flight. For example, long flights require the use of fuels with a lower freezing temperature than short ones.

 A preferred anti-icing agent is ethylene glycol monomethyl ether meeting specification D 4171. Preferred concentrations are from about 0.1 to about 0.15 vol%. However, concentrations outside this range may be used. Additional deicers include: Phillips PFA 55 MB 0.15 vol.% And MIL-I-27686 0.15 vol.% Max.

 Additional anti-icers, including alcohols, cosolvents, and others, can be used in accordance with the present invention, in particular in cases where the HCS compounds have a low melting point and / or when the yield temperature of the resulting fuel or its freezing temperature is too high.

 Fuel specifications proposed in the invention of aviation fuels for turbojet engines, as a rule, corresponds to those presented in table. 1.

 Proposed in the invention, the base fuel in aircraft engines, as a rule, should preferably not visually contain undissolved water, sediments and suspended substances. The smell of fuel should not be bad or annoying. Substances hazardous under normal conditions of handling shall not be contained, except as otherwise specified.

 The safety and economy of an air vehicle requires the use of dry, clean and contaminant-free fuels.

 Thus, fuels proposed by the applicant for turbojet engines should not contain water, in other words, should be anhydrous. However, in some cases, water may be contained in the fuel, for example, in the form of emulsions or by using other means, for example, separate injection, which are used to increase the combustion rate and / or vapor diffusion.

Preferably, the inventive base fuels for aircraft engines are thermally stable at 300 ^° F to reduce the amount of precipitation formed in the engine fuel system when the fuel is heated. Thermal stability is an important property of fuels for aircraft turbojet engines and potentially order an effect on engine maintenance and controllability. Precipitation can lead to clogging of fuel nozzles, lower efficiency of heat exchangers and cause malfunctions in the operation of fuel sensors. So, UGS compounds should not significantly affect the thermal stability. Nonetheless, UGS compounds that affect thermal stability can also be used if appropriate countermeasures are taken, for example, suitable additives (see below) and / or certain methods. See Aviation Fuel: Thermal Stability Requirements, Perry W. Kirklin and Peter David, 1992.

It is preferable to measure the thermal stability of the resulting fuel using ASTM-C8C Fuel Coker after 5 hours of operation at a temperature of 148.9 ^o C (300 ^o F) preheating, a filter temperature of 204.4 ^o C (400 ^o F) and a fuel feed rate of 2, 7 ± 0.05 kg / hour (6 pounds / hour). Preferred maximum pressure changes are 304.8 mmHg. Art. Max. (12 inches), and precipitation during preheating is less than 3 according to ASTM 1660. Such fuels, as a rule, have high storage stability.

 Thus, in accordance with the present invention, in order to increase the thermal stability of the present fuels, methods for producing fuels and / or processes in which as much as possible reactive olefins and compounds with heteroatoms are removed can be used.

The fuel may also contain additives that increase its thermal stability, including Dupont's JFA-5 at max. 3.42 / 10 ^-3 g / l (30 lbs / 1000 BBL). Additional additives may also be used in accordance with ASTM D 1655.

 Preferred fuels proposed by the applicant have a composition that can reduce soot formation, increase combustion efficiency and avoid flame detachment.

 As a rule, hydrocarbon paraffins assume the highest possible purity of combustion for jet fuels. Other most preferred hydrocarbons are naphthenes. Although olefins generally have good combustion characteristics, their low gumming resistance and thermal stability usually limit their use in turbojet fuels. In the present invention, their use is limited to 5 vol.% Or less. However, a content of 1% or less is preferred.

 If you do not use the advantages of the present invention, aromatic compounds have the least preferred combustion characteristics for aviation fuel. When used in aircraft engines, they burn with a smoky flame and release most of the chemical energy in the form of unwanted thermal radiation compared to other hydrocarbons. Naphthalenes or bicyclic aromatic substances emit more soot, smoke and thermal radiation than monocyclic aromatic compounds, and therefore represent the least preferred class of hydrocarbons for jet engines.

 For the compositions proposed in the present invention, the brightness measured using a luminometer, characterizing radiation and increasing flame temperature under certain conditions and depending on the type of hydrocarbon, is at least 45.

 Preferably, the smoke-free flame height, which is an indicator of the relative smoke-generating ability of jet fuels and depends on the type of hydrocarbon in the fuel, is at least 25 mm. As a rule, the higher the aromaticity of jet fuel, the more smoke gives a flame.

It is also preferred that the naphthalenes comprise no more than 3% by volume in the composition. Even lower concentrations of naphthalenes are more preferred. In accordance with the invention, naphthalenes include naphthalene, acenaphthalene and alkyl derivatives of these hydrocarbons in jet fuels containing not more than 5% of such compounds and having a boiling point below 316 ^° C (600 ^° F). Preferred naphthalene concentrations below 3%. Lower concentrations are even more preferred.

 Volumetric concentrations of aromatic substances are preferably less than 22 vol.%. The maximum concentration of aromatic substances in kerosene fuels is 20% or less. Lower concentrations are preferred. In the absence of the present invention, the combustion of highly aromatic jet fuels typically results in the formation of smoke and carbon or soot.

The hydrogen content of the fuel is also an important element of the present invention. In accordance with the invention, it is also preferable that the total hydrogen content is not less than 13.4 wt.% By weight of the fuel. The preferred concentration is 13.8 wt.%. A more preferred concentration is above 14 wt.%. Concentrations beyond these ranges are also possible. Fuel density is also an important characteristic when measuring fuel consumption and determining the mass / volume ratio for commercial operations. Thus, the proposed fuels should flow easily under normal operating conditions. The density of the fuel, in particular, is useful in empirical estimates of the calorific value, as well as other parameters, such as aniline point or distillation point. A low density may indicate a low specific heat per unit volume. The preferred density of the proposed fuels for jet engines is approximately from 750 to 840 kg / m at 15 ^o C.

 Similarly, the net calorific value of the proposed fuels, which determines the operation of the aircraft and its engine, depends on the efficiency of the conversion of heat into mechanical energy. As already noted, the net calorific value is higher in preferred embodiments of the present invention.

 However, embodiments of the present invention also consider the minimum calorific value. A minimum calorific value of 42.8 MJ / kg is considered. Higher calorific values are often preferred, including in excess of 43.0 MJ / kg. However, the unexpectedly high efficiency of converting heat into mechanical energy allows the use of fuels having a net calorific value below 42.8 MJ / kg, in particular with an increase in the volume content of the GHS component in the composition.

The volatility of the fuel, the ease of evaporation at various temperatures are determined by the parameters of distillation. A 10% distillate fraction provides an easy start. A 90% fraction limits the content of heavy fractions that make evaporation difficult. The preferred temperature of T-90 should not exceed 250 ^o C, although lower temperatures are somewhat more preferred.

 The vapor pressure of the fuel should be sufficient to prevent foaming, low fuel mobility and loss of light fractions through ventilation in the fuel tank at high altitudes. This is of great importance in relation to Jet B fuel, since it has high volatility.

 The viscosity of a fluid is a measure of its flow resistance. It is especially important in turbine fuels, since it characterizes both the relative ease with which fuel can flow or be pumped, and the ease of atomization during atomization. The minimum viscosity is also limited since some fuel pumps cannot operate satisfactorily if the viscosity reaches a particularly low value, in particular at low temperatures. Maximum viscosity is also limited, as it can cause excessive pressure losses in the piping system, as well as weak atomization of the fuel. Thus, the preferred viscosity of the proposed fuels should be sufficient to ensure its ability to pump under specified operating temperature conditions and comply with its spray pattern.

 It is also desirable to limit the content of mercaptan in order to prevent undesirable reactions with elastomers and to minimize unpleasant odor of mercaptan. According to the invention, the preferred sulfur content of mercaptan in the fuel is 0.003% or less.

 In the present invention, it is desirable to limit the sulfur content due to the formation of sulfur oxides during combustion, which can cause corrosion of the metal parts of the jet turbine. The preferred sulfur content is 0.3; 0.2-0.001, more preferably its absence.

Obtained during the implementation of the invention, the preferred result of the corrosion test on a strip of copper, 2 hours at 100 ^o C, should not exceed 1. This should mean that the fuel will not corrode copper or any copper-based alloy in any part of the fuel system.

 In order to avoid hydrolysis of certain oxygen-containing substances, corrosion and / or incompatibility of materials and / or to avoid problems associated with thermal stability, it is important to reduce the acidity of the fuel. Therefore, any residual mineral acid, alkali, acid, or acid-forming material / agent should be excluded from the process. When using acid or acid-forming compounds of HCS, an antioxidant and / or neutralizing agents should be used. In accordance with the invention, the preferred acidity of the proposed fuels should be minimal and not exceed 0.1 mg KOH / g

 It is also preferable to minimize the content of tar and non-volatile sediment remaining during the evaporation of the fuel. Larger amounts of tar indicate fuel contamination with higher boiling oils or particulate matter and usually reflect poor fuel use.

 The proposed fuels for jet engines can be used after storage for various periods in a variety of climatic conditions in accordance with ASTM.

The preferred flash point, characterizing the maximum temperature of fuel use and storage in the absence of fire, should exceed 38 ^o C or more. However, it is possible to use fuels with lower flash points.

 Flash point control is an important aspect of the present invention. If flash points are to be lowered by the addition of HCV compounds, substitute HCV compounds and / or the additive can also be used to increase the flash point. Other means of achieving acceptable flash points are also being considered. For example, the base fuel component can be distilled off at higher flash points so that the combination of HCS compounds and the base fuel matches the desired ASTM flash point. It has been found that lowering the overall concentration of some HCS compounds with a lower flash point can also be effective. The possibility of introducing other additives, including salts, surfactants and other substances that increase the flash point, is considered. It is also possible to introduce a co-solvent to solve problems associated with the flash point, vapor pressure, water solubility, and hydrolysis [77].

 It is generally preferred that the fuel does not contain surface active agents. However, in some cases, for example, to obtain emulsions or to increase the flash point, they can be used.

 Consider an illustrative example of aviation fuel for turbojet engines proposed in the invention (see table.A).

The use of aromatic substances and other agents described herein to modify distillation and volatility under certain application conditions is usually limited with respect to Jet A and Jet A1. Nevertheless, they can be used in permitted cases. The applicant notes that although aromatic compounds have some advantages for maintaining fuel stability and / or modifying volatility, their use for temperature control in Jet A or Jet A1 fuels is limited since the temperature T10 and the final boiling point of these fuels can vary only about 100 ^o C .

 If the undesirable effects associated with the use of aromatic substances, for example with the formation of free carbon, are significantly regulated in accordance with the invention, their use in other cases can cause excessive flame emission, smoke formation and destruction of elastomers. Therefore, their use should be limited or excluded if possible. However, one embodiment of the invention is the use of aromatic substances beyond the preferred concentrations while achieving a significant reduction in flame radiation, emissions, and the like.

LIQUID FUELS FOR GAS TURBINES AND RELATED SYSTEMS
The present invention specifically describes liquid fuels for gas turbines and their use as fuel components, including fuels that meet the relevant requirements of industry, gas oil turbine manufacturers, ASTM D 2880, etc. For example, the technical specifications ASTM D 2880-92 and D 396 and D 975 (including subsequent editions), relevant early technical specifications, relevant ASTM standards, test methods, military and international standards.

 The liquid fuels proposed in the present invention have the same advantages as fuels for aircraft jet engines, in particular, lower carbon formation, lower temperature and higher thermal efficiency. Thus, the present invention contemplates an unexpected decrease in radiation energy, a decrease in the temperature of the inner liner, and a corresponding increase in the lifetime of gasoline turbines. In addition, due to the higher total amount of heat, a significant improvement in the utilized energy was observed.

 When using fuels for gas turbines in comparison with its use in aircraft jet engines, special emphasis is placed on combustion efficiency, low pressure loss, long-term reliability, lower emissions for a wide range of fuels, including so-called "dirty fuels", ash deposits and corrosion of turbine blades .

 The main gas turbine combustion systems described in the present invention include the aforementioned aircraft jet engine systems and other combustion chambers, which are widely used in industry and in the production of energy on ships.

 Thus, the present invention contemplates combustion chambers, including diffusion flame combustion chambers, catalytic combustion chambers, and premix combustion chambers. In the present invention, catalytic combustion chambers are preferred.

 Unlike aircraft turbines, engine mass and portability are not critical. Traditional long-term reliability and availability of simple combustion chambers with multiple nozzles.

 As non-limiting examples of the fuel systems considered in the present invention, combustion chambers in which the primary combustion zone is depleted, or chambers intended for weak fuel combustion, turbo-charged marine turbo-engines intended for burning heavy bunker fuel, high-temperature gas turbines with intermediate gas dilution can be cited , high-temperature gas turbines with an intermediate high-temperature heat exchanger, high-temperature gas turbines with an inter chnym heat exchange and dilution gas, high temperature gas turbine with reheating etc.

 The main tasks to be solved by the fuels for gasoline turbines and combustion systems proposed in the invention are to improve the thermal efficiency, reduce the emission of harmful substances, reduce the deposition of harmful ash and control the corrosion of turbine blades.

 Non-limiting examples of liquid fuels for gas turbines proposed in the present invention include 4 types of liquid fuels specified in the specifications ASTM D 396 and D 975. This group also includes grade 0-GT, including naphtha with a low flash point. Despite the general analogy with fuels intended for use in aviation, in particular kerosene fuel, the fuels proposed in the invention for gas turbines have some differences, which will be discussed below.

 Nevertheless, the basic principles of combustion in jet engines and stationary gas turbines are similar. Thus, it is contemplated that the practice and / or any relevant description of aircraft jet turbines or a description of any of the fuels mentioned may be used in accordance with the invention.

 Example 62

 Liquid fuel for gas turbines, including a small proportion of UGS fuels, preferably containing dimethyl carbonate in an amount that improves combustion, and a lead-free metal-containing compound in quantities that improve combustion, and the bulk of liquid fuel for gas turbines, the resulting composition meeting ASTM D standards 2880, D 396, D 975, present and future.

 Example 63

 The example corresponds to example 62, in which the oxygen concentration in the resulting composition ranges from about 0.1 to 20.0 wt.%, More preferred oxygen content is from 2.0 wt.% To about 6.0 wt.% And still more preferably 4.0 wt.%.

 Example 64

The example corresponds to example 62, in which the temperature of the final boiling point or T90-temperature is reduced by 27.8, 55.6, 83.4, 111.2 ^o C (50 ^o F, 100 ^o F, 150 ^o F, 200 ^o F), so that the combustion temperatures are reduced.

 Example 65

The example corresponds to example 62, in which the temperature of the final boiling point or T90-temperature is reduced by 27.8, 55.6, 83.4, 111.2 ^o C (50 ^o F, 100 ^o F, 150 ^o F, 200 ^o F), so that the combustion temperatures turn out to be lower in combination with the presence of HCS compounds.

 Example 66

 The example corresponds to example 62, in which the composition comprises cyclic manganese compounds in an amount of from about 0.00026 to 0.5284 g Mn / l (0.001 to 2.00 g Mn / gal), preferably from 0.00026 g Mn / l to 0 13 g Mn / L (0.001 to 0.50 g Mn / gal), even more preferably from 0.033 to 0.099 g Mn / l (0.125 to 0.375 g Mn / gal).

 Example 67

 The composition of the liquid fuel for gas turbines containing UGS fuel as the main fraction, preferably including a combustion enhancing agent, a quantity of dimethyl carbonate and a combustion enhancing amount of tricarbonylcyclopentadienyl manganese, and a small fraction of gas oil for turbines, while the resulting composition complies with ASTM D 2880, D 396, D 975.

 Example 68

 The example corresponds to example 67, in which the oxygen concentration of the obtained composition is from about 0.01 to 50 wt.%. The preferred range of oxygen content is from 6.0 to 40.0 wt.% In the composition.

 Example 69

 The example corresponds to example 67, in which cyclic manganese compounds are present in the composition in an amount of from about 0.0164 to 0.73 g Mn / l (0.0625 to 3.00 g Mn / gal), preferably from 0.066 to 0.396 g Mn / l (0.25 to 1.50 g Mn / gal), even more preferably from 0.033 to 0.099 g Mn / l (0.125 to 0.375 g Mn / gal).

 Example 70

 UGS fuel and the basic fuel component selected from the group comprising the following grades of gas turbine fuels: 0-GT, l-GT, 2-GT, 3-GT, 4-GT. Moreover, the resulting fuels comply with ASTM D 2880 specifications.

 Example 71

 UGS fuel containing a combustion-improving amount of tricarbonylcyclopentadienyl manganese and a hydrocarbon component of a fuel selected from the group consisting of 0-GT, 1-GT, 2-GT, 3-GT, 4-GT liquid fuels for gas turbines, with the oxygen content in the resulting fuel 4 5 wt.%.

 Example 72

 The composition corresponds to example 71, in which the resulting composition meets the specifications of ASTM D 2880.

 Example 73

The composition of example 71, in which the final boiling point of the resulting composition, the temperatures T90 and T50 are lowered by at least 5.56 to 27.8 ^° C (10 to 50 ^° F), resulting in improved combustion and lower emissions.

 Example 74

 A combination of a fuel composition selected from the group consisting of grades 0-GT, 1-GT, 2-GT, 3-GT, 4-GT of gas turbine fuels and a liquid fuel combustion system for gas turbines, the resulting combination being characterized in that that said fuel contains a combustion-improving amount of dimethyl carbonate and a combustion-improving amount of tricarbonylcyclopentadienyl manganese (TCM), thereby reducing the formation of carbon in the primary combustion zone during combustion of said composition.

 Example 75

 The combination of example 74, which uses a means of atomization of fuel, resulting in an average droplet size of the fuel is less than 70 microns.

 Example 76

 The combination of example 74, which uses a means of atomization of fuel, resulting in an average droplet size of the fuel is less than 40-60 microns.

 Example 77

 Examples 75 and 76, in which the formation of free carbon is reduced so that the temperature of the inner lining is reduced with a corresponding increase in the service life of the turbine.

 Example 78

 Example 74, in which the combination further comprises means for lowering the boiling point of the composition, temperatures T90, T50 and T10, as a result of which the emission of harmful substances is reduced.

 Example 79

Examples 62-78, in which the compositions are burned in a gas turbine with a flame tube, while the gas temperature at the inlet of the turbine is less than 650 ^o C.

 Example 80

Examples 62-78, in which the compositions are burned in a gas turbine and a flame tube, while the temperature of the gas at the entrance to the turbine is less than 550 ^o C.

 Example 81

Examples 62-80, in which the compositions are burned in a gas turbine with a flame tube, the length of the dilution zone is from 1.4 to 2.0 (1.4 to 1.6) of the total length of the flame tube, at a gas temperature of the entrance to the turbine is less than 650 ^o C.

 Example 82

Examples 62-81, in which the composition is subjected to combustion in a turbine with a flame tube, the length of the dilution zone is approximately 1.5 of the total width of the flame tube at a gas temperature at the inlet of the turbine of less than 650 ^o C and with increasing pressure at the inlet and / or turbine rotation speed of 2-10% compared with existing systems.

 Example 83

Examples 62-81, in which the composition is subjected to combustion in a turbine with a flame tube, the gas temperature at the inlet to the turbine is 550 ^o C or less, with an increase in the inlet pressure and / or turbine rotation speed by 2-10% compared with existing systems under the same conditions.

 The physical properties of the fuel components proposed in this invention and the resulting liquid fuel, as a rule, correspond to those specified in the technical specifications ASTM D 2880, D 396 and D 975.

For example, experience with gas turbines has shown that the main problem is the ash content in fuels. So, it is necessary to regulate some chemical properties of fuel ash, since the slag-forming substances present in it can cause corrosion and precipitation on the parts of the turbine, which must operate at surface temperatures of 593 ^o C and above. One embodiment of the present invention is a fuel with low or no ash content.

 Above are various ASTM gas turbine fuel grades, including grades 0-GT - 4-GT. Grade 0-GT includes naphtha. Jet B and other light hydrocarbon fluids that have a low flash point and low viscosity compared to kerosene and liquid fuels. Grade 1-GT is a lightweight liquid fuel distillate suitable for use in almost all gas turbines. Grade 2-GT, which is a heavier distillate than 1-GT, can be used in gas turbines that do not require high purity of combustion, as for 1-GT fuel.

 Grade 2-GT may require a device to heat the fuel, depending on the design of the system or on the ambient temperature, or both of these factors.

 Additional grades of liquid fuel for gas turbines include the following: grade 3-GT, which may be a heavier distillate than grade 2-GT, or residual liquid fuel satisfying the low ash requirement, or a mixture of distillate with residual liquid fuel. When using the 3-GT grade in almost all installations, heating of this fuel is required.

 Grade 4-GT includes most of the residual fuels and some of the crude fuels. Due to the wide range of properties and the lack of control over the properties of 4-GT, it is desirable to clarify the properties of this variety before use.

 In accordance with the present invention can be used in various fuels for gas turbines, obtained in accordance with various specifications and marketed under various names. However, fuels complying with ASTM D 2880 are preferred.

 Preferred fuel components for gas turbines in accordance with the present invention are homogeneous mixtures of hydrocarbon fuels free from inorganic acids and from excessive amounts of solid or fibrous foreign substances, which may necessitate frequent cleaning. It is preferable that all grades of liquid fuel for turbines remain homogeneous under normal storage conditions and are not separated into light and heavy fractions outside the viscosity ranges of this grade.

 Liquid fuels for gas turbines in accordance with the invention are primarily hydrocarbons. It is also preferred that the fuel component of the liquid fuel for gas turbines does not contain contaminants. In the present context, contaminants are considered foreign substances that can cause difficulties in the use of fuel or lead to the fact that it will be less suitable or generally unsuitable for this application.

 The different grades of liquid fuel for gas turbines described in the present invention must satisfy the conditions presented in table. 2. The conditions for grades 1-GT and 2-GT in many respects correspond to the conditions for fuels 1 and 2 of ASTM D 396 and grades 1D and 2D ASTM D 975. The viscosity range for grades 3-GT and 4-GT covers the corresponding viscosity ranges for grades 4, 5 and 6 of ASTM D 396 and Grade 4D of ASTM D 975.

 In accordance with the present invention, it is necessary that the fuels meet ASTM D 396 and D 975 standards. Non-exclusive examples of suitable fuels that satisfy these conditions are presented in table. 2.

 It may be desirable to isolate non-manganese metals from the turbine fuel component. Nevertheless, the presence of even smaller trace amounts of other metals in liquid fuels for gas turbines can lead to improved long-term turbine service in terms of corrosion. However, the presence of extremely low amounts of non-GHS metal impurities can limit the suitability of the fuel or increase its cost. Thus, in accordance with the present invention, metals (except UGS metals) should not be present in the fuel when the content is higher than trace. For example, in liquid gas oil 0-GT and 3-GT, the content of vanadium (if it is not used as a UGS-metal) should not exceed 0.5 mg / kg, the content of sodium and potassium (if they are not used as a UGS-metal) in total, it should not exceed 0.5 mg / kg, the calcium content (if it is not used as an UGS metal) should not exceed 0.5 mg / kg. It is also preferred that the content of these metals does not exceed 0.05-0.001 mg / kg. However, it was found that the effect of harmful impurities or the effect of their introduction with UGS fuels can be significantly mitigated.

 Lead is not preferred when used in accordance with this invention and should be excluded whenever possible. However, it may be present in trace concentrations in gas turbine fuel components due to normal use, so that its content should not exceed 0.5 mg / kg, preferably 0.001 mg / kg.

It should be noted that sodium and potassium can be used in combination with vanadium to form eutectics that melt at temperatures as low as 566 ^° C and / or can be used in combination with sulfur to form sulfates having a melting point in the gas operating temperature range turbines.

These compounds lead to severe corrosion and, as a rule, are not used in gas turbines operating at a gas inlet temperature above 650 ^o C. In accordance with this, the total sodium and potassium content should be limited, however, the content of each element must be measured separately.

In gas turbines operating at gas temperatures at the turbine inlet below 650 ^{° C.} , corrosion due to the presence of sodium compounds is less important and can be further reduced if necessary by the addition of silicon-based additives, which is a preferred embodiment of the present invention.

 The use of sodium can be successful in some areas of turbine use, since it leads to improved solubility in water of sediments and, therefore, facilitates flushing the gas turbine with water to maintain the turbine performance.

 The present invention considers the possibility of practicing in sufficient quantities of sodium and potassium while lowering the inlet gas temperature for UGS-containing fuels for gas turbines.

 Calcium is not harmful from the point of view of corrosion; in fact, it inhibits the correlating effect of vanadium. Nevertheless, the presence of calcium can cause the formation of insoluble precipitates, which in themselves are not peeling off when the gas turbine is turned off and are poorly washed when washing the turbine with water. Due to the fact that the invention has reduced combustion temperatures, calcium precipitation is not a problem. However, the concentration of calcium in the fuel should not be excessive.

If you do not take advantage of the advantages of the present invention, vanadium can form compounds, such as vanadium pentoxide, which melts at 691 ^° C and can cause severe corrosion of all high-temperature alloys used in turbine blades.

In the presence of a sufficient amount of magnesium in the fuel, magnesium can combine with vanadium to form compounds with a high melting point and, thus, reduce the corrosion rate. In addition, the deposition of ash on the turbine can cause problems. Thus, a preferred embodiment of the invention is to lower the combustion temperature to a level of less than 650 ^o C.

It is also desirable in the presence of vanadium in amounts above trace, or in an amount of more than 0.5 mg / kg, or at a content recommended by turbine manufacturers, to maintain a mass ratio of magnesium to vanadium in the fuel of at least 3.0 to control corrosion. Moreover, at gas temperatures at the turbine inlet below 650 ^o C, when the corrosion of high-temperature alloys is less important, it is recommended to use additives based on silicon for prophylaxis to further reduce the corrosion rate by absorbing and diluting vanadium compounds.

Thus, a special task and a preferred example of the implementation of the present invention is the operation of devices that use the operation of the UGS fuel when lowering the inlet temperature of less than 650 or 600 ^o C. Acceptable operation of such devices when lowering the temperature of the inlet to the turbine is less than 550 or even 400 ^o C under favorable circumstances. It is assumed that these lower temperatures at the turbine inlet can be achieved by using the UGS fuels of the present invention, or by lowering the final boiling point and temperature T90 of the fractions by the method described below.

 In particular, the possibility of film cooling (effusion cooling) of turbine blades, if necessary, to reduce high-temperature corrosion is also considered.

When using the present invention, the preferred minimum flash point of fuels for gasoline turbines is 100 ^° C. For 3-GT and 4-GT grades, the minimum preferred flash point is 130 ^° C. Temperatures of less than 100 and 130 ^° C are also acceptable, but they are less preferred .

Preferred pour points of the fuels of the invention are 6 ^{° C.} lower than the ambient temperature at which the turbine operates, except in cases where a fuel heating device is used.

 The carbon residue is a measure of the carbon-containing materials remaining in the fuel after evaporation of all volatile components from it in the absence of air. In a rough approximation, there is a tendency for fuel to form carbon deposits on the combustion chamber of a gas turbine. Combustion systems designed to use 3-GT and 4-GT grades are insensitive to this phenomenon, but other gas turbines (including aircraft jet engines) typically impose a carbon limit. In accordance with the present invention, the carbon residue for the fraction of 10% of the distillate, expressed as% by weight of the ash in accordance with ASTM, usually should not exceed 0.15 for grades 0-GT and 1-GT and 0.35 for grades 2-GT. However, lower mass concentrations are preferred.

 By increasing the combustion rate and at lower combustion temperatures in accordance with the invention, carbon deposition can be more effectively controlled. Thus, mass concentrations of residues in the fuel beyond the limits indicated here may also be acceptable, since their effects are likely to be mitigated by the use of the present invention.

 In accordance with the present invention, in particular, a modification of the distillation temperatures is considered, especially in cases where this in practice leads to a decrease in the final boiling point or temperature 1-90, regulation or reduction of the temperature of T-50 and / or temperature of T-10 distillate fractions, which, in turn, leads to improved combustion, reduced formation of free carbon and / or smoke. It has been found that the modification of volatility / distillation temperatures also leads to a decrease in the formation of free carbon in the primary combustion zone, in particular in combination with the use of UGS fuels such as dimethyl carbonate and organometallic compounds.

 In accordance with the present invention, the kinematic viscosity approximately corresponds to or exceeds the viscosity specified in ASTM D 2880.

 Sulfur, which typically burns to form sulfur dioxide, can be partially oxidized to sulfur trioxide, which can then react with the sodium and potassium compounds present in the ash to form sulfates, pyrosulphates and compounds such as sodium trisulfate or potassium. Pyrosulphates and trisulphates are characterized by a melting point in the working interval of a gas turbine, therefore, these compounds cause severe corrosion of gas turbine blades.

 It has historically been considered impractical to prevent corrosion by limiting the sulfur content of the fuel, therefore this type of corrosion is regulated by limiting the sodium and potassium content. Excessive heat recovery gas turbines may require additional sulfur control to prevent cold corrosion.

 However, in accordance with this invention, it is desirable to limit the sulfur concentration as much as possible. Sulfur concentrations not exceeding 0.4 wt.% Are desired. Even more preferred are sulfur concentrations of from 0.1 to 0.05 wt.% And below. Contents such as 0.01% by weight are also preferred. Particularly preferred are fuels that do not contain sulfur or almost do not contain sulfur.

 However, in accordance with the present invention, which allows to achieve a lower combustion temperature, sulfur oxidation and associated corrosion problems are not so important and can be effectively controlled. In this case, higher sulfur concentrations are permissible under favorable practical circumstances.

DIESEL LIQUID FUELS AND SYSTEMS
As already indicated, the present invention contemplates a wide range of liquid diesel fuels and related systems. Non-limiting examples of fuel components and the resulting fuels, including fuels complying with ASTM D 975 (referenced), industrial, international specifications and / or EPA specifications, certification standards and / or regulations, present and future, synthetic diesel fuels, biodiesel fuels and others (see table 3). Non-limiting examples of diesel engines contemplated by the present invention include indirect injection engines, advanced indirect injection engines and advanced ignition diesel engines, direct injection engines, etc.

 Another example of the implementation of the present invention are fuels, including reformed diesel fuels, the quality of which corresponds to an industrial or state standard.

 Thus, in accordance with the invention, UGS fuels and the fuel component of diesel fuel are introduced, so that the resulting fuel meets the specified standards, present and future. In accordance with the present invention, the manganese content in the obtained diesel compositions can vary from 0.0026 to 2.6 g Mn / l (from 0.001 to 10.00 g Mn / gal); 0.0026 to 1.84 g Mn / l (0.001 to 7.0 g Mn / gal); from 0.0026 to 1.32 g of Mn / l (from 0.001 to 5.0 g of Mn / gal); from 0.0026 to 1.05 g Mn / l (from 0.001 to 4.0 g Mn / gal); from 0.0026 to 0.92 g Mn / l (from 0.001 to 3.5 g Mn / gal). The optimal manganese content, apparently, is less than 1.32 g Mn / l (5 g / gal), less than 0.79 g Mn / l (3 g Mn / gal) or even up to 0.66 g Mn / l ( 2.5 g / gal). However, concentrations greater than 2.6 may also be used; 3.3; 3.9; 5.3; 6.0; 6.6; 6.8; 7.0; 7.3; 7.9; 8.3; 9.2; 10.5; 13.2 g Mn / l (10, 12, 15, 20, 22, 25, 26, 27, 28, 30, 31, 35, 40, 50 g Mn / gal). To improve combustion, a preferred range of manganese is from 0.0026 to 0.79 g Mn / l (from 0.001 to 3.00 g Mn / gal). Other concentrations may be equal to or greater than 0.0396; 0.00729; 0.0165; 0.033; 0.066; 0.0726; 0.099; 0.132; 0.165; 0.198; 0.235; 0.264; 0.298; 0.33; 0.363; 0.396; 0.432; 0.495; 0.528; 0.561; 0.594; 0.629; 0.66; 0.693; 0.726; 0.752 g Mn / L (0.15625; 0.03125; 0.0625; 0.125; 0.25; 0.275; 0.375; 0.50; 0.625; 0.75; 0.875; 1.0; 1.125; 1.25; 1.375; 1.5; 1.625; 1.874; 2.0; 2.125; 2.25; 2.375; 2.5; 2.625; 2.75; 2.875 g Mn / gal). A preferred range is from about 0.0026 to 0.0039 g Mn / l (0.01 to 1.50 g Mn / gal). Another preferred range is from about 0.0026 to 0.0013 g Mn / l (0.01 to 0.50 g Mn / gal). Lower concentrations from 0.00026 to 0.066 g Mn / L (0.001 to 0.25 g / gal) can also be used. Intervals greater than 0.165 g Mn / L (0.625 g / gal) may also be used.

 However, as indicated above, the higher the concentration of oxygen contained in the fuel, especially in conjunction with UGS compounds, the higher the permissible concentration of manganese. Manganese concentrations can also be increased for heavier fuels. With the combined use of compounds of UGS and manganese, a synergy of their action is observed, in particular, with a decrease in the temperature of T-90. The final composition of the composition is determined by various technical specifications for the fuel, operating conditions, environmental requirements and combustion systems.

 As noted in the invention, the preferred oxygen content in the GHS components, which leads to good results, typically exceeds at least 1 wt.% By weight of the diesel composition, and may be equal to or greater than 1.5, 1.75, 2 , 0%, which is preferred. However, in accordance with the present invention, lower oxygen concentrations are considered, including concentrations of less than 0.01% by weight.

 In accordance with the present invention, oxygen concentrations of from 0.01 to 0.05 wt.% Are acceptable. Oxygen concentrations of from 0.01 to 1.5% by weight are preferred. Most preferred are oxygen concentrations of from 0.5 to 5.0 wt.% And above 1.5, and somewhat more preferred 1.5 wt.%. Acceptable oxygen content ranges in cases where the UGS fuel is a significantly smaller portion or slightly larger portion include oxygen concentrations of 5.0, 10, 15, 20% or more. In larger diesel engines, including diesel locomotives, marine engines and large stationary industrial engines, it is preferable if the fuel contains 2 wt.% Oxygen or more. In known applications, maximum oxygen limits are not indicated. Therefore, in accordance with the present invention, oxygen concentrations are considered that maximize the advantages of the present invention.

Surprisingly, it was found that emissions from the combustion of diesel fuel, including particulate matter, HC, CO, and NO _x , are substantially reduced when using the present invention. Such a decrease, apparently, is closely associated with an increase in the rate of combustion and a decrease in the temperature of combustion due to the present invention. Unexpectedly, it was also found that due to an increase in the burning rate and a lower combustion temperature, it is possible to control the noise of the diesel engine without affecting the economy and emissions.

The properties of commercial distilled diesel fuels depend on how they are refined and the nature of the crude oil from which they are derived. So, they can vary both from region to region, and within the region of their receipt. Such fuels, as a rule, have a boiling point in the range from 163 to 371 ^o C (325-700 ^o F). Their properties can be various combinations of volatility, flash point, viscosity, sulfur content, density and other characteristics. As already indicated, the fuels in accordance with this invention include the following grades.

 The low-sulfur grade 1-D, which has a special purpose and is a light distillate for automotive diesel engines requiring low sulfur and higher volatility than the volatility of the low-sulfur grade 2-D, complies with 40 CFR Part 80.

 A general-purpose low-sulfur grade 2-D, a medium distillate, for automotive diesel engines requiring low-sulfur fuels. This grade is also suitable for other applications, especially in conditions of changing speed and load. This grade also complies with CFR Part 80.

 Grades 1-D and 2-D are similar in purpose to the corresponding grades with a low sulfur content, except that the sulfur content in them is not strictly regulated.

 Grade 4-D, which is a heavy distillate or a mixture of distillate and residual oil, designed for low and high speed diesel engines in non-automotive applications, including preferably a constant speed and load.

 Type CB - diesel fuels for city buses and similar applications.

 Type Т-Т - fuel for diesel engines of trucks, tractors and similar means.

 Type R-R - fuel for railway diesels.

 Type S-M - heavy distillate and residual fuel for large stationary and marine diesel engines.

 In accordance with the invention, hydrocarbon compositions are intended to maximize the benefits of their use in terms of ignition quality, calorific value, volatility, density, oxidation resistance, and the like. with a corresponding positive effect on energy, efficiency, wear resistance, sedimentation, starting and smoke in diesel engines.

 Since diesel fuels are complex mixtures of various individual hydrocarbons, it is also important in accordance with the present invention to formulate such diesel fuel in which the burning rate is maximized and / or the combustion temperature is lowered.

 It should be noted that when using UGS-diesel fuels, the ignition quality usually improves, which, in turn, has a positive effect on starting at low temperatures, heating, combustion, acceleration, deposition of precipitation in difficult and light road conditions and the density of exhaust smoke. Requirements for the quality of the ignition in the engine depend on its design, size, mechanical conditions, operating conditions, atmospheric temperature and altitude. Nevertheless, an improvement in the quality of ignition above the required level will not lead to a significant improvement in engine performance.

 In accordance with the present invention, preferably a cetane number of 30, preferably also a cetane number of 40 or higher, especially in low sulfur fuels 1-D and 2-D. The optimum cetane number in accordance with the present invention is more than 48. Cetane numbers greater than 60 or 70 are also preferred.

 In practice, it is also preferable when using low-sulfur diesel fuels D-1 and D-2 to use the minimum cetane number index, the limit of the content of higher aromatic components 40 (as measured by ASTM D 976) or the content of aromatic substances not exceeding 35 vol. % (according to ASTM D 1319). Even lower aromatic contents are preferred, as already indicated. Preferred contents are not higher than 30 vol.%, More preferred less than 20% and most preferred less than 10%.

 However, it is important that the cetane number is not too high, which can lead to an increase in the emission of dispersed particles regardless of the injection time. Ignition quality is measured according to ASTM D 613, Test Method for Ignition Quality of Diesel Fuels by Cetane Method.

 Example 84

 A composition comprising a combustion-improving amount of UGS fuel (preferably containing diethylene glycol dimethyl ether), a combustion-improving amount of a tricarbonylcyclopentadienyl manganese compound and a base diesel fuel.

 Example 85

 The composition of example 84 containing a combustion-improving amount of methylene dimethyl ether.

 Example 86

 The composition of example 84 containing a combustion-improving amount of dimethyl ether.

 Example 87

 Combination of diesel fuel complying with ASTM D 975 and a diesel combustion system; this combination is characterized in that the fuel contains a combustion-improving amount of dimethyl carbonate and / or methylene dimethyl ether, as well as tricarbonyl cyclopentadienyl manganese in concentrations from about 0.00026 to 0.66 g Mn / l (from 0.001 to 2.5 g Mn / gal) s obtaining fuel characterized by improved thermal efficiency and / or efficiency.

 Example 88

Diesel composition No.2, which is a small amount of combustion-improving dimethyl carbonate and cyclic manganese tricarbonyl and the bulk of the base diesel fuel, so that the resulting fuel has a cetane number from 42 to 50 (preferably substantially higher), aromatic content less than 28 vol.% ( preferably less than 20%), more preferably 15%, most preferably less than 10%), a T-90 temperature of 293-315 ^o C (560-600 ^o F) (more preferably less than 282, 271, 260 ^o C (540, 520 500 ^o F or below), the contents Ser from 0.08 to 0.12 wt.% (more preferably 0.05% or no sulfur content), a density of API 32-37 (more preferably higher) and minimum flash point 54,4 ^o C (130 ^o F) .

 Example 89

Diesel composition No.2, which is a small amount of combustion-improving dimethyl carbonate and cyclic manganese tricarbonyl and the main amount of base diesel fuel, so that the resulting fuel has a cetane number from 48 to 54 (preferably substantially higher), the aromatic content is less than 10 vol.%, a T-90 temperature of 238-271 ^° C (460-520 ^° F) (more preferably less than 218 ^° C (425 ^° F or lower), a sulfur content of 0.08 to 0.12 wt.% (more preferably 0 , 05% or no sulfur content), density according to API 40-44 (bol preferably higher) and a minimum flash point of 49 ^° C (120 ^° F).

 Example 90

 Examples 88-89, in which the fuel meets ASTM D 975.

 Example 91

 A diesel engine operating method comprising injecting fuel from Examples 88-90, including substituted fuel No. 5 (heavy), by means of a direct injection system for high pressure fuel, at pressures ranging from 30 to 120 MPa, with an average particle size of the vapor of less than 70 microns, more preferably 40-60 microns, with an increase in the burning rate.

 Example 92

 Examples 80-91, in which the combustion system further comprises a turbocharger, an exhaust gas recirculation (EGR) system, while the fuel injection system uses flow sensors to control the speed of fuel injection and / or distribution of ignition times.

 Example 93

 Examples 80-92 in which the resulting exhaust emissions comply with US EPA Clean Air Act, including 42 USC 7545 and subsequent.

 In accordance with the present invention, ignition promoters can be used individually and / or in combination with UGS compounds, in particular fuels that require a higher ignition temperature, which lengthens their ignition period. Such promoters include di-tert-butyl peroxide, alkyl peroxide, alkyl hydroperoxide, alkyl nitrate additives including ethyl hexyl nitrate and isopropyl nitrate, 2,5-dimethyl di (tert-butyl peroxy) hexane, tert-butyl cumyl peroxide, di (tert-arylamyl) peroxide, tert-butyl , tertamylhydroperoxide and mixtures thereof.

 In accordance with the present invention, when using diesel fuels, it is preferable if the aromatic content and the temperature of T-90 are as low as possible.

 In accordance with the present invention, it is preferable if the high mixing rate and the ignition delay are combined with a pre-mixed homogeneous UGS-containing fuel, if possible. However, extreme values should not be used, so that this does not lead to structural problems due to increased pressure in the cylinders.

 The present invention also contemplates several engine modifications, including modified designs of combustion chambers, distribution of ignition moments and characteristics noted above, in particular boost or turbocharger, especially in combination with the use of a direct injection engine, as well as using exhaust gas and exhaust gas recirculation after systems their processing, including traps, oxidizing traps, regenerative oxidizing traps and catalysts.

 Example 94

 Low emission diesel fuel No.2, having a minimum cetane number of 52, a maximum sulfur content of 350 ppm (most preferably less than 0.05 wt.%), An aromatic content of less than 30 vol.% (More preferably less than 15%), a combustion-improving amount of dimethyl carbonate; and a combustion-improving amount of cyclic manganese tricarbonyl.

 Example 95

A low-emission diesel fuel with a minimum cetane number of 52, a maximum sulfur content of 100 ppm, an aromatic content of less than 12 vol.%, A temperature of T90 475 ^o F, a bromine number of 0.10, a combustion-improving amount of dimethyl carbonate from 0.5 to 4 , 0 wt.% Oxygen and a combustion-improving amount of cyclic manganese tricarbonyl.

 Example 96

The fuel composition in accordance with examples 94-95, in which the aniline number is less than 62.8 ^o C (145 ^o F).

 Example 97

A low emission diesel fuel grade having a minimum cetane number of 62, a maximum sulfur content of less than 0.01 wt.%, An aromatic content of 10%, an olefin content of 41 wt.% (Preferably less than 10%), a temperature of T-90 268 ^o C (514 ^° F), bromine number 0.10, aniline number less than 62.8 ^° C (145 ^° F), a burning amount of dimethyl carbonate and / or diethylene glycol dimethyl ether (or diethylene glycol diethyl ether), and a burning amount of cyclic manganese tricarbonyl.

 Example 98

The composition of example 97 for combustion in engines of heavy trucks with the allocation of HC, CO, NO _x and dispersed particles, respectively 1.3; 15.5; 4,5; 0.10 g / hp • h.

 In accordance with the present invention, diesel fuels have sufficient calorific value for efficient operation of diesel engines with improved thermal efficiency. The density of the fuel in combination with its volatility provides useful information about the composition of this fuel, which, in turn, affects its calorific value, power and economy, precipitation, wear and gas emissions.

 As a rule, the power and efficiency of diesel engines are not directly dependent on the volatility of the fuel, although the less volatile fuels proposed in the invention usually have a higher calorific value and, therefore, indirectly affect working factors. On the other hand, start-up and warm-up improve with high volatility, and precipitation, wear and exhaust gas in some engines increase to 90% and final values.

 Thus, in accordance with the present invention, a modification of the volatility of diesel fuels, lowering the final boiling point, temperatures T-90, T-50 and T-10 and others are proposed to improve the efficiency of combustion and / or reduce the emission of harmful substances. Most preferably, the reduction of the final boiling point and the temperature of T-90.

 An example of the present invention are fuels, including diesel fuels, which meet the emission standards of ASTM, CAA and other national standards, present and future.

Viscosity of diesel fuel can affect the operation of fuel systems. Low viscosity can lead to excessive wear on some injection pumps and loss of power due to leakage of the injector pump. High viscosity can lead to excessive pump resistance or destruction of the filter. Viscosity also affects fuel atomization. So, in the present invention, the viscosity measured in mm / s at 40 ^{° C.} should have a minimum value of 1.3; 1.9; 1.3; 1.9; 5.5 for a diesel grade low sulfur 1-D, low sulfur 2-D, 1-D, 2-D, 4-D, respectively. Maximum values should not exceed 2.4; 4.1; 2.4; 4.1; 24.0 for diesel grades with low sulfur content 1-D, low sulfur content 2-D, 1-D, 2-D, 4-D, respectively. However, in particular, it should be noted that viscosities outside these ranges are also acceptable in the present invention, in particular in combination with the described HCV compounds, fuels and / or mechanical means of the present invention.

In accordance with the present invention, fuels that do not contain additives to lower the pour point have a pour point of 3 ^° C (5 ^° F) to 15 ^° C (25 ^° F) below the turbidity point.

In accordance with the present invention, minimum flash points of 38 ^° C for grades 1-D and 52 ^° C for grades 2-D and 4-D are preferred. However, flash points outside these ranges are also acceptable.

 Acceptable sulfur content is 500 ppm in accordance with the present invention, but lower concentrations are preferred. Most preferred concentrations are 50 ppm or less. The mass sulfur content is preferably 0.05% or less, sulfur concentrations of 0.05 mass% or less are required for grades with a low sulfur content of 1-D and 2-D.

 In accordance with the present invention, the carbon residue in a 10% vat residue in% by weight usually does not exceed 0.15 for grade 1-D and 0.35 for grade 2-D. However, lower concentrations are preferred. In accordance with the present invention, the maximum ash content according to ASTM D 482 is 0.01 wt.%, With the exception of grade 4D, for which it is 0.1 wt.%. Lower ash content is preferred. However, the low combustion temperatures in accordance with the present invention mitigate the problems associated with the presence of ash.

 In accordance with the present invention, the ASTM D Copper Strip Tarnish Test test result is maximum No.3.

 One example of the implementation of the present invention are diesel fuels, anhydrous or substantially anhydrous, unless injection of a mixture of a fuel / UGS / water compound or emulsions thereof is used.

 It is also preferable if the diesel fuels in accordance with the present invention contain a reduced amount of oxidation products that are formed during storage and can, in turn, cause the formation of deposits, clogging of the filter and the deposition of varnish on the fuel pump and parts of the injector.

 In accordance with the present invention, additives are considered, including ignition improvers, an oxidation inhibitor, biocides, scale inhibitors, metal passivators, yield point reducing agents, demulsifiers, smoke reducing agents, dispersant detergents, conductivity improvers, dyes, anti-icers and additives to reduce or control precipitation at the fuel injector.

 For example, consider a Texas-based detergent dispersant, which is an amine-substituted high molecular weight derivative of polyisobutylene TFA 4681. In practice, additional additives are also used to preserve fuel injectors and valves, including dispersant detergents, including fuel-soluble salts, amides, imides, oxazolines and esters of long chain bicarboxylic acids substituted with aliphatic hydrocarbons or their anhydrides, long chain aliphatic hydrocarbons with attached polyamines, Assortments Mannich condensation formed by the condensation of phenol, substituted with a long chain aliphatic hydrocarbon with an aldehyde, preferably formaldehyde, or similar additive.

 Substances that reduce the formation of smoke, including organic barium compounds, in particular barium carbonate, on the basis of which barium sulfonates, N-sulfinylanilines, are also used.

 Additional substances to control sedimentation include polyetheramine manufactured by Oronite Chemical OGA-480, polyalkenylsuccinimide manufactured by Ethil Corp. under the name HITEC 4450, polyisobutyleneamine manufactured by Oronite Chemical OGA-480 and others.

 Examples of additives to diesel fuels, their classes and functions are presented in table. 4. When using any system that uses different additives, precautions should be taken to avoid the incompatibility of additives and undesired interactions that may have undesirable effects.

In accordance with the present invention, the use of grade 2-D or its equivalent with a low sulfur content at an ambient temperature above -7 ^o C (+20 ^o F) is recommended. At very low temperatures, the use of grade 1-D or its equivalent with a low sulfur content is recommended, which usually leads to the formation of fewer paraffin crystals and has lower fogging and pour point.

In accordance with the present invention, the use of 2-D fuel that is winter or air-conditioned is recommended. Such fuels can be obtained by diluting grade 2-D with grade 1-D or kerosene to reduce turbidity and pour point. Preferably, the turbidity point (the point of occurrence of paraffin) is 6 ^° C (10 ^° F) greater than the ten percent minimum ambient temperature of the area in which the fuel will be used.

 In accordance with the present invention, pour point reducing agents or flow improvers or paraffin modifiers can be used to change the size and / or shape of paraffin crystals and thereby minimize the problems associated with cold weather. The type and concentration of the additive must be optimized for each specific fuel, and the additive must be thoroughly mixed with the fuel at temperatures well above the turbidity temperature. Therefore, such additives are most effective if they are mixed by fuel suppliers, and not on-site equipment. These additives cannot lower the turbidity temperature, but they can lower the temperature at which the fuel filter clogs due to the presence of paraffin crystals.

 Fuel properties that are most closely associated with exhaust emissions include aromatics, volatility, density, viscosity, cetane number, and the presence of certain elements (e.g., hydrogen and sulfur). The increased content of aromatic substances causes an increase in the formation of dispersed particles (in particular, soluble organic particles) and the emission of hydrocarbons. However, in accordance with the present invention, an increase in the rate of combustion and / or a decrease in the combustion temperature of the CMT greatly alleviates the problems associated with the properties of the fuel leading to the release of compounds, including the presence of aromatic compounds in diesel fuel.

 One of the objectives of the present invention is to reduce the undesirable effects associated with the release of hydrocarbons in diesel fuel, since, according to the applicant, this problem is not completely resolved.

 Higher distillation temperatures of components with lower vapor pressures (for example, T-50 and T-90 temperatures) usually result in a greater release of particulate matter, although for normal ranges of aromatic content and volatility, the effect of volatility is often small. Fuel density, viscosity, cetane number and hydrogen content usually depend on volatility and aromatic content.

 In the present invention, it has been found that it is desirable to keep the carbon / oxygen ratio below 0.5 as an effective means of further controlling the emission of particulate matter.

 The present invention suggests that the use of advanced lubricants and technologies is an additional means of reducing particulate emissions.

Until now, it was believed that the emission of NO _x and CO is independent of the modification of the properties of the fuel. However, as shown in the present invention, due to the improved burning rate and lower combustion temperatures, it was possible to unexpectedly reduce the emission of both NO _x and CO. This is another significant step forward in comparison with the known technical solutions.

EXAMPLES
In order to illustrate the features and objectives of the invention, a series of tests of gasoline fuel was carried out. The author notes that these tests were carried out in an internal combustion engine with spark ignition, however, the main features of the invention, namely those that lead to an increase in the fuel burning rate and lower reaction temperature, are applicable to all combustion systems considered by the author, as will be shown below .

FUEL STUDIES
A. Fuel with MEON: 0.033025 g of manganese in the form of methylcyclopentadienyltricarbonyl manganese (MMT) per liter of composition, 5 vol.% Methanol, 5 vol.% Ethanol, the rest is base unleaded gasoline.

 B. Iso / hex fuel: 0.033025 g of manganese in the form of MMT per liter, 10 vol.% Isopropanol, 10 vol.% Hexanol, the rest is base unleaded gasoline.

 B. Fuel with MTBE: 0.033025 g of manganese in the form of MMT per liter, 14.6 vol.% MTBE, the rest is base unleaded gasoline.

 G. Fuel with DMK: 0.033025 g of manganese in the form of MMT per liter, 4.6 vol.% Dimethyl carbonate, the rest is base unleaded gasoline.

 D. Fuel with methylal: 0.033025 g of manganese in the form of MMT per liter, 7.2 vol.% Methylal, the rest is base unleaded gasoline.

 E. Fuel with THF: 0.033025 g of manganese in the form of MMT per liter, 1.6 vol.% Tetrahydrofuran, the rest is base unleaded gasoline.

 G. Fuel with a high content of manganese (Mn): 0.5284 g of manganese in the form of MMT per liter, 5 vol.% Methanol, the rest is base unleaded gasoline.

 H. Fuel with manganese: 0.033025 g of manganese in the form of MMT per liter, the rest is base unleaded gasoline.

 H. Base fuel: unleaded gasoline (clean fuel).

TEST METHOD
These fuels were tested on a Chevrolet С1500 freight pickup truck, manufactured in 1988, with a 350 CID M-8 engine, which has a throttle-body fuel injection system and fuel regulation with an oxygen sensor and a closed loop. Using this oxygen control system provides the ability to adjust stoichiometry to compensate for changes in the oxygen content in various samples of the test fuel. This feature eliminates deviations in the amounts of hydrocarbons (HC) and nitrogen oxides (NO _x ) caused by different oxygen contents. In other words, the studied sample of a fuel with a high oxygen content, at which the combustion is lengthened, does not necessarily produce more or less emissions than a fuel that contains little oxygen or does not contain oxygen.

 The engine heads and valves were cleaned before each test. In addition, a new oxygen sensor and new spark plugs were installed.

Two (2) main tests were performed on each fuel sample. In the first test ("Test 1"), the emission of hydrocarbons and NO _x from the engine was measured for forty (40) hours at steady state, 1000 rpm, without load. The goal of such a steady-state test without load was to identify the release of the most dangerous hydrocarbons (HC) over time, in particular, the release of manganese oxides. It is known that at low loads, at idle, excellent conditions are created for enhanced formation of oxides, and their conversion into hydrocarbons increases over time. Thus, the accelerated formation of manganese oxide during the test leads to the decomposition of the released hydrocarbons.

Prior to supplying each new fuel sample under study, a clean engine was started on the base fuel (“clean fuel”) until the emission of spent substances stabilized. This usually requires 3 to 6 hours of steady state operation. The evolution of hydrocarbons and NO _{x were} periodically measured using Beckman spent particle analyzers. Table 5 shows the final test results.

The second test ("Test 2") was carried out immediately after the first test with the same fuel on the same, still warm engine. The second test was carried out on a vehicle using a stationary dynamometer on the chassis. The measurements were carried out at a speed of 80.5 km / h (50 mph) at various recorded loads, i.e. from 15 to 24 horsepower (hp). In this test, the difference was measured in combustion temperatures, fuel economy, HC and NO _x emissions. The test is intended to detect an increase in thermal efficiency that could lead to increased fuel economy and lower emissions. The final results are shown in figures 1-6.

 Table analysis 5.

 In the table. Figure 5 shows the data on the emission of HC in test 1. The data in Table 5 show a moderate increase in the emission of HC on clean fuel. This is evidenced by the usual deposition of hydrocarbons on cylinder walls, etc. as a result of test 1 with a low load at idle. Base fuel test results are a baseline for comparison with other fuels. The increase in HC emission above the initial level is probably due to the deposition of manganese oxide when using fuel containing manganese.

 In the table. 5 shows that all fuel samples containing manganese, with the exception of ecological fuels proposed in the invention, have a higher increase in HC emission and / or a higher amount of HC at the final stage compared to pure base fuel. The largest increase was obtained for fuels with a high Mn content.

 In contrast, fuel samples supplemented with iso / hex, MEON, MTBE, methylal and DMK do not emit as much HC as fuel with manganese (3,390 ppm) (column D). The level of HC emission with these types of fuel is significantly lower, namely from 2953 to 2024 million hours. for fuels with MEON and ISO / hex additives, respectively. It was unexpectedly found that the release of hydrocarbons for fuel with additives of iso / hex, MEON, MTBE, methylal and DMK (column D) is also lower than the allocation for basic (pure) fuel (3076 ppm).

 Thus, Table 5 shows that the increase in HC emission (in two cases there is a decrease) for USG fuel becomes significantly lower. In other words, the HC emission for USG fuel is lower than for the base fuel. This is due to their increased thermal and combustion efficiency.

 It should be noted that USG fuel with the addition of ethylal or DMK showed a decrease in HC emission during the entire test. On average, over a long time, the situation with the emission of hydrocarbons has really improved. This is an unexpected result under any circumstances.

 It was noted that changes in HC emissions during the last 20 hours of testing (column B) are in good agreement with the expected amount of oxide deposits for fuel samples containing manganese. Samples of fuels with manganese, with a high manganese content and with THF are characterized by significantly higher HC emissions at the last stage (column D) (3390, 6554 and 4130 ppm, respectively) compared to the base fuel (3067 ppm).

 Thus, fuel samples with manganese, THF, and a high manganese content are characterized by oxide deposits and a more significant increase in HC emission over time. On the contrary, the proposed USG fuels do not differ in such an increase due to the absence of manganese oxide deposits.

 Description of figures 1-6 with the results of Test 2.

 Figure 1. Differences in combustion temperatures.

 The graph compares the temperature of the engine exhaust gas (TWG) for fuel samples - basic and with the addition of manganese, MEON, MTBE, methylal and DMK depending on the engine load. In Test 2, the engine had a load corresponding to a speed of 50 mph to detect differences in the combustion temperature of the fuel, measured by the temperature of the exhaust gas (TWG) of the engine.

With a recorded load of 15 hp the combustion temperatures of the base fuel and the fuel with manganese are the same and are 375 ^o C (707 ^o F), while for fuel samples with the addition of DMK, MEON and methylal they are 381, 383 and 384 ^o C (717, 722 and 724 ^o F) respectively. For fuel with MTBE tested with a load of 16 liters. ^C. , the temperature is 398 ^o C (749 ^o F). Thus, the temperature of the exhaust gas for the base fuel and fuel with manganese at a load of 15 hp lower by 5.56 ^o C (10 ^o F) than for fuels with DMK, by 9.45 ^o C (17 ^o F) than for fuels with methylal, by 18.9 ^o C (34 ^o F) than for fuel with MTBE (extrapolation). At loads over 15.5 hp fuel samples with MEON, DMK and methylal have lower combustion temperatures than base fuel and fuel with manganese. With loads over 16.5 hp MTBE fuel has a lower combustion temperature. Thus, at medium and low loads, the base fuel and fuel with manganese have lower combustion temperatures.

With increasing load over 15.0 hp the combustion temperatures of the base fuel and fuel with manganese increase sharply. The increase is most observed for fuel with manganese. For example, with a load of 20 hp the combustion temperature of the base fuel is 442 ^o C (828 ^o F), and the extrapolation of the temperature of combustion of fuel with manganese at the same load is 460 ^o C (860 ^o F).

In contrast, for fuel samples with MEON, MTBE, methylal and VHI, a lower growth rate of TWG is observed. For example, with a load of 24 hp for fuel with MEON, methylal and VHI, a lower growth rate of TWG is observed. For example, with a load of 24 hp for fuels with MEON, methylal and MTBE, close values of 418, 424 and 426 ^o C (785, 795 and 798 ^o F) are observed, respectively. Similarly, for fuel with MTBE, an even lower rate of temperature increase is observed, which at 22 hp 414 ^o C (778 ^o F).

The most significant aspect of FIG. 1 is a significantly slower increase in temperature compared to base fuel and manganese fuel after reaching a load threshold of 15.5 to 16.5 hp. For example, figure 1 shows that at a load of 20 hp TWG for fuel with manganese is 40 ^o C (104 ^o F) higher than for fuel with MEON. In addition, FIG. 1 shows that fuel samples containing both Mn and an oxygen-containing compound (i.e., MEON, MTBE, methylal and DMK) also have lower combustion temperatures than the base fuel. For example, the temperature of fuel combustion with MEON is 22 ^o C (72 ^o F) lower than that of the base fuel. In FIG. 1 shows that the higher the load, the greater the difference in TWG for two classes of fuel. Figure 1 shows that under load conditions, fuel samples containing oxygen-containing additives unexpectedly exhibit lower combustion temperatures.

 Figure 2. Combustion temperatures and hydrocarbon evolution.

 This graph shows the evolution of hydrocarbons during Test 2 as a function of the temperature of the exhaust gas (TWG) of the engine; the graph shows the direct correlation between the emission of hydrocarbons and the temperature of the exhaust gas of the engine. This dependence is most significant for fuel samples with MEON, MTBE, methylal and DMK. Figure 2 shows that the increase in HC emission with the growth of TWG for fuel samples with various oxygen-containing compounds is greater than for fuel samples that do not contain oxygen compounds. Figure 2 shows that with a decrease in the temperature of combustion of the fuel with this oxygen compound, the emission of hydrocarbons decreases.

 The graph of figure 2 deserves attention, since it shows the degree of dependence of changes in hydrocarbon evolution from changes in combustion temperature for all types of fuel. It can be seen that the base fuel and fuel with manganese are not as sensitive as the samples of fuel with oxygen-containing additives.

Figure 3. Combustion and NO _x temperatures.

This graph shows the dependences of NO _x emission on TBG. As in FIG. 2, Fig. 3 shows the direct and significant dependence of the NO _x emission on TBG for fuel samples with the addition of MEON, MTBE, methylal, and DMK. This graph clearly shows that at lower TWGs, in particular, for fuels with MEON, MTBE, methylal or DMK additives, the emission of NO _{x is} much less than for base fuels and fuels with manganese. Figure 3 also deserves attention, since it shows the degree of dependence of the emission of NO _x for USG fuel samples with the addition of oxygen-containing compounds from the change in the combustion temperature. It can be seen that the base fuel and fuel with manganese are also not sensitive, as in the case of HC extraction. However, USG fuel samples with oxygen-containing additives having lower combustion temperatures unexpectedly showed reduced NO _x emissions.

 Figure 4. Recorded combustion rate.

 This graph shows an indirect measurement of the rate of combustion through a measurement of fuel economy. It is known that increased fuel economy, the absence of an increase in power consumption, are indirect indicators of a possible change in the flame propagation speed. Figure 4 shows the dependence of fuel economy in miles per gallon (miles / gal) (or 0.42566 kilometers per liter, km / l) on the recorded load (hp). Figure 4 shows a significant difference in fuel economy (ET) between the base fuel and samples of fuel with oxygen-containing additives at different loads, at average loads less than about 12.5 l / s (extrapolation) for fuel with MTBE, 14.5 l / s for fuels with DMK and 16.0 l / s for fuels with MEON or methylal base fuel shows excellent fuel economy. However, with loads exceeding approximately 13.0 to 16.0 hp, fuel economy for fuels with MTBE, DMK, methylal and MEON unexpectedly increases.

 Similar to the differences in exhaust gas temperatures shown in FIG. 1, after exceeding the threshold load, fuel economy increases significantly for the proposed types of fuel. So, with a load of 20 liters. from. fuel economy for base fuel is 5.619 km / l (13.2 mph), compared with 6.683, 6.768, 7.0234 and 7.321 km / l (15.7, 15.9, 16.5 and 17.2 miles / gal) for fuel with methylal, MEON, DMK and MTBE respectively.

 Such significant differences explain the increase in fuel economy by 19-30% compared with the base fuel at medium to moderately high loads. Thus, for USG fuels with oxygen-containing additives, such as methylal, MEON, DMK and MTBE, an unexpected and significant increase in fuel economy was found at loads exceeding approximately 15 liters. from.

 Figure 5. Combustion rate and hydrocarbon release.

 This graph shows the allocation of hydrocarbons depending on fuel economy, i.e. recorded combustion rate. Figure 5 shows the strong dependence of the reduction of HC emissions from the increase in the rate of combustion. Figure 5 clearly shows that with an increase in the rate of combustion of fuel with the addition of methylal, MEON, DMK and MTBE, a decrease in the emission of hydrocarbons is observed. This correlation is most pronounced for fuel with MEON.

 5 is noteworthy because the graph shows the sensitivity of USG fuel with additives of oxygen-containing compounds to changes in hydrocarbon evolution depending on changes in combustion rate. It was found that for all types of fuel there is a positive correlation between a decrease in HC emission and an increase in the combustion rate. However, the base fuel is somewhat less sensitive to a decrease in HC emissions. For methanol fuels, the degree of sensitivity is obviously the highest. Thus, a correlation is again observed between the increase in the rate of combustion of USG fuel with the addition of oxygen-containing compounds and a decrease in the emission of hydrocarbons.

6. The rate of combustion and the release of NO _x .

This graph shows the NO _x emission as a function of fuel economy. The graph shows a very strong dependence of the reduction of NO _x emission on the increase in the recorded combustion rate. Such a relationship exists for fuels with oxygen-containing additives, but for the base fuel it is insignificant.

FIG. 6 deserves special attention, since the graph shows the sensitivity of changes in NO _x emissions for USG fuels with oxygen-containing additives depending on changes in the combustion rate. It can be seen that for all types of fuel there is a positive correlation between a decrease in NO _x emission and an increase in the rate of fuel combustion, with the exception of the base fuel, for which the NO _x emission does not change. The degree of this dependence is high for all types of fuel with oxygen-containing additives, and again for fuel with methanol it is slightly higher than for others.

 The results presented in figures 1-6.

 The graphs clearly show that a decrease in combustion temperature leads to a decrease in emissions. The graphs show the possibility of influencing unwanted emissions while reducing the combustion temperature and increasing the burning rate. From the graphs it is seen that after exceeding the threshold load value of approximately 15 hp, the advantages of this invention are most clearly manifested.

FIG. 7. Figure 7 shows the distillation curves in the presence of MTBE and oxygen-containing compounds and the modification of medium and heavy fractions to improve fuel combustion with the addition of Mn and MTBE. Figure 7 shows the average distillation region (the so-called "area of technical slope") of fuel containing MTBE and oxygen, with reduced volatility in the form of heat. The graph shows an improved version of the middle region in which reduced volatility is eliminated, as well as the final region for fuel containing MMT in an amount corresponding to 0.00826 g / dm ³ (1/32 g / gal) Mn, with low temperatures T-90 .

In FIG. 7 shows the optimal distillation temperatures T-10, T-90 and T-50 for a content of 1.5 to 2.7 wt.% O ₂ in fuel with the addition of DMK or MTBE containing 0.00826 g / dm ³ (1 / 32 g / gal) Mn in the form of MMT, which does not impair the performance of OBD II catalyst efficiency sensors. Figure 7 shows that for a fuel with DMK, a wider temperature range T-10, T-50 and T-90 is usually observed. For example, the upper temperature limit of T-90 for fuels with DMK is 210 ^o C (410 ^o F), while for fuel with MTBE the upper limit of T-90 is usually less than 135 ^o C (275 ^o F).

The intervals of T-90 values are equally wide for fuels with DMK and MTBE, in particular for fuels with DMK, the T-50 interval is from 121 to 66 ^o C (from 250 to 150 ^o F), and for fuel with MTBE - from 93 to 82 ^o C (200 to 180 ^o F). The values of T-10 do not have a lower limit for fuel with DMK, and for fuel with MTBE it is 27 ^o C (80 ^o F).

GASOLINE COMPOSITIONS
The types of motor gasoline contemplated by the invention include ordinary unleaded gasoline, enriched unleaded gasoline, low vapor pressure gas, and the like. Examples of fuel supply systems for a gasoline engine that do not limit the scope of the invention include a carburetor system, an improved gasoline supply system, an injection system from a supply line, a direct injection system, a direct injection system with a layered feed mixture, an advanced layered feed system and etc. It is assumed that the proposed types of gasoline can be used in internal combustion systems having exhaust gas afterburning catalysts (including three-way systems), emission control systems, etc.

 One of the specific objectives of the invention is the use of exhaust gas afterburning catalysts, OBD II catalyst efficiency sensors, associated systems and methods for adjusting emissions, while their performance in the presence of Mn-containing exhaust gas does not deteriorate.

 Another objective is to ensure the operation of gasoline engines operating at minimum threshold loads, while the advantages of this invention become apparent. For example, the author found that when using additives of oxygen-containing compounds and smaller amounts of metal compounds, for example, ML, optimal fuel economy and temperature reduction are not observed until the load reaches at least 12.5-16 hp.

The gasoline used in the proposed fuel mixtures should have minimal amounts of harmful substances that pollute the environment. So, the sulfur content should be reduced to zero if possible, the amount of harmful heavy aromatic compounds (although their effect is significantly reduced during the implementation of this invention) should be brought to a practically minimal level. Whenever possible, fuel mixtures should be formulated in such a way as to reduce the amount of volatile organic compounds (VOCs), NO _x , benzene, butadiene, formaldehyde, acetaldehyde, polycyclic organic substances. Particularly considered are the refined types of gasoline compiled in accordance with the integrated model.

 An important feature of the proposed invention is the ability to achieve high purity of exhaust gases due to the characteristics of fuel combustion. Accordingly, in addition to reducing the emission of the most harmful substances, the invention avoids deposits in the combustion chamber, which are currently caused by the presence of detergents used to maintain the cleanliness of the intake valves.

 An additional feature of the invention is the reduction of emissions of dispersed substances PM 10, which are believed to be caused by the presence of heavy aromatic compounds. The invention allows to effectively reduce such dispersed substances, which is again associated with the unique nature of fuel combustion.

 Example 98a

 A method of operating a gasoline internal combustion engine, comprising mixing standard, non-standard or refined gasoline with the amount of oxygen-containing compound necessary to improve combustion and the amount of MMT and / or another metal necessary to improve combustion, burning this fuel in an engine under load of at least 12 5 h.p. (preferably 16.0 hp), while fuel economy increases.

 Example 98b.

Method 98a, in which the load is approximately equal to 20 hp, and fuel economy is improved by 5-30% and / or the combustion temperature is reduced by 28-56 ^o C (50-100 ^o F).

 Example 98c

Method 98a, in which the fuel contains oxygen in an amount of from 0.005 to 3.7 wt. % contained in MTBE, ETBE, DMK, methanol, ethanol, methylal or a mixture thereof, as well as from 0.00413 to 0.066 g / dm ³ (1/64 to 1/4 g / gal) Mn in the form of MMT, the engine works at a load exceeding 16 hp .; thereby increasing fuel economy and / or lowering the temperature of combustion.

 Another objective of the invention is to improve the combustion rate and / or combustion temperature by changing the composition of the T-90 fractions and / or the fraction of the distillation end to accelerate combustion, increase mileage per unit fuel consumption, manageability and / or reduce the emission of harmful combustion products.

 The next task is to improve the combustion of fuel by controlling the distillation temperature of the middle fraction. Another objective is the adjustment of T-10 to increase the effectiveness of this invention.

It is assumed that the vapor pressure by Raid (SLE) will be reduced, it is preferable in this invention to use fuel with SLE values from 0.281 to 0.844 kg / cm ² (from 4.0 to 12.0 psi), more preferably from 0.281 to 0.633 kg / cm ² (4.0 to 9.0 psi), 0.281 to 0.562 kg / cm ² (4.0 to 8.0 psi), 0.281 to 0.527 kg / cm ² (4.0 to 7.5 psi), 0.422 to 0.492 kg / cm ² (6.0 to 7.0 psi), 0.422 to 0.457 kg / cm ² (6.0 to 6.5 psi), 0.07 to 0.422 kg / cm ² (1.0 to 6.0 psi), 0.07 to 0.211 kg / cm ² (1.0 to 3.0 psi), 0.07 to 0.141 kg / cm ² (1.0 to 2.0 psi inch) or lower. The estimated SLE includes 6.4, 6.9, 7.0, 7.1, 7.2 (max.), 7.3 (max.), 7.4 (max.), 8.3 (max. ), 7.8, 7.9, 8.0, 8.1 (max.), 8.2 (max.), 8.3 (max.).

As noted, the main objective of the invention is to reduce the combustion temperature of the fuel. It is reported that the combustion temperature of gasoline is 2102 ^o With [JB Fenn. "Fourth Symposium on Combustion", Baltimore, p. 231 (1953)]. Thus, one or more of the means proposed in this invention is intended to reduce the combustion temperature by at least 14, 28, 56, 69, 83, 111, 139, 167, 194, 222 ^o C or more (25, 50, 100 , 125, 150, 200, 250, 300, 350, 400 ^o F or more).

 When implementing the reduction or regulation of temperatures T-10, T-50, T-90 in accordance with the invention, the gasoline components separated from the fuel have a low latent heat of vaporization and / or a low combustion rate.

Whenever possible, it is advisable that high-boiling components having a latent heat of evaporation above 83.33 kcal / kg (150 British thermal units (BTU) / lb) or 57.25 kcal / dm ³ (860 BTU / gallon).

It is preferable that the remaining hydrocarbon portion of the gasoline composition (for example, in the absence of oxygen-containing compounds and metals, etc.) have a latent heat of evaporation above 83.33 kcal / kg (150 BTU / lb) or 57.25 kcal / dm ³ (860 BTU / gallon). More preferably, where possible, these values are 88.89, 94.44, 100.00 kcal / kg (160, 170, 180 BTU / lb).

 It has been found that it is usually possible to carry out a modification leading to an increase in the latent heat of vaporization due to losses due to heating of the fuel. Often there is an increase in the heat required for heating.

In practice, it is preferable to remove the high boiling components (with low latent heat of vaporization and / or low combustion rate) until the average latent heat of vaporization of the oxygen-containing compounds and metals of the hydrocarbon composition is equal to or greater than 58.59; 59.25; 59.92; 60.25; 60.59; 60.92; 61.25; 61.59; 61.92; 62.58; 63.25; 64.58; 65.91; 66.58; 69.91; 73.23; 79.89 kcal / dm ³ (880, 890, 900, 905, 910, 915, 920, 925, 930, 940, 950, 970, 990, 1000, 1050, 1100, 1200, BTU / gal). It is desirable that it be higher than 59.92-60.59 kcal / dm ³ (900-910 BTU / gal). Most preferably, it should be higher than 61.25 kcal / dm ³ (920 BTU / gal). Although there is no upper limit for latent heat of vaporization of the base fuel component, it is determined by economic value and other practical considerations.

 In addition, it is desirable that the decrease in the temperature of the end of distillation and / or T-90 be such that the average latent heat of vaporization of the improved fuel (for example, fuel with distilled light fractions) by 0.5-10% or more exceeds the base not subjected to improvement fuel. It is desirable to increase this value by 1.0-20%, 40% or higher.

In conventional fuels, as a rule, it is preferable that the minimum increase in average latent heat of evaporation due to a decrease in the temperature of the end of distillation and / or T-90 and / or due to temperature control T-50 and T-10 (in the absence of USG or an additional azeotropic solvent and etc.) would be such that the addition of 0.00826 g / dm ³ (1/32 g / gal) Mn in the form of MMT would improve fuel economy compared to fuel containing the same amount of MMT without improving T-90. In this case, a decrease in T-90 usually requires a minimum difference of 28 ^° C (50 ^° F) between the improved and the starting fuel.

The acceptable T-90 values are found to be 116, 121, 124, 127, 129, 132, 135, 137, 138, 141, 143, 146, 149, 152, 154, 157, 160, 163, 166, 168, 171 , 174 ^o С (240, 250, 255, 260, 265, 270, 275, 278, 280, 285, 290, 295, 300, 305, 310, 315, 320, 325, 330, 335, 340, 345 ^o F ) Temperatures outside the specified range are also possible. However, temperatures below 138 ^{° C.} (280 ^° F.) are generally preferred.

 The final temperature depends on the changed value of the latent heat of evaporation and / or on the value of the increased combustion rate obtained after distillation of light fractions, which, in turn, depends on the base fuel. When modifying various types of fuel (and hydrocarbon streams), different results are obtained. Thus, it is assumed the possibility of varying degrees of reduction in the actual value of T-90.

 Example 99

 Conventional or improved composite gasoline from which a higher boiling point fuel fraction has been removed, so that the temperature of the end of boiling of gasoline and / or T-90 is lowered, while the average latent heat of evaporation of the clean fuel after fractionation is at least 0.5%, more preferably 1.5% or higher than that for pure fuel without fractionation.

 Example 100

The method according to claim 99, wherein when adding 0.00826 g / dm ³ (1/32 g / gal) Mn in the form of MMT, an increase in fuel economy in the fuel composition after fractionation is observed compared to fuel without fractionation (containing a metal compound).

 Example 101

 The method of claim 99, wherein the metal compound containing fractionated fuel is used in an engine and the exhaust gas is passed through an exhaust gas afterburning catalyst using an OBD II catalyst sensor, wherein the deposition of manganese oxide on the washable catalyst surface is sufficiently controlled so that the catalyst sensor does not fail.

 Example 102

The method according to claim 99-101, in which an oxygen-containing USG compound is added to the base fuel, providing an oxygen content of from 0.5 to 2.7, 3.0, 3.5%, while the temperature of the T-50 exceeds 68, 77 ^o C (155, 170 ^o F) (preferably 79 ^o C (175 ^o F)), but less than 104 ^o C (220 ^o F), while the temperature of T-90 in the absence of an oxygen-containing compound does not exceed 149 ^o C (300 ^o F), preferably 138, 135, 132 ^o C (280, 275, 270 ^o F), and after burning this fuel and passing the exhaust gas through the afterburning catalyst using the OBD II catalyst sensor, the deposition of manganese oxide on washing the removable surface of the catalyst is sufficiently controlled (or practically absent), so that the sensor does not fail.

 Example 103

The method according to p. 102, in which both the improved and the original gasoline contains from 1.0 to 2.0 wt.% Oxygen in the form of MTBE and cycloaromatic manganese tricarbonyl with a concentration of Mn from 0.000264 to 0.00826 g / dm ³ (from 0.001 to 0.03125 g / gal), so that fuel economy for fuel with a lower boiling point is higher than for the original fuel.

 Example 104

The method of claim 99, wherein the temperature of the T-90 improved refined fuel is from about 127 to 138 ^{° C.} (260 to 280 ^° F.) or lower.

 Example 105

 The method of claim 103-104, wherein MTBE is replaced, in whole or in part, with dimethyl carbonate.

It is advisable to limit the olefin content to reduce smog. In addition, it is assumed that the reduction in vapor elasticity by Reid (UPR) to values less, for example, than 0.562, 0.527, 0.492, 0.478, 0.457, 0.436, 0.422, 0.408, 0.394 kg / cm ² (8.0, 7.5, 7 , 0, 6.8, 6.5, 6.0, 5.8, 5.6 psi) or lower, sulfur concentrations of less than 0.002 wt.% (Including sulfur-free compositions), and naphthenes - less than 7 vol.% (or, if possible, less than 0.5%).

 When carrying out the invention, it is assumed that the types of fuel gasoline include brands that generally meet the requirements of ASTM D 4814 and related specifications, the specifications of the Environmental Protection Association (AZOS) for simple and complex model refined gasoline (OB) that comply with the Clean Act airborne 42 US C 7545 211 (k) certifying the specifications of the gas station in accordance with 42 US C7525 206, any other legal or industry standards, existing and future.

 Thus, in carrying out the invention, fuel compositions meet current and all future U.S. Civil Aviation Administration and / or AZOS standards for environmental protection and hazardous emissions, including standards for composition and performance. Emissions of harmful substances known to specialists relate to the emission of volatile organic compounds (VOCs), which are responsible for the formation of ozone at low altitudes. Most VOC emissions are associated with evaporation. VOCs of exhaust gases make up a very small part of VOC emissions.

Of particular concern are the release of toxic substances and NO _x . In accordance with the invention, the amount of VOCs, NO _x , toxic and other emissions to be controlled is in accordance with the requirements of the AZOS.

 The greatest concern, however, is the release of toxic substances, which, when using the invention, unexpectedly decrease, by an average of 5% or more compared to conventional and other types of refined gasoline. This is the most unexpected improvement. For example, it was found that the content of 1,3-butadiene (a controlled toxic substance) increases in the presence of MTBE with a decrease in the content of olefins and the temperature of T-90. In addition, it was found that the emission of formaldehyde in exhaust gases actually increases with a decrease in the content of aromatic compounds and / or with the addition of MTBE. Additionally, it was found that the release of acetaldehyde also increases with a decrease in aromatics.

 For example, it was found that with an increase in the content of MTBE from 0 to 15 vol.%, The emission of formaldehyde increases by 26%. With a decrease in aromatic content from 45 to 20%, the release of 1,3-butadiene increases by 11%, formaldehyde - by 23%, acetaldehyde - by 19%.

 This causes serious difficulties, since in order to satisfy the complex of requirements, petrochemists must include an oxygen-containing additive, most preferably MTBE, in the fuel composition, and in addition, they are also required to reduce the release of aromatics. Thus, there is a significant need to reduce the content of aromatics and / or olefins in the presence of MTBE, in the absence of a concomitant increase in the release of toxic substances.

 Unfortunately, with current standards requiring the presence of MTBE, fuel economy suffers. The author found that with the introduction of MMT additives with a one-time decrease in the boiling point temperature and / or T-90 temperature by the method indicated here, an unexpected opportunity appears to improve fuel economy.

It was also established that the use of MMT additives in an amount of more than 0.00826 g Mn / dm ³ (1/32 g Mn / gal) leads to an increase in fuel economy at MTBE concentrations exceeding 2.0 wt.% O ₂ (for example, 2, 7 wt.% About ₂ ).

However, fuel economy appears to be reduced in the presence of MTBE at concentrations of less than 2.0 wt. % (for example, 1.0%) even with an MMT content of 0.00826 g Mn / dm ³ (1/32 g Mn / gal). The author found that this phenomenon is apparently associated with the temperature of T-90.

It was found that in the absence of a sufficient decrease in the temperature of T-90 (to increase the average latent heat of vaporization of the fuel) and / or in the absence of an additional chemical additive of USG, for example DMK, in the presence of 1.0 to 2.0 wt. % O ₂ as MTBE and 0.00826 g Mn / dm ³ (1/32 g Mn / gal) (or less) as MMT, there is a loss in fuel economy compared to the base fuel without an oxygen-containing additive (in the presence or in lack of MMT).

Thus, in a preferred embodiment, MTBE is used at a concentration of O ₂ above 2.0 wt.%. When the MMT content is in an amount of 0.00826 g Mn / dm ³ (1/32 g Mn / gal) or lower, it is particularly preferred that the temperature of T-90 be lowered to below 160 ^o C (320 ^o F), 149 ^o C ( 300 ^o F) or preferably 138 ^o C (280 ^o F).

 It was unexpectedly found that when using the present invention, namely, the combustion improving additive Mn in the presence of a combustion improving / temperature-reducing UHC and / or a temperature reduction of T-90, the expected reduction in fuel economy is not observed. In contrast, fuel economy can actually increase. The expected increase in toxic emissions is also reduced.

The author further found that the replacement of MTBE with DMK and / or a combination of DMK with MTBE, especially at a concentration of O _{2 of} 2.0 wt.% Or higher, unexpectedly leads to a further increase in vehicle mileage and lower emissions.

Thus, in this invention use gasoline with a low aromatic content, for example from 5 to 35 vol.%. However, concentrations close to 20, 25% or lower are most preferred. Lower concentrations of olefins are also preferred (for example, from 5 to 10%, preferably less than 8, 6, 5%, especially in fuel fractions with a reduced temperature of T-90 (preferably from 149 to 127 ^o C (from 300 to 260 ^o F) or below).

It is assumed that a combustion-improving amount of Mn, an oxygen-containing UGS compound, in particular MTBE, ETBE, TAME, diisopropyl ether, ethanol or DMK, or a mixture thereof, are added to such a hydrocarbon fraction, while the average latent heat of vaporization of the fuel exceeds 58.59, 59, 92, 60.59 kcal / dm ³ (880, 900, 910 BTU / gal) at 15.56 ^° C (60 ^° F); while combustion results in increased fuel economy and reduced emissions of toxic substances, including NO _x , 1,3-butadiene, formaldehyde and / or acetaldehyde.

 It was found that it is desirable to reduce the ignition timing to ensure smooth engine operation, especially when using the proposed types of gasoline with a higher combustion rate in engines with a constant compression ratio. The larger the increase in the combustion rate, the more preferably the ignition timing should be reduced to a greater extent. Acceptable ignition timing reduction ranges from 1.0, 1.5, 2.0, 2.5, 3.0, 3.5, 4.0, 4.5, 5.0, 5.5, 6.0 , 6.5, 7.0, 7.5, 8, 8.5, 9, 9.5, 10, 10.5, 11, 11.5, 12.0, 12.5, 13.0, 13 , 5 to 40%. A reduction of 0.5, 2.0, 5.0 to 10% is more preferable.

It was also found that due to the increase in the combustion rate and the duration of combustion, the compression ratio from 8.5: 1 to approximately 13.0: 1 is optimal when used in the composition, for example, 2 wt.% O ₂ in the form of DMC and 0.0165 g Mn / dm ³ (1/16 g Mn / gal) as MMT. In such a combination, a compression ratio of from 9.5: 1 to 12.5: 1 is more preferred, even more preferred is from 11.5: 1 to 12.5: 1. A compression ratio of 10.5: 1 gives very good results and is also considered preferred. At higher concentrations of UGS fuel containing DMC and corresponding concentrations of metal compounds, higher compression ratios are used.

 Example 106

A new method of engine operation, including the preparation of a mixture based on unleaded gasoline containing MTBE in an amount of 2.0 wt.% Oxygen, and MMT in an amount of 0.00826 g Mn / dm ³ (1/32 g Mn / gal); burning fuel in an engine with a lower ignition timing of approximately 1.0-2.5% (preferably 1.5%); however, there are improvements in engine performance with respect to thermal efficiency and / or emission of harmful substances.

 Example 107

 A new method of engine operation, including the preparation of a mixture based on unleaded gasoline containing DMK in an amount of 2.0 wt.% Oxygen, and MMT in an amount of 0.00826 g Mn / dm (1/32 g Mn / gal); fuel combustion in an engine with a lower ignition timing of approximately 2.0-10% (preferably 8.5%); however, there are improvements in engine performance with respect to thermal efficiency and / or emission of harmful substances.

 Example 108

Composition based on unleaded refined phosphorus-free gasoline with a vapor pressure of Raid not higher than 0.492 kg / cm ² (7.0 psi), with an olefin content of not higher than 5.0 vol.%, Aromatics - not higher 20 vol.% (Preferably 15, 10% or lower), benzene - not higher than 0.8% (preferably 0.6%, or lower, or not containing benzene), sulfur - not higher than 100 million hours (preferably 50 ppm, or less, or not containing sulfur), with a concentration of O ₂ in the range from 1.8 to 2.2%, from 2.0 to 2.7% or 3.5 wt.% O ₂ in the form of dimethyl carbonate, MTBE, ETBE, TAME, ethyl tert-amyl ether, diisopropyl ether or ethanol, or a mixture thereof, cycloaromatic tricarbonyl manganese in an amount of from 0.00413 to 0.0495 g Mn / dm ³ (from 1/64 to 3/64 g Mn / gal) (preferably 0.00826 g Mn / dm ³ (1/32 g Mn / gal)), with a maximum temperature of T-90 from 127 to 138 ^o C (from 260 to 280 ^o F) or lower , T-50 temperature of about 71 to 110 ^o C (160 to 230 ^o F) (from 77 to 96 ^o C (from 170 to 205 ^o F)), bromine h scrapped 20 or below; having an average latent heat of vaporization of 60.59-61.92 kcal / dm ³ (910-930 BTU / gal) or higher.

 Example 109

 Examples 106-108, in which the fuel contains an ashless dispersant, an additive for regulating the intake and deposits in accordance with 211 (1) and the relevant provisions of the Air Purity Act, and possibly additionally contains a small amount of a solvent additive to increase solubility in water, for example hexanol.

 Example 110

Examples 106-108, in which the temperature of the T-90 fuel does not exceed 149 ^o C (300 ^o F), preferably 138 ^o C (280 ^o F) or lower, the temperature of the T-50 after adding MTBE in an amount of from 2.0 to 2 7% exceeds 77 ^o C (170 ^o F), but lower than approximately 93 ^o C (200 ^o F); it does not deteriorate driving in warm weather. The latent heat of vaporization of the fuel exceeds 59.92 kcal / dm ³ (900 BTU / gal), more preferably 60.25 kcal / dm ³ (905 BTU / gal); the concentration of Mn is 0.00826 g Mn / dm ³ (1/32 g Mn / gal); however, fuel combustion does not cause failure of the oxygen sensors of the OBD II catalyst.

 Example 111

A method for preventing the failure of an oxygen exhaust gas sensor by lowering T-90 of target gasoline, while the average latent heat of vaporization of the resulting fuel is increased by a value sufficient to lower the combustion temperature by at least 8.34 ^o C (15 ^o F) or more and / or for a noticeable increase in the average burning rate, measured using a Bunsen laminar burner; mixing this fuel with MTBE in an amount of from 1.2 to 2.7 wt. %, while the temperature of the T-50 mixture is at least 77 ^o C (170 ^o F) (preferably above 79 ^o C (175 ^o F) and below 99 ^o C (210 ^o F), 93 ^o C (200 ^o F )); burning this fuel in the engine and passing the resulting exhaust gases for a long time through a three-way catalytic afterburning system containing an OBD II catalyst efficiency sensor, while the deposition of manganese on the flushed catalyst surface is not enough for the sensors to fail.

 Example 112

The method according to p. 111, wherein the temperature of the T-90 fuel is approximately 149 ^° C (300 ^° F), more preferably about 138 ^° C (280 ^° F) or lower, and / or in which the measured increase in the burning rate is less than 1.0% or higher compared with fuel not subjected to improvement.

 Example 113

 The method according to p. 111-112, in which the fuel does not contain an oxygen-containing compound.

 Example 114

 The method according to p. 113, in which the engine was operated for 8045; 32180; 80,450; 120,675 or 160,900 km (5,000; 20,000; 50,000; 75,000 or 100,000 miles).

 Example 115

 Examples 106, 107, 108, 110, 111, in which the average burning rate of the composition, measured using a Bunsen laminar burner at ambient conditions, exceeds 46, 48, cm / s, more preferably 50 cm / s or higher (using the burning rate methanol 57.2 cm / s as a reference).

 Example 116

 Examples 106-107, in which the particle size of the fuel introduced into the combustion chamber is less than 70 microns, more preferably less than 50 microns.

 Example 117

Examples 106-107, in which the dose of fuel introduced has an injection pressure of from about 1.055 to 3.164 kg / cm ² (15 to 45 psi).

 Example 118

Examples 106, 107, 111, in which the combustion temperature is sufficiently lowered, so that when the recorded load, for example 20 hp, the temperature of the exhaust gas is lowered by at least 5.56-27.8 ^o C (10-50 ^o F ) or more, while the average temperature of the exhaust gas entering the exhaust gas inlet is less than 760 ^° C (1400 ^° F) (or this temperature is such that no noticeable deposition of manganese oxide is formed on the washed surface of the catalyst).

 Example 119

 Examples 106, 107, in which engine exhaust gases having a reduced temperature are passed through an exhaust gas afterburning catalyst, and the on-board sensors of the exhaust system catalyst monitor do not fail due to incorrect readings of the capacity of the oxygen contained in the catalyst.

 Example 120

 Examples 106, 107, 108, 110, in which the method falls under the waiver of the requirements of the petrol and gas industry under 211 (k) of the Air Purity Law.

 Example 121

A low-toxic fuel-saving composition, including an unleaded fuel mixture, consisting of phosphorus-free hydrocarbons with an OPR not exceeding 0.562, 0.492, 0.457, 0.422 kg / cm ² (8.0, 7.0, 6.5, 6, 0 psi containing not more than 6.0-5.0 vol.% Olefins, not more than 25-20 vol.% Aromatics (preferably 15-10 or lower), not more than 0.8% benzene (preferably less or without benzene), not more than 40 million parts of sulfur (preferably less or without sulfur), with a total concentration of O ₂ in the range from 1.0 to 2.7-2.5 wt.% O ₂ in the form of dimethyl carbonate, MTBE , ETBE, TAME or ethano la, with a content of cycloaromatic tricarbonyl manganese from 0.00413 to 0.0495 g Mn / dm ³ (1/16 to 3/16 g Mn / gal) (preferably 0.00826 g Mn / dm ³ or 1/32 g Mn / gal), a limiting temperature of T-90 of 149 ^o C (300 ^o F), preferably 138 ^o C (280 ^o F), a temperature of T-50 from about 77 (170) to 110 ^o C (230 ^o F), an octane number ( R + M) / 2 not lower than 87, bromine number 20 or lower, average latent heat of vaporization 59.92, 60.59, 61.25 kcal / dm ³ (900, 910, 920 BTU / gal) or higher at 16 ^o C (60 ^° F); calorific value above 7057 kcal / dm ³ (106000 BTU / gal) at 16 ^o C (60 ^o F) (more preferably above 7190 kcal / dm ³ (108000 BTU / gal), 7590 kcal / dm ³ (114000 BTU / gal )), while the release of toxic substances - 1,3-butadiene, formaldehyde or acetaldehyde - decreases and / or increases fuel economy.

 Example 122

Example 121, in which the oxygen-containing additive is MTBE in an amount of 2.0 wt. %, the average latent heat of vaporization of the fuel exceeds 59.92 kcal / dm ³ (900 BTU / gal) at 16 ^° C (60 ^° F), preferably exceeds 60.25 kcal / dm ³ (905 BTU / gal) at 16 ^° C (60 ^o F); the concentration of MMT is 0.00826 g Mn / dm ³ (1/32 g Mn / gal); the average calorific value exceeds 7957 kcal / dm ³ (106,000 BTU / gal) at 16 ^° C (60 ^° F), and the average rate of laminar combustion under ambient conditions exceeds 48 cm / s.

 Example 123

The MTBE-containing composition of Example 122, in which the concentration of MMT is greater than 0.00826 g Mn / dm ³ (1/32 g Mn / gal).

 Example 124

The examples described above in which the oxygen-containing additive is DMK and the concentration of MMT exceeds 0.00826 g Mn / dm ³ (1/32 g Mn / gal).

 Example 125

The composition of examples 108, 121, in which the SLE is 0.478, 0.457, 0.422, 0.387 kg / cm ² (6.8, 6.5, 6.0, 5.5 psi) or lower.

 In the implementation of the invention in order to reduce controlled emissions of harmful substances, preferred gasoline compositions include, but are not limited to compositions having the following characteristics (see table. 6).

 Example 126

 Fuel B and C from Table 6, in which 1) the proposed oxygen-containing additives are contained and 2) the combustion-improving amount of manganese, 3) in which the total amount of fuel vapor during storage and transportation of combustion products to the combustion chamber 4) is that in 1995 the emissions of volatile organic substances and toxic air pollutants from this fuel by mass are 15% lower than that of the base fuel, as defined by 211 (k) of the Air Purity Law, and 5) such that in 2000 emission of volatile organic matter substances and toxic substances polluting the air of this fuel by mass will be 25% lower than that of the base fuel.

 Example 127

The composition of the fuel based on unleaded, phosphorus-free, refined gasoline with a maximum flow rate of not more than 0.562, 0.506, 0.492, 0.457 kg / cm ² (8.0, 7.2, 7.0, 6.5 pounds per square inch), with an olefin content of not more than 8.0, 6.0 vol.%, aromatics - not more than 20-25 vol.%, benzene - not more than 1, 0.8% (preferably less), sulfur - not more than 300-400 million h (preferably less or not containing sulfur), with a concentration of O ₂ from 2.0 to 2.7 wt.% or 3.5 wt.% O ₂ in the form of dimethyl carbonate, with a cycloaromatic tricarbonyl manganese content or a mixture of from 0.00413 to 0 , 0495 g Mn / dm ³ (1/64 to 3/64 g Mn / gal) (preferably above 0.00826 g / dm ³ or 1/32 g / gal), with a maximum T-90 temperature of 149 to 160 ^o C (from 300 to 320 ^o F) (preferably 138 ^o C (280 ^o F) or lower), with a preferred temperature of T-50 from about 77 to 104 ^o C (from 170 to 220 ^o F); with a minimum latent heat of vaporization of 59.92-60.25 kcal / dm ³ (900-905 BTU / gal) at 16 ^° C (60 ^° F) (preferably above 61.25 kcal / dm ³ (920 BTU / gal) at 16 ^o C (60 ^o F)), with a minimum calorific value of a composition containing 2.0 wt. % O ₂ , 7057 kcal / dm ³ (106,000 BTU / gal) at 16 ^° C (60 ^° F), and with a minimum average laminar burning rate at ambient conditions of 48 cm / s (more preferably from 50 to 52 cm / s )

 Example 128

 The previous example, in which the composition additionally contains additives that regulate deposits, in accordance with 211 (1) and the relevant sections and rules of the Law on Clean Air.

 Example 129

Example 127, in which the composition may further comprise at least one of C ₄ -C ₆ alcohols or another additive providing hygroscopic stability (water solubility).

 Example 130

 Examples 106, 107, 111, in which, using a fuel injection system, fuel vapor is supplied at a suitable pressure to the combustion chamber, where the average particle size of the fuel vapor is less than 60 μm, an exhaust gas recirculation (RVG) system, an on-board oxygen sensor and sensors are used injection, while fuel economy is increased by at least 2%.

 Example 131

 Examples 106, 107, 111, in which, using a fuel injection system, fuel vapor is supplied at an optimal pressure to the combustion chamber, where the average particle size of the fuel vapor is 10, 20, 30, or 40 μm, while using a turbopump, an RVG system, an onboard oxygen sensors and injection sensors, while fuel economy is increased by at least 2%.

 Example 132

 Examples 106, 107, 111, in which the design of the combustion chamber increases the speed of turbulent combustion.

 Example 133

 Examples 106, 107, 111, 127, in which the design of the combustion chamber increases the speed of turbulent combustion, the compression ratio is from 2.0: 1 to 6.5: 1, 7.5: 1, 8.0: 1, 8, 5: 1, 9.0: 1, 9.5: 1, 10: 1, 10.5: 1, 11.0: 1, more preferably 11.5: 1.

 Example 133a.

 Examples 107, 127, in which dimethyl carbonate is used, and the compression ratio is from 9.5: 1 to 12.5: 1.

 Example 134

 Examples 106, 107, 111, in which the design of the combustion chamber increases the speed of turbulent combustion, and the compression ratio exceeds 17: 1.

 Example 135

 Examples 106, 107, 111, in which the combustion system works in conjunction with an exhaust gas control and adjustment system comprising an exhaust gas afterburning catalyst and an onboard oxygen sensor.

 Example 136

The method of operation, in which at least 30% of the U.S. fleet uses the specified fuel, while the total concentration in the air of the manganese compounds released during such work does not exceed 0.05 μg / m ³ or the standard AZOS, depending on which of the smaller quantities.

 The proposed gasoline compositions clearly suggest a decrease in the emission of harmful substances and have the composition shown in tables 7 and 8.

When implementing the invention, when compiling fuel compositions that meet the standards of safety standards, special selection may be required. It was found that it is possible to choose various components that have the greatest effect on the reduction of certain specific secretions:
VOCs: Oops, aromatics, sulfur,
NO _x : sulfur, aromatics, olefins,
Toxic substances: benzene, aromatics, oxygen.

 In the practice of the invention, oxygen-containing compounds of UGS with methyl groups, such as methanol, dimethyl carbonate, MTBE and TAME, etc., are likely to exhibit a slightly greater ability to reduce the release of toxic substances than compounds with ethyl groups such as ethanol, ETBE, etc. .P.

In the preparation of conventional or OTP fuel compositions, a decrease in Reid vapor pressure (UPR) has a significant effect on reducing VOC emissions. When carrying out the invention, it is preferable to reduce the vapor pressure by Reid (OPR) of the resulting fuel composition to 0.492, 0.457, 0.422, 0.387, 0.352, 0.316 kg / cm ² (7.0, 6.5, 6.0, 5.5, 5, 0, 4.5 psi) or lower.

SLE is the main indicator of VOC release by evaporation, and a decrease in SLE is the best way to reduce the release of VOC mass by evaporation, as defined by the AOC. For example, reducing the SLE from 0.612 to 0.457 kg / cm ² (from 8.7 to 6.5 psi) reduces the mass emission of VOCs by approximately 23%, reduces the emission of toxic substances by approximately 4%, and reduces the emission of NO _{x by} approximately by 0.5%.

An increase in the oxygen content in the fuel leads to a significant decrease in the emission of toxic substances. Apparently, there is a linear relationship between an increase in the mass content of oxygen and a decrease in the release of toxic substances. An increase in O ₂ content is probably one of the main indicators of a decrease in the release of toxic substances. For example, increasing the O ₂ content from 0 to 3.5 wt.% Reduces the release of toxic substances by about 11%.

The requirements for refined fuel establish that O ₂ concentrations above 2.7 wt.%, Especially in the form of MTBE, directly reduce the NO _x emission. The author unexpectedly found during the implementation of the invention that the concentration of O ₂ above 2.7 wt.% Able to regulate the expected increase in NO _x . This is shown in FIG. 6, where an increase in the burning rate of an oxygen-containing fuel with an oxygen content of up to 4.2% (fuel with methanol and ethanol - “MEON fuel”) leads to a significant decrease in the emission of NO _x with an increase in the burning rate. Apparently, this phenomenon also depends on the combustion temperature. For example, figure 3 shows that at low combustion temperatures there is a decrease in the emission of NO _x regardless of the concentration of O ₂ .

In any case, higher concentrations of O ₂ , leading to a stronger decrease in the combustion temperature, are apparently the main factor of the invention, affecting the reduction of NO _x emission. Thus, it is preferable to use at least 1.5 wt.% Or more oxygen, which allows optimal combustion of the fuel with a content of 0.00826 g / dm ³ (1/32 g / gal) Mn or more. Oxygen concentrations below 1.5-2% are not optimal for the invention.

Thus, when carrying out the invention, there is the possibility of a noticeable increase in the concentration of O ₂ in OTP (in excess of that which is permitted by the current rules) to reduce NO _x , release toxic substances, in the absence of the expected decrease in fuel economy and increase the emission of NO _x , etc.

Thus, in the practice of the invention, concentrations of O ₂ above 2.0, 2.1, 2.7, 3.5, 4.0 and even 5, 6 wt.% Or higher are used.

Reduced aromatics have a strong effect on reducing emissions of toxic substances, DOS and NO ₂ . Apparently, the decrease is linear, with the greatest effect on the release of toxic substances, the decrease of which is similar to a decrease in the release of toxic substances with a decrease in benzene and / or an increase in O ₂ content. For example, a reduction in aromatics from 33% to about 10 vol.% Lowers the release of toxic substances, NO _x and VOCs by about 17.7 and 6%, respectively.

 In carrying out the invention, the desired aromatic content in the OTP is less than 25%, preferably 20%, most preferably from 18 to 10%.

 However, as noted above, when higher combustion rates are achieved at low or lower combustion temperatures, as is assumed during the implementation of the invention, a noticeable decrease in the release of toxic and other aromatics-related substances is also observed in OTB fuel with an aromatic concentration higher than an acceptable level or even above the level allowed by the rules.

 This decrease is significant, unexpected, and lies beyond what could be achieved by other methods in the preparation of standard OTP fuel compositions.

 Accordingly, it is possible to use fuel with an aromatic concentration higher than that which is currently allowed by the standards for the emission of hazardous substances from waste, while the performance and emission of harmful substances meet the requirements of the law.

A decrease in benzene concentration is likely to cause a direct and linear decrease in toxic emissions. For example, a decrease in benzene content from 1.5 to 0.5 vol.% Reduces the emission of toxic substances by about 17%. Thus, a decrease in the benzene content, as well as an increase in the O ₂ content, is one of the most powerful factors in reducing the release of toxic substances. Preferably, the concentration of benzene is less than 1.0 vol.%, Most preferably close to 0%.

 However, as for aromatics, during the implementation of the invention, benzene concentrations can be used higher than permitted, and at the same time a noticeable decrease in the release of toxic and other harmful substances is achieved, beyond what can be achieved by other methods with the current standards for compiling OTB fuel. Again, this is very unexpected. Accordingly, it is possible to use fuel with a concentration of benzene higher than that which is currently allowed by current standards for the emission of harmful substances from waste, while achieving compliance with operational characteristics and / or emissions of harmful substances.

The decrease in sulfur content causes a linear decrease in emissions of NO _x , toxic substances and VOCs (in order to decrease the relative% reduction in emissions). For example, a decrease in sulfur content from 340 million hours up to about 50 million hours causes a decrease in the release of NO _x , toxic substances and VOCs by about 11.0, 8.5 and 3.5%, respectively. Apparently, a decrease in sulfur content significantly affects the reduction of NO _x emission. In carrying out the invention, sulfur concentrations below 40 ppm are particularly preferred. Sulfur concentrations of 30 ppm are even more preferred. or lower (or lack of sulfur). Again, the implementation of the invention allows to obtain acceptable from the point of view of the environment, the allocation of NO _x , toxic substances and VOCs even with sulfur concentrations exceeding those permitted by current standards.

However, the sulfur concentration is about 200 million hours. or higher is probably acceptable due to the increase in the burning rate and lower combustion temperatures in this invention, which apparently inhibits the negative effects of sulfur on the emission of NO _x and toxic substances.

A decrease in olefin concentrations below 9.5% causes a slight decrease in the release of NO _x and toxic substances and a slight increase in the release of VOCs. An increase in the olefin content above 9.2–9.5% causes a slight decrease in VOCs, but also a slight increase in the release of toxic substances and NO _x . Thus, the optimal concentration of olefins, apparently, is 9.2-9.5 vol.%. However, an increase in the emission of harmful substances at olefin concentrations above or below 9.2–9.5% is not significant compared to a% decrease in the emission of the same harmful substances due, for example, to a decrease in the concentration of aromatics.

 Thus, lowering the olefin content below 9.2 vol.% Is acceptable and desirable, especially while reducing the concentration of aromatics. In other words, a decrease in the olefin content below 9.2 vol.% Is desirable if, with a decrease in the SLE or aromatic content, the release of VOCs simultaneously increases. Again, a decrease in the combustion temperature in accordance with the invention substantially compensates for such an increase. Thus, the olefin content outside the existing standards is acceptable when fulfilling the requirements for operational properties and the release of harmful substances.

The decrease in temperature E 200, or distillation fraction boiling at 93 ^o C (200 ^o F), leads to a positive decrease in the release of VOCs and toxic substances. In other words, with a decrease in the temperature of E 200 or with an increase in the content of this distillation fraction of approximately above 41%, a decrease in the release of VOCs and toxic substances is observed. However, an increase in the release of NO _x is also observed. With an increase in the content of the E 200 fraction, for example, from 42 to 60%, the release of VOCs and toxic substances decreases by about 3.0-4.0%, but the release of NO _x increases by about 2.0%. However, regardless of such changes, a significant decrease in these secretions is nevertheless observed.

The author believes that a too high content of the E 200 fraction (expressed in a too low T-50 temperature) has its drawbacks, since car driving in warm weather deteriorates at a temperature of the T-50 fractions below 77 ^o C (170 ^o F), especially when the content O ₂ 1.0, 2.0% or higher. With such poor controllability due to difficulties in restarting the engine and the like, more harmful emissions are likely to occur than their small reduction achieved by other methods. Thus, when implementing the invention, the temperature of the T-50 should, if possible, exceed 77, 79, 82, 85, 88 ^o C (170, 175, 180, 185, 190 ^o F).

With an increase in the content of the E 300 fraction from 84 to 95%, a slight decrease in the emission of VOCs and NO _x is observed, by approximately 2.0 and 0.5%, respectively. The release of toxic substances increases by about 1.5%. Such small changes are hardly worth considering.

 However, when using the means of improving combustion and lowering the temperature proposed in the invention, the increase in the release of toxic substances is reduced, and the advantage of using fuel with an increased average latent heat of vaporization enhances the effect of MMT.

 In carrying out the invention, it is expressly implied that the original OTB fuel composition is selected in composition in many ways. For example, such a selection of the composition can eliminate almost all polynuclear aromatics, all aromatics C10 +, in particular naphthalene, pyrene, anthracene, etc. The composition can be selected so as to eliminate toxic substances, for example 1,3-butadiene, etc. The composition can also be selected so as to reduce the content of substances with a low burning rate, low latent heat of vaporization and / or low specific heat. Such a selection can be applied to other types of fuel proposed in the invention, including, for example, liquid fuel No.2 and No.6 for jet aircraft.

Most preferred in the invention are Mn concentrations in unleaded gasoline, including aviation gas, refined gas, from 0.00826 g Mn / dm ³ (1/32 g Mn / gal), 0.0165 g Mn / dm ³ (1/16 g Mn / gal) to about 0.0991 g Mn / dm ³ (3/8 g Mn / gal). A manganese concentration of 0.00826 g / dm ³ (1/32 g / gal) is particularly preferred since it gives the best anti-knock effect taking into account the price of a gram of Mn. However, this value is the lower limit from the point of view of environmental requirements when using oxygen-containing compounds of HCS, especially at oxygen concentrations of more than 2 wt.%.

In the absence of the use of oxygen-containing compounds of UGS, but using, for example, mechanical means, in particular improved spraying and / or gasoline with a low combustion temperature, etc., for example, with a low temperature T-90 (and / or with a low content aromatics), a concentration of 0.00826 g / dm ³ (1/32 g / gal) Mn may be acceptable for controlling the release of hydrocarbons.

 Although the conventional method of implementing the present invention implies the use of smaller amounts of HCS fuel in combination with gasoline fuel, it is assumed that in the improved method of use, all and / or most of the fuel will be HCS fuel. Thus, in one embodiment of the invention, a composition is used, comprising for the most part dimethyl carbonate, a combustion-improving amount of cyclopentadienyltricarbonyl manganese, and a smaller portion of gasoline fuel.

 The types of gasoline and other fuels proposed in the invention may contain, in an amount that is safe for the environment, additionally or instead of the existing antiknock agents, other antiknock agents, in particular cyclopentadienyl nickel nitrosyl, N-methylaniline and the like. Known antiknock activators may be used. 2,4-Pentanedione may also be added.

The fuel must contain dispersants, detergents, emulsifiers, metal deactivators, aromatic amines, additional additives to protect the valves and valve seals from wear. As non-exhaustive examples of such additives, boron oxides, bismuth oxides, ceramic bonded CaF ₂ , iron phosphate, tricresyl phosphate, sodium-containing additives, and the like can be cited.

 The fuel may also contain antioxidants, non-exhaustive examples of which include 2,6-di-tert-butylphenol, 2,4,6-tri-tert-butylphenol, 4-methyl-2,6-di-tert-butylphenol, 2-tert-butylphenol and mixtures thereof; 2,6-di-tert-butyl-p-cresol; phenylenediamines, for example N, N'-di-sec-butyl-p-phenylenediamine, N-isopropylphenylenediamine; N, N'-disalicylidene-1,2-propanediamine; mixtures of tert-butyl substituted phenols and / or aromatic amine antioxidants, and mixtures thereof.

 It is assumed that the fuel contains carbon control additives, non-exhaustive examples of which include polyalkenyl succinimide polyetheramine or polyalkenyl succinimide, hydrocarbon carbonates, in particular polybutyl alcohol, polybutyl chloroformate, polybutenamines, supported on mineral or other carriers, polyisobutyleneamine ; one-component simple polyetheramines, etc. A number of other additives are indicated earlier in the description and are used in gasolines and other fuels. Similarly, these and other additives indicated herein are also used in gasoline. It is contemplated that the fuel may contain one or more ashless detergents, as non-exhaustive examples of which are polyetheramines, polyalkenylamines, alkenylsuccinimides, amides of polyetheramines, etc. The fuel may contain additives such as F 310, polybutenamines, amine-containing or polymeric detergents, and the like.

 The fuel may also contain additives to remove static electricity. In the implementation of the invention, it is understood that UGS fuel can reduce the risk of static electricity to a certain level. The fuel may contain a corrosion inhibitor and the like.

 The base fuel may contain hydrocarbons boiling beyond the boiling range of conventional gasoline fuels, and this interval may be changed within the allowable range for gasoline.

AVIATION GASOLINE
The invention also provides aviation gasoline as a fuel component and the resulting fuels in accordance with ASTM D 910 (see Table 9), in particular unleaded. Unlike other embodiments of the present invention, less preferred aviation gasoline may contain lead. However, preferred embodiments of the present invention are lead free.

 The present invention provides a wide range of aviation gasolines for civilian and military purposes, including applications that are not ASTM compliant. So, in the table. 9 shows aviation gasoline suitable for most types of spark ignition aircraft engines; however, some devices or conditions of use may require fuels having different characteristics.

 The main advantage of the present invention is that it can significantly improve the thermal efficiency or useful work of a given amount of fuel, with a typical increase of 2, 5.0, 7.5, 10.0% or more. Thus, the flight range of aircraft running on aviation gasoline in accordance with the present invention can be increased by 2 to 30% or more, depending on the circumstances.

 The present invention provides three major grades of aviation gasoline that satisfy ASTM: Grade 80, Grade 100, and Grade 100LL.

 Grades 100 and 100LL are two aviation gasolines identical in octane number, but differing in maximum lead content and color. Color is a hallmark when choosing fuel for engines that have low resistance to lead.

 Although the grade gives only the octane number for each grade, each grade must correspond to a minimum lean mixture index and a minimum boost mixture boost index.

 Aviation gasoline, except as indicated specifically in this description, consists of mixtures of refined hydrocarbons obtained from crude oil, natural gasoline, or mixtures thereof with synthetic hydrocarbons or aromatic hydrocarbons, or both.

 Additives, with the exception of tetraethyl lead, dyes and antioxidants, are given in table. 9 are approved for use in accordance with paragraph 5.1 and section 7 of ASTM D 910. They also include anti-icing fuel systems and special additives.

 You can also use ethylene glycol monomethyl ether (MEEG), which meets the requirements of ASTM D 4171 (remark 1) in concentrations from 0.10 to 0.15 vol.%. 1-Ethylene glycol monomethyl ether and isopropyl alcohol and diethylene glycol monomethyl ether are of suitable quality as specified in ASTM D 4171 and can also be used.

 In the table. 9 shows examples of aviation gasolines proposed in the present invention, and their requirements.

 In accordance with the present invention, aviation gasoline should not contain water, sediment and suspended substances. The smell of fuel should not be bad or annoying.

 Similar to the use of fuel in automobiles, detonation should be avoided, as discussed in the present invention. Thus, air-fuel mixtures in a spark ignition engine cylinder can, under certain conditions, spontaneously ignite in localized areas instead of the spread of burning from a candle. This can cause detonation or explosion, which is unacceptable in aircraft engines. Such detonation, if also permissible for more than short periods, can lead to serious loss of power and destruction of the aircraft engine. When using aviation gasoline in other types of aircraft engines, for example, in some turbine engines specially approved for use by engine manufacturers, the absence of detonation is not critical. Thus, aviation gasolines proposed in the present invention are sensitive to antiknock requirements and require appropriate attention.

 The present invention proposes the use of varieties of aviation gasoline, marked with two numbers, separated by hyphens or, sometimes, a slash. The first number is called the "lean mixture index" and the second number is called the "rich mixture index". Three grades of aviation gasolines are considered in the description: 80-87, 100-130, 100-130LL. Numbers below 100 are low octane numbers, and numbers above 100 are high octane numbers. At 100, the low octane number corresponds to the high octane number. The LL index denotes a variety containing a lower amount of tetraethyl lead than the second grade with an identical index of lean and enriched mixtures. The depleted mixture and enriched mixture indices can be used as a characteristic of antiknock properties in full-scale engines in flight (depleted mixtures) and take-off (enriched mixtures) conditions.

 It was found that by adding isopropyl alcohol to grade 100 aviation gasoline as an anti-icer in the fuel system, the anti-knock index of the fuel can be significantly reduced. Since isopropyl alcohol is usually added to the fuel at the place of use, the operator may be concerned that the high-octane numbers of the fuel-alcohol mixture may not meet the standard minimum. A typical decrease in high octane number with the addition of 1 vol.% Isopropyl alcohol is about 0.5 high octane number from the lean mixture index and 3-3.5 high octane number from the rich mixture index. So, the grade of aviation gasoline 100, which should have a high-octane number of 100/130 during the anti-knock test at the production site, can add a high-octane number of 99.5 / 127 when adding 1% alcohol. This decrease with the addition of 3 vol.% Alcohol can be approximately 1.5 and 7.5 high octane numbers for lean and enriched mixtures, respectively. Such use of an isopropyl alcohol additive may increase the octane index.

 If possible, the use of lead should be mitigated or eliminated in the present invention.

 Aviation gasolines proposed in the present invention have a minimum total calorific value of 10.4 kcal / kg (18720 BTU / lb). It has been found that heat above 10.0 kcal / kg (18,000 BTU / lb) is particularly preferred in terms of increasing the generated energy. However, given the nature of the fuel and stringent ASTM standards, lower energy values are acceptable, which are more desirable in some applications.

 In many spark-ignition aircraft engines, gasoline consumption is measured in liquid form when it flows through a carburetor, where it mixes with air and goes into the vapor phase before it enters the boost compressor, from which the air-fuel mixture enters the engine cylinder. In other types of engines, fuel can be dosed directly into a boost compressor, or into a cylinder, or into a combustion chamber. Volatility, a tendency to evaporate, or a transition from a liquid to a gaseous state are extremely important characteristics of aviation fuel. Preferably, if fuel atomization is used, as described above.

A preferred maximum aviation gasoline vapor pressure, the applicant proposed, should not exceed 7 lbs / in ² (48.26 kPa).

The distillation ratios of aviation gasoline of the present invention generally satisfy ASTM. The maximum value at 75 ^° C (167 ^° F) is 10% of the evaporation temperature in order to facilitate starting and an acceptable degree of ductility during the warm-up period. To prevent too high volatility, which can cause carburetor icing or steam plug or both of these phenomena, the minimum value should be 153 ^o C (307 ^o F) in total for 10 and 50% of the evaporation point.

The minimum value is 75 ^o C (167 ^o F) for the T-90, which corresponds to the need to indirectly control the specific gravity and, therefore, the characteristics necessary for dispensing fuel into the carburetor.

 Nevertheless, the possibility of modifying the boiling point within these requirements and lowering the temperature of the T-90 to improve the quality of combustion and / or increase the rate of combustion was considered.

 Example 137

Aviation gasoline containing hydrocarbon base fuel with a minimum low or high octane number of 87 or 130, representing a fraction of the distillate, for which the sum of the temperatures T-10 + T-50 fractions is 153 ^o C (307 ^o F), the temperature of T-40 is 75 ^o C (167 ^o F) and a temperature of T-90 is less than 121 ^o C (250 ^o F), with a sulfur content of at most 0.05 wt. % (preferably less), and a combustion-improving amount of dimethyl carbonate.

 Example 138

 Example 137, in which the composition of aviation gasoline does not contain lead and includes a mixture of hydrocarbons that improves combustion the amount of cyclic manganese tricarbonyl compound in the range from 0.00026 to 0.26 g Mn / l (from 0.001 to 1.00 g Mn / gal), from 0.00026 to 1.32 g Mn / l (from 0.001 to 5.00 g Mn / gal), from 0.00026 to 0.066 g Mn / l (from 0.001 to 0.25 g Mn / gal), from 0 , 00026 to 0.033 g Mn / l (from 0.001 to 0.125 g Mn / gal) and more than 0.066 g Mn / l (0.25 g Mn / gal), a combustion-improving amount of dimethyl carbonate in the range from 0.01 to 20 wt.% resulting in a low octane rating of ASTM D 2700 of 100, with matching specifications Fuel to stringent ASTM standards.

 Example 139

 The composition of example 137, lead-free, in which the content of cyclic manganese tricarbonyl (CTM) is more than 0.016, 0.033, 0.066, 0.132, 0.165 g Mn / l (1/16, 1/8, 1/4, 1/2 or 5 / 8 g Mn / gal), the combustion-improving amount of dimethyl carbonate exceeds 1 wt.%, Preferably exceeds 1.5 wt.%, And the minimum net calorific value is approximately 10278, 10380, 10440 kcal / g (18500, 18720, 18800 BTU / lb) or more preferably exceeds 10556 kcal / g (19000 BTU / lb).

 Example 140

 The composition of example 137, lead-free, in which the content of DTM is more than 0.016, 0.033, 0.066, 0.132, 0.165 g Mn / l (1/16, 1/8, 1/4, 1/2 or 5/8 g Mn / gal), improving combustion amount of dimethyl carbonate exceeds 1 wt. %, preferably exceeds 1.5 wt.%, and the minimum net calorific value is from about 9170 to 10278 kcal / g (16500 to 18500 BTU / lb), while the flight range is increased by at least 5% compared to pure fuel.

 Example 141

 A method of operating an aircraft engine on aviation gasoline, characterized in that the fuels of Example 137 are mixed, and these fuels are fed into an injection or vaporization system in which fuels are injected into the engine pipe or into the combustion chamber with an average fuel droplet size of less than 60 microns, resulting burning the resulting fuel increases the power, thermal efficiency or combustion efficiency by 2% or more.

 Example 142

The method of example 141, in which the fuel is obtained using dimethyl carbonate, so that the combustion temperature is reduced by at least 13.9 ^o C (25 ^o F), resulting in thermal efficiency increases by 5-10% and / or service life aircraft engine increases by at least 5%.

 Example 143

Examples 137-140, in which the fuel further has a final boiling point of less than 149 ^° C (300 ^° F) (or alternatively a T-90 temperature of less than 121 ^° C (250 ^° F) and / or an average latent heat of vaporization higher than a base fuel of at least 2.0%, preferably 5.0% or more.

 Example 144

 Example 144, in which the fuel further comprises a combustion-improving amount of DTM of 0.004, 0.008, 0.016, 0.033, 0.066, 0.099, 0.132, 0.165, 0.198, 0.26 g Mn / L (1/64, 1/32, 1 / 16, 1/8, 1/4, 3/8, 1/2, 5/8, 3/4, 1 g Mn / gal), at a preferred concentration in excess of 0.066 g Mn / l (1/4 g Mn / gal).

 Example 145

 Examples 137-145, in which the fuel is unleaded.

 Example 146

 Examples 137-146, in which the content of aromatic substances in the fuel is less than 20 vol.%, While gasoline is less than 1 vol.%.

 Example 147

 Examples 141-142, in which the fuel is subjected to combustion in internal combustion engines with spark ignition, equipped with a fuel injector or pipe and / or other means, the particle size of the fuel being on average 70 microns or less, the fuel is supplied or injected into the combustion chamber, in which combustion occurs at an altitude of 15 to 30 km (5,000 to 10,000 feet) above sea level or higher, with an increase in combustion efficiency of at least 5%.

 In accordance with the present invention, a test for Copper Strip Corrosion Test # 1, or less, is preferred to prevent corrosion of metal parts of the fuel system.

The maximum freezing point should not exceed -72 ^o F, in order to avoid the hardening of any hydrocarbon components at especially low temperatures, followed by a violation of the flow of fuel into the engine. It has been shown that additives, including those mentioned above, can be used to fulfill these requirements.

 Proposed in the invention aviation gasolines should be suitable for use after storage for various periods in various climatic conditions. A potential resin formation test, which is an accelerated oxidation method, is used to evaluate fuel stability during storage and the effectiveness of oxidation inhibitors. If the fuel is stored under relatively mild conditions for short periods, it is preferable to use an oxidation period of 5 hours with a result not exceeding 6.0 mg / 100 ml according to ASTM D 873.

 At the same time, the use of a 16-hour period with the same or better result is desirable to ensure stability over long periods and under more severe conditions, such as when stored in a tropical climate.

 Antioxidants of the above types can be used in accordance with the present invention to prevent gum formation in the fuel during storage. The effectiveness of this inhibitor is determined by the apparent stability to oxidation of the fuel, which has not fully confirmed its suitability for use in engines running on aviation gasoline. It has been found that oxidation inhibitors contribute to the excessive deposition of sediments in the system, so their suitability for use should certainly be tested on full-blown aircraft engines.

 Non-limiting examples of inhibitors and their maximum allowable amounts are indicated in ASTM D 910.

Low-boiling aromatic substances, which are common components of aviation gasolines, have an effect on elastomers to a much greater extent than other components of aviation gasoline. Therefore, it is preferable, as is the case with other fuels, to limit the content of aromatic components. Fortunately, benzene is immediately ruled out as having a maximum freezing point of -72 ^o F (-58 ^o C), while the presence of other aromatic substances is limited by the minimum calorific value and the maximum final distillation temperature. Thus, the calorific value limits the toluene content to about 24%. Xylenes have a slightly higher calorific value and, therefore, allow a higher content of aromatic components, but their boiling point (more than 280 or 138 ^o C) limits the possibility of their inclusion at a content of more than 10%. However, in practice, it is still preferable to limit the content of aromatic substances to a value less than 25, 20 vol.% Or even less, which is more preferable.

 Example 148

 Aviation gasolines corresponding to the above examples and satisfying ASTM D 910, and a combustion-improving amount of dimethyl carbonate and cyclic tricarbonyl manganese in a concentration of from about 0.0026 to 0.033 g Mn / l (from 0.01 to 0.125 g Mn / gal).

 Example 149

 A combination of aviation gasoline that complies with ASTM D 910 when used in a spark ignition aircraft gasoline engine, wherein the combination is characterized in that the fuel contains a combustion-improving amount of dimethyl carbonate and at least one cyclic manganese tricarbonyl compound in a concentration of from 0.0026 to 0 , 26 g Mn / l (from 0.001 to 1.00 g Mn / gal), while burning the resulting fuel improves the thermal efficiency of the engine by 2% or more.

LIQUID FUELS
The invention proposes the use of a wide range of liquid fuels as related fuels and as main fuels, including combustible fuels, liquid fuels, heating oils, oil and petroleum oils and liquid fuels complying with ASTM D 396, and / or fuels intended for use in devices for burning liquid fuels of various types under various climatic and operating conditions. Non-limiting examples include ASTM Grades 1-5.

 Recommended applications of combustion systems using the liquid fuels of the invention include direct and indirect transfer systems including heaters, superheaters, boilers, evaporators, reformers, dryers, furnaces, muffles and heaters, calcination furnaces, heat exchangers.

 Depending on the method of their production, liquid fuels are divided into 2 broad classes - distillates and oil residues. Distillates consist of overheads or fractions of a distillate. The residues are the bottom fractions remaining upon distillation, or mixtures of these bottom fractions with distillates. In this specification, varieties 1 and 2 are distillates, and varieties 4-6 are usually residues, although some heavy distillates may also be sold as varieties 4.

 Grade 1 is a light distillate intended for use in evaporative type burners in which the fuel is converted to steam upon contact with a heated surface or by radiation. High volatility is required to ensure the evaporation process with minimal residue formation.

 Grade 2 is a heavier distillate than grade 1. It is intended for use in atomizing type burners in which the fuel is sprayed into the combustion chamber, in which tiny droplets of fuel dispersed burn. This type of fuel is used in most household burners and in many medium-sized industrial burners, where ease of handling and accessibility often justifies their higher cost compared to residual fuels.

 Grade 4 (light) is a heavy distillate or a mixture of distillate with residual fuel that meets standard viscosity. It is intended for use both in industrial burners using atomization under pressure, which do not require the use of more expensive distillates, and in burners equipped with suitable means for atomizing fuels with higher viscosity. The permissible level of their viscosity allows them to be pumped and atomized at relatively low storage temperatures.

 Grade 4 is usually a mixture of heavy distillate and residual fuel, and may be heavy distillate fuel that meets standard viscosity. It is intended for use in burners equipped with appropriate means for the atomization of fuels with a higher viscosity than is acceptable in domestic burners. The permissible level of their viscosity allows them to be pumped and atomized at relatively low storage temperatures. So, when used in all temperature conditions, except for very cold weather, it does not require preheating.

 Grade 5 (light) is a residual intermediate viscosity fuel for burners where a more viscous fuel is acceptable than grade 4 without preheating. Preheating may be necessary for some types of incinerators and for colder climates.

 Grade 5 (heavy) is a residual fuel that is more viscous than grade 5 (light) and is intended for use for similar purposes. Preheating may be necessary for some types of incinerators and for colder climates.

 Grade 6, sometimes called bunker C, is a highly viscous fuel used primarily for heating in industry. It requires preheating in the storage tank in order to ensure pumping, and additional heating in the burner in order to ensure atomization. Additional equipment and special handling of this fuel usually limits its use in small installations.

 The invention contemplates a wide range of liquid fuels with different sulfur contents. It is shown that the liquid fuels proposed in the invention satisfy the minimum standards for sulfur content. In any case, low sulfur fuels are preferred, in particular those containing 0.5 wt.% Sulfur or less. For grade 1, ASTM D 1266 can be used, but only for samples having a sulfur content of 0.4 wt.% Or less (up to 0.01%). The Applicant believes that the preferred lower sulfur content is often impractical, but it nevertheless remains preferred. Obviously, higher sulfur contents are acceptable, in particular since corrosion and other undesirable effects caused by sulfur are greatly mitigated due to the increased combustion rate and lower combustion temperature in accordance with the present invention.

The fuels proposed in the invention also vary in viscosity. The preferred minimum kinetic viscosity is 1.3; 1.9; 1.9 and less than 5.5 mm ² / s at 40 ^o C for grades 1, 2, 4 (light), 4, respectively. The preferred maximum viscosity is 2.1; 3.4; 5.5; 24.0 respectively. The viscosity limits of grades 1 and 2 are selected in such a way as to maintain a uniform fuel flow and prevent density separation in order to ensure satisfactory atomization and a constant flow rate through small nozzle openings in household burners.

Similarly, the preferred minimum kinematic viscosity is 5.0; 9.0; 15.0 mm ³ / s at 100 ^o C for grades 5 (light), 5 (heavy) and 6, respectively. Their preferred maximum viscosity is 8.9; 14.9; 50.0 respectively. For heavier grades of industrial and bunker liquid fuels, viscosity is very important, as appropriate preheating devices are needed in order to ensure fuel transfer to the burners and good atomization. Nevertheless, it is equally important that the maximum viscosity under existing conditions would allow the fuel to be pumped satisfactorily from the storage tank into the heater.

 In accordance with the present invention, liquid fuels are homogeneous hydrocarbon fuels that do not contain inorganic acids and do not contain excessive amounts of solid or fibrous impurities.

 The resulting liquid fuels of various grades described above usually correspond to the data given in table. 10. However, consideration is also being given to the introduction of additives that improve combustion.

In accordance with the present invention, the minimum flash point for grades 1, 2, 4 (light), 4, 5 (light), 5 (heavy) and 6 is preferably 38, 38, 38, 55, 55, 55, 60 ^{° C.,} respectively . However, lower flash points are also acceptable.

Liquid fuels proposed in the present invention are characterized by a pour point similar to other heavy fuels. Preferred pour points for grades 1, 2, 4 (light) and 4 are not more than -18, -6, -6, -6 ^o C, respectively.

 Preferably, if the proposed liquid fuels do not contain water and sediment as much as possible in order to avoid problems associated with the design of the burners, blockage of the pipeline and corrosion. The proposed fuels for gas turbines help solve similar problems that arise when storing liquid fuels and / or handling them.

 Preferably, the carbon residue in the proposed fuels according to ASTM D 524 does not exceed 0.15 wt.% For grade 1; 0.35 wt.% For grade 2, in order to avoid problems associated with the formation of precipitation in the combustion chambers of the evaporative type, for example in the chambers of the cup-shaped and sleeve-like type, in which the fuel evaporates in an atmosphere of lack of air.

 Preferably, the maximum ash content of ASTM D 482 does not exceed 0.05; 0.10; 0.15% for grades 4 (light), 4, 5 (light), 5 (heavy), respectively, to reduce wear on pumps, valves and deposits on the heating surface of the boiler. The lower combustion temperatures proposed in the invention help to some extent reduce ash formation.

One example implementation of the present invention is a modification of the boiling point of liquid fuels. It is specifically shown that the temperature of the T-90 can be lowered if necessary, but not lower than the minimum temperature corresponding to the standard. For example, the temperature of T-90 can be lowered by 20 ^o C below the maximum temperature according to ASTM. A reduction of 50 ^° C is also preferable since, as in the case of grade 2 liquid fuel, the temperature of T-90 does not drop below 282 ^° C. There is usually no restriction on lowering temperatures of T-10 or T-50, as well as T-90 ( with the exception of grade 2) fuels, since the fuel easily evaporates and works with greater efficiency, especially in evaporative type burners.

 The minimum temperature limit of T-90 for grade 2 heating oil is designed to maintain compatibility with burners of atomization-type household furnaces. On the other hand, distillation limits are not indicated for liquid fuels of grades 4, 5 and 6, and T-90 temperatures can be reasonably lowered to improve combustion and / or reduce the emission of pollutants.

 Example 150

Liquid fuel of grade 2, having a kinetic speed of not less than 1.9 and not more than 3.4 mm ² / s at 40 ^o C, the minimum temperature T-90 282 ^o C, the maximum temperature T-90 338 ^o C, the maximum sulfur content 0 , 05 wt.%, A maximum number of 3 according to the Copper Strip test and a combustion-improving amount of HCS compounds.

 Example 151

Liquid fuel of grade 6, having a kinetic speed of not less than 15.0 and not more than 50.0 mm ³ / s at 100 ^o C according to ASTM D 445 and improving the combustion of the number of HCS compounds.

 Example 152

Examples 150-151, in which the final boiling point and / or temperature T90 lowered by at least 30 ^o With modifying the boiling point.

 Example 153

 Examples 150-152 in which HCS compounds, preferably dimethyl carbonate, are added at a concentration of from 0.01 to 30% by weight of oxygen by weight of the fuel.

 Example 154

 Examples 150-151, in which the fuel contains a combustion-improving amount of SMT.

 Example 155.

 Examples 151-153, in which the average latent heat of vaporization of the fuel is at least 0.5-1.5% higher than before modifying the boiling point and / or adding compounds of the GHS.

 It should be noted that for some combustion devices there are certain emission standards for nitric oxide as a function of the nitrogen content in the fuel. To comply with these standards, distillate fuels, low nitrogen residual fuels and high nitrogen residual fuels are evaluated for nitrogen. When operating the plants, it is necessary to comply with various emission standards in accordance with the classification of fuels used. If the rules require compliance with such differences, an indication of the nitrogen content in the fuel is necessary in a contract signed by the buyer and supplier.

In accordance with the present invention, for the above reasons, the emission of NO _x can be significantly reduced by 1.0; 2.0; 5.0; 8.0; 10.0% (and often more) in the absence of a significant modification of the fuel. This represents a significant advantage in the practice of using liquid fuels.

The liquid fuels of the present invention have a combustion efficiency, in% of the amount of carbon in the fuel converted to CO ₂ , that is substantially higher than for unregulated fuels. For example, the expected increase in combustion efficiency is from 1 to 15% with a typical value of 2 to 10%.

Due to the chemical nature of the proposed liquid fuels, it is preferred that the burners used have an appropriate residence time or heat release rate. Preferred burners include high efficiency burners having a complete flame sheath with a high heat release rate of 89 • 10 ⁶ kcal / m ³ • h (10,000,000 BTU / ft ³ per hour.)
It is shown that burners have an acceptable vortex number, which is a qualitative characteristic of turbulence. Alternatively, an acceptable means of measuring turbulence is a significant differential pressure of air coming from the inspection hole to the furnace through the burner.

 Thus, in accordance with the present invention, the preferred pressure drop in the burner is from 10 to 30 inches of water. Art. Higher pressure differences are also acceptable.

 As already noted, atomization is preferred in the present invention.

 Example 156

Burner with high efficiency, having a reduction ratio of 3: 1 or higher, comprising the atomization of the fuel agent, which may be mechanical, be a vapor or compressed air, and wherein the atomization takes place under a pressure up to 6200 kPa (900 lb / ⁱⁿ²⁾ (acceptable also lower pressures).

 Example 157

The high-efficiency burner of Example 156 having a curtained flame sheath with a heat release rate of 89 • 10 ⁶ kcal / m ³ • h (10,000,000 BTU / ft ³ per hour).

 Example 158

 Examples 156-157, in which the burner is a high vortex burner, designed for no more than 50% excess air.

 Example 159

 Examples 156-157, in which the burner is a low vortex burner, designed for a large excess of air.

 Example 160

 The burner of examples 156-159, having a pressure drop in the range from 254 to 762 mm water column (10 to 30 inches water column) or more.

 Example 161

 Examples 156-159, in which the combustion proceeds in such a way that the secondary air is mixed with the combustion products after the completion of the formation of the flame sheath.

 Example 162

The method of operation of a furnace containing grade 6 fuel based on UGS compounds, including the above examples 156-159, in which the resulting unburned carbon particles are 0.1 lb / 10 ⁶ BTU or less.

 Example 163.

 The method of operation of the burner of examples 159-162 in a furnace using ASTM grade liquid fuel containing a combustion-improving amount of dimethyl carbonate and a combustion-improving metal, while increasing the expected combustion efficiency in the furnace by at least 1-20%.

 It should be noted that the invention also proposed the combustion of coal in a fluidized bed. For example, for combustion chambers using -10 mesh coal, a similar reduction in the emission of harmful substances and improved combustion rates were observed.

 Similarly, the present invention is of great importance when using heavy diesel fuels, cylinder fuels and marine engine fuels. It has been found, for example, that the proposed cylinder fuels and fuels for marine engines comply with ISO DIS 8217 and BS MA 100 standards. Since the sulfur content in cylinder fuels and marine engine fuels is often higher than most fuels, the present invention allows to lower the combustion temperature , which mitigates the problem of corrosion and emission of harmful substances, is of particular interest.

 Example 164

A method of using heavy diesel fuel, fuel for locomotives or marine engines, comprising mixing a fuel that complies with ISO DIS 8217 and BS MA 100 standards, containing sulfur in a concentration of from 0.01 to 3.0 wt.% (Amounts less than 0 are also acceptable , 05 wt.%), Having a viscosity of 10-500 cSt at 50 ^o C and containing additional UGS fuel, as a result of which the combustion of the obtained fuel in these engines running on heavy diesel fuel, fuel for locomotives and marine engines occurs with reduced corrosion and improved fuel combustion of at least 1% or more.

 Example 164a.

 Method 164, in which the operation of a heavy diesel, locomotive or marine engine occurs in conditions of moderate to heavily loaded, as a result of which the use of fuel improves by at least 0.5 to 5% or more compared to fuel without UGS content.

 Example 165

 The fuel composition of Example 164, which further comprises an ashless dispersant selected from the group consisting of alkenyl succinic acid esters, alkenyl succinimidamine, methylamine, 2-ethylhexylamine, n-dodecylamine and others (see US 3172892, 3202678, 3219666, 4234435).

 Example 166

 The above fuel compositions containing an antioxidant.

 Example 167

 Fuel compositions of examples 164-165, in which the UGS fuel contains dimethyl carbonate in an amount of from 0.01 to about 30 vol.% And a combustion-improving amount of SMT.

 Example 168

 A method of improving thermal efficiency during operation of a locomotive or marine engine, including the injection of a heavy fuel composition based on HCS into the combustion chamber, while burning occurs at a higher, more efficient speed and lower combustion temperatures, as a result of which thermal efficiency is increased by at least 5%.

FUEL APPLICATION IN ROCKET ENGINES
A particularly interesting field of application of the present invention is its use in rocket engines. The indicated field of application, in which fuel energy transforms into a suitable form and leads to the transition of matter into a driving force, is of particular interest, in particular, due to the fact that this results in lower combustion temperatures and the possibility of supersonic motion.

 The task of using the proposed fuel as a rocket is to create a large momentum of the driving force, to achieve high thrust / power at lower combustion temperatures, which represents a significant step forward compared with the known technical solutions. The solution to this problem will increase the life of the engine, use smaller combustion chambers, lighter construction (in the absence of the need for special cooling devices, etc.).

 So, one of the embodiments of the present invention is liquid rocket fuel, which allows you to create essentially the same momentum and jet propulsion with minimal weight and maintaining reliability.

 A particularly interesting objective of the present invention is to achieve the same energy and driving force characteristics that were previously achieved only using compressed fluids, namely hydrogen and oxygen. The present invention allows to achieve similar results when using liquid fuels or mixed fuels, in the absence of the need for special storage conditions, cryogenic temperatures, liquefaction, special handling, etc.

 The invention provides a wide range of missile systems. So, liquid, gaseous, solid rocket fuels, mixtures thereof, hypergols and non-hypergols are proposed.

 Non-limiting examples of rocket fuels include dual-base or colloidal fuels, cardite or dual-base extruded fuels, composites, extruded fuels, plastics, polymer binders, dual-base fuels, modified with composites, molecular fuels, and others.

 The present invention provides a polymer binder system that serves to bind rocket fuel, most of which is a crystalline oxidizing agent and which optionally contains a metal additive to increase specific impulse and density. The invention provides dibasic composites in which nitroglycerin and nitrocellulose are used as a binder with an inorganic binder and metal-containing additives. The use of conventional polymers, non-metallic and metal-containing solid rocket fuels is known.

 In accordance with the present invention, solid GHS compounds and / or mixed liquid / solid systems can be used in solid rocket fuels.

 The rocket engine systems of the invention include rocket and turbo-rocket systems. Also considered are ramjet engines and rocket engines with afterburner.

 Proposed liquid rocket fuels include bicomponent fuels (fuel and oxidizer), single-component rocket fuels, gaseous fuels and mixed fuels. Examples of liquid propellant engines of the invention include systems developed by NASA such as the Saturn, Atlas, and Titan inhabited and uninhabited systems. The present invention provides fuel for rockets, including space engines, rocket boosters, ground-to-air missiles, ballistic missiles, anti-aircraft missiles, take-off systems with jet boosters, ejection acceleration systems, air power plants, aircraft position control systems relative to the earth's axes, engines interplanetary acceleration, rockets launched from submarines and anti-ballistic systems.

 Traction engines of rocket systems in accordance with the invention include rocket and turbo-missile systems. Also considered are ramjet engines, quick start engines and air expansion rockets.

 Example 169

 A rocket engine operating on liquid two-component and one-component fuel, with pressure supply, in systems with low or high jet thrust, designed to regulate the position of the aircraft relative to the earth's axes or to maneuver it, using an efficient pulse engine and rocket fuel.

 Example 170

 Example 169, in which pulsed operation is highly efficient for short periods of 0.02 s or less.

 Example 171

 Examples 169-170 in which a pulse modulation system can be started at least a thousand times or more during flight time.

 Example 172

 Example 169, in which a pulsed motor has a jet thrust of 27 N • m (20 lbs), using an ablation propulsion chamber that allows at least 2,000 starts with a total pulse duration of at least 600 s and a minimum departure period of 1 week.

 Example 173

 Example 169, in which the engine is a rocket engine.

One of the problems solved in the present invention is to lower the combustion temperature, which with the usual use of liquid rocket fuel allows to reach temperatures from 2204 to 3871 ^o C (from 4000 to 7000 ^o F).

 Significant lowering of the combustion temperature allows improving the design and creating the possibility of increasing the driving force when using metals that improve reactive thrust, such as boron, lithium, manganese, aluminum, beryllium, trimethylaluminium, dimethylberyllium, etc.

 Suitable oxidizing agents include liquid oxygen, nitric acid, mixtures of nitric and sulfuric acids, fluorine, chlorine trifluoride, perchloryl fluoride, nitrosyl fluoride, nitrile fluoride, nitrogen trifluoride, difluoromonoxide, fluorides, chlorine oxides, nitrogen tetraoxide, hydrogen peroxide, potassium peroxide 30, 30 penta fluoride, penta , ozone, oxygen difluoride, RFNA (in various concentrations), WFNA, tetranitromethane and others.

 In accordance with the present invention, the UGS compounds can be used in combination as a mixture and / or in combination with rocket fuels. Non-limiting examples of the propellant rocket and base components of the fuel include acetylene, aluminum borohydride, ammonia, aniline, benzene, butyl mercaptan, diborane, dimethylamine, diethylene triamine, dicyan, ethane, ethanol, ethylamine, ethylene, ethylene diamine, ethylene oxide, ethylene diamine, ethyl nitrate nitrate, dimer , gasoline, heptene, hydrazine (including substituted hydrazines), hydrogen, isopropyl alcohol, JP-3, JP-4, kerosene, lithium, lithium hydride, methane, methylal, methanol, methyl nitrate, methylamine, methylacetylene, methyl vinylacetylene, monoethyl niline, nitromethane, nitropropane, nitroglycerin, n-octane, propane, propylene oxide, n-propyl nitrate, o-toluidine, triethylamine, trimethylamine, trimethyl trithiophosphite, terpentine, asymmetric dimethylhydrazine, xylidine, 2,3-xyldithinide, boron mimetin, boron mimetin, boron others. Metal-containing rocket fuels, including trimethyl aluminum and dimethyl beryl, are also contemplated.

 Example 173a

The method of operation of a rocket using UGS fuels (for example, UGS compounds and metal compounds) and, if necessary, at least one oxidizer and / or rocket component of the fuel, including burning fuel in the engine, as a result of which the temperature in the engine is reduced by 55.6-556 ^o C (100-1000 ^o F), so that the jet thrust increases and / or the mass of the engine can be reduced.

 Example 173b.

Method 173a, in which the temperature of the walls of the combustion chamber is controlled, which as a result does not exceed 704-1093 ^° C (1300-2000 ^° F).

 Example 174

 Missile fuels containing dimethyl carbonate and, if necessary, an oxidizing agent (including the above, preferably nitric acid and / or hydrogen peroxide) and metal-containing compounds.

 Example 175

 Example 174, in which rocket fuel contains a rocket fuel component selected from the above group.

 Example 176

 Example 174 in which the oxidizing agent is hydrazine.

 Example 177

 The method of using rocket fuel from examples 169-172, in which the specific reactive thrust is increased in the absence of an increase in combustion temperatures.

One example of the implementation of the present invention are single-component rocket fuels, in particular, based on hydrogen peroxide or hydrazine, together with the above metal-containing compounds, so that the temperature of the walls of the combustion chamber does not exceed 704-1093 ^o C (1300-2000 ^o F), respectively. Similar wall temperatures can be expected when using dimethyl carbonate and / or multicomponent rocket fuel (one of which includes dimethyl carbonate) and / or one oxidizing agent or several oxidizing agents as a single-component fuel.

 Another example of the implementation of the present invention is to improve the design of the rocket engine to reduce the total mass due to the use of the inventive methods of controlling the combustion temperature, so that an increased amount of high-temperature metal-containing and / or other rocket fuels can be used. This unexpectedly allows to increase the specific impulse or jet thrust in the absence of additional costs for mass.

 Example 178

A method of increasing the specific reactive thrust of a rocket engine in the absence of an increase in combustion temperatures, comprising supplying the fuel composition of the composition specified in examples 173a-177 to the rocket engine combustion system, where combustion with explosion occurs, so that by maintaining a pressure of 3447 kPa in the combustion chamber (500 psi), the specific tractive force resulting from this combustion is more than 200 I _sp s (more preferably above 250 I _sp s).

 Example 179

 The method of example 178, in which the fuel is injected into the combustion chamber of a rocket engine using an injector selected from the group comprising fuel collision injectors with oxidizer, pre-mixed injectors, "built-in" valve injectors of various types, wherein the injector nozzle is selected from the group including a short tube with a rounded inlet, with a conical inlet, a cone with sharp edges and a hole with sharp edges.

 Improving reactive thrust or specific impulse is 3-15% compared with existing systems. Minimum improvement may be 1-3% compared to existing systems and similar fuels. Significant improvements of the order of 10-50% are possible.

 Lower combustion temperatures improve the regenerative cooled motive chambers that use one of the liquid fuels circulating in the cooling jacket to absorb heat from the walls of the combustion chamber.

 Other systems with cooled walls of the combustion chamber, which can be improved with a corresponding reduction in their mass, include radially cooled chambers in which rocket engines are made of refractory material, ablation rocket engines, the walls of which are made of special composites that evaporate at low speed to form a protective shell. Other engines include turbo-exhausts with gas cooling, submersible cooling, protective cooling, emission cooling, ablative cooling, regenerative cooling, film cooling, evaporation cooling and combined methods.

 Another advantage of the present invention is the ability to increase the shelf life of rocket fuels. Thus, a reliable, inexpensive packaging of liquid propellant suitable for storage has been proposed.

 Another significant advantage of the rocket fuels proposed in the invention is their low cost compared to the cost of existing fuels. In accordance with the invention, the cost of rocket fuel can be reduced by 50% of the cost of existing rocket fuels.

 It should be noted that the preferred use of UGS using dimethyl carbonate demonstrates the increased storage stability of dimethyl carbonate in the presence of oxygen, which is a good oxidizing agent, as well as fuel.

 An important feature is the manganese concentration used, which ranges from 0.132 to 266 g Mn / l (0.5 to 1000 g Mn / gal) and higher, depending on the circumstances. Hypergol concentrations typically exceed 6% of the fuel mass. Maximum concentrations are determined by the limits of permissible combustion. Compounds of cyclic manganese tricarbonyl, as shown, also have catalytic properties associated with the use of hydrogen peroxide, especially in hypergol.

 When using the present invention in rocket fuels that use oxidizing systems from an external ignition source, the ignition proceeds more gently, with a reduced delay time.

 The present invention provides the use of primary aromatic amines, such as aniline, xylidine, and mixtures thereof to reduce ignition delay time, in particular when using nitric acid.

 It is desirable to use UGS compounds (preferably dimethyl carbonate) as rocket fuel together with an oxidizing agent and / or metal-containing compound. The possibility of using additional fuel components is considered.

 It should be noted that dimethyl carbonate can be used as a single-component fuel, especially when using afterburner. It is shown that dimethyl carbonate can be used separately as a fuel requiring the introduction of an oxidizing agent or alternatively as an oxidizing agent to a fuel. In the latter case, it may be necessary to use an additional oxidizing agent or afterburner with air.

 However, one embodiment of the present invention is the use of dimethyl carbonate with a metal-containing compound as the main component of rocket fuel.

 Example 180

 Jet propellant containing an HCS compound selected from the group consisting of dimethyl carbonate, acetylene, aluminum borohydride, ammonia, aniline, benzene, butyl mercaptan, diborane, diethylene triamine, ethane, ethanol, ethylamine, ethylene, ethylene diamine, ethylene oxide, ethyl nitrate, furth , heptene, hydrazine (including substituted hydrazines), hydrogen, isopropyl alcohol, lithium, lithium hydride, methane, methylal, methanol, methylamine, nitromethane, nitropropane, n-octane, propane, n-propyl nitrate, o-toluidine, triethylamine, trimethyl trithiophosphite, terpe ting, unsymmetrical dimethylhydrazine, 2,3-xylidene, lithium borohydride, monomethyl, pentaborane, and mixtures thereof and reactive thrust improving amount of metal compounds.

 Example 181

 Example 180, wherein the composition further comprises a known oxidizing agent selected from the group consisting of liquefied oxygen, nitric acid, a mixture of nitric acid and sulfuric acid, fluorine, nitrogen tetroxide, hydrogen peroxide, potassium perchlorate, perchloryl fluoride, bromine pentafluoride, chlorine trifluoride, ON 7030 , ozone, oxygen difluoride, RFNA, WNFA, tetranitromethane, fluorine, nitrosyl fluoride, nitrile fluoride, nitrogen trifluoride, difluoromonoxide, fluoride, chlorine oxides, etc.

 Example 182

 A propellant containing hydrogen peroxide and a metal compound, for example a tricarbonylcyclopentadienyl manganese compound, and optionally dimethyl carbonate.

 Example 183

 Propellant containing hydrogen peroxide, an oxidizing agent, a metal compound and, if necessary, dimethyl carbonate.

 Example 184

 The rocket fuel from example 183, in which the metal compound is selected from the group consisting of tricarbonylcyclopentadienyl manganese, technetium, rhenium, aluminum, beryllium or boron compounds, including pentaborane, decaboran, borazole, aluminum borohydride, trimethylaluminum, beryllium borohydride, boromethyl lithium dimethyl boride, and mixtures.

 Example 185

 Example 183, wherein the oxidizing agent is selected from the group consisting of liquefied oxygen, nitric acid, a mixture of nitric acid and sulfuric acid, fluorine, nitrogen tetroxide, hydrogen peroxide, potassium perchlorate, perchloryl fluoride, bromine pentafluoride, chlorine trifluoride, ON 7030, ozone, oxygen difluoride , RFNA, WNFA, tetranitromethane and mixtures thereof.

 Example 186.

 Propellant containing dimethyl carbonate, hydrazine and tricarbonyl cyclopentadienyl manganese compounds.

 Example 187

 Rocket fuel containing dimethyl carbonate and an oxidizing agent selected from the group comprising nitric or sulfuric acid, with or without metal compounds.

 Example 188

 Missile fuel containing dimethyl carbonate, hydrazine or substituted hydrazine and / or hydrogen peroxide and / or metal compounds.

 Example 189

 Rocket fuel containing dimethyl carbonate, hydrazine and kerosene and, if necessary, metal compounds.

 Example 190

 Missile fuel containing dimethyl carbonate, hydrogen, metal compounds and, if necessary, an oxidizing agent.

 Example 191

 Rocket fuel containing dimethyl carbonate, salicylic aldehyde and metal compounds.

 Example 192.

 Rocket fuel for air systems, including dimethicarbonate, metal compounds and, if necessary, the basic component of rocket fuel and, if necessary, an oxidizing agent.

 Example 193

 Example 192, in which non-limiting examples of a rocket fuel base component include hydrogen, hydrazine, and kerosene.

 Example 194

 Rocket fuel, including hydrogen peroxide, tricarbonylcyclopentadienyl manganese and a rocket fuel component selected from the group consisting of dimethyl carbonate, acetylene, aluminum borohydride, ammonia, aniline, benzene, butyl mercaptan, diborane, diethylene triamine, ethane, ethanol, ethylene amine, ethylene, ethylene, ethylene, ethylene, ethylene, ethylene, ethylene, ethylene, ethylene, ethylene , furfuryl alcohol, gasoline, heptene, hydrazine (including substituted hydrazines), hydrogen, isopropyl alcohol, lithium, lithium hydride, methane, methylal, methanol, methylamine, nitromethane, nitropropane, n-octane, propane, n-propi nitrate, o-toluidine, triethylamine, trimetiltritiofosfit, turpentine, unsymmetrical dimethyl hydrazine, 2,3-xylidene, lithium borohydride, monomethyl, pentaborane, and mixtures thereof and improves traction force quantity cyclic manganese tricarbonyl compounds.

 It will be appreciated by those skilled in the art that various variations and modifications of the present invention are possible without departing from the spirit and spirit of the present invention.

LITERATURE
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Claims (144)

 1. A fuel composition comprising I) a combustion-improving amount of at least one non-lead element selected from the group consisting of elements of groups 1A, 2A, 3A, 1B, 2B, 3B, 4B, 5B, 6B, 7B, 8 Periodic a system of elements, as well as selected from the group consisting of bromine, iodine, bismuth, germanium, phosphorus, silicon, fluorine, chlorine, sulfur, nitrogen and tin, and mixtures thereof, or a derivative of the compound containing said non-lead element, said element and derivative compounds are combustible and have a calorific value not less than 4000 kcal / kg, and II) a combustion-improving amount of at least one flame-retardant structure (GHS) compound having a latent heat of vaporization of at least 21 kJ / mol at its boiling point and a combustion rate measured from the laminar flame of a Bunsen burner less than 40 cm / sec.  2. The fuel composition according to claim 1, characterized in that it has a luminous reaction zone formed by the specified non-lead element or its compound during combustion.  3. The fuel composition according to claim 1 or 2, characterized in that the luminous reaction zone formed during combustion is located at the surface of said non-lead element or its derivative.  4. The fuel composition according to any one of claims 1 to 3, characterized in that when it is burned, oxide particles of the indicated non-lead element are formed with dimensions at the submicron level.  5. The fuel composition according to any one of claims 1 to 4, characterized in that it consists of droplets obtained by injection or evaporation and having sizes up to 70 microns.  6. The fuel composition according to claim 5, characterized in that the average droplet size does not exceed 60 microns.  7. The fuel composition according to claim 5 or 6, characterized in that the average droplet size is in the range of 30-50 microns.  8. The fuel composition according to any one of claims 1 to 7, characterized in that said latent heat of vaporization is at least 22 kJ / mol.  9. The fuel composition according to p. 8, characterized in that the latent heat of vaporization is at least 24 kJ / mol.  10. The fuel composition according to claim 9, characterized in that the latent heat of vaporization is at least 26 kJ / mol.  11. The fuel composition according to claim 10, characterized in that the latent heat of vaporization is at least 28 kJ / mol.  12. The fuel composition according to claim 11, characterized in that the latent heat of vaporization is at least 30 kJ / mol.  13. The fuel composition according to p. 12, characterized in that the latent heat of vaporization is at least 32 kJ / mol.  14. The fuel composition according to item 13, wherein the latent heat of vaporization is at least 34 kJ / mol. 15. The fuel composition according to claims 1-14, characterized in that the HCS compound is selected from the group consisting of C ₁ -C ₆ alcohols, aldehydes, amines, carbonic acid esters, carboxylic acids, carbonates, dicarbonates, esters, esters diesters, ethers, diesters, glycols, ethers of glycols, ketones, nitrates, dinitrates, peroxides, hydroperoxides, phenols and mixtures thereof. 16. The fuel composition according to p. 15, characterized in that the UGS compound is selected from C ₃ -C ₁₁ dialkyl carbonates, ethers with double or multiple bonds, glycols, ethers of glycols, peroxides, hydroperoxides and mixtures thereof.  17. The fuel composition according to p. 15, characterized in that the UGS compound is selected from the group consisting of dimethyl ether, methyl ethyl ether, diethyl ether, ethyl propyl ether, methyl n-propyl ether, ethyl isopropyl ether, methyl isopropyl ether, ethyl n -propyl ether, dipropyl ether, propyl-isopropyl ether, diisopropyl ether, ethyl tert butyl ether, ethyl sec-butyl ether, methyl n-butyl ether, methyl isobutyl ether, methyl tert butyl ether, methyl sec-butyl ether , methyl amyl ether, methyl sec-amyl ether, meth l-tert amyl ether, ethyl tert amyl ether, methyl isoamyl ether, methylene dimethyl ether, methylene diethyl ether, methylene dipropyl ether, methylene dibutyl ether, methylene diisopropyl ether, diethylene glycol dimethyl ether, diethylene glycol diethyl ether ethylene glycol dimethyl ether, ethylene glycol monomethyl ether, diethylene glycol dipropyl ether, diethylene glycol dibutyl ether, diethylene glycol monoethyl ether, diethylene glycol monobutyl ether, diethylene glycol monomethyl ether, 1-monomethyl ether glycol, ethylene glycol monoethyl ether, methanol, ethanol, propanol, isopropanol, tert-butanol, dimethyl carbonate, diethyl carbonate, hydrogen peroxide, tert-butyl cumyl peroxide, di-tert-butyl peroxide, alkyl peroxides, alkyl 2,5-dimers (tert-butylperoxy) hexane, tert-butyl hydroperoxide, di (tert-amyl) peroxide, tert-amyl hydroperoxide and mixtures thereof.  18. The fuel composition according to any one of claims 1 to 14, characterized in that the UGS compound is tetranitromethane, nitromethane, nitroethane or nitropropane.  19. The fuel composition according to any one of claims 1 to 14, characterized in that the UGS compound is methane hydrate, nitric oxide, nitrous oxide, nitrogen dioxide or ozone.  20. The fuel composition according to claim 17, wherein the HCS compound is selected from the group consisting of methylene dimethyl ether, methylene diethyl ether, methylene dipropyl ether, methylene diisopropyl ether, methane hydrate, dimethyl carbonate, diethyl carbonate, dipropyl isopropyl carbonate, and dipropyl isopropyl carbonate.  21. The fuel composition according to claim 20, characterized in that said UGS compound is dimethyl carbonate (DMC). 22. The fuel composition according to clause 16, wherein the UGS compound is selected from the group consisting of C ₃ -C ₂₀ glycols, glycol ethers and mixtures thereof.  23. The fuel composition according to claims 15-22, characterized in that the HCS compound contains at least one carboethoxy, carbomethoxy, carbonyl, carbonyloxy, carboxy, ethoxalyl, glyoxyl, methoxy, methylenedioxy, glycol or hydroxyl radical. 24. The fuel composition according to any one of paragraphs.15-22, characterized in that the UGS compound has one or more radicals selected from the group consisting of OO, CO, F, F ₂ , F ₃ , N, B, Be, BO, B ₂ , BF, AI, AIO, CH ₃ , NH ₃ , CH, C ₂ H ₂ , C ₂ H ₅ , Li, ONH, NH, NH ₂ , OCH ₃ , OC ₂ H ₅ , OCH, OCH ₂ , OH , CI, OCOO, COOH, C ₂ H ₅ OOC, CH ₃ CO, OCH ₂ O, OCHCO, CONH _2, and combinations thereof.  25. The fuel composition according to any one of claims 1 to 24, characterized in that it further comprises at least one base hydrocarbon fuel.  26. The fuel composition according A.25, characterized in that the base fuel is selected from the group comprising a liquid fuel substitute, petroleum gas, liquefied petroleum gas, a liquefied mixture of petroleum gas and propane, a liquefied mixture of petroleum gas and butane, natural gas, liquefied natural gas, methane, ethane, propane, n-butane, propane-butane mixtures, methanol-based fuel, ethanol fuel, biomass fuel, vegetable oil fuel, aviation gasoline, ordinary motor gasoline, reformed gasoline, low-pressure gasoline, benzine low sulfur content, kerosene, fuel with a wide boiling range, fuel for gas turbines, aviation fuels for turbojet engines, military aviation gasoline, rocket fuel, solid and liquid rocket fuels, single-component rocket fuel, multi-component rocket fuel, self-igniting rocket fuel , fuel for gas turbine engines, fuel for layered engines, diesel, including low sulfur grades, reformed diesel, fuel oil, heavy diesel fuel for marine engines or locomotives, distillate fuel, residual fuel, recycle fuel, light recycle fuel, light recycle gas oil, heavy recycle fuel, heavy recycle gas oil, utility fuel, vacuum oil, nozzle fuel, heating oil , coal liquid, middle distillate of coal fuel, associated coal liquid, powdered coal, fuel from tar sands, shale fuel, and also their sm si.  27. The fuel composition according to any one of claims 1 to 24, characterized in that it further comprises at least one base fuel selected from the group consisting of hydrogen, hydrazine and ammonia acetylenide, as well as mixtures thereof.  28. The fuel composition according A.25 or 26, characterized in that it has an aromatic content of not more than 35 vol.%.  29. The fuel composition according to p. 26, characterized in that it includes diesel fuel, fuel oil, gas turbine fuel, turbojet fuel, aviation gasoline or motor gasoline and has an aromatic content of not more than 35%.  30. The fuel composition according to p. 26, characterized in that it includes diesel fuel, gasoline, aviation gasoline, gas turbine fuel, fuel oil or aviation turbine fuel and has an aromatic content of not more than 20 vol.%.  31. The fuel composition according to p. 30, characterized in that it has an aromatic content of not higher than 10 vol.%. 32. The fuel composition according to p. 26, characterized in that it contains diesel fuel, fuel oil, aviation turbojet fuel or turbine liquid fuel and has a flash point of at least 38 ^o C.  33. The fuel composition according to p. 26, characterized in that it contains diesel fuel, fuel oil or turbojet fuel and has a latent heat of vaporization, increased compared with the base fuel by 5.0% or more.  34. The fuel composition according A.25, characterized in that it contains a hydrocarbon base fuel and has a sulfur content of not more than 0.5 wt.%.  35. The fuel composition according to p. 26, characterized in that it contains diesel fuel, gasoline, aviation gasoline, turbojet fuel or turbine liquid fuel and has a sulfur content of not more than 0.5 wt.%.  36. The fuel composition according to p. 35, containing diesel fuel or gasoline and having a sulfur content of not more than 0.003 wt.%. 37. The fuel composition according to p. 26, characterized in that it includes diesel fuel, fuel oil, gas turbine fuel or turbojet fuel and has an aniline point of less than 63 ^o C. 38. The fuel composition according to p. 26, characterized in that it contains a fuel selected from diesel or gas turbine fuel or fuel oil with a temperature of fractional distillation T-90 not more than 338 ^o C, turbojet fuel with a temperature of fractional distillation T-90 not more than 245 ^o C or with a final distillation temperature of not more than 300 ^o C, aviation gasoline with a temperature of fractional distillation T-90 no more than 135 ^o C or with a final temperature of distillation no more than 170 ^o C or automobile gasoline with a temperature of fractional distillation T-90 no more than 166 ^o C.  39. The fuel composition according to p. 26, characterized in that it contains 0.01-53.0 wt.% Oxygen and basic diesel fuel.  40. The fuel composition according to § 39, which contains diesel fuel and is characterized in that it has a cetane number of at least 40. 41. The fuel composition according to § 39 or 40, characterized in that it has a kinematic viscosity of not more than 4.1 mm ² / s at 40 ^o C.  42. The fuel composition according to any one of paragraphs 39-41, characterized in that it has a maximum ash content of 0.01 wt.%. 43. The fuel composition according to any one of paragraphs 39-42, characterized in that it has a flash point of at least 52 ^o C.  44. The fuel composition according to any one of paragraphs 39-43, characterized in that it has a density in degrees API from 32 to 37. 45. The fuel composition according to claim 39 or 40, characterized in that it has a T-90 temperature of not more than 288 ^{° C.} and a cetane number of at least 40 or an aromatic content of not more than 35%. 46. The fuel composition according to item 45, characterized in that it has a kinematic viscosity of not more than 2.4 mm ² / s at 40 ^o C.  47. The fuel composition according to item 45 or 46, characterized in that it has an ash content of not more than 0.01 wt.%. 48. The fuel composition according to any one of paragraphs.45-47, characterized in that it has a flash point of at least 38 ^o C.  49. The fuel composition according to any one of paragraphs.45-48, characterized in that it has a density in degrees API from 40 to 44. 50. The fuel composition according to § 39 or 40, characterized in that it has at least one of the following characteristics: cetane number of at least 30, kinematic viscosity of not more than 24.0 mm ² / s at 40 ^o C, ash content not more than 0.10 wt.% or flash point not less than 55 ^o C. 51. The fuel composition according to p. 26, characterized in that it contains diesel fuel and has a cetane number from 48 to 54, a temperature of T-90 from 238 to 271 ^o With the sulfur content of 0.08-0.12 wt.% And density in degrees API from 40 to 44.  52. The fuel composition according to p. 26, characterized in that it contains diesel fuel and has a cetane number of at least 52, a sulfur content of less than 100 million hours, a bromine number of 0.10, while an oxygen-containing compound is used as a UGS compound the amount providing the oxygen content in the composition of 0.5-4.0 wt.%. 53. The fuel composition according to p. 26, characterized in that it contains a base diesel fuel and has a cetane number of at least 62, the sulfur content in the fuel is less than 0.01 wt.%, The olefin content is not more than 41 wt.%, The temperature T- 90 268 ^o C, bromine number 0.10 and aniline point less than 63 ^o C. 54. The fuel composition according to p. 26, characterized in that it contains heavy diesel fuel, fuel for marine engines or locomotives and has a viscosity of 10-500 cSt at 50 ^o C.  55. The fuel composition according to p. 26, characterized in that it contains diesel fuel and further comprises an ignition promoter, which is an alkyl nitrate.  56. The fuel composition according to p. 55, wherein the alkyl nitrate is ethyl hexyl nitrate or isopropyl nitrate.  57. The fuel composition according to p. 26, characterized in that it contains diesel fuel and has a cetane number of at least 42, preferably at least 50, more preferably at least 52.  58. The fuel composition according to p. 26, characterized in that it contains diesel fuel and has a cetane number of not less than 52, and a sulfur content of not more than 350 million hours 59. The fuel composition according to p. 26, characterized in that it contains diesel fuel and has a distillation temperature T-90 of not more than 315 ^o C and not less than 282 ^o C.  60. The fuel composition according to p. 26, characterized in that it contains 0.01-53.0 wt.% Oxygen and fuel oil. 61. The fuel composition according to p. 60, characterized in that it has a kinematic viscosity of not more than 24.0 mm ² / s at 40 ^o C and not more than 50.0 mm ² / s at 100 ^o C. 62. The fuel composition according to p. 26, characterized in that it contains 0.01-53.0 wt.% Oxygen, turbine fuel and gives during combustion the temperature of the gas at the entrance to the turbine, not exceeding 650 ^o C.  63. The fuel composition according to p. 26, characterized in that it contains 0.01-53.0 wt.% Oxygen and aviation turbine fuel.  64. The fuel composition according to p, characterized in that it has an aromatic content of not more than 22 vol.%.  65. The fuel composition according to p. 63 or 64, characterized in that it has a sulfur content in the form of mercaptans not more than 0.003 wt.%.  66. The fuel composition according to any one of paragraphs 63-65, characterized in that it has a total sulfur content of not more than 0.3 wt.%. 67. The fuel composition according to any one of paragraphs 63-66, characterized in that it has a distillation temperature of the T-10 fraction of not more than 205 ^o C. 68. The fuel composition according to any one of paragraphs 63-67, characterized in that it has a final distillation temperature of not more than 300 ^o C. 69. The fuel composition according to any one of paragraphs 63-68, characterized in that it has a flash point of at least 38 ^o C. 70. The fuel composition according to any one of paragraphs 63-69, characterized in that it has a density in the range of 775-840 kg / m ² at 15 ^o C. 71. The fuel composition according to any one of paragraphs 63-70, characterized in that it has a pour point not higher than -40 ^o C. 72. The fuel composition according to any one of paragraphs 63-71, characterized in that it has a viscosity of not more than 8.0 mm ² / s.  73. The fuel composition according to p. 26, characterized in that it contains 0.01-53.0 wt.% Oxygen and aviation gasoline. 74. The fuel composition according to p, characterized in that it has a distillation temperature of the T-20 fraction of not more than 145 ^o C. 75. The fuel composition according to p. 63 or 74, characterized in that it has a distillation temperature of the T-90 fraction of not more than 245 ^o C. 76. The fuel composition according to any one of paragraphs 63, 74 and 75, characterized in that it has a density in the range of 761-802 kg / m ² at 15 ^o C. 77. The fuel composition according to any one of paragraphs 63, 74-76, characterized in that it has a vapor pressure of not more than 21 kPa at 38 ^o C. 78. The fuel composition according to any one of paragraphs 63, 74-77, characterized in that it has a pour point not higher than -50 ^o C.  79. The fuel composition according to p, characterized in that it has a total sulfur content of not more than 0.3 wt.%. 80. The fuel composition according to p. 63 or 79, characterized in that it has a distillation temperature of the T-50 fraction of not more than 232 ^o C. 81. The fuel composition according to any one of paragraphs 63, 79 and 80, characterized in that it has a final distillation temperature of not more than 300 ^o C.  82. The fuel composition according to any one of paragraphs 63, 79-81, characterized in that it has a density according to API 57. 83. The fuel composition according to any one of paragraphs 63, 79-82, characterized in that it has a viscosity of not more than 15.0 cSt at -34.4 ^o C. 84. The fuel composition according to any one of paragraphs 63, 79-83, characterized in that it has a pour point not higher than -50 ^o C.  85. The fuel composition according to p. 26, characterized in that it contains turbine fuel and during combustion gives a temperature at the entrance to the turbine of not more than 1100 K.  86. The fuel composition according to p. 85, characterized in that it gives a temperature at the entrance to the turbine of not more than 800 K.  87. The fuel composition according to p, characterized in that it has a detonation octane number of at least 80.  88. The fuel composition according to p. 73 or 87, characterized in that it has an operational number of at least 87.  89. The fuel composition according to any one of paragraphs.73, 87 and 88, characterized in that it has a tetraethyl lead content of not more than 1,057 ml / l. 90. The fuel composition according to any one of paragraphs.73, 87-89, characterized in that it has a distillation temperature of the T-10 fraction of not more than 75 ^o C, a temperature of T-40 not less than 75 ^o C, a temperature of T-50 not more than 105 ^o C, temperature T-90 not more than 135 ^o C, and the sum of the temperatures T-10 and T-50 is not less than 135 ^o C.  91. The fuel composition according to p. 26, characterized in that it contains from 0.01 to 53.0 wt. % oxygen and regular or reformed lead-free gasoline. 92. The fuel composition according to p. 91, characterized in that it has one of the following indicators: the content of aromatics free of polynuclear compounds is not more than 35%, the content of olefins is not more than 10 vol.%, Vapor pressure according to Reid (UPR) is not more than 82.8, kPa; temperature T-90 not more than 174 ^o C, temperature T-50 not less than 79 ^o C, heat of vaporization not less than 58.6 kcal / l at 60 ^o C, combustion rate not less than 45 cm / s, octane number (R + M ) / 2 at least 87, at least one of the additives that control deposits selected from additives that control deposits in the combustion chamber, additives for the fuel injector or for adjusting the intake valves. 93. The fuel composition according to p. 26, characterized in that it contains aviation or motor gasoline and has a temperature of T-50 less than 104 ^o C. 94. The fuel composition according to p. 93, characterized in that it has a temperature of T-90, not exceeding 160 ^o C. 95. The fuel composition according to p. 26, characterized in that it contains aviation or motor gasoline and has a latent heat of vaporization of 60.3; 60.6; 60.9 or 61.3 kcal / l at 15.6 ^o C.  96. The fuel composition according to p. 26, characterized in that it contains regular or reformed aviation or motor gasoline and has a burning speed of at least 46 cm / s.  97. The fuel composition according to p, characterized in that it has a burning rate of at least 48 cm / s.  98. The fuel composition according to p. 97, characterized in that it has a burning speed of at least 50 cm / s.  99. The fuel composition according to p, characterized in that it has a burning rate of at least 52 cm / s.  100. The fuel composition according to p. 26, characterized in that it contains automobile or aviation gasoline as the base fuel and has a latent heat of vaporization, increased compared with the base fuel by 5.0% or more.  101. The fuel composition according to any one of claims 1 to 24, characterized in that it contains 0.01-53.0 wt.% Oxygen and rocket fuel and / or oxidizing agent.  102. The fuel composition according p, characterized in that it contains rocket fuel selected from the group comprising hydrogen, hydrocarbon fuels, dimethyl carbonate, acetylene, aluminum borohydride, ammonia, aniline, benzene, butyl mercaptan, diborane, diesel fuel, diethylene triamine, ethane, ethanol, ethylamine, ethylene diamine, ethylene oxide, ethyl nitrate, furfuryl alcohol, gasoline, heptene, hydrazine (including substituted), isopropyl alcohol, lithium, lithium hydride, kerosene, naphtha, naphthalene, methane, methylal, methanol, methylamine, nitromethane, nitromethane nitrop ropan, n-octane, propane, n-propyl nitrate, o-toluidine, salicylic anhydride, triethylamine, trimethyl trithiophosphite, turpentine, asymmetric dimethyl hydrazine, 2,3-xylidine, lithium borohydride, monomethyl hydrazine, pentaborane and mixtures thereof.  103. The fuel composition according to p. 101, characterized in that it contains an oxidizing agent selected from the group comprising liquid oxygen, nitric acid, a mixture of nitric acid and sulfuric acid, fluorine, nitrogen tetroxide, hydrogen peroxide, potassium perchlorate, perchloryl fluoride, bromine pentafluoride , chlorofluoride, ON 7030, ozone, oxygen difluoride, RFNA (in various concentrations), WFNA, tetranitromethane, fluorine, chlorine, chlorine trifluoride, nitrosyl fluoride, nitrile fluoride, nitrogen trifluoride, difluoromonoxide, fluoride, chlorine oxides and mixtures thereof.  104. The fuel composition according to any one of paragraphs 101-103, characterized in that the said connection is solid. 105. The fuel composition according to any one of paragraphs 101-104, characterized in that it, when burning, gives the temperature of the walls of the combustion chamber no more than 1093 ^o C. 106. The fuel composition according to p. 105, characterized in that it during combustion gives the temperature of the walls of the combustion chamber no more than 950 ^o C.  107. The fuel composition according to any one of paragraphs 101-106, characterized in that it is a colloidal fuel.  108. The fuel composition according to p. 107, characterized in that the UGS compound is an oxygen-containing compound, while the oxygen content is in the range of 0.5-8.0 wt.% By weight of the fuel.  109. The fuel composition according to p, characterized in that the UGS compound is an oxygen-containing compound, while the oxygen content is in the range from 1.0 to about 5.0% by weight of the fuel.  110. The fuel composition according to p, characterized in that the UGS compound is an oxygen-containing compound, while the oxygen content exceeds 1.5% by weight of the fuel.  111. The fuel composition according to any one of claims 1 to 110, wherein said lead-free element is selected from the group consisting of aluminum, boron, bromine, bismuth, beryllium, calcium, cesium, chromium, cobalt, copper, France, gallium , germanium, iodine, iron, indium, lithium, magnesium, manganese, molybdenum, nickel, niobium, phosphorus, potassium, thallium, rubidium, sodium, tin, zinc, praseodymium, rhenium, silicon, vanadium and technetium.  112. The fuel composition according p, characterized in that the specified lead-free derivative compound contains potassium, silicon, sodium and mixtures thereof.  113. The fuel composition according to any one of claims 1 to 112, wherein said lead-free derivative is an inorganic compound.  114. The fuel composition according to any one of claims 1 to 112, wherein said lead-free derivative is an organic compound.  115. The fuel composition according p, characterized in that the compound of the specified non-lead element contains one or more alkenyl, aralkyl, aralkenyl, cycloalkyl, cycloalkenyl and aryl groups, or combinations thereof.  116. The fuel composition according p, characterized in that the specified lead-free derivative compound is a cyclopentadienyl compound.  117. The fuel composition according p, characterized in that the cyclopentadienyl compound is selected from the group comprising tricarbonylcyclopentadienyl manganese, tricarbonylmethyl cyclopentadienyl manganese, their derivatives and mixtures thereof.  118. The fuel composition according to p. 117, wherein said cyclopentadienyl compound is tricarbonylmethylcyclopentadienyl manganese. 119. The fuel composition according p, characterized in that it contains the specified tricarbonylmethylcyclopentadienyl manganese in the range of 0.00026-8.72 g Mn / DM ³ . 120. The fuel composition according p, characterized in that it contains the specified tricarbonylmethylcyclopentadienyl manganese in the range of 0.00026-0.79 g Mn / DM ³ . 121. The fuel composition according p, characterized in that it contains the specified tricarbonylmethylcyclopentadienyl manganese in the range of 0.00026-0.099 g Mn / DM ³ .  122. The fuel composition according p, characterized in that the specified lead-free derivative compound contains silicon.  123. The fuel composition according to any one of claims 1 to 33, characterized in that the sulfur content is not more than 2.0 wt.%.  124. The fuel composition according to any one of claims 1 to 34, characterized in that the sulfur content is not more than 0.05 wt.%.  125. The fuel composition according to any one of claims 1 to 34, characterized in that the sulfur content is not more than 0.005 wt.%.  126. The fuel composition according p, characterized in that the specified lead-free element or the specified derivative compound have a calorific value of not less than 7000 kcal / kg  127. The fuel composition according p, characterized in that the specified lead-free element or the specified derivative compound have a calorific value of not less than 10000 kcal / kg  128. The fuel composition according to any one of claims 1 to 127, characterized in that the heat of oxide formation of said lead-free element is negative and equal to or higher than 150,000 g cal / mol.  129. The fuel composition according to any one of claims 1 to 128, characterized in that it contains at least one metal deactivator.  130. The fuel composition according to any one of paragraphs 101-107, wherein said lead-free derivative is selected from the group consisting of tricarbonylcyclopentadienyl manganese, trimethylaluminum, pentaborane, decaboran, borazole, aluminum borohydride, beryllium borohydride, dimethylberyllium, and lilohydride .  131. The fuel composition according to any one of claims 1 to 130, characterized in that it contains the composition of the spark ignition and has a minimum spark energy of not higher than 0.2 mJ.  132. A method of generating pre-chamber combustion steam, comprising a) supplying fuel having an average particle size of not higher than 70 μm to a combustion chamber with air supply, said fuel comprising I) a combustion-improving amount of at least one combustion-enhancing structure (GHS) compound , characterized in that it reduces the temperature of combustion and / or increases the burning rate, has a minimum latent heat of vaporization of 21 kJ / mol at its boiling point and a minimum burning rate (measured by laminar flame Bunsen burners) 40 cm / s, and II) a combustion-improving amount of at least one lead-free element selected from the group of elements of groups 1A, 2A, 3A, 1B, 2B, 3B, 4B, 5B, 6B, 7B, 8 Periodic systems of elements, as well as selected from the group consisting of bromine, iodine, bismuth, germanium, phosphorus, silicon, nitrogen, sulfur, fluorine, chlorine and tin, and mixtures thereof, or a derivative of an organic or inorganic compound containing said non-lead element, wherein said element or derivative is combustible and have a minimum the calorific value of combustion is 4000 kcal / kg; b) creating a temperature sufficient for ignition to occur, and unburned fuel vapors with high kinetic energy are decomposed into reactive radicals that diffuse in front of the flame front so that when burning in the vapor phase a luminous reaction zone appears and oxide particles of the specified being a lead element with submicron level dimensions.  133. The method of claim 132, wherein said HCS compound is selected from the group consisting of alcohols, aldehydes, amines, carbonic acid esters, carboxylic acids, carbonates, dicarbonates, esters, diesters, ethers, diesters , glycols, ethers of glycols, ketones, nitrates, dinitrates, peroxides, hydroperoxides, phenols, wherein said compound contains at least one carboethoxy, carbomethoxy, carbonyl, carbonyldioxy, carboxy, ethoxalyl, glyoxylyl, methoxy, methylenedioxy, glycolyl or hydroxyl radical.  134. The method according to p. 132 or 133, characterized in that said fuel further comprises a base fuel and / or an oxidizing agent.  135. The method according to any one of claims 132-134, wherein said lead-free element is selected from the group consisting of aluminum, boron, bromine, beryllium, calcium, rubidium, cesium, chlorine, gallium, germanium, tin, iodine, lithium, magnesium, niobium, nitrogen, fluorine, phosphorus, potassium, sodium, silicon, sulfur and mixtures thereof.  136. The method according to p, characterized in that said element or said derived compound has a calorific value of not less than 6000 kcal / kg.  137. The method according to any one of claims 132-136, characterized in that said lead-free element has a calorific value of not less than 7000 kcal / kg.  138. The method according to any one of paragraphs.129-137, characterized in that the said pairs are supplied by means of direct injection.  139. The method according to p. 138, characterized in that the said pairs are supplied by direct injection of a layered charge of fuel.  140. The method according to any one of claims 132-139, characterized in that said vapors are burned in an engine or combustion chamber selected from the group consisting of rocket engines, Brighton cycle engines, gas oil turbines, aircraft jet turbines, diesel engines , marine, railway, aviation gas engines, automobile engines, oil furnaces, fuel oil furnaces, oil or fuel oil nozzles, gas burners, gas furnaces, internal combustion engines, internal combustion engines with spark ignition m, lean mixture combustion, rapid combustion, external combustion engines of a Stirling or Rankin system, engines with an Otto cycle and catalytic systems.  141. The method according to p. 140, characterized in that said average particle size of the fuel does not exceed 60 microns.  142. The method according to p. 140 or 141, characterized in that the combustion chamber is a jet turbine in which the length of the dilution zone of the combustion chamber is 1.4-1.6 times the total width of the flame tube.  143. The method according to any one of claims 140-142, characterized in that the burning rate is at least 46 cm / s.  144. The method according to any one of claims 140-143, characterized in that the burning rate is at least 52 cm / s. Priority on points:
03/02/1994 according to claims 1,24,26,63 and 73;
05/31/1994 according to claims 2-23,25,27-62,64-72,74-144.

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