RU2328519C2 - Enhanced combustion at vapour phase - Google Patents

Abstract

FIELD: fuel compositions.

SUBSTANCE: task of invention consists in injection of substantial oxygen concentrations, which can rapidly and aggressively react with the metal. Besides, the task of invention is to create such gas diffusion of precombustion before/after ignition, that increases the pulse/viscosity of the unignited gas. The pulse/viscosity must be increased to the value, maximum close to the one of the ignited gas viscosity to reduce resistance of viscosity between the ignited and unignited gas. The assigned task is solved by the following content of the fuel composition: 1) hydrocarbon base fuel; 2) at least one element, which is not lead, either the organic or inorganic compounds, which contains the indicated element selected from the elements of groups 1A, 2A, 3A, 1B, 2B, 3B, 4B, 5B, 6B, 7B, 8, bismuth, germanium, phosphorus, silicium, nitrogen, sulfur and their mixtures. The indicated element or its organic or inorganic compounds are presented in the combustible form - compound of the element, which is not lead - "CENL"; and 3) at least one compound of the improving combustion structure (ICS), that decreases combustion temperature and/or increases combustion speed and is selected from the group consisted of: H₂, CO, ICS compound. ICS compound must be characterised by latent heat of evaporation (LHE) more or equal to 21 kJ/mole at its boiling point, and by combustion speed, measured on laminar flame of Bunsen burner, not less than 40 cm/s, with the methanol rating 57.2 cm/s. The indicated compound is selected from the group consisted of acetic acid, acetates, acetyls, alcohols, aldehydic acids, aldehydes, anhydrides, boric acids, compoung esters of carbonic acid, carboxylic acids, carbonates, dicarbonates, compound esters, compound diesters, simple ethers, simple diesters, formic acids, glycols, simple ethers of glycols, hydroxy acids, ketones, ketone acids, nitrates, alkylnitrates, nitromethane, nitroethane, nitropropane, dinitrates, amines, anilines, amides, hydrazines, nitrosyls, imides, simple nitroesters, methylamines, xylidine, 2.3 -xylidine, ammonia, orthoborates, orthoesters, orthoacids, oxides, oxalates, oxalic acids, peroxides, hydro-peroxides and phenols. The indicated compound can contain at least one substituent, selected from alkyl, alkylhydroxy, dialkyl, dialkylhydroxy, aryl, amide, acetate, aldehyde, carboethoxy, carbomethoxy, carbonyl, carbonyldioxy, carboxy, ethoxalyl, ethoxy, formyl, glycolyl, glyoxylyl, hydroxyl, imide, methoxy or methylenedioxy-residual and their mixtures; 4) where the fuel composition allows to produce the compositions with the following maximum temperatures of the fractional distillation T-90 (90% or corresponding maximum end boiling point): diesel fuel, gas-turbine fuel or residual fuel with the maximum temperature of the fractional distillation T-90, equal to 338°C; or turbo-jet fuel maximum end boiling point - 300°C.

EFFECT: improvement of combustion and/or decrease of combustion temperature by means of which thermal effectiveness is enhanced and inadvertent losses are reduced.

51 cl, 10 tbl, 194 ex, 7 dwg

Description

Technical field

This invention relates to fuel compositions for jet, turbine, diesel and other combustion systems. More specifically, it relates to improved vapor-phase combustion of metals, non-metals and their compounds, including fuel compositions with additives of organic manganese compounds, to mechanical and / or chemical means that improve combustion and / or lower the combustion temperature, through which thermal efficiency is improved and random losses are reduced.

State of the art

It is known that various organic manganese compounds, for example, tricarbonyl methylcyclopentadienyl manganese (MMT) and others, are introduced into hydrocarbon fuels as antiknock [1-3]. It is also known that manganese organic 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 engine parts, combustion systems, turbines, exhaust surfaces, emission catalysts / exhaust etc. Causing, for example, early fatigue phenomena, fracture, excessive wear, separation of solid particles or metals, slow reduction of hydrocarbon emissions, and the like phenomenon [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 practically discontinued.

It is also known that such precipitates create a diffusion barrier on the catalyst surface, 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 obtain the removal of MMT under § 221 (f) from the Clean Air Act by the Environmental Protection Agency even for very low manganese concentrations of about 0.008 g / l (1/32 g / gal) (prohibited 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 Environmental Protection Agency Ban on the Use of MMT, Federal List, Vol. 43, No. 181, Monday, September 18, 1978, and also: Ethyl Corporation; Ban on use in the field of fuel; abstract decision. Federal List, T. 46, No. 230, Tuesday, December 1, 1981 [31-32].

Recently, car manufacturers have reconsidered the tendency of manganese to form harmful oxides, since even at very low concentrations of the order of 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 acknowledge MMT's long-standing official and environmental ban, have generally abandoned the idea that someday manganese will 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 statement § 211 (f) to lift the ban and the 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 before 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 compositions not containing metal / manganese. 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 aforementioned 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 obtained 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 cyclopentadienyl tricarbonyl manganese are considered together in the same context, in the absence of assumption of their use independently of each other).

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

The essence of the proposed invention is to detect the cause 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 regulate 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.

FIG. 6. The burning rate and the release of NO _x . 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 the maintenance of the minimum evaporation temperature for fuel containing oxygen compounds.

DETAILED DESCRIPTION OF THE INVENTION

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 has 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 by about 2-20% compared to existing fuels and combustion systems. And depending on the circumstances (such as the combustion system, fuel structure), the average improvement can be from 2.0% to 5.0%, 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, in conclusion, the Applicant suggests 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 anticipates that this will lead to significant improvements in the combustion process and energy conversion at altitude in the case of aircraft jet systems and aircraft gasoline engines. A similar improvement is expected for a wide range of applications, for example, diesel engines, turbines running on gasoline, fuel oil, gas oil, etc.

The fundamental principles for the implementation of this 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 advantages 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 an engine, a 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 these 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 means) 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 alternative options is shown with certainty.

It is assumed that it is possible to use compounds / components and / or chemical and / or mechanical processes, methods and means, including combinations and combinations thereof, which increase the burning rate. Preferably, but not necessarily, if the combustion temperature is simultaneously reduced.

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, a positive effect does not appear to be apparent 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 carrying out the present 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 maximize their benefits, improve or make any other improvements in terms of combustion rates and / or lower 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 assumed that engines with a higher compression ratio preferred by the Applicant 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., all the advantages of the invention cannot be obtained.

An increase in 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 value of 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 (steam) 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 by 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, the maximization of 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 speed 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 are also desirable whose operation results in an increase in combustion pressure and / or compression pressure.

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 intended to use such combustion systems that have lower requirements for relative octane number (ONR), or that require lower compression ratios, or that allow the use of higher compression ratios for fuels with a given octane number.

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 combustion rate.

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 reduce the final boiling point of the composition. The applicant has found that by reducing the fuel content of hydrocarbons with a higher boiling point, including high boiling alkanes, aromatic hydrocarbons, cyclanes, alkenes, or eliminating them, it is possible to increase the average latent heat of vaporization of the fuel and eliminate the loss of working potential. 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, by 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 stem 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, gas oil for turbines, jet fuels with a wide fraction range (Jet B, JP 4), fuel oils, gasolines, etc.), the boiling points during evaporation fuel, especially the final temperature and / or T-90, from 2.8 ° C (5 ° P) to 11.1 ° C (20 ° F), from 5.6 ° C (10 ° F) to 16 , 7 ° С (30 ° F), from 11, 1 ° С (20 ° F) to 27.8 ° С (50 ° F), from 13.9 ° С (25 ° F) to 33.3 ° С (60 ° F), 22.2 ° C (40 ° F) to 38.9 ° C (70 ° F), 27.8 ° C (50 ° F) to 44.4 ° C (80 ° F) ), from 33.3 ° С (60 ° F) to 50.0 ° С (90 ° F), from 38.9 ° С (70 ° F) to 55.6 ° С (100 ° F), from 44 , 4 ° С (80 ° F) to 66.7 ° С (120 ° F), from 22.2 ° C (40 ° F) to 83.3 ° C (150 ° F), from 41.7 ° C (75 ° F) to 97.2 ° C (175 ° F), from 33.3 ° C (60 ° F) to 111.1 ° C (200 ° F), from 38.9 ° C (70 ° F) to 125 ° C (225 ° F), from 44.4 ° C (80 ° F) to 138, 9 ° C (250 ° F), from 50.0 ° C (90 ° F) to 152.8 ° C (275 ° F), from 55.6 ° C (100 ° F) to 155.6 ° C ( 280 ° F), from 61.1 ° C (110 ° F) to 166.7 ⁰ C (300 ° F), from 66.7 ° C (120 ° F) to 177.8 ° C (320 ° F) , from 77.8 ° C (140 ° F) to 194.4 ° C (350 ° F) or more has a particularly significant effect in increasing the inherent latent heat of vaporization of the fuel, lowering the combustion temperature, increasing the burning speed, 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 the present invention allows to reduce the temperature of T-50, T-10 in such a way as to improve combustion.

In the practical embodiment of the present invention, a reduction in 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, hydrocarbon production and / or NO _x .

It was completely unexpectedly found that with a decrease in the temperature of T-90 gasoline below 132.2 ° C (270 ° 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 operating on regular or reformed gasoline, including reducing the boiling point of gasoline so that its T-90 boiling point 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 the specified composition in a gasoline-powered vehicle; as a result, fuel economy is increased 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 average range temperatures should be between 71, 1/76, 7 / 82.2 ° C (160 ° F / 170 ° F / 180 ° F) 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 to achieve even better results with regard to operation and energy release, respectively. Applicant anticipates in future applications even lower T-90s and boiling points in the middle range.

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, 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 from 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 ° C to about 96.1 ° 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 a 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 ° C (25 ° 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 ° C (300 ° F), 137.8 ° C ( 280 ° F), 132.2 ° C (270 ° F), 126.7 ° C 260 ° F), and it is desirable that T-50 temperatures be in the range of about 71.1 ° C (160 ° F) to 96.1 ° C (205 ° F) or from 76.7 ° C (170 ° F) to 96.1 ° C (205 ° F), 82.2 ° C (180 ° F) to 96.1 ° C (205 ° F), or from 71.1 ° C (160 ° F) to 87.8 ° C (190 ° F) or from 71.1 ° C (160 ° F) to 82.2 ° C (180 ° F) (especially in later applications).

The use of temperature control of the middle range 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 ° C (10 ° F) to 277.7 ° C (500 ° F). Desirable reduction from 13.9 ° C (25 ° F) to 27.8 ° C (50 ° F) or more. A reduction of about 55.6 ° C (100 ° F) or more is also desirable. Drops from 2.8 ° C (5 ° F) to 8.3 ° C (15 ° F); 5.6 ° C (10 ° F) to 13.9 ° C (25 ° F); 8.3 ° C (15 ° F) to 16.7 ° C (30 ° F); 11.1 ° C (20 ° F) to 22.2 ° C (40 ° F); 13.9 ° C (25 ° F) to 25.0 ° C (45 ° F); from 16.7 ° C (30 ° F) to 27.8 ° C (59 ° F); from 19.4 ° C (35 ° F) to 33.3 ° C (60 ° F); 22.2 ° C (40 ° F) to 30.6 ° C (50 ° F); from 25 ° C (45 ° F) to 33.3 ° C (60 ° F); 27.8 ° C (50 ° F) to 36.1 ° C (65 ° F); 30.6 ° C (55 ° F) to 41.7 ° C (75 ° F); from 36.1 ° C (65 ° F) to 41.7 ° C (75 ° F) 7 from 38.9 ° C (70 ° F) to 52.8 ° C (95 ° F); from 47.2 ° C (85 ° F) to 58.3 ° C (105 ° F); 55.5 ° C (100 ° F) to 66.7 ° C (120 ° F); from 61.1 ° C (110 ° F) to 77.8 ° C (140 ° F); 55.5 ° C (100 ° F) to 72.2 ° C 130 ° F); from 61.1 ° C (110 ° F) to 83.3 ° C (150 ° F); 66.7 ° C (120 ° F) to 88.9 ° C (160 ° F); 83.3 ° C (150 ° F) to 138.9 ° C (250 ° F); 138.9 ° C (250 ° F) to 250 ° C (450 ° F); 111.1 ° C (200 ° F) to 277.8 ° C (500 ° F); 166.7 ° C (300 ° F) to 333.3 ° C (600 ° F); 111.1 ° C (200 ° F) to 444.4 ° C (800 ° F); 222.2 ° C (400 ° F) to 555 ° C (1000 ° F); from 166.7 ° C (300 ° F) to 500 ° C (900 ° F); from 277.8 ° C (500 ° F) to 1111.1 ° C (2000 ° F); from 333.3 ° C (600 ° F) to 1388.9 ° C (2500 ° F) C or more is desirable, especially while increasing the burning rate. Decreases beyond the above intervals are fully allowed, especially with an increase in the fuel composition 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 in order to avoid clogging of the catalyst. Therefore, one of the tasks is to reduce the input temperature of the catalyst to about 760 ° C (1400 ° F) or less, 732 ° C (1350 ° F), 704.4 ° C (1300 ° F), 767.7 ° C (1250 ° F), 648.9 ° C (1200 ° F), 621.1 ° C (1150 ° F), 593.3 ° C (1100 ° F), 565.6 ° C (1050 ° F) or less, or to another temperature sufficient to ensure acceptable catalytic activity and at the same time avoid possible blockage 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 to mask the true effectiveness of the catalyst. In other words, an OBD will exhibit improper catalyst efficiency due to the ability of manganese to retain oxygen. Thus, the presence of a manganese oxide coating further causes a malfunction of the OBD monitors.

Thus, the regulation 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 (1/32 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 than 648 , 9 ° C (1200 ° F).

Example 12

A method for removing blocking or closing the exhaust catalyst with manganese oxides, comprising: modifying the T-90 temperature of gasoline to lower the combustion temperature of a fuel containing low concentrations of manganese, in which the indicated combustion temperatures of the fuel and exhaust gases are substantially reduced, so that the inlet temperature of the exhaust gas on the catalyst was less than 760 ° C (1400 ° 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 reduce combustion temperatures, while simultaneously increasing the combustion speed, thereby reducing combustion temperatures by at least 5.6 ° C (10 ° F); 13.9 ° C (25 ° F); 27.8 ° C (50 ° F), and the ignition rate increases by at least 10% in such a way that fuel economy under load from 14 to 24 HFS increases by at least 5.0% (the example is directly supported by the data tests presented in Fig. 1 and 4, where the actual temperature decrease approaches 40 ° C (72 ° 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) tricarbonyl methylcyclopentadienyl 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 (nitrosyl), NH (imide), NH ₂ (amide), OCH ₃ (methoxy radicals), O ₂ H ₅ (ethoxy radicals), OCH, OCH ₂ and OH (hydroxyl radicals). Additional chemical structures that are believed to produce positive results include Cl, OOO, COOH (acetate), CH ₂ H ₅ OOC, CH ₃ CO, OCH ₂ O, OCO, 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 ₃ ), 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, 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 desirable to use such HCS compounds that readily decompose and / or dissociate, forming a significant amount of free radicals during 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, for example, ingredients of possible formulations, including regulated fuels, and / or a 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 vapor (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 HCS compounds is at least the same, and more preferably it is 5.0%, 10%, 25%, 50%, 75%, 100%, 150%, 200%, 250 %, 300% or more exceeded the value 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 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 immediately 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. So, regulated fuels, compiled to produce increased latent heat of vaporization or combustion rate by selecting boiling points, components, etc., are also called combustion-improving structures.

It is preferable that the GHS compounds rapidly decompose 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 ° C (150 ° F) - 148.9 ° C (300 ° F), but easily decompose at temperatures approaching 148.9 ° C (300 ° F) - 426.7 ° C (800 ° F), 148.9 ⁰ C (300 ° F) - 260 ° C (500 ° F), and more preferably 204.4 ° C (400 ° F) - 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 proposed by the Applicant for organic HCS compounds involve a limited number of carbon atoms in a chain, preferably 3 or more atoms / most preferably 2 or one carbon atom.

Examples of compounds that the Applicant has defined as UGS structures and which 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 tertamyl ether, methanol, ethanol, propanol, tert-butyl alcohol, dimethyl ether, and other low m alcohols -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, nitrous oxide, nitrous oxide, nitrogen dioxide, ozone, water, water gas, hydrogen peroxide and other similar compounds. The applicant suggests 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 GHS 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 diversity 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. You should be aware 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 lead to 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, diesters, aldehydes, ketones, glycol ethers, peroxides, phenols, carboxylic acids, nitrates, nitrates, nitrates carbonates, bicarbonates, and the like.

The HCS compounds may be ethers and amines and other compounds containing carboethoxy, carbomethoxy, carbonyl, carbonyloxy, 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 -one; 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, ethylene diamine, 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, p-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 COH, LOC ₂ CH ₂ OCH ₂ CH ₂ OH, HOCH ₂ CH ₂ OH, OCH ₂ CHCHO, (CH ₃ ) ₃ CCHO, (CH ₃ ) ₃ CCH (OH ) CH ₃ , C ₅ H ₄ O ₂ , HO ₂ CCH ₂ CH ₂ CO ₂ C ₂ H ₅ , C ₃ H ₇ COCO ₂ H, C ₅ H ₈ O ₂ and others.

In addition, it is anticipated that some GHS compounds will work in combination, and the assistance 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 for 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.

As indicated above, the task is to select the composition of the resulting fuel to achieve the specified combustion rates.

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% to 3.0%, 2.0% to 4.0% , 3.0% - 6.0%, 5% - 10%, 7% - 20%, 8.0% - 30.0%, 10% - 40%, 15% - 60%, 30% - 200% , 50% to 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 GHS, whereby the minimum flame propagation velocity is 60 cm / s with a minimum spark energy of 0.2, preferably 0.15, 0.10 or less mJ.

Example 17

The composition of Examples 15 and 16, where the diffusion-increasing amount of vapor of HCS 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 GHS compounds / components that have the aforementioned structure that improves combustion at high relative concentrations, and / or which become an intermediate product and / or the original / before ignition and / or existing structure / product during combustion, especially when the introduction of steam and / or in the pair of the compression phase and / or combustion phase, which 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 UGS 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, you can use insoluble or partially soluble compounds of the GHS in the form of emulsions and / or in another way, including separate injection and / or mixed methods.

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 during combustion are compounds of HCS.

High-octane oxygen-containing HCS compounds tend to improve combustion quality. Particularly preferred are compounds with a higher latent heat of vaporization, which reduce the temperature 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 HCV compounds include, but are not limited to, water, methanol, hydrogen peroxide, colza seed oil, and the like.

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 pressures steam mixture are in the range 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 HCS compounds 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) - 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 burning rate and / or a decrease in the combustion temperature caused by these compounds should be commensurate with a decrease in the flash point or an increase in the vapor pressure.

GHS compounds are preferred that do not cause corrosion and / or do not cause harmful effects on sealants and elastomers. However, the use of corrosion inhibitors is contemplated, if necessary. For example, a "DCL II" inhibitor supplied by Du Pont 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) and preferably below -17.8 ° C (0 ° F), or more preferably below -40 ° C (-40 ° 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 so 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%, or 50% or more oxygen by weight are desired. 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 assumed that providing higher speeds, containing more oxygen, HCS compounds, 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 ° 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 microns, and more preferably less than 60 microns) 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 due to the improved composition of the vapor during combustion, which can quickly diffuse before the flame.

Example 20

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

Example 21

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

Example 22

The method of Examples 19-21, wherein said combustible vapor has a laminar burning rate exceeding 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 19-23, wherein 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, 9900 is additionally introduced into said combustible vapor , 10000, 10200, 10400, 10500, 10600, 11000, 11500 kcal / kg; and more preferably over 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 increases by at least 5%, and the combustion temperatures decrease by at least 10 ° F compared with the fuel alone in the mixture.

Example 26

The method according to 25, wherein the impurity fuel vapor 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 adoptive advanced formula, low vapor pressure gasoline, low sulfur gasoline, kerosene, fuel boiling over a wide temperature range, gas turbine fuels, 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, variety No. 1-D, 2-D, 4-D and older varieties 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 maritime and railway 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, coal-based SRC fuels, liquids mined with coal, coal dust, oil sand fuels, shale fuels, hydrazine, ammonium acetylide, and fuels corresponding to ASTM specifications, 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 to the operation of the engine on one a base fuel of 0.5% to 20.0% or more (preferably 2-30%).

Example 27

The method of Examples 19, 25, 26, wherein said steam composition further comprises at least one detergent / dispersant pair that cleans an engine, carburetor and / or induction / injection system, including commercially available long chain dibasic acid derivatives (e.g., succinimides, such as HiTec 4450), long-chain aliphatic polyamines (e.g. polyisobutenyl polyamine), or long-chain Mannich bases, and / or ashless detergents, including polyester amines, polyalkenyl amines, alkenyl succinimide, polyester amide amine, mixtures thereof, as well as antioxidant, demulsifier, emulsifier - corrosion inhibitor, aromatic solvent, deoxidant, diluent, 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, aircraft 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 altitudes, significant concentrations will be required. By using the preferred amounts of the 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.

The peculiarity 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. The vapor phase combustion proposed in the invention is characterized by a high burning rate and the presence of a luminous reaction zone, which extends a certain distance from the metal surface, and the formation of oxide particles at a 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 objectives stated above 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 lead to 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 g / l (0.001 g / gal) to above 1.98 (7.50), from 0.0003 (0.001) to above 2.64 (10.00), from 0.0003 (0.001) to more than 3.96 (15.00), from 0.0003 (0.001) to more than 5.28 (20.0), from 0.0003 (0.001) to more than 7.93 (30 .00), from 0.0003 (0.001) to over 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 ), 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, metal / manganese concentrations can be of the order of 26.4 g / l (100 g / gal), 52.8 (200), from 52.8 (200) to 132.1 (500), 158.5 (600 ), 211.4 (800) to 264.2 (1000) g / l (g / gal), especially under conditions of autoignition.

However, for most traditional applications, the range of manganese concentrations can be, for example, about 0.0003 (0.001) g / l (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).

The 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 provides improved combustion in accordance with the composition of the fuel, its combustion system, desired efficiencies, considerations of legality and / or environmental protection.

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 (for example, hydrogen, nitrogen, phosphorus, bromine, iodine, sulfur, fluorine, chlorine), except in those cases which, due to their combustion chemistry and / or operating conditions, require a risky reduction in emissions and / or improved 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 to the same class, or the replacement or mixing of metals from the same and the same group or subgroup 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 by 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, combustion rate, thermal efficiency, emission, power generation, and the like.

Proposed metal compounds include all lead-free metals, certain elements, including non-metals (hereinafter referred to as “metals / metal compounds”) and their corresponding compounds, the combustion product of which has a high negative heat of formation. Estimated metals must have high calorific values or calorific value, preferably above 3000, 4000, 5000 or 6000 kcal / kg. Values in excess of 9,000 to 10,000 kcal / kg are preferred. Values higher than 11000 to 13000, 14000, or higher, kcal / kg are more preferred.

Preferred negative heats of formation of, for example, 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, palladium, rubidium, sodium, tin, zinc, praseodymium, rhenium, silicon, vanadium, strontium, barium, radium, scandium, yttrium, lanthanum, actinium, cerium, thorium, titanium, zirconium, hafnium, protactite, tantalum, neodymium, uranium, tungsten, promethium, neptunium, samarium, plutonium, ruthenium, osmium, europium, americium, rhodium, iridium, gadoli Niy, Curium, Platinum, Terbium, Berkelium, Silver, Gold, Dysprosium, California, Cadmium, Mercury, Holmium, Titanium, Erbium, Thulium, Nitrogen, Arsenic, Antimony, Ytterbium, Sulfur, Selenium, Tellurium, Polonium, Lutetium, Fluorine, chlorine, iodine and astatine. The proposed metal compounds may be organic or inorganic.

Particularly desirable are transition metals, elements and compounds of elements of groups 1A, 1B, 2A, 2B, 3B of the Periodic system of elements and their cyclic compounds, including cyclopentadienyl carbonyls. 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 Group 3A metals. Periodically, systems 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.

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

The 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, methylferrocene, tricarbonyl butadiene iron, dicyclopentadienyl iron and dicyclopentadienyl iron compounds [49-51], nickel, nitrosyl cyclopentadienyl nickel, hexacarbonyl molybdenum, technopolybenzene-5-molybdenum, molybdenum [52], molybdenum 54], diborane, 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 BI; Be (C ₂ H ₅ ) ₂ ; C ₄ H ₉ B (OH) ₂ ; Al (BH ₄ ) ₃ or AlH (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 manganese tricarbonyl is manganese tricarbonyl cyclopentadienyl. A more preferred cyclic manganese tricarbonyl is methyl cyclopentadienyl 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, benzylcyclopentadienyl manganese tricarbonyl; 1,2-dipropyl 3-cyclohexylcyclopentadienyl manganese tricarbonyl; 1,2-diphenylcyclopentadienyl manganese tricarbonyl; 3-propenylenyl manganese tricarbonyl; 2-toluenedienyl manganese tricarbonyl; tricarbonyl fluorenyl manganese; 2,3,4,7-propifluorenyl manganese tricarbonyl; 3-naphthylfluorenyl manganese tricarbonyl; 4,5,6,7-tetrahydroindenyl manganese tricarbonyl; tricarbonyl 3.3 ethenyl-4,7-dihydroindenyl manganese; tricarbonyl 2-ethyl 3 (α-phenylethenyl) 4,5,6,7 tetrahydroindenyl manganese; 3- (α-cyclohexylene phenyl) -4,7-dihydroindenyl manganese tricarbonyl; tricarbonyl 1,2,3,4,5,6,7,8-octahydroflzorenyl 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 considered 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, for example, see [78-105]. These metals and non-metals, including combinations thereof, which achieve vapor phase combustion according to the invention, are hereby incorporated by reference. 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, such as 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 is considered to the extent that they allow us to solve the problems posed. 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 example of the implementation 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 methyl tert-butyl ether. diisopropyl ether, C ₃ -C ₆ low molecular weight alcohols, dimethyl ether, diethylene glycol dimethyl ether, diethylene glycol diethyl ether, water, perox hydrogen ide 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 butanodion, 2, 5 hexanedione, 2,4 pentanedione, cyclopentanone), C ₃ -C ₁₅ esters (isopropyl acetate, ethyl acrylate), C ₃ -C ₁₂ ; diesters, C ₅ -C ₁₂ phenols (p-cutal, 2.4 xylenal, 3-methoxyphenal), C ₅ -C ₂₀ glycol ethers (including diethylene dimethyl ether, diethylene diethyl ether, diethylene dipropyl ether, diethylene dibutyl ether, including diethylene monomethyl ether, diethyl ethylene monoethyl ether, diethylene monobutyl ether), C ₄ -C ₂₀ carbonates having a boiling point above 32.2 ° C (90 ° F) or, more preferably 48.9 ° C (120 ° F), C ₅ -C ₂₅ dicarbonates, having a boiling point above 32.2 ° C (90 ° F) or, more preferably 48.9 ° C (120 ° F), organic and inorganic peroxides, including di tert-butyl peroxide, alkyl peroxide, alkyl hydroperoxide, 2,5-dimethyl-2,5-dimethyl tert-peroxyhexane, tert-butyl cumyl peroxide, ditretamyl peroxide, tert-butyl hydroperoxide, t-amyl hydroperoxide, alkyl nitrate, including ethyl hexyl nitrate and isopropyl nitrate, and their mixtures. 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 fluoride , methyl n-butyl ether, methyl isobutyl ether, methyl tert-butyl ether, methyl tert-butyl ether, methyl n-amyl ether, methyl t-amyl ether, methyl tertamyl 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 is 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, ditretbutyl carbonate, dipropyl carbonate, and dicarbonates, for example dimethyldicarbonate and diethyl carbonate, alkyl phenyl carbonates, for example tert-butyl phenyl carbonate, for example, butylene carbonate, for example, propylene, butene n-butyl carbonate. Isobutylene carbonate and diisopropyl carbonate are also preferred. Asymmetric dialkyl carbonates may also be used, including non-tert-butyl carbonate, ethyl tert-butyl carbonate, methyl tertanyl carbonate, ethyl tertamyl 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 the additional inclusion of other components, analogues or homologs of any UGS compounds and / or the entire 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 problem 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 OCH ₃ ) 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 is 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 relate 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 supplying to the inlet, low cooling systems, low heat transfer systems, improved fuel-air mixing systems, atomization systems for improving dynamic energy, Injections 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, etc., 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.

With 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). Optimum pressure diesel fuel injection amount to about 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, burning rate, latent heat of vaporization, combustion pressure and other parameters.

Therefore, one of the particularly 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 in particle size of the vapor, since the distribution of the fuel does not have a harmful effect. An average particle size larger than 30, 40, 50, or 70 μm is also acceptable if rapid diffusion of the vaporized fraction of the fuel is achieved by other means, for example chemical, and / or if a smaller particle size makes distribution of the fuel difficult. 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), it is desirable to use pressures other than the flows of injected fuel. 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 typically 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 the problems of regulating 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, is 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, in particular, is 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 simultaneously 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 generate 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, burning speed and / or 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 UGS fuel proposed by the applicant.

Another example of the implementation of the invention, as 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 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 a GHS and a combustion-enhancing combination 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 combustion as 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, resulting in reduced emissions during combustion, combustion is accelerated and / or a decrease in the temperature of combustion is observed.

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

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. However, 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 flame retardant amount of lead-free metal-containing compounds. However, a preferred implementation example 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 UHG 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 / inch ^2); 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 comprising HCS compounds and a combustion enhancing 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, mainly pure, HCS fuel, comprising compositions containing more than 50% by volume of the HCS 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.) Fuel UGS, 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 obtained fuel, a sharp improvement in combustion and a decrease in atmospheric emissions are observed.

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 from aircraft turbines (HV 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 a kerosene type distillate ) Jet B-A (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 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 aircraft 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 with the main 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 basic 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 reviewed 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 lowering 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 are 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 can significantly reduce the temperature of the combustion chambers of the engine by a value of from 13.9 to 222 ° C (from 25 to 400 ° 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 which the temperatures of the combustion chamber and engine are reduced by a value from 14 to 167 ° C (from 25 ° F to 300 ° F), from 28 to 194 ° C (from 50 ° F to 350 ° F), from 42 to 209 ° C ( 75 ° F to 375 ° F), 56 to 222 ° C (100 ° F to 400 ° F), 70 to 250-C (125 ° F to 450 ° F), 84 to 278 ° C (150 ° F to 500 ° F), 98 to 306 ° C (175 ° F to 550 ° F), 112 to 324 ° C (200 ° F to 600 ° F), 126 to 408 ° C (225 ° F to 750 ° F), 140 to 500 ° C (250 ° F to 900 ° 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 meet 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 included in the composition 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 the base 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 ultra-high altitudes 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% 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 manganese concentration 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 larger 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 km 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 beyond these ranges may be considered, in particular 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) of tricarbonyl cyclopentadienyl manganese.

Example 38

Aircraft fuel for turbojet engines, corresponding to ASTM D 1655, containing diisopropyl ether and / or dimethyl carbonate or a mixture comprising from 0.5 to 20.0% oxygen by weight. in the composition and from 0.00026 to 1.32 g of Mn / l (from 0.001 to 5.0 g of Mn / gal) of manganese tricarbonyl.

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 reduced by at least 5.5 - 212 ° C (10-400 ° 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 this 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 of the method by at least a value of from 0.5 to 25.0% or more, and / or the pressure at the entrance to 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 oxygenated UGS compounds, wherein the resulting fuel contains from 0.5 to 4.0 wt.% Oxygen and at least one compound 0.03 tricarbonyl cyclopentadienyl manganese 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 oxygenated compounds of UGS, while the resulting fuel contains from 0.5 to 5.0 wt.% Oxygen, and at least one tricarbonyl compound cyclopentadienyl manganese at a concentration of 0.03 g Mn / l (1/8 g manganese / gal), as a result of which the formation of free carbon in the primary combustion zone is reduced and the inlet temperatures are 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 sizes of flame tubes that do not reduce combustion efficiency, lift or fuel economy; larger diameter of the combustion chamber with increased lifting force; larger diameter of the combustion chamber with shorter flame tubes with increased combustion efficiency; reduced diameter of the chamber 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, with a decrease in 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 takes place 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 exceeding 12 km (40,000 feet), have a combustion efficiency increase of 5 % or more, compared with a fuel component operating at the same altitude and / or at sea level.

An additional example 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, in particular 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; 1.4 to 1.6 times the 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 the turbine blades, in accordance with another example of the invention, such a UGS fuel and such a work of a combustion chamber are provided that the temperature of the outlet stream (temperature at the inlet of the turbine) is less than 1200 K.

Another implementation example is the operation of such systems at turbine inlet temperatures not exceeding approximately 1200 K, 1100 K, 1050 K, 1000 K, 950 K, 900 K, 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) not exceed 1100 K. It is also preferable that the average gas temperatures approximately correspond to the maximum temperature at the entrance to the turbine to create an efficient energy output of the engine.

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 tubular-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 comprising 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 rotation speed of the turbine is 5-20% higher than that of existing engines.

The resultant 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, the 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-diisopropylparaphenylenediamine, 75% min. 2,6-ditretbutylphenol + 25% max. tert- and tritetbutylphenols, 72% min. 2,4-dimethyl-6-tert-butylphenol + 28% max. monomethyl and dimethyl tert-butyl phenols, 55% min. 2,4-dimethyl-6-tert-butylphenol + 45% max. mixtures of tert- and ditretbutylphenols.

Additional antioxidants that are fashionable to use 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-ditretbutylphenol + 25% max. tert-butylphenols and tritrebutylphenols, 72% min. 6-tert-butyl-2,4-dimethylphenol + 28% max. tert-butyl methyl phenols and tert-butyl dimethyl phenols, 55% min. 6-tert-butyl-2,4-dimethylphenol + 45% max. a mixture of tert-butylphenols and ditretbutylphenols, 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-ditretbutyl-4-methylphenol + 65% max. mixtures of methyl, ethyl, dimethyl tert-butyl phenols, 60% min. 2,4-ditretbutylphenol + 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-ditretbutyl-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 5000 gal. fuels include 2,4-dimethyl-6-tert-butylphenol, 2,6-ditretbutyl-4-methylphenol, 2,6-ditertbutylphenol, 75% 2,6-ditretbutylphenol, 10-15% 2,4,6-tritretbutylphenol, 10 -15% orthotretbutylphenol, 72% min. 2,4-dimethyl-6-tert-butylphenol, 28% max. monomethyl and dimethyl tert-butylphenols, 60% min. 2,4-ditretbutylphenol, 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'-disalicylic-den-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 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 electrical conductivity, the required concentration limits of ASA-3 are 2 mg / L max., Based on the total, and for Stadis 450 - 5 mg / L Max., Based on the total quantity. 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.

Other suitable corrosion inhibitors may also be used. When used in military applications, corrosion inhibitors corresponding to MIL-1-25017 mixed with JP-8 grade fuels should be added.

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 rate 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 de-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-1-27686 0.15 vol.% Max.

Additional de-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, sediment 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 or, in other words, 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 is used to increase the rate of combustion and / or diffusion of steam.

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 have an impact on maintaining engine performance 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. Nevertheless, UGS compounds affecting 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. Kirk-lin and Peter David, 1992.

It is preferable to measure the thermal stability of the resulting fuel with ASTM-C8C Fuel Coker after 5 hours of operation at a preheat temperature of 148.9 ° (300 ° F), a filter temperature of 204.4 ° (400 ° F) and a fuel feed rate of 2.7 ± 0.05 kg / h (6 lb / h). 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 that remove as much as possible reactive olefins and compounds with heteroatoms 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 separation.

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 take advantage 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. Fuel density, in particular, is useful in empirical estimates of the calorific value, as well as other parameters, for example, 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 750 to 840 kg / m at 15 ° 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 volumetric 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 ° 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 the 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 because 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 test result for corrosion on a strip of copper, 2 hours at 100 ° 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 additives 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. Large 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 ° 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 corresponds to the required 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].

As a rule, it is preferable 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:

NOTES:

1. Determination of sulfur content of mercaptan can not be performed during the Doctor Test according to ASTM D 484 with a negative result.

2. The fuel freezing point must be at least 6 ° F below the minimum fuel temperature at the engine inlet.

3. May contain aromatic substances up to 25 vol.%.

4. Acceptable fuels must satisfy one of the following alternative requirements or several such requirements:

(a) The height of the smoke-free flame must not be lower than 25 mm according to ASTM D 1322.

(b) The height of the smoke-free flame must not be lower than 20 mm according to ASTM D 1322 when the content in the fuel is not more than 3 vol.% naphthalene according to ASTM D 1840.

(c) If it is difficult to fulfill paragraph b), the minimum smoke-free flame height may be lowered to 18 mm according to ASTM D 1322 when the naphthalene content in the fuel is not more than 3 vol.% according to ASTM D 1840.

The use of aromatic substances and other agents described in the description for modifying distillation and volatility under certain application conditions is usually limited with respect to Jet A and Jet A1. However, 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 ° 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 generation and destruction of elastomers. Therefore, their use should be limited or excluded if possible. However, one of the variants of the invention is the use of aromatic substances outside the preferred concentrations while achieving a significant reduction in flame radiation, emission, etc.

LIQUID FUELS FOR GAS TURBINES AND RELATED SYSTEMS

The present invention specifically considers 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 D396 and D 975 (including subsequent editions), relevant early technical specifications, relevant ASTM standards, test methods, military and international standards.

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, emission reduction 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 fuel systems considered in the present invention, combustion chambers in which the primary combustion zone is depleted, or chambers designed for weak fuel combustion, turbo-charged marine turbo-engines designed to burn heavy bunker fuel, high-temperature gas turbines with intermediate gas dilution, high-temperature gas turbines with an intermediate high-temperature heat exchanger, high-temperature gas turbines with an intermediate full-time and heat exchange diluting gas, high temperature gas turbine with reheating etc.

The main tasks 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 regulate the corrosion of turbine blades.

Non-limiting examples of liquid fuels for gas turbines proposed in the present invention include 4 grades 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.

However, 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 does not contain lead, a metal-containing compound in quantities that improve combustion, and the main share of liquid fuel for gas turbines, the resulting composition complying with ASTM D 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 even 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 ° C (50 ° F, 100 ° F, 150 ° F, 200 ° 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 ° C (50 ° F, 100 ° F, 150 ° F, 200- 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 g Mn / l 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 as the main share UGS fuel, preferably comprising a combustion-improving amount of dimethyl carbonate and a combustion-improving amount of tricarbonyl cyclopentadienyl manganese, and a small proportion 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, 1-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 manganese tricarbonyl cyclopentadienyl 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 ° C to 27.8 ° C (10 ° F ° to 50 ° F), resulting in combustion improved and reduced emissions.

Example 74

A combination of a fuel composition selected from the group comprising grades 0-GT, 1-GT, 2-GT, 3-GT, 4-GT fuel for gas turbines, and a liquid fuel combustion system for gas turbines, the resulting combination is characterized in that that said fuel contains a combustion-improving amount of dimethyl carbonate and a combustion-improving amount of tricarbonyl cyclopentadienyl 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, 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 ° C.

Example 80

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 550 ° 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 turbine inlet is less than 650 ° 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 with a gas temperature at the inlet of the turbine less than 650 ° C and with increasing pressure at the inlet and / or at a speed of rotation of the turbine 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 of the turbine is 550 ° C or less, with an increase in the inlet pressure and / or turbine rotation speed by 2% - 10% compared to 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 turbine parts, which must operate at surface temperatures of 593 ° C and higher. One embodiment of the present invention is a fuel with low or no ash content.

Above are the various ASTM gas turbine fuel types, 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.

For Grade 2-GT, a device may be required 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 meeting 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. Preferably, 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 preferable 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 this 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 ID 2D ASTM D 975. The viscosity range of grades 3-GT and 4-GT covers the corresponding viscosity ranges of grades 4, 5 and 6 of ASTM D 396 and ASTM D 975 grade 4D.

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

NOTES:

^a By agreement between the buyer, seller and manufacturer, the specification may be amended by individual restrictive requirements so that the product meets the specific working conditions.

^b Gas turbines with an excess heat recovery device may require restrictions on the sulfur content of the fuel to prevent cold corrosion. Sulfur can also be regulated by environmental regulations in some regions of the United States and other countries.

^c The specified test methods are approved verification tests. Other acceptable methods are indicated in 6.1.

^Mr. No. 0-GT includes naphtha, Jet B fuel, and other volatile hydrocarbon fluids.

No. 1-GT, as a rule, in terms of physical properties complies with D-396 specification No.1 and D 975 specification for 1-D diesel fuel.

No.2-GT, as a rule, in terms of physical properties corresponds to D 396 No.2 and D-975 grade 2-D diesel fuel.

No.3-GT and No. 4-GT, as a rule, in viscosity corresponds to D 396 grades No.4, No.5 (light), No.5 (heavy), No.6, and according to physical properties it corresponds to D975 grade 4-D diesel fuel.

^e If the flash point is below 38 ° C (100 ° F) or the kinematic viscosity is below 1.3 mm ³ / s at 40 ° C (104 ° F), or both conditions are fulfilled, turbine manufacturers should be instructed on safety measures and fuel system design .

^f To ensure operation in cold weather, the yield point should be 6 ° C lower than the ambient temperature at which the turbine is operating, except when using heating devices. If the pour point is less than 18 ° C for grade No. 2-GT, the minimum viscosity should be 1.7 mm ³ / s and a boiling point of 90% may be omitted.

It may be desirable to isolate non-manganese metals from the turbine fuel component. However, 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 an UGS-metal) should not exceed 0.5 mg / kg, the content of sodium and potassium (if they are not used as an 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 the components of gas turbine fuels 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 ° C. In accordance with this, the amount of sodium and potassium should be limited in total, 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 introducing silicon-based additives, which is a preferred embodiment of the present invention.

The use of sodium may 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 corrosive effect of vanadium. However, 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 below 650 ° 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 ° 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 work of UGS fuel at lower inlet temperatures of less than 650 ° C or 600 ° C. The operation of such devices when the temperature at the inlet to the turbine is lower than 550 ° C or even 400 ° C is acceptable 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 carbonaceous 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 fuels 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% distillate (expressed as% of ash weight according to ASTM) should generally 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 those cases when in practice this leads to a decrease in the final boiling point or temperature T-90, regulation or reduction of the temperature T-50 and / or temperature 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 organo-metallic 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 interact with the sodium and potassium compounds present in the ash to form sulfates, pyrosulphates and compounds such as sodium trisulphate 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 concentration of sulfur as much as possible. Sulfur concentrations not exceeding 0.4 wt.% Are desired. Even more preferred are sulfur concentrations of from 0.1 wt.% 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 / gal (from 0.001 to 5.0 g of Mn / gal); 0.0026 to 1.05 g Mn / L (0.001 to 4.0 g Mn / gal); 0.0026 to 0.92 g Mn / gal (0.001 to 3.5 g Mn / gal). The optimal manganese content is apparently 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 of Mn / l (10, 12, 15, 20, 22, 25, 26, 27, 28, 30, 31, 35, 40, 50 g of 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) can 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 temperature 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, acceptable oxygen concentrations are from 0.01 to 0.05 wt.%. Oxygen concentrations of from 0.01 to 1.5% by weight are preferred. Oxygen concentrations of from 0.5 to 5.0 and above 1.5 are most preferred, and 1.5% by weight are somewhat more preferred. 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 locomotive diesel engines, 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 regulate 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 ° C (325-700 ° F). Their properties can be various combinations of volatility, flash point, viscosity, sulfur content, density and other characteristics. As already indicated, fuels in accordance with this invention include:

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, which is a medium distillate for automotive diesel engines requiring low-sulfur fuels. This variety 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, 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, etc. with a corresponding positive effect on energy, economy, wear resistance, sedimentation , starting and smoke generation 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, sedimentation in heavy and light road conditions and the density of exhaust smoke. Requirements for the quality of ignition in an engine depend on its design, size, mechanical conditions, operating conditions, atmospheric temperature and altitude. However, an improvement in ignition quality 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 more 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.

NOTES:

^A By agreement between the buyer, seller and manufacturer, the specification may be amended by individual restrictions to ensure that the product meets the special working conditions. ^B The indicated test methods are approved verification tests. Other acceptable methods are listed in 4.1.

^B Grades No.1-D, No.2-D, No.4-D should contain a sufficient amount of 1,4-dialkyl aminoanthraquinone (blue dye), so that its presence is visually noticeable.

^T If turbidity temperature is less than -12 ° C, a minimum flash point should be 38 ° C with a minimum viscosity at 40 ° C - 1.7 mm ² / s, and the minimum evaporation temperature 90% can not be considered.

^E Sulfur limits may vary in some regions of the United States and other countries.

^E These methods are described in CFR 40 part 80.

^G In the absence of cetane numbers according to ASTM D 613, tests according to ASTM D 4737 should be carried out.

^З At low ambient temperatures or at high altitudes, fuels with higher cetane numbers may be required.

It is impossible to indicate such low-temperature properties that would ensure satisfactory operation at any ambient temperature. However, satisfactory operation can be achieved in many cases if the cloud point (or the start point of waxing) is 6 ° C lower than the ten percent minimum ambient temperature for the fuel use area specified for the United States in Appendix X2. This rule is general. Some designs or operating conditions may require higher or lower turbidity temperatures. By agreement between the buyer and the fuel supplier, the specification may include appropriate low-temperature properties so that the product meets the specific operating conditions.

Example 84

A composition comprising a combustion-improving amount of UHF fuel (preferably containing diethylene glycol dimethyl ether or diethylene glycol dimethyl ether) and a combustion-improving amount of a manganese tricarbonyl cyclopentadienyl 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 ) with 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 substances less than 28 vol.% ( preferably less than 20%, more preferably 15%, most preferably less than 10%), a T-90 temperature of 293-315 ° C (560 ° -600 ° F) (more preferably less than 282, 271, 260 ° C (540, 520, 500 ° F or lower), sulfur content o t of 0.08 to 0.12 wt.% (more preferably 0.05% or no sulfur content), API density 32-37 (more preferably higher) and a minimum flash point of 54.4 ° C (130 ° 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), aromatic substances less than 10 vol.%, a T-90 temperature of 238-271 ° C (460 ° to 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 at all), API density 40-44 (more 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

The method of operation of a diesel engine, including fuel injection from examples 88-90, including substituted fuel No.5 (heavy) through a direct injection system of high pressure fuel, at pressures in the range from 30 MPa to 120 MPa, with an average particle size of the vapor 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, and flow sensors are used in the fuel injection system to control fuel injection speed and / or distribution of ignition times.

Example 93

Examples 80-92 in which the resulting exhaust emissions comply with U.S. regulations. EPA Clean Air Act, including 42 USC 7545 et seq.

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 ditretbulyl peroxide, alkyl peroxide, alkyl hydroperoxide, alkyl nitrate additives including ethyl hexyl nitrate and isopropyl nitrate, 2,5-dimethyl di (tert-butyl peroxy) hexane, t-butyl cumyl peroxide, di (tert-arylamyl) peroxide, tert-butyl hydroperoxide.

In accordance with the present invention when using diesel fuels, it is preferable if the content of aromatic substances and temperature T-90 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 torques, and characteristics noted above, in particular boost or turbocharger, especially in combination with a direct downstream engine, and also using exhaust gas and exhaust gas recirculation after systems their processing, including traps, oxidizer traps, regeneration oxidizer 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 °, a bromine number of 0.10, a combustion-improving amount of dimethyl carbonate from 0.5 to 4, 0% oxygen wt. and a combustion improving amount of cyclic manganese tricarbonyl.

Example 96

The fuel composition is in accordance with examples 94-95, in which the aniline number is less than 62.8 ° C (145 ° 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 of 268 ° 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, combined with its volatility, provides useful information on 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 is 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. Starting and warming up, on the other hand, 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 temperature 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 cloud 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.

In accordance with the present invention, an acceptable sulfur content is 500 ppm, 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 varieties 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.%. A 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 deposits, clogging of the filter and deposition of varnish on the fuel pump and injector parts.

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, and oxaeolines and esters of long chain bicarboxylic acids substituted with aliphatic hydrocarbons or their anhydrides, long chain aliphatic hydrocarbons with polyamines attached thereto, products Mannich condensations formed by condensation of phenol substituted with a long chain aliphatic hydrocarbon with an aldehyde, preferably formaldehyde, or similar additives.

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 for 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 incompatibility of additives and undesirable interactions that may have undesirable effects.

Comment:

Some substances may also be labeled as multifunctional or multi-purpose additives that perform more than one function.

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 ° C (+ 20 °) 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 cloud point (the point of occurrence of paraffin) is 6 ° C (10 ° F) higher than the ten percent minimum ambient temperature of the area in which the fuel will be used.

In accordance with the present invention, substances that reduce the pour point improvers or flow modifiers or wax formation, can be used to alter the size and / or shape of wax crystals and thus 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 cloudy 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 (especially 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 problems associated with fuel properties 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 has not been completely solved.

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 are usually dependent on volatility and aromatic content.

In the present invention, it was 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 rate of fuel combustion 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.

3. 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 types of fuel 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. The use of 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 / no load. The purpose 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.

Before submitting each new fuel sample under study, a clean engine was run 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 emissions and NO _x . The test is intended to detect an increase in thermal efficiency that could lead to increased fuel economy and reduced emissions. The final results are shown in figures 1-6.

Analysis of table 5.

Table 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. An increase in HC emission above the initial level is probably due to the deposition of manganese oxide when using fuel containing manganese.

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 such a large amount of HC as fuel with manganese (3390 ppm) (column D). The level of HC emissions 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 million hours).

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 content of manganese 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.

Notes:

(1) This column shows the% change in HC emissions for the second half of Test 1.

(2) This column shows the total% change in HC emission for the entire test.

(3) This column gives the average HC emission for a more stable last stage. The average values are calculated as indicated for the last hours of the test.

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 amount to 375 ° C (707 ° F), while for fuel samples with the addition of DMK, MEON and methylal, they are 381, 383 and 384 ° C (717, 722 and 724 ° F) respectively. For MTBE fuels tested with a load of 16 hp, the temperature is 398 ° C (749 ° 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 ° C (10 ° F) than for fuels with DMK, 9.45 ° C (17 ° F) than for fuels with methylal, 18.9 ° C (34 ° 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 ° C (828 ° F), and the extrapolation of the temperature of combustion of fuel with manganese at the same load is 460 ° C (860 ° 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 ° C (785, 795 and 798 ° F) are observed, respectively. Similarly, for fuel with MTBE there is an even lower rate of temperature increase, which at 22 hp 414 ° C (778 ° 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 fuels with manganese is 40 ° C (104 ° F) higher than for fuels 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 combustion of fuel with MEON is 22 ° C (72 ° F) lower than that of the base fuel. Figure 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.

FIG. 2

Combustion temperatures and hydrocarbon evolution. This graph shows the evolution of hydrocarbons during Test 2, depending on 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 an increase in 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 base fuel and fuel with manganese are not as sensitive as fuel samples 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 supplemented with 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 NO _x emissions are much less than for base fuels and fuels with manganese. Figure 3 also deserves attention, since the graph shows the degree of dependence of the NO _x emission 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 presents the dependence of fuel economy in miles per gallon (miles / gal) (or 0.42566 kilometers per liter, km / l) from 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, the 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 hp 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 hp.

FIG. 5

Combustion rate and hydrocarbon emission. 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 HC emission is observed. This correlation is most pronounced for fuel with MEON.

Figure 5 is noteworthy because the graph shows the sensitivity of USG fuels 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.

FIG. 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. This dependence exists for fuels with oxygen-containing additives, but for the base fuel it is insignificant.

6 deserves special attention, since the graph shows the sensitivity of changes in the emission of NO _x for USG fuel with oxygen-containing additives, depending on changes in the combustion rate. It can be seen that for all types of fuel a positive correlation is observed 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 NO _x emission does not change. The degree of this dependence for all fuels with oxygen-containing additives is high, and for fuels with methanol it is again 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 middle 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 reduced temperatures T-90 .

Figure 7 shows the optimal distillation temperatures of T-10, T-90 and T-50 for content from 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 the 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 ° C (410 ° F), while for fuels with MTBE the upper limit of T-90 is usually less than 135 ° C (275 ° 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 ° C (from 250 to 150 ° F), and for fuel with MTBE - from 93 to 82 ° C (200 to 180 ° F). The values of T-10 do not have a lower limit for fuel with DMK, and for fuel with MTBE it is 27 ° C (80 ° F).

GASOLINE COMPOSITIONS

The types of gasoline contemplated by the invention include ordinary unleaded gasoline, enriched unleaded gasoline, gasoline with low Reid vapor pressure, and the like. As examples of fuel supply systems for a gasoline engine that do not limit the scope of the invention, one can cite a carburetor system, an improved gasoline supply system, a system with injection from the supply line, a direct injection system, a direct injection system with a layered feed mixture, an advanced system with a layered feed 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 controlling 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 Mn, 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 polluting substances. 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, including: 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 at least 12.5 h.p. (preferably 16.0 hp), while fuel economy increases.

Example 98b.

Method 98a, in which the load is approximately 20 hp, and fuel economy is improved by 5-30% and / or the combustion temperature is reduced by 28-56 ° C (50-100 ° 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 as MMT; moreover, the engine operates at a load exceeding 16 hp.; this increases fuel economy and / or decreases the combustion temperature.

Another object of the invention is to improve the combustion speed 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 goal 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 (4.0 to 12.0 psi), more preferably 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 up to 0.527 kg / cm ² (from 4.0 to 7.5 psi), from 0.422 to 0.492 kg / cm ² (from 6.0 to 7.0 psi), from 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 up to 0.211 kg / cm ² (from 1.0 to 3.0 psi), from 0.07 to 0.141 kg / cm ² (from 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 ° C [J.B. Fenn. "Fourth Symposium on Combustion", Baltimore, p. 231 (1953).]. Thus, one or more of the agents proposed in this invention is intended to reduce the combustion temperature by at least 14, 28, 56, 69, 83, 111, 139, 167, 194, 222 ° C or more (by 25, 50, 100 , 125, 150, 200, 250, 300, 350, 400 ° F or more).

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

Whenever possible, it is desirable that high-boiling components having a latent heat of evaporation above 83.33 kcal / kg (150 Brit.heat.edu (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 vaporization above 83.33 kcal / kg (150 BTU / lb) or 57.25 kcal / dm ³ (860 BTU / gallon). More preferably, if 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 carry out the removal of high-boiling components (with low latent heat of vaporization and / or low combustion rate) until the average latent heat of vaporization of oxygen-containing compounds and metals containing 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 above 61.25 kcal / dm ³ (920 BTU / gal). Although there is no upper limit to the 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) is 0.5-10% or more higher than 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 the average latent heat of evaporation due to a decrease in the temperature of the end of the distillation and / or T-90 and / or due to temperature control T-50 and T-10 (in the absence of additives USG or additional aeotropic solvent and etc.) would be such that the addition of 0.00826 g / dm ³ (1/32 g / gal) Mn as 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 original 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, 177 ° C (240, 250, 255, 260, 265, 270, 275, 278, 280, 285, 290, 295, 300, 305, 310, 315, 320, 325, 330, 335, 340, 345 , 350 ° 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 boiling point of gasoline and / or T-90 is lowered; the average latent heat of evaporation of the clean fuel after fractionation is at least 0.5%, preferably 1.5% or higher, exceeds that for clean 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 gases are passed through an exhaust gas afterburning catalyst using an OBD II catalyst sensor; however, the deposition of manganese oxide on the washable surface of the catalyst 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 ° C (155, 170 ° F) (preferably 79 ° C (175 ° F)), but less than 104 ° C (220 ° F), while the temperature of T-90 in the absence of an oxygen-containing compound does not exceed 149 ° C ( 300 ° F), preferably 138, 135, 132 ° C (280, 275, 270 ° 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 the wash surface of the catalyst is controlled sufficiently (or is substantially absent), so that the sensor does not fail.

Example 103

The method according to claim 102, wherein both the improved and the original gasoline contain from 1.0 to 2.0 wt.% Oxygen in the form of MTBE and cycloaromatic manganese tricarbonyl with a Mn concentration of 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 T-90 improved refined fuel temperature is from about 127 to 138 ° C (260 to 280 ° F) or lower.

Example 105

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

It is advisable to limit olefins to reduce smog. In addition, it is assumed that the reduction in vapor pressure 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 concern 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 aromatic content.

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.% (E.g., 1.0%) even with a 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 in the refined fuel 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 base fuel without an oxygen-containing additive (in the presence or absence 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 (1/32 g Mn / gal) or lower, it is particularly preferred that the T-90 temperature be lowered to below 160 ° C (320 ° F), 149 ° C (300 ° F), or preferably 138 ° C (280 ° F).

It was unexpectedly found that when using the present invention, namely, a combustion-enhancing Mn additive in the presence of a combustion-improving / temperature-reducing HCS and / or 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 (e.g., 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 ° C (from 300 to 260 ° F ) or lower).

It is believed that a combustion-improving amount of Mn, an oxygen-containing compound of an HCS, in particular MTBE, ETBE, TAME, diisopropyl ether, ethanol or DMC, or mixtures thereof, are added to such a hydrocarbon fraction; 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 must be reduced to a greater extent. Acceptable ignition timing reductions range 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 (1/32 g Mn / gal); burning fuel in an engine with a lower ignition timing of approximately 1.0 to 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% of the mass. 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 to 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 Raid vapor resistance not higher than 0.492 kg / cm ² (7.0 psi), with olefins 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 ppm (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 carbocate, 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 up 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 ° C (260 to 280 ° F) or lower, with a T-50 temperature of approximately 71 to 110 ° C (160 to 230 ° F) (77 to 96 ° C (170 to 205 ° F)), with a bromine number of 2 0 or lower; 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 ° C (300 ° F), preferably 138 ° C (280 ° F) or lower, the temperature of T-50 after adding MTBE in an amount of from 2.0 to 2 7% exceeds 77 ° C (170 ° F), but lower than approximately 93 ° C (200 ° 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 of 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 ° C (15 ° F) or more and / or for a marked 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.%; the temperature of the T-50 mixture is at least 77 ° C (170 ° F) (preferably above 79 ° C (175 ° F) and below 99 ° C (210 ° F), 93 ° C (200 ° 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; however, the deposition of manganese on the washed surface of the catalyst is not enough for the failure of the sensors.

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 injected 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 ° C (10-50 ° F) or moreover, 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 control 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 gas station according to 211 (k) of the Law on Air Purity.

Example 121

A low-toxic fuel-saving composition that includes an unleaded fuel mixture consisting of phosphorus-free hydrocarbons with an OMP 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 hours sulfur (preferably less or no sulfur), with a total concentration of 0 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 ethanol, with a cycloaromatic tricarbonyl manganese content of 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), temperature limit T- 90 149 ° C (300 ° F), preferably 138 ° C (280 ° F), temperature T-50 from approximately 77 ° C (170 ° F) to 110 ° C (230 ° F), 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 ° C (60 ° F); calorific value above 7057 kcal / dm ³ (106000 BTU / gal) at 16 ° C (60 ° F) (more preferably above 7190 kcal / dm ³ (108000 BTU / gal), 7590 kcal / dm ³ (114000 BTU / gal )); while the emission of toxic substances of 1,3-butadiene, formaldehyde or acetaldehyde is reduced and / or fuel economy is increased.

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 ° 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 MMT concentration exceeds 0.00826 g Mn / dm ³ (1/32 g Mn / gal.).

Example 124

The examples described above in which the oxygen-containing additive is DMC 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:

Example 126

The 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 from the base fuel, as defined by 211 (k) of the Air Purity Law, and 5) such that in 2000 g. volatile organic The amount of toxic and air polluting substances in 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 UPR of not more than 0.562, 0.506, 0.492, 0.457 kg / cm ² (8.0, 7.2, 7.0, 6.5 psi), 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 hours (preferably less or sulfur-free), with a concentration of O ₂ from 2.0 to 2.7 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 (from 1/64 to 3/64 g Mn / gal) (preferably above 0.00826 g / dm ³ or 1/32 g / gal), with a maximum temperature of T-90 from 149 to 160 ° C (from 300 to 320 ° F) (preferably 138 ° C (280 ° F) or lower), with a preferred T-50 temperature of about 77 to 104 ° C (170 to 220 ° 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 ° C (60 ° 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 microns, an exhaust gas recirculation (EGR) 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 microns, 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.

Note 1. Decrease in base gasoline corresponding to 211 (k) (10) (B).

Notes

1. The decrease relative to base gasoline corresponding to 211 (k) (10) (B).

2. In the form of dimethyl carbonate.

3. Concentrations of manganese can be from 0.00413 to 0.0661 g / dm ³ (from 1/64 to 1/4 g / gal).

When implementing the invention, when compiling fuel compositions that meet the standards of OTD, special selection may be required. It was found that it is possible to select various components that have the greatest effect on the reduction of certain specific secretions:

VOC: Oops, aromatics, sulfur.

NO _x : sulfur, aromatics, olefins.

Toxic substances: benzene, aromatics, oxygen.

In the practice of the invention, oxygen-containing compounds of HCS 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 and t .P.

In the preparation of conventional or OTP fuel compositions, a decrease in Reid vapor pressure (RAF) 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 about 23%, reduces the emission of toxic substances by about 4%, and reduces the emission of NO _{x by} about 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. Increased O ₂ content probably is one of the main indicators of reduction 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%.

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, FIG. 3 shows that, at low combustion temperatures, a decrease in NO _x emission is observed regardless of the O ₂ concentration.

In any case, higher concentrations of O ₂ , leading to a stronger decrease in the temperature of combustion, 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 implementing the invention, there is the possibility of a noticeable increase in the concentration of O ₂ in the waste (in excess of that permitted by current regulations) to reduce NO _x , release toxic substances, in the absence of the expected decrease in fuel economy and increase the emission of NO _x and others

Thus, in the practice of the invention, O ₂ concentrations 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, VOCs and NO _x . 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 the content of O ₂ . 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 fuels with aromatics concentration above an acceptable level or even above the level allowed by the rules.

This decrease is significant, unexpected and lies beyond the reach of other methods for 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 harmful substances from HSE, 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 emission of toxic and other harmful substances is achieved, beyond what can be achieved by other methods under the current standards for composing OTP 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 the 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. When carrying out the invention, sulfur concentrations below 40 ppm are particularly preferred. Even more preferred are sulfur concentrations of 30 ppm. or lower (or lack of sulfur). Again, the implementation of the invention allows to obtain acceptable from the point of view of the environment of the allocation of NO _x , toxic substances and VOCs even with sulfur concentrations in excess of permitted current standards.

However, the sulfur concentration is about 200 million hours. or higher is likely to be acceptable due to increased burning rate and lower combustion temperatures in this invention, which apparently inhibits the negative effects of sulfur on the release 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 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 meeting the requirements for operational properties and the release of harmful substances.

The decrease in temperature E 200, or distillation fraction boiling at 93 ° C (200 ° F), leads to a positive decrease in the release of VOCs and toxic substances. In other words, with a decrease in temperature E 200 or with an increase in the content of this fraction of distillation approximately above 41%, a decrease in the release of VOCs and toxic substances is observed. However, an increase in NO _x emission 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 temperature of the T-50) has its drawbacks, since car driving in warm weather deteriorates at a temperature of the T-50 fractions below 77 ° C (170 ° F), especially when the content O ₂ 1.0%, 2.0% or higher. With such poor controllability due to difficulties in restarting the engine, etc., more harmful emissions are likely to occur than their slight 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 ° C (170, 175, 180, 185, 190 ° F).

With an increase in the content of the E 300 fraction from 84 to 95%, there is a slight decrease in the emission of VOCs and NO _{x by} about 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 the implementation of the invention, it is expressly implied that the original OTB fuel composition is selected in many ways, for example, by such a selection of the composition almost all polynuclear aromatics, all C10 + aromatics, in particular, naphthalene, pyrene, anthracene, etc. can be eliminated. 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 concentrations of Mn in unleaded gasoline, including aviation gas, refined gasoline, 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 atomization and / or gasoline with a low combustion temperature, etc., for example, with a low temperature T-90 (and / or with a low aromatic content) , a concentration of 0.00826 g / dm ³ (1/32 g / gal) Mn may be acceptable for controlling the emission 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 application, all and / or most of the fuel will be HCS fuel. Thus, in one embodiment of the invention, a composition is used that contains, 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 quantities that are safe for the environment, in addition to 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 against 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-ditretbutylphenol, 2,4,6-tritretbutylphenol, 4-methyl-2,6-ditretbutylphenol, 2-tert-butylphenol and mixtures thereof; 2,6-ditretbutyl-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 polyalkenylsuccinimide polyetheramine, or polyalkenylsuccinimide, 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 carrying out 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, table 9 presents aviation gasoline, suitable for most types of aircraft engines with spark ignition; 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 operating 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 gasoline, 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 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 listed in Table 9, and are approved for use in accordance with paragraph 5.1 and Section 7 of ASTM D 910. They also include de-icers for 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.

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 provides the use of aviation gasoline grades 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 iopropyl 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. Thus, the grade of aviation gasoline 100, which should have a high-octane number of 100/130 during an anti-knock test at the production site, can add a high-octane number of 99.5 / 127 when 1% alcohol is added. 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 by the present invention.

The aviation gasolines of the present invention have a minimum total calorific value of 10.4 kcal / kg (18,720 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 the 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 pressure aviation gasoline vapor, 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 much volatility, which can cause carburetor icing or steam plug, or both, the minimum value should be 153 ° C (307 ° F) in total for 10 and 50% of the evaporation point.

The minimum value is 75 ° C (167 ° 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 were considered.

NOTES:

¹ The requirements contained herein are absolute and are not adjusted for method compatibility. If complex tests have been conducted, the values obtained are averaged.

² The test methods specified in this table apply to clause 9.

³ The data presented in table 1 correspond to Aviation Method Ratings. Octane numbers for motor fuels obtained by ASTM D2700 must be converted to octane numbers for aviation fuels in accordance with Table 2 of the conversion factors.

⁴ Colors Approved by Medical Director Chief, Division of Occupational Health, US Department of Health, Education and Welfare.

⁵ By agreement between buyer and seller, grade 80 may be unleaded. In this case, the fuel will not contain dye, and the color according to ASTM D 156 should not be darker than +20.

⁶ The only blue dye that may be present in commercial gasoline is 1,4-dialkylaminoanthraquinone.

⁷ The only yellow dyes that may be present in commercial gasoline are p-diethylaminoazobenzene (No. 11021), or phenol, 2,2 '- [3,3'-dimethyl] [1,1'-biphenyl] - [4, 4'diyl] bis [4-nonyl] (Color Index Solvent Yellow No. 107) or 1,3-benzenediol, 2,4-bis [(alkylphenyl) azo].

⁸ The only red dyes that may be present in commercial gasoline are essentially methyl derivatives of azo-benzene-4-azo-2-naphthol (methyl derivatives (Color Index 26105)) or alkyl derivatives of azo-benzene-4-azo-2-naphthol.

⁹ Tetraethyl lead should be added in the form of an antiknock mixture containing at least 61% tetraethyl lead and a sufficient amount of ethylene dibromide so that there are two bromine atoms per lead atom. No components other than kerosene, a known inhibitor and blue dye, should be contained.

¹⁰ You can use the data from table 1 according to ASTM D1405. Alternatively, ASTM D 2382 can be used. In case of discrepancy, ASTM D 2382 should be used. In the latter case, the minimum net calorific value should be 18,700 BTU / lb for grades 80,100 and 100 LL.

¹¹ Sum C ₁ + C ₂ = 5/9 (F ₁ - 32 + F ₂ - 32).

¹² By agreement between buyer and seller, aviation gasoline may comply with ASTM D 873 (16-hour exposure instead of 5-hour). In this case, the resin content should not exceed 10 mg / 100 ml, and the visible precipitate of lead should not exceed 4 mg / 100 ml. In such fuels, the permissible antioxidant content should not exceed 8.4 pounds / 1000 bbl (42 gal).

¹³ Visible sediment requirements apply only to leaded gasolines.

¹⁴ Acceptable antioxidants include:

N, N'-diisopropyl-para-phenylenediamine

N, N'-divorobutyl-para-phenylenediamine

2,4-dimethyl-6-tert-butylphenol

2,6-ditretbutyl-4-methylphenol

2,4-ditretbutylphenol

75% min 2,6-ditretbutylphenol + 25% max. tert and tritretbutyl phenol

75% min di- and tri-isopropylphenol + 25% max. di- and tri-tertarylbutylphenols

These inhibitors can be added to gasoline individually or in combination with a total content of not more than 4.2 pounds of inhibitor (excluding solvent mass) per 1000 bbl (42 gal).

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 ° C (307 ° F), the temperature of T-40 is 75 ° C (167 ° F) and a T-90 temperature of less than 121 ° C (250 ° 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 (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.%, as a result of which the low octane number according to ASTM D 2700 is 100, with the characteristics of the top Liva 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 / r (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), the combustion-improving 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 increases by at least 5% compared to clean fuel.

Example 141

The method of operation of an aircraft engine on aviation gasoline, characterized in that the fuels from 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 in 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 decreases by at least 13.9 ° C (25 ° F), resulting in a thermal efficiency increase of 5-10% and / or service life aircraft engine increases by at least 5%.

Example 143

Example 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 increased compared to with a base fuel of at least 2.0%, preferably 5.0% or more.

Example 144

Examples 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 burned 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 km 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 °, in order to avoid the hardening of any hydrocarbon components at especially low temperatures, with subsequent disruption of the fuel flow 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 mgm / 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 ° F (-58 ° 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 ° C) limits the possibility of their inclusion at a content greater than 10%. However, in practice, it is still preferable to limit the content of aromatic substances to less than 25 vol.%, 20% 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 manganese tricarbonyl 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 (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 the combustion of 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 distillate fractions. The residues are the bottom fractions remaining upon distillation, or a mixture 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 fuel is sprayed into a 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, in which the use of more expensive distillates is not required, and in burners equipped with appropriate 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 test method 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 a preferred lower sulfur content is often impractical, but it nevertheless remains preferred. Obviously, higher sulfur contents are acceptable, especially since corrosion and other undesirable effects caused by sulfur are greatly mitigated due to the increased combustion rate and reduced combustion temperature in accordance with the present invention.

NOTES: ^A The above classification does not mean that fuel that does not meet the requirements of this grade can automatically be assigned to a lower grade. To do this, it must really meet the specified characteristics. However, as agreed between the buyer, seller, and manufacturer, specifications for certain restrictive requirements may be amended to ensure that the product meets the specific working conditions.

^B The indicated test methods are approved verification tests. Other acceptable methods are indicated in sections 2 and 5.1.

^{B The} amount of water according to the ASTM D95 distillation method plus the precipitate according to ASTM D 473 must not exceed the value indicated in the table. For variety No.6, the sediment should not exceed 0.5%, therefore, the total amount of water and sediment should not exceed 1.0%.

^D If fuel with a low sulfur content is required, by agreement between the buyer and the seller, fuel may be supplied that falls within the viscosity range of lower grade fuel. In this case, the real viscosity interval should be indicated in advance, so that the user can make the appropriate preparations.

^E Sulfur limits may vary in some regions of the United States and other countries.

^E The specified limits correspond to the minimum calorific value and prevent the misuse of grade 2.

^G If necessary, there may be lower or higher pour points in accordance with the storage or use conditions. If a pour point below -18 ° C is required, the minimum viscosity at 40 ° C grade 2 should be 1.7 mm ² / s, and the minimum temperature T-90 can be omitted.

^H If fuel with a low sulfur content is required, grade 6 can be subdivided into a grade with low fluidity (+ 15 ° C max.) Or high fluidity (max. Not available). The low yield grade can only be used when heating tanks and pipelines.

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 / s at 40 ° 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 ² / s at 100 ° 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 necessary in order to ensure fuel transfer to the burners and good atomization. However, it is equally important that the maximum viscosity under existing conditions allows satisfactorily pumping fuel from the storage tank to 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 listed above usually correspond to the data given in table 10. However, the possibility of introducing additives that improve combustion is also considered.

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 ° C, 38 ° C, 38 ° C, 55 ° C, 55 ° C, 55 ° C, 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 ° C, -6 ° C, -6 ° C, -6 ° 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 combustion chambers of a 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 of the 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 ° 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. Usually there is no restriction on temperature reduction 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 atomization-type burners in communal 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 to reduce the emission of pollutants.

Example 150

Liquid fuel of grade 2, having a kinetic speed of at least 1.9 and no more than 3.4 mm / s at 40 ° C, a minimum temperature of T-90 282 ° C, a maximum temperature of T-90 338 ° C, a maximum sulfur content of 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 at least 15.0 and not more than 50.0 mm ³ / s at 100 ° 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 ° C by modifying the boiling point.

Example 153

Examples 150-152 in which HCS compounds are added, preferably dimethyl carbonate, in 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 the modification of the boiling point and / or the addition of HCS compounds.

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 substantially 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

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

Example 159

Example 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 of water) 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 BTU or less.

Example 163

The method of operation of the burner from 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 the release of harmful substances, thereby representing special interest.

Example 164

A method of operating 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 centistokes at 50 ° C and containing additional UGS fuel, as a result of which the combustion of the resulting fuel in these engines running on heavy diesel fuel, fuel for locomotives and marine engines occurs at a reduced rozii and improved combustion of the fuel is 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 is improved by at least 0.5 to 5% or more, compared with a fuel without UGS.

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 enhancing 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 the thermal efficiency is increased by at least 5%.

FUEL APPLICATION IN MISSION 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 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. Thus, 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 system with a polymer binder, which serves to bind rocket fuel, most of which is a crystalline oxidizing agent and which, if necessary, contains a metal additive to increase the specific impulse and density. The invention provides dibasic composites in which nitroglycerin and nitrocellulose are used as a binder, with 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 UGS 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 rockets, ballistic missiles, anti-aircraft rockets, take-off systems with rocket boosters, ejection acceleration systems, air power plants, aircraft position control systems relative to earth axes, engines interplanetary acceleration, missiles 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 effective 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

Example 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 an aero-spike 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 reaching temperatures from 2204 to 3871 ° C (from 4000 to 7000 ° 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, trimethylaluminum, 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 tetroxide, hydrogen peroxide, potassium perchlorate, perchlorate, potassium perchlorate, peroxide chlorine trifluoride, ON 7030, 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, ethylenediamine, ethylene oxide, ethylene diamine, ethyl nitrate nitrate, dimethyl dimethyl nitrate , gasoline, heptene, hydrazine (including substituted hydrazines), hydrogen, isoethyl nitrate, isopropyl alcohol, JP-3, JP-4, kerosene, lithium, lithium hydride, methane, methylal, methanol, methyl nitrate, methylamine, methylacetylene, methyl vinyl acetate ilene, monoethylaniline, nitromethane, nitropropane, nitroglycerin, n-octane, propane, propylene oxide, n-propyl nitrate, o-toluidine, triethylamine, trimethylamine, trimethyl trithiophosphite, terpentine, asymmetric dimethylhydrazine, xylidylidine, boron mimetin, 2,3-mimetin boronide pentaborane and 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 fuel component, including burning fuel in an engine, resulting in a decrease in engine temperature of 55.6 ° C - 556 ° C (100 ° F - 1000 ° F), so that in this case the 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 component of rocket fuel 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 ° C (1300-2000 ° 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 for 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 you to increase the specific impulse or jet thrust in the absence of additional costs for mass.

Example 178

A method of increasing the specific thrust of a rocket engine in the absence of an increase in combustion temperatures, including supplying the fuel composition of the composition specified in examples 173A-177 to the rocket engine combustion chamber system, where combustion with an 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, the injector nozzle being 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 with the formation of 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 rocket fuel suitable for storage is 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 lag time.

The present invention proposes the use of primary aromatic amines, such as aniline, xylidine, and mixtures thereof to reduce the delay time during ignition, 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 a 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 a UGS 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, furfur , 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, grated Pertin, 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, chlorine trifluoride, perchloryl fluoride, 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 compound of tricarbonyl cyclopentadienyl manganese and , if necessary, dimethyl carbonate.

Example 183

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

Example 184

The rocket fuel of Example 183, wherein the metal compound is selected from the group consisting of tricarbonyl cyclopentadienyl manganese, technetium, rhenium, aluminum, beryllium or boron compounds, including pentaborane, decaboran, borazole, aluminum borohydride, trimethylaluminum, beryllium borohydride, dimethyl borylidene lithium, their homologues 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 manganese cyclopentadienyl tricarbonyl 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

Rocket 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

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

Example 191

Propellants containing dimethyl carbonate, salicylic aldehyde and metal compounds.

Example 192

Rocket fuel for air systems, including dimethyl carbonate, 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, manganese tricarbonyl cyclopentadienyl and a rocket fuel component selected from the group consisting of dimethyl carbonate, acetylene, aluminum borohydride, ammonia, aniline, benzene, butyl mercaptan, diboran, diethylene triamine, ethane, ethanol, ethyleneamine, ethylene, ethylene, ethylene, ethylene, ethylene, ethylene, ethylene, ethylene, ethylene, ethylene, ethylene , ethyl nitrate, furfuryl alcohol, gasoline, heptene, hydrazine (including substituted hydrazines), hydrogen, isopropyl alcohol, lithium, lithium hydride, methane, methylal, methanol, methylamine, nitromethane, nitropropane, n-octane, propane, n-prop lnitrat, o-toluidine, triethylamine, trimetiltritiofosfit, tertenpertin, unsymmetrical dimethylhydrazine, 2,3-xylidene, lithium borohydride, monomethyl, pentaborane, and mixtures thereof, and improving the number of cyclic traction force manganese tricarbonyl compounds.

It will be understood 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.

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Claims (51)

1. A fuel composition comprising 1) hydrocarbon base fuel; 2) at least one non-lead element or an organic or inorganic compound containing said element, said element being selected from elements of groups 1A, 2A, 3A, 1B, 2B, 3B, 4B, 5B, 6B, 7B, 8, bismuth , Germany, phosphorus, silicon, nitrogen, sulfur and mixtures thereof, while the indicated element or its organic or inorganic compound is present in combustible form - the compound of the non-lead element is SENYAS; and 3) at least one compound that improves the combustion of the UGS structure, which reduces the temperature of combustion and / or increases the rate of combustion and is selected from the group consisting of H ₂ , CO, of a UGS compound having a latent heat of vapor of LTI greater than or equal to 21 kJ / mol at its boiling point, and a burning rate measured by the laminar flame of a Bunsen burner, at least 40 cm / s at a methanol rate of 57.2 cm / c, wherein said compound is selected from the group consisting of acetic acid, acetates, acetyl, alcohols, aldehyde acids, aldehydes, anhydrides, boric acids, carbonic esters, carboxylic acids, carbonates, dicarbonates, esters, diesters, ethers, simple die heirs, formic acids, glycols, ethers of glycols, hydroxy acids, ketones, keto acids, nitrates, alkyl nitrates, nitromethane, nitroethane, nitropropane, dinitrates, amines, anilines, amides, hydrazines, nitrosyls, imides, simple nitroesters, methylamines 2 3-xylidine, ammonia, orthoborates, orthoesters, ortho acids, oxides, oxalates, oxalic acids, peroxides, hydroperoxides and phenols, said compound possibly containing at least one substituent selected from alkyl, alkyloxy, dialkyl, dialkyloxy, ari Amide, acetate, aldehyde, carboethoxy, carbomethoxy, carbonyl, carbonyldioxy, carboxy, ethoxalyl, ethoxy, formyl, glycols glioksilil, hydroxyl, imide, methoxy or methylenedioxy radicals, and mixtures thereof; 4) where the composition of the fuel is selected so that formulations are obtained having the following maximum temperature of fractional distillation T-90 (90% 0 or maximum temperature of the end of boiling, respectively diesel fuel, gas turbine fuel or fuel oil with a maximum temperature of fractional distillation T-90 equal to 338 ° C; or turbojet fuel with a maximum boiling point of 300 ° C. 2. A hydrocarbon-based fuel composition, including 1) a combustion-improving amount of a HCS compound selected from the group consisting of C ₃ -C ₁₅ esters, C ₃ -C ₁₂ diesters, C ₅ -C ₁₂ phenols, glycols, C ₃ -C ₂₀ glycol ethers, C ₃ -C ₂₀ carbonates, C ₃ -C ₂₀ dialkyl carbonates, C ₂ -C ₁₂ aldehydes, C ₂ -C ₁₂ ethers, C ₁ -C ₁₅ alcohols, C ₂ -C ₁₂ oxides, C ₃ -C ₁₅ ketones, characterized in that it has a latent heat of vapor of LTI of at least 21 kJ / mol at boiling point; 2) at least one non-lead element or an organic or inorganic compound containing said element, wherein said element is selected from groups 1A, 2A, 3A, 1B, 2B, 3B, 4B, 5B, 6B, 7B, 8, bismuth, Germany, phosphorus, silicon, nitrogen, sulfur and mixtures thereof, while the specified element or its organic or inorganic compound is present in combustible form - the connection of the non-lead element is SENYAS; and 3) a hydrocarbon base fuel, wherein the resulting composition is selected from the group including A) low sulfur diesel fuel having LTE of at least 75 BTU / lb, cetane number of at least 40, aromatics content of not more than 35 wt.%, Temperature T-90 not more than 288 ° C, kinematic viscosity not more than 2.4 mm ² / s at 40 ° C, sulfur content not more than 0.05 wt.%, ash content not more than 0.01 wt.% and flash point not less than 38 ° C; B) diesel fuel having a cetane number of at least 40, an aromatics content of not more than 35 wt.%, A T-90 temperature of not more than 288 ° C, a kinematic viscosity of not more than 2.4 mm ² / s at 40 ° C, an ash content not more than 0.01 wt.% and flash point not less than 38 ° C; C) low sulfur diesel fuel having a T-90 temperature of not more than 338 ° C, a cetane number of at least 40, an aromatic content of not more than 35 wt.%, A sulfur content of not more than 0.05 wt.%, A kinematic viscosity of not more than 4, 1 mm ² / s at 40 ° C, ash content of not more than 0.01 wt.% And flash point not less than 52 ° C; D) diesel fuel having a T-90 temperature of not more than 338 ° C, cetane number of at least 40, aromatics content of not more than 35 wt.%, Kinematic viscosity of not more than 4.1 mm ² / s at 40 ° C, ash content not more than 0.01 wt.% and flash point not less than 52 ° C; E) diesel fuel having a cetane number of at least 30, a sulfur content of not more than 2.0 wt.%, A kinematic viscosity of not more than 24.0 mm ² / s at 40 ° C (55 ° C), an ash content of not more than 0 , 1 wt.% And a flash point of at least 55 ° C; F) diesel fuel having a viscosity of from 10 to 500 centistokes at 50 ° C and a sulfur content of from 0.01 to 3.0 wt.%; G) a biodiesel composition containing methyl esters and having a sulfur content of not more than 0.05 wt.%; H) a composition of turbine fuel having a T-90 temperature of not more than 288 ° C, a kinematic viscosity of not more than 2.1 mm ² / s at 40 ° C, a sulfur content of not more than 0.5 wt.%, An ash content of not more than 0, 01 wt.% And a flash point of at least 38 ° C; I) a turbine fuel composition having a T-90 temperature of not more than 288 ° C, a sulfur content of not more than 0.5%, a kinematic viscosity of not more than 2.4 mm ² / s at 40 ° C, an ash content of not more than 0.01 wt. .%, flash point not less than 38 ° С, pour point not higher than -18 ° С and density no more than 850 kg / m ³ at 15 ° С; J) a turbine fuel composition having a T-90 temperature of not more than 338 ° C, a sulfur content of not more than 0.5%, a kinematic viscosity of not more than 4.1 mm ² / s at 40 ° C, an ash content of not more than 0.01 wt. .%, flash point not less than 38 ° С, pour point not higher than -6 ° С and density not more than 876 kg / m ³ at 15 ° С; K) a composition of turbine fuel having a kinematic viscosity of not less than 5.5 m ² / s at 40 ° C and not more than 50.0 mm ² / s at 100 ° C, ash content of not more than 0.03 wt.% And flash point not less than 65 ° C; L) a turbine fuel composition having a kinematic viscosity of at least 5.5 mm ² / s at 40 ° C and not more than 50.0 mm ² / s at 100 ° C, and a flash point of at least 66 ° C; M) a fuel oil composition having a T-90 temperature of not more than 288 ° C, a sulfur content of not more than 0.5 wt.%, A kinematic viscosity of not more than 2.1 mm ² / s at 40 ° C, a flash point of at least 38 ° C the pour point is not higher than -18 ° C and the density is not more than 850 kg / m ³ at 15 ° C; N) a fuel oil composition having a T-90 temperature of not more than 338, a sulfur content of not more than 0.5 wt.%, A kinematic viscosity of not more than 3.4 mm ² / s at 40 ° C, pour point not higher than -6 ° C, density not more than 876 kg / m ³ at 15 ° С and flash point not less than 38 ° С; O) a composition of light fuel oil having a kinematic viscosity of not more than 5.5 mm ² / s at 40 ° C, an ash content of not more than 0.05 wt.%, A pour point of not more than -6 ° C, a density of at least 876 kg / m ³ at 15 ° C and a flash point of at least 38 ° C; P) a fuel oil composition having a kinematic viscosity of not more than 5.5 mm ² / s at 40 ° C and not more than 24 mm ² / s at 40 ° C, the ash content is not more than 0.10 wt.%, The pour point is not higher 6 ° C and a flash point of at least 55 ° C; Q) a composition of light fuel oil having a kinematic viscosity of not more than 5.0 mm ² / s at 100 ° C and not more than 8.9 mm ² / s at 100 ° C, ash content of not more than 0.15 wt.% And flash point not less than 55 ° C; R) a heavy fuel oil composition having a kinematic viscosity of not more than 9.0 mm ² / s at 100 ° C and not more than 14.9 mm ² / s at 100 ° C, ash content of not more than 0.15 wt.% And flash point not less than 55 ° C; S) a fuel oil composition having a kinematic viscosity of not more than 15.0 mm ² / s at 100 ° C and not more than 50 mm ² / s at 100 ° C and a flash point of at least 60 ° C; T) a composition of heavy diesel, diesel or marine fuel having a sulfur content of from 0.01 to 3.0 wt.% And a viscosity of from 10 to 500 centistokes at 50 ° C; U) a liquid or powdered coal-containing fuel composition in which the coal particles are submicron in size; V) an inorganic or organic fuel composition, characterized in that it is a colloidal composition; W) composition of aviation turbine fuel having an aromatic content of not more than 25%, sulfur content in the form of mercaptans not more than 0.003 wt.%, Total sulfur content not more than 0.3 wt.%, Distillation temperature of the T-10 fraction not more than 205 ° C , the final boiling point is not more than 300 ° C, the flash point is not less than 38 ° C, the density is from 775 to 840 kg / m ³ at 15 ° C, the pour point is not higher than -40 ° C and the viscosity is not more than 8.0 mm ² / from; X) composition of aviation turbine fuel having a distillation temperature of the T-20 fraction not more than 145 ° C, a distillation temperature of the T-90 fraction not more than 245 ° C, a density of 751 to 802 kg / m ³ at 15 ° C, vapor pressure not more than 21 kPa at 38 ° C and pour point not higher than -50 ° C; Y) the composition of aviation turbine fuel having a total sulfur content of not more than 0.3 wt.%, The distillation temperature of the T-50 fraction is not more than 232 ° C, the final boiling point is not more than 300 ° C, density 57 AFI, viscosity no more than 15, 0 cSt at -34.4 ° C and pour point not higher than -50 ° C; Z) the composition of aviation turbine fuel having an aromatic content of not more than 25%, sulfur content in the form of mercaptans not more than 0.003 wt.%, The total sulfur content of not more than 0.3 wt.%, The distillation temperature of the T-10 fraction is not more than 205 ° C , the final boiling point is not more than 300 ° C, the flash point is not less than 38 ° C, the density is from 775 to 840 kg / m ³ at 15 ° C, the pour point is not higher than -40 ° C and the viscosity is not more than 8.0 mm ² / from; AA) composition of aviation turbine fuel having an aromatic content of not more than 25%, sulfur content in the form of mercaptans not more than 0.002 wt.%, Total sulfur content not more than 0.3 wt.%, Olefin content not more than 5.0 wt.%, the distillation temperature of the T-10 fraction is not more than 205 ° C, the final boiling point is not more than 330 ° C, the flash point is not less than 38 ° C, the API density is from 37 to 51, the density is from 775 to 840 kg / m ³ at 15 ° C, pour point no higher than -40 ° C, viscosity not more than 8.0 mm ² / s and acidity not more than 0.015 mg KOH. 3. Lead-free hydrocarbon-based gasoline fuel composition, including a) hydrocarbon base fuel boiling within the limits corresponding to motor gasoline; b) a UGS compound having a latent heat of vapor of LTI greater than or equal to 21 kJ / mol at its boiling point, and a burning rate measured by the laminar flame of a Bunsen burner, at least 40 cm / s with a methanol rating of 57.2 cm / s, wherein said compound is selected from the group consisting of acetic acid, acetates, acetyls, alcohols, aldehyde acids, aldehydes, anhydrides, boric acids, carbonic esters, carboxylic acids, carbonates, dicarbonates, esters, diesters, ethers, diethyl ethers c, formic acids, glycols, ethers of glycols, hydroxy acids, ketones, keto acids, nitrates, alkyl nitrates, nitromethane, nitroethane, nitropropane, dinitrates, amines, anilines, amides, hydrazines, nitrosyls, imides, simple nitroesters, methylamines, 2 3-xylidine, ammonia, orthoborates, orthoesters, ortho acids, oxides, oxalates, oxalic acids, peroxides, hydroperoxides, phenols, and combinations thereof; c) at least one non-lead element or an organic or inorganic compound containing said element, wherein said element is selected from groups 1A, 2A, 3A, 1B, 2B, 3B, 4B, 5B, 6B, 7B, 8, bismuth, Germany, phosphorus, silicon, nitrogen, sulfur and mixtures thereof, while the specified element or its organic or inorganic compound is present in combustible form - the connection of the non-lead element is SENYAS; d) moreover, it has a fractional distillation temperature of 90% at T-90 of not more than 174 ° C (345 ° F) and the burning speed of the laminar flame of the Bunsen burner is at least 46 cm / s with a methanol rate of 57.2 cm / s). 4. The composition of aviation gasoline, including a) hydrocarbon base fuel, b) a UGS compound having a latent heat of vapor of LTI greater than or equal to 21 kJ / mol at its boiling point, and a burning rate measured by the laminar flame of a Bunsen burner, at least 40 cm / s with a methanol rating of 57.2 cm / s, wherein said compound is selected from the group consisting of acetic acid, acetates, acetyls, alcohols, aldehyde acids, aldehydes, anhydrides, boric acids, carbonic esters, carboxylic acids, carbonates, dicarbonates, esters, diesters, ethers, diethyl ethers c, formic acids, glycols, ethers of glycols, hydroxy acids, ketones, keto acids, nitrates, alkyl nitrates, alkyl nitrates, nitromethane, nitroethane, nitropropane, dinitrates, amines, anilines, amides, hydrazines, nitrosyls, imides, nitromethyl ethers, nitromene ethers, 2,3-xylidine, ammonia, orthoborates, orthoesters, ortho acids, oxides, oxalates, oxalic acids, peroxides, hydroperoxides, phenols, and combinations thereof; c) at least one non-lead element or an organic or inorganic compound containing said element, wherein said element is selected from groups 1A, 2A, 3A, 1B, 2B, 3B, 4B, 5B, 6B, 7B, 8, bismuth, Germany, phosphorus, silicon, nitrogen, sulfur and mixtures thereof, while the specified element or its organic or inorganic compound is present in combustible form - the connection of the non-lead element is SENYAS; moreover, the composition is characterized in that it has an octane number of at least 87 or 130 (according to ASTM 909), a distillation fraction for which the sum of T-10 and T-50 is 135 ° C, the distillation temperature of the T-10 fraction is not more than 75 ° C, the distillation temperature of the T-40 fraction is not less than 150 ° C, the distillation temperature of the T-90 fraction is not more than 135 ° C, the final boiling point is not more than 170 ° C, the sulfur content is not more than 0.05 wt.%, the vapor pressure is not more than 7, 0 psi (kPa), pour point not higher than -58 ° C, octane number when working on a lean mixture not lower than 80, when working on a re-enriched mixture ie below 87 and the velocity of the laminar Bunsen burner flame burning of not less than 46 cm / s at a methanol index of 57.2 cm / s. 5. A rocket fuel composition comprising: 1) at least one non-lead element or an organic or inorganic compound containing said element, said element selected from elements of groups 1A, 2A, 3A, 1B, 2B, 3B, 4B, 5B , 6B, 7B, 8, iodine, bismuth, germanium, phosphorus, silicon, nitrogen, sulfur, fluorine, chlorine, tin and their mixtures - a compound of an element that is not lead SENYAS, while the said SENYAS may be selected from boron, lithium, manganese, aluminum, beryllium, trimethyl aluminum, dimethyl beryl and combinations thereof, 2) at least m Here is one combustion-enhancing structure of a GHS that reduces the temperature of combustion or increases the rate of combustion selected from H ₂ , CO, or a GHS compound having a latent heat of vapor of LTI greater than or equal to 21 kJ / mol at its boiling point, and a burning rate measured by the laminar flame of a Bunsen burner of at least 40 cm / s, said compound selected from the group consisting of alcohols, aldehydes, amines, alkyl amines, primary aromatic amines, alkyl nitrates, alkyl nitroparaffins, anilines, amides, azides, imides, oxides, carbonic esters, carboxylic acids, carbonates, dicarbonates, esters, diesters, ethers, ethers, glycols, ethers of glycols, ketones, nitrates, dinitrates, peroxides, alkyl peroxides, hydroperoxides, phenols, acetates, acetyls, hydrazines, nitrosyls, imides, ammonia, borates, provided that said rocket fuel composition contains an oxidizing agent and rocket fuel, where the oxidizing agent is optionally selected from the group consisting of oxygen, nitric acid, mixtures of nitric acid and sulfuric acid, fluorine, chlorine trifluoride, perchlorofluoride, nitrosyl fluoride, nitrile fluoride, nitrogen trifluoride, difluoromonoxide, fluoride, chlorine oxides, nitrogen tetroxide, hydrogen peroxide, potassium perchlorate , perchloryl fluoride, bromine pentafluoride, chlorine trifluoride, ozone, oxygen difluoride, red fuming nitric acid RFNA, white fuming nitric acid WFNA, tetranitromethane, and where the rocket fuel may be selected from the group consisting of acetylene, aluminum borohydride, ammonia, aniline, benzene, butyl mercaptan, diborane, dimethylamine, diethylene triamine, dicyan, ethane, ethanol, ethylamine, ethylene, ethylenediamine, ethylene oxide, ethylene diamine, ethyl nitrate, dimethyl furfuryl alcohol, gasoline, heptene, hydrazine, including substituted hydrazines, hydrogen, isoethyl nitrate, isopropyl alcohol, rocket fuel JP-3, JP-4, kerosene, lithium, lithium hydride, methane, methylal, methanol, methyl nitrate, methylamine, methylacetylene, methylvinylacetylene monoet laniline, nitromethane, nitropropane, nitroglycerin, n-octane, propane, propylene oxide, n-propyl nitrate, o-toluidine, triethylamine, trimethylamine, trimethyltrithiophosphite, terpentine, asymmetric dimethylhydrazine, xylidine, 2,3-xyldithinide, boron mimetin, boron mimetin, boron trimethylaluminum, dimethylberyllium and combinations thereof. 6. The composition according to any one of claims 1 to 5, in which said UGS compound is selected from diethyl carbonate, dimethyl carbonate and mixtures thereof. 7. The composition according to any one of claims 1 to 5, in which the non-lead element or compound containing the specified element is selected from the group consisting of potassium, sodium, silicon, boron and lithium, or contains them. 8. The fuel composition according to any one of claims 1 to 5, in which the non-lead element or compound containing the specified element is manganese or contains it, and is preferably selected from tricarbonyl cyclopentadienyl manganese, tricarbonyl methylcyclopentadienyl manganese and mixtures thereof. 9. The composition according to any one of claims 1 to 5, in which the specified non-lead element or compound containing the specified element is in a concentration of from 0.001 to 10 g / gal composition (0.000264-2.64 g / l). 10. The composition according to any one of claims 1 to 5, wherein said non-lead element or compound containing said element is in a concentration of from 0.001 to 7.50 g / gallon of composition (0.000264-1.98 g / l ) 11. The composition according to any one of claims 1 to 5, in which the specified non-lead element is manganese present in a concentration of more than 1/32 g of Mn / gal composition (0.00826 g / l). 12. The composition according to any one of claims 1 to 5, wherein said HCS compound is, or the composition further comprises a compound selected from the group consisting of peroxide (possibly including ditretbutyl peroxide, 2,5-dimethyl-2,5-di (tert-butyl peroxy ) hexane, tert-butyl cumyl peroxide, di (tertamyl) peroxide), alkyl peroxide, alkyl hydroperoxide (possibly including tert-butyl hydroperoxide, tertamyl hydroperoxide), alkyl nitrate (possibly including ethyl hexyl nitrate and isopropyl nitrate) and mixtures thereof. 13. The composition according to any one of claims 1 to 5, in which the LTI is not less than 75 BTU / lb (41.6 kcal / kg) at 15.6 ° C. 14. The composition according to any one of claims 1 to 5, in which the LTI is not less than 100 BTU / lb (55.5 kcal / kg) at 15.6 ° C. 15. The composition according to any one of claims 1 to 5, in which the LTI is at least 150 BTU / lb (83.3 kcal / kg) at 15.6 ° C. 16. The composition according to any one of claims 1 to 5, in which the LTI is at least 160 BTU / lb (88.8 kcal / kg) at 15.6 ° C. 17. The composition according to claim 3 or 4, in which the latent heat of vaporization is at least 860 BTU / gallon (57.3 kcal / l) at 15.6 ° C. 18. The composition according to claim 3, in which the distillation temperature of T-50 is at least 175 ° F (79.4 ° C). 19. A composition according to any one of claims 1 to 5, having a burning rate of a laminar flame of at least 46 cm / s with a methanol rating of 57.2 cm / s. 20. The composition according to any one of claims 1 to 5, having a burning rate of a laminar flame of at least 48 cm / s with a methanol rate of 57.2 cm / s. 21. The composition according to any one of claims 1 to 5, in which the sulfur content does not exceed 100 million hours (ppm). 22. The composition according to any one of claims 1 to 5, in which the aromatic content does not exceed 22% vol. 23. The composition according to any one of claims 1 to 5, in which the octane number (R + M) / 2 is not less than 87. 24. The composition according to any one of claims 1 to 5, which is a composition in vaporous or atomized form, in which the average particle size of the vapor is 70 μm or less. 25. The composition according to any one of claims 1 to 5, which, upon combustion, is characterized in that it has a luminous reaction zone extending some distance from the surface of the indicated non-lead element or derivative compound. 26. The composition according to any one of claims 1 to 5, containing an antioxidant and / or metal deactivator. 27. The composition according to any one of claims 1 to 5, in which said non-lead element or its SENYA compound is Mn / tricarbonyl methylcyclopentadienyl manganese MMT, the HCS compound is selected from the group consisting of methanol, ethanol, methylal, dimethyl carbonate, MTBE, ETBE and mixtures thereof. 28. The composition according to any one of claims 3, 4 and 27, characterized by a latent heat of vaporization of at least 860 BTU / lb (477.8 kcal / kg) at 15.6 ° C. 29. A gasoline composition according to any one of claims 3, 27 and 28, having a burning speed of the laminar flame of a Bunsen burner of at least 46 cm / s with a methanol rating of 57.2 cm / s. 30. A gasoline composition according to any one of claims 3, 27 and 28, having an aromatic content of from 5 to 35 vol.%. 31. A gasoline composition according to any one of claims 3, 27 and 28, having a sulfur content of not more than 300 million hours (ppm). 32. A gasoline composition according to any one of claims 3, 27 and 28, having a T-90 temperature of not more than 166 ° C (330 ° F). 33. The gasoline composition according to any one of claims 3, 27 and 28, having a latent heat of vaporization of at least 880 BTU / gal (58.6 kcal / l) at 15.6 ° C. 34. The gasoline composition according to any one of claims 3, 27 and 28, having a latent heat of vaporization of at least 890 BTU / gal (59.3 kcal / l) at 15.6 ° C. 35. The gasoline composition according to any one of claims 3, 27 and 28, having a latent heat of vaporization of at least 900 BTU / gal (59.9 kcal / l) at 15.6 ° C. 36. The gasoline composition according to any one of claims 3, 27 and 28, having a latent heat of vaporization of at least 905 BTU / gal (60.3 kcal / l) at 15.6 ° C. 37. The gasoline composition according to any one of claims 3, 27 and 28, having a latent heat of vaporization of at least 910 BTU / gal (60.6 kcal / l) at 15.6 ° C. 38. The gasoline composition according to any one of claims 3, 27 and 28, in which the oxygen-containing compound is MTBE. 39. A gasoline composition according to any one of claims 3, 27 and 28, having a burning speed of the laminar flame of a Bunsen burner of at least 46 cm / s with a methanol rating of 57.2 cm / s and a latent heat of vaporization of at least 900 BTU / gal (59, 9 kcal / l) at 15.6 ° C. 40. The gasoline composition according to claim 3, having a sulfur content of not more than 339 million hours 41. The gasoline composition according to claim 3, having a sulfur content of not more than 50 million hours 42. The gasoline composition according to claim 3, having a T-90 temperature of not more than 166 ° C (330 ° F). 43. The gasoline composition according to any one of claims 3, 27 and 28, having a latent heat of vaporization of at least 905 BTU / gal (60.3 kcal / l) at 15.6 ° C. 44. The gasoline composition according to any one of claims 3, 27 and 28, having a burning rate of the laminar flame of a Bunsen burner of at least 48 cm / s with a methanol rating of 57.2 cm / s. 45. A gasoline composition according to any one of claims 3, 27 and 28, having a burning rate of a laminar flame of a Bunsen burner not less than 50 cm / s with a methanol rate of 57.2 cm / s. 46. The gasoline composition according to any one of claims 3, 27 and 28, containing MMT at a concentration of 1 / 64-1 / 4 g Mn / gal (0.00413-0.066 g / l). 47. The gasoline composition according to claim 3, having an aromatic content of from 5 to 35 vol.%. 48. The gasoline composition according to claim 3, characterized in that it has at least one of the following: a) the temperature of fractional distillation T-50 is not less than 160-220 ° F (71-104 ° C), b) metal deactivator, c) at least one additive that regulates deposits, g) a calorific value of at least 106,000 BTU / gal (7.057 kcal / m ³ ) at 15.6 ° C, d) the oxygen content of 0.01-53.0 wt.%, f) octane number (R + M) / 2 not less than 87. 49. The composition according to any one of the preceding paragraphs, in which the specified diesel fuel, gas turbine fuel or fuel oil have a temperature of fractional distillation T-90 not more than 288 ° C. 50. The gasoline composition according to claim 3, in which the UGS compound is a nitrogen-based compound. 51. The composition according to any one of claims 1 to 3, in which the SENYAS compound contains lithium.

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