SA94150265B1 - FUEL ADDITIVES and how to add them - Google Patents

Abstract

Abstract: The present invention relates to the detection of fuel additives comprising certain aliphatic amines and aliphatic alcohols in a paraffin carrier such as kerosene. The additives improve combustion efficiency and fuel savings, and reduce the amount of pollutants and corrosives formed during the combustion process.

Description

Fuel additives and a way to add them

Fuel Additives for Raising the Operating Efficiency of Combustion Systems FULL DESCRIPTION BACKGROUND The present invention generally relates to the field of additive formulations, asd sll, particularly those capable of raising the efficiency of combustion systems; i.e. continuous combustion systems (boilers; furnaces; etc.) With BT reduced corrosive fuel and reduced engine noise and harshness. And in recent years; Awareness has increased of the need for greater fuel efficiency and maximum control over pollution resulting from the combustion of fossil fuels. Fuel additives have been used for a long time to provide several fuel functions used in combustion systems; Led also reveal varying degrees of effectiveness. For example, Caspol in US Patent No. 7,449,707 4 describes the use of diamines; 0 and especially AIDE diamines with alcohols as fuel additives to primarily increase the fuel economy of internal combustion engines 0 and similarly; Metcalf describes it in The English Innocence 4. use of a mixture consisting of formaldehyde or polymeric formaldehyde; aggregated acrylic ester and acrylic resin solution; methylene glycol dimethyl ether; Proban De Amin; and butyl-paraphenylenediamine in a carrier or solvent as a fuel additive primarily intended to improve fuel economy in internal combustion engines. The fuel additives Knight describes in English patent 015474 contain aliphatic amines and aliphatic alcohols and the additives act as anti-mist additives for aviation fuel, while English patent 189709775 describes the use of

Alkyl diamine substituted with 7<-alkyl as anti-icing agents. Only a few of these formulations apparently or actually improved combustion efficiency; But none of them have proven completely successful. Furthermore; None of the known formulations can meet the need for fuel additives that, when added to fuels, lead to a higher call efficiency and to obtain a maximum degree of pollution control©; and reduce the corrosive effects of fuels on combustion systems. There is an urgent need to reduce the amount of harmful pollutants formed in the combustion process. Upon complete combustion, hydrocarbons produce carbon dioxide and water vapour. However, in most combustion systems, the reactions are incomplete, as they produce unburned hydrocarbons and the formation of carbon monoxide, which poses a health hazard. Furthermore; Particles may be emitted as unburned carbon in the form of soot. Sulfur (8), which is the most important fuel impurity, is oxidized to form sulfur dioxide (502), and some are also oxidized to form sulfur trioxide (503). This is in addition to the fact that in the combustion system, at high temperatures, the atmospheric nitrogen associated with the fuel is oxidized to turn into oxides. Nitrogen, mainly nitrogen oxide (NO) and nitrogen dioxide (0002). All of these oxides are toxic or corrosive. When nitrogen 1 and sulfur are oxidized in the combustion zone, they form (NO, 0102, 802 and 803. 1102 is considered S03 The most harmful of these oxides. Las pollutants also due to incomplete combustion of fuels; and those sll are particulate matter, hydrocarbons and some carbon monoxide. The preferred goal of reducing quantities of the two groups of pollutants is very difficult to implement due to the equally contradictory nature of the composition of these pollutants Ye. Nitrogen and sulfur oxides require the utilization of oxygen, or more specifically atomic oxygen to prevent

oxidation again to form more harmful oxides; Particulate matter requires a large amount of oxygen to completely oxidize unburned fuel. It is believed that anything that can remove atomic oxygen will reduce the formation of higher oxides of nitrogen and sulfur. It is well known that atomic oxygen is responsible for the initial oxidation of 802 to 803 within the reaction zone ©; Hence, the decrease in atomic oxygen will lead to a decrease in 803 and 1102. The oxides produced during combustion have a detrimental effect on biological systems and contribute significantly to air pollution in general. For example, carbon monoxide causes headaches. nausea; vertigo” and muscle relaxation; And death due to the lack of chemical oxidation of the blood. Formaldehyde causes carcinogens, inflammation of the eyes and upper respiratory tract, digestive disorders, and damage to the kidneys. Nitrogen oxides cause bronchitis; dizziness and headache; Sulfur oxides cause inflammation of the mucous membranes of the eyes and throat, and acute inflammation of the lungs. In addition to the contribution of combustion by-products, especially sulfur (8), sodium (Na) and vanadium (V), to air pollution, they are responsible for most of the corrosion that occurs in continuous combustion systems. These elements go through several chemical changes in the flame and current against the corrosive surface 0. All sulfur is oxidized during combustion to form either S02 or 803. S 5803 is of particular interest from the point of view of both plant and engine corrosion. 803 combines with 1120 to form sulfuric acid; and 804 112 in the gas stream and may condense on cooler surfaces (+ 200-1) of air heaters and economizers causing severe CE on these parts. The formation of 803 1 leads to corrosion that occurs at a high temperature.

The formation of 803 occurs mostly during Jeli 802 with atomic oxygen. The oxygen atom is formed either by pyrolysis of excess oxygen or dissociation of excess oxygen molecules by collision with 602 molecules that come out in the flame: CO + 0. fwdarw.

CO2* fwdarw.

CO2+20© 02+02 and the residence time of the flue gas Ales within the continuous combustion system is normally insufficient for the concentration of 503 to approach its equilibrium level; Most of the SO3 present in the flame is emitted. The end result is that the concentration of steady-state 503 in the flue gas is normally of the same order as the product generated in the flame or is slightly lower than that. Hence the concentrations of Ve 803 in the flame must be reduced. To achieve this, excess oxygen concentrations must be reduced to the lowest possible level, but this leads to incomplete combustion and the formation of particulate matter and fumes. To achieve this, it is very difficult to achieve balance in huge continuous combustion systems. Hence, fuel additives that can conduct combustion reactions are preferred to reduce the formation of 503 without exposure to soot and excess particles. And compared to sulfur; The sodium-vanadium pathway is more complex. The sodium in the oil, Ve, takes mainly the form of NaCl and evaporates during combustion; While combustion ell vanadium forms VO and 702 and based on the oxygen level in the gas stream it forms higher and more harmful oxides vanadium pentoxide (05 (V2) and 17205 reacts with 11801 5 NaOH to form sodium vanadate. Sodium reacts with 802 or 803 and 02 to form 804 Na2

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All of these condensate compounds eat ala and block the combustion system. The degree of blockage JST depends on the number of variables as Led occur to varying degrees in different locations in the combustion system. Among the most important pollutants formed by the combustion of oil is oil ash; which in the presence of SO3 complex vanidylvandate has a low melting point; Na20V2040.5 V2 05 Ji and 0~© sodium-vandyll 11,1-vanadate The comparatively rare (05)0 72 050.11 0.7.2 1122. Corrosion can therefore occur at a temperature of dle when the melting point of these substances

Most of the protected metal oxides are soluble in molten vanadium salts. These observations have led to several proposals to reduce corrosion. Known technologies have advantages and disadvantages, but of them cannot meet the need for commercially available fuel additives and fuel reductions.

0 Corrosion without unwanted side effects. However, it is known that if composition 3 is suppressed, the production of 72 05 and other harmful by-products is reduced. It is estimated that it is difficult to determine the properties that may enhance fuel combustion because the combustion process is very complex and fast. Unsurprisingly, many combustion theories have been developed and some contradict each other.

6 It is appropriate to divide the combustion process into three distinct zones, namely, the preheating zone, the real reaction zone, and the recombination zone. With most hydrocarbons in the preheating zone decomposition will occur and the fuel fractions leaving the zone will generally comprise mainly low hydrocarbons; And olefins and hydrogen. In the initial stages of the interaction zone; The radical concentration rises very much as oxidation continues up to CO and 011. The mechanism is thrown

Te how CO converts to 002 during combustion has been the subject of controversy for many years; But thought nature

VS

The species in the real reaction zone are important for oxidation. In this region, many species and 502. And compared to many types of NOs and 011; “CO in which Lay on the available atomic oxygen”

Cossol iS and 502 temporary NOs «CO present in the initial stages of the flame; The concentration of W 011 is readily combined with oxygen radicals to form 002 and 1120 and can become oxidized as CO. The reaction takes place near the beginning of the reaction zone and the entire material will Tay in the initial stages of the flame. IF © and 00 takes longer to interact with the available oxygen radicals. This will ensure that the OH allows the species to have the length of time that the species spend within the reaction zone and then the combustion reaction is completed. Delaying the ignition will in turn lead to an early reaction and then allow time for oxygen NO 5 802 with COs OH to compete with Lay and 00. And when the longer OH of the 0-atomic reaction is available in the real reaction region. The fuel additives of the present invention raise the operating efficiency of the combustion systems by reducing the fuel combustion delay period and thus improving the combustion properties of the system in which the incoming fuel is burned. The current additions are working on the beginning

Gl Slay) the ignition process and its acceleration, and then the occurrence of developments in the combustion process resulting from the low level of harmful pollutants; Increasing fuel economy, reducing the effects of wear on the system, and reducing 1 noise from the engine and harshness in the case of internal combustion systems. General description of the invention The present invention provides fuel additives that improve the combustion process of fossil fuels in combustion systems. One of the uses is These additives increase combustion efficiency and reduce harmful pollutants emitted from combustion systems, i.e. continuous combustion systems (boilers, furnaces, etc.) and combustion systems Ye

Internal A (vehicles, etc.). The present additives are used in particular to reduce the corrosive effects of combustion by-products on the combustion system. The fuel additives of the invention shorten the harmful cll shall fuel ignition delay period and bind the atomic oxygen, which produces low emissions, in addition to raising the efficiency of the combustion system. According to the present invention, fuel additives that include a liquid solution in paraffin or A mixture of paraffin compounds whose boiling point exceeds about 300 m of aliphatic amine and aliphatic alcohol. The amine and alcohol are chosen from those whose boiling point is not less than the boiling point of paraffin or a mixture of paraffin compounds. The first mode is to shorten the ignition reaction delay time; And then allowing a longer residence time 0 to interact with atomic oxygen to form 002. The second pattern is the association with oxygen CO of the types and formation of S025 (atomic NO), which then reduces its availability in the important interaction region in its higher oxides types It is believed that these patterns occur by dropping the additives of the present invention in the flame area to provide cracks that interact with atomic oxygen and then reduce its concentration in the flame.

NO2 5 803 High temperature flame zone. Thus, an amount less than 5 is formed, and then this decrease in the concentration of atomic oxygen is considered a defect in combustion, but the balance of that is balanced by the early start of combustion. As a consequence of the above. There is a greater possibility of reacting incomplete combustion products to form oxidized species. Since the aforementioned oxidation reactions are faster than oxidation, they are preferred in the early stages of combustion. NO or 2

and 4 - Brief Explanation of Drawings Figure 1: Graphic representation of fuel efficiency added to pure fuel during hot engine runs at low load/low speed; low load / high medium speed; medium load/low-medium speed; Medium-height load/medium-height speed. © form? : is a graphical representation of fuel efficiency added to pure fuel during cold engine runs at low load/low speed; Low load/Medium speed Gadi ye Medium load/Medium low speed; Medium-height load/medium-height speed. Figure * : is a graphic representation of the effects of additives on hydrocarbon reduction during low-speed, hot-cycle engine operations. 0 figure; : is a graphical representation of the effects of additives on hydrocarbon reduction during medium-high-speed, hot-cycle engine operations. Figure 0: A graphic representation of the effects of additives on the reduction of hydrocarbons in cold-cycle engine operations. Figure 1: A graphical representation of the effects of additives on low-ol particle VO processes of a low-medium de pull and hot cycle engine. 1 JSS: A graphical representation of the effects of additives on particulate matter reduction in mid-high-speed, hot-cycle engine operations. A JSS is a graphical representation of the effects of additives on particulate matter reduction during cold cycle engine operations.

Cy. Figure 9: It is a graphic representation of the effects of additives on the decrease in nitrogen oxides during low, medium and high load engine operations. It is a graphic representation of the effects of additives on the decrease in sulfur trioxide in a chamber: 01 continuous combustion figure. ,

8 Figure 11: A graphical representation of the differences in engine fuel consumption at 100 rpm when using commercially available diesel fuel treated with additives versus commercially available diesel fuel alone. Figure 11: A graphical representation of the differences in fuel consumption in an engine at 166,060 rpm when using commercially available diesel fuel treated with additives versus diesel fuel

0 Commercially available only. Figure 0: A graphical representation of the effects of additives on engine wear rates when both sodium and vanadium are present in the fuel. The VE plot is a graphical representation of the effects of additives on engine wear rates when sodium; Vanadium and sulfur in fuel.

0 DETAILED DESCRIPTION The aliphatic amine used in the present invention is typically a monoamine or a diamine; Which is either primary or secondary. In general, it contains “8-7 specifically =F a carbon atom; The number of carbon atoms will not exceed No. ?. Preferred amines include secondary monoamines and primary diamines. Diisobutylamine is one of the secondary monoamines

11 - - Particularly favourite. Other amines that may be used as monoamines include isopropylamine and pentabutylamine. The boiling points of these amines in particular range from *0?-0C; It is more preferred than 5-060°C; it will depend to some extent on kerosene having a boiling point not greater than 200°C; Preferably not more than 160 m. Among the favorites are diamines (particularly sud slat) propane.

While the monoamines or diamines useful in the invention alone may be used as additives

ag It is preferable to mix monoamines or diamines with an aliphatic alcohol. The aliphatic alcohol used will contain a ©-01 carbon atom; Preferably, A=0 carbon atom. Isoocyl alcohol is preferred, but lower isotopes can also be used. It is believed that the presence of the Secretary

0 and alcohol will affect the atomic oxygen present in the initial phases and then affect the conversion of 502 to 503. Surprisingly, the presence of nitrogen-containing compounds does not

It generally affects the increase in NOx emission as expected. Furthermore

It is believed that the presence of the amine helps reduce corrosion. The aliphatic amine/aliphatic alcohol mixture may be mixed again with an aliphatic ketone. Although this is not necessary;

el 0 adding an aliphatic ketone to enhance the production of CO and then reduce the amount of NOX produced. Typical ketone compounds intended for this purpose include di-amyl ketone and methylisobutylketone. The mixture consisting of an amine (Ail), an aliphatic alcohol, and an aliphatic ketone can be mixed again

With paraffin carrier. Paraffin is a kerosene that acts as a carrier for other mediums, although eg diesel or hub oil can be used. it's done

0 The discovery that the addition of “-hexane oYYs ;-trimethylpentane in particular leads to the enhancement of the properties of “pas nS” and the presence of “-hexane will improve the solvent properties of kerosene in

X — \ _ Clean the combustion chamber and lower the wax. Of course other paraffins can be used including –n-heptane and “-and ;-methylheptane”. In general the paraffin component will represent at least 740 and preferably 70-796 by volume of the formula. Apart from kerosene the addition of other paraffins arrives as Typical of (LY = Y,0) and preferably from 7219-17 by volume of the formula. The amine is present in an amount of © ranging from M-1 11 preferably from g / by volume, while the amount of alcohol present generally ranges from AY 0 =Y,0 preferably from 7101-8 by volume of formula.The amount of monoamine ranges from 1-78 preferably from 7-77 by volume;the ketone will generally exist in an amount of 0-H LY, Preferably from YA o—)\ and specifically from 1 - 1 by volume of the formula. Preferred formulas contain a mixture of “-hexane, 1-oY;-trimethylpentane and kerosene 0 paraffin” and/or a mixture of di Isobutylamine and 0” 7-Diaminopropane as amine and/or iso-octyl alcohol as alcohol and ethyl amyl ketone as optional ketone. A particularly preferred formulation is shown in Table (1) below. Table (1) San No Diisobutylamine Y,AY Ethyl Amyl Ketone YY Tech;?-Trimethylpentane and Iso Alcohol Vie A Jes Kerosene Talbla A 1-Diaminopropane A No

EN

In addition to the additions themselves; There is an AT aspect of the invention which is an additive containing fuel; Then the supplier may provide the additive or supply the additive in a package to be placed at a later stage; For example on a retail site. In general the additive will be used at a treatment rate of 1:001 to 101 preferably 1:060 to Yoon:1 vpm of the fuel depending on the nature of the fuel and conditions such as the desired JST avoidance. Of course, if the addition was of a higher concentration (using less paraffin) lower treatment rates could be used. (1) Example: In this example, the fuel additives of the preferred form shown in Table (1) and 0 commercial diesel fuel were dala at a treatment of up to 1:00060 parts by volume and compared with commercial pure diesel fuel In engine tests in accordance with the procedure used in the United States of America for the certification of diesel engines (Annex 1 (f) (Y) of the Code of Federal Regulations [Part 60] (AT) and these tests are based on real cranking patterns used in the United States Emission rates of carbon monoxide, carbon dioxide, volatile hydrocarbons 0 and NOx were recorded continuously at second intervals during testing. In addition dll) particulate matter emissions were continuously monitored and fuel efficiency determined. The procedure chosen is considered appropriate Particularly for the comparative study where the motor was run under computer control which provides excellent repeatability.

— $ \ — Four tests were conducted with the engine running from a cold start with or without fuel additives and then a hot start with or without fuel additives. Sulfur trioxide tests were carried out in the continuous combustion chamber. Measurements were taken that fit the test conditions. © Gaseous emissions were measured as follows: 1 - Flame Ionization Detector (FID) for Total Hydrocarbons (THC) - Photoluminescence Analyzer for NO/NOxX - Infrared Gas Analyzer non-dispersive infrared (NDIR) for 002; - Non-Dispersive Infrared (NDIR) Gas Analyzer for 00. 0# - wet chemical titration method for sulfur trioxide. Then the tests were carried out on: 1 - TD 71 FS 70170 engine. 17 - Single cylinder; four “lac” compression heat ignition; Gardner <u) dry injection engine. NO © - continuous combustion chamber. The room was modeled according to the conditions prevailing in a diesel-burning power generator.

f1 - Ld Tests; A number of operating variables are recorded in the emission rates (17 variables in total) so that one variable is recorded every second; This provides a permanent record of results. Whereas, the test lasts for Yo minutes; Each test produces a very large amount of data. To provide a clear picture of the results; Data is displayed at variable speed-load conditions and this allows to determine the effect of © plugins when the necessary condition is fulfilled. Efficiency test: Figures (1) and (?) provide a comparison, respectively, between the efficiency of the added fuel and the pure fuel for the hot and cold start. Obtained using 0 fuel additives.These calculations are about determining the enthalpy of formation of these compounds and comparing that energy to the amount of diesel needed to supply the same amount of energy when burned.Although this does not represent the actual fuel efficiency,it gives an indication of the quality of the fuel saved This is considered a reasonable hypothesis, as any decrease in hydrocarbon emissions or particulates themselves must be represented by an increase in the amount of fuel burned and thus raise its efficiency.This clear increase in fuel efficiency occurs with the use of fuel additive.This increase occurs when mixing the additive. With fuel, and if the effect of the addition is cumulative, it is expected that fuel efficiency will be raised again, and by taking technical notes, the sound of the old engine will be more regular and quieter, which indicates higher efficiency and a longer life period with less possible maintenance operations. Although fuel efficiency fluctuates; Total increase over the whole cycle exceeds 780 for hot start 5 70 for cold start. The effect of 0 additives will obviously depend on the operating conditions and the condition of the engine.

— \ ht —

"-Hydrocarbons:

Figures (©) (8) and (*) show the effect of additions on hydrocarbon reduction

Graph of hot cycle at low-medium speed vs. load and medium speed-

Elevated against pregnancy to clarify further. The additives significantly reduce unburned hydrocarbons; This is expected if fuel efficiency increases as previously noted. She points out

Reductions in unburned hydrocarbons lead to greater fuel utilization and hence higher fuel efficiency.

Another beneficial manifestation of this decline is environmental reform. are known as non-hydrocarbons

It is carcinogenic, and therefore it is preferable to reduce it.

-particles:

0 Significant reductions in particulate matter occur with the addition of additive-treated fuel. Figures (7), () and (*) represent these results. The abnormal decrease shown in Figure (6) for VY Ye loads of less than nm is very noticeable, but it may not be representative of normal operations. Under normal operating conditions, this decrease takes The order oY = Y This decrease in itself is somewhat remarkable and represents a significant contribution to reducing air pollution.

10 Wipe emissions are so environmentally and politically serious that the European community and the United States of America are about to issue binding legislation to reduce these pollutants. ; - Nitrogen oxides: Figure (4) displays the effect of additives on nitrogen oxides. Additives have the greatest effect under light loading conditions (when the drop exceeds 75 00) but under loading conditions

1 - - The maximum decrease in NOx exceeds .701. This decrease in the load is considered as a result of incomplete combustion at high loads, and this is reflected in the graphs that show the efficiency, which displays this decrease. But if the air-fuel ratio at the combustion zone is kept at the optimum level (ie, a permanent engine (LAS), then it is believed that a greater reduction in NOx and higher fuel efficiency will occur with the use of additives. Hence, it is believed that when

If the additives are used for a long time, the cleaning and cumulative effect of the additives will have beneficial results. ,—o Effect of sulfur oxide: The sulfur trioxide tests were carried out in the continuous combustion chamber. Figure (01) presents the results; “Differences in the air-fuel ratio lead to differences in the drop rate.

0 - using plugins. In optimal conditions, the decrease in sulfur trioxide is higher than oY, and it is believed that this decrease is due to the competitive atomic interactions that occur in the flame region; That is, the additives actually carry out the combustion movement, so that decreases in trioxide occur. sulfur. This decrease is beneficial for industrial combustion systems, as less sulfuric acid will be produced with the water vapor that is constantly present in those systems.

YY Example Vo In a general test of the improvement in fuel efficiency that may occur with the invention, the ignition engine was used at (1) compression. Fuel additives having the preferred formula shown in the table were mixed by volume using diesel fuel Commercially available 1:0.001 transaction ratio for vans, trucks, and cars.

A — \ — Tests performed at different load/speed cycles. It is believed that using fuel that contains additives leads to higher efficiency as shown in Figures (11) and (11). These tests also revealed that the noise generated by the engine is reduced and the engine runs more smoothly using the fuel additive. © Example Example cy In a test involving two city buses, fuel additives al having the preferred formula shown in Table (1) were mixed with commercial diesel fuel at a treatment rate of 1: 596860 parts by volume and compared with pure commercial diesel fuel. The values are considered In Table (1) below, direct average readings were then obtained from two buses. Then, diesel readings only and Ye fuel addition readings were obtained over a period of weeks.

(Y) schedule

NOx 002 A/F HxCx Noise | part

,. . . 7 0 0 mg 1 (dow) (ppm 0 (ppm) million) diesel only -1( bus ono ave] sso] coal wn] 07 | reeds diesel + Fuel additives - 1 for a farm bus “- diesel only

‎vegan ldmd ‎Tra a] on | ee] Bus 1-Diesel + Fuel Additives Dark Butt 01 Do Medium?1 Rotation Speed!1 Example +: In this example, then conducting proficiency tests for eleven commercial buses. The fuel additives of the preferred formulation shown in the table were then mixed with commercial diesel fuel at a treatment rate of 00s part by volume and compared with pure commercial diesel fuel. The values are shown in Table (¥) below © Fuel Efficiency Test Results. Table (Y) Diesel + Fuel Add Diesel Only Buses (mpg) a Tal wes

- nor - Example (:(e) In this example, corrosion tests were carried out related to the fuel additives of the present invention. The fuel used in this example is a mixture of the fuel additives of the preferred form shown in Table (1). and commercial diesel fuel, where they are mixed at a treatment rate of © 0.060: 1 part by volume. Figure (VF) presents the effect of the current fuel additives on the quenching of “S03” and also shows the advantages of reducing the concentration of 803 on the wear rate. These tests decreased the OSE rate to 740. The figure (VF) also shows the effect of Adal fuel additives when sodium and vanadium are present in the fuel, but not sulfur. Current harmful reactions of sodium and vanadium occur and reduce the formation of vanadium pentoxide, which is the most harmful of the oxides.The figure (V£) displays the corrosion rate resulting from the most harmful conditions; again current fuel additives are shown to reduce corrosion rates and keep them at a much lower rate .

Claims (1)

Y \ — — safeguards 1-1 A fuel additive formula comprising a liquid solution of 7701-1 by volume of the formula; of at least one aliphatic amine chosen from the group consisting of diamines and combinations of YF diamine and monoamines; of 5,”- 77 by volume of formula from one aliphatic alcohol; and paraffin ;? - at least one whose boiling point does not exceed 300 °C; and in which paraffin is present in at least Teo 0 by volume of the formulation; and Amin Alifati »; The boiling points of aliphatic alcohols are less than those 1 fifth in paraffin. 1 *- Addition of fuel according to Claim (1) in which the aliphatic amine is a primary diamine Y. 1 *- Addition of fuel according to claim (1) in which monoamine contains AY a carbon atom. Y 1 ¢ — fuel addition of claim (Y) in which the primary diamine contains AY a Y carbon atom. oo) Addition of fuel according to claim (1) in which the monoamine is a secondary monoamine Y. 1 +- Addition of fuel according to the element of protection (0) in which the secondary monoamine is diisobutylamine. Y Y _ _ 1 7- Fuel addition according to claim (1); in which the monoamine is an isopropyl Y amine. 1 +*- fuel addition according to claim (1) in which the monoamine is a butylamine 1 +- Addition of fuel according to the claim (?) in which the primary diamine is SFO) “Diaminopropane. 01-1 Addition of fuel according to claim (1) in which the aliphatic alcohol contains an “Ao” carbon atom. 11-1 Addition of fuel according to claim (1) and in which the aliphatic alcohol is an alcohol Isooctyl. VY) fuel additive of claim (1) in which the Lad contains an aliphatic ketone. VF) fuel additive of claim (17) in which the aliphatic ketone is an ethyl Y amyl Ketone -04 1 Addition of fuel according to claim (17) in which the aliphatic ketone is a methyl isobutyl ketone. yy —_ — -1© 1 Fuel addition of claim (1) also includes “-hexane. VT) Fuel addition of claim (1) also includes -trimethyl 7 ©; pentane. VY) Addition of fuel according to claim (1) in which the paraffin comprises a mixture of Y paraffins. -18 1 Addition of fuel according to claim (1) in which the paraffin is kerosene. -1 #9 1 Addition of fuel according to claim (1() in which there is an aliphatic amine of 711-17 by volume of formula; aliphatic alcohol of 7760-7, by volume of formula; and paraffin of "290-600 by volume of formula 1-71 A fuel additive comprising a liquid solution of “-hexane of 7-78 vol of formula XY; a diisobutylamine of 11-74 vol of formula; and an ethylamyl ketone of 0 7 oY-trimethylpentane of 4-7 7 by volume of formula, iso-alcohol Js of h/m by volume of formula, and 1?-diaminopropane of 7 by volume of formula; and kerosene of +- what/vol of Formula.1 17?- fuel for combustion systems comprising a small amount of fuel additives of any of the "protective elements" (YoY) and a large amount of diesel fuel. 1 7?- The fuel in the protection element (71) in which the ratio of fuel addition to diesel fuel ranges from A (2 Ove) to Ha 1.8 part by volume of the formula. y - Y¢ = 1 79- A method for improving combustion efficiency and fuel economy; and reduce the amount of pollutants Harms formed in the combustion process of a combustion system; comprising the operation step Y of the system using a fuel-additive formulation comprising a liquid solution of diamine; primary; aliphatic alcohol and paraffin. 1 740- Formula for fuel additives comprises a liquid solution of 1-70 by volume of Formula Y; of at least one aliphatic amine of 77:0-7,5 by volume of cipal of YF at least one Sad alcohol; ethyl Jad ketone; and at least one paraffin shall not exceed; its boiling point is 300 m; and in which paraffin is present in at least 740 anally of the formula; The boiling points of an aliphatic amine and an aliphatic alcohol are less than the boiling point of paraffin. 1©7- The formula for fuel additives includes a liquid solution between 1-2770 by volume of “_formula; of at least one aliphatic amine between 7,5-770 by volume of formula; of at least one aliphatic alcohol; and «-hexane; and at least one paraffin whose boiling point does not exceed 6 300 C; and in them paraffin is present in at least 740 by volume of the formula; The boiling points of 0 adi amine and an aliphatic alcohol reach JF from the boiling point of paraffin. 1 “7 fuel additive formula comprises a liquid solution of 770-11 by volume of the formula;” of at least one “aliphatic amine” ranging between 77:0-7,5 by volume of the formula; of at least one “aliphatic alcohol”; IE oF Tg Methylpentane; and at least one paraffin whose lief point does not exceed 300 m in which the paraffin is present in at least 740 by volume of the formula; and be points © Boiling of an aliphatic amine and an aliphatic alcohol J from the boiling point of paraffin.