SK281489B6 - Fuel additives, fuel as such and method of improving combustion efficiency - Google Patents

Abstract

A fuel additive formulation comprises a liq. soln. of 1-20 vol.% of at least one aliphatic amine, 1-20 vol.% of at least one alcohol and at least 40 vol.% of at least one paraffin of b.pt. below 300 deg C. The b.pts. of the amine and the alcohol are below that of the paraffin. A method for improving the combustion efficiency and fuel economy and reducing amts. of pollutants generated in a combustion system involved operating the system with a fuel compsn. contg. the above fuel additive is also claimed.

Description

Technical field

The invention generally relates to the composition of fuel additives, in particular additives capable of increasing the efficiency of combustion systems, i. j. continuous combustion systems (boilers, ovens, etc.) and internal combustion systems (vehicles, etc.), thereby increasing fuel economy, reducing the amount of harmful pollutants produced by the combustion process, reducing fuel corrosion effects, reducing engine noise, and soothe his running.

BACKGROUND OF THE INVENTION

At present, the company is increasingly aware of the need to increase fuel efficiency and minimize the elimination of fossil fuels. Fuel additives used for combustion have previously been used for various purposes to achieve varying degrees of efficiency. For example, Kaspaul discloses in U.S. Pat. No. 4,244,703 the use of diamines, in particular tertiary diamines with alcohol, as additives, in particular, to reduce the consumption of internal combustion engines. Similarly, in GB 0990797, Metcalf discloses the use of an additive comprising formaldehyde or a polymer thereof, acrylic acid esters of acrylic resin solution, methylene glycol dimethyl ether, diaminopropane and butylparaphenylenediamine in a carrier or solvent as an additive to fuels primarily to reduce the consumption of internal combustion engines. The fuel additives described by Knight in GB 2085468, which form aliphatic amines and aliphatic alcohols, serve as smoke control agents for aircraft engines, while GB 0870725 describes the use of N-alkyl substituted alkylenediamines as antifreeze agents. Only a small number of such compositions are known which are patented or indeed improve combustion efficiency, but none is fully successful. Moreover, none of the known compositions have so far been able to successfully accomplish what is expected of such additives, i. j. increasing combustion efficiency, maximally reducing emissions and reducing the corrosion effects of fuels on combustion plants.

The need to reduce the amount of harmful substances in the flue gas is great. Complete combustion of the hydrocarbon produces carbon dioxide and water vapor. In practice, however, the oxidation reaction is incomplete in most combustion plants, and therefore unoxidized hydrocarbons and the carbon monoxide formed are present in the flue gas. This poses a health risk. In addition, part of the unburnt hydrocarbons may be introduced into the environment in the form of carbon black. Sulfur (S), the main pollutant present in fuels, is oxidized to form sulfur dioxide (SO ₂ ) and some is further oxidized to sulfur trioxide (SO ₃ ). Furthermore, in the zones of the combustion plant where combustion takes place at high temperatures, nitrogen contained in the air and / or bound in the fuel oxidizes to nitrogen oxides, in particular nitrous oxide (NO) and nitrogen dioxide (NO ₂ ). All these oxides are harmful or corrosive. During oxidation in the combustion chamber, nitrogen and sulfur form NO, NO ₂ , SO ₂ and SO ₃ . Of these oxides, NO ₂ and SO ₃ are the most dangerous.

The amount of pollutants, specifically hydrocarbons, and a certain amount of carbon monoxide also increases due to incomplete combustion. Given the nature of the reactions that produce these pollutants, efforts to reduce them overall encounter the problem that improving the conditions for the desired reactions results in undesirable effects on others. In particular, the presence of nitrogen and sulfur requires as little oxygen (precisely atomic oxygen) as possible to prevent oxidation of these elements to higher, more harmful oxides, and on the other hand an excess of oxygen is needed to completely oxidize unburned fuel.

It is believed that the removal of atomic oxygen in some way will result in a reduction in the formation of higher oxides of nitrogen and sulfur. It is also well known that atomic oxygen is responsible for the SO ₂ to SO ₃ initiation reaction taking place in the reaction zone. Therefore, any reduction in the amount of atomic oxygen results in a reduction in the amount of SO ₃ and NO ₂ produced.

Combustion oxides that have a detrimental effect on biological systems contribute more to atmospheric pollution. For example, carbon monoxide causes headache, nausea, dizziness, muscle depression and death due to chemical anoxemia. Formaldehyde is a carcinogen and causes eye and upper respiratory irritation, and gastrointestinal disorders with kidney damage. Nitrogen oxides cause bronchial irritation, dizziness and headaches. Sulfur oxides cause irritation of the eye mucous membranes, larynx and sometimes irritation of the lungs.

Other combustion by-products, in particular sulfur (S), sodium (Na) and vanadium (V), contribute to air pollution and are responsible for the bulk of the corrosion that occurs in continuous combustion systems. These elements undergo various chemical changes in the flame and damage the corrosion-sensitive surface.

During combustion all sulfur is oxidized to either SO ₂ or SO ₃ . SO ₃ has a significant impact on plants and corrosion because it reacts with H ₂ O to form sulfuric acid H ₂ SO ₄ in gas vapor and can condense on cooler surfaces (100 to 200 ° C) of air heat exchangers where it can sometimes cause corrosion .

SO ₃ is most likely formed by the reaction of SO ₂ with atomic oxygen. An oxygen atom is formed either by thermal decomposition of excess oxygen or by dissociation of excess oxygen molecules by impacting the excited CO ₂ * molecules present in the flame:

CO + O —► CO ₂ * CO ₂ * + O ₂ -> CO ₂ + 20

The residence time of the gaseous fuel volume in the continuous combustion plant is normally insufficient to increase the amount of SO ₃ to the equilibrium concentration value, so that most of the SO; arises in flame. The equilibrium concentration of SO ₃ in the flue gas is usually of the same order, but slightly lower than in the flame. It is therefore important to reduce the SO ₃ concentrations in the flame. To achieve this, it is necessary to minimize excess oxygen. However, reducing oxygen excess leads to incomplete combustion and sometimes causes smoke. Achieving this equilibrium is very difficult in larger continuous combustion plants, and therefore an additive that would affect combustion reactions by reducing SO _{3 production} without increasing the amount of soot produced and other disadvantages is very important in the art. desirable. Compared to sulfur, the behavior of sodium and vanadium is more complex. Sodium is mainly present in the oil in the form of NaCl and passes into the gas phase during combustion. Vanadium forms VO and VO ₂ in the combustion zone and, depending on the amount of oxygen in the gas stream, also forms higher oxides, of which the most dangerous is vanadium oxide (V ₂ O ₅ ). This oxide reacts with NaCl and NaOH to form sodium salts with oxygenated vanadium anions. Sodium also reacts with SO ₂ or with SO ₃ and with O ₂ to form Na ₂ SO ₄ .

All of these compounds cause extensive corrosion and deposits in the combustion plant. The degree of contamination and corrosion depends on many other variables and is manifested to varying extents at different points in the combustion plant.

One of the most important pollutants produced in the combustion of diesel is the diesel ash, which in the presence of SO ₃ forms a low melting complex of vanadyl vanadates, for example Na ₂ OV ₂ O4.5V ₂ O ₃ and a comparable amount of ₂ OV ₂ O ₅ .L 1V ₂ O ₃ . Therefore, high temperature corrosion can occur when the melting points of these compounds are exceeded, since the most protective metal oxides dissolve in the molten vanadium salts.

These observations have led to a variety of suggestions rather than minimizing corrosion. The known methods have their advantages and disadvantages, but none have been able to meet the fuel additive requirements so that it is commercially viable and minimizes corrosion without side effects. However, it is known that when SO ₃ formation is reduced, V ₂ O ₅ and other hazardous by-products are reduced at the same time.

It should be stressed that it is very difficult to determine the conditions that are optimal for improving the combustion process, since it is very fast and has a complex nature. It is therefore not surprising that a number of theories for the combustion process have already been put forward, which sometimes contradict each other.

It is customary to divide the combustion process into three clearly separated zones, namely the preheating zone, the reaction zone itself and the non-combinational zone. In the preheating zone, most hydrocarbons are subject to degradation, and the fuel fragments that leave this zone generally contain mainly lower hydrocarbons, olefins and hydrogen. In the initial region of the reaction zone itself, there is a very high concentration of free radicals and oxidation produces mainly CO and OH. The mechanism by which CO is produced as a further stepwise product of CO ₂ oxidation ₎ has been the subject of many years of controversy. It is believed that the nature of the particles occurring in the actual reaction zone is of critical importance for the oxidation process. There are many particles in this region that compete for free atomic oxygen. These include CO, OH, NO and SO ₂ . Compared to many transition particles that are present in the early stage of the flame, the concentration of CO, NO and SO _{2 is} high. CO and OH react immediately with oxygen radicals to form CO ₂ and H ₂ O, and this oxidation can already take place at an early stage of the flame. If the reaction closer to the inlet of the reaction zone is initiated, this allows more time for the reaction of the OH and CO particles with free oxygen radicals. From this it is clear that the residence time of the particles within the reaction zone will increase and this will result in improved combustion.

It follows from this theory that additives which accelerate ignition can be found, resulting in an increase in the time for which OH and CO react. When this is achieved, OH and CO in the SO ₂ and NO reaction compete with the available atomic oxygen in their own reaction region.

The additives according to the invention increase the efficiency of combustion by reducing the pause before ignition of the fuel and thus improve the combustion conditions in the plant in which the fuel is combusted. These additives initiate and accelerate the ignition process, resulting in improved combustion, resulting in reduced pollutant emissions, increased fuel economy, reduced plant corrosion effects, reduced noise, and smoother engine operation for internal combustion plants.

SUMMARY OF THE INVENTION

The present invention provides fuel additives that improve the process of burning fossil fuels in combustion plants. The inventive additives can be used to increase combustion efficiency and to reduce the amount of pollutants leaving the combustion, both continuous (boiler and furnace burners) and internal (vehicle, etc.). These additives are further useful for reducing the corrosive effects of combustion by-products on the combustion apparatus. The additives of the invention further shorten the break before ignition of the fuel and bind atomic oxygen, resulting in a reduction of emissions of hazardous pollutants and an increase in combustion efficiency.

The additives of the invention comprise a liquid solution of an aliphatic amine, an aliphatic alcohol in paraffin or in a mixture of paraffins boiling at not more than about 300 ° C. Said aliphatic amine and aliphatic alcohol are selected from those having a lower boiling point than said paraffin or a mixture of paraffin.

The effect of the invention is manifested by two mechanisms, which increase the efficiency of combustion and reduce the amount of harmful compounds resulting from the combustion reaction. The first mechanism by which additives affect efficacy is to reduce the ignition time before ignition, which allows a longer residence time of CO particles in the reaction zone where they react with atomic oxygen to CO ₂ . The second mechanism of action is the binding of atomic oxygen and thereby reducing the possibility that it will react with NO and SO ₂ in the combustion zone to form higher oxides. It is believed that these events occur due to the radicals that are generated from the fuel additives in the flame zone, and that the resulting radicals react with the atomic oxygen and thereby reduce its concentration in the high temperature zone of the flame. As a result, less SO ₃ and NO _{2 are} produced. This reduction in the atomic oxygen concentration is disadvantageous for combustion, but this is compensated by the fact that due to the additives, an earlier start of the combustion reaction (ignition) is initiated. As a result, incomplete combustion products are more likely to react to higher oxidation products. Since these oxidation reactions are faster than the oxidation of SO ₂ or NO, they gain predominance in the initial stages of combustion.

In a preferred embodiment, the aliphatic amine used in the ingredients of the invention is typically a monoamine or diamine, which are usually primary or secondary. They generally have 3 to 8, preferably 3 to 6, carbon atoms. In total, the number of nitrogen atoms does not exceed 2. Preferred amines are secondary monoamines and primary diamines. A particularly preferred secondary monoamine is diisobutylamine. Other suitable monoamines that can be used are isopropylamine and tertiary butylamine. These amines typically have a boiling point of from 25 to 80 ° C, more preferably from 40 to 60 ° C, in particular depending on the particular composition of the kerosene used, which generally has a boiling point of not more than 200 ° C and preferably not more than 160 ° C. . A particularly preferred primary diamine is 1,3-diamino propane. Although the monoamines and diamines usable according to the invention alone, it is preferable to use a combination of these amines with an aliphatic alcohol. The aliphatic alcohol to be used according to the invention is generally an alcohol having 5 to 10 carbon atoms. The preferred material is isooctyl alcohol, but lower homologues may also be used.

It is believed that the presence of an amine and an alcohol affects the atomic oxygen present in the first phase and thereby affects the conversion of SO ₂ to SO ₃ . Surprisingly, it has been found that, in the presence of a nitrogen-containing compound, there is generally no increase in emissions of its oxides (NOJ), as would be expected.

SK 281489-6

The mixture of the aliphatic amine with the aliphatic alcohol may be supplemented with another additive, which is an aliphatic ketone. Although not critical, the addition of an aliphatic ketone helps to increase CO production and thereby reduce the amount of NO 2 produced. Typical ketones for this purpose are ethylamyl ketone and methyl isobutyl ketone.

The addition of the aliphatic amine, the aliphatic alcohol and the aliphatic ketone may further be supplemented with a paraffinic carrier. For example, this may typically be kerosene, which is also used as a carrier for other diesel or oil additives. Addition of n-hexane and 2,2,4-trimethylpentane has been found to improve the properties of kerosine. The presence of n-hexane improves the dissolving effects of kerosene, which is important for cleaning the combustion chamber and for limiting wax deposition. Of course, other paraffins such as n-heptane and 3- and 4-methylheptane may also be used.

Overall, the paraffinic components represent at least 40% by volume of the mixtures and preferably 60 to 95% by volume, based on the total volume. In addition to kerosene, the addition of other hydrocarbons is suitable, most often in an amount of from 2.5 to 20% and preferably from 7 to 15% by volume, based on the total volume of the mixtures. The amine is generally present in an amount of from 1.0 to 20% by volume, preferably from 7 to 15% by volume, the amount of alcohol in the mixture being generally from 2.5 to 20%, preferably from 5 to 10% by volume, of the total volume. . The amount of monoamine is generally from 1 to 5% by volume, preferably from 2 to 3% by volume of the total volume. The ketone is generally contained in an amount of from 0 to 7.5% by volume, preferably from 1 to 5% by volume, and more particularly from 1 to 3% by volume of the composition. Preferred formulations comprise a mixture of n-hexane, 2,2,4-trimethylpentane and kerosine as paraffin and / or a mixture of diisobutylamine and 1,3-diaminopropane as amine and / or isooctyl alcohol as alcohol and ethylamyl ketone in place of the optionally present ketone. A particularly preferred composition is shown in Table 1 below:

Table 1

additive % vol n-hexane 7.08 diisobutylamine 2.83 etylametylketón 2.12 2,2,4-trimethylpentane 2.97 isooctyl 7.08 kerosene 70.82 1,3-diaminopropane 7.08

In addition to the additive itself, the invention also relates to a fuel containing it. Also, the additive may be contained in a dispenser or packaged in batches that are blended into the fuel at the point of retail sale. Generally, the additive is added in a ratio of from 1: 100 to 1: 10,000 and preferably from 1: 500 to 1: 2,000, calculated in parts by volume, depending on the nature of the fuel and the conditions required, for example, if desired. higher corrosion inhibition, etc. Of course, if a more concentrated additive is prepared (using less paraffin), it is possible to use lower proportions relative to the fuel than mentioned above.

BRIEF DESCRIPTION OF THE DRAWINGS

Figures 1 and 2 show a comparison of combustion efficiency of additive and non-additive fuel in hot and cold start.

Figures 3, 4 and 5 show the effect of additives on reducing the hydrocarbon concentration. Figures 6, 7 and 8 show the results of the measurement of the amount of solid particles due to additives.

Figure 9 shows the effect of additives on nitrogen oxides.

Figure 10 shows the results of the sulfur trioxide test carried out in a continuous combustion chamber.

Figures 11 and 12 show the specific fuel consumption dependence on the load. Figure 13 also shows the effect of the fuel additive

Figure 14 shows the corrosion intensity caused by the worst conditions.

DETAILED DESCRIPTION OF THE INVENTION

Example 1

In this example, a blend of the composition shown in Table 1 was mixed with a 1: 1,000 diesel fuel calculated in parts by volume and this additive diesel fuel was compared to the same diesel fuel alone using the engine tests followed of the US Diesel Engine Certification Procedure (Appendix 1 (f) (2) of the Code of Federal Regulations 40, Part 86). These tests are based on model conditions that are identical to those in engines operating in the United States. Emissions of carbon monoxide, carbon dioxide, dispersed hydrocarbons and nitrogen oxides were recorded at one-second intervals throughout the test. In addition, emissions and fuel consumption were continuously measured. The procedure chosen can be considered suitable for comparative experiments, since the engine used in the test is computer controlled, which provides excellent reproducibility.

Four tests were carried out with the engine running from the cold start, with and without fuel addition, and then with a hot start with and without fuel addition. Tests for sulfur trioxide were carried out in a continuous combustion chamber.

The measurement was carried out in accordance with testing principles. The gaseous emissions were measured as follows:

1. Flame Ionization Detector (FID) for total hydrocarbons (THC)

2. Chemoluminescence analyzer for NO / NO:

3. Non-dispersive infrared (NDIR) gas analyzer for CO ₂

4. Non-dispersive infrared (NDIR) gas analyzer for CO (5) Wet chemical titration methods for sulfur trioxide.

Tests were performed on:

1. Volvo TD FS engine (2)

2. Single cylinder four-stroke diesel Gardner diesel engine with airless fuel injection

3. Continuous combustion chamber with model conditions common to diesel burner generators.

During the tests, all exhaust emission performance parameters (13 variables in total) were measured once per second and a continuous record of the results was made. Although the test lasted 20 minutes, a large amount of data was obtained for each test. In order to obtain clarity of results, these data are also presented at different load / speed ratios. Thus, the effect of the additive according to the invention is well distinguishable under the desired conditions.

SK 281489-6

1. Efficacy test

Figures 1 and 2 show a comparison of combustion efficiency of additive and non-additive fuel in hot and cold start. These values were obtained by calculating from the increase of the CO and CO ₂ concentration values caused by the use of the additive of the invention and from the decrease of the hydrocarbon concentration values to a certain value caused by the use of the additive of the invention. The enthalpy of formation of these compounds can be determined by calculation and compare this energy to the amount of diesel needed to deliver the same amount of energy in a simple combustion. Although the efficiency calculated in this way is not exactly equal to the "fuel" efficiency, it still provides a good idea of what fuel savings can be achieved with the additive according to the invention. It is reasonable to assume that any reduction in hydrocarbon emissions or parts of it must translate into the amount of fuel burned and implies an increase in efficiency. The use of the fuel additive according to the invention therefore results in a significant increase in fuel efficiency. This increase in efficiency is already apparent if the additive according to the invention is just mixed into the fuel and if the effect of the additives is added, it is expected that a further increase can be achieved. From a technical point of view, it should be noted that the engine was running at full power on a regular basis and silently at the higher efficiency found, which means longer life and the possibility of less wear. The fuel efficiency variation did not occur, the overall increase during the test was 8% at warm start and 5% at cold start. The efficiency of the additives is usually dependent on the operating conditions and the engine condition.

2. Hydrocarbons

For better clarity, the warm cycle graph represents the dependence of the hydrocarbon concentration on the load at low medium velocity and medium - high velocity. The ingredients apparently reduced unburnt hydrocarbon concentrations. This is expected because they increase the fuel efficiency as shown above. Reducing the hydrocarbon content of the exhaust gas means better fuel efficiency and therefore higher fuel efficiency. Another positive aspect of this reduction in the hydrocarbon content of the flue gas is environmental friendliness. It is known that unburned hydrocarbons are carcinogenic and therefore any reduction in their emissions is desirable.

3. Solid particles

The large reduction in the amount of solids due to the additives according to the invention is apparent from FIG. 6, 7 and 8, which represent the results of their measurements. An extremely large reduction in the particle content is shown in FIG. 6 at a load of -172 Nm and 57 Nm. These effects are very significant, but are rather in the area outside normal operation. Under normal operating conditions, the reduction is 20 to 30%. This effect is quite demonstrable and makes a great contribution to reducing atmospheric pollution. The problem of particulate pollution has been increased by translating the serious environmental situation into a political situation both in the European Community and in the US, given the need to introduce legislative measures to reduce these pollutants.

4. Nitrogen oxides

The effect of the additives according to the invention on nitrogen oxides is shown in FIG. 9. The effect of additives is greater at lower engine load (up to 50% reduction), but even at higher engine load, the reduction of nitrogen oxides is above 10%. This decrease in load is probably due to incomplete combustion at high load, as shown by efficiency graphs, which also show a decrease with increasing load. However, by maintaining the optimum air to fuel ratio in the combustion chamber (i.e., a well-controlled engine), a greater reduction in the concentration of nitrogen oxides in the flue gas as well as greater fuel efficiency can be achieved by using fuel additives according to the invention. It is expected that when using additives to extend engine life, the cleaning and aggregate effect will provide excellent results.

5. Sulfur trioxide

The sulfur dioxide formation test was carried out in a continuous combustion chamber. Its results are shown in Figure 10. Changes in the air to fuel ratio resulted in changes in the percentage reduction in sulfur trioxide concentration due to the additive of the invention. Under optimal conditions, this reduction was greater than 30%. We assume that this reduction is probably due to competition from atomic reactions occurring in the flame zone, i. j. that the additive directly affects the kinetics of combustion by reducing the formation of sulfur trioxide. This reduction is useful in industrial combustion plants if they produce smaller amounts of sulfuric acid together with the water vapor always present in such systems.

Example 2

A diesel engine was used to test how fuel efficiency can be improved by the fuel additives of the invention. The fuel composition of the preferred composition shown in Table 1 was blended with conventional diesel fuel, which is used to propel lorries and other vehicles in a 1: 1,000 volume ratio.

Tests were performed in several variations at different load / speed ratios. It has been found that by using the fuel with the additive according to the invention a higher efficiency is obtained, as shown in FIG. 11 and 12. These tests have also shown that engine noise is reduced and that the engine runs more smoothly using fuel with the additive of the invention.

Example 3

Two (2) city buses were used in the test and the use of the fuel produced by the additive according to the invention was compared with the composition shown in Table I admixed with conventional diesel fuel in a 1: 500 ratio by using diesel fuel alone. The values given in Table 2 below are the average of the data obtained from each bus. Both data for both diesel fuel alone and diesel fuel with an additive according to the invention were obtained over a four-week period.

Table 2

Bus 1 - diesel itself HxCx (ppm) A / F CO ₂ % WHAT % NO _X (PPm) Noise (dB) Part, mg Idling 34 77.2 2.66 0.08 445.5 89.5 50.5 Mid Rev 15 67.2 3.12 0.02 655 110 35.2 High Rev 15 62.9 3.34 0.02 560 115.9 19.7

Bus 1 - diesel + additive HxCx (ppm) A / F CO ₂ % WHAT % NO _X (PPm) Noise (dB) Part, (mg) Idling 28 89.7 2.2 0.1 321.8 91.5 14.5 Mid Rev 15 75.2 2.77 0.03 435 108.8 11.3 High Rev 14 63.8 3.29 0.02 462.5 112.9 11.4 Bus 2 - diesel itself HxCx (ppm) A / F CO ₂ % WHAT % NO (PPm) Noise (dB) Part. (Mg) Idling 26 72.9 2.86 0.05 580 87.2 36.4 Mid Rev 20 71.8 2.91 0.04 600 107.5 35.8 High Rev 16 67.3 3.12 0.02 630 111.2 42.5 Bus 2 - diesel + additive HxCx (PPm) A / F co ₂ % WHAT % NOX Noise (DB) Part. (Mg) Idling 19 86 2.42 0.07 365.8 85.9 7.6 Mid Rev 12 72.8 2.86 0.03 435.5 106.2 12.1 High Rev 11 69.4 3.02 0.02 399 109 9

Explanation of Table 2: Idling = idling Mid Rev = medium speed High Rev = high speed Part. = solid particles

Example 4

In this example, the fuel efficiency of eleven (11) sold buses was tested. The fuel composition of the preferred composition of Table 1 was blended into conventional diesel fuel in a 1: 500 ratio by volume and compared to diesel fuel alone. The values shown in Table 3 below show the results of the fuel efficiency test.

Table 3

Bus no. only diesel km / h diesel + additive km / h improvement 1 7.45 8.74 17.3 2 5.91 6.07 2.7 3 5.81 5.66 -2.6 4 5.86 6.53 11.4 5 5.67 6.27 10.6 6 4.88 4.80 -1.6 7 4.54 4.86 7.0 8 4.38 4.88 11.4 9 4.73 4.76 0.6 10 4.52 4.81 6.4 11 4.31 4.73 9.7 average 5.28 5.65 7.0

Example 5

In this example, the corrosion tests of the fuel added with the additive according to the invention were carried out. The fuel used in this example was again a blend of fuel additive according to the invention with the preferred composition of Table 1 and sold diesel fuel in a 1: 1000 volume ratio. The effect of this additive on reducing SO ₃ concentration is shown in Figure 13. reduction of SO ₃ concentration to corrosion intensity. These tests showed a corrosion reduction of more than 40%. Fig. 13 also shows the effect of a fuel additive according to the invention when sodium and vanadium is present in the fuel but there is no sulfur present. Again, under these conditions, the ability of the additives of the invention to reduce the corrosion intensity has been demonstrated. The additives inhibit the adverse reactions of sodium and vanadium and minimize the formation of vanadium pentoxide.

The corrosion intensity caused by the worst conditions is shown in FIG. 14. Again, the additive according to the invention showed a reduction in corrosion and keeping the degree of corrosion at a much lower level.

Claims (26)

PATENT CLAIMS Fuel additive, characterized in that it comprises a liquid solution of at least one aliphatic amine selected from the group consisting of diamine and a mixture of diamine and monoamine, said aliphatic amine being present in a volume concentration of 1 to 20%, calculated on the additive of at least one an aliphatic alcohol in a concentration by volume of from 2.5 to 20%, calculated on the additive and at least one paraffin, boiling at or below 300 ° C, said paraffin being present in a concentration by volume of at least 40%, calculated on the additive and said aliphatic the amine and the aliphatic alcohol have lower boiling points than said paraffin. Additive according to claim 1, characterized in that the aliphatic amine is a primary diamine. The additive according to claim 1, characterized in that said monoamine has 3 to 8 carbon atoms. Additive according to claim 2, characterized in that said primary diamine has 3 to 8 carbon atoms. 5. The additive of claim 3 wherein said monoamine is a secondary monoamine. The additive according to claim 5, wherein said secondary monoamine is diisobutylamine. The additive according to claim 5, wherein said secondary monoamine is isopropylamine. The additive according to claim 5, wherein said secondary monoamine is tert-butylamine. The additive according to claim 2, wherein said primary diamine is 1,3-diaminopropane. The additive according to claim 1, wherein said aliphatic alcohol has 5 to 8 carbon atoms. The additive according to claim 1, wherein said aliphatic alcohol is isooctyl alcohol. 12. The additive of claim 1, further comprising an aliphatic ketone. The additive of claim 12, wherein said aliphatic ketone is ethylamyl ketone. 14. The additive of claim 12, wherein said aliphatic ketone is methyl isobutyl ketone. 15. The additive of claim 1, further comprising n-hexane. The additive of claim 1, further comprising 2,2,4-trimethylpentane. 17th Additive according to claim 1, characterized in that said paraffin is a mixture of paraffins. The additive according to claim 1, wherein said paraffin is kerosene. 19. The additive according to claim 1, wherein said aliphatic amine is present in the additive in a concentration of from 7 to 15%, said aliphatic alcohol is present in the additive in a concentration of 2.5 to 20%, and said paraffin is in the additive present in a volume concentration of 60 to 95%. 20. The fuel additive of claim 1 comprising a liquid solution comprising: 6 to 8% by volume of n-hexane calculated on the additive 1.5 to 4% by volume of diisobutylamine calculated on the additive 1 to 3.5% by volume of ethylamyl ketone, calculated on the additive 2 to 4% by volume of 2,2,4-trimethylpentane, calculated on an additive of 6 to 8% by volume of isooctyl alcohol, calculated on an additive of 6 to 8% by volume of 1,3-diaminopropane, calculated on an additive, and 65 to 75% by volume of kerosine. to the ingredient. 21. A fuel for combustion plant comprising a small amount of an additive according to any one of claims 1 to 20 and a major proportion of diesel fuel. Fuel according to Claim 21, characterized in that the ratio between additive and diesel fuel is from 1: 500 to 1: 2 000 in parts by volume, calculated on the additive 23. The fuel additive of claim 1, comprising a liquid solution of at least one aliphatic amine, wherein said aliphatic amine is present at a concentration of 1 to 20% by volume of the additive, at least one aliphatic alcohol at a volume concentration of 2, 5 to 20%, based on the additive, ethylamylketone, and at least one paraffin having a boiling point equal to or less than 300 ° C, said paraffin being present in a concentration of at least 40% by volume, based on the additive, and said aliphatic amine and aliphatic alcohol have lower boiling points than said paraffin. 24. The fuel additive of claim 1, comprising a liquid solution of at least one aliphatic amine, wherein said aliphatic amine is present at a concentration of 1 to 20% by volume of the additive, at least one aliphatic alcohol at a volume concentration of 2, 5 to 20%, based on the additive, n-hexane, and at least one paraffin boiling at or below 300 ° C, said paraffin being present in a volume concentration of at least 40%, based on the additive, and said aliphatic amine and aliphatic alcohol have lower boiling points than said paraffin. 25. The fuel additive of claim 1, comprising a liquid solution of at least one aliphatic amine, wherein said aliphatic amine is present at a concentration of 1 to 20% by volume of the additive, at least one aliphatic alcohol at a volume concentration of 2, 5 to 20% calculated on the additive, 2,2,4-trimethylpentane, and at least one paraffin with a boiling point equal to or lower than 300 ° C, said paraffin being present in a volume concentration of at least 40% calculated on the additive, and said the aliphatic amine and the aliphatic alcohol have lower boiling points than said paraffin. 26. A method of improving combustion efficiency, saving fuel, and reducing the amount of noxious pollutants produced by combustion in an incineration plant, wherein at least one stage of fuel combustion is accomplished using an additive according to claim 1 comprising a liquid solution of a primary diamine, aliphatic alcohol and paraffin. .