Classifications

• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G OR C10K; LIQUIFIED PETROLEUM GAS; USE OF ADDITIVES TO FUELS OR FIRES; FIRE-LIGHTERS
  • C10L1/00—Liquid carbonaceous fuels
  • C10L1/10—Liquid carbonaceous fuels containing additives
  • C10L1/14—Organic compounds
  • C10L1/143—Organic compounds mixtures of organic macromolecular compounds with organic non-macromolecular compounds
• • C—CHEMISTRY; METALLURGY
  • C07—ORGANIC CHEMISTRY
  • C07F—ACYCLIC, CARBOCYCLIC OR HETEROCYCLIC COMPOUNDS CONTAINING ELEMENTS OTHER THAN CARBON, HYDROGEN, HALOGEN, OXYGEN, NITROGEN, SULFUR, SELENIUM OR TELLURIUM
  • C07F9/00—Compounds containing elements of Groups 5 or 15 of the Periodic Table
  • C07F9/02—Phosphorus compounds
  • C07F9/06—Phosphorus compounds without P—C bonds
  • C07F9/08—Esters of oxyacids of phosphorus
  • C07F9/09—Esters of phosphoric acids
  • C07F9/091—Esters of phosphoric acids with hydroxyalkyl compounds with further substituents on alkyl
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G OR C10K; LIQUIFIED PETROLEUM GAS; USE OF ADDITIVES TO FUELS OR FIRES; FIRE-LIGHTERS
  • C10L1/00—Liquid carbonaceous fuels
  • C10L1/10—Liquid carbonaceous fuels containing additives
  • C10L1/14—Organic compounds
• • C—CHEMISTRY; METALLURGY
  • C23—COATING METALLIC MATERIAL; COATING MATERIAL WITH METALLIC MATERIAL; CHEMICAL SURFACE TREATMENT; DIFFUSION TREATMENT OF METALLIC MATERIAL; COATING BY VACUUM EVAPORATION, BY SPUTTERING, BY ION IMPLANTATION OR BY CHEMICAL VAPOUR DEPOSITION, IN GENERAL; INHIBITING CORROSION OF METALLIC MATERIAL OR INCRUSTATION IN GENERAL
  • C23F—NON-MECHANICAL REMOVAL OF METALLIC MATERIAL FROM SURFACE; INHIBITING CORROSION OF METALLIC MATERIAL OR INCRUSTATION IN GENERAL; MULTI-STEP PROCESSES FOR SURFACE TREATMENT OF METALLIC MATERIAL INVOLVING AT LEAST ONE PROCESS PROVIDED FOR IN CLASS C23 AND AT LEAST ONE PROCESS COVERED BY SUBCLASS C21D OR C22F OR CLASS C25
  • C23F11/00—Inhibiting corrosion of metallic material by applying inhibitors to the surface in danger of corrosion or adding them to the corrosive agent
  • C23F11/08—Inhibiting corrosion of metallic material by applying inhibitors to the surface in danger of corrosion or adding them to the corrosive agent in other liquids
  • C23F11/10—Inhibiting corrosion of metallic material by applying inhibitors to the surface in danger of corrosion or adding them to the corrosive agent in other liquids using organic inhibitors
  • C23F11/167—Phosphorus-containing compounds
  • C23F11/1673—Esters of phosphoric or thiophosphoric acids
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G OR C10K; LIQUIFIED PETROLEUM GAS; USE OF ADDITIVES TO FUELS OR FIRES; FIRE-LIGHTERS
  • C10L1/00—Liquid carbonaceous fuels
  • C10L1/10—Liquid carbonaceous fuels containing additives
  • C10L1/14—Organic compounds
  • C10L1/26—Organic compounds containing phosphorus
  • C10L1/2633—Organic compounds containing phosphorus phosphorus bond to oxygen (no P. C. bond)
  • C10L1/2641—Organic compounds containing phosphorus phosphorus bond to oxygen (no P. C. bond) oxygen bonds only
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G OR C10K; LIQUIFIED PETROLEUM GAS; USE OF ADDITIVES TO FUELS OR FIRES; FIRE-LIGHTERS
  • C10L1/00—Liquid carbonaceous fuels
  • C10L1/10—Liquid carbonaceous fuels containing additives
  • C10L1/14—Organic compounds
  • C10L1/26—Organic compounds containing phosphorus
  • C10L1/2666—Organic compounds containing phosphorus macromolecular compounds
  • C10L1/2683—Organic compounds containing phosphorus macromolecular compounds obtained otherwise than by reactions only involving unsaturated carbon to carbon bonds
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G OR C10K; LIQUIFIED PETROLEUM GAS; USE OF ADDITIVES TO FUELS OR FIRES; FIRE-LIGHTERS
  • C10L1/00—Liquid carbonaceous fuels
  • C10L1/10—Liquid carbonaceous fuels containing additives
  • C10L1/14—Organic compounds
  • C10L1/30—Organic compounds compounds not mentioned before (complexes)
  • C10L1/305—Organic compounds compounds not mentioned before (complexes) organo-metallic compounds (containing a metal to carbon bond)
  • C10L1/306—Organic compounds compounds not mentioned before (complexes) organo-metallic compounds (containing a metal to carbon bond) organo Pb compounds

Definitions

• This invention relates to fuels and more particularly to leaded gasolines for high-compression, spark ignition engines.
• various scavenging agents have been added to the fuel to change the form of the tetraethyl lead decomposition products to those which are more volatile and thus less likely to be deposited within the engine.
• various volatile alkyl halides such as ethylene dibromide and/ or ethylene dichloride have been used with tetraethyl lead to produce the corresponding halides of lead-which are more volatile than the oxides.
• phosphate having the 3 7 wherein R, R and R are alkyl groups containing about 1 to about carbon atoms, R and R are selected from the group consisting of hydrogen and alkyl groups con taining about 1 to about 3 carbon atoms and x is an integer from 1 to 2.
• the latter compound for example, is completely soluble in gasoline at 25 C., and has a solubility in water at 25 C. of only about 0.11 percent.
• R, R and R" in the struc tural formula shown hereinabove can be either alike or different.
• tri(alkoxyalky1) phosphates which can be used in accordance with our invention are I Tri(methoxyethyl) phosphate Tri(1-methoxy-2-propyl) phosphate Tri-(Lmethoxy-l-butyl) phosphate T ri(1-methoxy-2-butyl) phosphate Tri(2-metl1oxy-3-butyl) phosphate Tri(2-methoxy-'1-pentyl) phosphate Tri(3-methoxy-2-hexy-l) phosphate Tri(3-meth0xy-4-heptyl) phosphate Tri(4-methoxy-5-octyl) phosphate Di(rnethoxyethyl) propoxyethyl phosphate Di(methoxyethyl) butoxyethyl phosphate Di(propoxyethyl) methoxyethyl phosphate Di(propoxyethyl) butoxyeth
• the product is a colorless liquid and has an index of refraction of 1.4352 at 20 C.
• the phosphorus content of the product so obtained is 11.11 percent as compared with the theoretical amount of 11.37,.
• the yield is about.
• the amount of tri(alkoxyalkyl) phosphate required to impart improved preignition characteristics to the gasoline fuels, i.e., hydrocarbon mixtures boiling in the gasoline boiling range, depends upon the tetraethyl lead content of the particular fuel encountered, and upon the particular tri(alkoxyalkyl) phosphate which is selected. For this reason, the amount is more significant and can be more accurately expressed in terms of that which is theoretically required to convert the lead introduced into the fuel in the form of tetraethyl lead to lead orthophosphate. While improved results can be obtained with very small amounts, amounts corresponding to at least about 0.1 times that theoretically required to convert the lead to lead phosphate are preferred.
• Mos-t gasolines on the market today contain between about one and about three cubic centimeters of tetraethyl. lead per gallon of gasoline. Based upon a gasoline having a gravity of about 54 API and containing about one cubic centimeter of tetraethyl lead, we have determined that the amount of the tri- (butoxyethyl) phosphate corresponding to 0.1 to 1.0 theories is about 0.0047 to about 0.047 percent by weight based on the gasoline.
• the tri(butoxyethyl) phosphate for 0.1 to 1.0 theories is about 0.014 to about 0.14 percent by weight.
• the normally useful concentration range for a 54 API gasoline containing about 1 to about 3 cubic centimeters of tetraethyl lead is about 0.0047 to about 0.14 percent.
• greater concentrations can be employed to advantage in some instances, no additional benefits with respect to preignition are achieved by the use of greater concentrations.
• about-0.003 to about 0.45 weight percent of the tri(-alkoxyalkyl) phosphate is usually suflicient to achieve a satisfactory reduction in the engine preignition tendencies of the fuel.
• the amount within this range should, of course, be suflicient toincorporate between about 0.1 and about 1.0 times that theoretically required to convert the lead to lead phosphate.
• pounds may vary from one compound to another. Another reason is that the molecular Weight of one com-' pound may be twice the molecular weight of another compound,-so that to obtain an equivalent amount 04? phosphorus when using the compound having the greater molecular weight, one is required to use twice the amount In any event, the amountof the tri(a1koxyaikyl) phosphate used is suflicient of compound on a weight basis.
• the tri(alkoxyalky1) phosphate can be either chemically pure or it can comprise a commercial product which may contain a small amount of the alkoxyalkanol from which the corresponding tri(alkoxy alkyl) phosphate was prepared or other neutral impurities.
• a small amount of butoxyethanol can be present without deleteriously affecting the improved preigniu'on characteristicsof the fuel.
• the gasoline fuel composition to which the tri(alkoxyalkyl) phosphate is added comprises a mixture of hydrocarbons boiling in the gasoline boiling range having a motor octane number (leaded) i of at least about 85 and a research octane number (leaded) of at least about 95.
• the mixture of hydrocarbons can be obtained by at least one of the petroleum conversion processes including cracking, alkylation, aromatization, cyclization, isomerizatiorn, hydrogenation, dehydrogenation, hydroisomerization, polymerization, hydrodesulfurization, reforming, hy-
• a preferred gasoline fuel composition comprises a blend of hydrocarbons obtained by catalytic cracking, Platfocrming and alkylation processes.
• the gasoline fuel composition of our invention can contain other gasoline improvement agents including upper cylinder lubricants, corrosion and oxidation inhibitors, conventional alkyl halide lead scavenging agents, alcoholic anti-stalling agents,,metal deactivators, dehazing .agents, anti-rust additives, other ignition control agents,
• gasoline improvement agents including upper cylinder lubricants, corrosion and oxidation inhibitors, conventional alkyl halide lead scavenging agents, alcoholic anti-stalling agents,,metal deactivators, dehazing .agents, anti-rust additives, other ignition control agents,
• an upper cylinder lubricant When an upper cylinder lubricant is employed it is genorally used in an amount of from about 0.25 to about 0.75
• This oil should be a light lubricating oil distillate, e.g., one having a viscosity at F. of from about 50 to about 500 Saybolt Universal'seconds, e.g., about 100 SUS.
• lubricating distillates obtained from Coastal or naphthenic type crudeoils are preferred because of their superior solvent properties.
• the lubricating oil can be solvent-treated, acid-treated, or'otherwise refined.
• any of the conventional inhibitors can be utilized.
• the alkylated phenols e.g., 2,4,o-tni-tertiary-butylphenol, 2,6-di-tertiarybutyl-4-methylphenol, 2,2-bis(2-hydroxy-3-tertiary-butyl- 5-methylphenyl) propane and bis(2-hydroxy-3-tertiarybutyd-S-methylphenyl) methane, because of their hydrocarbon-solubility and water-insolubili-ty characteristics are preferred oxidation inhibitors.
• Such inhibitors when used are incorporated in the gasoline fuel composition in of course,- that the optimum amounts. of from about 0.001 to about 0.02 percent by weight of the composition, e.g., 0.007 weight percent.
• Exemplary of other specific improvement agents which we can use are N,N-disalicylidene-1:Z-diaminopropane as a metal deactivator and the cocoamine salt of isoamyl octyl acid orthophosphate as a rust inhibitor agent.
• metal ,deactivator is generally used in small amounts of the, order of about 0.0003 to about 0.001 percent by weight based on the fuel composition.
• the rust" inhibitor is generally'used in small amounts ofthe order of about 0.002'to about 0.008 percent by weight based on the fuel composition.
• cocoamine salt of isoamyl octyl. acid orthophosphate and its preparation are fully described in U.S.
• the cocoamine salt of isoamyl octylacid phosphate can be'readily prepared by reacting cocoamine with isoamyl octyl acid orthophosphate in approximately equimolecular ratios, the reaction being so controlled as to produce substantially neutral reaction mixtures having a pH value within the range of 5.5 to 7.5, as illustrated in Examples. 1 and 2 of that patent. ture of amines prepared from coconut oil fatty acids, and contains.
• n-dodecyl amine l auryl amine
• n-octyl n-decyl
• n-tetradecyh n-hexadecyl
• n-octadecyl n-octadecyl
• noctadecenylamines n-hexadecyl, n-octadecyl, and noctadecenylamines.
• methylal, acetal, propylal and isopropylal tetraethoxy propane, dimethyl metal of isooctyl aldehyde, ethyl ether, cyclohexano-l, acetone, an alkoxyalkanol, or the like.
• the concentrate can contain other conventional gasoline.
• -improvement agents such as anti-oxidants, typical anti-stalling agents, anti-knock agents, ametal deactivator, an: upper cylinder lubricant, an alkylhalide lead scavenging agent, a dehazing agent, anti-rust additives, other ignition control agents, dyes and the like.
• the proportions of the constituents in such a gasolinebenefiting concentrate may vary depending upon the characteristics of the base gasoline to which the concentrate is to be added as well as the compression ratio of the engine in which the gasoline is to be used. Good results can be obtained, however, with a composition consistingof about 23 to about 60 percent by weight of tetraethyl lead, about 13 to about 36 percent by weight of a mixture of ethylene halides and about 3 to about 63 percent by weight of a -tn'(alkoxyalkyl) phosphate, the
• tri(alkoxyalkyl) phosphate being present in at least 10.1
• One convenient method of preparing a gasoline-benefiting concentrate is to start with a commercially available product comprising tetraethyl lead and the halides of ethylene.
• a commercially available product comprising tetraethyl lead and the halides of ethylene.
• One such commercially available product consists of about 61.5 percent by'weight of tetraethyl lead, about 17.9 percent by Weight of ethylene dibromid'e and about 18.8 percent by weight of ethylene dichloride.
• the gasoline-benefiting concentrate thus prepared exhibited no deterioration upon prolonged storage in the dark at room temperature.
• the amount of the gasoline-benefiting concentrate added to gasoline will vary depending upon the octane improvement desired; Ordinarily, however, the concentrate is added in an amount sufficient to incorporate between about one and about three cubic centimeters of tetraethyl lead in a gallon of gasoline.
• tn'(alkoxyalkyl) phosphates of this invention are utilized primarily as preignition agents, they are additionally useful in that they give increased valve life and spark plug life andthey impart valuable anti-rust, oxidation stability and anti-stalling properties to gasoline compositions when used in preignition-inhibiting amounts.
• Example I A gasoline composition having excellent preignition characteristics was prepared by incorporating 0.825 gram of tri(butoxyethyl) phosphate in a gallonof the base gasoline (approximately 0.029 weight percent).
• the base gasoline was a blended gasoline made up of catalyti cally cracked gasoline, alkylate and Platformate.
• the base gasoline contained about 3 cubic centimeters (4.94 grams) of tetraethyl lead per gallon of gasoline.
• the base gasoline contained as a oxidation inhibitor 2,6-di-tertiary-butyl-4-methylphenol (30 lbs/1000 bbls.) and as ametal deactivator N,N'-disalicylidene 1:2-diaminopropane (l lb./1000 bbls.).
• the tri(-butoxyethyl) phosphate thus comprised about 0.2 times the theoretical amount required to convert the lead of the tetraethyl lead to lead orthophosphate.
• Example II Another suitable composition was prepared in the manner of the foregoing Example I by incorporating 1.24 grams of tri(butoxyethyl) phosphate in a gallon of the base gasoline (approximately 0.043 weight percent).
• the tri(butoxyethyl) phosphate thus comprised about 0.3 times the theoretical amount required to convert the lead to lead orthophosphate.
• Example III Another composition was prepared in the manner of the foregoing Example I by incorporating 1.65 grams of tri(butoxyethyl) phosphate in a gallon of base gasoline (approximately 0.057 weight percent).
• the tri(butoxyethyl) phosphate thus comprised about 0.4 times the theoretical amount required to convert the lead to lead orthophosphate.
• Example IV An additional composition was prepared in the manner of the foregoing Example I by incorporating 4.14 grams of tri(butoxyethyl) phosphate in a gallon of gasoline.
• the tri(butoxyethyl) phosphate thus comprised about 1.0 times the theoretical amount required to convert the lead to lead orthophosphate.
• Example V An additional gasoline composition having excellent preignition characteristics combined with good uppercylinder lubrication was prepared by adding a lubricating oil distillate to the base gasoline and then incorporating in the oil-containing gasoline fuel composition 1.24 grams of tri(butoxyethyl) phosphate per gallon of gasoline fuel composition (approximately 0.043 weight percent). The
• Example VI Other suitable compositions were prepared by admixture of the cocoamine salt of 3-methylbutyl Z-ethylhexyl or-thophosphoric acid to the oil-containing gasoline fuel composition of Example V.
• Example VII Another satisfactory composition in accordance with this invention was prepared in the manner set forth in the foregoing examples by incorporating in the base gasoline 0.564 gram (approximately 0.020 weight percent) of tri- (methoxyethyl) phosphate.
• the tri(methoxyethy1) phosphate thus comprised about 0.2 times the theoretical amount required to convert the lead to lead orthophosphate.
• Example VIII Another satisfactory composition was prepared as indicated in Example VII, except that tri(octoxyethyl) phosphate was used as the preignition inhibitor.
• Example IX Another satisfactory composition was prepared as indicated in Example VII, except that tri(ethoxyethoxyethyl) phosphate was used as the preignition inhibitor.
• Example X Another satisfactory composition is prepared as indiciate'd in ExampleVII, except that tri(3-methoxy-'4- heptyl) phosphate is used as the preignition inhibitor.
• Example XI Example XIV Another satisfactory gasolinecomposition is prepared by admixture of approximately 0.038 percent by weight of the composition of tri(propoxyethyl) phosphate with a base gasoline fuel composition having a lead content of about 3 cubic centimeters of tetraethyllead per gallon and containing 0.5 volume percent of a SUS at 100 F. (approximate) lubricating distillate oil obtained from I.
• Example XV Another-satisfactory gasoline composition is prepared substantially identically as indicated in Example XIV except that tri(octoxyethyl) phosphate is used as the preignition inhibitor.
• compositions described in the foregoing examples are illustrative only, and other tri(all oxyalkyl) phosphates disclosed herein can be substituted in the foregoing specific compositions in the same or equivalent concentrations with goodresults.
• noise requirement deter'minations were made according 'to three successive steps. If noise was encountered in step one, then steps two and threewere omitted. If noise was: encountered instep two, then only step three was omitted. Noise in this-test is intended to include preignition, normal knocking or rumble. The three successive stepsof the test'are as follows:
• Performance No.- 100 3 12 vert the lead to lead orthophosph'ate.
• the results of an additional (test are shown where 0.2 theories of triifmethoxyethyl) phosphate was used.
• the results of still further tests on fuel compositions containing an upper cylinder lubricant and a corrosion inhibitor are also shown.
• Base gasoline 111. 2 Base gasoline plus 0.2 theories of tri(butoxyethyl) phosphate (Example I composition) Base gasoline plus 0.3 theories of tri(butoxyethyl) phosphate (Example II composition) Base gasoline plus 0.4 theories of tri(butoxyethyl) phosphate (Example III composition) Base gasoline plus 0.3 theories of triOautoxyethyl) phosphate and 0.5 vol. erccnt Coastal Lubricating Oil Example V composition)" Base gasoline lus 0.2 theories of tri(methoxyet. yl) phosphate (Example VII composition)- Base gasoline plus 0.5 vol.
• the octane number requirement of the 10 to 1' compression ratio engines in which the base gasoline had been used was 120+.
• the octane number requirement of the 8.5 to 1 compression ratio'engine (Engine C) in which the base gasoline had been used was; 111.2.
• the octane number requirement when 'using fuel compositions of the invention was markedly reduced in every instance.
• the fuel compositions of the invention show not only marked improvement with respect to their preignition characteristics but also there are'less deposits formed in the combustion chambers of the engines operated with the improved fuels.
• Example VI composition The data in Table III clearly indicate that the deposits formed in the combustion chambers of each of the test engines was less when using a gasoline containing a tri- (alkoxyalkyl) phosphate than when using the base gasoline alone. While the addition of an upper cylinder lubricant gave an increase in deposits in some tests the deposits were still less than those obtained with the base gasoline alone.
• the cars operating on the fuel containing 0.2 theories of tri(butoxyethyl) phosphate were driven on a level driving course at a maximum speed of 35 mph for'the entire 6500 miles.
• the cars operating on the fuel containing 0.3 theories of tri(butoxyethyl) phosphate were driven on a level driving course at a maximum speed of 35 mph. for 6,000 miles, then over a hilly route at a maximum speed of 45 mph. for 2,000 miles and finally over the level course at a maximum speed of 35 mph for 2,000 miles. All of the cars were driven five days. a week, 7.5 hours per day. At the end of every third day of operation, noise requirement determinations were made on a dynamometer.
• the fleet cars were rated first on tank fuel and then the ,noise requirement determined by using commercial reference fuels.
• requirements were determined first at 2500 r.p.m. and then at 2000 r.p.m.
• the noise requirements are expressed as octane numbers for either knock or rumble at 2500 r.p.m.
• the/test at 35 mph. was discontinued after 3800 miles inasmuch as the octane requirement at the end of this period had become in excess of 120.
• the test was continued at 45 mph. for an additional 2000 miles at the end of which period the octane requirement leveled off at about 114.
• the cars operating on the fuel containing 0.2 theories. of tri(butoxyethyl) phosphate had average octane requirements of about 99-100 during the entire 6,500 miles.
• the results obtained with the fuel of the invention are thus in marked contrast with the results obtained when using the base gasoline.
• the improved anti-stalling characteristics were determined in a 1954 Oak operating with an intake air temperature of 35 to 40 F., and a relative humidity of percent. In making the determinations, the engine was cold when started. The engine then was accelerated and maintained at 1500 r.p.m. for 1 minute after which the engine was decelerated to idle for /2 minute. At this time the stalling characteristics were observed and recorded. Ifthe engine stalled, the above cycle was repeated. -When the composition of Example VI was used as a fuel, there were 2 stalls in 11 cycles. When the comparative composition containing no tri(butoxyethyl) phosphate was used, there were 5 stalls in 13 cycles. Tn'(butoxyethyl) phosphate thus effected about a 50 percent reduction in the number of stalls.
• the increased valve life imparted to engines operating with a fuel of the invention has been determined with a Chevrolet-6 engine. Inmaking this determination, the engine is operated on a cycling schedule consisting of 45 minutes at 3150 r.p.m. at a 30 horsepower load, 10 min-. utes at 3150 r.p.m. at a 60 horsepower load and then 5 valves fail.
• the results of the valve life tests are sum-.- marized in Table IV.
• a gasoline motor fuel comprising a major amount of gasoline containing tetraethyl lead in an amount sufficient to produce a gasoline fuel composition having a motor octane number of at least about 85 and a research octane number of at least about 95 and between about 0.1 and about 1.0 times the theoretical amount of a tri (alkoxyalkyl) phosphate required to convert the lead to lead phosphate, said tri(alkoxyalkyl) phosphate having the structural formula:
• R, R and R" are alkyl groups containing about 1 to about carbon atoms, R and R are selected from the group consisting of hydrogen and alkyl groups containing about 1 to about 3 carbon atoms and x is an integer from 1 to 2.
• Agasoline motor fuel comprising a major amount of gasoline containing tetraethyl lead in an amount sutficient to produce a gasoline fuel composition having a motor octane number of at least'about 85 and a research octane number of at leastabout 95 and between about 0.003 and about 0.45 percent by weight, based on the gasoline, of a tri(alkoxyalkyl) phosphate having the structural formula:
• R-(O-CHCHhO wherein R, R and R" are alkyl groups c'ontainingabout 1 to about 10 carbon atoms, R and R 'are selected from the group consisting of hydrogen and alkyl groups containing about 1 to about 3 carbon atoms and x is an integer from 1 to 2, the amount of the tri(alkoxyalkyl) phosphate present corresponding to at least 0.1 times the theoretical amount required to con'vert the lead to lead phosphate.
• composition of claim 2 wherein the sum of the carbon atoms in R, R and R" is at least 8 and R and R are hydrogen.
• a gasoline motor fuel comprising a major amount of gasoline containing tetraethyl leadin an amount sulfieient to produce a gasoline fuel composition having a motor octane number of at least about 85 and a research octane number of at least about 95 and between about 0.0047 and about 0.14 percent by weight, based on the gasoline, of tri(butoxyethyl) phosphate, the amount of the tri(butoxyethyl) phosphate corresponding to at least about 0.1 times the theoretical amount required to convert the lead'to lead phosphate.
• a gasoline motor fuel comprising a major amount of gasoline containing about 1 to about 3 cubic centimeters of tetraethyl lead per gallon of gasoline to produce a gasoline fuel composition having a motor octane number of at least about and research octane number of at least about and between about 0.1 and about 1.0 times the theoretical amount of tri (butoxyethyl) phosphate required to convert the lead to lead phosphate.
• a gasoline motor fuel comprising a major amount of gasoline containing about 1 to about 3 cubic centimeters of tetraethyl lead per gallon of gasoline to produce a gasoline fuel composition having a motor octane number of at least about 85 and a research octane number of at least about 95, between about 00047 and about 0.14 percent by weight of tri(butoxyethyl) phosphate, the tri(butoxyethyl) phosphate comprising at least about 0.1 times the theoretical amount required to convert the lead in said tetraethyl lead to lead phosphate and about 0.25 to about 0.75 percent by volume of a light lubricating distillate oil having a viscosity at F. of from about 50 to about 500 Saybolt Universal seconds.
• a gasoline motor fuel comprising a major amount of gasoline containing about 1 to about 3 cubic centimeters of tetraethyl lead per gallon of gasoline to produce a gasoline fuel composition having a motor octane number of at least about 85 and a research octane number of at least about 95, between about 0.0047 and about 0.14 percent by weight of tri(butoxyethyl) phosphate, the tri(buto)ryethyl) phosphate comprising at least about 0.1 times the theoretical amount required to convert the lead in said tetraethyl lead to lead phosphate, about 0.25 to about 0.75 percent by volume of a light lubricating distillate oil having a viscosity at 100 F.
• a gasoline motor fuel comprising a major amount of gasoline containing about 3 cubic centimeters of tetraethyl lead per gallon of gasoline to produce a gasoline fuel composition having a motor octane number of about 89 and a research octane number of about 99, about 0.043 percent by weight of tri(butoxyethyl) phosphate, the tri(bu toxyethyl) phosphate comprising abfout 0.3 times the theoretical amount required to convert the lead in said tetraethyl lead to lead phosphate, about 0.5 percent by volume of a light lubricating distillate oil having a viscosity at 100 F.
• a gasoline benefiting concentrate comprising a major amount of tetraethyl lead and about 0.1 to about 1.0 times the theoretical amount of a tri(alkoxyalkyl) phosphate required to convert the lead to lead phosphate,
• R, R and R" are alkyl groups containing about 1 to about 10 carbon atoms, R and R are selected from the group consisting of hydrogen and alkyl groups containing about 1 to about 3 carbon atoms and x is an integer from 1 to 2.
• a gasoline benefiting concentrate consisting essentially of about 23 to about 60 percent by weight of tetraethyl lead, about 13 to about 36 percent by Weight of a mixture of ethylene halides and about 3 to about 63 percent by weight of a tri(butoxyethyl) phosphate, the tri(butoxyethyl) phosphate being present in at least 0.1

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• 0
  • LU LU35910D patent/LU35910A1/xx unknown
  • BE BE566072D patent/BE566072A/xx unknown
  • DE DENDAT1065216D patent/DE1065216B/de active Pending
  • NL NL112686D patent/NL112686C/xx active
• 1957
  • 1957-04-05 US US650838A patent/US3009790A/en not_active Expired - Lifetime
• 1958
  • 1958-03-18 GB GB8585/58A patent/GB867789A/en not_active Expired
  • 1958-04-02 FR FR1205289D patent/FR1205289A/fr not_active Expired
  • 1958-04-03 CH CH5796658A patent/CH380438A/fr unknown

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