WO1999021941A1 - Catalyseur de combustion et carburants catalyses avec rendement de combustion et kilometrage ameliores - Google Patents

Catalyseur de combustion et carburants catalyses avec rendement de combustion et kilometrage ameliores Download PDF

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Publication number
WO1999021941A1
WO1999021941A1 PCT/US1998/022898 US9822898W WO9921941A1 WO 1999021941 A1 WO1999021941 A1 WO 1999021941A1 US 9822898 W US9822898 W US 9822898W WO 9921941 A1 WO9921941 A1 WO 9921941A1
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fuel
combustion
group
hydrocarbon
emissions
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PCT/US1998/022898
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English (en)
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James Kenneth Sanders
Richard William Tock
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James Kenneth Sanders
Richard William Tock
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Application filed by James Kenneth Sanders, Richard William Tock filed Critical James Kenneth Sanders
Priority to AU13670/99A priority Critical patent/AU1367099A/en
Publication of WO1999021941A1 publication Critical patent/WO1999021941A1/fr

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    • 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, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L10/00—Use of additives to fuels or fires for particular purposes
    • C10L10/02—Use of additives to fuels or fires for particular purposes for reducing smoke development
    • 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, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • 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, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L10/00—Use of additives to fuels or fires for particular purposes
    • C10L10/04—Use of additives to fuels or fires for particular purposes for minimising corrosion or incrustation
    • 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, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L10/00—Use of additives to fuels or fires for particular purposes
    • C10L10/06—Use of additives to fuels or fires for particular purposes for facilitating soot removal
    • 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, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L10/00—Use of additives to fuels or fires for particular purposes
    • C10L10/08—Use of additives to fuels or fires for particular purposes for improving lubricity; for reducing wear
    • 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, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/12—Inorganic compounds
    • C10L1/1233—Inorganic compounds oxygen containing compounds, e.g. oxides, hydroxides, acids and salts thereof
    • 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, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/16—Hydrocarbons
    • C10L1/1608—Well defined compounds, e.g. hexane, benzene
    • 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, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/16—Hydrocarbons
    • C10L1/1616—Hydrocarbons fractions, e.g. lubricants, solvents, naphta, bitumen, tars, terpentine
    • 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, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/18—Organic compounds containing oxygen
    • C10L1/1811—Organic compounds containing oxygen peroxides; ozonides
    • 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, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/18—Organic compounds containing oxygen
    • C10L1/182—Organic compounds containing oxygen containing hydroxy groups; Salts thereof
    • C10L1/1822—Organic compounds containing oxygen containing hydroxy groups; Salts thereof hydroxy group directly attached to (cyclo)aliphatic carbon atoms
    • C10L1/1824—Organic compounds containing oxygen containing hydroxy groups; Salts thereof hydroxy group directly attached to (cyclo)aliphatic carbon atoms mono-hydroxy

Definitions

  • the present invention relates generally to modified fuels, fuels exhibiting improved combustion efficiency when modified by an effective amount of combustion catalysts.
  • the invention relates to formulations of selected oxides of Group IIA and Group IIB metals and organic compounds which when introduced into fuels utilized in internal combustion engines increases efficiency and performance, reduces wear on moving parts, reduces carbon deposits and improves exhaust emissions.
  • the invention is related to fuel additive combustion catalyst compositions. This invention also relates to compositions which are additive to liquid and solid fuels to improve their combustion properties.
  • the additive compositions of the present invention are applicable to a variety of such fuels, including distillant fuels, residual fuels, coals or cokes, as well as gasolines and diesels and other like hydrocarbon fuels such as jet fuels. DESCRIPTION OF RELATED ART
  • compositions of the '082 Patent are composed of a bicyclic aromatic components selected from the Group consisting of naphthalene, substituted naphthalene, biphenyl, biphenyl derivatives and mixtures thereof, zinc oxide and at least one Group 8-10 metal oxides selected from the Group consisting of iron oxide, copper oxide, cobalt oxide, ruthenium oxide, osmium oxide and palladium oxide, all dispersed in a carrier liquid. In the preferred embodiments, the.
  • composition contains a mixture of magnesium oxide, zinc oxide and iron oxide all dispersed in a carrier liquid.
  • Exhaust emissions from internal combustion engines present serious environmental concerns. Motor vehicle exhaust emission, in particular, present a serious unchecked problem in many large cities These emissions not only contribute to the smog and pollution problems resulting in the silent continual destruction of the ozone layer and may also cause long term health effects due to their potential toxicity.
  • the Environmental Protection Agency propagated emission standards setting forth acceptable levels of carbon monoxide, nitrogen oxides, particulate matter and hydrocarbons in the exhaust emissions of various classes of motor vehicles
  • the hydrocarbon content of vehicle emissions is indicative of the fuel burning efficiency in the engine The higher the percentage of hydrocarbons (HC) emissions, the lower the level of hydrocarbons burned efficiently.
  • the carbon dioxide (C0 2 ) content of the emissions reflects the combustion efficiency and catalytic action of fuel components in the engine The higher the carbon dioxide contents, the more efficient the combustive process.
  • the carbon monoxide (CO) content of the emissions is also indicative of the level of combustion in the engine chamber
  • the high molecular oxygen (0 2 ) content in the emissions can mean a lean fuel to air ratio or fouled plugs.
  • motor exhaust emissions contain low percentages of hydrocarbons, carbon monoxide and molecular oxygen as well as a high percentage of carbon dioxide.
  • Fuel additives have been a major focus in these attempts to increase fuel utilization efficiencies Clearly, a need exists to create significant reductions of emissions from a variety of fuels
  • fuels may comprise for example, any of many grades of hydrocarbons, petroleum products or diesel
  • the introduction of a fuel additive may occur, for example, in a fuel storage tank or in the fuel line or both
  • the fuel additive itself may be in the form of a dry powder, a semi-dry paste or a suspension of particulate matter in carrier liquids, or even a combination of suspension, emulsions and partial solutions
  • Typical fuel modifiers and fuel additives include various organic components such as naphthalene, camphor, taurine and benzoyl alcohol as well as different gasoline fractions To condition the additive, various alcohols and other oxygen
  • the present invention is directed to fuel additive compositions, the modified fuels resulting from the use of fuel additives, and to processes for improving combustion and substantially reducing hydrocarbon, carbon monoxide and molecular oxygen motor exhaust emissions.
  • Combustion catalysts for internal combustion engine fuels which enhance combustion efficiency by substantial reduction of hydrocarbon and carbon monoxide emissions is achieved by utilization of selected oxides of Group IIA and Group IIB elements provided in effective amounts generally in the form of a suspension when combined with a liquid carrier.
  • the catalyzed or modified fuels contain from about 10 to 200 or 300 or greater ppm of the Group IIA or Group IIB element oxides, tertiary butyl hyperoxides, EMPtm s mixed with the metal catalyst oxides to form various modifications of the catalyst.
  • the fuel additive composition comprises an effective amount of Group IIA and Group IIB metal oxides selected from the Group consisting of zinc oxide, zinc peroxide, zinc hydroxide, strontium oxide, strontium peroxide, calcium oxide, calcium hydroxide and calcium peroxide.
  • Group IIA and Group IIB metal oxides selected from the Group consisting of zinc oxide, zinc peroxide, zinc hydroxide, strontium oxide, strontium peroxide, calcium oxide, calcium hydroxide and calcium peroxide.
  • these selected Group IIA and Group IIB metal oxides, tertiary butyl hyperoxides, EMPs mixed with the metal catalyst oxides to form various modifications of the catalyst can be inserted or aspirated into the combustion chamber through other means as a dry particulate matter but for most common usage will be applied as a liquid carrier suspension.
  • the liquid carrier suspension of the combustion catalyst is comprised of at least 90% by weight of a carrier liquid selected from a group of hydrocarbons in the kerosene boiling range as well as other components which can be utilized individually or in combination for example, the C1-C3 monohydrate, dihydrate, or polyhydrate alcohols and mixtures thereof.
  • hydrocarbon solvents can be utilized as carriers, as well as hosts of hydrocarbon solvents.
  • the choice of liquid metal oxides include not only the common solvents, but also other compounds whose properties render them suitable as solvents or liquid suspension carriers.
  • Hydrocarbon solvents can be arranged in order of increasing chemical complexity under the following major classes: compounds with one type of characteristic atom or Group (hydroxide compounds, esters, halogenated and the like); and compounds with more than one type of characteristic, atom or
  • suspensions comprised of these liquid media having small solid particles of the metal oxides more or less uniformly dispersed therethrough. If the particles are small enough to pass through ordinary filters, and do not settle out on standing, the suspensions can be called colloidal suspension, however, various physical forms of the suspension including solvents may have other physical chemistry factors which bear on the stability of the suspension as well. Dispersions and colloidal solutions of metal oxides have in recent times found numerous applications in industry, for example, as fuel oil additives, paints and inks.
  • the present invention is also directed to processes for formulating as well as the formulated fuel blends for use in an internal combustion engine comprising providing a hydrocarbon containing fuel for the internal combustion engine and adding to the hydrocarbon containing fuel a fuel additive which is a combustion catalyst comprised of a liquid carrier and selected Group IIA and Group IIB metal oxides (including hydroxides) which when finally divided in particulate size form a suspension with the carrier liquid.
  • a fuel additive which is a combustion catalyst comprised of a liquid carrier and selected Group IIA and Group IIB metal oxides (including hydroxides) which when finally divided in particulate size form a suspension with the carrier liquid.
  • the composition contains a zinc oxide, zinc peroxide or zinc hydroxide either blended together or individually or combined with other metal oxides.
  • the additive is added to the hydrocarbon fuel in an amount sufficient to provide a decrease of at least about 50% in hydrocarbon emissions, while substantially reducing the carbon monoxide emission and while increasing carbon dioxide emission from the exhaust system of the internal combustion engine
  • the additive is added to hydrocarbon fuel in an amount sufficient to provide a decrease in emission from the exhaust system of at least 50% in hydrocarbon, 20% carbon monoxide, and an increase in carbon dioxide emissions when compared to the corresponding emissions from exhaust systems without the inclusion of the additive
  • the fuel additives provide a method for increasing the cetane number of diesel fuels which results in cleaner burning diesel fuels
  • the combustion catalyst additives improve cetane and provide economical improvement in cetane which is less expensive than hydro treatment of diesel fuel which lowers the aromatic content of diesel
  • the combustion catalysts additives according to the invention are chemical cetane improvers and are compounds which at elevated temperatures readily decomposed, and in turn promote the rate of chain initiation, i e emission improvement for diesel fuel
  • the combustion catalysts for internal combustion engine fuels which contains a liquid carried, selected oxides of Group IIA and Group IIB clearly demonstrate the modified or catalyzed fuel according to the invention containing effective amounts of the catalysts improves combustion efficiency, reduces hydrocarbon emission, carbon monoxide emissions while in some cases increasing carbon dioxide emissions
  • the combustion catalyst additives according to the invention are suitable for gasoline internal combustion engines, two cycle internal combustion engines and diesel internal combustion engines all of which give improvements in emissions that meet or exceed
  • Figure 1 presents a comparison of the baseline hydrocarbon emissions for a gasoline engine at idle and at 2000 rpm utilizing regular 86 octane gasoline, the same gasoline, but with E.M P or E Z P additives,
  • Figure 2 presents a comparison of the baseline carbon monoxide emissions at idle and at 2000 rpm utilizing regular 86 octane gasoline, the same gasoline but with E M.P or E.Z P additives,
  • Figure 3 is a comparison of the baseline carbon dioxide emissions at idle and at and at 2000 rpm utilizing regular 86 octane gasoline; the same gasoline but with E M P or E Z P additives
  • Figure 4 presents a comparison of calculated potential mileage increases for the engine at idle and at and at 2000 rpm utilizing regular 86 octane gasoline, the same engine and gasoline with E M P or E Z P additives,
  • Figure 5 presents carbon monoxide emissions percent before and after use of zinc hydroxide (ZH) catalysts for both idle and high rpm performance
  • Figure 6 presents hydrocarbon emissions before and after use of zinc hydroxide (ZH) catalysts drawing two idle comparisons and two high rpm studies
  • Figure 7 presents carbon dioxide emissions (percent) before and after use of zinc hydroxide (ZH) catalyst additives
  • Figure 8 presents carbon monoxide emissions (percent) before and after use of strontium peroxide (STP) catalysts
  • Figure 9 presents hydrocarbon emission (ppm) before and after calcium peroxide (CP) additive
  • Figure 10 presents carbon monoxide emissions (percent) before and after calcium peroxide (CP) additive at idle and high rpm
  • Figure 1 1 presents carbon dioxide emissions reduction with calcium peroxide catalysts drawing three idle speed comparisons and three high rpm comparisons,-' DETAILED DESCRIPTION OF THE INVENTION
  • the present invention is directed to fuel additive compositions and processes for improving combustion in internal combustion engines as well as the modified fuels, the result being substantial reductions of potentially hazardous exhaust emissions and mileage.
  • This invention is particularly adapted for reducing the percentages of hydrocarbons, carbon monoxide and molecular oxygen in motor vehicle exhaust emission.
  • Use of the combustion fuel catalyst additive compositions may also result in increased mileage performance as well as an increase in percentage of carbon dioxide in the motor vehicle exhaust emissions. However, with calcium peroxide even the gaseous carbon dioxide emissions are reduced.
  • EMPTM fuel additive, modification
  • EnviroZnPeroxide In order to test the effectiveness of these products to reduce undesirable exhaust emission and to enhance fuel economy, the following field study was performed to gather data for statistical analysis.
  • the field study utilized seven vehicles of different models and years of manufacture as presented in Table 1. All but one of the test vehicles had both an oxygen sensor and a catalytic converter as their standard pollution prevention equipment.
  • Regular grade, 86 octane gasoline was purchased from five different local retailers and was randomly used for the vehicles as fuel during the study. The goal was to limit the type of gasoline as a variable in the study.
  • test protocol involved sampling the tailpipe emissions of the test cars for four different gases HC (hydrocarbons), CO (carbon monoxide), C0 2 (carbon dioxide) and 0 2
  • the combustion catalyst EMPTM is EnviroMax Plus which is formulated by blending together by weight 40% naphthalene crystals and 60% powdered zinc oxide (particle diameter ⁇ 1 micron) Just enough methanol was added to make a smooth paste Then 250 grams of this naphthalene-zinc oxide paste was added to 32
  • the hydroxides of these metals can supply the same amount of oxygen as the metal oxide.
  • the hydroxides are attractive because of their lower specific gravity versus that of the oxides. Typically, the smaller the specific gravity of the additive, the greater will be the amount and stability of the suspensions in the liquid fuel.
  • the peroxides of zinc, calcium, and strontium were found to be the most effective. Zinc oxide and zinc hydroxide also performed well. However, the other Group IIA and Group IIB elements were either too toxic to be used or too ineffective to be considered as good fuel catalysts. The rejected elements included: beryllium (toxic), magnesium (ineffective), cadmium (toxic), barium (ineffective), mercury (toxic) and radium (toxic).
  • the oxygen rich Group II elements were suspended in several solvents and the suspension was then added directly to the liquid hydrocarbon fuel.
  • the solvents were blends of ethanol, methanol and VM&P (varnish makers and painters solvent). Concentrations of the metals suspended in the solvents ranged from about five (5) to about 500 ppm or greater by weight.
  • the tests also indicated that the metal oxides could be added directly to the liquid fuel without solvents and still be active catalysts.
  • combinations of the metal oxides could be used.
  • calcium peroxide which was found to be surprisingly effective for the reduction of carbon dioxide, also worked when blended with the zinc oxides.
  • the solvent mixture contains 5% methanol, 10%> ethanol and 85%>VMP by volume.
  • This suspension or solution of solvents is filtered to remove filterable particulate and the filtrate is bottled as the EMPTM product.
  • other catalyst such as zinc peroxide has been found to very effective in use with fuel blends, gasoline, diesel and the like in increasing performance and promoting a cleaner burn.
  • This catalyst product (EZP) is made the same way that EMPTM is made, except that 2 to 4 grams of zinc peroxide is added to 1 kilogram (32 fluid oz.) of the EMPTM paste, and then added to the solvent mixture.
  • These catalysts are present in the inventive fuel blends in amounts of from about 5 to 10 ppm to about 300 ppm or greater, limited only by separation from suspension.
  • the data for gasoline containing the EMPTM additive are given in Table 3.
  • the EZP additive was added to the fLiel and the same test procedure repeated. However, because EZP represented a new additive formulation, more test replications were run with this fuel mixture.
  • the data for the gasoline containing the EZP product is given in Table 4. Also shown in all the tables is a column labeled "%> Total Carbon as CO". The values listed under this column represent an estimation of the potential for increased fuel economy. For example, when carbon in the exhaust appears as C0 2 , it represents a complete chemical combustion (oxidation) of that part of the carbon originally present in the fuel. The carbon monoxide fraction (CO), however, represents carbon that still has fuel potential for additional combustion. For that matter so does the HC fraction of the exhaust.
  • the HC fraction is listed at concentrations of ppm where as the CO is listed as percent. This means that the CO concentration is at least an order of magnitude greater than that of the HC, and hence the CO represents a greater reservoir of untapped chemical energy which went unbumed during its passage through the engine. If the CO in the exhaust would have been completely oxidized to CO, then a greater fuel economy, i.e. more miles per gallon, would have been realized. Therefore, it was postulated that the percentage of carbon represented as carbon monoxide in the exhaust gases, relative to the total carbon in the exhaust, represented a potential percentage increase in mileage. Thus when the observed CO levels were high, the engine was assumed to be operating with less efficiency, and some fraction of the potential fuel economy was being lost.
  • the catalytic converter primarily reduces the HC levels in the engine exhaust and has little if any effect on CO concentration levels. Hence, by considering as we did that only the carbon in the CO in the exhaust gases represents a measure of lost fuel value, then the predictions of potential fuel economy that are listed in the tables should be conservative.
  • Tables 2, 3 and 4 was generated in an attempt by the investigators to tie any decrease in the CO emissions to a potential percentage increase in fuel economy. This hypothesis is based on the assumption that EMPTM and EZP are both active in the combustion process in the engine; and both are not just assisting the reactions taking place in the catalytic converter. This assumption is also based in part on hearsay reports from users of both products: that the mileage on their cars increased when the additives were being used. The increases in mileage were reported by customers to range from 3% up to 30%. The data in Tables 2, 3 and 4 suggest that on average a 4%> increase in mileage is very probable when EMPTM is utilized and an averaged 6%o increase in mileage would be realized with the use of EZP.
  • Periodic Table might also exhibit such behavior. If the oxides of these other elements were successful; then the like with the zinc catalyst, the hydrocarbon and carbon monoxide levels in the exhaust emissions should go down while the carbon dioxide levels in the exhaust increased This outcome is assumed to be indicative of a more complete combustion of the fuel.
  • Figures 5 through 1 1 show the results of the successful test which were observed. If there were no changes in the gaseous emission levels, these data were recorded but not plotted. However, the negative results are noted in the preceding summary However, with calcium peroxide, the carbon dioxide levels in the exhaust emission sometimes went down instead of up. This was attributed to the reaction between calcium oxide with carbon dioxide, produced during combustion, to form calcium carbonate.
  • Figure 10 Tests performed with a combination of zinc peroxide and calcium peroxide suspended in ethanol and added to the regular gasoline in the tank.
  • the test car was a 1994 Chevrolet Pickup with 161 ,026 miles.
  • the mixed peroxides produced anomalous results in CO emissions.
  • Figure 11 Tests performed with calcium peroxide (CP) suspended in ethanol and added to the regular gasoline in the tank.
  • CP calcium peroxide
  • Figure 11 Tests performed with calcium peroxide (CP) suspended in ethanol and added to the regular gasoline in the tank.
  • the test car (1) was a 1990 Pontiac Grand Prix with
  • Test car (2) was a 1987 Dodge Pickup with 188,595 miles.
  • Car (3) was a 1988 Hyundai Accord with 85,271 miles. In these tests the calcium peroxide produced consistent reductions in C0 2 emissions.
  • Figure 12 Test were performed on the Dodge Ram 200 Cummins Turbo Diesel before and after catalyst with 4 test being illustrated first being Test #1 with no EMD added, Test #2 adding EMD after ten minutes and Test #3 adding EMD after 1 hour. Test #4 was EMD. Each test showed three runs using low rpm and high rpm respective for carbon monoxide NO and
  • Figure 13 Illustrates a comparative study using EM A recommended premium diesel standards and Enviro Max diesel fuel catalyst (EMD).
  • the graphs show flashpoint and degrees F, cloud point, cetane number and lubricity for the four different fuel blends including EMA FQP#1 and EMA FQP#2, a baseline diesel and diesel plus EMD.
  • EMD is one of the additives as defined by this application for being part of the invention. Therefore, diesel plus EMD is a modified fuel.
  • Figure 14 Illustrates a comparison of carbon dioxide emissions at idle and 2000 rpm using a baseline EMPTM and EZP according to the invention. The same Dodge 250 Cummins Diesel was utilized for the test. As can be seen, the carbon monoxide was reduced from base levels, levels using EMPTM to the lowest test results of a fuel modified the EMPTM and EZP.
  • Such a reduction in carbon monoxide emissions is desirable both at idle and running speed.
  • Figure 15 Illustrates a comparison of carbon monoxide emissions at idle and 2,000 rpm using baseline, EMPTM, and EZP.
  • Figure 16 Illustrates a comparison of hydrocarbon emissions at idle and 2000 RPM using a baseline, EZP, and EMPTM; using the same Dodge 250 Cummins engine for these test. Hydrocarbon emissions are the least when using the additive in most cases at least 50% reduction or greater.
  • Figure 17 Illustrates a comparison of coal carbon emissions at idle and 2000 rpm using a baseline EMPTM and EZP are shown. The carbon percent for the EMPTM and the EZP is the smallest of the three groups when using EMPTM and EZP additives.
  • Figure 18 Illustrates a NO/NO2 ratio using pemex diesel and EMD. The pemex diesel and EMD evaluations were lower for NO/N02 ppm than any of the baseline test.
  • Figure 19 Illustrates a carbon monoxide emission using pemex diesel and EMD. The diesel and EMD provided CO/ppm which were less in every case than the two baseline test.
  • Figure 20 Illustrates for the same diesel Dodge pickup particle matter emission using pemex diesel and EMD versus two different baselines. After sufficient pemex diesel and EMD was run through the vehicle, significant reduction in particle matter emission was achieved.
  • Figure 21 The international 7.3 liter diesel (VVT72P) showed a significant increase in fuel economy (MPG) using either TBH or TBH plus EMPTM or TBH, EMPTM and EZP. A baseline with no additive achieved 8.51 miles per gallon while the best additive being TBH and
  • I EMPTM achieved 11.21 miles per gallon.
  • Figure 22 Illustrates a GMC 6.6 liter diesel truck (PAN1768) achieved a maximum 11.48 miles per gallon for 38.15 increase over a baseline where no additive was added to the fuel in Test 1.
  • Test 2 showed a reduction using TBH.
  • Test 3 showed a similar or greater reduction using only TBH in the fuel.
  • Test 4 using TBH/EMPTM in Test 5 TBH
  • EMPTM and EZP showed significant increases of 26.35 % increase in miles per gallon or 38.15 % increase per miles per gallon.
  • the EZP product caused and increase of just over 7% in RVP, while the EMPTM produced no change at all.
  • RVP the less volatile the fuel
  • EZP the lower the amount of fugitive emissions of hydrocarbons form the fuel.
  • the EZP also produced much higher levels of peroxide in the tested gasoline blends in which EZP was used. This was not unexpected; since EZP technology is based on the use of a peroxide as a catalyst. The only major concern with peroxides in the fuel is that any cracked fractions of the gasoline (unsaturated aliphatic hydrocarbons) may polymerize and form resin deposits.
  • EMPTM and EZP might be tailored for different types of fuels; if the fuel analysis is known.
  • the EMPTM product also appeared to be more effective at increasing "research octane” and “research cetane” levels of the fuels in which were tested. It is still not understood as to how or why this increase takes place.
  • the increase generated by the use of EMPTM did not occur with the higher, premium octane grades of gasoline. This might imply that the solvents used with EMPTM and EZP produce the observed octane and cetane increases
  • a Ford Econoline E350 Diesel Van was used to test the effectiveness of fuel additive ZP for reduction of particulate emissions This vehicle had approximately 63,000 miles on its odometer and a thirty gallon fuel tank
  • the van's gas tank was filled with commercial , pump-grade diesel fuel from a local Lubbock, Texas retail outlet
  • the Van was driven in normal street traffic to warm up the engine Following this warm up period, the particulate exhaust emissions from the tailpipe were captured with a high volumetric filter at an isokinetic air velocity
  • the particulate matter was first captured at an idle engine speed and then again at a high engine rpm However, the Van was stationary at all times during these tests Once these background data had been collected, the ZP fuel additive was added to the
  • Van's fuel tank The additive consisted of 8 ounces of an ethanol carrier containing the zinc peroxide (ZP) catalyst at a concentration of 200 ppm
  • ZP zinc peroxide
  • the filters used in these tests were 8" x 11 " sheets of Whatman No 1882-866 These filters consist of random mats of pure borosilicate glass fibers which enable detailed chemical analysis of trace pollutants with minimal interference and background The filters have been heat treated to remove any residual organic traces and are rated at a 99 99% efficiency for
  • DOP 0 3 micron sized particles The filters were especially developed for high volume air sampling of atmospheric particles and aerosols and are approved by EPA Microscopy
  • the test filters with the exhaust debris attached were sent to SemTech, Inc. For microscopy analysis. Each filter had a 3/8-inch diameter sample cut from a random location on the filter. These samples were then mounted with carbon tape on individual stubs with the appropriate side up and examined at 400X to 600X. Particle sizing , energy dispersive X-ray analysis spectra (EDX), and scanning electron microscopy (SEM) were performed on each sample.
  • the specific instrument used for these measurements was an Hitachi S-2460N Scanning Electron Microscope interfaced with a calibrated NORAN Voyager III X-ray/image analysis system.
  • the particles were found to consist primarily of oxides and other minerals of iron, sulfur, phosphorous, and copper. These elements are common to the additives used in diesel fuels, or to the metallurgy of the engine. For example, sulfur and phosphorous can be found in the fuel, while iron and copper are common wear metals from engine components. Another study has shown that the use of the ZP additive can reduce the amount of wear metals formed during engine operation while the levels of sulphur and phosphorous remain dependent on the fuel being used.
  • the lower engine rpms produced particles with smaller size distributions, while the exhaust velocities at the higher rpms were capable of sweeping more and larger sized particles out of the exhaust system. This is a kinetic energy effect in which more and larger particles are entrained and translated at the higher velocity. Also shown in Table 8 for comparison purposes are the same types of data taken from a vehicle fueled on regular unleaded gasoline. In this case the numbers of particles are greatly reduced for gasoline versus diesel, and the additive was found to actually add to the particulate emissions at low rpm engine speeds
  • Table 13 shows the use of Phillips Petroleum Diesel on June 8 and June 10, 1988 in a 1991 Dodge Ram 250 Cummins Turbo Diesel.
  • Test 1 had no product or additive added to the diesel fuel that was purchased through local stations in Lubbock, Texas.
  • a baseline of Test 1 shows the emissions and miles traveled at a constant speed. The test included idle speed emission test as well as emissions at 2000 RMP.
  • Test 1 ,2 and 3 represent baseline (no additive) testing.
  • Test 4 used 1.25 ounces of TBH as additive as indicated with a 13.8 % improvement
  • Test 5 was ended abruptly because of driver miscalculation but showed a 10.81 % improvement on MPL with 1.25 ounces of EMPTM added to the fuel.
  • Test 6 showed a 17.7% improvement on MPL using 1.25 ounces of EMPTM.
  • Test 7 12.99% improvement in MPL based on 1.75 ounces of TBH and 1.25 ounces of EMPTM as additive.
  • Table 14 shows a comparative study of EMA premium diesel standards and enviromax diesel fuel catalyst standards, baseline, EMP-diesel. Included in the four test are flashpoints- percent maximum, cetane numbers and particulate matter for the four items as the last indication of emission control. Table 14 is self explanatory and represents a full study of emissions.
  • Cloud Point is the responsibility of the fuel supplier; no standard given.
  • Table 15 following is a mileage indication for an internal combustion engine having 7.0 liter diesel engine VVT72P and shows mileage improvements when using the various additives according to the invention.
  • a baseline is also indicated with four independent test using components of the additives and additives according to the invention with strong results showing percent improvement of at least 31.72 % as a highest percent improvement on mileage for test 4 however, test 2 did indicate a negative percent increase of 2.4 % .
  • Table 16 following includes a GMC 6.6 liter diesel truck PAN 1768 illustrating miles per gallon for a baseline in various additives according to the invention. There were two negative test, Test 2 and 3, however again a test 4 and 5 showed positive results which were in the 26.3 % improvement and 38.15 % improvement in mileage for the diesel vehicle.

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  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Engineering & Computer Science (AREA)
  • Organic Chemistry (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Catalysts (AREA)

Abstract

La présente invention concerne des compositions de catalyseurs de combustion renfermant un additif combustible, des carburants modifiés présentant un rendement de combustion amélioré si ces carburants sont modifiés par une quantité efficace desdits catalyseurs de combustion, et des procédés de fonctionnement de moteurs à combustion interne utilisant les carburants modifiés susmentionnés. Si des oxydes métalliques, des hydroxydes, et des peroxydes organiques EMPTM et TBH, choisis parmi les groupes IIA et IIB, sont introduits par ppm dans des carburants utilisés dans des moteurs à combustion interne, l'efficacité, le rendement, et le kilométrage de ces derniers peuvent être améliorés, et les gaz d'échappement et les dépôts de carbone réduits. Cette introduction de catalyseurs de combustion dans le cylindre d'un moteur à combustion interne peut prendre la forme d'une suspension à l'intérieur du carburant, ou d'une suspension particulaire ou liquide introduite dans le système.
PCT/US1998/022898 1997-10-29 1998-10-28 Catalyseur de combustion et carburants catalyses avec rendement de combustion et kilometrage ameliores WO1999021941A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU13670/99A AU1367099A (en) 1997-10-29 1998-10-28 Combustion catalyst and catalyzed fuels with enhanced combustion efficien cy and mileage

Applications Claiming Priority (2)

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US96063297A 1997-10-29 1997-10-29
US08/960,632 1997-10-29

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PCT/US1998/022898 WO1999021941A1 (fr) 1997-10-29 1998-10-28 Catalyseur de combustion et carburants catalyses avec rendement de combustion et kilometrage ameliores

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090000186A1 (en) * 2007-06-28 2009-01-01 James Kenneth Sanders Nano-sized metal and metal oxide particles for more complete fuel combustion
CN110655965A (zh) * 2018-06-28 2020-01-07 蓝海新技术开发(潍坊)有限公司 一种用于工业锅炉促燃的催化剂

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8545577B2 (en) * 2009-03-31 2013-10-01 James K. And Mary A. Sanders Family Llc Catalyst component for aviation and jet fuels
EP2594623A1 (fr) * 2011-11-16 2013-05-22 United Initiators GmbH & Co. KG Hydropéroxyde de tertiobutyle (TBHP) comme additif diesel

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4286969A (en) * 1978-03-20 1981-09-01 Bwm Corporation Hydrocarbon fuel additive
US5266082A (en) * 1992-04-16 1993-11-30 Sanders James K Fuel additive

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4286969A (en) * 1978-03-20 1981-09-01 Bwm Corporation Hydrocarbon fuel additive
US5266082A (en) * 1992-04-16 1993-11-30 Sanders James K Fuel additive

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090000186A1 (en) * 2007-06-28 2009-01-01 James Kenneth Sanders Nano-sized metal and metal oxide particles for more complete fuel combustion
EP2164932A1 (fr) * 2007-06-28 2010-03-24 James Kenneth Sanders Nanoparticules de métal et d'oxyde métallique pour une combustion du carburant plus complète
EP2164932A4 (fr) * 2007-06-28 2012-01-04 James Kenneth Sanders Nanoparticules de métal et d'oxyde métallique pour une combustion du carburant plus complète
CN110655965A (zh) * 2018-06-28 2020-01-07 蓝海新技术开发(潍坊)有限公司 一种用于工业锅炉促燃的催化剂

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AU1205199A (en) 1999-05-17
AU1367099A (en) 1999-05-17

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