Classifications

• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10M—LUBRICATING COMPOSITIONS; USE OF CHEMICAL SUBSTANCES EITHER ALONE OR AS LUBRICATING INGREDIENTS IN A LUBRICATING COMPOSITION
  • C10M141/00—Lubricating compositions characterised by the additive being a mixture of two or more compounds covered by more than one of the main groups C10M125/00 - C10M139/00, each of these compounds being essential
  • C10M141/08—Lubricating compositions characterised by the additive being a mixture of two or more compounds covered by more than one of the main groups C10M125/00 - C10M139/00, each of these compounds being essential at least one of them being an organic sulfur-, selenium- or tellurium-containing compound
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10M—LUBRICATING COMPOSITIONS; USE OF CHEMICAL SUBSTANCES EITHER ALONE OR AS LUBRICATING INGREDIENTS IN A LUBRICATING COMPOSITION
  • C10M159/00—Lubricating compositions characterised by the additive being of unknown or incompletely defined constitution
  • C10M159/12—Reaction products
  • C10M159/18—Complexes with metals
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10M—LUBRICATING COMPOSITIONS; USE OF CHEMICAL SUBSTANCES EITHER ALONE OR AS LUBRICATING INGREDIENTS IN A LUBRICATING COMPOSITION
  • C10M163/00—Lubricating compositions characterised by the additive being a mixture of a compound of unknown or incompletely defined constitution and a non-macromolecular compound, each of these compounds being essential
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10M—LUBRICATING COMPOSITIONS; USE OF CHEMICAL SUBSTANCES EITHER ALONE OR AS LUBRICATING INGREDIENTS IN A LUBRICATING COMPOSITION
  • C10M2207/00—Organic non-macromolecular hydrocarbon compounds containing hydrogen, carbon and oxygen as ingredients in lubricant compositions
  • C10M2207/10—Carboxylix acids; Neutral salts thereof
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10M—LUBRICATING COMPOSITIONS; USE OF CHEMICAL SUBSTANCES EITHER ALONE OR AS LUBRICATING INGREDIENTS IN A LUBRICATING COMPOSITION
  • C10M2219/00—Organic non-macromolecular compounds containing sulfur, selenium or tellurium as ingredients in lubricant compositions
  • C10M2219/04—Organic non-macromolecular compounds containing sulfur, selenium or tellurium as ingredients in lubricant compositions containing sulfur-to-oxygen bonds, i.e. sulfones, sulfoxides
  • C10M2219/044—Sulfonic acids, Derivatives thereof, e.g. neutral salts
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10M—LUBRICATING COMPOSITIONS; USE OF CHEMICAL SUBSTANCES EITHER ALONE OR AS LUBRICATING INGREDIENTS IN A LUBRICATING COMPOSITION
  • C10M2227/00—Organic non-macromolecular compounds containing atoms of elements not provided for in groups C10M2203/00, C10M2207/00, C10M2211/00, C10M2215/00, C10M2219/00 or C10M2223/00 as ingredients in lubricant compositions
  • C10M2227/09—Complexes with metals
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
  • C10N2010/00—Metal present as such or in compounds
  • C10N2010/02—Groups 1 or 11
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
  • C10N2010/00—Metal present as such or in compounds
  • C10N2010/04—Groups 2 or 12
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
  • C10N2010/00—Metal present as such or in compounds
  • C10N2010/06—Groups 3 or 13
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
  • C10N2010/00—Metal present as such or in compounds
  • C10N2010/08—Groups 4 or 14
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
  • C10N2010/00—Metal present as such or in compounds
  • C10N2010/10—Groups 5 or 15
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
  • C10N2010/00—Metal present as such or in compounds
  • C10N2010/12—Groups 6 or 16
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
  • C10N2010/00—Metal present as such or in compounds
  • C10N2010/14—Group 7
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
  • C10N2010/00—Metal present as such or in compounds
  • C10N2010/16—Groups 8, 9, or 10
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
  • C10N2030/00—Specified physical or chemical properties which is improved by the additive characterising the lubricating composition, e.g. multifunctional additives
  • C10N2030/04—Detergent property or dispersant property
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
  • C10N2030/00—Specified physical or chemical properties which is improved by the additive characterising the lubricating composition, e.g. multifunctional additives
  • C10N2030/50—Emission or smoke controlling properties
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
  • C10N2040/00—Specified use or application for which the lubricating composition is intended
  • C10N2040/25—Internal-combustion engines
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10N—INDEXING SCHEME ASSOCIATED WITH SUBCLASS C10M RELATING TO LUBRICATING COMPOSITIONS
  • C10N2040/00—Specified use or application for which the lubricating composition is intended
  • C10N2040/25—Internal-combustion engines
  • C10N2040/252—Diesel engines

Definitions

• This invention relates to engine lubricant oils, in particular diesel engine lubricant oils, which are formed using at least two combustion enhancers which contain different metal ions.
• the combustion enhancers contain cerium ions and iron ions respectively.
• NOx oxides of nitrogen
• SOx and sulphur salts sulphur salts
• US 2004/0261313 describes a fuel comprising an iron and/or a cerium compound which is used in connection with a gel.
• US 4474580 describes the use of a mixture of iron enolate and cerium enolate as a additive for fuel.
• US 4568360 describes further fuel additive compositions formed from mixed organometallic compositions.
• US 6096104 describes a mixture of at least three different metal compounds as fuel additives.
• US 2005/0160663 describes a cleaner burning diesel fuel employing a fuel borne metal catalyst.
• the present inventors have surprisingly realised that emissions reduction and numerous other benefits can be achieved by adding certain combustion enhancers to the engine lubricant oil as opposed to fuel. Since engines use much less lubricant oil than fuel, the amounts of additive which a vehicle uses are massively reduced. Moreover, the addition of the combustion enhancing package of the invention has been found to improve emissions in older vehicles making it ideal for use in the developing world.
• the invention provides a lubricant oil comprising a first combustion enhancer comprising at least one metal ion selected from the lanthanides or actinides; and a second combustion enhancer comprising at least one metal ion selected from the transition metals, Sn, Pb, Sb and Bi.
• the invention provides a lubricant oil comprising a first combustion enhancer comprising cerium ions; and a second combustion enhancer comprising iron ions.
• a lubricant oil comprising a first combustion enhancer comprising at least one metal ion selected from the lanthanides or actinides; and a second combustion enhancer comprising at least one metal ion selected from the transition metals, Sn, Pb, Sb and Bi; to reduce emissions, in particular smoke emissions from an engine.
• the invention provides the use of a lubricant oil comprising a first combustion enhancer comprising at least one metal ion selected from the lanthanides or actinides; and a second combustion enhancer comprising at least one metal ion selected from the transition metals, Sn, Pb, Sb, and Bi; to clean an engine, e.g. to reduce carbonaceous deposits within an engine.
• a lubricant oil comprising at least two combustion enhancers to both clean the engine and reduce emissions from the engine wherein each combustion enhancer independently comprises a metal ion selected from the lanthanides or actinides, transition metals, Sn, Pb, Sb and Bi.
• the invention provides the use of a lubricant oil comprising a first combustion enhancer comprising at least one metal ion selected from the lanthanides or actinides; and a second combustion enhancer comprising at least one metal ion selected from the transition metals, Sn, Pb, Sb, and Bi; to increase the service life of an engine, e.g. to increase the distance travelled by a vehicle running the engine between services.
• the invention provides a method of reducing the emissions of an engine, in particular smoke emissions, comprising running said engine using a lubricant oil comprising a first combustion enhancer comprising at least one metal ion selected from the lanthanides or actinides; and a second combustion enhancer comprising at least one metal ion different from the first combustion enhancer selected from the transition metals, Sn, Pb, Sb, and Bi.
• the invention provides a method of reducing the smoke emissions from an engine by at least 5 % comprising running said engine using a lubricant oil comprising a first combustion enhancer comprising at least one metal ion selected from the lanthanides or actinides; and a second combustion enhancer comprising at least one metal ion different from the first combustion enhancer selected from the transition metals, Sn, Pb, Sb and Bi.
• the invention provides a method for cleaning an engine, e.g. removing carbonaceous deposits from an engine comprising running said engine using a lubricant oil comprising a first combustion enhancer comprising at least one metal ion selected from the lanthanides or actinides; and a second combustion enhancer comprising at least one metal ion selected from the transition metals, Sn, Pb, Sb, and Bi.
• the invention provides a method increasing the service life of a vehicle comprising running said engine in said vehicle using a lubricant oil comprising a first combustion enhancer comprising at least one metal ion selected from the lanthanides or actinides; and a second combustion enhancer comprising at least one metal ion selected from the transition metals, Sn, Pb, Sb, and Bi.
• the invention provides a method for reducing lubricant oil consumption in an engine comprising running said engine in said vehicle using a lubricant oil comprising a first combustion enhancer comprising at least one metal ion selected from the lanthanides or actinides; and a second combustion enhancer comprising at least one metal ion selected from the transition metals, Sn, Pb, Sb, and Bi.
• the invention provides the use of cerium and iron ions as an additive to a lubricant oil for cleaning an engine or reducing emissions therefrom.
• lubricant oil embraces any lubricant oil useful in a combustion engine such as a four-stroke or two-stroke engine, especially a diesel engine.
• the lubricant oil may be a synthetic or a mineral lubricant such as mineral HDDO (Heavy Duty Diesel Oil).
• the actual nature of the motor oil used is not itself critical.
• Engine oils are typically formed from a vacuum gas oil fraction of crude oil.
• a suitable oil for use in this invention is Statoil's PowerWay 15W-40.
• reducing emissions from an engine is meant that at least one of the undesirable components of the engine exhaust is reduced relative to an engine operating in the absence of a lubricant oil containing the additives of the invention (i.e. one operating with the lubricant oil but no additives).
• a lubricant oil containing the additives of the invention i.e. one operating with the lubricant oil but no additives.
• the NOx, particulates and/or smoke emitted by the engine during operation is reduced relative to an engine operating in the absence of a lubricant containing the additives oil of the invention.
• the lubricant oil with the combustion enhancing additives of the invention reduces smoke emissions from an engine.
• cleaning the engine is meant that carbonaceous deposits which form during engine operation, e.g. on the valve covers or crankcase, are prevented, reduced or eliminated relative to an engine operating in the absence of a lubricating oil with the additives of the invention (i.e. one operating with the lubricant oil but no additives).
• increasing the service life of an engine/vehicle is meant that the distance travelled by a vehicle, or the number of hours of operation of the vehicle, between services is increased relative to an engine operating in the absence of a lubricating oil of the invention (i.e. one operating with the lubricant oil but no additives).
• reducing lubricant oil consumption is meant that an engine using the lubricant oil of the invention uses less lubricant oil than one operating in the absence of a lubricating oil of the invention (i.e. one operating with the lubricant oil but no additives).
• the lubricant oil of the invention comprises a mixture of combustion enhancers comprising metal ions selected from transition metals, actinides, lanthanides or Sn, Pb, Sb, and Bi.
• the composition therefore comprises at least a first combustion enhancer and a second combustion enhancer.
• the first combustion enhancer preferably comprises at least one metal ion selected from lanthanides or actinides.
• the first combustion enhancer can comprise a mixture of metal ions, preferably the first combustion enhancer comprises a single metal ion (i.e. cerium ions only as opposed to a mixture of cerium and europium ions for example). It is preferred if this first combustion enhancer comprises a metal ion which has various stable oxidation states, e.g.
• Suitable metal ions therefore particularly include those from the lanthanide series.
• Highly preferred metal ions include Ce or Eu ions, especially Ce 3+ .
• Ce can take the 3 + or 4 + oxidation state and is the most preferred metal ion of use in the first combustion enhancer.
• the metal ion is present in the combustion enhancer in a form which is readily soluble or dispersible in the lubricant oil.
• the metal ions may therefore be in a molecular or particulate form which is soluble or dispersible in lubrication oil.
• the combustion enhancer is preferably a salt or a complex.
• Preferred counter ions to the metal ion therefore include alkyl sulphonates (e.g. ethyl sulphonate ), alkylbenzene sulphonates and phenates.
• the ion may be coordinated as part of a complex such as a metallocene, an enolate, carboxylates or acetylacetonato and other such ligands.
• a complex such as a metallocene, an enolate, carboxylates or acetylacetonato and other such ligands.
• the first combustion enhancer is a cerium alkylbenzene sulphonate. It has been surprisingly found that the first combustion enhancer operates most effectively within the cylinder area of an engine.
• the second combustion enhancer comprises a metal ion preferably selected from transition metals, Sn, Pb, Sb and Bi. Whilst the second combustion enhancer can comprise a mixture of metal ions, preferably the second combustion enhancer comprises a single metal ion (e.g. iron ions only as opposed to a mixture of iron and vanadium ions for example). It is preferred if this second combustion enhancer comprises a metal ion which has various stable oxidation states, e.g. two or three stable oxidation states. Suitable metal ions therefore particularly include those from the first transition series (Sc to Zn), in particular those of the first row of transition elements and those of groups 8 and 10.
• the second combustion enhancer comprises iron ions, especially Fe 2+ ions.
• the second combustion enhancer is in a form which is soluble or dispersible in the lubricant oil.
• Preferred counter ions therefore include sulphonates, alkyl sulphonates, alkylbenzene sulphonates, naphthenates, hydroxides and carbonates.
• the ion may be coordinated as part of a complex such as a metallocene like ferrocene, enolate, carboxylates, alkyl carboxylates, acetylacetonato, or bipyridine.
• the second combustion enhancer is an iron alkylcarboxylate or ferrocene.
• Suitable additives containing, for example, cerium ions or iron irons are available commercially from suppliers.
• the combustion-enhancing additives of use in the lubricant oil act as pro- catalysts. When the engine is in operation, the combustion enhancers combust at the intended site, e.g. in the crankcase ventilation chamber or the cylinders of the engine, generating the active catalyst.
• the active catalyst is thus typically a metal, e.g. iron or cerium, oxide, e.g. Fe 2 O 3 , CeO 2 , Ce 2 O 3 .
• This could be in molecular, nano-particulate, particulate or in any other form of aggregated metal oxide.
• the catalyst generated from the combustion enhancing additives of the invention is nanoparticulate, e.g. less than 500 nm in particle size, especially less than 250 nra in particle size.
• the reaction catalysed by the metal oxide is the formation of carbon dioxide (CO 2 ) and/or carbon monoxide (CO) by the catalyst-assisted combustion of heavy hydrocarbon and/or coke residues originating from incompletely combusted fuel and/ or lubricant base oil, thus eliminating all forms of carbon-based or carbon- containing smoke-generating particles, aggregates, aerosols etc.
• CO 2 carbon dioxide
• CO carbon monoxide
• the weight ratio of the combustion enhancers to each other may vary from 1 :1000 to 1000:1 by weight, preferably 1 :100 to 100:1, more preferably 1 :50 to 50:1, especially 1 :25 to 25:1, most especially 1 :10 to 10:1. It is preferred if the second combustion enhancer is present in excess compared to the first combustion enhancer.
• the most preferred weight ratios are therefore first enhancer: second enhancer 1 : 100 to 1 : 1 , preferably 1 :50 to 1 :5, more preferably 1 :25, to 1 :8, e.g. 1 :10.
• the amount of each combustion enhancer employed (in weight terms) in the lubricant oil may be in the range 0.1 to 2000 ppm, e.g. 1 to 1000 ppm, preferably 1 to 100 ppm with respect to the metal ion in question.
• a lubricant wherein the first combustion enhancer, preferably operating from the cylinder area of an engine, is present in a concentration of from 0.1 to 1000 ppm, preferably from 1 to 100 ppm, more preferably 2 to 50, most preferably from 5 to 12 ppm with respect to the metal ion in question.
• the second combustion enhancer ideally operating from the crankcase ventilation of an engine, is present in a concentration of from 0.1 to 2000 ppm, preferably from 1 to 1000 ppm, more preferably from 2 to 200 ppm, especially 5 to 150 ppm, most especially from 10 to 120 ppm with respect to the metal ion in question.
• the lubricant oil of the invention may contain other standard lubrication oil additives in addition to the combustion enhancers herein described.
• a lubricant oil additionally comprising a noise reduction agent, preferably a pour point depressant (PPD).
• PPD is preferably a short chained poly(alkyl-methacrylate) (PAMA).
• PAMA poly(alkyl-methacrylate)
• Most preferably said PPD is added so that a relatively high concentration is obtained, e.g. 1 to 5 % approximately 3% by weight in the oil.
• the fuel in the engine where the lubricant according to the invention may be used may be any fuel used for engines in vehicles, and may preferably be a liquid hydrocarbon fuel which may be a hydrocarbonaceous petroleum distillate fuel such as motor gasoline as defined by ASTM Specification D481 or diesel fuel or fuel oil as defined by ASTM Specification D975.
• a liquid hydrocarbon fuel comprising non-hydrocarbonaceous materials such as alcohols, ethers, organo- nitro compounds and the like (e.
• liquid fuels derived from vegetable or mineral sources such as corn, alfalfa, shale and coal.
• liquid hydrocarbon fuels which are mixtures of one or more hydrocarbonaceous fuels and one or more non-hydrocarbonaceous materials, are also included. Examples of such mixtures are combination of gasoline and ethanol, diesel fuel and ether, diesel fuel and methyl esters of vegetable or animal oils. Included are fuels known as gas-to-liquid fuels, GTL.
• the fuel may also be lead containing or lead free.
• the fuel may also be an emulsified fuel, either a macro- emulsion, a micro-emulsion or combinations thereof.
• the vehicle may be a road or railroad vehicle, ship/boat or aircraft, especially a bus.
• the lubricant oil of the invention is of particular utility with older engines, e.g. pre 2000 engines, preferably pre 1997 engines, more preferably pre 1995 engines, especially pre 1993 engines.
• the engine is one which has done a large mileage, e.g. at least 75,000 km, preferably at least 100,000 km preferably at least 125,000 km.
• a large mileage e.g. at least 75,000 km, preferably at least 100,000 km preferably at least 125,000 km.
• Such engines are used in vehicles throughout the Developing World. It is especially preferred if the lubricant oil is employed in a large diesel engine vehicle such as a bus or lorry or an agricultural vehicle, or a railroad engine
• the invention provides an engine comprising the lubricant oil of the invention. It has been surprisingly found that when the lubricant oil of the invention is employed in an engine, especially an old engine, remarkable improvements are observed. Firstly, the engine emissions, in particular smoke emissions are greatly reduced. In addition, the engine cleanliness is markedly improved. Thus, where previously sludge deposits built up, no such deposits are formed, hi fact, the examples show that the lubricant oil of the invention can actually enable removal or reduction in sludge deposits from an engine. When applied in newer engines, cleanliness is improved as to allow the usage of fuels of a wider specification and/or poorer quality.
• the reduction in smoke emissions measured as described in example 7 using a smoke meter, can be at least 3%, e.g. at least 5 %, e.g. at least 10 %, preferably at least 20% relative to an engine run on an otherwise identical lubricant oil without the combustion enhancers of the invention.
• the smoke eliminated by the invention may derive from the incomplete combustion of the oil itself or from the fuel. Reduction of smoke from fuel is particularly effective in engines using a closed crankcase ventilation system.
• the additives of the present invention can reduce lubricant oil consumption by at least 3%, e.g. at least 5 %, e.g. at least 10 %, preferably at least 20% relative to an engine run on an otherwise identical lubricant oil without the combustion enhancers of the invention.
• the additives of the present invention can increase service life of an engine by at least 3%, e.g. at least 5 %, e.g. at least 10 %, preferably at least 20% relative to an engine run on an otherwise identical lubricant oil without the combustion enhancers of the invention.
• the additives of the present invention can reduce carbonaceous deposits within an engine, e.g. carbonaceous deposits on a cylinder by at least 3%, e.g. at least 5 %, e.g. at least 10 %, preferably at least 20% relative to an engine run on an otherwise identical lubricant oil without the combustion enhancers of the invention.
• the additives of the present invention can increase the distance travelled by a vehicle between oil changes by at least 3%, e.g. at least 5 %, e.g. at least 10 %, preferably at least 20% relative to an engine run on an otherwise identical lubricant oil without the combustion enhancers of the invention.
• the lubricant of the invention can be manufactured simply be adding the combustion enhancers of the invention in appropriate amounts to a motor oil.
• the market is replete with appropriate motor oils such as PowerWay 15 W-40 sold by Statoil.
• the combustion enhancing additives prefferably be sold in a form ready for addition by the user to a standard motor oil, e.g. a diesel oil.
• a standard motor oil e.g. a diesel oil.
• the invention provides a kit comprising a source of cerium ions and a separate source of iron ions with instructions for how much of each to add to a fixed amount of motor oil, e.g. to achieve a concentration of 10 ppm Ce ions and 100 ppm Fe ions.
• Fig. 1 shows the setup of the primary test set out in example 1.
• Fig. 2 - 7 show results from the test set out in example 5. More specifically, Figures 2 to 4 describe CO, CO 2 , smoke and hydrocarbon contents for closed crankcase ventilation for lubricant oils of the invention in comparison to an oil without the additives.
• Figures 5 to 7 describe CO, CO 2 , smoke and hydrocarbon contents for closed crankcase ventilation for lubricant oils of the invention in comparison to an oil without the additives.
• FIGs 8 to 18 are photographs of various parts of the engine of the buses used in the tests in Example 6 before, during and after the tests. More specifically, Figures 8a and 8b show the valve cover of Bus 05178 before the use of the lubricant oil of the invention (called Cityway in the figures). Sludge was present to a depth of 15 mm.
• Figures 9a and 9b show the cylinder head of Bus 05178 before the use of the lubricant oil of the invention. As is clear, cylinder head features are not visible.
• Figure 10 shows the valve cover of Bus 05178 after 28,000 km using the lubricant oil of the invention.
• Figures 11a and 1 Ib show the cylinder head of Bus 05178 after 28,000 km using the lubricant oil of the invention. Cylinder head features are now visible.
• Figure 12 shows the valve cover of Bus 05178 after 33,000 km using the lubricant oil of the invention.
• Figures 13a and 13b show the cylinder head of Bus 05178 after 33,000 km using the lubricant oil of the invention. Cylinder head features are now visible.
• Figures 14 a-c show a side by side comparison of the valve cover before, after
• Figure 15a, 15b, 16a and 16b show the valve cover of Bus 01801 after 13,000 km and 26,000km using the lubricant oil of the invention.
• Figure 17 shows the cylinder head of bus 01801 after 13,000 km using the lubricant oil of the invention.
• Figures 18a and 18b show the cylinder head of bus 01801 after 13,000 km and 26,000 km using the lubricant oil of the invention
• Figs 19 to 31 show the emission results from Example 7 in graphical form. More specifically, Figure 19 shows CO emissions from the 60 km/h test.
• Figure 20 shows CO emissions from the Braunschweig test.
• Figure 21 shows hydrocarbon emissions from the 60 km/h test.
• Figure 22 shows hydrocarbon emissions from the Braunschweig test.
• Figure 23 shows NOx emissions from the 60 km/h test.
• Figure 24 shows NOx emissions from the Braunschweig test.
• Figure 25 shows particle emissions from the 60 km/h test.
• Figure 26 shows particle emissions from the Braunschweig test.
• Figure 27 shows fuel consumption from the 60 km/h test.
• Figure 28 shows fuel consumption from the Braunschweig test.
• Figure 29 shows particle number and size distribution from the 60 km/h test.
• Figure 30 shows particle number and size distribution from the Braunschweig test.
• Figure 31 shows smoke measurement from the 60 km/h test.
• Figure 32 shows the Braunschweig bus test cycle
• the bus dismantling company provided 3 buses which were ready for scrap having reclined Volvo motors.
• a test method especially adapted for heating oil was used, with a minor modification.
• the oil is burnt in a heating oil furnace (1) and samples taken from the exhaust thereof (2) using a True Spot smoke tester (3). 15 pump strokes were used for sampling, (see Figure 1).
• the exhaust gas is drawn across a filter membrane by the pumping action. This filter is then checked for colour changes and/or the appearance of particles. Any particles found may be counted and sized by optical microscopy.
• the test output is a pass/fail rating. Additives were added to the engine oil in different concentrations and the effect upon smoke generation was observed.
• a third set of tests was performed on buses 1 and 2.
• the buses were started and run warm by idling for approx. 40 minutes whereupon a first smoke sample was drawn from the exhaust pipe and at the same time a first dose was added with respective additive directly into the lubricant tank of the bus.
• the additive was a premix of approx. 1 dl engine oil with cerium and iron additives (same components as in Example 1 and 2) giving a final concentration in the engine oil (approx 18 liter of oil in the engine) of 4 ppm cerium ions and 10 ppm Fe ions.
• a second smoke sample was taken out in the same manner as above and a further dose of the same additive was added, resulting in a concentration in the engine oil of approx. 8 ppm cerium ions and 20 ppm iron ions.
• the test was performed on a Lister Petter diesel engine, model 4X90, performing a running cycle simulating city bus traffic, for 536 h.
• the engine was a new engine that had only about 10Oh running time before the test.
• the test oil was the new oil claimed in the invention, in a formulation containing cerium alkylbenzene sulphonate (10 ppm cerium (III) ions) and iron (II) alkylcarboxylate (100 ppm iron ions) added to a standard motor oil PowerWay 15W-40. .
• the test oil was put into the crankcase.
• the test fuel contained 440 ppm sulphur.
• Example 4 Using the engine of Example 4, analysis of the exhaust gases was made by using a special instrument for emissions analysis provided by Boo Instrument AB in Nacka, Sweden, a so-called multi-instrument.
• the test oil was identical to the oil utilized in Example 4, and was tested under the name "PowerWay Low Smoke” (abbreviated LS)
• PowerWay Low Smoke 15W-40 The characteristics of PowerWay Low Smoke 15W-40 are given below, in Table 2.
• PowerWay is a trademark owned by Statoil. In the test there was a concentration of 10 ppm of the cerium ions and 100 ppm of the iron ions in said PowerWay Low Smoke 15W-40.
• Products 1, 2, 3 and 4 correspond to an oil (PowerWay) with low smoke additives according to the present invention, in combination with two different diesel qualities containing 440 ppm sulphur (S) and 919 ppm sulphur, respectively.
• the additives used in PowerWay were 10 ppm cerium ions as the alkylbenzene sulphonate, and 100 ppm iron ions as the alkylcarboxylate.
• Products 5 and 6 represent standard HDDO oil without any additives of the invention.
• the lubricant oil of the invention was used in tests on Mosgortrans buses.
• Mosgotrans Depot No. 5 bus reference 05178 had completed 135,600 km before the trial began.
• the lubricant oil was changed for the oil of the Invention (PowerWay
• a cleaner engine means an engine that may use less fuel and one which has significantly lower emissions.
• a clean engine means longer engine life, the use of fewer spare parts, less servicing and consequent reduction in servicing manpower. Due to the clean engine, lubricating oil actually needs to be changed less frequently than with conventional oils meaning less lubricant oil used and less labour for oil changing.
• PowerWay 15W-40 2. PowerWay 15W-40 with 10 ppm Ce ions (as the alkylbenzene sulphonate) and 100 ppm Fe ions (as the alkylcarboxylate) 3. PowerWay 15W-40 combined with 20 ppm Ce ions (as the alkylbenzene sulphonate) and 200 ppm Fe ions (as the iron alkylcarboxylate).
• the bus was tested on a cradle dynamometer with 515 mm roller diameters at ambient temperature 22 °C.
• the setting of dynamometer was done by simulating of an overloaded vehicle road conditions (using typical vehicle inertia and road load curve).
• the measurement of smoke was performed via direct sampling of the raw exhaust gas stream.
• the measurement of CO, CO 2 , HC, NO x , particle mass (PM), particle number and size distribution are carried out using a diluted sampling method.
• the diluted sampling method is based on a full flow dilution system, i.e. the total exhaust is diluted using Constant Volume Sample (CVS) concept.
• the total volume of the mixture of exhaust and dilution air is measured by a Critical Flow Venturi (CFV) system.
• CVS Constant Volume Sample
• Horiba Mexa 9000 series (9400D) was used for CO, HC, NO x and CO x analysis.
• the fuel consumption was calculated using a carbon balance method.
• AVL Smoke Meter 415 S was used for smoke measurement.
• the particle number and size- distribution measurements were carried using an Electrical Low-Pressure Impactor (ELPI) (Dekati).
• ELPI Electrical Low-Pressure Impactor
• Table 7 Particle number and size distribution from 60 km/h tests.
• Table 8 CO, HC, NO x , CO 2 PM emissions, fuel consumption from Braunschweig tests.
• Table 9 Particle number and size distribution from Braunschweig tests.

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• General Chemical & Material Sciences (AREA)
• Oil, Petroleum & Natural Gas (AREA)
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• 2006
  • 2006-08-23 EA EA200800541A patent/EA018857B1/ru not_active IP Right Cessation
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  • 2006-08-23 EP EP06777023.0A patent/EP1917332B1/de not_active Not-in-force
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