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, 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
  • C10L1/1625—Hydrocarbons macromolecular compounds
  • C10L1/1633—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated 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, 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
  • C10L1/1625—Hydrocarbons macromolecular compounds
  • C10L1/1633—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds
  • C10L1/1658—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds from compounds containing conjugated dienes
• • 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
  • C10L1/1625—Hydrocarbons macromolecular compounds
  • C10L1/1633—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds
  • C10L1/1641—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds from compounds containing aliphatic monomers
• • 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
  • C10L1/1625—Hydrocarbons macromolecular compounds
  • C10L1/1633—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds
  • C10L1/165—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds from compounds containing aromatic monomers
• • 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
  • C10L1/1802—Organic compounds containing oxygen natural products, e.g. waxes, extracts, fatty oils
• • 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
  • C10L1/19—Esters ester radical containing compounds; ester ethers; carbonic acid esters

Definitions

• the present invention relates to influencing the viscometric performance of a lubricant in an internal combustion engine.
• the invention relates to counteracting a deterioration in the viscometric performance of a lubricant associated with the ingress of fuel into the lubricant.
• compression ignition engines which will be referred to further as “diesel” engines after Rudolf Diesel (who invented the first compression
• ignition engine in 1892 feature among the main type of engines employed for passenger cars and heavy duty applications, as well as for stationary power generation, as a result of their high efficiency.
• a fuel/air mixture is ignited by being compressed until it ignites due to the temperature increase due to
• spark ignition engines which are another widespread form of internal combustion engine, a separate source of ignition, such as a spark plug, ignites the fuel.
• Lubricant oils are used in all internal combustion engines to reduce friction between, and hence wear on, moving parts. During use of an engine, however, the properties (particularly the viscometric performance) of a lubricant can gradually deteriorate over time, to a point where its performance is impaired and it has to be replaced. Much of this lubricant
• deterioration is due to contaminants that pass from the combustion chamber into the crankcase and into the lubricant. For example, a fraction of the fuel may enter the lubricant.
• the ingress of fuel into the lubricant generally leads to a reduction of lubricant viscosity and/or viscosity index, i.e. loss of viscometric performance, and can thus result in increased engine wear.
• viscosity index improving additives directly in lubricant formulations, where they are used to maintain viscosity as constant as possible particularly at high temperatures.
• high concentrations are utilised: typically between 1 and 20% w/w of the additive.
• incorporating a polymeric viscosity index (VI) improving additive into a fuel composition, and particularly a diesel fuel composition can advantageously influence the viscometric performance of a lubricant in an internal combustion engine running on said fuel composition, even when used in the fuel composition at low concentrations.
• VI viscosity index
• the present invention is based on the appreciation that fuel dilution, which is conventionally seen as a cause of lubricant deterioration, can be made use of to influence the viscometric performance of the lubricant, by using viscosity index improving additives in the fuel.
• the invention resides in the use of a viscosity increasing component in a fuel
• composition for the purpose of influencing the
• viscometric performance of a lubricant in an internal combustion engine into which the fuel composition is or is intended to be introduced wherein the viscosity increasing component is a polymeric viscosity index (VI) improving additive.
• VI polymeric viscosity index
• w use of a viscosity increasing component in a fuel composition means incorporating the component into the composition, typically as a blend (i.e. a physical mixture) with one or more fuel components (typically base fuels) and optionally with one or more fuel additives.
• the viscosity index improving additive may be any suitable viscosity index improving additive.
• the fuel composition preferably be incorporated into the fuel composition before the composition is introduced into an engine that is to be run on the composition.
• the viscosity index improving additive may be dosed directly into (e.g. blended with) one or more components of the fuel composition or base fuel at the refinery.
• it may be pre-diluted in a suitable fuel component, which subsequently forms part of the overall fuel composition.
• it may be added to a fuel composition downstream of the refinery.
• it may be added as part of an additive package containing one or more other fuel additives. This can be particularly
• composition at the refinery For example, the blending of base fuel components may not be feasible at all
• the "use" of the first aspect of the invention may also encompass the supply of a polymeric viscosity index improving additive together with
• the viscosity index improving additive may therefore be supplied as a component of a formulation which is
• the viscosity index improving additive may be incorporated into an additive formulation or package along with one or more other fuel additives.
• the one or more fuel additives may be selected from any useful additive, such as detergents, anti-corrosion additives, esters, poly-alpha olefins, long chain organic acids, components containing amine or amide active centres, and mixtures thereof, as is known to the person of skill in the art.
• the "use" of the first aspect of the invention may involve running an engine on the fuel composition containing the viscosity index improving additive, typically by introducing the fuel composition into a combustion chamber of the engine.
• inventions may also encompass the supply of a fuel
• composition comprising a polymeric viscosity index improving additive together with instructions for its use to achieve one of the benefits of the present invention, e.g. influencing the viscometric performance of a
• the invention resides in the use of a fuel composition comprising a polymeric
• influencing the viscometric performance of a lubricant embraces any alteration of the viscometric performance compared to viscometric performance in the absence of the viscosity index improving additive in the fuel under otherwise identical conditions.
• influencing the viscometric performance may comprise counteracting deterioration (or loss) of the viscometric performance of the lubricant associated with ingress of the fuel composition into the lubricant. It may also comprise preserving and/or maintaining
• Counteracting deterioration (e.g. of viscometric performance) embraces mitigating, slowing down, reducing or even stopping (i.e. reducing to zero) deterioration (or the rate of loss) .
• Counteracting deterioration of lubricant performance also embrace mitigation, to at least a degree, of an increase in deterioration due to another cause, e.g. the presence of other certain fuel components.
• Counteracting deterioration according to the invention is not restricted to any particular
• Counteraction of deterioration of viscometric performance may be measured by a comparison over a given engine running time or engine running distance. For example, counteraction of deterioration may be determined by comparing deterioration of viscometric performance in a lubricant when using the invention with the
• deterioration when the same engine is run on an otherwise identical fuel composition prior to adding a polymeric viscosity index improving additive to it.
• the difference e.g. mitigation, slowing down, reduction or stopping
• deterioration represents the counteraction.
• the deterioration of viscometric performance may be measured over a predetermined time period (i.e. engine running time) , in particular a period that begins at the time of introduction of the (previously unused) lubricant fluid into the engine.
• Deterioration may, for example, be measured over a period of 100 hours or more of engine running time, or 200 hours or more, or 250 hours or more, for example 300 or 400 or 500 hours or more, following the introduction of the lubricant fluid into the engine.
• deterioration may be measured over a predetermined engine running distance, in particular beginning at the time of introduction of the (previously unused) lubricant fluid into the engine.
• Deterioration may for example be measured over 5000 engine miles or more, or 8000 engine miles or more, or 10000 engine miles or more, or 13000 or 15000 engine miles or more,
• Deterioration may accordingly be expressed as a change per unit engine running time or as a change per unit engine running distance.
• the present invention may, for example, involve adjusting the effects of the fuel composition on
• viscometric performance of a lubricant by means of the viscosity index improving additive, in order to meet a desired target.
• viscometric performance may preferably embrace all properties and effects of the lubricant that vary in dependence on its kinematic viscosity at 100°C (VK 100, as measured by EN ISO 3104). References in this specification to viscosity are, unless otherwise specified, intended to mean VK 100.
• the viscometric performance (or properties) of the lubricant may embrace one or more of: lubricant viscosity at 40 e C (VK 40) or 100 e C (VK 100) or any other
• lubricant SAE viscosity grade e.g. SAE scale
• lubricant viscosity index e.g. SAE scale
• viscometric performance may conveniently be measured based on VK 100, for instance using the standard test method EN ISO 3104. From two or more such measurements, the deterioration of viscometric performance over a particular period of time or a
• VK 100 may advantageously lead to a reduction in deterioration of VK 100 of at least 1 %, preferably of at least 5 %, for example of at least 10 or 15 or 20 or 25% or in cases even 30%, compared to the deterioration observed when running the engine on the fuel composition prior to incorporation of the viscosity index improving additive, for example based on any of the time periods or distances mentioned hereinabove.
• the invention may be used for the purpose of
• lubricant fluid changes are necessary whenever the properties and/or performance of the fluid deteriorate to such an extent as to impair its performance, and/or to impede satisfactory functioning of the engine which the fluid is used to lubricate.
• the viscosity index improving additive, or the fuel composition comprising it may be used to reduce the frequency of lubricant fluid changes that are necessary due to changes in the viscosity or viscosity index of the fluid.
• the increase may be of at least 10 or 20 %, preferably of at least 50 or 60 or 70 or 80 %, in cases of at least 90 or even 100 %, compared to the intervals required when running the engine on a fuel composition without the viscosity increasing component.
• the point at which a lubricant change is deemed necessary should be evaluated in each case using the same criteria, which may preferably include the kinematic viscosity of the fluid (e.g. at 100 e C) .
• a third aspect of the invention provides for the use of a polymeric viscosity index improving additive in a fuel composition, or the use of a fuel composition comprising the polymeric viscosity index improving additive, for the purpose of influencing, preferably counteracting a deterioration of, one or more of:
• viscosity a viscosity index
• fluid change frequency or oil drain interval a fluid change frequency or oil drain interval
• lifetime or lifespan a lubricant in an internal combustion engine into which the fuel composition is or is intended to be introduced.
• a fourth aspect of the invention provides for the use of a polymeric viscosity index improving additive in a fuel composition, or the use of a fuel composition comprising the polymeric viscosity index improving additive, for the purpose of influencing, preferably counteracting a deterioration of, one or more of:
• composition is or is intended to be introduced.
• a fifth aspect of the invention provides a method of operating an internal combustion engine, and/or a system (for example an automotive vehicle ⁇ which is powered by such an engine, which method involves introducing into a combustion chamber of the engine a fuel composition containing a polymeric viscosity index improving additive for one or more of the purposes defined in any one of the first to the fourth aspects of the present invention.
• the engine may preferably be a diesel engine. It may be of the direct injection type, for example of the rotary pump, in-line pump, unit pump, electronic unit injector or common rail type, or of the indirect injection type.
• a sixth aspect of the invention provides a method of achieving a target viscometric performance associated with a lubricant of an internal combustion engine, the method comprising powering the engine using a fuel composition comprising a polymeric viscosity index improving additive.
• the VI improving additive used in the fuel is the VI improving additive used in the fuel
• composition in accordance with the present invention is polymeric in nature.
• the VI improving additive may, for example, comprise a copolymer that contains one or more olefin monomers (or monomer blocks) , typically selected from ethylene, propylene, butylene, butadiene, isoprene and styrene monomers.
• the VI improving additive may, for example, be selected from: a) styrene-based copolymers, in particular block copolymers, for example those available as
• Kraton(TM) D or Kraton(TM) G additives (ex. Kraton) or as SV(TM) additives (ex. Infineum, Multisol or others).
• copolymers of styrenic and ethylene/butylene monomers for instance polystyrene- polyisoprene copolymers and polystyrene-polybutadiene copolymers.
• Such copolymers may be block copolymers, as for instance SV(TM) 150 (a polystyrene-polyisoprene di- block copolymer) or the Kraton (TM) additives (styrene- butadiene-styrene tri-block copolymers or styrene- ethylene-butylene block copolymers) .
• SV(TM) 150 a polystyrene-polyisoprene di- block copolymer
• TM Kraton additives
• styrene- butadiene-styrene tri-block copolymers or styrene- ethylene-butylene block copolymers may be tapered copoly
• stellate copolymers as for instance SV (TM) 260 (a styrene-polyisoprene star copolymer) or SV (TM) 200 (a divinylbenzene-polyisoprene star copolymer) ; b) other block copolymers based on ethylene, butylene, butadiene, isoprene or other olefin monomers, for example ethylene-propylene copolymers; c) polyisobutylenes (PIBs); d) polymethacrylates (PMAs); e) poly alpha olefins (PAOs); and f) mixtures thereof.
• PIBs polyisobutylenes
• PMAs polymethacrylates
• PAOs poly alpha olefins
• suitable viscosity index improvers are disclosed in Japanese Patents Nos. 954077, 1031507, 1468752, 1764494 and 1751082.
• dispersing-type VI improving additives which comprise copolymerised polar monomers containing nitrogen and oxygen atoms alkyl aromatic-type VI improving
• additives of type (a) and (b) are preferred, in particular additives of type (a) .
• the invention makes use of fuel dilution to influence the viscometric performance of the lubricant. Since fuel dilution typically occurs through one or more pistons of the engine, i.e. in a high shear environment, to enhance the efficiency with which the viscosity improving component used in the fuel
• the viscosity improving component, and in particular the preferred VI improving additives, used according to the invention may advantageously have a stellate (i.e. star-like) structure and/or may form starlike clusters (micelles) . It is thought that a stellate structure, and in particular the formation of star-like clusters, enhances shear resistance, which means that a greater proportion of such VI improving additives in fuel is made available to influence the viscometric properties of the lubricant.
• the kinematic viscosity at 40°C (VK 40, as measured by EN ISO 3104) of the VI improving additive may suitably be 40 mm2/s or greater, preferably 100 mm2/s or greater, more preferably 1000 mm2/s or greater.
• Its density at 15 e C (EN ISO 3675) may suitably be 600 kg/m3 or greater, preferably 800 Jcg/m3 or greater.
• Its sulphur content (EN ISO 20846) may suitably be 1000 mg/kg or lower,
• the VI improving additive may be used at a concentration in the range of from 0.01% w/w to 0.5% w/w based on the total weight of the fuel composition.
• the VI improving additive may be used at a concentration in the range of from: (i) 0.01% w/w to 1.0% w/w; (ii) 0.05% w/w to 0.7% w/w; or (iii) 0.1% w/w to
• the fuel compositions may contain any number of additional useful additives known to the person of skill in the art.
• two or more viscosity increasing components may be used, such as a VI improving additive and a high viscosity fuel or oil component, e.g. a refinery product, which has a higher kinematic
• VI improving additives of the same or different structural class there may be two or more VI improving additives of the same or different structural class, provided one is a polymeric VI improving additive.
• An example of a VI improving additive of another class is an inorganic compound, for example a zeolite.
• an internal combustion engine may be, for example, a compression ignition
• the engine may permit a fuel dilution of at least 3%, preferably 6%, most preferably 10% w/w fuel in the lubricant in at least one operational mode and/or operational span.
• inventions is contemplated in (or may comprise the use of) any fuel composition that is suitable for use in (i.e. to power) the internal combustion engine into which it is or is intended to be introduced.
• the fuel composition may, for example, be an automotive fuel composition, for use in powering an automotive vehicle.
• the fuel composition may comprise petroleum derived components ("distillate”), and/or synthetically derived, e.g. Fischer-Tropsch derived, components.
• Fischer-Tropsch derived means that a material is, or derives from, a synthesis product of a Fischer- Tropsch condensation process.
• a Fischer-Tropsch derived fuel component of use in the present invention may be obtained directly from the refining or the Fischer- Tropsch reaction, or indirectly for instance by
• a Fischer-Tropsch derived fuel or fuel component will therefore be a hydrocarbon stream in which a
• Fischer-Tropsch process substantial portion, except for added hydrogen, is derived directly or indirectly from a Fischer-Tropsch condensation process.
• the Fischer-Tropsch process is derived directly or indirectly from a Fischer-Tropsch condensation process.
• carbon monoxide and hydrogen into longer chains, which are usually paraffinic hydrocarbons.
• the carbon monoxide and hydrogen may themselves be derived from organic, inorganic, natural or synthetic sources, such as from natural gas or from organically derived methane.
• Fischer-Tropsch derived components may be obtained by converting gas, biomass or coal to liquid (XtL) ,
• gas to liquid conversion GtL
• biomass to liquid conversion BtL
• Any form of Fischer- Tropsch derived fuel component may be used as a base component in accordance with the invention.
• the fuel composition may preferably contain no more than 5000 ppmw (parts per million by weight) of sulphur, typically from 2000 to 5000 ppmw, or from 1000 to 2000 ppmw, or alternatively up to 1000 ppmw.
• the composition may, for example, be a low or ultra low sulphur fuel, or a sulphur free fuel, for instance containing at most 500 ppmw, preferably no more than 350 ppmw, most preferably no more than 100 or 50 or even 10 ppmw, of sulphur.
• lubricant which, in the absence of viscosity increasing components in the fuel, can in turn cause an increased deterioration of the viscometric properties of the lubricant.
• diesel fuel is particularly likely to affect the viscometric properties of the lubricant
• the use according to the invention may preferably be in (or comprise the use of) a diesel fuel composition suitable and/or adapted and/or intended for use in a compression ignition (diesel) engine.
• a diesel fuel composition may comprise one or more diesel fuel components of conventional type, typically
• liquid hydrocarbon middle distillate fuel oil(s) for instance petroleum derived gas oils.
• fuel components may be organically or synthetically derived, and are suitably obtained by distillation of a desired range of fractions from a crude oil.
• gas oils may be processed in a
• hydrodesulphurisation (HDS) unit so as to reduce their sulphur content to a level suitable for inclusion in a diesel fuel composition. They will typically have boiling points within the usual diesel range of 150 to 410°C or 170 to 370°C, depending on grade and use. In some cases, the fuel composition will include one or more cracked products obtained by splitting heavy hydrocarbons. Diesel fuels contained in the a diesel composition will
• the fuel composition may be a diesel fuel
• composition that comprises a Fischer-Tropsch derived diesel fuel component, typically a Fischer-Tropsch derived gas oil.
• the diesel fuel composition may consist of or comprise a biofuel component or an oxygenate component, such as a vegetable oil, hydrogenated vegetable oil or vegetable oil derivative (e.g. a fatty acid ester, in particular a fatty acid methyl ester, FAME) , or another oxygenate such as an acid, ketone or ester.
• a biofuel component or an oxygenate component such as a vegetable oil, hydrogenated vegetable oil or vegetable oil derivative (e.g. a fatty acid ester, in particular a fatty acid methyl ester, FAME) , or another oxygenate such as an acid, ketone or ester.
• the biofuel or oxygenate may preferably be bio-derived, i.e. comprise at least about 0.1 dpm/gC of carbon-14. It is known in the art that carbon-14 (C-14), which has a half-life of about 5,700 years, is found in bio-derived materials but not in fossil fuels.
• biofuel particularly an oxygenate.
• diesel fuel compositions comprising biofuel components
• esters of either a carboxylic acid or a vegetable oil such as FAME has been found to have a particularly detrimental effect on lubricant performance.
• biofuels/oxygenates in particular esters of either a carboxylic acid or a vegetable oil, and most particularly FAME, can accumulate relatively quickly in the lubricant due to their relatively high boiling points.
• biofuels/oxygenates, in particular esters of either a carboxylic acid or a vegetable oil, and most particularly FAME have surprisingly been found to lower the viscosity (i.e. viscometric performance) of lubricant beyond even levels predicted by viscometric models.
• a fuel composition preferably comprise the use of, a fuel composition
• a diesel fuel composition comprising an oxygenate (advantageously an ester of either a carboxylic acid or a vegetable oil, most advantageously FAME) optionally having a high amount of polar components, measurable for example with reference to unreacted acid (Acid value greater than 0.5 mg/KOH/g) or, particularly in the context of FAME, more than 0.8% w/w
• the fuel composition contains a biofuel component or oxygenate
• the biofuel or oxygenate is a biofuel component or oxygenate
• the fuel component may be present in quantities of between 1% and 99% w/w, for example.
• the fuel component may be present in quantities of between 1% and 99% w/w, for example.
• biofuel or oxygenate comprises at least 2% w/w biofuel or oxygenate, such as between 2% and 75% w/w.
• biofuel or oxygenate is present at between 2% and 45% w/w, such as between 3% and 35% w/w, between 4% and 25% w/w, or between 5% and 15% w/w.
• the biofuel or oxygenate component is FAME.
• FAME is present at 5% w/w to 15% w/w based on the total weight of the fuel composition.
• the base fuel may itself comprise a mixture of two or more diesel fuel components of the types described above.
• the fuel composition may also be a gasoline (petrol) fuel composition.
• gasoline petrol
• Such gasoline fuel compositions are well known in the art.
• DPF diesel particulate filter
• viscometric performance of a lubricant (as described anywhere herein) during a particulate filter regeneration cycle and/or a city driving cycle of the internal combustion engine.
• lubricant may be any lubricant fluid, typically an oil, which is suitable and/or adapted and/or intended for use in an internal combustion engine, in particular a diesel engine.
• Typical lubricant fluids are composed primarily of one or more base oils, which may be selected from any of the synthetic (lubricating) oils, mineral oils, natural oils or mixtures thereof.
• Mineral oils include liquid petroleum oils and solvent-treated or acid-treated mineral lubricating oils of the paraffinic, naphthenic or mixed paraffinic/naphthenic type, which may be further refined by hydrofinishing processes and/or dewaxing.
• Synthetic base oils include Fischer-Tropsch derived base oils, as well as olefin oligomers (PAOs) , dibasic acid esters, polyol esters and dewaxed waxy raffinates.
• PAOs olefin oligomers
• a base oil will suitably contain less than 1 %wt, preferably less than 0.1 %wt, of sulphur, as determined, for instance, by ASTM D-2622, D-4294, D-4927 or D-3120. It will suitably have a viscosity index of more than 80, preferably of more than 120, as measured according to ASTM D-2270. It may conveniently have a VK 100 of from 3.8 to 26
• centistokes mm 2 /s
• a lubricant fluid for use in an internal combustion engine might suitably have a VK 100 of from 2 to 80 centistokes (mmVs) , preferably from 3 to 70 centistokes (mm 2 /s) or from 4 to 50 centistokes (mm 2 /s) .
• VK 100 of from 2 to 80 centistokes (mmVs) , preferably from 3 to 70 centistokes (mm 2 /s) or from 4 to 50 centistokes (mm 2 /s) .
• Natural oils suitable for use as base oils include both animal and vegetable oils (e.g. castor or lard oil); liquid petroleum oils; and hydrorefined, solvent-treated or acid-treated mineral lubricating oils of the
• Oils of lubricating viscosity derived from coal or shale are also useful base oils.
• etherification, etc constitute another class of known synthetic lubricating oils. These are exemplified by polyoxyalkylene polymers prepared by polymerisation of ethylene oxide or propylene oxide; the alkyl and aryl ethers of these polyoxyalkylene polymers (e.g.
• methyl- polyisopropylene glycol ether having an average molecular weight of 1000, diphenyl ether of polyethylene glycol having a molecular weight of 500-1000, diethyl ether of polypropylene glycol having a molecular weight of 1000- 1500 ⁇ ; and mono-and polycarboxylic esters thereof, for example, the acetic acid esters, mixed C3-C8 fatty acid esters and the C13 oxo acid diester of tetraethylene glycol.
• Another suitable class of synthetic lubricating oils comprises the esters formed by reacting dicarboxylic acids (e.g.
• phthalic acid succinic acid, alkyl succinic acids and alkenyl succinic acids, maleic acid, azelaic acid, suberic acid, sebasic acid, fumaric acid, adip+-c acid, linoleic acid dimer, malonic acid, alkylmalonic acids, alkenyl malonic acids) with a variety of alcohols (e.g. butyl alcohol, hexyl alcohol, dodecyl alcohol, 2- ethylhexyl alcohol, ethylene glycol, diethylene glycol monoether, propylene glycol). Specific examples of these esters include dibutyl adipate, di (2-ethylhexyl) sebacate, di-n-hexyl fumarate, dioctyl sebacate,
• Esters useful as synthetic oils also include those made from C5 to C12 monocarboxylic acids and polyols and polyol ethers such as neopentyl glycol, trimethylolpropane, pentaerythritol, dipentaerythritol and tripentaerythritol .
• Silicon-based oils such as the polyalkyl-,
• polyaryl-, polyalkoxy, or polyaryloxysiloxane oils and silicate oils comprise another useful class of synthetic lubricating oils; they include tetraethyl silicate, tetraisopropyl silicate, tetra- (2-ethylhexyl) silicate, tetra- (4-methyl ⁇ 2-ethyl-hexyl) silicate, tetra- (p- tertbutylphenyl) silicate, hexa- (4-methyl ⁇ 2-pentoxy) disiloxane, poly (methyl) siloxanes and poly
• methylphenyl siloxanes include liquid esters of phosphorous-containing acids (e.g. tricresyl phosphate, trioctyl phosphate, diethyl ester of decylphosphonic acid) and polymeric tetrahydrofurans .
• phosphorous-containing acids e.g. tricresyl phosphate, trioctyl phosphate, diethyl ester of decylphosphonic acid
• polymeric tetrahydrofurans e.g. tricresyl phosphate, trioctyl phosphate, diethyl ester of decylphosphonic acid
• Lubricant fluids may typically contain additives as known in the art, for example oxidation inhibitors
• compatibility agents and/or detergents. They may also include other lubricant additives that perform specific functions not provided by the main components. These additional additives include, but are not limited to, corrosion inhibitors, VI improving additives, pour point depressants, zinc dialkyldithiophosphates, anti-wear agents, anti-foam agents, and/or friction modifiers.
• Suitable additives are described in US-A-5320765 and US- B-6528461.
• Suitable oxidation inhibitors include, for example, copper antioxidants, phenolic compounds and/or aminic compounds.
• Suitable dispersants include, for example, succinimides .
• Suitable detergents include, for example, salicylate, phenate and sulphonate detergents.
• Suitable anti-wear additives include zinc
• dithiophosphates examples of lubricating base oils, and of additives for use in lubricant fluids, are described at pages 15 to 23 of WO-A-2007/128740.
• polymeric VI improving additives in fuel compositions in accordance with the present invention, and assess their effects orr ⁇ the properties of lubricant oils in engines running on the fuel compositions.
• Fuel A One of the fuels, Fuel A, consisted of only base fuel made up of regular mineral diesel including 5%v FAME (without any performance additives) .
• the properties of Fuel A are summarised in Table 1:
• Fuel B consisted of Fuel A plus 0.5% w/w of a viscosity increasing component
• VI viscosity index
• TM divinylbenzene-polyisoprene star copolymer
• Table 2A illustrates the effect of the addition of the viscosity increasing component.
• Fuel A and Fuel B were successively used (in respective “runs") to power a Mercedes Benz OM646 common rail diesel engine, having the properties shown in Table 2B under identical engine operating conditions for 10 hours.
• soot filter regeneration mode operating conditions were chosen, for which the fuel dilution rate into the engine oil is high, e.g. soot filter regeneration mode.
• the engine was run continuously under * steady state conditions with active post injection at low engine speed and engine load, to simulate operating conditions for soot filter regeneration (high exhaust gas temperature) .
• soot filter regeneration high exhaust gas temperature
• the injection timings of the main and post injections were delayed compared to normal operation.
• the ratio of the injected fuel quantity between main and post injection was 2/3.
• VI improving additive therefore leads to an increased oil drain interval (ODI).
• ODI oil drain interval
• the use of the viscosity increasing fuel component compensates the dilution caused by fuel, and brings a longer ODI and a better protection.
• FAME Fatty Acid Methyl Esters
• Table 4 illustrates that this effect can be overcome according to the invention.
• Fuel A consisted of only base fuel made up of regular mineral sulphur free ( ⁇ 10 ppm) winter diesel including 7%v FAME (with performance additives) .
• Fuel B consisted of Fuel A plus 0.2% w/w of a viscosity increasing component
• TM 150 a polystyrene-polyisoprene di-block copolymer having a tendency to form star-like clusters (micelles) in solution.
• a pair of cars (VW-Golf 2.0 TDI from 2009) ran in parallel for 25 000 km on the same routes and at the same time.
• One car was fuelled with Fuel A and the other with Fuel B to compare the impact on the lubricants (engine oils), which were identical, previously unused mineral oil based low ash SAE 5W-30.
• the lubricant was regularly analysed for fuel dilution and viscosity (at 100 e C as per DIN EN 3104, VK 100).
• Fuel B counteracts, more specifically mitigages, the deterioration.
• Fuel B is able to counteract the deterioration in
• Example 2 shows that low viscosity of the lubricant and possible engine damage can be avoided by the use of a viscosity increasing component
• Example 3 (specifically a VI improving additive) in fuels. Such use is particularly beneficial during a city driving cycle and during DPF regeneration.
• Fuel A consisted of a regular mineral diesel fuel containing 5%v FAME; Fuel B consisted of Fuel A plus 5%v of a Fischer-Tropsch derived extra heavy base oil, as described in the Examples of WO 2009/080673; Fuel C consisted of Fuel A plus 0.5% w/w of a viscosity
• VI viscosity index
• TM SV
• TM divinylbenzene- polyisoprene star copolymer
• Example 1 The three fuels were used in running an engine as described in Example 1, wherein for each fuel the engine operating conditions were kept as set out in Table 3 in Example 1.

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• 2011
  • 2011-12-08 WO PCT/EP2011/072204 patent/WO2012076652A1/en active Application Filing
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