WO2012076653A1 - Améliorations apportées à l'économie de carburant - Google Patents

Améliorations apportées à l'économie de carburant Download PDF

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Publication number
WO2012076653A1
WO2012076653A1 PCT/EP2011/072205 EP2011072205W WO2012076653A1 WO 2012076653 A1 WO2012076653 A1 WO 2012076653A1 EP 2011072205 W EP2011072205 W EP 2011072205W WO 2012076653 A1 WO2012076653 A1 WO 2012076653A1
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WIPO (PCT)
Prior art keywords
fuel
viscosity
engine
fuel composition
diesel
Prior art date
Application number
PCT/EP2011/072205
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English (en)
Inventor
Andreas Hugo Brunner
Jurgen Johannes Jacobus Louis
Andreas Schäfer
Rodney Glyn Williams
Original Assignee
Shell Internationale Research Maatschappij B.V.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Shell Internationale Research Maatschappij B.V. filed Critical Shell Internationale Research Maatschappij B.V.
Priority to SG2013042098A priority Critical patent/SG190944A1/en
Priority to CA2819550A priority patent/CA2819550A1/fr
Priority to JP2013542545A priority patent/JP6338857B2/ja
Priority to RU2013131112/04A priority patent/RU2013131112A/ru
Priority to CN201180064516.7A priority patent/CN103314085B/zh
Priority to BR112013014274-0A priority patent/BR112013014274B1/pt
Priority to AU2011340462A priority patent/AU2011340462A1/en
Priority to EP11796666.3A priority patent/EP2649165B1/fr
Publication of WO2012076653A1 publication Critical patent/WO2012076653A1/fr

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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 a method of
  • Advanced combustion is an umbrella term that encompasses a number of different combustion modes, which typically involve one or more of the following features: fuel injection much advanced of Top Dead Centre (TDC) ; multiple fuel injections; high amounts of Exhaust Gas Recirculation (EGR) ; and high injection pressures. All of these modes generally attempt to achieve very low levels of NOx and soot (particulate matter) emissions through improved fuel-air mixing and reduced combustion
  • Typical after- treatments include devices such as catalytic converters (e.g. for removing NOx emissions) and/or particulate filters (e.g. to remove soot from the exhaust gas
  • Present means of controlling advanced combustion processes in an engine are based on monitoring various engine / combustion parameters, such as NOx production, and using an engine control unit to make adjustments to engine parameters to push the engine towards a set of conditions under which it is perceived that NOx
  • the engine is generally set-up to produce low NOx emissions and
  • this invention aims to overcome or alleviate at least one of the problems associated with the prior art .
  • the viscosity of the fuel can be increased either directly at the
  • a viscosity increasing component in an diesel fuel composition for the purpose of improving the fuel economy of an engine into which the fuel composition is or is intended to be introduced.
  • the invention further relates to such a use for improving the fuel economy of a vehicle powered by such an engine.
  • the engine is preferably a diesel or
  • gasoline fuel compositions and corresponding internal combustion engines of a non-compression ignition type are gasoline fuel compositions and corresponding internal combustion engines of a non-compression ignition type.
  • the diesel engine may also be a turbo-charged diesel engine.
  • the engine may be under the control of an engine management system (EMS ⁇ .
  • EMS ⁇ engine management system
  • Any fuel viscosity increasing component (or agent ⁇ may be used in accordance with the invention.
  • exemplary such components include refinery components, such as high-viscosity fuel and/or oil fractions, or additives such as viscosity index (VI) improving additives.
  • the viscosity increasing component may, therefore, be added to the fuel composition at the refinery or outside the refinery, such as prior to delivery to the point of sale or at the point of sale.
  • VI improving additives are well-known to the skilled person, and include compositions comprising block
  • a particularly suitable VI improving additive comprises a polystyrene-polyisoprene stellate copolymer, such as SVTM 200 (ex. Infineum,
  • the VI improving additive is used at a concentration in tire range of from 0.01 to 0.5% w/w, based on the total weight of the fuel composition.
  • the VI improving additive may be used at a concentration of between: (i) 0.01% w/w and 2.0% w/w; ⁇ ii) 0.05% w/w and 1.0% w/w; or (iii) 0.1% w/w and 0.5 w/w; based on the total weight of the fuel composition.
  • a suitable viscosity increasing component is a high viscosity diesel fuel or oil component, e.g. a refinery product, which has a higher kinematic viscosity than the base fuel to which it is (intended to be) added.
  • the high viscosity component is used as a minor amount (e.g. less than 50% w/w of the total fuel composition) , with the base fuel being the major component of the fuel composition.
  • the high viscosity diesel fuel / oil component is used at a ⁇ concentration of up to 20% of the total fuel composition; such as from approximately 1% to 10%.
  • the amount of high viscosity is used as a minor amount (e.g. less than 50% w/w of the total fuel composition) , with the base fuel being the major component of the fuel composition.
  • the high viscosity diesel fuel / oil component is used at a ⁇ concentration of up to 20% of the total fuel composition; such as from approximately 1% to 10%.
  • component is used in an amount sufficient to increase the kinematic viscosity of the fuel composition by (i) at least 0.2 mm 2 /s; (ii) 0.25 mm 2 /s to 1.0 mm 2 /s; or (iii) 0.32 mm 2 /s to 0.67 mm 2 /s; compared to the viscosity of the fuel composition prior to the addition of the
  • the viscosity increasing component is measured under standard conditions, such as at 40°C.
  • the resultant or desired final kinematic viscosity of the fuel composition may be determined according to the desired properties of the fuel and/or by national or International regulations and standards.
  • composition comprising the viscosity increasing component may be up to 4.5 mm 2 /s such as between 2.0 mm 2 /s and 4.0 mm 2 /s; or between 3.0 ram 2 /s and 3.8 mm 2 /s.
  • the diesel fuel composition may contain a biofuel.
  • the biofuel component may comprise fatty acid methyl esters (FAME) .
  • FAME fatty acid methyl esters
  • 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 improver and a high viscosity fuel or oil component.
  • the invention also relates to methods for improving / increasing the fuel economy of an engine or of a vehicle powered by such an engine.
  • the method comprises introducing into a combustion chamber of the engine a fuel composition comprising a viscosity increasing component.
  • a preferred fuel composition is a diesel fuel and a preferred engine is a compression ignition engine. It will be appreciated that all features and embodiments described in relation to the uses of the invention are applicable to the methods of the invention, unless otherwise stated.
  • the invention relates to a method of operating a compression, ignition engine and/or a vehicle which is powered by such an engine. In this aspect, the method involves introducing rnto a combustion chamber of the engine a fuel composition obtained by the methods of the invention.
  • the uses and/or methods of the invention may be for the purpose of reducing or mitigating a reduction in fuel economy that may, for example, be caused by the addition of a fuel component or additive that has been or is intended to be introduced into the fuel composition for any other purpose, e.g. for improving the emissions performance of the fuel concerned.
  • the use of the invention causes a minimal deterioration, neutral or better emissions performance compared to that of the diesel fuel comprised in the fuel composition prior to addition of the viscosity increasing component.
  • the uses and/or methods of the invention suitably have minimal, or no detrimental impact on the performance of an engine powered by the fuel composition, compared to its performance prior to addition of the viscosity improving component.
  • the uses and methods of the invention may be for formulating fuels that give
  • the fuel composition may be a diesel fuel corresponding to the European Standard EN 590 (2000), for example an "ultra low sulphur diesel".
  • the uses and methods may be for ameliorating fuel economy losses that are associated with fuels or fuel blends which have a low volumetric energy, for example to give lower vehicle emissions, such as in a fuel or fuel blend containing a diesel fuel corresponding to the Swedish Class 1
  • composition conferring greater fuel economy on an engine, and especially a diesel fuel composition for use in a compression ignition engine.
  • the method comprising adding a viscosity increasing component, such as defined herein, to the fuel composition; and blending the viscosity increasing component with the fuel composition to provide a fuel composition suitable for providing better fuel economy in a selected engine.
  • Figure 1 illustrates the "Ne European Driving cycle” (NEDC) , which includes four consecutive “city cycles” (ECE) and one extra-urban “overland cycle”
  • Figure 2 illustrates the NEDC measurements for fuel compositions of the invention against a control fuel composition
  • Figure 3 illustrates the fuel economy benefits achieved in accordance with the invention, as a function of the concentration of viscosity increasing component in the fuel. Error bars represent 2-sided 95% confidence intervals;
  • Figure 4 illustrates the fuel economy improvements achieved using fuel compositions of the invention during each phase of the NEDC test driving protocol, with weight of fuel consumed (y-axis) against test run (x-axis) : (A) fuel usage over the entire NEDC test protocol; (B) fuel usage over Phase 1 of the test protocol; (C) fuel usage over Phase 2 of the test protocol; (D) fuel usage over Phase 3 of the test protocol; (E) fuel usage over Phase 4 of the test protocol; and (F) fuel usage over the EUDC phase of the test protocol.
  • Viscosity Index ⁇ or VI
  • Viscosity Index highlights how a liquid's (or
  • a liquid decreases as its temperature increases.
  • Many lubricant or fuel applications require the liquid to perform across a wide range of engine conditions: for example, at start-up when the liquid is at prevailing temperature of the environment, as well as when it is running (up to 200 °C /392 °F) .
  • a fuel composition will not vary much in viscosity over its typical operating temperature range (i.e. it will have a relatively high VI) .
  • kinematic viscosity is measured using standardised testing procedures known to the person of skill in the art, such as ASTM D-445 or EN ISO 3104.
  • viscosity increasing component encompasses any component that, when added to a fuel composition at a suitable concentration, has the effect of increasing the viscosity of the fuel
  • composition relative to its previous viscosity at one or more temperatures within the operating temperature range of the fuel.
  • the term encompasses high viscosity fuel or oil components as well as natural or synthetic fuel or oil additives.
  • VI improvers are additives that increase the viscosity of the fluid throughout the useful temperature range of the VI
  • the useful operating temperature preferably overlaps at least a portion of the operating temperature range of a fuel composition in an engine.
  • VI improvers are polymeric molecules that are sensitive to temperature. At low temperatures, the molecule chains contract and so do not significantly impact on the fluid viscosity. However, at high temperatures, the molecule chains contract and so do not significantly impact on the fluid viscosity. However, at high temperatures, the molecule chains contract and so do not significantly impact on the fluid viscosity. However, at high temperatures, the molecule chains contract and so do not significantly impact on the fluid viscosity. However, at high
  • VI improvers There are many types and structures of VI improvers. Higher molecular weight polymers make better thickeners but tend to have less resistance to mechanical shear. On the other hand, lower molecular weight polymers are more shear-resistant, but do not improve viscosity as
  • an "increase" in the context of fuel viscosity embraces any degree of increase compared to a previously measured viscosity under the same or
  • the increase is suitably compared to the viscosity of the fuel composition prior to incorporation of the viscosity increasing (or
  • the viscosity increase may be measured in comparison to an otherwise analogous fuel composition (or batch or the same fuel composition) ; for example, which is intended (e.g. marketed) for use in an internal combustion engine, in particular a diesel engine, prior to adding a
  • the present invention may, for example, involve adjusting (i.e. increasing) the viscosity of the fuel composition, using the viscosity increasing component in order to achieve a desired target viscosity.
  • the viscosity increasing component is used in a sufficient quantity to increase the viscosity of ' the fuel composition to which it is added as measured under the same conditions.
  • the increase in kinematic viscosity may be measured at any suitable temperature, such as at 40°C or at 100°C. Conveniently, viscosity is measured at 40°C.
  • the viscosity increasing component is used in an amount to increase the viscosity by at least 0.05 mm 2 /s, at least 0.1 mm 2 /s, or at least 0.2 mm 2 /s.
  • the viscosity increase may be between 0.25 ram 2 /s and 2.0 mm 2 /s; or between 0.25 mm 2 /s and 1.0 mm 2 /s.
  • the viscosity increase is between 0.3 mm 2 /s and 0.8 mm/s, such as between 0.32 mm 2 /s and 0.67 mm 2 /s.
  • an "increase" in the context of fuel economy encompasses any amount of increase compared to the fuel economy of the same fuel composition prior to addition of the viscosity increasing component, as measured in the same or equivalent engine.
  • the increase in fuel economy may be measured relative to an analogous fuel composition under the same or
  • the increase is suitably compared to the fuel economy of an engine or vehicle prior to incorporation of the viscosity increasing (or improving) component or additive .
  • the increase in fuel economy may be measured and/or reported in any suitable manner, such as a percentage increase, as an increase in distance travelled (e.g. km) for a set volume of fuel (e.g. L) , or as a reduction in fuel volume or mass to travel a particular distance under the same conditions (e.g. speed, workload).
  • the percentage increase may be at least 0.1%, such as at least 0.2%.
  • the percentage increase in fuel economy is at least 0.25%, or at least 0.5%. More suitably, the increase in fuel economy is at least 1.0%, at least 2.0% or at least 3.0%. In some particularly preferred embodiments, the increase in fuel economy is at least 5.0% or even at least 10%.
  • the engine in which the fuel composition of the invention is used may be any appropriate engine.
  • the fuel is a diesel or biodiesel fuel composition
  • the engine is a diesel or compression ignition engine.
  • any type of diesel engine may be used, such as a turbo charged diesel engine, provided the same or equivalent engine is used to measure fuel economy with and without the viscosity increasing component.
  • the invention is applicable to an engine in any vehicle.
  • the invention is also applicable to any driving conditions, such as urban, extra urban and/or motorway / freeway / test track driving
  • 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 diesel base fuels ⁇ and optionally with one or more fuel additives.
  • the viscosity increasing component is preferably incorporated into the fuel composition before the
  • composition is introduced into an engine which is to be run on the composition.
  • the viscosity increasing component may be dosed directly into (e.g. blended with) one or more components of the fuel composition or the base fuel at the refinery.
  • it may be pre-diluted in a suitable fuel component, which subsequently forms part of the overall automotive fuel composition.
  • it may be added to an automotive 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
  • dispensers for customer tanks and vehicles.
  • the "use" of the invention may also encompass the supply of a viscosity increasing component together with instructions for its use in an automotive fuel composition to achieve one of the benefits of the present invention (e.g. an increase in fuel economy in a particular internal combustion engine or in a particular vehicle) .
  • the viscosity increasing component may
  • the viscosity increasing component or 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 invention may involve running an engine on the fuel composition containing the viscosity increasing component, typically by introducing the fuel composition into a combustion chamber of the engine.
  • two or more viscosity increasing components may be used in an automotive fuel composition to provide one or more of the effects of the invention described herei .
  • Viscosity increasing components may be high
  • high viscosity fuel or oil derivatives may include group 3 lubricant base oils of higher
  • compositions may be used at any time. These compositions may be used at any time.
  • VI improving additives tend to be synthetically prepared, and are therefore typically available with a well defined constitution and quality, in contrast to, for example, mineral derived viscosity increasing fuel components (refinery streams) , the constitution of which can vary from batch to batch. VI improving additives are also widely available, for use in lubricants, which can again make them an attractive additive for the new use proposed by the present invention. They are also often less expensive, in particular in view of the lower concentrations needed, than other viscosity increasing components such as mineral base oils.
  • the VI improving additive used in a fuel composition in accordance with the present invention may be polymeric in nature. It may, for example, be selected from: a) styrene-based copolymers, in particular block copolymers, for example those available as KratonTM D or KratonTM G additives (ex. Kraton) or as SVTM additives (ex.
  • copolymers and polystyrene-polybutadiene copolymers.
  • Such copolymers may be block copolymers, such as SVTM 150 (a polystyrene-polyisoprene di-block copolymer) , or the KratonTM additives (styrene-butadiene-styrene tri-block copolymers or styrene-ethylene-butylene block
  • copolymers may be tapered copolymers, for instance styrene-butadiene copolymers. They may be stellate
  • ⁇ "star" copolymers as for instance in SVTM 200 and SVTM 260 (styrene-polyisoprene star copolymers) ; b) other block copolymers based on ethylene, butylene, butadiene, isoprene or other olefin monomers, such as 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
  • a VI improving additive may include one or more compounds of inorganic origin, for example zeolites.
  • VI improvers which comprise copolymerised polar monomers containing nitrogen and oxygen atoms; alkyl aromatic-type VI improvers; and certain pour point depressants known for use as VI improvers .
  • additives of type (a) and (b) may be preferred; and in particular additives of type (a) .
  • VI improving additives which contain, or ideally consist essentially of, block copolymers, may be preferred, as in general these can lead to fewer side effects such as increases in deposit and/or foam
  • the VI improving additive may, for example, comprise a block copolymer which contains one or more olefin, monomer blocks, typically selected from ethylene, propylene, butylene, butadiene, isoprene and styrene monomers.
  • a particularly preferred type of VI improver is a star copolymer based on styrene and isoprene; and a specifically preferred VI improver is SVTM 200, a
  • VK 40 The kinematic viscosity at 40°C (VK 40, as measured by ASTM D-445 or EN ISO 3104) of the VI improving
  • additive is suitably 40 mm 2 /s or greater, preferably 100 mm 2 /s or greater, more preferably 1000 mm/s or greater.
  • Its density at 15°C (ASTM D-4052 or EN ISO 3675) is suitably 600 kg/m 3 or greater, preferably 800 kg/m 3 or greater.
  • Its sulphur content (ASTM D-2622 or
  • EN ISO 20846 is suitably 1000 mg/kg or lower, preferably 350 mg/kg or lower, more preferably 10 mg/kg or lower.
  • the VI improving additive may be pre-dissolved in a suitable solvent, for example an oil such as a mineral oil or Fischer-Tropsch derived hydrocarbon mixture; a fuel component (which again may be either mineral or Fischer-Tropsch derived) compatible with the fuel composition in which the additive is to be used (for example a middle distillate fuel component such as a gas oil or kerosene, when intended for use in a diesel fuel composition) ; a poly alpha olefin; a so-called biofuel such as a fatty acid alkyl ester (FAAB) , a Fischer- Tropsch derived biomass-to-liquid synthesis product, a hydrogenated vegetable oil, a waste or algae oil or an alcohol such as ethanol; an aromatic solvent; any other hydrocarbon or organic solvent; or a mixture thereof.
  • a suitable solvent for example an oil such as a mineral oil or Fischer-Tropsch derived hydrocarbon mixture
  • a fuel component which again may be either mineral or Fischer-Tropsch derived
  • a middle distillate fuel component
  • Fischer-Tropsch derived components such as the vx XtL" components referred to below.
  • Biofuel solvents may also be preferred in certain cases.
  • the concentration of the VI improving additive in the fuel composition may be up to 2% w/w, suitably up to 1.0% w/w and more suitably 0.5 %w/w. It may be 0.001% w/w or greater, suitably 0.01% w/w or greater, more suitably 0.05% w/w or greater, and still more suitably 0.1% w/w or greater. Suitable concentrations ranges may for instance be from approximately 0.001 to 2.0% w/w, 0.01 to 2.0% w/w, 0.01 to 1.0% w/w, 0.01 to 0.5% w/w, 0.05 to 1.0% w/w, 0.05 to 0.5% w/w, 0.1 to 0.5% w/w, or from 0.1 to 0.3% w/w.
  • the amount of VI improving additive may be approximately from 0.15 to 0.25% w/w.
  • Particularly useful concentrations of VI improver are approximately 0.1% w/w and 0.2% w/w based on the total weight of the fuel composition.
  • the VI improver is selected from the SVTM series of VI improvers (as described above) , and these are beneficially used in the range of 0.05 to 0.5% w/w.
  • concentrations are for the VI improving additive itself, and do not take account of any solvent (s) with which its active ingredient may be pre-diluted; and are based on the mass of the overall fuel composition. Where a combination of two or more VI improving additives is used in the composition, the same concentration ranges may apply to the overall combination of VI improving additives. It will be appreciated that amounts / concentrations may also be expressed as ppm, in which case 1% w/w corresponds to 10,000 ppm w/w.
  • composition will typically consist of one or more automotive base fuels, for example
  • concentration of the VI improving additive used may depend on desirable fuel characteristics / properties, such as: the desired viscosity of the overall fuel composition; the viscosity of the composition prior to incorporation of the additive; the viscosity of the additive itself; and/or the viscosity of any solvent in which the additive is used.
  • the relative proportions of the VI improving additive, fuel component (s) and any other components or additives present in a diesel fuel composition prepared according to the invention may also depend on other desired properties such as density, emissions performance and cetane number. Density of the overall fuel composition may in some cases be a
  • Emission levels may be measured using standard testing procedures such as the European R49, ESC, OICA or ETC (for heavy-duty engines) or ECE+EUDC or MVEG (for light-duty engines) test cycles. Ideally emissions performance is measured on a diesel engine built to comply with the Euro II standard emissions limits (1996) or with the Euro III (2000), IV (2005) or even V (2008) standard limits.
  • Viscosity index improving additives are well known for use in lubricant formulations, where they are used to maintain viscosity as constant as possible over a desired temperature range by relatively increasing viscosity (i.e. slowing the decrease in viscosity) at higher temperatures. They are typically based on relatively high molecular weight, long chain polymeric molecules that can form conglomerates and/or micelles. These molecular systems expand at higher temperatures, thus further restricting their movement relative to one another and in turn increasing the viscosity of the system.
  • Known VI improvers are typically included in lubricating oil formulations at
  • VI improving additives can significantly increase the viscosity of an automotive fuel composition, in particular a diesel fuel
  • compression ignition engines are preferred. Furthermore, the advantages of the invention may apply in turbo charged engines as well as in non-turbo engines.
  • the present invention can provide an effective way of improving the fuel economy of an internal
  • a component for use in accordance with the invention may vary depending of fuel type and/or engine type; a further benefit of the invention is that under some conditions the amount of VI improver needed to observe the benefit of the invention may be surprisingly low, such as at the level of typical fuel additives. This in turn can reduce the cost and complexity of the fuel preparation process. For example, it can allow a fuel composition to be altered, in order to improve fuel economy, by the
  • Another aspect of the invention provides a method of operating an internal combustion engine and/or a vehicle powered by such an engine, which comprises introducing into a combustion chamber of the engine a fuel
  • the fuel composition is preferably introduced for one or more of the purposes described in connection with this invention.
  • the engine is preferably operated with the fuel composition for the purpose of improving its fuel economy.
  • the engine is in particular a diesel engine, and may be a turbo charged diesel engine.
  • the diesel engine 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. It may be a heavy or a light duty diesel engine. For example, it may be an electronic unit direct injection (EUDI) engine.
  • EUDI electronic unit direct injection
  • a further advantage of the present invention is that VI improving additives are designed specifically to increase viscosity at higher temperatures. Since
  • VI improving additives are believed capable of providing greater benefits than other more conventional viscosity increasing components in improving fuel economy
  • a VI improving additive can increase the viscosity of a fuel composition, in
  • the expected viscosity of a blend of two or more liquids having different viscosities can be calculated using a three- step procedure (see Hirshfelder et al., "Molecular Theory of Gases and Liquids", First Edition, Wiley (ISBN 0-471- 40065-3) ; and Maples (2000) , “Petroleum Refinery Process Economics", Second Edition, Pennwell Books (ISBN 0-87814- 779-9)). By way of example, it has been found (see e.g.
  • WO 2009/118302 that a blend of 99% w/w of a sulphur-free diesel fuel having a VK 40 (kinematic viscosity at 40°C) of 2.15 mm 2 /s with 1% w/w of the VI improving additive SVTM 261 (which has a VK 40 of 16,300 mmVs) has an overall measured VK 40 of 3.19 mm 2 /s.
  • VK 40 linear viscosity at 40°C
  • VI improving additive SVTM 261 which has a VK 40 of 16,300 mmVs
  • incorporation of this VI improver increased the VK 40 of the diesel fuel by 0.44 mm 2 /s; whereas the formulae described in Hirshfelder et al., for example, would predict a theoretical VK 40 of 2.84 mm 2 /s, (i.e.
  • SVTM 261 is a mixture of 15% w/w block copolymers (e.g. SVTM 260, also ex. Infineum) with 85% w/w mineral oil) .
  • a fuel composition prepared according to the present invention (in particular a diesel fuel composition) will suitably have a VK 40 of 2.0 mm 2 /s or greater, 2.5 mm 2 /s or greater, 2.7 mm 2 /s or greater, 2.8 mm 2 /s or greater, or preferably 2.9 mm 2 /s or greater.
  • the VK 40 may be up to 4.5 mm 2 /s, up to 4.2 mm 2 /s, or up to 4.0 mm/s.
  • the VK 40 of the fuel composition including the viscosity increasing component is in the range of 3.0 mm 2 /s to 4.0 mm/s, such as 3.0 mm 2 /s to 3.8 mm 2 /s, 3.1 mm 2 /s to 3.7 mm 2 /s, or 3.2 mm/s to 3.6 mm 2 /s.
  • the VK 40 of the composition may be as low as 1.5 mm 2 /s, although it is preferably approximately 1.7 or 2.0 mm 2 /s or greater. It should be appreciated that references to viscosity herein are, unless otherwise specified, intended to mean
  • the composition preferably has a relatively high density for a diesel fuel composition, such as 830 kg/m 3 or greater at 15°C (AST D-4052 or EN ISO 3675),
  • a diesel fuel composition prepared according to the present invention may in general be any type of diesel fuel composition suitable for use in a compression ignition (diesel) engine. It may contain, in addition to the VI improving additive, other standard diesel fuel components. It may, for example, include a major
  • proportion means at least 50% w/w, and typically at least 85% w/w based on the overall composition. More suitably, at least 90% w/w or at least 95% w/w; and in some cases at least 98% w/w or at least 99% w/w of the fuel composition consists of the diesel base fuel.
  • a diesel fuel composition prepared according to the present invention may comprise one or more diesel fuel components of conventional type.
  • Such components will typically comprise 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 hydride- sulphurisation (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.
  • the fuel composition will include one or more cracked
  • a diesel base fuel may consist of or comprise a Fischer-Tropsch derived diesel fuel component, typically a Fischer-Tropsch derived gas oil.
  • Fischer-Tropsch derived means that a material is, or is obtained from, a synthesis product of a Fischer- Tropsch condensation process.
  • a Fischer-Tropsch derived fuel or fuel component will therefore be a hydrocarbon stream in which a substantial portion, except for added hydrogen, is derived directly or indirectly from a
  • Fischer-Tropsch condensation process converts 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 .
  • a Fischer-Tropsch derived diesel 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 fractionation or hydrotreating of the refining or synthesis product to give a
  • fraction (s) typically gas oil fraction (s) , may
  • Fischer-Tropsch fuels may be derived by converting gas, biomass or coal to liquid (XtL) , specifically by gas to liquid conversion (GtL) , or from biomass to liquid conversion (BtL) . Any form of Fischer-Tropsch derived fuel component may be used as a base fuel in accordance with the invention.
  • ⁇ typically have a density of from 750 to 900 kg/m 3 , from 800 to 860 kg/m 3 , at 15°C (ASTM D-4052 or EN ISO 3675) and/or a VK 40 of from 1.5 to 6.0 mm 2 /s (ASTM D-445 or BN ISO 3104) .
  • the base fuel may itself comprise a mixture of two or more diesel fuel components of the types described above.
  • the diesel fuel may consist of or comprise a so-called
  • biodiesel fuel component such as a vegetable oil, hydrogenaired 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 vegetable oil hydrogenaired vegetable oil or vegetable oil derivative (e.g. a fatty acid ester, in particular a fatty acid methyl ester, FAME)
  • FAME fatty acid methyl ester
  • another oxygenate such as an acid, ketone or ester.
  • the biodiesel component may be present in quantities of between 1% and 99% w/w, for example.
  • the fuel comprises at least 2% w/w biodiesel, such as between 2% and 80% w/w. In some cases the
  • biodiesel is present at between 2% and 50% w/w, such as between 3% and 40% w/w, between 4% and 30% w/w, or between 5% and 20% w/w.
  • the biodiesel component is FAME.
  • FAME is present at approximately 5% w/w based on the total weight of the fuel composition.
  • the base fuel(s) may have a relatively low
  • viscosity (e.g. less than 3.0 mm 2 /s) , and may then be "improved” by incorporation of the viscosity increasing component.
  • a base fuel component which is perhaps not intrinsically beneficial for good engine fuel economy, e.g. because refining processes or additives have been used to optimise another important property of the fuel (such as exhaust gas emissions) , may thus be modified so as to improve fuel economy. Any detrimental effect that the additive or refining process might have been expected to have on fuel economy may be at least partially counteracted by increasing the viscosity of the fuel.
  • the relatively lower expected fuel economy level may be a result of the operating conditions of the engine or vehicle concerned, for example, as may be controlled by an engine management system. Accordingly, the uses and methods of the invention may also go some way towards counteracting lower engine fuel economy resulting, at least in part, from engine operating conditions / parameters.
  • the base fuel(s) consist of or comprise
  • Such base fuels may in some cases have a V 40 (ASTM D-445 or EN ISO 3104) that is below the maximum permitted by the European diesel fuel specification EN 590, for instance below 4.5 mm 2 /s, or below 3.5, 3.2 or 3.0 mm 2 /s. In cases they may have a VK 40 below the minimum permitted by EN 590, for example below 2.0 mmVs or even below 1.5 mm 2 /s.
  • the VI improving additive may be pre-diluted in one or more such fuel components, prior to its incorporation into the final automotive fuel
  • an automotive diesel fuel composition prepared according to the present invention will suitably comply with applicable current standard specificatio (s) such as, for example, EN 590 (for Europe) or ASTM D-975 (for the USA) .
  • the overall fuel composition may have a density from 820 to 845 kg/m 3 at 15°C (ASTM D- 4052 or EN ISO 3675); a T95 boiling point (ASTM D-86 or EN ISO 3405) of 360°C or less; a measured cetane number (ASTM D-613) of 51 or greater; a VK 40 ⁇ ASTM D-445 or EN ISO 3104 ⁇ from 2 to 4.5 mm 2 /s; a sulphur content (ASTM D- 2622 or EN ISO 20846) of 50 mg/kg or less; and/or a polycyclic aromatic hydrocarbons ⁇ PAH) content ⁇ IP 391 (mod) ) of less than 11% w/w .
  • Relevant specifications may, however, differ from country to country and from year to year, and may depend
  • diesel fuel composition prepared according to the present invention may contain fuel components with properties outside of these ranges, since the properties of an overall blend may differ, often significantly, from those of its individual constituents,
  • a diesel fuel composition prepared according to the present invention suitably contains 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, beneficially no more than 350 ppmw, suitably no more than 100 or 50, or even 10 ppmw of sulphur.
  • An automotive fuel composition prepared according to the present invention, or a base fuel used in such a composition may contain one or more fuel additives, or may be additive-f ee. If additives are included (e.g. added to the fuel at the refinery) , it may contain minor amounts of one or more additives. Selected examples or suitable additives include (but are not limited to) :
  • enhancing additives e.g. ester- and acid-based
  • dehazers e.g. alkoxylated phenol
  • polyether-modified polysiloxanes polyether-modified polysiloxanes
  • ignition improvers / cetane improvers e.g. 2 ⁇ ethylhexyl nitrate (EHN) , cyclohexyl nitrate, di-tert-butyl peroxide
  • anti-rust agents e.g. a propane-1, 2-diol semi-ester of
  • tetrapropenyl succinic acid or polyhydric alcohol esters of a succinic acid derivative
  • corrosion inhibitors
  • antioxidants e.g., sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite., sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite, sodium metabisulfite
  • phenolics such as 2 , 6-di-tert-butylphenol ) ; metal
  • composition may for example contain a
  • detergent containing diesel fuel additives are known and commercially available. Such additives may be added to diesel fuels at levels intended to reduce, remove or slow the build up of engine deposits. In some embodiments, it may be advantageous for the fuel
  • composition to contain an anti-foaming agent, more preferably in combination with an anti-rust agent and/or a corrosion inhibitor and/or a lubricity enhancing additive .
  • composition contains such additives (other than the viscosity increasing components of the composition).
  • the fuel composition suitably contains a minor proportion (such as 1% w/w or less, 0.5% w/w or less, 0.2% w/w or less), of the one or more fuel additives, in addition to the viscosity increasing component ⁇ s ) .
  • the (active matter) concentration of each such additive component in the fuel composition may be up to 10000 ppmw, such as in the range of 0.1 to 1000 ppmw; and advantageously from 0.1 to 300 ppmw, such as from 0.1 to 150 ppmw .
  • one or more additive components may be co-mixed (e.g. together with suitable diluent) in an additive concentrate, and the additive concentrate may then be dispersed into a base fuel or fuel composition.
  • the viscosity increasing component, particularly the VI improver may, in
  • Such a fuel additive mixture typically contains a detergent, optionally together with other components as described above, and a diesel fuel-compatible diluent, which may be a mineral oil, a solvent such as those sold by Shell companies under the trade mark "SHELLSOL", a polar solvent such as an ester and, in particular, an alcohol (e.g. hexanol, 2- ethylhexanol, decanol, isotridecanol and alcohol mixtures such as those sold by Shell companies under the trade mark "LINEVOL”, especially LINEVOL 79 alcohol which is a mixture of C7-9 primary alcohols, or a C 12 -i4 alcohol mixture which is commercially available) .
  • a detergent optionally together with other components as described above
  • a diesel fuel-compatible diluent which may be a mineral oil, a solvent such as those sold by Shell companies under the trade mark "SHELLSOL”, a polar solvent such as an ester and, in particular, an alcohol (e.g. he
  • the total content of the additives in the fuel composition may be suitably between 0 and 10000 ppmw and more suitably below 5000 ppmw.
  • amounts e.g. concentrations, ppmw and %w/w
  • active matter i.e.
  • the present invention involves adjusting the viscosity of the fuel composition, using the viscosity increasing component (e.g. a VI improving additive) , in order to achieve a desired target
  • the viscosity increasing component e.g. a VI improving additive
  • the viscosity increasing component or VI improver increases the viscosity of the fuel composition by at least 0.05 mm 2 /s and less than 2.0 mm 2 /s, as previously noted. More suitably, the viscosity increase is between 0.25 mm 2 /s and 1.0 mm 2 /s, such as between 0.3 rom/s and 0.8 mm 2 /s. In some particular embodiments, the viscosity increase is approximately 0.32 mm 2 /s,
  • composition may often be limited by relevant legal and/or commercial specifications, such as the European diesel fuel specification EN 590 that stipulates a maximum VK 40 of 4.5 mm 2 /s, whilst a Swedish Class 1 diesel fuel must have a VK 40 of no greater than 4.0 mm 2 /s.
  • European diesel fuel specification EN 590 stipulates a maximum VK 40 of 4.5 mm 2 /s
  • Swedish Class 1 diesel fuel must have a VK 40 of no greater than 4.0 mm 2 /s.
  • Typical commercial automotive diesel fuels are currently
  • the present invention may involve manipulation of an otherwise standard specification automotive fuel composition, using a VI improving additive, to increase its viscosity so as to improve the fuel economy of an engine into which it is, or is intended to be, introduced, while remaining within desired or legal viscosity ranges.
  • the density of the fuel composition is affected by less than 1%, such as less than 0.1% by addition of the viscosity increasing component, for example, as measured using the standard test method ASTM D-4052 or EN ISO 3675.
  • automotive fuel composition which process involves blending an automotive base fuel with a viscosity increasing component.
  • the blending may be carried out for one or more of the purposes described herein.
  • a viscosity increasing component As the viscosity increasing component, a VI improver, in particular, ShellVis 200 ("SV200”) was used.
  • SV200 ShellVis 200
  • OM646.963L the "OM646 engine” ⁇ .
  • the OM646 engine is a common rail diesel engine installed on PAE test stand 007. Relevant
  • the OM646 engine has an "open" EMS and therefore the ability to have all relevant EMS data recorded. Prior to the start of tests the engine test bed was prepared and preconditioned with the aim of achieving good
  • the NEDC driving cycle consist of four repeated urban driving cycles ⁇ ECE ⁇ and an extra-urban driving cycle ⁇ EUDC) r which accounts for higher speed driving modes.
  • the NEDC is a widely recognised industry standard test cycle.
  • test fuel composition Al was obtained from base fuel composition AO by adding FAME to 5% w/w.
  • Test fuels Bl and B2 were then obtained from fuel Al by adding VI improver SV200 at concentrations of 1000 mg/kg or 2000 mg/kg respectively.
  • the resultant test fuels had absolute fuel viscosity increases at 40°C of 0.32 and 0.67 mm 2 /s, for Bl and B2, respectively, as shown in Table 4.
  • These higher viscosity fuels (Bl and B2 ⁇ were referenced against a zero-sulphur diesel(ZSD) base fuel Al.
  • test results are the average fuel economy results over 20 cycles.
  • separate fuel consumption data for the four 1 km ECE cycles are the four 1 km ECE cycles.
  • Table 3 shows the test sequence that was used for the assessment.
  • graph E represents the fuel usage over Phase 3 of the test protocol
  • graph E represents the fuel usage over Phase 4 of the test protocol
  • graph F represents the fuel usage over the EUDC phase of the test protocol.
  • the objective of this study was to evaluate the influence of fuel viscosity on diesel fuel economy in the OM646 bench engine. As shown " in Table 5, use of the commercially available viscosity improver, ShellVis 200 at 2000 mg/kg resulted in a fuel economy benefit compared to the control fuel of approximately 0.6% over the NEDC cycle at a significance level of 99%. Also as indicated, in some cycles the fuel economy benefit in the test was over 1% compared with a control fuel lacking the
  • This work represents the first correlation between viscosity of diesel fuel compositions and fuel economy. This relationship may be used in blending desirable fuel compositions, and for selecting fuels for blending based not only on desirable properties such as emissions performance, engine cleaning effect, power and/or acceleration; but also for fuel economy under all or particular driving conditions.

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Abstract

L'invention concerne l'utilisation d'un composant augmentant la viscosité dans une composition de carburant diesel, en vue d'améliorer l'économie de carburant d'un moteur ou d'un véhicule propulsé par un tel moteur. Le composant augmentant la viscosité est un additif améliorant l'indice de viscosité (VI), tel qu'un copolymère en étoile de polystyrène-polyisoprène. Le carburant diesel peut comprendre un biocarburant. L'invention concerne aussi des procédés d'utilisation d'un composant augmentant la viscosité en vue d'améliorer l'économie de carburant, et des procédés de fonctionnement d'un moteur diesel.
PCT/EP2011/072205 2010-12-08 2011-12-08 Améliorations apportées à l'économie de carburant WO2012076653A1 (fr)

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SG2013042098A SG190944A1 (en) 2010-12-08 2011-12-08 Improvements relating to fuel economy
CA2819550A CA2819550A1 (fr) 2010-12-08 2011-12-08 Ameliorations apportees a l'economie de carburant
JP2013542545A JP6338857B2 (ja) 2010-12-08 2011-12-08 燃料経済性に関する向上
RU2013131112/04A RU2013131112A (ru) 2010-12-08 2011-12-08 Улучшения в облости экономии топлива
CN201180064516.7A CN103314085B (zh) 2010-12-08 2011-12-08 有关燃料经济性的改进
BR112013014274-0A BR112013014274B1 (pt) 2010-12-08 2011-12-08 Uso de um componente que aumenta a viscosidade
AU2011340462A AU2011340462A1 (en) 2010-12-08 2011-12-08 Improvements relating to fuel economy
EP11796666.3A EP2649165B1 (fr) 2010-12-08 2011-12-08 Utilisation des additifs pour améliorations associées à l'économie de carburants

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CN105102597A (zh) * 2013-03-28 2015-11-25 吉坤日矿日石能源株式会社 省燃费机油组合物
EP3116979B1 (fr) 2014-03-12 2018-11-14 The Lubrizol Corporation Méthode de lubrification d'un moteur de combustion
WO2020070246A1 (fr) * 2018-10-05 2020-04-09 Shell Internationale Research Maatschappij B.V. Compositions de carburant
WO2020157017A1 (fr) 2019-01-29 2020-08-06 Shell Internationale Research Maatschappij B.V. Améliorations concernant une économie de carburant

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JP6147090B2 (ja) * 2013-05-28 2017-06-14 日油株式会社 ディーゼルエンジン用軽質燃料油リーク抑制剤及び軽質燃料油組成物
RU2615510C1 (ru) * 2016-03-21 2017-04-05 федеральное государственное бюджетное образовательное учреждение высшего образования "Казанский национальный исследовательский технологический университет" (ФГБОУ ВО "КНИТУ") Способ получения нефти с пониженной вязкостью и температурой застывания
CN114746533A (zh) * 2020-08-03 2022-07-12 Jts工程私人有限公司 燃料利用方法

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SG190944A1 (en) 2013-07-31
BR112013014274B1 (pt) 2019-07-02
CA2819550A1 (fr) 2012-06-14
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CN103314085B (zh) 2016-06-01
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JP6338857B2 (ja) 2018-06-06
BR112013014274A2 (pt) 2016-09-20

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