Classifications

• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G OR C10K; LIQUIFIED PETROLEUM GAS; USE OF ADDITIVES TO FUELS OR FIRES; FIRE-LIGHTERS
  • C10L1/00—Liquid carbonaceous fuels
  • C10L1/04—Liquid carbonaceous fuels essentially based on blends of hydrocarbons
  • C10L1/06—Liquid carbonaceous fuels essentially based on blends of hydrocarbons for spark ignition
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
  • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W20/00—Control systems specially adapted for hybrid vehicles
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G OR C10K; LIQUIFIED PETROLEUM GAS; USE OF ADDITIVES TO FUELS OR FIRES; FIRE-LIGHTERS
  • C10L2270/00—Specifically adapted fuels
  • C10L2270/02—Specifically adapted fuels for internal combustion engines
  • C10L2270/023—Specifically adapted fuels for internal combustion engines for gasoline engines

Definitions

• the invention is in the field of fuel formulations, particularly gasoline-type fuel formulations .
• Hybrid Electric Vehicles make use of both electrical energy stored in re-chargeable batteries and the mechanical energy converted from fuel, usually hydrocarbon based, by a conventional internal combustion engine (ICE) .
• the batteries are charged during driving operation by the ICE and also by recovering kinetic energy during deceleration and braking. This process is offered by a number of vehicle original equipment manufacturers (OEMs) for some of their vehicle models.
• HEVs typically provide a normal driving experience, with the principle advantage of improved fuel consumption in comparison to conventional ICE only vehicles.
• Plug-in Hybrid Electric Vehicles (PHEVs) have similar
• HEVs HEVs
• PHEVs typically have larger battery packs than HEV which affords some all-electric range capability.
• Dynamic driving will use electric power and ICE, though the area of operation using an internal combustion engine (ICE) for propulsion may be restricted to cruising and intercity driving. Consequently the fuel appetite of vehicles may well be different from that required currently for conventional ICE or HEV equipped vehicles.
• ICE internal combustion engine
• the increased EV mode capacity and plug-in charging function further reduce the level of ICE activity. This can lead to significantly extended residence time for the fuel tank contents compared to HEV and conventional ICE vehicles .
• thermodynamic efficiency of an internal combustion cannot be fully optimised across a wide range of operating conditions.
• the ICE has a relatively narrow dynamic range.
• Electrical machines on the other hand can be designed to have a very wide dynamic range, e.g. are able to deliver maximum torque at zero speed. This control flexibility is well recognised as a useful feature in industrial drive applications and offers potential in automotive applications .
• centrifugal forces can be produced at high speeds. These can be destructive.
• HEVs and PHEVs the electric motor is therefore able to provide only some of the dynamic range. However, this can allow the efficiency of the ICE to be optimised over a narrower range of
• the invention relates to the finding that for hybrid electric vehicles (HEVs), and PHEVs in particular, a fuel of low vapour pressure did not compromise cold starting ability, also showed improvement in fuel consumption and power .
• a first aspect of the invention provides a liquid fuel composition suitable for use in a spark ignition engine, the composition comprising a mixture of
• the composition exhibits a vapour pressure of greater than around 25 kPa and below around 50 kPa.
• the fuel composition exhibits a vapour pressure of below
• the fuel composition is a gasoline.
• the invention provides a method of operating a spark ignition internal combustion engine comprising operating the internal combustion engine using a liquid fuel composition comprising a mixture of hydrocarbons and wherein the composition exhibits a vapour pressure of greater than around 25 kPa and below around 50 kPa.
• the spark ignition internal combustion engine is
• the fuel composition exhibits a vapour pressure of below 45.0 kPa, suitably below 42.5 kPa, or optionally below 40.0 kPa .
• a third aspect of the invention provides a use of a liquid hydrocarbon composition that exhibits a vapour pressure of greater than 25 kPa and below 50 kPa as a fuel for spark ignition internal combustion engines .
• the spark ignition internal combustion engine is comprised within the powertrain of a hybrid electric vehicle, or optionally a plug-in hybrid electric vehicle.
• a fourth aspect of the invention provides a use of a liquid hydrocarbon composition that exhibits a vapour pressure of greater than around 25 kPa and below around 50 kPa for improving fuel consumption in a hybrid electric vehicle, or optionally a plug-in hybrid electric vehicle .
• Figure 1 shows a bar chart that provides the results of a comparative test for fuel consumption at three running speeds between two fuels (fuels A and B) performed in a conventional ICE equipped car;
• Figure 2 shows a bar chart that provides the results of a comparative test for fuel consumption at three running speeds between two fuels (fuels A and B)
• the present invention provides for a modified fuel composition for PHEVs and HEVs that comprises fewer volatile components, thus exhibiting a lower vapour pressure, than currently specified for conventional spark ignition ICE vehicles.
• the term "comprises” as used herein is intended to indicate that as a minimum the recited components are included but that other components that are not specified may also be included as well.
• the residence time for fuels in the tank may be extended, resulting in some losses in 'light ends' .
• the present invention provides a considerable economic saving as fuel formulations for HEV and PHEVs do not require the more expensive light end components. This also allows for better utilisation of hydrocarbon resources where valuable lighter volatile components may be diverted away from fuel use and towards chemical synthetic processes.
• the invention provides for a more
• compositionally stable fuel composition that does not change considerably in hydrocarbon content over time.
• Suitable liquid hydrocarbon fuels of the gasoline boiling range are mixtures of hydrocarbons having a boiling range of from about 25° C to about 232° C.
• the fuel compositions of the invention may be expected to display a higher than expected initial boiling point (IBP) than that of a conventionally formulated gasoline blend.
• IBP initial boiling point
• the IBP is at least 30° C, optionally at least 33° C, suitably at least 35° C.
• the fuel composition the IBP is greater than 38° C.
• the fuel compositions of the invention comprise mixtures of saturated hydrocarbons, olefinic hydrocarbons and aromatic hydrocarbons.
• Preferred are gasoline mixtures having a saturated hydrocarbon content ranging from about 40% to about 80% by volume, suitably in excess of 50% by volume, an olefinic hydrocarbon content from 0% to about 30% by volume and an aromatic hydrocarbon content from about 10% to about 60% by volume.
• the base fuel is derived from straight run gasoline, polymer gasoline, natural gasoline, dimer and trimerized olefins, synthetically produced aromatic hydrocarbon mixtures, or from catalytically cracked or thermally cracked petroleum stocks, and mixtures of these.
• the octane level is derived from straight run gasoline, polymer gasoline, natural gasoline, dimer and trimerized olefins, synthetically produced aromatic hydrocarbon mixtures, or from catalytically cracked or thermally cracked petroleum stocks, and mixtures of these.
• hydrocarbons in the gasoline can be replaced by up to a substantial amount of conventional alcohols or ethers, conventionally known for use in fuels.
• the base fuels are desirably substantially free of water since water could impede a smooth combustion.
• hydrocarbon fuel mixtures to which the invention is applied are substantially lead-free, but may contain minor amounts of blending agents such as
• methanol, ethanol, ethyl tertiary butyl ether, methyl tertiary butyl ether, tert-amyl methyl ether and the like at from about 0.1% by volume to about 15% by volume of the base fuel, although larger amounts may be
• the fuels can also contain conventional additives including antioxidants such as phenolics, e.g., 2 , 6-di-tertbutylphenol or phenylenediamines , e.g., ⁇ , ⁇ '- di-sec-butyl-p-phenylenediamine, dyes, metal
• deactivators such as polyester-type ethoxylated alkylphenol-formaldehyde resins.
• Corrosion inhibitors such as a polyhydric alcohol ester of a succinic acid derivative having on at least one of its alpha-carbon atoms an unsubstituted or substituted aliphatic
• hydrocarbon group having from 20 to 50 carbon atoms for example, pentaerythritol diester of polyisobutylene- substituted succinic acid, the polyisobutylene group having an average molecular weight of about 950, in an amount from about 1 ppm (parts per million) by weight to about 1000 ppm by weight, may also be present.
• the fuel compositions of the invention are:
• the fuels of the invention comprise fewer volatile components and thereby exhibit a lower vapour pressure when compared to conventional standard gasoline fuel mixtures.
• the acceptable vapour pressure (kPa) of gasolines that meet the EN228 fuel standard falls between 45.0 kPa and 110.0 kPa.
• the fuel composition exhibits a vapour pressure of below around 50.0 kPa, suitably below 45.0 kPa, more suitably below 42.5 kPa, and optionally below 40.0 kPa.
• the gasoline has a vapour pressure around 38 kPa.
• the gasoline of the present invention has a vapour pressure than does not fall below around 25 kPa suitably not below 27.5 kPa, more suitably at least 30 kPa, optionally at least 32.5kPa, more optionally at least 35 kPa.
• the term "around" when applied to a given value is understood to encompass variations within a reasonable margin of error or to the extent that values either side of the stated value that demonstrate a high level of functional equivalence are also included.
• An advantage of the present invention is that the requirement to utilise less volatile components in the fuel blend means that the isoparaffin content may be increased above a level normally associated with gasoline compositions.
• the isoparaffin content may be in excess of 35% by volume, suitably greater than 40% volume, and optionally more than 42% by volume, wherein the volume relates to the total volume of the fuel composition.
• the present Example tests cold starting ability, fuel consumption, power output and acceleration
• the reference fuel (fuel A) was a standard unleaded gasoline with an octane quality of RON 96.5 that met the current EN228 specification and was similar to a
• a 2008 Toyota Prius 1.5 T4 HEV that was converted by AmberjacTM to have plug-in charging capability was selected for test as a representative PHEV. This was compared to a standard 2004 Volkswagen Golf 1.6 FSI powered by conventional spark ignition, direct fuel injection, internal combustion engine (ICE) technology. The ICEs in both vehicles operated using a four-stroke cycle with variable valve timing. Cold Start Testing
• test conditions for cold start are set out in Table 2.
• Fuel B exhibited no cold- start problems at 5° C when used in the PHEV engine or the ICE engine.
• the invention provides for utilisation of fuels having vapour pressures lower than specified in established international standards (for instance EN228)in ICEs in general, and more suitably within ICEs comprised within the powertrain of a hybrid electric vehicle.

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• Chemical & Material Sciences (AREA)
• Engineering & Computer Science (AREA)
• Oil, Petroleum & Natural Gas (AREA)
• Combustion & Propulsion (AREA)
• Chemical Kinetics & Catalysis (AREA)
• General Chemical & Material Sciences (AREA)
• Organic Chemistry (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Automation & Control Theory (AREA)
• Liquid Carbonaceous Fuels (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

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• 2015
  • 2015-10-06 JP JP2017518480A patent/JP6823592B2/ja active Active
  • 2015-10-06 EP EP15775209.8A patent/EP3204474B1/en active Active
  • 2015-10-06 MY MYPI2017700807A patent/MY177483A/en unknown
  • 2015-10-06 TR TR2019/02852T patent/TR201902852T4/tr unknown
  • 2015-10-06 WO PCT/EP2015/073026 patent/WO2016055461A1/en not_active Ceased
  • 2015-10-06 US US15/517,192 patent/US20170306254A1/en not_active Abandoned
  • 2015-10-06 BR BR112017005960-6A patent/BR112017005960B1/pt active IP Right Grant
  • 2015-10-06 CN CN201580052975.1A patent/CN106715660B/zh active Active
• 2017
  • 2017-02-21 ZA ZA2017/01302A patent/ZA201701302B/en unknown
  • 2017-04-04 PH PH12017500622A patent/PH12017500622A1/en unknown

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