WO2017047932A1 - Fuel additive for reducing greenhouse gases, nitrogen oxides and particulate matter - Google Patents

Abstract

The present invention provides a fuel additive for a heavy fuel oil in composition form, comprising: an oil soluble metallic compound; an oxygenator; a dispersant; a lubricant; a non-ionic surfactant; and a detergent. If a small amount (0.025%) of the additive of the present invention is added to heavy fuel oil, the generation of particulate matter (PM), residual carbons, nitrogen oxides and the like upon combustion can be reduced. In addition, if a small amount (0.025%) of the additives of the present invention is added to heavy fuel oil, the combustion efficiency can be enhanced since upon combustion, a maximum combustion pressure is increased, whereas an exhaust temperature is lowered. Thus, the fuel additive of the present invention is very useful for a large boiler using heavy fuel oil as fuel, in particular, a large diesel engine.

Description

Fuel additives to reduce greenhouse gases, nitrogen oxides and particulate matter

The present invention relates to a fuel additive that can be added to heavy oil during combustion in an internal combustion engine or boiler using heavy oil as a fuel to reduce the generation of greenhouse gases, nitrogen oxides and particulate matter and improve combustion efficiency.

In order to reduce global warming, IMO MEPC has suggested that ships be operated at lower speeds to reduce CO ₂ , which is GHG (Green House Gas) emitted from ships. With low steaming, most container ships engaged in international navigation are slowing. In addition, fuel cost burden on ships is increasing due to the increase in shipping volume, which is an urgent need for technology development of fuel cost reduction.

Most vessels that use international two-stroke diesel engines use heavy oil for ships. Heavy oil has a drawback that cannot be used unless it is heated above 100 ℃ because of its high kinematic viscosity. Ryu et al. Tried to lower the kinematic viscosity of heavy oil by mixing with dimethyl ether having the low kinematic viscosity to lower the kinematic viscosity of heavy oil for ships with high kinematic viscosity. It has been reported that it can be applied to diesel engines. The study confirmed that the engine performance could be improved by using heavy oil mixed with dimethyl ether, which is drawing attention as a substitute fuel for diesel engines. In addition, many studies and demonstrations on fuel additives for diesel engines have been made in various fields.

Fuel costs are a large part of the budget expenditure of shipping companies that operate and manage ships. In order to reduce fuel costs, most domestic and overseas shipping companies are operating down the ship. However, when low load operation is maintained for a long time in a state where a high power engine is mounted, there is a problem in that maintenance costs increase due to carbon generation and failure rate increase due to incomplete combustion. In addition, the burden on fuel costs of ships is increasingly urgently required to develop fuel cost reduction technology.

In order to solve this problem, research on fuel additives that can minimize the generation of residual carbon dust, dust or sulfur during combustion of heavy oil or improve the combustion efficiency has been made intermittently. For example, Republic of Korea Patent Publication No. 10-0743826 No. 30 to 60% by weight of magnesium hydroxide having a particle size of 0.1 to 10㎛; 0.1 to 1 weight percent polycarboxylic acid and / or salts thereof; And a fuel additive for a bituminous heavy oil / water emulsion fuel, comprising the remaining weight percent water. In addition, Korean Patent Publication No. 10-1071204 discloses 25 to 55% by weight of an oil soluble metallic compound containing any one of calcium, barium, manganese or iron, 15 to 25% by weight of alcohol, hydro 10-20% by weight of treated light distillate, 5-15% by weight kerosene, 5-15% by weight mineral oil, and 2-8% by weight of nonionic surfactant The mineral oil is composed of hydrotreated heavy paraffinic distillate or hydrotreated light paraffinic distillate, solvent-dewaxed heavy paraffin distillate (Solvent-dewaxed). heavy paraffinic distillate, solvent-dewaxed light paraffinic distillate, hydrotreated and dewaxed heavy paraffinic distillate, and hydrotreated and Disclosed is a fuel additive for heavy oil, characterized in that it is composed of one or more selected from the group consisting of dewaxed light paraffinic distillate.

The present invention has been derived under the conventional technical background, and an object of the present invention is to add to heavy oil during combustion in an internal combustion engine or a boiler using heavy oil as fuel to reduce the generation of greenhouse gases, nitrogen oxides and particulate matter, and to improve combustion efficiency. It is to provide a fuel additive that can be improved.

In order to achieve the above object, an aspect of the present invention provides a fuel additive for heavy oil in the form of a composition including an oil soluble metallic compound, an oxygen supply agent, a dispersant, a lubricant, a nonionic surfactant, and a detergent. to provide. Hereinafter, the fuel additive for heavy oil of the present invention will be described by dividing into components.

Oil soluble metallic compound

Oil soluble metallic compound as one component of the fuel additive for heavy oil according to the present invention promotes oxidation by increasing the reactivity with oxygen during the combustion of heavy oil as fuel oil, and combustion reaction of low combustible components such as asphaltene powder It acts as a combustion accelerator to inhibit the production of soot and dust. The oil soluble metallic compound in the present invention preferably contains a metal having a high combustion promoting reactivity and at the same time has a property of being soluble in heavy oil which is fuel oil. The metal having high combustion promoting reactivity includes calcium, barium, manganese, iron, and the like. Meanwhile, in the present invention, the oil-soluble metal compound is preferably composed of an active metal portion and an organic ligand in order to be dissolved in heavy oil, which is a fuel oil. As the oil-soluble metal compound, calcium acetylacetonate (Calcium) acetylacetonate, Calcium naphthenate, Calcium oxlate, Calcium oxlate, Barium acetylacetonate, Barium naphthenate, Barium oxlate, Manganese acetylacetonate (Manganese acetylacetonate), Manganese naphthenate, Manganese oxlate, Iron acetylacetonate, Iron naphthenate, Iron oxlate . In addition, the oil-soluble metal compound in the present invention may be a metal salt of carboxylic acid, or a metal salt of sulfonic acid from another viewpoint.

In the present invention, the oil-soluble metal compound is most preferably an oil-soluble metal compound containing calcium in consideration of the relative magnitude of the combustion-promoting reactivity. For example, calcium salt of sulfonic acid, calcium acetylacetonate, calcium naphthenate ( naphthenate) or calcium oxalate (Calcium oxlate) may be composed of one or more. The calcium salt of sulfonic acid includes an organic functional group such as an alkyl group, an aryl group, or an alkylaryl group, and is preferably calcium alkylbenzenesulfonate including a double alkylaryl group. The alkyl group of the calcium alkylbenzenesulfonate is characterized in that 8 to 50 carbon atoms. Specific examples of the calcium alkylbenzenesulfonate include calcium dodecylbenzenesulfonate, which is a representative anionic surfactant.

In the heavy oil fuel additive according to the present invention, the content of the oil soluble metallic compound is 20 to 25% by weight based on the total weight of the composition in consideration of the effect of minimizing dust generation and compatibility with other components. Is preferably.

Oxygen supply

Oxygen deficiency phenomenon occurs at the interface where combustion reaction occurs because the exhaustion rate is faster than exhaustion rate of oxygen even when heavy fuel oil is burned, and exhausted by the combustion reaction such as heterogeneous surface reaction. This can happen. The oxygen supply agent, which is one component of the heavy oil fuel additive according to the present invention, is preferably a low boiling point compound. Low-boiling compounds can contribute to complete combustion because they increase the combustion reaction surface area by vaporization within the burner spray droplets. In the present invention, the low boiling point compound used as the oxygen feed agent is a dialkyl ether compound, a dialkyl ether compound of ethylene glycol, a dialkyl ether compound of propylene glycol, a butylene glycol dialkyl ether compound, a dialkyl ketone compound, a die It is preferable that it consists of 1 or more types chosen from an alkoxy alkane compound or a dialkyl carbonate compound, and it is more preferable that the said alkyl group, an alkoxy group, or an alkane has 1-5 carbon atoms. Specific examples of the oxygen supply agent include methyl propyl ether, diisopropyl ether, ethyl methyl ether, ethylene glycol dimethyl ether, ethylene glycol diethyl ether, propylene glycol dimethyl ether, dimethyl ketone, acetyl acetone, methyl propyl ketone, Ethyl methyl ketone, isobutyl methyl ketone, dimethoxy methane, dimethyl carbonate, diethyl carbonate, dipropyl carbonate, diisopropyl carbonate, dibutyl carbonate, dipentyl carbonate, methylethyl carbonate, methylpropyl carbonate or ethylpropyl carbonate And dimethyl carbonate, diethyl carbonate, dipropyl carbonate, diisopropyl carbonate, dibutyl carbonate, dipentyl carbonate, methylethyl carbonate, methylpropyl carbonate or ethylpropyl carbonane. It is preferable that it is comprised with 1 or more types chosen from the site.

In the heavy oil fuel additive according to the present invention, the content of the oxygen supply is preferably 30 to 35% by weight based on the total weight of the composition in consideration of the effect of minimizing dust generation and compatibility with other components. .

Dispersant

The dispersant, which is one component of the fuel additive for heavy oil according to the present invention, prevents the formation of sludge, lowers the flash point of heavy oil, and reduces kinematic viscosity and surface tension. If the viscosity and surface tension of the heavy oil are reduced, the particle size of the fuel may be atomized and homogenized upon injection from the nozzle, and rapid combustion and low temperature explosion during combustion may lower the exhaust gas temperature of the internal combustion engine. Dispersant in the present invention is characterized in that the hydrotreated light distillate (Hydrotreated Light Distillate).

Hydrotreated is a treatment method in which hydrogen is added to oil or the like. In addition, light distillate means a light hydrocarbon which is distilled first when distilling crude oil. Hydrotreated light distillate usually has a boiling point of 150-300 ° C., but is not limited thereto. Hydrotreated light distillate (Hydrotreated Light Distillate) that can be used in the present invention include, but are not limited to products such as CAS No. 64742-47-8, 68921-07-3.

In the heavy oil fuel additive according to the present invention, the content of the hydrotreated light distillate (Hydrotreated Light Distillate) is to consider the effect of reducing the flash point and kinematic viscosity, minimizing the generation of dust and residual carbon content and compatibility with other components It is preferably from 15 to 20% by weight based on the total weight of the composition.

slush

The lubricant, which is a component of the fuel additive for heavy oil according to the present invention, maintains the form of sludge redispersed into fine particles and suppresses the occurrence of friction in the internal combustion engine. In the present invention, the lubricant is preferably paraffinic oil, and more preferably modified by hydrotreating or dewaxing. The paraffinic oil modified by the hydrotreating or dewaxing process is hydrotreated heavy paraffinic distillate (CAS No. 64742-54-7), hydrotreated light paraffin distillate ( Hydrotreated light paraffinic distillate; CAS No. 64742-55-8), Solvent-dewaxed heavy paraffinic distillate (CAS No. 64742-65-0), Solvent-dewaxed light paraffin distillate ( Solvent-dewaxed light paraffinic distillate; CAS No. 64742-56-9), Hydrotreated and dewaxed heavy paraffinic distillate (CAS No. 91995-39-0) or hydrotreated and dewaxed It may be composed of one or more selected from light treated paraffin distillate (Hydrotreated and dewaxed light paraffinic distillate; CAS No. 91995-40-3), but is not limited thereto.

In the fuel additive for heavy oil according to the present invention, the content of the lubricant is 3 to 7 based on the total weight of the composition in consideration of the effect of reducing the flash point and kinematic viscosity, minimizing the generation of dust and residual carbon content and compatibility with other components It is preferable that it is weight%.

Nonionic surfactant

The nonionic surfactant which is one component of the heavy oil fuel additive according to the present invention prevents the formation of sludge and redisperses the produced sludge into fine particles. In particular, nonionic surfactants exhibit a repulsive action due to steric hindrance to form a stable dispersion system, and when used together with an ionic material such as an oil soluble metallic compound, the dispersion performance is greatly improved.

The nonionic surfactants used in the present invention are not particularly limited in kind, such as esters, ethers, fatty acid amides, aliphatic amine derivatives, and ester nonionic surfactants, esters of sorbitan and fatty acids, and pentaeryth. Esters of lytol and fatty acids, monoesters of propylene glycol and fatty acids, monoesters of glycerin and fatty acids, esters of polyethylene glycol sorbitan and fatty acids, esters of polyethylene glycol sorbitol and fatty acids, esters of polyethylene glycol and fatty acids, and ethers Nonionic surfactants include polyoxyethylene alkyl ethers, polyoxyethylene alkylphenyl ethers, alkyl polyglycosides, and the like. Fatty acid amide-based nonionic surfactants include fatty acid dialkanolamides, fatty acid monoalkanolamides, and polyoxyethylene. Fatty acid baby Maad and the like, and aliphatic amine derivative nonionic surfactants include polyoxyethylene alkylamine and the like. The nonionic surfactants used in the present invention are esters of sorbitan and fatty acids, esters of polyethylene glycol and fatty acids, considering the effects of reducing the flash point and kinematic viscosity, minimizing the generation of dust and residual carbon, and compatibility with other components. It is preferably composed of one or more selected from esters of polyethylene glycol sorbitan and fatty acids. Examples of esters of sorbitan and fatty acids include sorbitan monooleate, sorbitan monolaurate, and the like. In addition, examples of the ester of the polyethylene glycol sorbitan and the fatty acid include polyethylene glycol sorbitan monooleate. In addition, as the ester of the polyethylene glycol and fatty acid, polyethylene glycol dilaurate, polyethylene glycol monooleate, polyethylene glycol dioleate, polyethylene glycol monolysine oleate (Polyethylene glycol monoricinoleate), polyethylene glycol monostearate, and the like.

In the heavy oil fuel additive according to the present invention, the content of the nonionic surfactant is based on the total weight of the composition in consideration of the effect of reducing the flash point and kinematic viscosity, minimizing the generation of dust and residual carbon, and compatibility with other components. It is preferable that it is 8-15 weight%.

Freshener

Detergent, which is one component of the fuel additive for heavy oil according to the present invention, serves to decompose secondary oxides and combustion products to reduce the formation of precipitates on the surface of metal parts. The cleaning agent used in the present invention is an alkali metal salt of a known sulfonate. Alkaline earth metal salts of sulfonates, alkali metal salts of phenates, alkali metal salts of phenates, alkali metal salts of salicylates, alkaline earth metal salts of salicylates, It may be composed of one or more selected from alkali metal salts of naphthenate or alkaline earth metal salts of naphthenate. The alkali metal or alkaline earth metal is preferably selected from calcium, magnesium, sodium or barium.

The cleaning agent in the form of a metal salt may comprise a metal in near or in stoichiometric amount. In the latter case, it is treated as a so-called overbased detergent. The overbased detergent is a metal salt that is soluble in oil, and appears as a micelle composed of insoluble metal salts held in suspension in a fuel oil composition described later. The overbased nature of the detergent is characterized by the total base number (TBN), measured according to the ASTM D2896 standard, expressed in mg of KOH per gram. The overbased detergent itself typically has a TBN value of at least about 150, or at least 250 or 450. In the present invention, the detergent is preferably an overbased detergent in consideration of synergies with other components. In addition, the overbased detergent in the present invention preferably has a TBN of 200 or more, more preferably 300 or more. Overbased processes are well known in the art and typically include reacting an acidic substance with an organic acid or metal salt thereof, a reaction mixture containing a metal compound. The acidic substance may be a gas such as carbon dioxide or sulfur dioxide, or may be boric acid. Methods of making overbased alkali metal sulfonates and phenates are described in US Pat. No. 4,839,094. Suitable methods for overbased sodium sulfonates are described in EP-A-235929. Methods of making overbased salicylates are described in US Pat. No. 5,451,331. In addition, commercially available overbased detergents include T106 (Overbased Heavy alkyl benzene synthetic calcium sulfonate (CAS No. 61789-86-4) by Anneng Chemical Co., Ltd.), CALCINATE ™ C-300CS by Chemtura Corporation, Chevron OLOA 246S (Sulfonic acids, petroleum, calcium salts, overbased; CAS No. 68783-96-0) from Chemical Company. In addition, the overbased sulfonate-based detergent of CAS No. 68783-96-0 has a structure of Formula 1, and the overbased sulfonate-based detergent of CAS No. 115733-10-3 has a structure of Formula 2.

[Formula 1]

[Formula 2]

In the fuel additive for heavy oil according to the present invention, 7 to 15 weight based on the total weight of the composition in consideration of the combustion improvement effect, the NOx reduction effect, the minimization of dust and residual carbon generation or the compatibility with other components of the cleaning agent It is preferable that it is%.

In addition, another aspect of the present invention relates to heavy oil-based fuel oil, the heavy oil-based fuel oil according to the present invention comprises a heavy oil and the fuel additive for heavy oil described above. At this time, the heavy oil is not limited in kind, and may be A heavy oil, B heavy oil, C heavy oil (or bunker C oil) or a mixed heavy oil thereof. In addition, the content of the fuel additive for heavy oil in the fuel oil is not significantly limited, but the effect of reducing the flash point and kinematic viscosity of the fuel additive, the effect of minimizing the generation of dust and residual carbon, the effect of reducing NOx and improving the combustion efficiency, the economical efficiency of the fuel oil Considering these, it is preferable that it is 0.001-0.5 weight part per 100 weight part of heavy oil, and it is more preferable that it is 0.005-0.1 weight part.

When a small amount (0.025%) of the fuel additive of the present invention is added to heavy oil, generation of particulate matter (PM), residual carbon, and nitrogen oxide during combustion can be reduced. In addition, when a small amount (0.025%) of the fuel additive of the present invention is added to the heavy oil, the maximum combustion pressure increases during combustion, while the exhaust temperature decreases, thereby improving combustion efficiency. Therefore, the fuel additive of the present invention is very useful for large boilers, especially large diesel engines, which use heavy oil as fuel.

1 is a schematic diagram of an experimental apparatus for an engine used in the present study.

2 is a chart showing the increase and decrease ratio of the output at each load according to whether the fuel additive is added in the present study.

3 is a chart showing the results of fuel consumption according to whether the fuel additive is added in the present study.

4 is a chart showing the results of the maximum combustion pressure of the engine depending on whether the fuel additive is added in the present study.

5 is a chart showing the exhaust temperature after combustion of the engine at each load according to whether the fuel additive is added in the present study.

Hereinafter, the present invention will be described in more detail with reference to Examples. However, the following examples are only intended to clearly illustrate the technical features of the present invention, and do not limit the protection scope of the present invention.

Applicants of the present invention attempted to reduce fuel costs by adding a predetermined fuel additive (containing a soluble calcium-based organometallic compound as one component) to heavy oil for ships. Specifically, a method of reducing fuel costs by introducing a predetermined amount of a fuel additive (containing a soluble calcium-based organometallic compound as one component) (0.025% of the amount of fuel used) was attempted. For the accuracy of the experiment, a two-stroke large diesel engine installed in a land power plant was used. The engine load was divided into low, medium and high loads (50, 75, 100%), and the engine performance before and after the fuel additive was added (output, fuel consumption rate, maximum combustion pressure (P-max), exhaust temperature). ) Was analyzed. Through this experiment, the fuel additive was added to reduce the fuel cost by more than 2% at low load (50%). The maximum combustion pressure was increased while the exhaust temperature was decreased. Hereinafter, a study performed by the applicant of the present invention will be described in detail.

1. Preparation of Fuel Additives Used in Experiments

Benzenesulfonic acid, mono-C15-30-branched alkyl and di-C11-13-branched and linear alkyl derivs., Calcium salts; CAS No. 71486-79-8) 23 parts by weight, dimethyl carbonate (Dimethyl carbonate) 32 parts by weight, hydrotreated light distillate (CAS No. 64742-47-8) 18 parts by weight, hydrotreated heavy paraffinic distillate; CAS No. 64742- 54-7) 5 parts by weight, 12 parts by weight of sorbitan monooleate (CAS No. 1338-43-8) and overbased calcium sulfonate detergents (Benzenesulfonic acid, C14-24-branched and linear alkyl derivatives) 10 parts by weight of calcium salts, overbased; and CAS No. 115733-10-3) were mixed and stirred to prepare a fuel additive containing an oil-soluble calcium-based organometallic compound.

2. Experiment apparatus and method

In this study, for the accuracy of the experiment, a two-stroke large diesel engine installed in a land-fired power plant was tested. The fuel additive was conducted at a rate of 0.025% of the fuel used. The load of the test engine was tested after the exhaust temperature had stable thermal equilibrium, and the experiment was carried out in three stages of low, medium and high loads (50, 75, 100%), and was constant within ± 3% by the load limiter. The generator was operated while maintaining the generator output terminal voltage at the rated voltage. The engine performance (output, fuel consumption rate, maximum combustion pressure (P-max), exhaust temperature) before and after the fuel additive was compared and analyzed. Table 1 shows the specifications of the experimental engine used in this study. The target equipment for the performance test is a 40MW generator, a diesel engine generator, manufactured and installed by Doosan Engine. Table 2 shows the properties of the fuels used in this study, and shows the fuel properties of the heavy oil before the fuel additive is added to the marine heavy oil and the fuel additive at the ratio of 0.025%. Fuel additives were additives containing oil-soluble calcium-based organometallic compounds. Fuel component analysis for each fuel was analyzed by requesting a domestic fuel analysis agency to take three samples during the experiment for accurate component analysis of the fuel.

Item	Description
Engine type	Low speed two stroke cycle, 12K80MC-S
Bore × Stroke	800 mm × 2300 mm
Combustion type	Direct injection type
No. of cylinders	12
MCR output	41,320 yen
MCR rpm	109.1 rpm
Mean effective pressure	16.4 kg f / ㎠
Mean piston speed	8.36 m / s
Weight	1,413 ton
Turbo charger rpm	11,000 rpm
Firing order	1-5-12-7-2-6-10-3-8-4-11-9

Item	Heavy fuel oil	Added fuel oil
Density at 15 ℃, g / ml	0.9384	0.9378
Ash, mass%	0.042	0.030
Sulfur, mass%	0.254	0.273
Viscosity at 100 ℃, ㎠ / s	24.27	23.39
Water by distillation, volume%	0.10	0.20
Nitrogen, mass%	0.33	0.32
Gross calorific value, ㎉ / ㎏	10,550	10,546
Net calorific value, ㎉ / ㎏	9,940	9,934
Carbon, mass%	86.68	86.56
Hydrogen, mass%	12.04	12.07
Oxygen, mass%	0.65	0.75

* Heavy fuel oil: Heavy oil before adding fuel additive

* Added fuel oil: Heavy oil containing 0.025% of fuel additive

The fuel additive injection facility installed a dosing pump to automatically supply a certain amount around the control tank, and the supply position was connected to the supply pipe to supply the fuel control tank. In addition, the engine power was measured by a local integrated power meter and a control room instrument, and the fuel consumption was referred to the on-site mass flow meter reading installed on the fuel oil supply line. Table 3 shows the dosing pump and mass flowmeter specifications. When calculating the engine power and fuel consumption rate, each item on the performance was calculated by applying the calibration curve and calculation formula suggested by the manufacturer. 1 is a schematic diagram of an experimental apparatus for an engine used in the present study.

Item	Description
Dosing pump	CMG Techwin, AX1-12 model, 110 ml / min
Mass flowmeter	Endress Hauser, IP67 / NEMA / TYPE4X model

3. Experimental Results and Discussion

3.1 Engine power output

Engine power was measured in three stages: low, medium and high loads (50, 75 and 100%). At the low load of 50% of the engine load, the average value was measured four times, and at the medium load of 75% and the high load of 100%, the average value was measured seven times. Table 4 shows the rate of increase and decrease of the output at each load, and Figure 2 shows the results graphically. At 50% of low load, the output decreased by 2.1%, but at 75% of medium load and 100% of high load, it increased by 1.6 and 0.4% respectively. These results indicate that the output is improved by completely burning unburned fuel with the fuel additive effect at 75% or more load. This engine power value is the value of the measured power value corrected to the design Gen power factor value. The results show that the fuel additives in heavy oil improve the engine power in the medium and high load ranges rather than the low loads.

Load (%)	HFO	Added fuel	Difference	Ratio (%)
50	21,186	20,748	-438	-2.11
75	30,521	31,016	495	1.60
100	40,460	40,605	145	0.36

* HFO: Heavy oil before adding fuel additive

* Added fuel: Heavy oil with fuel additive at 0.025%

3.2 Fuel consumption rate

Table 5 and Figure 3 show the results of the fuel consumption rate. The average of four measurements was shown at 50% of engine load and at medium and high loads of 75 and 100%. At low loads, fuel consumption decreased by 2.2%, and at medium and high loads, 0.7 and 0.8%, respectively. This result is judged to be the result of the combustion promotion. That is, it was confirmed that fuel economy was improved at full load by adding fuel additive to heavy oil. In particular, the rate of decrease in fuel consumption was higher at low loads than at medium and high loads.

Load (%)	HFO (g / ㎾h)	Added fuel (g / ㎾h)	Difference	Ratio (%)
50	207.430	202.833	-4.597	-2.27
75	186.395	185.103	-1.292	-0.70
100	188.422	186.913	-1.509	-0.81

* HFO: Heavy oil before adding fuel additive

* Added fuel: Heavy oil with fuel additive at 0.025%

3.3 Maximum Combustion Pressure (P-max)

Table 6 and Figure 4 show the results of the maximum combustion pressure of the engine. Each value was measured after all 12 cylinders and the average value was displayed. At low loads, the maximum combustion pressure increased by about 3.0%, and at medium and high loads, they increased by about 6.6 and 0.9%, respectively. In other words, it was confirmed that the maximum combustion pressure was increased at all loads by adding fuel additives to the heavy oil for ships. In particular, it shows a high rate of increase at 75% of the commercial load of the engine. As shown in Table 2, it is analyzed that the combustion performance is improved by actively promoting engine combustion by the action of oxygen contained in the fuel additive.

Load (%)	HFO (Bar)	Added fuel (Bar)	Difference	Ratio (%)
50	86.25	88.83	2.58	2.90
75	114.83	122.91	8.08	6.57
100	139.83	141.08	1.25	0.89

* HFO: Heavy oil before adding fuel additive

* Added fuel: Heavy oil with fuel additive at 0.025%

3.4 Exhaust temperature

Table 7 and Figure 5 show the exhaust temperature after combustion of the engine at each load. Each value was measured after all 12 cylinders and the average value was displayed. At low loads, the exhaust temperature decreased by about 2.7%, and at medium and high loads, about 2.4 and 0.6%. That is, it was confirmed that the exhaust temperature is reduced at full load by adding the fuel additive to the heavy oil. This is because asphaltenes and sludge contained in the heavy oil are dispersed well by the dispersant included in the fuel additive, so that it is possible to achieve a stable combustion by bringing fuel atomization and homogenization effect.

Load (%)	HFO (℃)	Added fuel (℃)	Difference	Ratio (%)
50	337.08	328.08	-9.00	-2.74
75	326.42	318.83	-7.59	-2.38
100	343.08	341.17	-1.91	-0.56

* HFO: Heavy oil before adding fuel additive

* Added fuel: Heavy oil with fuel additive at 0.025%

4. Conclusion

In this study, a two-stroke high-power large diesel engine was tested using standardized measurement equipment on land that is not affected by marine and meteorological conditions. In order to compare and analyze the performance (engine output, fuel consumption, maximum combustion pressure, exhaust temperature) of the engine before and after the heavy oil fuel additives for ships at low, medium and high loads (50, 75, 100%) of the engine The experiment was conducted and the following study results were obtained.

(1) At low load of 50% of engine load, the output decreased by 2.1%, but it increased by 1.6 and 0.4% at 75% of heavy load and 100% of high load, respectively. The results show that the fuel additives in heavy oil improve the engine power in the medium and high load ranges rather than the low loads.

(2) Fuel consumption rate decreased by 2.2% at low load and 0.7 and 0.8% at medium and high load, respectively. That is, it was confirmed that fuel economy was improved at full load by adding fuel additive to heavy oil. In particular, the rate of decrease in fuel consumption was higher at low loads than at medium and high loads.

(3) The maximum combustion pressure increased about 3.0% at low load and about 6.6 and 0.9% at medium and high load, respectively. In other words, it was confirmed that the maximum combustion pressure was increased at all loads by adding fuel additives to the heavy oil for ships.

(4) As a result of exhaust temperature measurement, it decreased about 2.7% at low load, about 2.4% at medium load and about 0.6% at high load. That is, it was confirmed that the exhaust temperature is reduced at full load by adding the fuel additive to the heavy oil. It is believed that this fuel additive has influenced engine combustion, resulting in stable combustion.

Through this study, the fuel cost savings of 2% or more at low load (50%) was reduced by injecting a predetermined fuel additive containing oil-soluble calcium-based organometallic chemicals into marine heavy oil used in the two-stroke high-power large diesel engines currently being operated. The effect was confirmed, and the maximum combustion pressure was increased while exhaust temperature was decreased. These results suggest that engine performance is improved. Therefore, it is possible to reduce fuel costs by injecting fuel additives into a two-stroke large diesel engine using heavy oil for ships.

5. Additional Experiment

In addition to the above study, changes in the exhaust emissions with the addition of fuel additives were observed, and the results are shown in Tables 8 and 9 below. Table 8 shows the change in the emission of nitrogen oxides (NOx) with or without the addition of fuel additives, Table 9 shows the change in emissions of particulate matter (Particulate Matter, PM) depending on whether the fuel additive is added. As shown in Table 8 and Table 9, when the fuel additive of the present invention was added to the heavy oil and combusted, the generation of nitrogen oxides and particulate matters was greatly reduced.

Load	NOx emissions before adding fuel additives (g / ㎾h)	NOx emissions after adding fuel additives (g / ㎾h)	Reduction of NOx Emissions from Fuel Additives (%)
50%	16.6	12.6	-24
75%	21.5	11.7	-46
100%	22.4	14.3	-36
Average reduction rate of NOx emission due to fuel additive input (%)			-35

Load	PM emissions before adding fuel additives (mg / ㎥)	PM emissions after adding fuel additives (mg / ㎥)	Reduction rate of PM emissions due to fuel additives (%)
50%	64.1	27.3	-57.4
75%	100.8	40.9	-59.4
100%	108.6	43.8	-59.7
Average reduction rate of PM emissions due to fuel additives (%)			-58.8

Although the present invention has been described through the above embodiments as described above, the present invention is not necessarily limited thereto, and various modifications can be made without departing from the scope and spirit of the present invention. Therefore, the protection scope of the present invention should be construed as including all embodiments falling within the scope of the claims appended to the present invention.

Claims (10)

1. In the form of a composition comprising an oil soluble metallic compound, an oxygen supply, a dispersant, a lubricant, a nonionic surfactant and a detergent,

   The oil-soluble metal compound contains any one metal of calcium, barium, manganese or iron,

   The oxygen supplying agent is a dialkyl ether compound, a dialkyl ether compound of ethylene glycol, a dialkyl ether compound of propylene glycol, a butylene glycol dialkyl ether compound, a dialkyl ketone compound, a dialkoxy alkane compound or a dialkyl Consists of one or more selected from carbonate compounds,

   The dispersant is a hydrotreated light distillate,

   The lubricant is hydrotreated heavy paraffinic distillate, hydrotreated light paraffinic distillate, solvent-dewaxed heavy paraffinic distillate, solvent di Solvent-dewaxed light paraffinic distillate, hydrotreated and dewaxed heavy paraffinic distillate, or hydrotreated and dewaxed light paraffinic distillate distillate) and at least one selected from

   The cleaning agent is an alkali metal salt of sulfonate. Alkaline earth metal salts of sulfonates, alkali metal salts of phenates, alkali metal salts of phenates, alkali metal salts of salicylates, alkaline earth metal salts of salicylates, It is composed of one or more selected from alkali metal salts of naphthenate or alkaline earth metal salts of naphthenate,

   The alkyl group, the alkoxy group or the alkane of the compound constituting the oxygen supply is a heavy oil fuel additive, characterized in that 1 to 5 carbon atoms.
2. The method of claim 1, wherein the oil-soluble metal compound is composed of one or more selected from calcium salts of sulfonic acid, calcium acetylacetonate, calcium naphthenate or calcium oxlate. A fuel additive for heavy oil, characterized in that.
3. The fuel additive of claim 1, wherein the oil-soluble metal compound is calcium alkylbenzenesulfonate, and the alkyl group has 8 to 50 carbon atoms.
4. The method of claim 1 wherein the oxygen supply agent is selected from dimethyl carbonate, diethyl carbonate, dipropyl carbonate, diisopropyl carbonate, dibutyl carbonate, dipentyl carbonate, methylethyl carbonate, methylpropyl carbonate or ethylpropyl carbonate A fuel additive for heavy oil, characterized by one or more.
5. The fuel for heavy oil according to claim 1, wherein the nonionic surfactant is composed of at least one selected from esters of sorbitan and fatty acids, esters of polyethylene glycol and fatty acids, and esters of polyethylene glycol sorbitan and fatty acids. additive.
6. The fuel additive for heavy oil according to claim 5, wherein the nonionic surfactant is at least one selected from sorbitan monooleate, sorbitan monolaurate or polyethylene glycol sorbitan monooleate.
7. The method of claim 1, wherein the detergent is a heavy oil fuel additive, characterized in that the overbased detergent (Overbased detergent).
8. According to claim 1, 20 to 25% by weight of the oil soluble metallic compound (Oil soluble metallic compound), 30 to 35% by weight of oxygen supply, 15 to 20% by weight of dispersant, 3 to 7% by weight of lubricant, A fuel additive for heavy oil, comprising 8 to 15% by weight of nonionic surfactant and 7 to 15% by weight of detergent.
9. A fuel oil comprising a heavy oil and the fuel additive for the heavy oil of any one of claims 1 to 8.
10. 10. The fuel oil according to claim 9, wherein the content of the fuel additive for heavy oil in the fuel oil is 0.001 to 0.5 parts by weight per 100 parts by weight of heavy oil.

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