WO2019229331A1

WO2019229331A1 - Fuel composition and method for operating an internal combustion engine

Info

Publication number: WO2019229331A1
Application number: PCT/FR2019/051154
Authority: WO
Inventors: Didier Bedel; Jean-Louis RAPAUD; Frédéric Tort
Original assignee: Total Marketing Services
Priority date: 2018-05-29
Filing date: 2019-05-21
Publication date: 2019-12-05
Also published as: FR3081879B1; FR3081879A1

Abstract

The subject matter of the invention relates to a fuel composition that comprises: a) at least one hydrocarbon cut having: - an initial distillation temperature greater than or equal to 180°C, - a final distillation temperature less than or equal to 280°C, - a content in aromatic compounds that is less than 1% in volume (%v/v), and at least one lubricating additive. The subject matter of the invention also relates to the use of the hydrocarbon cut as fuel for an internal combustion engine, preferably as fuel for a diesel engine. The subject matter of the invention also relates to a method for operating an internal combustion engine with low polluting and/or toxic exhaust emissions, and/or suitable for use under extreme temperature conditions.

Description

COM FUEL POSITION AND METHOD OF OPERATING A MOTOR A

INTERNAL COM BUSTION

The invention relates to a fuel composition adapted for use in extreme temperature conditions and for reducing pollutant and / or toxic exhaust emissions during combustion in an internal combustion engine.

The invention also relates to the use of a hydrocarbon fraction as a fuel for an internal combustion engine, preferably as a fuel for a diesel engine.

The invention also relates to a method of operating an internal combustion engine with low pollutant and / or toxic exhaust emissions and / or suitable for use in extreme temperature conditions.

STATE OF THE PRIOR ART

It is known that severe weather conditions deteriorate the properties of fuels, especially when fuels are used and / or stored at low temperatures. In particular, non-road vehicles ("off-road") and / or stationary engines, including engines of industrial devices with an internal combustion engine are often used in extreme temperature conditions, for example in an environment where temperatures are extremely low, sometimes below -40 ° C, -45 ° C, or even -50 ° C. Adding additives to the fuel usually overcomes these problems. Nevertheless, these solutions are expensive and it is more difficult to control the constancy of the performances because of a certain variability of the rate of additivation. Indeed, the additivation method used may vary, especially from one country to another, which induces variations in performance in terms of cold resistance between the different lots of fuel additive. There is therefore a need to provide a fuel with good cold resistance while ensuring the stability and reliability of the cold performance of the fuel regardless of the origin of the fuel batch used. Fuels, in particular, fuels for off-road vehicles and / or stationary engines can be stored over a long period of time. The risks of bacterial development are actually increased. In the case of contamination, the storage bins must then be emptied and treated, which implies significant maintenance costs. Currently, these problems are solved by adding additives to the fuel, including antioxidant additives and / or storage stability additives and / or biocides with antibacterial action. Nevertheless, these solutions are expensive and it is more difficult to control the constancy of the performances because of a certain variability of the rate of additivation. There is therefore also a need to provide a fuel that overcomes these disadvantages.

In particular, there remains the need to propose a fuel composition:

- able to be stored over a long period without its intrinsic qualities being altered,

- not very sensitive to bacterial developments, to avoid heavy and expensive maintenance operations,

- which guarantees stability and reliability of performance irrespective of the origin of the fuel lot used, and

- which allows a gain in power and / or a decrease in consumption.

It is also known that the combustion of a fuel in an internal combustion engine produces polluting and / or toxic exhaust emissions, for example, emissions of particulate matter, polycyclic aromatic hydrocarbons (PAHs), carbon dioxide (C0 ₂ ) and / or nitrogen oxides (NOx). However, the environmental constraints are becoming more and more severe. In addition, pollutant and / or toxic exhaust emissions have a negative impact on safety, especially for confined applications. There is therefore a need to offer so-called "clean" fuels to reduce these exhaust emissions and thus comply with the standards / recommendations imposed by governments such as those of the US Environmental Agency ( in English "United States Environmental Protection Agency"), rated US EPA. WO 01/48120 A1 discloses a diesel fuel composition comprising a base fuel as a major constituent, and a polymeric additive as a minor component. US 2012/046506 A1 relates to synthetic fuels, in particular obtained by the Fischer-Tropsch process. The purpose of this document is to provide diesel fuel compositions having improved oxidation stability while essentially consisting of paraffins. US 2012/138508 A1 relates to the field of synthetic fuels, in particular obtained by the Fischer-Tropsch process. These fuels mainly consist of paraffins and have a low content of aromatic compounds. The fuel compositions taught by US 2012/138508 allow for improved swelling of the rubber seals. US 2006/111599 A1 belongs to the field of diesel fuels and discloses jet fuels used in aviation. US 2010/154733 A1 belongs to the field of diesel fuels and discloses a fuel composition comprising a diesel type base fuel, and a fatty acid alkyl ester having a saturation of less than 7%. WO 2015/044281 and WO 2015/181131 disclose synthetic gas oil fractions obtained by the Fischer-Tropsch process. These diesel fuel fractions can be used for many applications, especially for the preparation of functional fluids.

None of these documents discloses a fuel composition that meets the characteristics of the invention.

OBJECT OF THE INVENTION

The object of the invention relates to a fuel composition that overcomes the disadvantages of the prior art.

The object of the invention relates in particular to a fuel composition suitable for use in extreme temperature conditions, in particular at low temperature, preferably at a temperature of less than or equal to -40 ° C., more preferably less than or equal to at -45 ° C, and even more preferably less than or equal to -50 ° C.

Other advantages associated with the use of a fuel composition according to the invention include, and independently:

good storage stability, especially storage over a prolonged period,

a low sensitivity to oxidation, and - a low sensitivity to bacterial development.

The fuel composition according to the invention also makes it possible to reduce pollutant and / or toxic exhaust emissions, in particular, particulate emissions, polycyclic aromatic hydrocarbon (PAH) emissions, carbon dioxide emissions ( C0 ₂ ) and / or emissions of nitrogen oxides (NOx).

The fuel composition according to the invention makes it possible, in particular, to comply with the US EPA standards for pollutant and / or toxic exhaust emissions.

Another object of the invention is to provide a fuel composition enabling a gain in power and / or a decrease in fuel consumption compared with a reference fuel.

The subject of the invention relates to a fuel composition which comprises:

a) at least one hydrocarbon fraction having:

an initial distillation temperature greater than or equal to 180 ° C., preferably greater than or equal to 190 ° C.,

a final distillation temperature of less than or equal to 280 ° C, preferably less than or equal to 270 ° C, more preferably less than or equal to 250 ° C, and

a content of aromatic compounds, measured according to ASTM D1319, of less than or equal to 1% by volume (% v / v), and

b) at least one lubricant additive,

the initial and final distillation temperatures of the hydrocarbon fraction being measured according to ASTM D86.

Preferably, the content of aromatic compounds of the hydrocarbon fraction, measured according to a UV detection method, is less than or equal to 150 ppm.

More preferably, the fuel composition according to the invention comprises:

a) at least one hydrocarbon fraction having:

an initial distillation temperature greater than or equal to 180 ° C., preferably greater than or equal to 190 ° C,

a content of aromatic compounds, measured according to a UV detection method, of less than or equal to 150 ppm by weight, and

b) at least one lubricant additive,

According to a particular embodiment, the fuel composition further comprises at least one procetane additive.

Advantageously, the hydrocarbon fraction has a pour point, measured according to ASTM D97, of less than or equal to -40 ° C., preferably less than or equal to -45 ° C., more preferably less than or equal to -50 ° C. still more preferably less than or equal to -70 ° C.

According to one embodiment, the hydrocarbon fraction has a sulfur content, measured according to the D5453 standard, less than or equal to 10 ppm, preferably less than or equal to 5 ppm, more preferably less than or equal to 2 ppm.

According to a preferred embodiment, the hydrocarbon fraction has a distillation range, measured according to ASTM D86, less than or equal to 100 ° C, preferably less than or equal to 80 ° C, more preferably less than or equal to 60 ° C still more preferably less than or equal to 50 ° C.

Advantageously, the hydrocarbon fraction has a mass percentage of iso-paraffins greater than or equal to 20%, preferably ranging from 20 to 50%, more preferably ranging from 25 to 32%.

According to one embodiment, the hydrocarbon fraction comprises hydrocarbon compounds whose hydrocarbon chain comprises from 9 to 17 carbon atoms, from preferably from 10 to 16 carbon atoms, more preferably from 11 to 14 carbon atoms.

Preferably, according to this embodiment, the hydrocarbon fraction consists essentially of hydrocarbon compounds whose hydrocarbon chain comprises from 9 to 17 carbon atoms, preferably from 10 to 16 carbon atoms, more preferably from 11 to 14 carbon atoms. .

According to a preferred embodiment, the fuel composition comprises at least one anti-static additive.

Advantageously, the anti-static additive is selected from the group consisting of succinimides, alkenylsuccinimides, polyisobutylenes succinimides (PIBSI), polyamines, especially polyisobutylenes amines (PIBA), polyamides, polysulphonates, quaternary ammoniums having in particular a polyisobutylene chain and mixtures of polysulfones and amine compounds such as polymeric polyamines.

Advantageously, the procetane additive is chosen from the group consisting of C ₄ -C ₂₀ alkyl nitrates, preferably 2-ethylhexyl nitrate; aryl peroxides -C-C ₂ o, preferably benzyl peroxide and alkyl peroxides C ₄ -C _20, preferably peroxide, ter-butyl.

According to a first embodiment, the lubricant additive is selected from the group consisting of carboxylic acids having at least one aliphatic hydrocarbon chain C ₄ -C ₃₄ , preferably C ₈ -C ₂₄ , more preferably C ₁₀ -C ₂₀ , the C ₄ -C ₃₄ hydrocarbon derivatives of mono- and polycyclic carboxylic acids such as C ₁ -C ₂₀ alkylsalicylic acids and their ester or amide derivatives, alone or as a mixture.

Preferably according to this embodiment, the lubricant additive is chosen from the group consisting of fatty acids having a linear, saturated or unsaturated hydrocarbon chain. C ₄ -C ₃₄ , preferably C ₈ -C ₂ 4, more preferably C ₀ -C ₂₀ , and their ester or amide derivatives, alone or in admixture.

Even more preferentially, still according to this embodiment, the lubricant additive is chosen from Tall oil fatty acids (TOFA) and the ester or amide derivatives of these fatty acids, alone or as a mixture.

According to a second embodiment, the lubricity additive is selected from esters of carboxylic acids having at least one aliphatic hydrocarbon chain C ₄ -C _34, preferably C ₈ -C _24, more preferably Ci ₀ - C ₂₀ , preferably fatty acid esters and oligomer esters such as polyol esters, alone or in admixture.

Preferably, according to this second embodiment, the lubricant additive is chosen from mono-, di- and tri-glycerides of a fatty acid, alone or as a mixture.

The invention also relates to the use as fuel in an internal combustion engine, preferably as diesel fuel, of a hydrocarbon fraction having:

a content of aromatic compounds, measured according to ASTM D1319, less than or equal to 1% by volume (% v / v),

Advantageously, the hydrocarbon fraction has:

a final distillation temperature of less than or equal to 280 ° C, preferably less than or equal to 270 ° C, more preferably less than or equal to 250 ° C, and a content of aromatic compounds, measured according to a UV detection method, less than or equal to 150 ppm by weight,

According to a preferred embodiment, the hydrocarbon fraction is used to reduce the polluting and / or toxic exhaust emissions of the internal combustion engine, preferably to reduce at least one of the exhaust emissions selected from the particulate emissions, the polycyclic aromatic hydrocarbons (PAHs), carbon dioxide (CO ₂ ) and nitrogen oxides (NOx).

According to a preferred embodiment, the hydrocarbon fraction is used in the form of a fuel composition as defined above.

Preferably, according to this embodiment, the fuel composition further comprises at least one procetane additive as defined above, and optionally at least one anti-static additive as defined above.

Advantageously, the hydrocarbon fraction, optionally additivated, in particular in the form of a fuel composition as defined above and in detail below, is used as fuel in an internal combustion engine to reduce, in gaseous fuels. exhaust of said combustion engine, the rate:

carbon dioxide (CO ₂ ), measured by NDIR, of at least 1%, more preferably of at least 2%, even more preferably of at least 3%, and / or,

nitrogen oxides (NOx), measured by (CLD), of at least 2%, more preferably of at least 3%, even more preferentially of at least 5%, and / or,

particle size, measured according to the US EPA gravimetric procedure (PM), of at least 10%, preferably of at least 13%, even more preferably of at least 20%,

- polycyclic aromatic hydrocarbons (PAHs), measured according to the EPA TO-13A method, of at least 80%. According to an advantageous embodiment, the use of the hydrocarbon fraction, optionally additivated in particular in the form of a fuel composition as defined above and in detail below, as fuel in an internal combustion engine allows :

to increase the power gain of the internal combustion engine, preferably by at least 0.4%, and / or

- To reduce the fuel consumption of the internal combustion engine, preferably at least 0.7%.

Advantageously, the internal combustion engine is a diesel engine.

The internal combustion engine is preferably selected from non-road motor vehicles and stationary engines, including the engines of industrial devices.

According to a preferred embodiment, the internal combustion engine is a diesel engine, preferably selected from non-road vehicle engines and / or stationary engines used or intended to be used in a confined space, for example on mining sites.

The object of the invention also relates to a method of operating an internal combustion engine with low pollutant and / or toxic exhaust emissions and / or adapted for use in extreme temperature conditions, in particular at temperature external ambient very low, preferably less than or equal to -40 ° C, preferably less than or equal to -45 ° C, more preferably less than or equal to -50 ° C comprising the supply of the internal combustion engine with a hydrocarbon cut as defined above and in detail below, optionally in the form of a fuel composition as described above and in detail below, and the combustion of the hydrocarbon fraction or the composition of fuel.

According to a preferred development, the engine is a diesel engine, preferably selected from non-road motor vehicles and stationary engines, including the engines of industrial devices. DETAILED DESCRIPTION

In the following description, it is understood that when using:

- the term "between" includes the limits of the range concerned,

- the unit expressed in ppm, is mass unless otherwise indicated.

The expression "essentially consists of" followed by one or more characteristics, means that may be included in the method or composition of the invention, in addition to the components or steps explicitly listed, components or steps that do not significantly modify the properties and characteristics of the invention.

The invention firstly relates to a fuel composition comprising:

at least one hydrocarbon fraction, and

at least one lubricant additive.

The hydrocarbon cut

The hydrocarbon fraction preferably represents at least 90% by weight of the fuel composition, more preferably from 95 to 99.99% by weight of the fuel composition, more preferably from 98 to 99.99% by weight of the composition of the fuel composition. fuel.

The hydrocarbon fraction has an initial distillation temperature, measured according to ASTM D86, greater than or equal to 180 ° C, preferably greater than or equal to 190 ° C.

For the purposes of the invention, the term "initial distillation temperature" means the lowest temperature at which constituents of the hydrocarbon fraction evaporate. A hydrocarbon fraction having an initial distillation temperature greater than or equal to T ₀ does not include compounds having a boiling temperature T <T ₀ .

The hydrocarbon fraction has a final distillation temperature, measured according to ASTM D86, of less than or equal to 280 ° C, preferably less than or equal to 270 ° C, and even more preferably less than or equal to 250 ° C. For the purposes of the invention, the term "final distillation temperature" means the highest temperature at which constituents of the hydrocarbon fraction evaporate. A hydrocarbon fraction having a final distillation temperature of less than or equal to T ₀ does not therefore comprise compounds having a boiling point T> T ₀ .

Such hydrocarbon cuts can be obtained as follows.

The hydrocarbon fraction according to the invention is preferably chosen from hydrocarbon fractions derived from crude oil and hydrocarbon fractions of synthetic origin.

According to a first preferred variant, the hydrocarbon fraction is derived from crude oil.

Preferably, according to this first variant, the hydrocarbon fraction is derived from the distillation of crude oil, preferably from atmospheric distillation and / or vacuum distillation of crude oil, even more preferably from atmospheric distillation followed by distillation. vacuum distillation of crude oil.

Advantageously, again according to this first variant, the hydrocarbon fraction used in the composition of the invention is obtained by a process comprising hydrotreatment, hydrocracking and / or catalytic cracking steps. Typically these steps are carried out in a refinery hydrocracker unit still called DHC for "Distillate HydroCracker" in English - Hydrocracker Distillates. DHC units allow the implementation of one or more steps of desulfurization and / or demetallation and / or hydrocracking of distillates from atmospheric distillation and / or vacuum distillation.

The hydrocarbon fraction used in the composition of the invention is preferably obtained by a process comprising, in addition to the steps described above, one or more stages of dearomatization and optionally desulfurization.

Preferably, the hydrocarbon fraction obtained after the distillation and hydrocracking step (s) is chosen from kerosene cuts. The hydrocarbon fraction is preferably a kerosene fraction obtained from the atmospheric distillation and / or the vacuum distillation of the crude oil followed by a process comprising one or more hydrotreatment and / or hydrocracking and / or catalytic cracking stages. , possibly followed by decaromatization and / or distillation steps. Advantageously, the hydrocarbon fraction is a kerosene fraction obtained from atmospheric distillation and vacuum distillation of crude oil followed by a process comprising hydrotreatment and / or hydrocracking and / or catalytic cracking steps, followed by stages of deraromatisation and distillation.

The hydrocarbon fraction may also consist of a mixture of hydrocarbon fractions having undergone the steps described above.

According to a second variant, the hydrocarbon fraction is chosen from hydrocarbon fractions of synthetic origin. The hydrocarbon cuts of synthetic origin generally result from the transformation of natural gas or synthesis gas from biomass and / or coal.

Preferably, the hydrocarbon fraction is a hydrocarbon fraction derived from the distillation of crude oil.

Advantageously, the hydrocarbon fraction has a distillation range, measured according to ASTM D86, less than or equal to 100 ° C, preferably less than or equal to 80 ° C, more preferably less than or equal to 60 °, even more preferably lower or equal to 50 ° C.

By "distillation range" of a hydrocarbon fraction is meant, in the sense of the invention, the difference between the final distillation temperature and the initial distillation temperature of the hydrocarbon fraction.

The hydrocarbon fraction preferably has a paraffin percentage ranging from 20 to 85%, more preferably from 25 to 80%, even more preferentially ranging from 35 to 70%, and advantageously from 40 to 60%, relative to the mass. total of the hydrocarbon cut.

The hydrocarbon fraction preferably has a mass percentage of n-paraffins ranging from 0.1 to 40%, more preferably ranging from 8 to 30%, even more preferentially ranging from 15 to 25%, relative to the total mass of the hydrocarbon cut. The hydrocarbon fraction preferably has a mass percentage of iso-paraffins greater than or equal to 20%, preferably ranging from 20 to 50%, more preferably ranging from 20 to 35%, relative to the total mass of the hydrocarbon fraction. .

The hydrocarbon fraction preferably has a mass percentage of naphthenes ranging from 15 to 80%, preferably from 20 to 70%, more preferably ranging from 30 to 65%, still more preferably ranging from 40 to 60%, relative to the total mass of the hydrocarbon cut.

The mass percentages of n-paraffins, iso-paraffins and naphthenes are measured by two-dimensional gas phase chromatography (GCxGC). The mass percentage of paraffin is calculated by the sum of the mass percentages of n-paraffins and iso-paraffins.

Advantageously, the hydrocarbon fraction has a pour point, measured according to ASTM D97, less than or equal to -40 ° C., preferably less than or equal to -45 ° C., more preferably less than or equal to -50 ° C. more preferably less than or equal to -70 ° C.

Advantageously, the hydrocarbon fraction has a sulfur content measured according to the D5453 standard of less than or equal to 10 ppm, preferably less than or equal to 5 ppm, more preferably less than or equal to 2 ppm.

The hydrocarbon fraction has an aromatic content, measured according to the D1319 standard, less than or equal to 1% by volume (% V / V).

According to a preferred embodiment, the hydrocarbon fraction has a content of aromatic compounds, measured according to a UV detection method, less than or equal to 300 ppm by weight, preferably less than or equal to 150 ppm by weight, more preferably less than or equal to at 60 ppm by weight, more preferably still less than or equal to 40 ppm by weight. This UV detection method can be used, advantageously, in addition to the measurement according to the D1319 standard, in particular when the content of aromatic compounds is less than 1% by volume (% V / V), a value corresponding to the limit of detection. according to D1319.

The hydrocarbon fraction may also comprise other compounds than the hydrocarbon compounds described above, in particular it may comprise oxygenated compounds.

The hydrocarbon fraction preferably comprises less than 1% by weight of oxygenated compounds, preferably less than 0.1% by weight and even more preferably less than 0.01% by weight, relative to the total mass of the cup. hydrocarbon.

Advantageously, the hydrocarbon fraction is devoid of oxygenated compounds (in English "bio-free").

The hydrocarbon fraction preferably comprises less than 1% by weight of unsaturated hydrocarbon compounds, that is to say compounds having one or more unsaturations, preferably less than 0.1% by weight and even more preferentially less than 0.01% by weight. % by weight, relative to the total mass of the hydrocarbon fraction.

Advantageously, the hydrocarbon fraction is free of unsaturated hydrocarbon compounds, that is to say having one or more unsaturations. This characteristic thus ensures a better stability of the fuel composition.

The hydrocarbon fraction as defined above is advantageous in that it is insensitive to oxidation. The storage stability properties of a fuel composition containing such a hydrocarbon fraction are in fact also improved. The fuel composition can thus be stored over a long period without its intrinsic qualities being altered.

According to a particular embodiment, the hydrocarbon fraction comprises hydrocarbon compounds whose hydrocarbon chain comprises from 9 to 17 carbon atoms, preferably from 10 to 16 carbon atoms, more preferably from 11 to 14 carbon atoms. Preferably, according to this particular embodiment, the hydrocarbon fraction consists essentially of hydrocarbon compounds whose hydrocarbon chain comprises from 9 to 17 carbon atoms, preferably from 10 to 16 carbon atoms, more preferably from 11 to 14 carbon atoms. carbon.

According to a particular embodiment, a hydrocarbon fraction as described above is obtained by a catalytic hydrogenation process on hydrodearomatization units fed with petroleum fractions, also called "charges", followed by a distillation step.

The petroleum fractions used to feed the hydrodearomatization units are advantageously distillates having boiling points between 120 ° C. and 370 ° C., for example a mixture of kerosenes, advantageously with a low sulfur content, preferably having a content in sulfur less than or equal to 10 ppm. The hydrodearomatization units can be composed of one or more series reactors operated at high pressure. These reactors have one or more catalytic beds.

The efficiency of the hydrodearomatization unit by hydrogenation is dependent on the stability and the performance of the catalysts of the series reactors. Catalysts generally used in the hydrogenation section are based on nickel or noble metals. Typical hydrogenation catalysts may be either bulk or supported and may include the following metals: nickel, platinum, palladium, rhenium, rhodium, nickel tungstate, nickel-molybdenum, molybdenum, cobalt-molybdenum. The supports may be silica, alumina or silica-alumina or zeolites.

A preferred catalyst is a nickel catalyst on an alumina support whose specific surface area varies between 100 and 200 m ² / g of catalyst or a nickel-based bulk catalyst.

Since the hydrogenation reaction of the aromatics is highly exothermic, the temperature of the hydrogenation reactors can be controlled by diluting the so-called "fresh" filler with a non-reactive diluent. As diluent, it is known to use, for example, a part of the hydrogenated feedstock, that is to say the hydrogenated effluent at the outlet of the hydrogenation reactor or reactors, which is thus returned to the inlet of the first reactor and mixed with the fresh feed before entering through a recycle (typically 50/50% w / fresh load / hydrogenated feed). This recycling thus makes it possible to control the exothermicity of the hydrogenation reaction.

The dilution of the feed may also be made by any other inert diluent relative to the feedstock compounds. By "inert" is meant in the sense of the invention that the diluent is not capable of reacting with the compounds constituting the feedstock of the reactors.

The filler may also optionally be mixed with other types of additives to correct the properties, it being understood that the proportion of additives is a minority in the filler plus additives mixture.

The hydrogenated effluent recovered at the outlet of the hydrogenation reactor or reactors is then distilled into finished products, including the hydrocarbon fraction described above.

A hydrocarbon fraction as described above can be obtained by a method as described in document FR3023298 or according to the document WO2011061575 cited by way of example.

The hydrocarbon cuts, as described above, are sold especially by TOTAL under the trade name Ketrul ^® .

Fuel composition

According to a first variant, the fuel composition according to the invention consists essentially of the hydrocarbon fraction described above and at least one lubricity additive described below.

According to a second variant, the fuel composition according to the invention further comprises one or more additives commonly used in fuels to improve their performance.

It is understood that the fuel composition according to the invention may also comprise other compounds than those defined above, and present in the form of traces. These other compounds are especially impurities and / or oxygen compounds and / or compounds unsaturated hydrocarbons. It is also understood that in this case it is nonetheless a hydrocarbon fraction free from oxygenated compounds and / or unsaturated hydrocarbon compounds insofar as their content in the fuel composition according to the invention is very low.

According to a particular embodiment, the fuel composition comprises the hydrocarbon fraction described above, at least one lubricant additive and at least one procetane additive.

Advantageously, the fuel composition comprises at least 1 ppm of the lubricating additive and, preferably, at least 1 ppm of the procetane additive.

According to a particular embodiment, the fuel composition of the invention is obtained by mixing the hydrocarbon fraction described above with at least one lubricant additive, and advantageously at least one procetane additive, described below, according to all known additivation method.

The additive is generally carried out by means of an additive composition in solution in a solvent, for example an aromatic solvent such as Solvantar 400 or Solvarex.

Lubricant additive

The additive composition according to the invention may comprise at least one lubricant additive. By "lubricating additive" is meant in the sense of the invention any compound capable of improving the lubricity of a fuel composition or of giving it anti-wear effects, when it is used in a combustion engine internal. We also speak of anti-wear additive or additive lubricity.

The fuel composition according to the invention preferably comprises a lubricant additive content of at least 10 ppm, more preferably at least 50 ppm, even more preferably ranging from 50 to 1 000 ppm, in particular from 10 to 10 ppm. at 5000ppm. The lubricant additive is preferably selected from the group consisting of carboxylic acids having at least one aliphatic hydrocarbon chain C ₄ -C ₃₄ , preferably C ₈ -C ₂₄ , more preferably C ₀ -C ₂ o; the C ₄ -C ₃₄ hydrocarbon derivatives of mono- and polycyclic carboxylic acids such as C ₁ -C ₂₀ alkylsalicylic acids and their ester or amide derivatives, alone or as a mixture. Such additives are described in the following documents: EP680506, EP860494, EP915944, FR2772783, FR2772784.

More preferably, the lubricant additive is chosen from the group consisting of fatty acids having a linear hydrocarbon chain, saturated or unsaturated C ₄ -C ₃₄ , preferably C ₈ -C ₂₄ , more preferably C ₀ -C ₂₀ , and their ester or amide derivatives, alone or in admixture.

According to a first variant, the lubricant additive is chosen from the fatty acids of Tall Oil Fatty Acids (TOFA) and the ester or amide derivatives of these fatty acids, alone or as a mixture. Such additives are described in the document WO98 / 04656 cited by way of example. The lubricant additives of the TOFA type are, for example, sold by TOTAL under the trade name PC32 or PC30.

According to a second variant, the lubricant additive is obtained from acid oils resulting from the acidification of a neutralization paste obtained by a process for refining a vegetable and / or animal oil. Such additives are described in patent application FR3040709, cited by way of example. The additive thus obtained consists of a mixture of fatty acids, ester compounds and glycerides, especially triglycerides.

According to a preferred embodiment, the lubricant additive is chosen from additives having a very low acid number, it is called neutral lubricating additives such as esters or amides.

According to a first variant of this preferred embodiment, the lubricating additive is chosen from esters.

Esters suitable as lubricity additives are chosen from carboxylic acid esters having at least one C ₄ -C ₃₄ aliphatic hydrocarbon chain, preferably C ₈ -C ₂₄ , more preferably C ₁₀ -C ₂₀ , preferably fatty acid esters and oligomer esters such as polyol esters, alone or in admixture

Preferably, according to this first variant, the lubricating additive is chosen from esters derived from fatty acids such as those described above, oligomeric or functionalized polymer esters (for example olefin oligomers), for example chosen among the mono esters of alcohols (for example the methyl esters), or more advantageously the esters of polyols such as glycerol esters, alone or as a mixture.

Even more preferably, still according to this first variant, the neutral lubricating additive is chosen from mono-, di- and tri-glycerides of a fatty acid, alone or as a mixture.

Advantageously, the neutral lubricant additive of the ester type is chosen from the mono- and diglycerides of a fatty acid, alone or as a mixture. By way of example, mention may be made of glycerol monooleate.

Neutral lubricant additives of the fatty acid ester type are, for example, marketed by Infineum under the trade name R655.

According to a second variant of this embodiment, the neutral lubricant additive is chosen from amides.

Preferably, according to this second variant, the lubricating additive is chosen from fatty acid amides, in which the preferred fatty acids are as described above.

Neutral amide-type lubricity additives are, for example, marketed by Afton under the trade name 4848A.

Other suitable lubricity additives are described, for example, in:

the article by Danping Wei and H. A. Spikes, "Diesel Fuel Lubricant", Porter, III (1986) 217-235;

WO-A-94/17160 which describes ester compounds obtained from carboxylic acid and alcohol in which the acid has 2 to 50 carbon atoms and the alcohol has one or several carbon atoms, in particular diisodecyl glycerol monooleate and adipate, used as fuel additives for the reduction of wear in an injection system of the diesel engine.

Procetane additive

The additive composition according to the invention may further comprise at least one procetane additive.

By "procetane additive", also called cetane number improvement additive, is meant within the meaning of the invention any compound capable of improving the auto-ignition of a fuel composition additivée with such a compound when it is used in an internal combustion engine.

The fuel composition preferably comprises a procetane additive content of at least 10 ppm, more preferably at least 50 ppm, even more preferably from 10 to 5000 ppm, in particular from 10 to 1000 ppm.

The procetane additive may be selected from the group consisting of C ₄ -C ₂₀ alkyl nitrates, preferably 2-ethylhexyl nitrate, C ₁ -C ₂ aryl peroxides, preferably benzyl and C ₄ -C ₂₀ alkyl peroxides, preferably tert-butyl peroxide.

Anti-static additive

According to a particular embodiment, the fuel composition comprises at least one anti-static additive.

For the purposes of the invention, the term "anti-static additive" means any compound capable of modifying the conductivity of a fuel composition in order to avoid the creation of a static charge liable to lead to the ignition of the vapors of the composition of the composition. fuel near a spark. The presence of this additive thus achieves the safety requirements for said fuel composition. Advantageously, the fuel composition comprises at least 1 ppm of the antistatic additive, preferably at least 10 ppm, preferably at least 50 ppm.

The fuel composition comprises, more preferably, between 10 to 5000ppm of anti-static additive, more preferably 10 to 1000ppm.

The anti-static additive is preferably selected from the group consisting of succinimides, alkenylsuccinimides, polyisobutylenes succinimides (PIBSI), polyamines, especially polyisobutylenes amines (PIBA), polyamides, polysulphonates, quaternary ammoniums. especially having a polyisobutylene chain and mixtures of polysulfones and amine compounds such as polymeric polyamines. These mixtures of polysulfones and amine compounds are described in particular in US3917466.

Detergent additive and demulsification additive

According to another particular embodiment, the fuel composition according to the invention further comprises at least one detergent additive and / or at least one demulsification additive.

For the purpose of the invention, the term "detergent additive" means any compound capable of controlling, reducing and / or preventing the formation of deposits in the internal parts of a combustion engine, when a fuel composition supplemented with such a compound is used in an internal combustion engine.

Advantageously, the fuel composition comprises at least 1 ppm detergent additive, preferably at least 10 ppm, preferably at least 50 ppm.

The fuel composition comprises, more preferably, from 5 to 1000 ppm of detergent additive, more preferably from 5 to 500 ppm.

The detergent additive is preferably chosen from the group consisting of amines, succinimides and alkenylsuccinimides, in particular PIBSIs, and polyalkylamines in particular. PIBA, polyalkyl polyamines, polyetheramines, quaternary ammoniums having in particular a polyisobutylene chain and triazole derivatives.

In particular, the detergent additive is chosen from polyisobutylenes succinimides (PIBSI), preferably having a polyisobutylene chain having a weight average molecular mass ranging from 500 to 2000, preferably from 800 to 1500 g. mol ¹ .

PIBSI are generally obtained by reaction of a succinic anhydride substituted by a polyisobutylene chain (PIBSA) and a polyamine, for example a tetraethylene pentamine (TEPA).

Examples of such additives are given by way of example in the following documents: EP0938535, US2012 / 001011, US4171959, WO2006135881 and WO2012 / 004300.

According to a particular embodiment, the detergent additive is also used as an anti-static additive. Thus, the use of the detergent additive as described above avoids adding to the fuel composition an antistatic additive since the detergent additive acts as both an antistatic agent and a detergent additive. detergent agent.

For the purposes of the invention, the term "dememulsion additive" is intended to mean any compound capable of separating the fuel from any residual water by allowing any water-in-fuel emulsions to be broken and to lead to the decantation of the phase. aqueous.

The demulsifying additive or anti-foaming additive is preferably chosen from polysiloxanes, oxyalkylated polysiloxanes, alkylphenol resin alkoxylates, polymerized polyols, esterified phenol polymers, polyglycols and fatty acid amides. from vegetable or animal oils. Examples of such additives are given by way of example in the following documents: EP861882, EP663000, EP736590.

Advantageously, the dememulsion additive is chosen from alkoxylates of alkylphenol resins. Advantageously, the fuel composition comprises at least 1 ppm of the demulsification additive, preferably at least 10 ppm, preferably at least 50 ppm.

The fuel composition more preferably comprises from 10 to 5,000 ppm of demulsification additive, still more preferably from 10 to 1,000 ppm.

Other additives

The fuel composition may also include one or more other additives selected from tracers, anti-corrosion agents, dispersants, antioxidants, biocides, deodorants, friction modifiers, combustion assistants ( catalytic combustion promoters and soot), cloud point improvers, pour point, TLF ("Filterability Limit Temperature") and anti-sedimentation agents.

Among these additives, there may be mentioned in particular tracers such as ethyl-2-hexanol.

These other additives are generally added in an amount ranging from 100 to 1000 ppm (each).

uses

The invention also relates to the use as fuel in an internal combustion engine, preferably as a fuel for a diesel engine, of a hydrocarbon fraction having:

the initial and final distillation temperatures of the hydrocarbon fraction being measured according to ASTM D86. The internal combustion engine is preferably a diesel engine.

Advantageously, the internal combustion engine is chosen from non-road motor vehicles (in English "off-road"), and / or stationary engines, including engines of industrial devices.

Off-road vehicles include, in particular, mobile and / or construction machinery.

The engines of industrial devices include internal combustion engines stationary equipment such as generators.

Advantageously, the hydrocarbon fraction as described above is used as fuel in an engine chosen from non-road motor vehicles and stationary engines used or intended to be used in a confined space. A particularly advantageous application is found for off-road vehicle engines used or intended to be used on mining sites.

Advantageously, the use of a hydrocarbon fraction as defined above, optionally additivated and in particular in the form of a fuel composition as defined above, makes it possible to reduce pollutant and / or toxic exhaust emissions of the internal combustion engine compared to a reference fuel.

The reference fuel is, advantageously, a standard diesel fuel. By way of example of standard diesel fuel, mention may be made of a standard diesel fuel meeting the European standard EN590 or a diesel certified by the USA (in English "USA certification Diesel fuel"), for example that referenced EPA 1065.703 ULSD. The measurement of all the polluting and / or toxic emissions is carried out at the gross exhaust of the engine without a post-treatment system.

In particular, this use makes it possible to reduce, in comparison with a reference fuel, at least one of the exhaust emissions chosen from particulate emissions, polycyclic aromatic hydrocarbon (PAH) emissions, carbon dioxide emissions (C0 ₂ ) and / or emissions of nitrogen oxides (NOx).

Engine bench tests can be set up to determine the nature of pollutant and / or toxic exhaust emissions and their content. One example is US 7181379 which describes a method and a device for studying the quality of fuels and, in particular, their compliance with respect to exhaust emissions according to the US EPA.

The measurement of all the polluting and / or toxic emissions is carried out at the gross exhaust of the engine without a post-treatment system.

It is also possible to perform specific tests on the internal combustion engine. A specific motor configured to operate without an exhaust aftertreatment system, for example without an Exhaust Gas Re-circulation system (EGR) or particulate filter (FAP), on which to carry out the measurements, is then selected. emission pollutants and / or toxic and applies a cycle adapted to said engine. One example is the application of a non-road transient cycle (NRTC).

This NRTC cycle is a transient driving cycle for off-road diesel engines developed by the US EPA. The test is used internationally for the certification of exhaust emissions and the certification of off-road engines. The NRTC test is required by a number of exhaust emission standards for non-road machinery engines. The NRTC is run twice, with cold and warm start, with a 20-minute impregnation period between tests. For example, the NRTC cycle can be applied to an off-road Cummins MY2013 ISL9 diesel engine with no aftertreatment exhaust system. This configuration makes it possible, for example, to test the emissions, in particular PAH emissions according to specifications 1065 of Part 40 of the Federal Specifications Code ("Federal Code Regulation", (CFR)).

Pollutant and / or toxic exhaust emissions may include PAH emissions. Several methods for detecting and measuring PAH emissions are known to those skilled in the art. The detection and measurement of PAHs can be done in particular according to the EPA TO-13A method recommended for the certification of diesel fuels by the US EPA. This method makes it possible, in particular, to measure the main PAHs present in the diesel engine exhaust gases as defined in the Lim et al. (Atmospheric Environment, Vol.39, Issue 40, p.7836-7848, dec.2005) and Nelson (Fuel, Vol 68, Issue 3, March 1989, p.283-286). The principle of this measurement is based on the use of a quartz filter and an absorbent, for example an Amberlite ^® XAD-2 resin. Most PAH species escaping from the exhaust of an internal combustion engine to particulate matter on the quartz filter and other more volatile PAH species are absorbed by Amberlite ^® XAD-2 resin into a resin tube positioned in the downstream of the quartz filter. PAHs are extracted from the resin and analyzed by gas chromatography.

According to a particular embodiment, the use of the hydrocarbon fraction as described above, optionally additivated and especially in the form of a fuel composition as defined above, allows, compared to a reference fuel, to reduce the level of polycyclic aromatic hydrocarbons (PAHs) measured according to the EPA TO-13A method or to completely eliminate PAHs measured according to the EPA TO-13A method, in the exhaust gases, at the gross exhaust of the engine.

According to a particular embodiment, the PAHs are chosen from the group consisting of naphthalene, phenanthrene, 2-methyl naphthalene, 1-methyl naphthalene and dimethyl naphthalene. This group is generally the most representative species of PAHs in diesel exhaust.

The reduction of PAHs compared to a reference fuel is preferably at least 80%. In particular, the reduction of naphthalene compared to a reference fuel is preferably at least 30% Pollutant and / or toxic exhaust emissions may include particulate emissions. These particle emissions can be measured according to the standard implementation procedure for particle gravimetric analysis ("Standard Operating Procedure for Particulate Matter (PM) Gravimetric Analysis") recommended by the US EPA and noted " (PM) Gravimetric Analysis "in the following description.

According to a particular embodiment, the use of the hydrocarbon fraction as described above, possibly with added additives and in particular in the form of a fuel composition as defined above, makes it possible to reduce, compared with a reference fuel. , the particulate content measured according to the US EPA procedure (PM) Gravimetric analysis of at least 10%, preferably at least 15%, even more preferably at least 20%.

Pollutant and / or toxic exhaust emissions may include, for example, C0 ₂ and NOx emissions that are measured by any known process, such as non-dispersive infrared (NDIR) for C0 ₂ and chemiluminescence for NO _x (CLD).

According to a particular embodiment, the use of the hydrocarbon fraction as described above, possibly with added additives and in particular in the form of a fuel composition as defined above, makes it possible to reduce, compared with a reference fuel. :

the level of carbon dioxide (CO ₂ ) measured by NDIR of at least 1%, more preferably at least 2%, even more preferably at least 3%.

- The rate of nitrogen oxides (NOx) measured by (CLD) of at least 2%, more preferably at least 3%, more preferably at least 5%.

It being understood that the pollutant and / or toxic emission values are obtained at the gross exhaust of the engine without a post-treatment system by application of an NRTC cycle on a Cummins MY2013 ISL9 engine, Diesel common rail "off road" of 8.9 liters Diesel, turbocharged with a power of 350 HP at a speed of 2000 rpm. The present invention also relates to a method of operating an internal combustion engine with low pollutant and / or toxic exhaust emissions, and / or adapted for use in extreme temperature conditions, in particular at very low ambient external temperature. .

The operating method comprises feeding the internal combustion engine with a hydrocarbon fraction as described above, optionally additive and especially in the form of a fuel composition as defined above, and the combustion of the composition fuel in said engine.

According to a particular embodiment, the internal combustion engine is a diesel engine, preferably chosen from internal combustion engines for off-road vehicles and stationary engines, in particular the engines of industrial devices.

The method of the invention allows operation when the engine is used in extreme temperature conditions, in particular when the ambient external temperature reaches temperatures of less than or equal to -40.degree. C., preferably less than or equal to -45.degree. more preferably less than or equal to -50 ° C.

Advantageously, the combustion of the hydrocarbon fraction according to the invention, optionally additivated and in particular in the form of a fuel composition as defined above, makes it possible to reduce the polluting and / or toxic emissions to the gross exhaust of the engine. , compared to a reference fuel.

Advantageously, the process makes it possible to reduce the carbon dioxide (CO ₂ ), measured by NDIR according to the NRTC cycle and the conditions described above, by at least 1% by mass, more preferably by at least 2% by mass. more preferably at least 3% by weight.

Advantageously, the process makes it possible to reduce the nitrogen oxides (NOx) measured by (CLD) according to the NRTC cycle and the conditions described above by at least 2% by mass, more preferably at least 3% by weight, more preferably at least 5% by weight.

EXAMPLE

The characteristics of a hydrocarbon cut noted Ci are listed in Table 1 below:

Table 1

ASTM D1319. UV analysis makes it possible to obtain more precise values of the aromatic content in mass ppm.

An additive composition used to add the Ci cut is described in the following Table 2. Table 2 - Characteristics of the additive composition

** PIBSI obtained by reaction of TEPA and PIBSA (molecular weight of 1000g mol ¹ )

A fuel composition denoted CARB1 according to the present invention is obtained by additivation of the hydrocarbon fraction C1 with the additive composition described above at a rate of 1450 ppm v / v, ie 1700 mg / kg.

The characteristics of the CARBi fuel composition and the US certification diesel referenced EPA 1065.703 ULSD, denoted CARB ₀ are listed in the following Table 3.

* The measurement of the aromatic content in the hydrocarbon fraction is at the limit of detection according to the ASTM D1319 standard. UV analysis makes it possible to obtain values of the aromatic content in ppm more precise. Pollutant and / or Toxic Emission Measurements of CARB ₀ and CARBi (Tables 4 to 12)

- Cummins MY2013 ISL9 diesel 8.9 liter off-road common-rail diesel engine, turbocharged with 350 hp at 2000 rev / min engine speed, no exhaust aftertreatment system (neither EGR or FAP),

- Run twice, with cold and warm start, with a 20-minute impregnation period between tests.

- Measurement of exhaust emissions from the engine without a post-treatment system

Emission of PAH according to EPA Method TO-13A

Particle Emissions by the (PM) Gravimetric Analysis Method

Emissions of C0 ₂ by the NDIR method

NOx emissions by the CLD method

- NRTC cold results

* average over 3 test points

** Student t law with a 95% confidence level.

- Hot NRTC results

* average over 3 test points

** Student t law with a 95% confidence level.

- Full load NRTC results at a speed of 2000 rpm

* average over 3 test points

** Student t law with a 95% confidence level. NRTC results at 2000 rpm and 75% load

* average over 3 test points

** Student t law with a 95% confidence level. - NRTC results at a speed of 2000 rpm and 50% load

* average over 3 test points

** Student t law with a 95% confidence level.

- NRTC results at a speed of 2000 rpm and 10% load

* average over 3 test points

** Student t law with a 95% confidence level.

- Full load NRTC results at a speed of 1500 rpm

* average over 3 test points

** Student t law with a 95% confidence level. - NRTC results at a speed of 1500 rpm and 75% load

* average over 3 test points

** Student t law with a 95% confidence level. NRTC results at a speed of 1500 rpm and 50% load

* average over 3 test points

** Student t law with a 95% confidence level.

The fuel composition according to the invention advantageously allows the total suppression of the PAHs in the exhaust gases, with the gross exhaust of the engine, in particular the PAHs chosen from the group consisting of phenanthrene, 2-methyl naphthalene, 1-methyl naphthalene, dimethyl naphthalene.

Advantageously, the fuel composition allows the total suppression of naphthalene in the exhaust gas, the gross exhaust of the engine.

In addition, the fuel composition allows a power gain compared to a reference fuel as described above, preferably greater than or equal to 0.4%. In addition, the fuel composition allows a decrease in consumption compared to a reference fuel as described above, preferably greater than or equal to 0.7%.

It is understood that the emission measurements, the gain in power and the decrease in consumption can be measured according to the NRTC cycle and the conditions described in the example above.

The fuel composition has remarkable properties, such as good cold properties. The fuel composition according to the invention is remarkable in that it has:

a pour point measured according to ASTM D97 very low, in particular less than or equal to -40 ° C., more particularly less than or equal to -45 ° C. or even less than or equal to -50 ° C., still more preferably less than -70 ° C.

- a low sensitivity to bacterial development. The bacterial development in the storage tanks of the fuel compositions results in heavy and expensive routine maintenance operations to clean the tanks and replace the polluted fuel with the bacteria.

a very low aromatic content, in particular less than 1% v / v according to the D1319 standard, and more particularly less than 150 ppm by weight.

The fuel composition according to the invention makes it possible to obtain a better reliability of the cold-holding properties as compared to the fuel compositions of the prior art using exclusively the additivation in order to achieve the performances with regard to cold resistance. Indeed, the additivation has the disadvantage of offering less control over the consistency of the performance of the fuel batches additive due to a certain variability in the rate of additivation.

Thus, the fuel composition according to the invention guarantees the stability and the reliability of the performances.

The fuel composition according to the invention also makes it possible to reduce pollutant and / or toxic exhaust emissions during combustion of said composition in an internal combustion engine.

In particular, the fuel composition according to the invention makes it possible to reduce, in the exhaust gases: the emissions of PAHs, particles, CO ₂ and NOx, compared with those of a reference fuel, in particular a standard diesel. This composition thus makes it possible to comply with environmental standards on pollutant and / or toxic exhaust authorized exhaust rates. Control of PAH, CO _2, NOx and particulate matter in the exhaust of internal combustion engines is an issue important, especially for sanitary reasons and makes it possible to comply with environmental standards.

These remarkable properties make it possible to use this fuel composition as a fuel for internal combustion engines, preferably diesel engines. Because of these properties, this fuel composition is of particular interest for non-road vehicles and engines of industrial devices, preferably used or intended to be used in a confined space, especially on mining sites.

Claims

1. Fuel composition that includes:

a) at least one hydrocarbon fraction having:

a final distillation temperature of less than or equal to 280 ° C, preferably less than or equal to 270 ° C, more preferably less than or equal to 250 ° C,

b) at least one lubricant additive,

2. Fuel composition according to claim 1, comprising at least one procetane additive.

3. Fuel composition according to one of claims 1 and 2, wherein the hydrocarbon fraction has a pour point measured according to ASTM D97, less than or equal to -40 ° C, preferably less than or equal to -45. ° C, still more preferably less than or equal to -50 ° C, even more preferably less than or equal to -70 ° C.

4. fuel composition according to any one of claims 1 to 3, wherein the hydrocarbon fraction has a sulfur content, measured according to the standard D5453, less than or equal to 10 ppm, preferably less than 5 ppm, more preferably lower or equal to 2 ppm.

5. Fuel composition according to any one of claims 1 to 4, wherein the hydrocarbon fraction has a distillation range, measured according to ASTM D86, less than or equal to 100 ° C, preferably less than or equal to 80 ° more preferably less than or equal to 60 ° C, still more preferably less than or equal to 50 ° C.

6. Composition according to any one of claims 1 to 5, wherein the hydrocarbon fraction has a mass percentage of iso-paraffins greater than or equal to 20%, preferably ranging from 20 to 50%, more preferably from 25 to 32. %.

7. Composition according to any one of claims 1 to 6, wherein the hydrocarbon fraction comprises hydrocarbon compounds whose hydrocarbon chain comprises from 9 to 17 carbon atoms, preferably from 10 to 16 carbon atoms, more preferably from 11 to 16 carbon atoms. at 14 carbon atoms.

8. Fuel composition according to any one of claims 1 to 7, comprising at least one anti-static additive.

9. Use of a hydrocarbon cut having:

a content of aromatic compounds, measured according to a UV detection method, of less than 150 ppm by weight, and

the initial and final distillation temperatures of the hydrocarbon fraction being measured according to ASTM D86 as a fuel for an internal combustion engine, preferably as a fuel for a diesel engine.

Use according to claim 9, wherein the hydrocarbon fraction is in the form of a composition according to any one of claims 1 to 8.

11. Use according to claim 9 or claim 10 for reducing the polluting and / or toxic exhaust emissions of the internal combustion engine compared to a reference fuel, preferably to reduce at least one of the exhaust emissions. selected from particulate emissions, polycyclic aromatic hydrocarbons (PAHs), carbon dioxide (CO ₂ ) and nitrogen oxides (NOx).

Use according to claim 9 or claim 10 to increase the power gain, when compared to a reference fuel, by at least 0.4%.

13. Use according to claim 9 or claim 10, to reduce the consumption, compared to a reference fuel, of at least 0.7%.

14. Use according to any one of claims 9 to 13, wherein the internal combustion engine is a diesel engine.

15. Use according to any one of claims 9 to 13, wherein the internal combustion engine is an engine selected from non-road motor engines and stationary engines, including the engines of industrial devices.