Patent Application
20130185990
The invention relates to fuel combustion. More particularly, the invention relates to combustion modifier compositions and methods for improving the combustion efficiency of a vehicle by increasing the efficiency of the internal combustion engine in combusting hydrocarbon fuels.
Soaring fuel costs, peaking fuel production and dwindling reserves, conservation efforts, and environmental concerns have increased public awareness of the fuel efficiency issues posed by automobiles and other vehicles. Internal combustion engines are often inefficient in combusting fuel in that they fail to completely burn all of the fuel entering a combustion chamber of the engine. This unburned fuel can remain within the combustion chamber where it forms unburned hydrocarbon residues that accumulate on an interior wall of the combustion chamber as well as other surfaces that play a role in the combustion process. These residues are problematic because, when incinerated, they are discharged as toxic and harmful exhaust emissions such as soot. These unburned hydrocarbons may also react with nitrogen oxides, which are also produced during fuel combustion, upon exposure to ultraviolet light to form ozone. The unburned hydrocarbon residues interfere with fuel combustion and reduce the power output of the engine. Additionally, with the present low levels of sulfur in fuels, the internal combustion engine and its parts such as the exhaust valve experience additional friction that was reduced by the lubricating effects of the sulfur previously found in most hydrocarbon fuels.
Conventional fuel additives may also be disadvantageous due to the necessity of including a carrier or substrate that may permit the active ingredients of those products to attach to the interior surface of the combustion chamber of the internal combustion engine. Carriers and substrates in these conventional fuel additives may include toxic compounds that increase production costs and harm the environment when emitted in vehicle exhaust emissions. The failure of many conventional fuel additives to coat the combustion chamber's interior surface to prevent the formation and accumulation of residues thereon decreases the efficiency of the engine in combusting fuel. Less fuel is combusted by the engine and more fuel is wasted as combustion by-product residues that are deposited onto the interior surface of the combustion chamber.
Another disadvantage of conventional fuel additives is that many include precious metals such as platinum to act as catalysts. The use of catalytically-active precious metals is undesirable due to the high costs of production of such fuel additives.
An additional disadvantage of conventional fuel additives is that many are water soluble and cannot be dissolved in oil. The insolubility of many conventional fuel additives in oil reduces the effectiveness of the fuel additives in improving fuel efficiency. Oil-insoluble conventional fuel additives must be mixed with an oil-soluble compound prior to use, thereby increasing the cost of production. Conventional fuel additives may also include other environmentally-harmful compounds, such as naphthalene, which may be toxic to animals, plants, humans, and other organisms.
Another disadvantage of many conventional fuel additives is their failure to reduce the emissions of volatile organic compounds (VOCs) and nitrogen oxides in vehicle exhaust, which are produced as byproducts of fuel combustion. Both VOCs and nitrogen oxides undergo a chemical reaction in the lower atmosphere upon exposure to ultraviolet light to form ozone, which is a hazardous smog-forming pollutant that has been linked to respiratory illnesses and lung tissue damage in humans.
Conventional fuel additives have not included a source of boron because many boron-containing compounds create a thin layer of boron oxide that deposits on the combustion surfaces of an internal combustion engine. This thin layer of boron oxide produces longer ignition delays, and thus, reduces combustion efficiency.
Conventional fuel additives have also not included a source of cerium because most conventional fuel additives work as detergents or solvents to physically affect fuel in an effort to increase the efficiency of combustion. In addition, many cerium-containing compounds have proven difficult or disadvantageous for usage in fuel additives, and thus, have been avoided by the makers of conventional fuel additives, due to the undesirable byproducts precipitated from ceric salts and cerous salts used to produce cerium metal. Ceric salts that are undesirable for producing cerium metal to be used in fuel additives include ceric fluoride, ceric oxide, and ceric sulfate. Cerous salts that are undesirable for producing cerium metal to be used in fuel additives include cerous bromide, cerous carbonate, cerous chloride, cerous fluoride, cerous iodide, cerous nitrate, cerous oxalate, and cerous sulfate. These ceric and cerous salts are not solvent-soluble and do not yield cerium metal with a high level of purity. Cerium metal derived from these ceric and cerous salts is not oil-soluble and must be finely ground into nanoparticles and complexed with a fuel-soluble compound before introduction into an internal combustion engine. The production of nanoparticles of cerium metal would greatly increase the costs of producing cerium-containing fuel additives using conventional technologies.
The present invention relates to the discovery that certain organometallic soaps, when added to fuel, achieve several advantageous effects with respect to the combustion of fuel in an internal combustion engine. These organometallic soaps, which are soluble in fuel products derived from petroleum oil as well as in other hydrocarbon fuels, may contain ferric iron or cerium (III). The organometallic soap or soaps can be selected from among the following ferric and cerous compounds: cerium ammoniate, cerium ureate, cerium nitrate, cerium-2-ethylhexanoate, cerium octoate, cerium stearate, cerium naphthenate, cerium salicylate, cerium carbonate, ferric octoate, ferric-2-ethylhexanoate, ferric stearate, ferric naphthenate, ferric salicylate, ferric carbonate, diborylated ferrocene, n-butyl ferrocene, 1,1′-dimethyl ferrocene, benzoyl ferrocene, and combinations thereof. Each organometallic soap, alone or in combination with one or more other organometallic soaps, can be used as a combustion modifier that can be introduced into the internal combustion engine to increase the engine's fuel combustion efficiency.
The ferric compounds increase the efficiency of fuel combustion in internal combustion engines by creating a catalytic residue that coats an interior surface of the engine's combustion chamber. Upon combustion, diborylated ferrocene, for example, forms an iron-boron complex catalytic coating on the interior surface of the combustion chamber to create a sacrificial catalytic coating. The catalytic coating formed by the diborylated ferrocene, which is a fullerene, prevents faulty combustion caused by the accumulation of carbon deposits on the interior surface of the combustion chamber. The ferric compounds, and diborylated ferrocene in particular, also act as lubricants to replace the lubricating effect lost by the reduction of sulfur content in low-sulfur diesel fuels. The lubricating effect of the combustion modifier reduces wear of the exhaust valve seat. Like the lead that was formerly present in some fuels, the ferric compound of the combustion modifier can replace the anti-knocking effects now lost in unleaded fuels. The ferric compound of the combustion modifier can act as an anti-knocking agent to reduce or eliminate engine “knocking” By increasing the efficiency of the internal combustion engine in combusting fuel, the ferric compound of the combustion modifier also increases engine power, which, in turn, enhances the torque and fuel economy of the engine.
Diborylated ferrocene, in particular, is advantageous for use as the ferric compound in the combustion modifier. The compound includes at least one diboryl ring and at least two ferrocene units. Advantages are derived from boron's low molecular weight and high energy of combustion, which make boron an attractive additive for use in high-energy fuels such as rocket propellants. When complexed with an iron compound as in, for example, diborylated ferrocene, the boron does not produce a boron oxide layer on the combustion surfaces of the internal combustion engine thereby eliminating any negative effects produced by the formation of such a layer. In addition, the catalytic coating created by the boron-iron complex is a far superior catalyst in comparison to either an iron coating or a boron coating individually.
Diborylated ferrocene is a stable, neutral fullerene structure compound. The diborylated ferrocene dimer is able to undergo reversible conformational changes promoted by both reduction and oxidation (redox) reactions when exposed to combustion of the fuels to which it is added. Diborylated ferrocene exhibits strong boron-iron electronic interactions, and when exposed to combustion temperatures, it can undergo reduction at the diboryl ring or oxidation at the ferrocene unit. The diboryl ring sits slightly tilted in a plane between the ferrocene molecules, however, when the diborylated ferrocene is oxidized or reduced, the diboryl ring flattens in the plane. This flattening effect pushes the iron atoms of the ferrocene molecules farther apart and makes available the advantageous catalytic features inherent to both the ferrocene molecule and the boron molecule.
The cerous compounds act as catalytic oxidizers to quicken the combustion rate of the fuel in the internal combustion engine. The cerous compounds achieve this effect by exciting fuel molecules to move farther apart from one another thereby producing smaller fuel droplets. By increasing the surface-to-volume ratio of the fuel, the smaller fuel droplets combust more quickly and efficiently than fuel that does not contain the composition. The cerous compounds also reduce the ignition delay, which is the time elapsing between the application of a spark and the combustion of the fuel. Addition of one or more of the cerous compounds to the composition can reduce the ignition delay for fuel to which the composition has been added by about 1 to 4 milliseconds.
The present methods for making cerium-containing compounds is advantageous because the cerous compounds produced by these methods are reactant and oil-soluble and do not require grinding to produce fine, nanosized particles that must be complexed with fuel-soluble compounds. By eliminating the need to produce nanoparticles of cerium, the present methods reduce the cost of production of cerous combustion modifier compounds. Cerous nitrogen-containing compounds, e.g., cerium ureate, cerium ammoniate, and cerium nitrate, can be used in combination with fuel to modify the fuel's combustion rate. The cerous compounds produced by these methods can include nitrate, ammonia, or urea to enhance the combustion rate of fuel, thereby increasing fuel efficiency and reducing the production of nitrogen oxides from nitrogen compounds present in the fuel.
The organometallic soap can be mixed with a hydrocarbon fuel to improve the efficiency of the internal combustion engine, and in particular, the internal combustion engine of a vehicle, in combusting hydrocarbon fuels. For example, the organometallic soap and fuel mixture may increase the rate of fuel combustion in the engine and improve the efficiency of the engine in generating power. In one example, the combustion efficiency of an internal combustion engine increased almost 40 percent with the addition of the organometallic soap to fuel supplied to the engine for combustion. The organometallic soaps of this invention also coat the interior surface of the combustion chamber and other combustion parts of the internal combustion engine to reduce the accumulation of carbon residues therein. The mixture of fuel and organometallic soaps may also act to reduce toxic emissions released in exhaust fumes produced by the engine. Use of the composition by introduction into the internal combustion engine significantly increases combustion efficiency by increasing the amount of fuel combusted by the engine and by reducing the amount of fuel that fails to fully combust inside the engine. The composition may also reduce the accumulation of carbon residues, including soot, by preventing their deposition on the interior surface of the combustion chamber during the breakdown of hydrocarbon fuels.
The production of pollutants, including nitrogen oxides and VOCs, can also be reduced by the use of organometallic soaps. The combustion modifier may act to reduce the production of these compounds by improving the efficiency of fuel combustion so that less waste products are generated and also by incorporating a nitrogen-containing component such as cerium ammoniate or cerium ureate. By reducing the production of these waste products of inefficient fuel combustion, the combustion modifier also indirectly reduces the formation of ozone in the atmosphere by decreasing the emissions of ozone's precursor chemicals, e.g., VOCs and nitrogen oxides.
In comparison with conventional fuel additives, the organometallic soaps of this invention also present a significant advantage over many conventional fuel additives due to the solubility of the organometallic soaps in oil.
Accordingly, the invention features a composition for improving performance of an internal combustion engine, wherein the composition includes an iron-containing compound and at least one synergistic carrier selected from among the group of: adamantane, biphenyl, naphthalene, camphor, camphene, (E)-1,2-diphenylethene, adamantanone, acenaphthene, and dicyclopentadiene.
In another aspect, the composition can feature the iron-containing compound being ferrocene and the at least one synergistic carrier being adamantane.
In another aspect, the composition can feature the iron-containing compound being ferrocene and the at least one synergistic carrier being biphenyl.
In another aspect, the composition can feature the iron-containing compound being ferrocene and the at least one synergistic carrier being (E)-1,2-diphenylethene.
In another aspect, the composition can feature the at least one synergistic carrier being admantane.
In another aspect, the composition can feature the at least one synergistic carrier being biphenyl.
In another aspect, the composition can feature the at least one synergistic carrier being (E)-1,2-diphenylethene.
In another aspect, the composition can feature the at least one synergistic carrier being dicyclopentadiene.
In another aspect, the composition can feature the iron-containing compound being a ferrocene compound.
In another aspect, the composition can feature the iron-containing compound including one or more compounds selected from among the group of: ferric octoate, ferric-2-ethylhexanoate, ferric stearate, ferric naphthenate, ferric salicylate, ferric carbonate, diborylated ferrocene, n-butyl ferrocene, 1,1′-dimethyl ferrocene, benzoyl ferrocene, iron (III) oxide (Fe2O3), iron (II, III) oxide (Fe3O4), and combinations thereof.
In another aspect, the composition can include a cerium-containing compound.
In another aspect, the composition can feature the cerium-containing compound including one or more compounds selected from the group consisting of: cerium ammoniate, cerium ureate, cerium nitrate, cerium-2-ethylhexanoate, cerium octoate, cerium octanoate, cerium stearate, cerium naphthenate, cerium salicylate, cerium carbonate, and combinations thereof
In another aspect, the composition can feature a solid phase that is produced as a tablet, a powder, or granules.
The invention also features a solid-state fuel additive for improving the combustion of a fuel in an internal combustion engine, wherein the fuel additive includes an active ingredient that includes ferrocene or cerium octanoate and a synergistic carrier that includes admanatane, biphenyl, or (E)-1,2-diphenylethene.
The invention also features a method which includes the step of introducing into an internal combustion engine a hydrocarbon fuel and a fuel additive, the fuel additive including an iron-containing compound and at least one synergistic carrier selected from among one or more of the group of: adamantane, biphenyl, naphthalene, camphor, camphene, (E)-1,2-diphenylethene, adamantanone, acenaphthene, and dicyclopentadiene.
Another method of the invention can feature the iron-containing compound being ferrocene and the at least one synergistic carrier being adamantane.
Another method of the invention can feature the iron-containing compound being ferrocene and the at least one synergistic carrier being (E)-1,2-diphenylethene.
Another method of the invention can feature the iron-containing compound being ferrocene and the at least one synergistic carrier being biphenyl.
Another method of the invention can feature the fuel additive further including a cerium-containing compound.
Another method of the invention can include the step of producing the fuel additive in a solid phase such as a tablet, a powder, or granules.
Unless otherwise defined, all technical terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Although methods and materials similar or equivalent to those described herein can be used in the practice or testing of the present invention, suitable methods and materials are described below. All publications, patent applications, patents and other references mentioned herein are incorporated by reference in their entirety. In the case of conflict, the present specification, including definitions will control.
The present invention is best understood by reference to the detailed drawings and description set forth herein. Embodiments of the invention are discussed below with reference to the drawings; however, those skilled in the art will readily appreciate that the detailed description given herein with respect to these figures is for explanatory purposes as the invention extends beyond these limited embodiments. For example, in light of the teachings of the present invention, those skilled in the art will recognize a multiplicity of alternate and suitable approaches, depending upon the needs of the particular application, to implement the functionality of any given detail described herein beyond the particular implementation choices in the following embodiments described and shown. That is, numerous modifications and variations of the invention may exist that are too numerous to be listed but that all fit within the scope of the invention. Also, singular words should be read as plural and vice versa and masculine as feminine and vice versa, where appropriate, and alternative embodiments do not necessarily imply that the two are mutually exclusive.
The present invention should not be limited to the particular methodology, compounds, materials, manufacturing techniques, uses, and applications, described herein, as these may vary. The terminology used herein is used for the purpose of describing particular embodiments only, and is not intended to limit the scope of the present invention. As used herein and in the appended claims, the singular forms “a,” “an,” and “the” include the plural reference unless the context clearly dictates otherwise. Thus, for example, a reference to “an element” is a reference to one or more elements and includes equivalents thereof known to those skilled in the art. Similarly, for another example, a reference to “a step” or “a means” may be a reference to one or more steps or means and may include sub-steps and subservient means.
All conjunctions used herein are to be understood in the most inclusive sense possible. Thus, a group of items linked with the conjunction “and” should not be read as requiring that each and every one of those items be present in the grouping, but rather should be read as “and/or” unless expressly stated otherwise. Similarly, a group of items linked with the conjunction “or” should not be read as requiring mutual exclusivity among that group, but rather should be read as “and/or” unless expressly stated otherwise. Structures described herein are to be understood also to refer to functional equivalents of such structures. Language that may be construed to express approximation should be so understood unless the context clearly dictates otherwise.
Unless otherwise defined, all terms (including technical and scientific terms) are to be given their ordinary and customary meaning to a person of ordinary skill in the art, and are not to be limited to a special or customized meaning unless expressly so defined herein.
Terms and phrases used in this application, and variations thereof, especially in the appended claims, unless otherwise expressly stated, should be construed as open ended as opposed to limiting. As examples of the foregoing, the term “including” should be read to mean “including, without limitation,” “including but not limited to,” or the like; the term “having” should be interpreted as “having at least”; the term “includes” should be interpreted as “includes but is not limited to”; the term “example” is used to provide exemplary instances of the item in discussion, not an exhaustive or limiting list thereof; and use of terms like “preferably,” “preferred,” “desired,” “desirable,” or “exemplary” and words of similar meaning should not be understood as implying that certain features are critical, essential, or even important to the structure or function of the invention, but instead as merely intended to highlight alternative or additional features that may or may not be utilized in a particular embodiment of the invention.
Those skilled in the art will also understand that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations; however, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to embodiments containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C” is used, in general, such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.).
All numbers expressing dimensions, quantities of ingredients, reaction conditions, and so forth used in the specification are to be understood as being modified in all instances by the term “about” unless expressly stated otherwise. Accordingly, unless indicated to the contrary, the numerical parameters set forth herein are approximations that may vary depending upon the desired properties sought to be obtained.
The invention provides a composition for improving the combustion efficiency of an internal combustion engine, and in particular, the internal combustion engine of a vehicle, in combusting hydrocarbon fuels. The composition includes a mixture of a hydrocarbon fuel and a combustion modifier that contains an organometallic soap. The organometallic soap may contain ferric iron or cerium (III). The organometallic soap of the combustion modifier can be selected from among the following ferric and cerous organometallic soap compounds: cerium ammoniate, cerium ureate, cerium nitrate, cerium-2-ethylhexanoate, cerium octoate, cerium stearate, cerium naphthenate, cerium salicylate, cerium carbonate, ferric octoate, ferric-2-ethylhexanoate, ferric stearate, ferric naphthenate, ferric salicylate, ferric carbonate, diborylated ferrocene, n-butyl ferrocene, 1,1′-dimethyl ferrocene, benzoyl ferrocene, and combinations thereof. The combustion modifier can include 1, 2, 3, 4, 5, or more of the organometallic soaps. The organometallic soap is soluble in fuel products derived from petroleum oil as well as in other hydrocarbon fuels.
Hydrocarbon fuels with which the combustion modifier can be mixed include, for example, (1) petroleum-derived fossil fuels such as gasoline, diesel, jet fuel, fuel oil, and kerosene; (2) biofuels such as bioethanol, biodiesel, straight vegetable oils (pure plant oils), and waste vegetable oils; and (3) combinations thereof.
In one embodiment, the organometallic soap can be diborylated ferrocene only although the combustion modifier preferably also contains a cerous compound for increasing the combustion rate of the fuel in the internal combustion engine. In another embodiment of the composition, the combustion modifier may include only a single ferric iron-containing organometallic soap selected from among those described herein.
In another embodiment, the organometallic soap can be cerium-2-ethylhexanoate only although the combustion modifier preferably also contains a ferric compound for increasing the combustion rate of the fuel in the internal combustion engine by preventing the accumulation of carbon residues on the internal surface of the combustion chamber of the internal combustion engine. In another embodiment of the composition, the combustion modifier may include only a single cerium-containing organometallic soap selected from among those described herein.
In another embodiment, the combustion modifier can include a mixture of one or more ferric compounds selected from among those described herein and one or more cerous compounds selected from among those described herein. The combustion modifier may include the ferric compound or mixture of compounds in a range of about 10 to 100 percent by weight or about 60 to 80 percent by weight and the cerous compound or mixture of compounds in a range of about 10 to 100 percent by weight or about 20 to 40 percent by weight. The combustion modifier can also include the ferric compound or mixture of compounds in a range of about 15 to 85, about 35 to 75, or about 65 to 75 percent by weight and the cerous compound or mixture of compounds in a range of about 15 to 85, about 25 to 65, or about 25 to 35 percent by weight. The combustion rate and combustion efficiency are most improved when the combustion modifier contains about 70 percent by weight ferric compound or compounds and about 30 percent by weight cerous compound or compounds.
In another embodiment, the combustion modifier can include a mixture of n-butyl ferrocene, 1,1′-dimethyl ferrocene, or benzoyl ferrocene and one or more cerous compounds selected from among those described herein. The combustion modifier may include at least one of n-butyl ferrocene, 1,1′-dimethyl ferrocene, or benzoyl ferrocene in a range of about 10 to 100 percent by weight or about 60 to 80 percent by weight and the cerous compound or mixture of compounds in a range of about 10 to 100 percent by weight or about 20 to 40 percent by weight. The combustion modifier can also include at least one of n-butyl ferrocene, 1,1′-dimethyl ferrocene, or benzoyl ferrocene in a range of about 15 to 85, about 35 to 75, or about 65 to 75 percent by weight and the cerous compound or mixture of compounds in a range of about 15 to 85, about 25 to 65, or about 25 to 35 percent by weight. The combustion rate and combustion efficiency are most improved when the combustion modifier contains about 70 percent by weight of at least one of n-butyl ferrocene, 1,1′-dimethyl ferrocene, or benzoyl ferrocene and about 30 percent by weight cerous compound or compounds.
In another embodiment, the combustion modifier can include a mixture of cerium-2-ethylhexanoate and diborylated ferrocene. In this embodiment, the combustion modifier may include diborylated ferrocene in a range of about 10 to 100 percent by weight or about 60 to 80 percent by weight and cerium-2-ethylhexanoate in a range of about 10 to 100 percent by weight or about 20 to 40 percent by weight. The combustion modifier can also include diborylated ferrocene in a range of about 15 to 85, about 35 to 75, or about 65 to 75 percent by weight and cerium-2-ethylhexanoate in a range of about 15 to 85, about 25 to 65, or about 25 to 35 percent by weight. The combustion rate and combustion efficiency are most improved when the combustion modifier contains about 70 percent by weight diborylated ferrocene and about 30 percent by weight cerium-2-ethylhexanoate.
In a preferred embodiment, the combustion modifier can be a mixture of diborylated ferrocene and cerium octoate. In this embodiment, the combustion modifier may include diborylated ferrocene in a range of about 10 to 100 percent by weight or about 60 to 80 percent by weight and cerium octoate in a range of about 10 to 100 percent by weight or about 20 to 40 percent by weight. The combustion modifier can also include diborylated ferrocene in a range of about 15 to 85, about 35 to 75, or about 65 to 75 percent by weight and cerium octoate in a range of about 15 to 85, about 25 to 65, or about 25 to 35 percent by weight. The combustion rate and combustion efficiency are most improved when the combustion modifier contains about 70 percent by weight diborylated ferrocene and about 30 percent by weight cerium octoate. This embodiment of the composition is preferred because of the high combustion efficiency and combustion rate achieved by use of the combustion modifier during testing.
In the most preferred embodiments, the combustion modifier can be a mixture of diborylated ferrocene and cerium ammoniate or a mixture of diborylated ferrocene and cerium ureate. The mixtures of compounds contained in these embodiments of the composition may reduce nitrogen oxide emissions produced by combustion of the fuel. These embodiments of the composition are most preferred because, during testing, these embodiments of the combustion modifier achieved the highest combustion efficiency and combustion rates. The combustion modifier may include diborylated ferrocene in a range of about 10 to 100 percent by weight or about 60 to 80 percent by weight and either cerium ammoniate or cerium ureate in a range of about 10 to 100 percent by weight or about 20 to 40 percent by weight. The combustion rate and combustion efficiency are most improved when the combustion modifier contains about 70 percent by weight diborylated ferrocene and about 30 percent by weight cerium ammoniate or cerium ureate. In other embodiments, the combustion modifier may include diborylated ferrocene in a range of about 15 to 85, about 40 to 60, about 35 to 75, or about 65 to 75 percent by weight with the remainder of the composition including either cerium ammoniate or cerium ureate in a range of about 15 to 85, about 40 to 60, about 25 to 65, or about 25 to 35 percent by weight.
In an alternate embodiment of the invention, the combustion modifier can include a mixture of diborylated ferrocene and both cerium ammoniate and cerium ureate. In this embodiment, the combustion modifier can include diborylated ferrocene in a range of about 10 to 100 percent by weight or about 60 to 80 percent by weight and a mixture of both cerium ammoniate and cerium ureate in a range of about 10 to 100 percent by weight or about 20 to 40 percent by weight. The mixture of cerium ammoniate and cerium ureate may contain cerium ammoniate in a range of about 0.001 to 99.999 percent by weight and cerium ureate in a range of about 0.001 to 99.999 percent by weight. In other embodiments, the combustion modifier can include diborylated ferrocene in a range of about 15 to 85, about 40 to 60, about 35 to 75, or about 65 to 75 percent by weight with the remainder of the composition including a mixture of both cerium ammoniate and cerium ureate in a range of about 15 to 85, about 40 to 60, about 25 to 65, or about 25 to 35 percent by weight. The combustion rate and combustion efficiency are most improved when the combustion modifier contains about 70 percent by weight diborylated ferrocene and about 30 percent by weight of the mixture of cerium ammoniate and cerium ureate.
The combustion modifier may be a solid in the form of a pill, caplet, tablet, powder, bar, block, or amorphous form. The combustion modifier may also be manufactured as a liquid or gel. In one embodiment, the combustion modifier can be manufactured to include nanophase particles of the organometallic soap.
To produce the combustion modifier as a liquid, the organometallic soap can be dissolved in a solvent blend comprising Solvent 142, dibasic ester, and propylene glycol mono-n-butyl ether. Solvent 142 is a heavy hydrotreated petroleum with a flashpoint above 142 degrees Fahrenheit, which includes a mixture of predominantly aliphatic hydrocarbons (for example, paraffins and cycloparaffins) having hydrocarbon chain lengths predominantly in the range of C9 through C12. In other embodiments, the solvent blend may include about 0.1 to 10, about 3 to 7, about 3.5 to 5, or about 4 to 6 percent by weight organometallic soap; about 70 to 90, about 75 to 85, about 77 to 83, or about 80 to 82 percent by weight Solvent 142; about 5 to 15, about 7 to 11, or about 8.5 to 10 percent by weight dibasic ester; and about 1 to 10, about 4 to 6, or about 4.5 to 5.5 percent by weight propylene glycol mono-n-butyl ether. In another embodiment, the solvent blend may include about 2 to 8 percent by weight organometallic soap, about 73 to 89 percent by weight Solvent 142, about 6 to 12 percent by weight dibasic ester, and about 3 to 7 percent by weight propylene glycol mono-n-butyl ether. In an exemplary embodiment, the blend may include about 4 percent by weight organometallic soap, about 81 percent by weight Solvent 142, about 10 percent by weight dibasic ester, and about 5 percent by weight propylene glycol mono-n-butyl ether.
The invention also relates to a composition for improving performance of an internal combustion engine. In exemplary embodiments, the composition can be a solid-state material, for example, a tablet, a powder, or granules or granular material. The composition can include an active ingredient that can include an iron-containing composition and at least one synergistic carrier. The iron-containing compound can be ferric octoate, ferric-2-ethylhexanoate, ferric stearate, ferric naphthenate, ferric salicylate, ferric carbonate, diborylated ferrocene, n-butyl ferrocene, 1,1′-dimethyl ferrocene, benzoyl ferrocene, iron (III) oxide (Fe2O3), iron (II, III) oxide (Fe3O4), or combinations thereof. The at least one synergistic carrier can be adamantane, biphenyl (also known as diphenyl, phenylbenzene, 1,1′-biphenyl, and lemonene), naphthalene, camphor, camphene, (E)-1,2-diphenylethene, adamantanone, acenaphthene, or dicyclopentadiene.
Preferred range of the active material, e.g., ferrocene, is about 1-100% by weight, more preferred is about 4-25% by weight, and most preferred is about 5-10% by weight.
Preferred ingredient combinations for the composition are ferrocene and biphenyl, more preferred are ferrocene and adamantane, and most preferred are ferrocene and (E)-1,2-diphenylethene.
Preferred are combinations of the actives are about 25% cerium-containing compound and about 75% iron-containing compound, more preferred are about 50% cerium-containing compound and about 50% iron-containing compound, and most preferred are about 75% iron-containing compound and about 25% cerium-containing compound. Either active ingredient can be used alone or in combination with other active ingredients described herein.
Any other/optional ingredients that can be included in the composition. The invention can also include synergistic solvent soluble dyes.
Preferred are ferric octoate or cerium ocotate, more preferred are ferric naphthenate or cerium naphthenate, most preferred are ferrocene and cerium octanoate
In another aspect, the composition can feature the iron-containing compound being ferrocene and the at least one synergistic carrier being adamantane.
In another aspect, the composition can feature the iron-containing compound being ferrocene and the at least one synergistic carrier being biphenyl.
In another aspect, the composition can feature the iron-containing compound being ferrocene and the at least one synergistic carrier being (E)-1,2-diphenylethene.
In another aspect, the composition can feature the iron-containing compound being a ferrocene compound.
In another aspect, the composition can include a cerium-containing compound such as, for example, cerium ammoniate, cerium ureate, cerium nitrate, cerium-2-ethylhexanoate, cerium octoate, cerium octanoate, cerium stearate, cerium naphthenate, cerium salicylate, cerium carbonate, and combinations thereof.
The invention also features a solid-state fuel additive for improving the combustion of a fuel in an internal combustion engine, wherein the fuel additive includes an active ingredient that includes ferrocene or cerium octanoate and a synergistic carrier that includes admanatane, biphenyl, or (E)-1,2-diphenylethene.
The invention also relates to a method of using the composition to improve the performance of an internal combustion engine. The method can include the step of introducing into an internal combustion engine a hydrocarbon fuel and a fuel additive, the fuel additive including an iron-containing compound and at least one synergistic carrier selected from among one or more of the group of: adamantane, biphenyl, naphthalene, camphor, camphene, (E)-1,2-diphenylethene, adamantanone, acenaphthene, and dicyclopentadiene.
The invention features methods for making a combustion modifier that can be introduced into a fuel tank feeding an internal combustion engine to improve the efficiency of fuel combustion in the internal combustion engine. In one step of the method, cerium can be mixed and reacted with a synthetic mono-carboxylic acid and with a salt or ester of a second acid, e.g., 2-ethylhexanoic acid, octoic acid, stearic acid, naphthenic acid, salicylic acid, carbonic acid, or nitric acid. Other cerium-containing compounds can be substituted for the elemental cerium for reaction with the mono-carboxylic acid. Other acids and acid blends, including natural mono-carboxylic acids, can also be used to produce less effective combustion modifier compositions.
In another embodiment, a salt of ammonia or urea or an ester of ammonia or urea may be substituted in place of the salt or ester of the second acid.
In another embodiment of the method, the second acid, e.g., 2-ethylhexanoic acid, may itself be reacted with cerium in place of the salt or ester of the second acid. In this embodiment, if the second acid utilized for the reaction with cerium is a carboxylic acid, such as 2-ethylhexanoic acid, octoic acid, stearic acid, naphthenic acid, or salicylic acid, the addition of a mono-carboxylic acid is not required.
The cerium-containing compound and acid are heated and mixed in a reactor to form a mixture that may include any of the following cerous organometallic soap compounds: cerium-2-ethylhexanoate, cerium octoate, cerium stearate, cerium naphthenate, cerium salicylate, cerium carbonate, cerium ammoniate, cerium ureate, cerium nitrate, and combinations thereof.
In another step of the method, a ferric compound (e.g., ferric octoate, ferric-2-ethylhexanoate, ferric stearate, ferric naphthenate, ferric salicylate, ferric carbonate, diborylated ferrocene, n-butyl ferrocene, 1,1′-dimethyl ferrocene, benzoyl ferrocene, or combinations thereof) can be added to the mixture.
In another step of the method, the mixture is placed under a pressure of about 20 inches of mercury (e.g., 15, 18, 19, 19.5, 19.9, 20, 20.1, 20.5, 21, 22, or 25 inches of mercury) while heat continues to be applied. Then, the mixture is placed under a pressure of about 30 inches of mercury (e.g., 25, 28, 29, 29.5, 29.9, 29.92, 30, 30.1, 30.5, 31, 32, or 35 inches of mercury) while continuing to be heated.
In another step of the method, the mixture undergoes cooling prior to packaging to yield a combustion modifier.
The invention also features methods for improving the efficiency of fuel combustion in an internal combustion engine. In one embodiment of the method, a composition containing a mixture of a hydrocarbon fuel and a combustion modifier containing an organometallic soap is introduced into a fuel tank feeding an internal combustion engine. In an exemplary embodiment of the method, the combustion modifier is introduced into the fuel tank of the internal combustion engine through a fuel line.
In another embodiment of the method, the combustion modifier may be premixed with the hydrocarbon fuel and subsequently introduced into the fuel tank of the internal combustion engine. In another embodiment of the method, the combustion modifier may be introduced into the fuel tank, directly into the combustion chamber, or into both the fuel tank and combustion chamber using a pump or another suitable system for supplying the combustion modifier into the internal combustion engine.
The internal combustion engine into which the combustion modifier is introduced can be a reciprocating engine (e.g., a diesel engine, a two-stroke engine, a four-stroke engine, a five-stroke engine, a six-stroke engine, a crude oil engine, a hot bulb engine, a controlled combustion engine, or a Bourke engine), a rotary engine (e.g., a Wankel engine), or a continuous combustion engine (e.g., a gas turbine, a jet engine, or a rocket engine). The internal combustion engine may use any suitable form of combustion such as homogeneous charge spark ignition, stratified charge compression ignition, or homogeneous charge compression ignition. In one embodiment, the fuel tank into which the composition is introduced may be part of a vehicle such as an automobile, a truck, a motorcycle, an aircraft, a personal watercraft, a boat, a bus, an all-terrain vehicle (ATV), a motorized go-cart, a motorized bicycle, a tractor, a lawn mower, a locomotive, an engineering vehicle, or a scooter. In another embodiment the fuel tank into which the composition is introduced can be part of a generator.
In one embodiment of the method, the combustion modifier is supplied into the fuel tank in an amount of about 0.01 to 5 grams (e.g., 0.01, 0.05, 0.1, 0.5, 1, 1.5, 2, 3, 4, 4.9, 5, or 5.5 grams) per about 20 gallons of fuel.
In an exemplary embodiment of the method, the combustion modifier is supplied into the fuel tank in an amount of about 0.01 to 3 grams (e.g., 0.01, 0.05, 0.1, 0.5, 1, 1.5, 2, 2.9, 3, or 3.5 grams) per about 20 gallons of fuel.
In a preferred embodiment of the method, the combustion modifier is supplied into the fuel tank in an amount of about 0.25 to 1 gram (e.g., 0.1, 0.3, 0.5, 0.9, 1, 1.1, or 1.5 grams) per about 20 gallons of fuel.
By adding the combustion modifier to the fuel in an automobile or other vehicle's internal combustion engine, the combustion efficiency of that internal combustion engine may be significantly improved. During testing, diesel fuel was combusted in an internal combustion engine first without the introduction of the combustion modifier (the control test shown in
In the control test, diesel fuel was burned in an internal combustion engine in the absence of the combustion modifier. Approximately 10.8 to 11.1 fuel pounds per hour of diesel fuel were combusted by the internal combustion engine in the absence of the combustion modifier. The air/fuel ratio for the control test fell within a range of about 52 to about 54.
In the experimental test, the combustion modifier was added to diesel fuel supplied to an internal combustion engine and the fuel pounds per hour was measured and the air/fuel ratio calculated. As shown in
It is to be understood that while the invention has been described in conjunction with the detailed description thereof, the foregoing description is intended to illustrate and not limit the scope of the invention, which is defined by the scope of the appended claims. Other aspects, advantages, and modifications are within the scope of the following claims.
This application is a continuation-in-part of U.S. nonprovisional patent application Ser. No. 13/041,503 filed on Mar. 7, 2011, which is a divisional of U.S. nonprovisional patent application Ser. No. 11/846,994 filed on Aug. 29, 2007, both of which are herein incorporated in their entirety by reference.
| Number | Date | Country | |
|---|---|---|---|
| Parent | 12896227 | Oct 2010 | US |
| Child | 13705166 | US |
