Patent Application
20190031970
This invention relates to methods for improving the characteristics of a fuel. In particular, the invention relates to additives for use in methods for improving the ferrous corrosion-preventing characteristics of a fuel, such as the rust-preventing characteristics of a fuel. The additives may be used to prevent ferrous corrosion in a system which comprises a fuel, such as in the internal combustion engine of a vehicle.
Internal combustion engines are widely used for power, both domestically and in industry. For instance, internal combustion engines are commonly used to power vehicles, such as passenger cars, in the automotive industry.
Corrosion can adversely affect the performance of a vehicle fuel system and engine. In particular, corrosion of ferrous metal surfaces may result in rusting or the formation of rust particles, such as due to the reaction of the metal surfaces with water that may enter the fuel system of a vehicle, for example through storage and handling of gasoline fuel. Rust particles may also enter the fuel system of the vehicle with the gasoline, for example as a result of rust corrosion in pipelines, tank trucks or while stored at terminals or retail stations.
Corrosion and rusting can impact the performance of the fuel metering pump, fuel lines and fuel injectors, amongst other components of the fuel system and engine.
Formation of particles from rusting can also impact the performance of the components of the fuel system and engine. For example, the presence of rust particles can contribute to problems of wear, clogging and/or sludge formation.
Furthermore, rust particles contribute to the blockage of fuel and/or lubricant filters, which may lead to fuel starvation, problems with pre-ignition or otherwise have an adverse effect on overall vehicle performance.
In recent years, the presence of rust particles in gasoline fuel has carried increased risk of causing difficulty to motorists. Several factors have increased the severity of the problem of corrosion and rust in particular, such as gasolines consumed by automobiles being transported through pipelines increasingly. Corrosion in pipelines can therefore lead to the gasolines transported through these pipelines to carry rust into retail station storage tanks and into consumers' vehicles. Another factor is the adoption by automobile manufacturers of gasoline fuel filters of increasing efficiency that may, having smaller pore sizes, become clogged more quickly by fine rust particles.
Common anti-rust additives include carboxylic acids, anhydrides, amines and amine salts of carboxylic acids. They typically consist of a polar head to enable adhesion to the metal surfaces to be protected, and a hydrocarbon tails responsible for solubility in fuel. These anti-rust additives may be used in addition to other additives, which each carry out a specific function. It would be desirable for an additive to be effective as an anti-rust additive, whilst also carrying out another function in the fuel.
There is a need for further methods for preventing corrosion, in particular rusting of ferrous metal surfaces and metal parts of the fuel system and engine.
Surprisingly, it has now been found that an additive having a chemical structure comprising a 6-membered aromatic ring sharing two adjacent aromatic carbon atoms with a 6- or 7-membered saturated heterocyclic ring, the 6- or 7-membered saturated heterocyclic ring comprising a nitrogen atom directly bonded to one of the shared carbon atoms to form a secondary amine and an atom selected from oxygen or nitrogen directly bonded to the other shared carbon atom, the remaining atoms in the 6- or 7-membered heterocyclic ring being carbon, provides a substantial effect in preventing ferrous corrosion, such as rust, in a system which comprises a fuel.
Accordingly, the present invention provides a method for improving the ferrous corrosion-preventing characteristics of a fuel, said method comprising combining an additive having a chemical structure comprising a 6-membered aromatic ring sharing two adjacent aromatic carbon atoms with a 6- or 7-membered saturated heterocyclic ring, the 6- or 7-membered saturated heterocyclic ring comprising a nitrogen atom directly bonded to one of the shared carbon atoms to form a secondary amine and an atom selected from oxygen or nitrogen directly bonded to the other shared carbon atom, the remaining atoms in the 6- or 7-membered heterocyclic ring being carbon with the fuel.
The present invention further provides a method for preventing ferrous corrosion in a system in which a fuel is used, said method comprising combining an anti-rust additive described herein with the fuel.
Also provided is the use of an anti-rust additive described herein for improving the ferrous corrosion-preventing characteristics of a fuel, as well as the use of an anti-rust additive described herein for preventing ferrous corrosion in a system in which a fuel is used.
In preferred embodiments, the anti-rust additive has the formula:
where: R1 is hydrogen;
The present invention provides methods and uses in which an additive is used to prevent ferrous corrosion, such as rust.
The additive has a chemical structure comprising a 6-membered aromatic ring sharing two adjacent aromatic carbon atoms with a 6- or 7-membered saturated heterocyclic ring, the 6- or 7-membered otherwise saturated heterocyclic ring comprising a nitrogen atom directly bonded to one of the shared carbon atoms to form a secondary amine and an atom selected from oxygen or nitrogen directly bonded to the other shared carbon atom, the remaining atoms in the 6- or 7-membered heterocyclic ring being carbon (referred to in short as an anti-rust additive described herein). As will be appreciated, the 6- or 7-membered heterocyclic ring sharing two adjacent aromatic carbon atoms with the 6-membered aromatic ring may be considered saturated but for those two shared carbon atoms, and may thus be termed “otherwise saturated.”
Alternatively stated, the anti-rust additive used in the present invention may be a substituted or unsubstituted 3,4-dihydro-2H-benzo[b][1,4]oxazine (also known as benzomorpholine), or a substituted or unsubstituted 2,3,4,5-tetrahydro-1,5-benzoxazepine. In other words, the additive may be 3,4-dihydro-2H-benzo[b][1,4]oxazine or a derivative thereof, or 2,3,4,5-tetrahydro-1,5-benzoxazepine or a derivative thereof. Accordingly, the additive may comprise one or more substituents and is not particularly limited in relation to the number or identity of such substituents.
Preferred additives have the following formula:
where: R1 is hydrogen;
In some embodiments, R2, R3, R4, R5, R11 and R12 are each independently selected from hydrogen and alkyl groups, and preferably from hydrogen, methyl, ethyl, propyl and butyl groups. More preferably, R2, R3, R4, R5, R11 and R12 are each independently selected from hydrogen, methyl and ethyl, and even more preferably from hydrogen and methyl.
In some embodiments, R6, R7, R8 and R9 are each independently selected from hydrogen, alkyl and alkoxy groups, and preferably from hydrogen, methyl, ethyl, propyl, butyl, methoxy, ethoxy and propoxy groups. More preferably, R6, R7, R8 and R9 are each independently selected from hydrogen, methyl, ethyl and methoxy, and even more preferably from hydrogen, methyl and methoxy.
Advantageously, at least one of R2, R3, R4, R5, R6, R7, R8, R9, R11 and R12, and preferably at least one of R6, R7, R8 and R9, is selected from a group other than hydrogen. More preferably, at least one of R7 and R8 is selected from a group other than hydrogen. Alternatively stated, the anti-rust additive may be substituted in at least one of the positions represented by R2, R3, R4, R5, R6, R7, R8, R9, R11 and R12, preferably in at least one of the positions represented by R6, R7, R8 and R9, and more preferably in at least one of the positions represented by R7 and R8. It is believed that the presence of at least one group other than hydrogen may improve the solubility of the anti-rust additives in a fuel.
Also advantageously, no more than five, preferably no more than three, and more preferably no more than two, of R2, R3, R4, R5, R6, R7, R8, R9, R11 and R12 are selected from a group other than hydrogen. Preferably, one or two of R2, R3, R4, R5, R6, R7, R8, R9, R11 and R12 are selected from a group other than hydrogen. In some embodiments, only one of R2, R3, R4, R5, R6, R7, R8, R9, R11 and R12 is selected from a group other than hydrogen.
It is also preferred that at least one of R2 and R3 is hydrogen, and more preferred that both of R2 and R3 are hydrogen.
In preferred embodiments, at least one of R4, R5, R7 and R8 is selected from methyl, ethyl, propyl and butyl groups and the remainder of R2, R3, R4, R5, R6, R7, R8, R9, R11 and R12 are hydrogen. More preferably, at least one of R7 and R8 are selected from methyl, ethyl, propyl and butyl groups and the remainder of R2, R3, R4, R5, R6, R7, R8, R9, R11 and R12 are hydrogen.
In further preferred embodiments, at least one of R4, R5, R7 and R8 is a methyl group and the remainder of R2, R3, R4, R5, R6, R7, R8, R9, R11 and R12 are hydrogen. More preferably, at least one of R7 and R8 is a methyl group and the remainder of R2, R3, R4, R5, R6, R7, R8, R9, R11 and R12 are hydrogen.
Preferably, X is —O— or —NR10—, where R10 is selected from hydrogen, methyl, ethyl, propyl and butyl groups, and preferably from hydrogen, methyl and ethyl groups. More preferably, R10 is hydrogen. In preferred embodiments, X is —O—.
n may be 0 or 1, though it is preferred that n is 0.
Anti-rust additives that may be used in the present invention include:
Preferred anti-rust additives include:
A mixture of additives may be used in the fuel composition. For instance, the fuel composition may comprise a mixture of:
It will be appreciated that references to alkyl groups include different isomers of the alkyl group. For instance, references to propyl groups embrace n-propyl and i-propyl groups, and references to butyl embrace n-butyl, isobutyl, sec-butyl and tert-butyl groups.
The anti-rust additives described herein are used to improve the ferrous corrosion-preventing characteristics of a fuel. Preferably, the anti-rust additives may be used to improve the ferrous corrosion-preventing characteristics of fuel for an internal combustion engine, e.g. a spark-ignition internal combustion engine. Gasoline fuels (including those containing oxygenates) are typically used in spark-ignition internal combustion engines. Commensurately, the fuel composition according to the present invention may be a gasoline fuel composition.
The anti-rust additives described herein may be combined with the fuel to form a fuel composition. The fuel composition may comprise a major amount (i.e. greater than 50% by weight) of liquid fuel (“base fuel”) and a minor amount (i.e. less than 50% by weight) of anti-rust additive described herein, i.e. an additive having a chemical structure comprising a 6-membered aromatic ring sharing two adjacent aromatic carbon atoms with a 6- or 7-membered saturated heterocyclic ring, the 6- or 7-membered saturated heterocyclic ring comprising a nitrogen atom directly bonded to one of the shared carbon atoms to form a secondary amine and an atom selected from oxygen or nitrogen directly bonded to the other shared carbon atom, the remaining atoms in the 6- or 7-membered heterocyclic ring being carbon.
Examples of suitable liquid fuels include hydrocarbon fuels, oxygenate fuels and combinations thereof.
Hydrocarbon fuels that may be used in an internal combustion engine may be derived from mineral sources and/or from renewable sources such as biomass (e.g. biomass-to-liquid sources) and/or from gas-to-liquid sources and/or from coal-to-liquid sources.
Oxygenate fuels that may be used in an internal combustion engine contain oxygenate fuel components, such as alcohols and ethers. Suitable alcohols include straight and/or branched chain alkyl alcohols having from 1 to 6 carbon atoms, e.g. methanol, ethanol, n-propanol, n-butanol, isobutanol, tert-butanol. Preferred alcohols include methanol and ethanol. Suitable ethers include ethers having 5 or more carbon atoms, e.g. methyl tert-butyl ether and ethyl tert-butyl ether.
In some preferred embodiments, the fuel comprises ethanol, e.g. ethanol complying with EN 15376:2014. The fuel may comprise ethanol in an amount of up to 85%, preferably from 1% to 30%, more preferably from 3% to 20%, and even more preferably from 5% to 15%, by volume. For instance, the fuel may contain ethanol in an amount of about 5% by volume (i.e. an E5 fuel), about 10% by volume (i.e. an E10 fuel) or about 15% by volume (i.e. an E15 fuel). A fuel which is free from ethanol is referred to as an E0 fuel.
Ethanol is believed to improve the solubility of the anti-rust additives described herein in the fuel. Thus, in some embodiments, for instance where the anti-rust additive is unsubstituted (e.g. an additive in which R1, R2, R3, R4, R5, R6, R7, R8 and R9 are hydrogen; X is —O—; and n is 0) it may be preferable to use the additive with a fuel which comprises ethanol.
The anti-rust additives are preferably used in a fuel composition which meets particular automotive industry standards. For instance, the fuel composition may have a maximum oxygen content of 2.7% by mass. The fuel composition may have maximum amounts of oxygenates as specified in EN 228, e.g. methanol: 3.0% by volume, ethanol: 5.0% by volume, iso-propanol: 10.0% by volume, iso-butyl alcohol: 10.0% by volume, tert-butanol: 7.0% by volume, ethers (e.g. having 5 or more carbon atoms): 10% by volume and other oxygenates (subject to suitable final boiling point): 10.0% by volume.
The fuel composition may have a sulfur content of up to 50.0 ppm by weight, e.g. up to 10.0 ppm by weight.
Examples of suitable fuel compositions include leaded and unleaded fuel compositions. Preferred fuel compositions are unleaded fuel compositions.
In embodiments, the fuel composition meets the requirements of EN 228, e.g. as set out in BS EN 228:2012. In other embodiments, the fuel composition meets the requirements of ASTM D 4814, e.g. as set out in ASTM D 4814-15a. It will be appreciated that the fuel compositions may meet both requirements, and/or other fuel standards.
The fuel composition for an internal combustion engine may exhibit one or more (such as all) of the following, e.g., as defined according to BS EN 228:2012: a minimum research octane number of 95.0, a minimum motor octane number of 85.0, a maximum lead content of 5.0 mg/l, a density of 720.0 to 775.0 kg/m3, an oxidation stability of at least 360 minutes, a maximum existent gum content (solvent washed) of 5 mg/100 ml, a class 1 copper strip corrosion (3 h at 50° C.), clear and bright appearance, a maximum olefin content of 18.0% by weight, a maximum aromatics content of 35.0% by weight, and a maximum benzene content of 1.00% by volume.
The anti-rust additives described herein may be combined with the fuel in an amount of up to 20%, preferably from 0.1% to 10%, and more preferably from 0.2% to 5% weight additive/weight base fuel. Even more preferably, the anti-rust additives may be combined with the fuel in an amount of from 0.25% to 2%, and even more preferably still from 0.3% to 1% weight additive/weight base fuel. It will be appreciated that, when more than one anti-rust additive described herein is used, these values refer to the total amount of anti-rust additive in the fuel.
The anti-rust additive may be used as part of a fuel composition that comprises at least one other further fuel additive.
Examples of such other additives that may be present in the fuel compositions include detergents, friction modifiers/anti-wear additives, other corrosion inhibitors, combustion modifiers, anti-oxidants, valve seat recession additives, dehazers/demulsifiers, dyes, markers, odorants, anti-static agents, anti-microbial agents, octane-boosting/improving additives and lubricity improvers.
Further anti-rust additives may also be used in the fuel composition, i.e. anti-rust additives which are not anti-rust additives as described herein, i.e. they do not have a chemical structure comprising a 6-membered aromatic ring sharing two adjacent aromatic carbon atoms with a 6- or 7-membered saturated heterocyclic ring, the 6- or 7-membered saturated heterocyclic ring comprising a nitrogen atom directly bonded to one of the shared carbon atoms to form a secondary amine and an atom selected from oxygen or nitrogen directly bonded to the other shared carbon atom, the remaining atoms in the 6- or 7-membered heterocyclic ring being carbon.
Examples of suitable detergents include polyisobutylene amines (PIB amines) and polyether amines.
Examples of suitable friction modifiers and anti-wear additives include those that are ash-producing additives or ashless additives. Examples of friction modifiers and anti-wear additives include esters (e.g. glycerol mono-oleate) and fatty acids (e.g. oleic acid and stearic acid).
Examples of suitable other corrosion inhibitors include ammonium salts of organic carboxylic acids, amines and heterocyclic aromatics, e.g. alkylamines, imidazolines and tolyltriazoles.
Examples of suitable anti-oxidants include phenolic anti-oxidants (e.g. 2,4-di-tert-butylphenol and 3,5-di-tert-butyl-4-hydroxyphenylpropionic acid) and aminic anti-oxidants (e.g. para-phenylenediamine, dicyclohexylamine and derivatives thereof).
Examples of suitable valve seat recession additives include inorganic salts of potassium or phosphorus.
Examples of suitable octane improvers include non-metallic octane improvers include N-methyl aniline and nitrogen-based ashless octane improvers. Metal-containing octane improvers, including methylcyclopentadienyl manganese tricarbonyl, ferrocene and tetra-ethyl lead, may also be used. However, in preferred embodiments, the fuel composition is free of all added metallic octane improvers including methyl cyclopentadienyl manganese tricarbonyl and other metallic octane improvers including e.g. ferrocene and tetraethyl lead.
Examples of suitable dehazers/demulsifiers include phenolic resins, esters, polyamines, sulfonates or alcohols which are grafted onto polyethylene or polypropylene glycols.
Examples of suitable markers and dyes include azo or anthraquinone derivatives.
Examples of suitable anti-static agents include fuel soluble chromium metals, polymeric sulfur and nitrogen compounds, quaternary ammonium salts or complex organic alcohols. However, the fuel composition is preferably substantially free from all polymeric sulfur and all metallic additives, including chromium based compounds.
In some embodiments, the fuel composition comprises solvent, e.g. which has been used to ensure that the additives are in a form in which they can be stored or combined with the liquid fuel. Examples of suitable solvents include polyethers and aromatic and/or aliphatic hydrocarbons, e.g. heavy naphtha e.g. Solvesso (Trade mark), xylenes and kerosene.
Representative typical and more typical independent amounts of additives (if present) and solvent in the fuel composition are given in the table below. For the additives, the concentrations are expressed by weight (of the base fuel) of active additive compounds, i.e. independent of any solvent or diluent. Where more than one additive of each type is present in the fuel composition, the total amount of each type of additive is expressed in the table below.
In some embodiments, the additive composition comprises or consists of additives and solvents in the typical or more typical amounts recited in the table above.
Fuel compositions may be produced by a process which comprises combining, e.g. adding or blending, in one or more steps, a fuel for an internal combustion engine with an anti-rust additive described herein. In embodiments in which the fuel composition comprises one or more further fuel additives, the further fuel additives may also be combined, in one or more steps, with the fuel.
In some embodiments, the anti-rust additive may be combined with the fuel in the form of a refinery additive composition or as a marketing additive composition. Thus, the anti-rust additive may be combined with one or more other components (e.g. additives and/or solvents) of the fuel composition as a marketing additive, e.g. at a terminal or distribution point. The anti-rust additive may also be added on its own at a terminal or distribution point. The anti-rust additive may also be combined with one or more other components (e.g. additives and/or solvents) of the fuel composition for sale in a bottle, e.g. for addition to fuel at a later time.
The anti-rust additive and any other additives of the fuel composition may be incorporated into the fuel composition as one or more additive concentrates and/or additive part packs, optionally comprising solvent or diluent.
It will also be appreciated that the anti-rust additive may be added to the fuel in the form of a precursor compound which, under the conditions, e.g. combustion or storage conditions, encountered in a system, for example a fuel system or engine, breaks down to form an anti-rust additive as defined herein.
The anti-rust additives disclosed herein may be used in a fuel for a spark-ignition internal combustion engine. Examples of spark-ignition internal combustion engines include direct injection spark-ignition engines and port fuel injection spark-ignition engines. The spark-ignition internal combustion engine may be used in automotive applications, e.g. in a vehicle such as a passenger car.
Examples of suitable direct injection spark-ignition internal combustion engines include boosted direct injection spark-ignition internal combustion engines, e.g. turbocharged boosted direct injection engines and supercharged boosted direct injection engines. Suitable engines include 2.0 L boosted direct injection spark-ignition internal combustion engines. Suitable direct injection engines include those that have side mounted direct injectors and/or centrally mounted direct injectors.
Examples of suitable port fuel injection spark-ignition internal combustion engines include any suitable port fuel injection spark-ignition internal combustion engine including e.g. a BMW 318i engine, a Ford 2.3 L Ranger engine and an MB M111 engine.
The anti-rust additives disclosed herein are used to improve the ferrous corrosion-preventing characteristics of a fuel. In a preferred embodiment, the anti-rust additives are used to improve the rust-preventing characteristics of a fuel. The rust-preventing characteristics may be tested according to ASTM D 665-14e1, but with the test carried out at 23° C. rather than rather than 60° C. ASTM D665 was originally designed for testing lubricants. When used to test fuel, the method should be carried out at a lower temperature of 23° C. to avoid loss of volatile fuel components and reduce ignition risk.
Since the anti-rust additives described herein improve the rust-preventing characteristics of a fuel, they may also be used to prevent ferrous corrosion, such as rust, in a system in which a fuel is used.
The system may be e.g. a fuel refinery, a fuel storage tank or a fuel transportation tanker. However, in preferred embodiments, the system comprises an engine, preferably an internal combustion engine and more preferably a spark-ignition internal combustion engine. Thus, the system may be a fuel system in a motorised tool, e.g. a lawn-mower, a power generator or a vehicle, such as an automobile (e.g. a passenger car), a motorcycle or a water-borne vessel (e.g. a ship or a boat). Preferably the fuel system comprises an internal combustion engine, and more preferably a spark-ignition internal combustion engine.
The anti-rust additive is preferably introduced into the system with the fuel e.g. as part of a fuel composition (such as a fuel composition described above). For instance, in embodiments in which the system is a fuel system in a vehicle, the method may comprise combining (e.g. by adding, blending or mixing) the anti-rust additive with the fuel in a fuel refinery, at a fuel terminal, or at a fuel pump to form a fuel composition, and introducing the fuel composition into the fuel system of the vehicle, e.g. into the fuel tank.
The methods may further comprise delivering the fuel composition to an internal combustion engine, e.g. a spark-ignition internal combustion engine, and/or operating the internal combustion engine.
The anti-rust additive may also be combined with the fuel within a vehicle in which the fuel is used, either by addition of the additive to the fuel stream or by addition of the additive directly into the combustion chamber. In some embodiments, the anti-rust additive may be transferred to the fuel from a lubricant into which the anti-rust additive has been combined.
The anti-rust additives disclosed herein may also be used to increase the octane number of a fuel for a spark-ignition internal combustion engine. Thus, the demulsifying additives may be used as a multi-purpose fuel additive.
In some embodiments, the anti-rust additives increase the RON or the MON of the fuel. In preferred embodiments, the anti-rust additives increase the RON of the fuel, and more preferably the RON and MON of the fuel. The RON and MON of the fuel may be tested according to ASTM D2699-15a and ASTM D2700-13, respectively.
Since the anti-rust additives described herein increase the octane number of a fuel for a spark-ignition internal combustion engine, they may also be used to address abnormal combustion that may arise as a result of a lower than desirable octane number. Thus, the anti-rust additives may be used for improving the auto-ignition characteristics of a fuel, e.g. by reducing the propensity of a fuel for at least one of auto-ignition, pre-ignition, knock, mega-knock and super-knock, when used in a spark-ignition internal combustion engine.
The invention will now be described with reference to the following non-limiting examples.
The following anti-rust additives were prepared using standard methods:
The effect of an anti-rust additive from Example 1 (OX6) on the rust-preventing characteristics of two different base fuels for a spark-ignition internal combustion engine was measured.
The anti-rust additive was added to the fuels at a treat rate of 1.34% weight additive/weight base fuel, equivalent to a treat rate of 10 g additive/fuel. The first fuel was an E0 gasoline base fuel. The second fuel was an E10 gasoline base fuel.
The rust-preventing characteristics of the base fuels, as well as the blends of base fuel and anti-rust additive, were determined according to a modified version of ASTM D 665, in which the test was carried out at 23° C., rather than 60° C. Accordingly, a mixture of 300 mL of the fuel being tested was stirred for 24 h with 30 mL of distilled water at 23° C. A cylindrical steel test rod was completely immersed therein. The presence and degree of rusting (expressed as a percentage of rod surface on which rust is present) was recorded.
The following table shows the presence and degree of rust that was observed in the gasoline base fuels and the blends of base fuel and anti-rust additive.
It can be seen that the anti-rust additive may be used to improve the rust-preventing characteristics of an ethanol-free and ethanol-containing fuel for a spark-ignition internal combustion engine.
The effect of anti-rust additives from Example 1 (OX1, OX2, OX3, OX5, OX6, OX8, OX9, OX12, OX13, OX17 and OX19) on the octane number of two different base fuels for a spark-ignition internal combustion engine was measured.
The additives were added to the fuels at a relatively low treat rate of 0.67% weight additive/weight base fuel, equivalent to a treat rate of 5 g additive/litre of fuel. The first fuel was an E0 gasoline base fuel. The second fuel was an E10 gasoline base fuel. The RON and MON of the base fuels, as well as the blends of base fuel and anti-rust additive, were determined according to ASTM D2699 and ASTM D2700, respectively.
The following table shows the RON and MON of the fuel and the blends of fuel and anti-rust additive, as well as the change in the RON and MON that was brought about by using the anti-rust additives:
It can be seen that the anti-rust additives may be used to increase the RON of an ethanol-free and an ethanol-containing fuel for a spark-ignition internal combustion engine.
Further additives from Example 1 (OX4, OX7, OX10, OX11, OX14, OX15, OX16 and OX18) were tested in the E0 gasoline base fuel and the E10 gasoline base fuel. Each of the additives increased the RON of both fuels, aside from OX7 where there was insufficient additive to carry out analysis with the ethanol-containing fuel.
The effect of an anti-rust additive from Example 1 (OX6) on the octane number of three different base fuels for a spark-ignition internal combustion engine was measured over a range of treat rates (% weight additive/weight base fuel).
The first and second fuels were E0 gasoline base fuels. The third fuel was an E10 gasoline base fuel. As before, the RON and MON of the base fuels, as well as the blends of base fuel and anti-rust additive, were determined according to ASTM D2699 and ASTM D2700, respectively.
The following table shows the RON and MON of the fuels and the blends of fuel and anti-rust additive, as well as the change in the RON and MON that was brought about by using the anti-rust additives:
Graphs of the effect of the anti-rust additive on the RON and MON of the three fuels are shown in
The effect of anti-rust additives from Example 1 (OX2 and OX6) was compared with the effect of N-methyl aniline on the octane number of two different base fuels for a spark-ignition internal combustion engine over a range of treat rates (% weight additive/weight base fuel).
The first fuel was an E0 gasoline base fuel. The second fuel was an E10 gasoline base fuel. As before, the RON and MON of the base fuels, as well as the blends of base fuel and anti-rust additive, were determined according to ASTM D2699 and ASTM D2700, respectively.
A graph of the change in octane number of the E0 and E10 fuels against treat rate of N-methyl aniline and an anti-rust additive (OX6) is shown in
A comparison of the effect of two anti-rust additives (OX2 and OX6) and N-methyl aniline on the octane number of the E0 and E10 fuels at a treat rate of 0.67% w/w is shown in
The dimensions and values disclosed herein are not to be understood as being strictly limited to the exact numerical values recited. Instead, unless otherwise specified, each such dimension is intended to mean both the recited value and a functionally equivalent range surrounding that value. For example, a dimension disclosed as “40 mm” is intended to mean “about 40 mm.”
Every document cited herein, including any cross referenced or related patent or application, is hereby incorporated herein by reference in its entirety unless expressly excluded or otherwise limited. The citation of any document is not an admission that it is prior art with respect to any invention disclosed or claimed herein or that it alone, or in any combination with any other reference or references, teaches, suggests or discloses any such invention. Further, to the extent that any meaning or definition of a term in this document conflicts with any meaning or definition of the same term in a document incorporated by reference, the meaning or definition assigned to that term in this document shall govern.
While particular embodiments of the present invention have been illustrated and described, it would be obvious to those skilled in the art that various other changes and modifications can be made without departing from the spirit and scope of the invention. It is therefore intended to cover in the appended claims all such changes and modifications that are within the scope and spirit of this invention.
| Number | Date | Country | Kind |
|---|---|---|---|
| 16155214.6 | Feb 2016 | EP | regional |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2017/052922 | 2/9/2017 | WO | 00 |
