Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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Fuel Compositions
The present invention relates to fuel compositions and additives thereto. In
particular the
invention relates to additives for diesel fuel compositions, especially those
suitable for use in
modern diesel engines with high pressure fuel systems.
Due to consumer demand and legislation, diesel engines have in recent years
become much
more energy efficient, show improved performance and have reduced emissions.
These improvements in performance and emissions have been brought about by
improvements in the combustion process. To achieve the fuel atomisation
necessary for this
improved combustion, fuel injection equipment has been developed which uses
higher
injection pressures and reduced fuel injector nozzle hole diameters. The fuel
pressure at the
injection nozzle is now commonly in excess of 1500 bar (1.5 x 108 Pa). To
achieve these
pressures the work that must be done on the fuel also increases the
temperature of the fuel.
These high pressures and temperatures can cause degradation of the fuel.
Diesel engines having high pressure fuel systems can include but are not
limited to heavy duty
diesel engines and smaller passenger car type diesel engines. Heavy duty
diesel engines can
include very powerful engines such as the MTU series 4000 diesel having 20
cylinder variants
designed primarily for ships and power generation with power output up to 4300
kW or engines
such as the Renault dXi 7 having 6 cylinders and a power output around 240kW.
A typical
passenger car diesel engine is the Peugeot DWI 0 having 4 cylinders and power
output of 100
kW or less depending on the variant.
In all of the diesel engines relating to this invention, a common feature is a
high pressure fuel
system. Typically pressures in excess of 1350 bar (1.35 x 108 Pa) are used but
often
pressures of up to 2000 bar (2 x 108 Pa) or more may exist.
Two non-limiting examples of such high pressure fuel systems are: the common
rail injection
system, in which the fuel is compressed utilizing a high-pressure pump that
supplies it to the
fuel injection valves through a common rail; and the unit injection system
which integrates the
high-pressure pump and fuel injection valve in one assembly, achieving the
highest possible
injection pressures exceeding 2000 bar (2 x 108 Pa). In both systems, in
pressurising the fuel,
the fuel gets hot, often to temperatures around 1009C, or above.
In common rail systems, the fuel is stored at high pressure in the central
accumulator rail or
separate accumulators prior to being delivered to the injectors. Often, some
of the heated fuel
is returned to the low pressure side of the fuel system or returned to the
fuel tank. In unit
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injection systems the fuel is compressed within the injector in order to
generate the high
injection pressures. This in turn increases the temperature of the fuel.
In both systems, fuel is present in the injector body prior to injection where
it is heated further
due to heat from the combustion chamber. The temperature of the fuel at the
tip of the injector
can be as high as 250 - 350 C.
Thus the fuel is stressed at pressures from 1350 bar (1.35 x 108 Pa) to over
2000 bar (2 x 108
Pa)and temperatures from around 100 C to 350 C prior to injection, sometimes
being
recirculated back within the fuel system thus increasing the time for which
the fuel experiences
these conditions.
A common problem with diesel engines is fouling of the injector, particularly
the injector body,
and the injector nozzle. Fouling may also occur in the fuel filter. Injector
nozzle fouling occurs
when the nozzle becomes blocked with deposits from the diesel fuel. Fouling of
fuel filters
may be related to the recirculation of fuel back to the fuel tank. Deposits
increase with
degradation of the fuel. Deposits may take the form of carbonaceous coke-like
residues or
sticky or gum-like residues. Diesel fuels become more and more unstable the
more they are
heated, particularly if heated under pressure. Thus diesel engines having high
pressure fuel
systems may cause increased fuel degradation.
The problem of injector fouling may occur when using any type of diesel fuels.
However, some
fuels may be particularly prone to cause fouling or fouling may occur more
quickly when these
fuels are used. For example, fuels containing biodiesel have been found to
produce injector
fouling more readily. Diesel fuels containing metallic species may also lead
to increased
deposits. Metallic species may be deliberately added to a fuel in additive
compositions or may
be present as contaminant species. Contamination occurs if metallic species
from fuel
distribution systems, vehicle distribution systems, vehicle fuel systems,
other metallic
components and lubricating oils become dissolved or dispersed in fuel.
Transition metals in particular cause increased deposits, especially copper
and zinc species.
These may be typically present at levels from a few ppb (parts per billion) up
to 50 ppm, but it
is believed that levels likely to cause problems are from 0.1 to 50 ppm, for
example 0.1 to 10
ppm.
When injectors become blocked or partially blocked, the delivery of fuel is
less efficient and
there is poor mixing of the fuel with the air. Over time this leads to a loss
in power of the
engine, increased exhaust emissions and poor fuel economy.
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As the size of the injector nozzle hole is reduced, the relative impact of
deposit build up
becomes more significant. By simple arithmetic a 5 pm layer of deposit within
a 500 pm hole
reduces the flow area by 4% whereas the same 5 pm layer of deposit in a 200 pm
hole
reduces the flow area by 9.8%.
At present, nitrogen-containing detergents may be added to diesel fuel to
reduce coking.
Typical nitrogen-containing detergents are those formed by the reaction of a
polyisobutylene-
substituted succinic acid derivative with a polyalkylene polyamine. However,
newer engines
including finer injector nozzles are more sensitive and current diesel fuels
may not be suitable
for use with the new engines incorporating these smaller nozzle holes.
The present inventor has developed diesel fuel compositions which when used in
diesel
engines having high pressure fuel systems provide improved performance
compared with
diesel fuel compositions of the prior art.
It is advantageous to provide a diesel fuel composition which prevents or
reduces the
occurrence of deposits in a diesel engine. Such fuel compositions may be
considered to
perform a "keep clean" function i.e. they prevent or inhibit fouling.
However it would also be desirable to provide a diesel fuel composition which
would help clean
up deposits that have already formed in an engine, in particular deposits
which have formed
on the injectors. Such a fuel composition which when combusted in a diesel
engine removes
deposits therefrom thus effecting the "clean-up" of an already fouled engine.
As with "keep clean" properties, "clean-up" of a fouled engine may provide
significant
advantages. For example, superior clean up may lead to an increase in power
and/or an
increase in fuel economy. In addition removal of deposits from an engine, in
particular from
injectors may lead to an increase in interval time before injector maintenance
or replacement is
necessary thus reducing maintenance costs.
Although for the reasons mentioned above deposits on injectors is a particular
problem found
in modern diesel engines with high pressure fuels systems, it is desirable to
provide a diesel
fuel composition which also provides effective detergency in older traditional
diesel engines
such that a single fuel supplied at the pumps can be used in engines of all
types.
It is also desirable that fuel compositions reduce the fouling of vehicle fuel
filters. It would be
useful to provide compositions that prevent or inhibit the occurrence of fuel
filter deposits i.e,
provide a "keep clean" function. It would be useful to provide compositions
that remove
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existing deposits from fuel filter deposits i.e. provide a "clean up"
function. Compositions able
to provide both of these functions would be especially useful.
When formulating a fuel additive package it is necessary to consider the
effect that an additive
will have on the fuel composition as a whole. When compounds including polar
and non-polar
groups are used as additives these can sometimes cause problems as they may
assist mixing
of water into the fuel and the formation of emulsions. Fuels containing water
and particularly
fuel/water emulsions are undesirable. They can lead to problems such as
microbial
contamination, corrosion etc. It is therefore desirable to use additives where
possible which
have a reduced tendency to form emulsions
According to a first aspect of the present invention there is provided a
diesel fuel composition
comprising a first additive (i) comprising a quaternary ammonium salt and a
second additive (ii)
comprising a Mannich reaction product; wherein the quaternary ammonium salt
additive (i) is
formed by the reaction of a quaternising agent which is not an ester and a
compound formed
by the reaction of a hydrocarbyl-substituted acylating agent and an amine of
formula (B1) or
(B2):
R2 R2
N¨X¨N H R4 N¨X¨[0 (C H2) mk0 H
R3 R3
(B1) (B2)
wherein R2 and R3 are the same or different alkyl, alkenyl or aryl groups
having from 1 to 22
carbon atoms; X is a bond or alkylene group having from 1 to 20 carbon atoms;
n is from 0 to
20; m is from 1 to 5; and R4 is hydrogen or a C1 to C22 alkyl group; and
wherein the Mannich
reaction product additive (ii) is the product of a Mannich reaction between:
(a) an aldehyde;
(b) an amine; and
(c) a substituted phenol;
wherein the phenol is substituted with at least one branched hydrocarbyl group
having a
molecular weight of between 200 and 3000.
Additive compounds (i) may be referred to herein as "the quaternary ammonium
salt additives"
or additive (i).
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Additive compounds (ii) may be referred to herein as the Mannich additives" or
additive (ii).
The quaternising agents used to form the quaternary ammonium salt additives of
the present
invention are not esters. By this definition we mean to exclude in particular
compounds of
formula R000R1 in which R is an optionally substituted alkyl, alkenyl, aryl or
alkylaryl group
and R1 is a C1 to C22 alkyl, aryl or alkylaryl group.
The quaternising agent may suitably be selected from dialkyl sulfates, benzyl
halides,
hydrocarbyl substituted carbonates, hydrocarbyl susbsituted epoxides in
combination with an
acid, alkyl halides, alkyl sulfonates, sultones, hydrocarbyl substituted
phosphates, hydrocarbyl
substituted borates, alkyl nitrites, alkyl nitrates, hydroxides, N-oxides or
mixtures thereof.
In some embodiments the quaternary ammonium salt may be prepared from, for
example, an
alkyl or benzyl halide (especially a chloride) and then subjected to an ion
exchange reaction to
.. provide a different anion as part of the quaternary ammonium salt. Such a
method may be
suitable to prepare quaternary ammonium hydroxides, alkoxides, nitrites or
nitrates.
Preferred quaternising agents include dialkyl sulfates, benzyl halides,
hydrocarbyl substituted
carbonates, hydrocarbyl susbsituted epoxides in combination with an acid,
alkyl halides, alkyl
sulfonates, sultones, hydrocarbyl substituted phosphates, hydrocarbyl
substituted borates, N-
oxides or mixtures thereof.
Suitable dialkyl sulfates for use herein include those including alkyl groups
having 1 to 10,
preferably 1 to 4 carbons atoms in the alkyl chain. A preferred compound is
dimethyl sulfate.
Suitable benzyl halides include chlorides, bromides and iodides. The phenyl
group may be
optionally substituted, for example with one or more alkyl or alkenyl groups,
especially when
the chlorides are used. A preferred compound is benzyl bromide.
.. Suitable hydrocarbyl substituted carbonates may include two hydrocarbyl
groups, which may
be the same or different. Each hydrocarbyl group may contain from 1 to 50
carbon atoms,
preferably from 1 to 20 carbon atoms, more preferably from 1 to 10 carbon
atoms, suitably
from 1 to 5 carbon atoms. Preferably the or each hydrocarbyl group is an alkyl
group.
Preferred compounds of this type include diethyl carbonate and dimethyl
carbonate.
Suitable hydrocarbyl susbsituted epoxides have the formula:
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Al \ R3
R2 R4
wherein each of R1, R2, R3 and R4 is independently hydrogen or a hydrocarbyl
group having 1
to 50 carbon atoms. Examples of suitable epoxides include ethylene oxide,
propylene oxide,
butylene oxide, styrene oxide and stillbene oxide. The hydrocarbyl epoxides
are used as
.. quaternising agents in combination with an acid. In embodiments in which
the hydrocarbyl
substituted acylating agent is a dicarboxylic acylating agent no separate acid
needs to be
added. However in other embodiments an acid such as acetic acid may be used.
Particularly preferred epoxides are propylene oxide and styrene oxide.
Suitable alkyl halides for use herein include chlorides, bromides and iodides.
Suitable alkyl sulfonates include those having 1 to 20, preferably 1 to 10,
more preferably 1 to
4 carbon atoms.
Suitable sultones include propane sultone and butane sultone.
Suitable hydrocarbyl substituted phosphates include dialkyl phosphates,
trialkyl phosphates
and 0,0-dialkyl dithiophospates. Preferred alkyl groups have 1 to 12 carbon
atoms.
Suitable hydrocarbyl substituted borate groups include alkyl borates having 1
to 12 carbon
atoms.
Preferred alkyl nitrites and alkyl nitrates have 1 to 12 carbon atoms.
Preferably the quaternising agent is selected from dialkyl sulfates, benzyl
halides, hydrocarbyl
substituted carbonates, hydrocarbyl susbsituted epoxides in combination with
an acid, and
mixtures thereof.
Especially preferred quaternising agents for use herein are hydrocarbyl
substituted epoxides in
combination with an acid. This includes embodiments where the acid is an
additional reactant
or where the acid group is present as a part of the structure of the compound
which is being
quaternised. Preferably the acid group is present as a part of the structure
of the compound
which is being quaternised.
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To form the quaternary ammonium salt additives of the present invention the
quaternising
agent is reacted with a compound formed by the reaction of a hydrocarbyl
substituted acylating
agent and an amine of formula (B1) or (B2).
When a compound of formula (B1) is used, R4 is preferably hydrogen or a Ci to
Ci6 alkyl
group, preferably a C1 to C10 alkyl group, more preferably a C1 to C6 alkyl
group. When R4 is
alkyl it may be straight chained or branched. It may be substituted for
example with a hydroxy
or alkoxy substituent. Preferably R4 is not a substituted alkyl group. More
preferably R4 is
selected from hydrogen, methyl, ethyl, propyl, butyl and isomers thereof. Most
preferably R4 is
.. hydrogen.
When a compound of formula (B2) is used, m is preferably 2 or 3, most
preferably 2; n is
preferably from 0 to 15, preferably 0 to 10, more preferably from 0 to 5. Most
preferably n is 0
and the compound of formula (B2) is an alcohol.
Preferably the hydrocarbyl substituted acylating agent is reacted with a
diamine compound of
formula (B1).
R2 and R3 are the same or different alkyl, alkenyl or aryl groups having from
1 to 22 carbon
atoms. In some embodiments R2 and R3 may be joined together to form a ring
structure, for
example a piperidine or imidazole moiety. R2 and 1:13 may be branched alkyl or
alkenyl groups.
Each may be substituted, for example with a hydroxy or alkoxy substituent.
R2 and R3 may each independently be a C1 to Ci6 alkyl group, preferably a Ci
to Clo alkyl
group. R2 and R3 may independently be methyl, ethyl, propyl, butyl, pentyl,
hexyl, heptyl, octyl,
or an isomer of any of these. Preferably R2 and R3 is each independently C1 to
C4 alkyl.
Preferably R2 is methyl. Preferably R3 is methyl.
X is a bond or alkylene group having from 1 to 20 carbon atoms. In preferred
embodiments
when X alkylene group this group may be straight chained or branched. The
alkylene group
may include a cyclic structure therein. It may be optionally substituted, for
example with a
hydroxy or alkoxy substituent.
X is preferably an alkylene group having 1 to 16 carbon atoms, preferably 1 to
12 carbon
atoms, more preferably 1 to 8 carbon atoms, for example 2 to 6 carbon atoms or
2 to 5 carbon
atoms. Most preferably X is an ethylene, propylene or butylene group,
especially a propylene
group.
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Examples of compounds of formula (B1) suitable for use herein include 1-
aminopiperidine, 1-
(2-aminoethyl)piperidine, 1- (3-aminopropyI)-2-pipecoline, 1-methyl-(4-
methylamino)piperidine,
4-(1-pyrrolidinyl)piperidine, 1-(2-aminoethyl)pyrrolidine, 2-(2-aminoethyl)-1-
methylpyrrolidine,
N,N-diethylethylenediamine, N,N-dimethylethylenediamine, N,N-
dibutylethylenediamine, N,N-
diethyl-I,3-diaminopropane, N,N-dimethy1-1,3-diaminopropane,
N,N,N'-
trim ethylethylenediamine, N,N-dim ethyl-N'-ethylethylenediamine, N,N-
diethyl-N'-
methylethylenediamine, N,N,N'- triethylethylenediamine, 3-
dimethylaminopropylamine, 3-
diethylaminopropylamine, 3-dibutylaminopropylamine, N,N,N'-trimethyl- 1,3-
propanediamine,
N,N,2,2-tetramethyl-I,3-propanediamine, 2-amino-
5-diethylaminopentane, N,N,N',N'-
tetraethyldiethylenetriamine, 3,3'-diamino-N-methyldipropylamine,
3,3'-iminobis(N,N-
dimethylpropylamine), 1-(3-aminopropyl)imidazole and 4-(3-
aminopropyl)morpholine, 1-(2-
aminoethyl)piperidine, 3,3-diamino-N-methyldipropylamine, 3,3-aminobis(N,N-
dimethy 1propy
lam me), or combinations thereof.
In some preferred embodiments the compound of formula (B1) is selected from
from N,N-
dimethy1-1,3-diaminopropane, N,N-diethyl-1,3- diaminopropane, N,N-
dimethylethylenediamine,
N,N-diethylethylenediamine, N,N-dibutylethylenediamine, or combinations
thereof.
Examples of compounds of formula (B2) suitable for use herein include
alkanolamines
including but not limited to triethanolamine, N,N-dimethylaminopropanol, N,N-
diethylaminopropanol, N,N-diethylaminobutanol,
triisopropanolamine, 142-
hydroxyethyl]piperidine , 2-[2-(dimethylam ine)ethoxy]-
ethanol, N-ethyldiethanolamine, N-
methyldiethanolamine, N-butyldiethanolamine, N,N-diethylaminoethanol, N,N-
dimethyl amino-
ethanol, 2-d imethylam ino-2-methyl-1-propanol
.
In some preferred embodiments the compound of formula (B2) is selected from
Triisopropanolamine, 1-[2-hydroxyethyl]piperidine, 2[2-(dimethylamine)ethoxyl-
ethanol, N-
ethyldiethanolamine, N-methyldiethanolamine, N-
butyldiethanolamine, N,N-
diethylaminoethanol, N,N-dimethylaminoethanol, 2-dimethylamino-2-methyl-1-
propanol, or
combinations thereof.
An especially preferred compound of formula (B1) is dimethylaminopropylamine.
The amine of formula (B1) or (B2) is reacted with a hydrocarbyl substituted
acylating agent.
The hydrocarbyl substituted acylating agent may be based on a hydrocarbyl
substituted mono-
di- or polycarboxylic acid or a reactive equivalent thereof.
Preferably the hydrocarbyl
substituted acylating agent is a hydrocarbyl substituted succinic acid
compound such as a
succinic acid or succinic anhydride.
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The hydrocarbyl substituent preferably comprises at least 10, more preferably
at least 12, for
example 30 or 50 carbon atoms. It may comprise up to about 200 carbon atoms.
Preferably
the hydrocarbyl substituent has a number average molecular weight (Mn) of
between 170 to
2800, for example from 250 to 1500, preferably from 500 to 1500 and more
preferably 500 to
1100. An Mn of 700 to 1300 is especially preferred.
The hydrocarbyl based substituents may be made from homo- or interpolymers
(e.g.
copolymers, terpolymers) of mono- and di-olefins having 2 to 10 carbon atoms,
for example
ethylene, propylene, butane-1, isobutene, butadiene, isoprene, 1-hexene, 1-
octene, etc.
Preferably these olefins are 1-monoolefins. The hydrocarbyl substituent may
also be derived
from the halogenated (e.g. chlorinated or brominated) analogs of such homo- or
interpolymers.
Alternatively the substituent may be made from other sources, for example
monomeric high
molecular weight alkenes (e.g. 1-tetra-contene) and chlorinated analogs and
hydrochlorinated
analogs thereof, aliphatic petroleum fractions, for example paraffin waxes and
cracked and
chlorinated analogs and hydrochlorinated analogs thereof, white oils,
synthetic alkenes for
example produced by the Ziegler-Natta process (e.g. poly(ethylene) greases)
and other
sources known to those skilled in the art. Any unsaturation in the substituent
may if desired be
reduced or eliminated by hydrogenation according to procedures known in the
art.
.. The term "hydrocarbyl" as used herein denotes a group having a carbon atom
directly attached
to the remainder of the molecule and having a predominantly aliphatic
hydrocarbon character.
Suitable hydrocarbyl based groups may contain non-hydrocarbon moieties. For
example they
may contain up to one non-hydrocarbyl group for every ten carbon atoms
provided this non-
hydrocarbyl group does not significantly alter the predominantly hydrocarbon
character of the
group. Those skilled in the art will be aware of such groups, which include
for example
hydroxyl, oxygen, halo (especially chloro and fluoro), alkoxyl, alkyl
mercapto, alkyl sulphoxy,
etc. Preferred hydrocarbyl based substituents are purely aliphatic hydrocarbon
in character
and do not contain such groups.
The hydrocarbyl-based substituents are preferably predominantly saturated,
that is, they
contain no more than one carbon-to-carbon unsaturated bond for every ten
carbon-to-carbon
single bonds present. Most preferably they contain no more than one carbon-to-
carbon
unsaturated bond for every 50 carbon-to-carbon bonds present.
Preferred hydrocarbyl-based substituents are poly-(isobutene)s known in the
art. Thus in
especially preferred embodiments the hydrocarbyl substituted acylating agent
is a
polyisobutenyl substituted succinic anhydride.
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The preparation of polyisobutenyl substituted succinic anhydrides (PIBSA) is
documented in
the art. Suitable processes include thermally reacting polyisobutenes with
maleic anhydride
(see for example US-A-3,361,673 and US-A-3,018,250), and reacting a
halogenated, in
particular a chlorinated, polyisobutene (FIB) with maleic anhydride (see for
example US-A-
3,172,892). Alternatively, the polyisobutenyl succinic anhydride can be
prepared by mixing the
polyolefin with maleic anhydride and passing chlorine through the mixture (see
for example
GB-A-949,981).
Conventional polyisobutenes and so-called "highly-reactive" polyisobutenes are
suitable for
use in preparing additive (i) of the present invention. Highly reactive
polyisobutenes in this
context are defined as polyisobutenes wherein at least 50%, preferably 70% or
more, of the
terminal olefinic double bonds are of the vinylidene type as described in
EP0565285.
Particularly preferred polyisobutenes are those having more than 80 mol% and
up to 100% of
terminal vinylidene groups such as those described in EP1344785.
Other preferred hydrocarbyl groups include those having an internal olefin for
example as
described in the applicant's published application W02007/015080.
An internal olefin as used herein means any olefin containing predominantly a
non-alpha
double bond, that is a beta or higher olefin. Preferably such materials are
substantially
completely beta or higher olefins, for example containing less than 10% by
weight alpha olefin,
more preferably less than 5% by weight or less than 2% by weight. Typical
internal olefins
include Neodene 151810 available from Shell.
Internal olefins are sometimes known as isomerised olefins and can be prepared
from alpha
olefins by a process of isomerisation known in the art, or are available from
other sources.
The fact that they are also known as internal olefins reflects that they do
not necessarily have
to be prepared by isomerisation.
Some preferred acylating agents for use in the preparation of the quaternary
ammonium salt
additives of the present invention are polyisobutene-substituted succinic
acids or succinic
anhydrides. When a compound of formula (B2) is reacted with a succinic
acylating agent the
resulting product is a succinic ester. When a succinic acylating agent is
reacted with a
compound of formula (B1) in which R4 is hydrogen the resulting product may be
a succinimide
or a succinamide. When a succinic acylating agent is reacted with a compound
of formula (B1)
in which R4 is not hydrogen the resulting product is an amide.
In preferred embodiments, the reaction product of the hydrocarbyl substituted
acylating agent
and the amine of formula (B1) or (B2) is an amide or an ester.
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In preferred embodiments, the reaction product of the hydrocarbyl substituted
acylating agent
and the amine of formula (B1) or (B2) also has at least one remaining
carboxylic acid group.
This may be achieved by choosing hydrocarbyl substituted acylating agents
having di or
polycarboxylic acids or reactive equivalents thereof and by choosing suitable
molar ratios of
amines of formula (B1) or (B2). In the case of amides prepared from amines of
formula (B2)
where R4 is hydrogen, it may also be necessary to control the reaction
conditions to avoid
forming imides. Such techniques are within the capability of someone of
ordinary skill in the
art.
For the avoidance of doubt, succinic esters include the monoester compounds
having the
general formula (Cl) and the diester compounds having the general formula
(02);
succinimides have the general formula (03); and succinamides include the
monoamide
compounds having the general formula (04) and the diamide compounds having
have the
general formula (C5):
OH R
OR'
R OH NR'ROR OR' NRR
NRR
N'
0 0 0
0 0
Cl C2 C3 C4 C5
.. In especially preferred embodiments the quaternary ammonium salt additives
of the present
invention are salts of tertiary amines prepared from dimethylamino propylamine
and a
polyisobutylene-substituted succinic anhydride. The average molecular weight
of the
polyisobutylene substituent is preferably from 700 to 1300, more preferably
from 900 to 1100.
The quaternary ammonium salt additives of the present invention may be
prepared by any
suitable method. Such methods will be known to the person skilled in the art
and are
exemplified herein. Typically the quaternary ammonium salt additives will be
prepared by
heating the quaternising agent and a compound prepared by the reaction of a
hydrocarbyl
substituted acylating agent with an amine of formula (B1) or (B2) in an
approximate 1:1 molar
ratio, optionally in the presence of a solvent. The resulting crude reaction
mixture may be
added directly to a diesel fuel, optionally following removal of solvent. Any
by-products or
residual starting materials still present in the mixture have not been found
to cause any
detriment to the performance of the additive. Thus the present invention may
provide a diesel
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fuel composition comprising the reaction product of a quaternising agent and
the reaction
product of a hydrocarbyl substituted acylating agent and an amine formula (B1)
or (B2).
Particularly preferred quaternary ammonium salts of the present invention are
the reaction
product of a polyisobutenyl succinic acylating agent with
dimethylaminopropylamine (N,N
dimethyl 1,3 propane diamine) to form the half amide, half acid and then
quaternised using
propylene oxide.
The composition of the present invention further comprises a second additive
(ii) which is the
product of a Mannich reaction between:
(a) an aldehyde;
(b) an amine; and
(c) a substituted phenol; wherein the phenol is substituted with at least
one branched
hydrocarbyl group having a molecular weight of between 200 and 3000.
Any aldehyde may be used as aldehyde component (a) of the Mannich additive.
Preferably
the aldehyde component (a) is an aliphatic aldehyde. Preferably the aldehyde
has 1 to 10
carbon atoms, preferably 1 to 6 carbon atoms, more preferably 1 to 3 carbon
atoms. Most
preferably the aldehyde is formaldehyde.
Amine component (b) of the Mannich additive may be at least one amino or
polyamino
compound having at least one NH group. Suitable amino compounds include
primary or
secondary monoamines having hydrocarbon substituents of 1 to 30 carbon atoms
or hydroxyl-
substituted hydrocarbon substituents of 1 to about 30 carbon atoms.
In preferred embodiments the amine component (b) is a polyamine.
Polyamines may be selected from any compound including two or more amine
groups.
Preferably the polyamine is a (poly)alkylene polyamine (by which is meant an
alkylene
polyamine or a polyalkylene polyamine; including in each case a diamine,
within the meaning
of "polyamine"). Preferably the polyamine is a (poly)alkylene polyamine in
which the alkylene
component has 1 to 6, preferably 1 to 4, most preferably 2 to 3 carbon atoms.
Most preferably
the polyamine is a (poly) ethylene polyamine (that is, an ethylene polyamine
or a polyethylene
polyamine).
Preferably the polyamine has 2 to 15 nitrogen atoms, preferably 2 to 10
nitrogen atoms, more
preferably 2 to 8 nitrogen atoms.
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Preferably the polyamine component (b) includes the moiety R1R2NCHR3CHR4NR5R6
wherein
each of R1, R2 R3, R4, R5 and R6 is independently selected from hydrogen, and
an optionally
substituted alkyl, alkenyl, alkynyl, aryl, alkylaryl or arylalkyl substituent.
Thus the polyamine reactants used to make the Mannich reaction products of the
present
invention preferably include an optionally substituted ethylene diamine
residue.
Preferably at least one of R1 and R2 is hydrogen. Preferably both of R1 and R2
are hydrogen.
Preferably at least two of R1, R2, R5 and R6 are hydrogen.
Preferably at least one of R3 and R4 is hydrogen. In some preferred
embodiments each of R3
and R4 is hydrogen. In some embodiments R3 is hydrogen and R4 is alkyl, for
example Ci to
04 alkyl, especially methyl.
Preferably at least one of R5 and R6 is an optionally substituted alkyl,
alkenyl, alkynyl, aryl,
alkylaryl or arylalkyl substituent.
In embodiments in which at least one of R1, R2, R3, R4, R5 and R6 is not
hydrogen, each is
independently selected from an optionally substituted alkyl, alkenyl, alkynyl,
aryl, alkylaryl or
arylalkyl moiety. Preferably each is independently selected from hydrogen and
an optionally
substituted 0(1-6) alkyl moiety.
In particularly preferred compounds each of R1, R2, R3, R4 and R5 is hydrogen
and R6 is an
optionally substituted alkyl, alkenyl, alkynyl, aryl, alkylaryl or arylalkyl
substituent. Preferably
R6 is an optionally substituted 0(1-6) alkyl moiety.
Such an alkyl moiety may be substituted with one or more groups selected from
hydroxyl,
amino (especially unsubstituted amino; -NH-, ¨NH2), sulpho, sulphoxy, 0(1-4)
alkoxy, nitro,
halo (especially chloro or fluoro) and mercapto.
There may be one or more heteroatoms incorporated into the alkyl chain, for
example 0, N or
S, to provide an ether, amine or thioether.
Especially preferred substituents R1, R2, R3, R4, R5 or R6 are hydroxy-C(1-
4)alkyl and amino-
(C(1-4)alkyl, especially HO-0H2-0H2- and H2N-0H2-0H2-.
Suitably the polyamine includes only amine functionality, or amine and alcohol
functionalities.
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The polyamine may, for example, be selected from ethylenediamine,
diethylenetriamine,
triethylenetetram ine, tetraethylenepentamine,
pentaethylene-hexam me,
hexaethyleneheptam me, heptaethyleneoctamine, propane-
1,2-diamine, 2(2-am ino-
ethylamino)ethanol, and N',N'-bis (2-aminoethyl) ethylenediamine
(N(CH2CH2NH2)3). Most
preferably the polyamine cornprises tetraethylenepentamine or ethylenediamine.
Commercially available sources of polyamines typically contain mixtures of
isomers and/or
oligomers, and products prepared from these commercially available mixtures
fall within the
scope of the present invention.
The polyamines used to form the Man nich additives of the present invention
may be straight
chained or branched, and may include cyclic structures.
Phenol component (c) used to prepare the Mannich additives of the present
invention may be
substituted with 1 to 4 groups on the aromatic ring (in addition to the phenol
OH). For example
it may be a tri- or di- substituted phenol. Most preferably component (c) is a
mono-substituted
phenol. Substitution may be at the ortho, and/or meta, and/or para
position(s).
Each phenol moiety may be ortho, meta or para substituted with the
aldehyde/amine residue.
Compounds in which the aldehyde residue is ortho or para substituted are most
commonly
formed. Mixtures of compounds may result. In preferred embodiments the
starting phenol is
para substituted and thus the ortho substituted product results.
The phenol may be substituted with any common group, for example one or more
of an alkyl
group, an alkenyl group, an alkynl group, a nitryl group, a carboxylic acid,
an ester, an ether,
an alkoxy group, a halo group, a further hydroxyl group, a mercapto group, an
alkyl mercapto
group, an alkyl sulphoxy group, a sulphoxy group, an aryl group, an arylalkyl
group, a
substituted or unsubstituted amine group or a nitro group.
As mentioned above the phenol includes at least one branched hydrocarbyl
substituent. The
hydrocarbyl substituent may be optionally substituted with, for example,
hydroxyl, halo,
(especially chloro and fluoro), alkoxy, alkyl, mercapto, alkyl sulphoxy, aryl
or amino residues.
Preferably the hydro carbyl group consists essentially of carbon and hydrogen
atoms. The
substituted phenol may include an alkenyl or alkynyl residue including one or
more double
and/or triple bonds.
The hydrocarbyl-based substituents are preferably predominantly saturated,
that is, they
contain no more than one carbon-to-carbon unsaturated bond for every ten
carbon-to-carbon
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single bonds present. Most preferably they contain no more than one carbon-to-
carbon
unsaturated bond for every 50 carbon-to-carbon bonds present.
Preferably component (c) is a monoalkyl phenol, especially a para-substituted
monoalkyl
phenol in which the alkyl chain of the substituent is branched.
In preferred embodiments phenol component (c) used to prepare Mannich reaction
product
additive (ii) includes a predominantly or completely saturated branched
hydrocarbyl
substituent. Preferably this predominantly or completely saturated hydrocarbyl
substituent is
.. branched along the length of the chain. By branched along the length of the
chain we mean
that there are multiple branches from the main (or longest) chain. Preferably
there is a branch
at least every 10 carbon atoms along the main chain, preferably at least every
6 carbons,
suitably at least every 4 carbons, for example every 3 carbon atoms or every 2
carbon atoms.
A particular carbon atom in the main hydrocarbyl chain (which is preferably an
alkylene chain)
may have one or two branching hydrocarbyl groups. By branching hydrocarbyl
groups we
mean hydrocarbyl groups not forming part of the main chain but directly
attached thereto.
Thus the main hydrocarbyl chain may include the moiety -CHR1- or -CR1R2-
wherein R1 and
R2 are branching hydrocarbyl groups.
Preferably each branching hydrocarbyl group is an alkyl group, preferably a C1
to G4 alkyl
group, for example propyl, ethyl or most preferably methyl.
In some preferred embodiments phenol component (c) used to prepare Mannich
reaction
product additive (ii) includes a hydrocarbyl substituent which is substituted
with methyl groups
along the main chain thereof. Suitably there are a plurality of carbon atoms
which each have
two methyl substituents.
Preferably the branching points are substantially equally spaced along the
main chain of the
hydrocarbyl group of phenol component (c).
Component (c) used to prepare additive (ii) includes at least one branched
hydrocarbyl
substituent. Preferably this is an alkyl substituent. In especially preferred
embodiments the
hydrocarbyl substituent is derived from a polyalkene, suitably a polymer of a
branched alkene,
for example polyisobutene or polypropene.
In especially preferred embodiments component (c) used in the preparation of
Mannich
reaction product additive (ii) includes a poly(isobutene) derived substituent.
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Thus the Mannich reaction product additives (ii) used in the present invention
preferably
include a hydrocarbyl chain having the repeating unit:
H3
_______________________________ C CH2
CH3 in
Poly(isobutenes) are prepared by the addition polymerisation of isobutene,
(CH3)2C=CH2.
Each molecule of the resulting polymer will include a single alkene moiety.
Conventional polyisobutenes and so-called "highly-reactive" polyisobutenes are
suitable for
use in preparing additive (ii) of the present invention. Highly reactive
polyisobutenes in this
context are defined as polyisobutenes wherein at least 50%, preferably 70% or
more, of the
terminal olefinic double bonds are of the vinylidene type as described in
EP0565285.
Particularly preferred polyisobutenes are those having more than 80 mol% and
up to 100% of
terminal vinylidene groups such as those described in EP1344785.
Methods of preparing polyalkylene substituted phenols, for example
polyisobutene substituted
phenols are known to the person skilled in the art, and include the methods
described in
EP831141.
The hydrocarbyl substituent of component (c) has an average molecular weight
of 200 to
3000. Preferably it has a molecular weight of at least 225, suitably at least
250, preferably at
least 275, suitably at least 300, for example at least 325 or at least 350.
In some
embodiments the hydrocarbyl substituent of component (c) has an average
molecular weight
of at least 375, preferably at least 400, suitably at least 475, for example
at least 500.
In some embodiments component (c) may include a hydrocarbyl substituent having
an
average molecular weight of up to 2800, preferably up to 2600, for example up
to 2500 or up
to 2400.
In some embodiments the hydrocarbyl substituent of component (c) has an
average molecular
weight of from 400 to 2500, for example from 450 to 2400, preferably from 500
to 1500,
suitably from 550 to 1300.
In some embodiments the hydrocarbyl substituent of component (c) has an
average molecular
weight of from 200 to 600.
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In some embodiments the hydrocarbyl substituent of component (c) has an
average molecular
weight of from 500 to 1000.
In some embodiments the hydrocarbyl substituent of component (c) has an
average molecular
weight of from 700 to 1300.
In some embodiments the hydrocarbyl substituent of component (c) has an
average molecular
weight of from 1000 to 2000.
In some embodiments the hydrocarbyl substituent of component (c) has an
average molecular
weight of from 1 700 to 2600, for example 2000 to 2500.
Unless otherwise mentioned all average molecular weights referred to herein
are number
average molecular weights.
Components (a), (b) and (c) used to prepare the Mannich product additives (ii)
may each
comprise a mixture of compounds and/or a mixture of isomers.
The Mannich additive is preferably the reaction product obtained by reacting
components (a),
(b) and (c) in a molar ratio of from 5:1:5 to 0.1:1:0.1, more preferably from
3:1:3 to 0.5:1:0.5.
To form the Mannich additive of the present invention components (a) and (b)
are preferably
reacted in a molar ratio of from 6:1 to 1:4 (aldehyde:amine), preferably from
4:1 to 1:2, more
preferably from 3:1 to 1:1.
In preferred embodiments the molar ratio of component (a) to component (b)
(aldehyde:amine)
in the reaction mixture is preferably greater than 1:1, preferably at least
1.1:1, more preferably
at least 1.3:1, suitably at least 1.5:1, for example at least 1.6:1.
Preferably, the molar ratio of component (a) to component (b) (aldehyde:amine)
in the reaction
mixture is less than 3:1, preferably up to 2.7:1, more preferably up to 2.3:1,
for example up to
2.1:1, or up to 2:1.
Preferably, the molar ratio of component (a) to component (b) (aldehyde:amine)
in the reaction
mixture used to prepare the Mannich additive of the present invention is from
1.1:1 to 2.9:1,
preferably from 1.3:1 to 2.7:1, preferably from 1.4:1 to 2.5:1, more
preferably from 1.5:1 to
2.3:1, suitably from 1.6:1 to 2.2:1, for example from 1.7:1 to 2.1:1.
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To form a preferred Mannich additive of the present invention the molar ratio
of component (a)
to component (c) (aldehyde:phenol) in the reaction mixture is preferably from
5:1 to 1:4,
preferably from 3:1 to 1:2, for example from 2:1 to 1:1.
In preferred embodiments the molar ratio of component (a) to component (c)
(aldehyde:phenol) in the reaction mixture used to prepare the Mannich additive
of the present
invention is greater than 1 :1 ; preferably at least 1.1:1 ; preferably at
least 1.2:1 and more
preferably at least 1.3:1.
Preferably the molar ratio of component (a) to component (c) (aldehyde:phenol)
is less than
2:1, preferably up to 1.9:1; more preferably up to 1.8:1 for example up to
1.7:1; more
preferably up to 1.6:1.
Suitably the molar ratio of component (a) to component (c) (aldehyde:phenol)
in the reaction
mixture used to prepare the Mannich additive is from 1.05:1 to 1.95:1,
preferably from 1.1:1 to
1.85:1, more preferably from 1.2:1 to 1.75:1, suitably from 1.25:1 to 1.65:,
most preferably from
1.3:1 to 1.55 :1.
To form the Mannich additive of the present invention components (c) and (b)
are preferably
reacted in a molar ratio of from 6:1 to 1:4 (phenol : amine), preferably from
4:1 to 1:2, more
preferably from 3:1 to 1:2 and more preferably from 2:1 to 1:2.
Suitably the molar ratio of component (c) to component (b) (phenol:amine) in
the reaction
mixture is 0.7:1 to 1.9: 1, preferably 0.8:1 to 1.8:1, preferably 0.9:1 to
1.7:1, preferably 1:1 to
1.6:1 preferably 1.1:1 to 1.5:1, preferably 1.2:1 to 1.4:1.
In preferred embodiments, the molar ratio of component (c) to component (b)
(phenol : amine)
in the reaction mixture is greater than 0.5:1; preferably at least 0.8:1;
preferably at least 0.9:1
and more preferably at least 1:1 for example at least 1.1:1.
Preferably the molar ratio of component (c) to component (b) (phenol:amine) in
the reaction
mixture is less than 2:1, preferably up to 1.9:1; more preferably up to 1.7:1
for example up to
1.6:1; more preferably up to 1.5:1.
In some preferred embodiments in the Mannich reaction used to form the
additive the molar
ratio of component (a) to component (b) is 2.2-1.01:1; the molar ratio of
component (a) to
component (c) is 1.99-1.01:1 and the molar ratio of component (b) to component
(c) is 1:1.01-
1.99.
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In some preferred embodiments in the reaction used to make the Mannich
additive the molar
ratio of component (a) to component (b) is 2-1.6:1, the molar ratio of
component (a) to
component (c) is 1.6-1.2:1 and the molar ratio of component (b) to component
(c) is 1:1.1-1.5.
Some preferred compounds used in the present invention are typically formed by
reacting
components (a), (b) and (c) in a molar ratio of 1.8 parts (a) 0.3 parts (a),
to 1 part (b), to 1.3
parts (c) 0.3 parts (c); preferably 1.8 parts (a) 0.1 parts (a), to 1 part
(b), to 1.3 parts (c)
0.1 parts (c); preferably approximately 1.8:1:1.3 (a : b : c).
Suitable treat rates of the quaternary ammonium salt additive and when present
the Mannich
additive will depend on the desired performance and on the type of engine in
which they are
used. For example different levels of additive may be needed to achieve
different levels of
performance.
Suitably the quaternary ammonium salt additive is present in the diesel fuel
composition in an
amount of from 1 to 10000ppm, preferably from 1 to 1000 ppm, more preferably
from 5 to 500
ppm, suitably from 5 to 250 ppm, for example from 5 to 150ppm.
Suitably the Mannich additive when used is present in the diesel fuel
composition in an amount
of from 1 to 10000ppm, preferably from 1 to 1000 ppm, more preferably from 5
to 500 ppm,
suitably from 5 to 250 ppm, for example from 5 to 150ppm.
The weight ratio of the quaternary ammonium salt additive to the Mannich
additive is
preferably from 1:10 to 10:1, preferably from 1:4 to 4:1, for example from 1:3
to 3:1.
As stated previously, fuels containing biodiesel or metals are known to cause
fouling. Severe
fuels, for example those containing high levels of metals and/or high levels
of biodiesel may
require higher treat rates of the quaternary ammonium salt additive and/or
Mannich additive
than fuels which are less severe.
The diesel fuel composition of the present invention may include one or more
further additives
such as those which are commonly found in diesel fuels. These include, for
example,
antioxidants, dispersants, detergents, metal deactivating compounds, wax anti-
settling agents,
cold flew improvers, cetane improvers, dehazers, stabilisers, demulsifiers,
antifoams, corrosion
inhibitors, lubricity improvers, dyes, markers, combustion improvers, metal
deactivators, odour
masks, drag reducers and conductivity improvers. Examples of suitable amounts
of each of
these types of additives will be known to the person skilled in the art.
In some preferred embodiments the composition additionally comprises a
dehazer/demulsifier.
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Dehazer/demulsifiers are commercially available, for example from Nalco or
Baker Hughes.
Suitable compounds include, but are not limited to alkoxylated phenol
formaldehyde polymers,
alkylated phenols and resins derived therefrom, oxylated alkylphenolic resins,
polyglycol
esters, epoxides such as diepoxides, polyols, polyamines and ethylene oxide /
propylene
oxide block copolymers . Particularly preferred demulsifier/dehazers are a
mixture of 2-4
different components comprising at least one alkoxylated phenol formaldehyde
The dehazer/demulsifier is suitably present in an amount of from 0.01 to
1000ppm, preferably
from 0.1 to 500ppm, more preferably from 0.5 to 100ppm, for example from 1 to
50ppm.
In some preferred embodiments the composition additionally comprises an
antifoam additive.
Suitable antifoam additives are known to the person skilled in the art and
include for example
organomodified siloxanes, organo modified poly dimethyl siloxanes or
polysilicone polyether
copolymers. Examples of such compounds are available under the trade name
SAGTM TP-
317 or TP-325 from Momentive Perfomance Materials or Dow Corning 2-2617.
The antifoam additive is suitably present in an amount of from 0.01 to
1000ppm, preferably
from 0.1 to 500ppm, more preferably from 0.5 to 100ppm, for example from 1 to
50ppm.
In some preferred embodiments the compositon additionally comprises a
detergent of the type
formed by the reaction of a polyisobutene-substituted succinic acid-derived
acylating agent
and a polyethylene polyamine. Suitable compounds are, for example, described
in
W02009/040583.
By diesel fuel we include any fuel suitable for use in a diesel engine, either
for road use or
non-road use. This includes, but is not limited to, fuels described as diesel,
marine diesel,
heavy fuel oil, industrial fuel oil etc.
The diesel fuel composition of the present invention may comprise a petroleum-
based fuel oil,
especially a middle distillate fuel oil. Such distillate fuel oils generally
boil within the range of
from 110 C to 500 C, e.g. 150 C to 400 C. The diesel fuel may comprise
atmospheric distillate
or vacuum distillate, cracked gas oil, or a blend in any proportion of
straight run and refinery
streams such as thermally and/or catalytically cracked and hydro-cracked
distillates.
The diesel fuel composition of the present invention may comprise a Fischer-
Tropsch fuel. It
may comprise non-renewable Fischer-Tropsch fuels such as those described as
GTL (gas-to-
liquid) fuels, CTL (coal-to-liquid) fuels and OTL (oil sands-to-liquid).
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The diesel fuel composition of the present invention may comprise a renewable
fuel such as a
biofuel composition or biodiesel composition.
The diesel fuel composition may comprise 1st generation biodiesel. First
generation biodiesel
contains esters of, for example, vegetable oils, animal fats and used cooking
fats. This form of
biodiesel may be obtained by transesterification of oils, for example rapeseed
oil, soybean oil,
safflower oil, palm 25 oil, corn oil, peanut oil, cotton seed oil, tallow,
coconut oil, physic nut oil
(Jatropha), sunflower seed oil, used cooking oils, hydrogenated vegetable oils
or any mixture
thereof , with an alcohol, usually a monoalcohol, in the presence of a
catalyst.
The diesel fuel composition may comprise second generation biodiesel. Second
generation
biodiesel is derived from renewable resources such as vegetable oils and
animal fats and
processed, often in the refinery, often using hydroprocessing such as the H-
Bio process
developed by Petrobras. Second generation biodiesel may be similar in
properties and quality
to petroleum based fuel oil streams, for example renewable diesel produced
from vegetable
oils, animal fats etc. and marketed by ConocoPhillips as Renewable Diesel and
by Neste as
NExBTL.
The diesel fuel composition of the present invention may comprise third
generation biodiesel.
Third generation biodiesel utilises gasification and Fischer-Tropsch
technology including those
described as BTL (biomass-to-liquid) fuels. Third generation biodiesel does
not differ widely
from some second generation biodiesel, but aims to exploit the whole plant
(biomass) and
thereby widens the feedstock base.
The diesel fuel composition may contain blends of any or all of the above
diesel fuel
compositions.
In some preferred embodiments the diesel fuel composition comprises a Fischer
Tropsch fuel
and/or biodiesel.
In some embodiments the diesel fuel composition of the present invention may
be a blended
diesel fuel comprising bio-diesel. In such blends the bio-diesel may be
present in an amount
of, for example up to 0.5%, up to 1%, up to 2%, up to 3%, up to 4%, up to 5%,
up to 10%, up
to 20%, up to 30%, up to 40%, up to 50%, up to 60%, up to 70%, up to 80%, up
to 90%, up to
95% or up to 99%.
In some preferred embodiments the composition comprises from 1 to 20 wt%,
biodiesel,
preferably from 5 to 10 wt%.
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In some embodiments the diesel fuel composition may comprise a secondary fuel,
for example
ethanol. Preferably however the diesel fuel composition does not contain
ethanol.
The diesel fuel composition of the present invention may contain a relatively
high sulphur
content, for example greater than 0.05% by weight, such as 0.1% or 0.2%.
However in preferred embodiments the diesel fuel has a sulphur content of at
most 0.05% by
weight, more preferably of at most 0.035% by weight, especially of at most
0.015%. Fuels with
even lower levels of sulphur are also suitable such as, fuels with less than
50 ppm sulphur by
.. weight, preferably less than 20 ppm, for example 10 ppm or less.
Commonly when present, metal-containing species will be present as a
contaminant, for
example through the corrosion of metal and metal oxide surfaces by acidic
species present in
the fuel or from lubricating oil. In use, fuels such as diesel fuels routinely
come into contact
with metal surfaces for example, in vehicle fuelling systems, fuel tanks, fuel
transportation
means etc. Typically, metal-containing contamination may comprise transition
metals such as
zinc, iron and copper; group I or group II metals such as sodium; and other
metals such as
lead.
In addition to metal-containing contamination which may be present in diesel
fuels there are
circumstances where metal-containing species may deliberately be added to the
fuel. For
example, as is known in the art, metal-containing fuel-borne catalyst species
may be added to
aid with the regeneration of particulate traps. Such catalysts are often based
on metals such
as iron, cerium, Group I and Group II metals e.g., calcium and strontium,
either as mixtures or
.. alone. Also used are platinum and manganese. The presence of such catalysts
may also give
rise to injector deposits when the fuels are used in diesel engines having
high pressure fuel
systems.
Metal-containing contamination, depending on its source, may be in the form of
insoluble
particulates or soluble compounds or complexes. Metal-containing fuel-borne
catalysts are
often soluble compounds or complexes or colloidal species.
In some embodiments, the metal-containing species comprises a fuel-borne
catalyst.
In some embodiments, the metal-containing species comprises zinc.
In one preferred embodiment the diesel fuel composition of the invention
comprises a fuel-
borne catalyst which includes a metal selected from iron, cerium, group I and
group II metals,
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platinum, manganese and mixtures thereof. Preferred group I and group ll
metals include
calcium and strontium.
Typically, the amount of metal-containing species in the diesel fuel,
expressed in terms of the
total weight of metal in the species, is between 0.1 and 50 ppm by weight, for
example
between 0.1 and 10 ppm by weight, based on the weight of the diesel fuel.
The fuel compositions of the present invention show improved performance when
used in
diesel engines having high pressure fuel systems compared with diesel fuels of
the prior art.
According to a second aspect of the present invention there is provided an
additive package
which upon addition to a diesel fuel provides a composition of the first
aspect.
The additive package may comprise a mixture of the quaternary ammonium salt
additive, the
Mannich additive and optionally further additives, for example those described
above.
Alternatively the additive package may comprise a solution of additives,
suitably in a mixture of
hydrocarbon solvents for example aliphatic and/or aromatic solvents; and/or
oxygenated
solvents for example alcohols and/or ethers.
According to a third aspect of the present invention there is provided a
method of operating a
diesel engine, the method comprising combusting in the engine a composition of
the first
aspect.
According to a fourth aspect of the present invention there is provided the
use of a quaternary
ammonium salt additive (i) and a Mannich reaction product additive (ii) in a
diesel fuel
composition to improve the engine performance of a diesel engine when using
said diesel fuel
composition.
Preferred features of the second, third and fourth aspects are as defined in
relation to the first
aspect.
The improvement in performance may be achieved by the reduction or the
prevention of the
formation of deposits in a diesel engine. This may be regarded as an
improvement in "keep
clean" performance. Thus the present invention may provide a method of
reducing or
preventing the formation of deposits in a diesel engine by combusting in said
engine a
composition of the first aspect.
The improvement in performance may be achieved by the removal of existing
deposits in a
diesel engine. This may be regarded as an improvement in "clean up"
performance. Thus the
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present invention may provide a method of removing deposits from a diesel
engine by
cornbusting in said engine a composition of the first aspect.
In especially preferred embodiments the composition of the first aspect of the
present
invention may be used to provide an improvement in "keep clean" and "clean up"
performance.
In some preferred embodiments the use of the third aspect may relate to the
use of a
quaternary ammonium salt additive, optionally in combination with a Mannich
additive, in a
diesel fuel composition to improve the engine performance of a diesel engine
when using said
diesel fuel composition wherein the diesel engine has a high pressure fuel
system.
Modern diesel engines having a high pressure fuel system may be characterised
in a number
of ways. Such engines are typically equipped with fuel injectors having a
plurality of apertures,
each aperture having an inlet and an outlet.
Such modern diesel engines may be characterised by apertures which are tapered
such that
the inlet diameter of the spray-holes is greater than the outlet diameter.
Such modern engines may be characterised by apertures having an outlet
diameter of less
than 500pm, preferably less than 200pm, more preferably less than 150pm,
preferably less
than 100pm, most preferably less than 80pm or less.
Such modern diesel engines may be characterised by apertures where an inner
edge of the
inlet is rounded.
Such modern diesel engines may be characterised by the injector having more
than one
aperture, suitably more than 2 apertures, preferably more than 4 apertures,
for example 6 or
more apertures.
Such modern diesel engines may be characterised by an operating tip
temperature in excess
of 250 C.
Such modern diesel engines may be characterised by a fuel pressure of more
than 1350 bar,
preferably more than 1500 bar, more preferably more than 2000 bar.
The use of the present invention preferably improves the performance of an
engine having one
or more of the above-described characteristics.
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The present invention is particularly useful in the prevention or reduction or
removal of
deposits on injectors of engines operating at high pressures and temperatures
in which fuel
may be recirculated and which comprise a plurality of fine apertures through
which the fuel is
delivered to the engine. The present invention finds utility in engines for
heavy duty vehicles
and passenger vehicles. Passenger vehicles incorporating a high speed direct
injection (or
HSDI) engine may for example benefit from the present invention.
Within the injector body of modern diesel engines having a high pressure fuel
system,
clearances of only 1-2 pm may exist between moving parts and there have been
reports of
engine problems in the field caused by injectors sticking and particularly
injectors sticking
open. Control of deposits in this area can be very important.
The diesel fuel compositions of the present invention may also provide
improved performance
when used with traditional diesel engines. Preferably the improved performance
is achieved
when using the diesel fuel compositions in modern diesel engines having high
pressure fuel
systems and when using the compositions in traditional diesel engines. This is
important
because it allows a single fuel to be provided that can be used in new engines
and older
vehicles.
The improvement in performance of the diesel engine system may be measured by
a number
of ways. Suitable methods will depend on the type of engine and whether "keep
clean" and/or
"clean up" performance is measured.
One of the ways in which the improvement in performance can be measured is by
measuring
the power loss in a controlled engine test. An improvement in "keep clean"
performance may
be measured by observing a reduction in power loss compared to that seen in a
base fuel.
"Clean up" performance can be observed by an increase in power when diesel
fuel
compositions of the invention are used in an already fouled engine.
The improvement in performance of the diesel engine having a high pressure
fuel system may
be measured by an improvement in fuel economy.
The use of the third aspect may also improve the performance of the engine by
reducing,
preventing or removing deposits in the vehicle fuel filter.
The level of deposits in a vehicle fuel filter may be measured quantitatively
or qualitatively. In
some cases this may only be determined by inspection of the filter once the
filter has been
removed. In other cases, the level of deposits may be estimated during use.
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Many vehicles are fitted with a fuel filter which may be visually inspected
during use to
determine the level of solids build up and the need for filter replacement.
For example, one
such system uses a filter canister within a transparent housing allowing the
filter, the fuel level
within the filter and the degree of filter blocking to be observed.
Using the fuel compositions of the present invention may result in levels of
deposits in the fuel
filter which are considerably reduced compared with fuel compositions not of
the present
invention. This allows the filter to be changed much less frequently and can
ensure that fuel
filters do not fail between service intervals. Thus the use of the
compositions of the present
invention may lead to reduced maintenance costs.
In some embodiments the occurrence of deposits in a fuel filter may be
inhibited or reduced.
Thus a "keep clean" performance may be observed. In some embodiments existing
deposits
may be removed from a fuel filter. Thus a "clean up" performance may be
observed.
Improvement in performance may also be assessed by considering the extent to
which the use
of the fuel compositions of the invention reduce the amount of deposit on the
injector of an
engine. For "keep clean" performance a reduction in occurrence of deposits
would be
observed. For "clean up" performance removal of existing deposits would be
observed.
Direct measurement of deposit build up is not usually undertaken, but is
usually inferred from
the power loss or fuel flow rates through the injector.
The use of the third aspect may improve the performance of the engine by
reducing,
preventing or removing deposits including gums and lacquers within the
injector body.
In Europe the Co-ordinating European Council for the development of
performance tests for
transportation fuels, lubricants and other fluids (the industry body known as
CEO), has
developed a new test, named CEO F-98-08, to assess whether diesel fuel is
suitable for use in
engines meeting new European Union emissions regulations known as the "Euro 5"
regulations. The test is based on a Peugeot DW10 engine using Euro 5
injectors, and will
hereinafter be referred to as the DW10 test. It will be further described in
the context of the
examples (see example 9).
Preferably the use of the fuel composition of the present invention leads to
reduced deposits in
the DW10 test. For 'keep clean" performance a reduction in the occurrence of
deposits is
preferably observed. For "clean up" performance removal of deposits is
preferably observed.
The DW10 test is used to measure the power loss in modern diesel engines
having a high
pressure fuel system.
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For older engines an improvement in performance may be measured using the XUD9
test.
This test is described in relation to example 10.
Suitably the use of a fuel composition of the present invention may provide a
"keep clean"
performance in modern diesel engines, that is the formation of deposits on the
injectors of
these engines may be inhibited or prevented. Preferably this performance is
such that a power
loss of less than 5%, preferably less than 2% is observed after 32 hours as
measured by the
DW10 test.
Suitably the use of a fuel composition of the present invention may provide a
"clean up"
performance in modern diesel engines, that is deposits on the injectors of an
already fouled
engine may be removed. Preferably this performance is such that the power of a
fouled engine
may be returned to within 1% of the level achieved when using clean injectors
within 32 hours
as measured in the DW10 test.
Preferably rapid "clean-up" may be achieved in which the power is returned to
within 1% of the
level observed using clean injectors within 10 hours, preferably within 8
hours, suitably within 6
hours, preferably within 4 hours, more preferably within 2 hours.
Clean injectors can include new injectors or injectors which have been removed
and physically
cleaned, for example in an ultrasound bath.
Suitably the use of a fuel composition of the present invention may provide a
"keep clean"
performance in traditional diesel engines, that is the formation of deposits
on the injectors of
these engines may be inhibited or prevented. Preferably this performance is
such that a flow
loss of less than 50%, preferably less than 30% is observed after 10 hours as
measured by the
XUD-9 test.
Suitably the use of a fuel composition of the present invention may provide a
"clean up"
performance in traditional diesel engines, that is deposits on the injectors
of an already fouled
engine may be removed. Preferably this performance is such that the flow loss
of a fouled
engine may be increased by 10% or more within 10 hours as measured in the XUD-
9 test.
In addition to achieving the improvement in performance of diesel engines as
described herein
the composition of the present invention has also been found to be stable on
storage.
In particular the compositions of the present invention have been found to
have a reduced
tendency to form emulsions compared with similar compositions of the prior
art.
27
According to a fifth aspect of the present invention there is provided the use
of a first additive
(i) comprising a quaternary ammonium salt and a second additive (ii)
comprising a Mannich
reaction product as defined in relation to the first aspect to inhibit the
formation of an emulsion
in a diesel fuel composition.
By inhibit the formation of an emulsion we mean that an emulsion forms less
readily and/or
separates more easily compared to when similar engine performance additives of
the prior art
are used.
The present invention further provides the use of a Mannich reaction product
(ii) as defined
herein to improve the demulsification performance of a diesel fuel composition
comprising a
dehazer/demulsifier and a quaternary ammonium salt additive (i) as defined
herein.
The tendency of water and fuels to separate rather than form an emulsion may
be measured
by using the standard test method ASTM D7451 which is described in example 8.
In this test, fuel and water are shaken under prescribed conditions and the
time taken for the
fuel water to separate and the quality of that separation are assessed.
The time taken for fuel and water to separate once mixed, is particularly
important in ensuring
the quality of fuel taken from storage tanks. When fresh fuel is added to a
storage tank, if there
is any emulsified fuel/water, then it would be unacceptable to supply that
fuel to an end user
until the fuel and water had separated. Similarly, the fuel clarity must be
acceptable to the end
user.
The interface condition and fuel water separation rating are particularly
important for ensuring
that microbial growth is minimised at the fuel / water interface.
This test is a common requirement for fuel companies when assessing fuel
additive
performance.
28
Date Recue/Date Received 2020-05-12
Accordingly, in one aspect of the present invention there is provided a use of
a first additive (i)
comprising a quaternary ammonium salt and a second additive (ii) comprising a
Mannich
reaction product in a diesel fuel composition to inhibit the formation of an
emulsion; wherein the
quaternary ammonium salt additive (i) is formed by the reaction a quaternising
agent which is
not an ester and a compound formed by the reaction of a hydrocarbyl-
substituted acylating
agent and an amine of formula (B1) or (B2):
R2 R2
N -X-N H R4 N -X- [0(C H2)410 H
R3 R3
(B1) (B2)
wherein R2 and R3 are the same or different alkyl groups having from Ito 22
carbon atoms; X
is a bond or alkylene group having from Ito 20 carbon atoms; n is from 0 to
20; m is from Ito
5; and R4 is hydrogen or a Cl to C22 alkyl group; and wherein the Mannich
reaction product
additive (ii) is the product of a Mannich reaction between:
(a) an aldehyde;
(b) an amine; and
(c) a substituted phenol;
wherein the phenol is substituted with at least one branched hydrocarbyl group
having a
molecular weight of between 200 and 3000.
According to another aspect of the present invention there is provided a use
of Mannich reaction
product (ii) as defined herein to improve the demulsification performance as
measured by
ASTM D7451 of a diesel fuel composition comprising a demulsifier/dehazer and a
quaternary
ammonium salt additive (i) as defined herein.
Any feature of any aspect of the invention may be combined with any other
feature, where
appropriate.
The invention will now be further defined with reference to the following non-
limiting examples.
Example 1
28a
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Additive A, a quaternary ammonium salt additive of the present invention was
prepared as
follows:
A mixture of succinic anhydride prepared from 1000 Mn polyisobutylene (21425g)
and diluent
oil ¨ pilot 900 (3781g) were heated with stirring to 110 C under a nitrogen
atmosphere.
Dimethylaminopropylamine (DMAPA, 2314g) was added slowly over 45 minutes
maintaining
batch temperature below 115 C. The reaction temperature was increased to 150 C
and held
for a further 3 hours. The resulting compound is a DMAPA succinimide.
This DMAPA succinimide was heated with styrene oxide (12.5g), acetic acid
(6.25g) and
methanol (43.4g) under reflux (approx 80 C) with stirring for 5 hours under a
nitrogen
atmosphere. The mixture was purified by distillation (30 C, -1 bar) to give
the styrene oxide
quaternary ammonium salt as a water white distillate.
Example 2 (comparative)
Additive B, a Mannich reaction product additive of the prior art was prepared
as follows:
A reactor was charged with dodecylphenol (170.6g, 0.65 mol), ethylenediamine
(30.1g, 0.5
mol) and Caromax 20 (123.9g). The mixture was heated to 95 C and formaldehyde
solution,
37 wt% (73.8g, 0.9 mol) charged over 1 hour. The temperature was increased to
125 C for 3
hours and water removed. In this example the molar ratio of aldehyde (a) :
amine (b) : phenol
(c) was approximately 1.8:1:1.3.
Example 3
A polyiosbutene-substituted phenol was prepared as follows:
Polyisobutene having an average molecular wieght of 750 (450.3g, 0.53m01, 1
equiv) was
heated to 45-50 C and then phenol (150.0g, 1.59m01, 3equivs) was added. The
turbid mixture
was stirred and boron trifluoride dietherate (15.0g , 0.10mol , 0.18equivs)
was added in 2-3m1
aliquots over approx two hoursto provide a clear orange liquid which was
stirred at 45-50 C for
5 hours. Aqueous ammonia 35% (10.5g , 0.22m01es) was then added and the
reaction mixture
stirred for 30mins. Vacuum distillation provided 81.3g of distillate. This was
stirred at 70 C in
toluene (250.3g) for 5 mins, before adding 250.4g of water. The layers were
separated and the
toluene extract was washed twice more with water. Residual water and toluene
removed
under vacuum to provide the product as a viscous pale yellow liquid. (510.9g)
having a toluene
content of 2 wt% and a phenol content of less than 0.2wr/o.
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Example 4
Additive C, a Mannich additive of the present invention was prepared as
follows:
FIB 750 Phenol (a phenol having a polyisobutenyl substituent of average
molecular weight
750) with a residual FIB content of 5 wt% (447.8g, 425.4g "active" FIB phenol,
0.50m01e5,
1.3equivs) was mixed with ethylenediamine (25.3g, 0.38m01es, 1equiv) and
Caromax 20
solvent (225.6g). The homogenous mixture was heated to 90-95 C. 36.7% formalin
(57.12g,
0.69mo1es, 1.8equivs) was then added over 1hr and the reaction mixture was
then held at
95 C for lhr. Water was removed using a Dean-Stark apparatus. Following
distillation 708.3g
of product was collected.
Example 5
Three Diesel Additive Formulations were prepared according to Table 1
Table 1
% weight
Composition 1 Composition 2 Composition 3
(Comparative) (Comparative)
Additive A 57.93 28.20 28.20
Additive B 29.73
Additive C 29.73
Demulsifier / 2.67 2.67 2.67
Dehazer(1)
Antifoam (2) 1.67 1.67 1.67
Solvent (3) 37.73 37.73 37.73
Demulsifier(1) A commercially available demulsifier/dehazer comprising a
mixture of phenolic
resins in aromatic solvent.
Antifoam (2) A commercially available antifoam additive comprising
organomodified siloxanes
in aromatic solvent.
Solvent (3) A commercially available blend of aromatic and aliphatic solvents
Example 6
Diesel fuel compositions were prepared by adding the additive compositions
listed in table 1 to
aliquots all drawn from a common batch of RFO6 base fuel, and containing 1 ppm
zinc (as zinc
neodecanoate). In each case a total additive treat rate of 350ppm was used.
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Table 2 below shows the specification for RFO6 base fuel.
Table 2
Property Units Limits Method
Min Max
Cetane Number 52.0 54.0 EN ISO 5165
Density at 15 C kg/m3 833 837 EN ISO 3675
Distillation
50 i v/v Point C 245 -
95% v/v Point C 345 350
FBP 370
Flash Point C 55 EN 22719
Cold Filter Plugging C -5 EN 116
Point
Viscosity at 40 C mm2/sec 2.3 3.3 EN ISO 3104
Polycyclic Aromatic % m/m 3.0 6.0 IP 391
Hydrocarbons
Sulphur Content mg/kg 10 ASTM D 5453
Copper Corrosion 1 EN ISO 2160
Conradson Carbon Residue on % m/m 0.2 EN ISO 10370
10% Dist. Residue
Ash Content % m/m 0.01 EN ISO 6245
Water Content % m/m 0.02 EN ISO 12937
Neutralisation (Strong Acid) mg KOH/g - 0.02 ASTM D
974
Number
Oxidation Stability mg/mL 0.025 EN ISO 12205
HFRR (WSD1,4) pm 400 CEC F-06-A-96
Fatty Acid Methyl Ester prohibited
Example 7
Diesel fuel compositions were prepared comprising the additive compositions
listed in Table 1,
added to aliquots all drawn from a common batch of a B7 reference fuel
prepared from 93%
RFO6 base fuel and 7% of a biodiesel comprising rapeseed oil methyl ester.
Again, a total
additive treat rate of 350ppm was used.
Example 8
The fuel compositions prepared in examples 6 and 7 were tested using a
modified version of
ASTM D7451 Water Separation Properties of Light and Middle Distillate, and
Compression
and Spark Ignition Fuels.
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This test is designed to evaluate the tendency of water and fuels to separate
rather than form
emulsions when they contain potential emulsion forming additives or
components. In this test,
80m1 of fuel and 20m1 of water are shaken together under controlled conditions
and then
allowed to stand for a period of time. After 5 minutes, the volume of the
aqueous layer, the
fuel clarity, the fuel water separation and the interface condition are rated
according to
standard definitions.
The test was performed in accordance with the ASTM 07451 - 08 method with the
exception
of:-
6.1) Stoppered 100m1 measuring cyclinders as specified in ASTM 01094 were used
instead of
the tubes specified in D7451.
10.1) The aqueous phase was added to the tube first, rather than the fuel
11.1) The time taken to reach 20m1 clear water was also recorded.
Please note: the numbered sections above refer to the numbered sections of the
07451 test
method.
This test is a common requirement for fuel companies when assessing fuel
additive
performance.
The results of the ASTM D 7451 tests in the two fuels are given in tables 3 to
6.
In these tests, the time taken for 20m1 water to return and the volume of
aqueous layer at 5
minutes each give an indication of how quickly a fuel / water emulsion will
separate back into
two distinct phases. The interface condition rating, fuel clarity rating and
fuel ¨water
separation rating all give an indication of how well the separation has taken
place
The results of duplicate ASTM 07451 tests on fuel compositions of example 6
using aqueous
phases at pH4, pH7 and pH 9 are given in tables 3-5.
The results of duplicate ASTM 07451 tests on fuel compositions of example 7
using aqueous
phases at pH4 are given in table 6.
Table 3 ¨ Aqueous Phase pH7 (RFO6 base fuel and 350ppm total additive):
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T20 (Time
taken for Volume of Interface Fuel
Fuel- Water
Additive 20m1 of Aqueous Condition Clarity
Separation
Composition water to Layer at 5 Rating at 5 Rating at
Rating at 5
mins
return in mins (ml) mins 5 mins
(mins))
Composition 1 10:00 14 4 6 3
(Comparative)
10:00 14 4 6 3
Composition 2 4:45 20 2 6 2
(Comparative)
4:45 20 2 6 2
Composition 3 3:15 20 lb-2 6 2
3:15 20 lb-2 6 2
Table 4 ¨ Aqueous Phase pH4 (RFO6 base fuel and 350ppm total additive):
T20 (Time
taken for Volume of Interface Fuel
Fuel- Water
Additive 20m1 of Aqueous Condition Clarity
Separation
Composition water to Layer at 5 Rating at 5 Rating at
Rating at 5
mins
return in mins (ml) mins 5 mins
(mins))
Composition 1 10:00 18 3 6 2
(Comparative)
10:00 17 3 6 2
Composition 2 4:15 20 2 6 2
(Comparative)
5:30 19 2 6 2
Composition 3 2:45 20 lb 6 2
3:45 20 lb 6 2
Table 5 Aqueous Phase pH9 (RFO6 base fuel and 350ppm total additive):
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T20 (Time
taken for Volume of Interface Fuel
Fuel- Water
Additive 20m1 of Aqueous Condition Clarity
Separation
Composition water to Layer at 5 Rating at 5 Rating at
Rating at 5
return in mins (ml) mins 5 mins mins
(mins))
Composition 1 6:30 19 2 6 2
(Comparative)
9:00 17 2-3 6 2
Composition 2 4:10 20 2 6 2
(Comparative)
3:55 20 2 6 2
Composition 3 3:15 20 2 6 2
3:30 20 2 6 2
Table 6 - Aqueous Phase pH4 (B7 base fuel and 350ppm total additive):
T20 (Time
taken for Volume of Interface Fuel
Fuel- Water
Additive 20m1 of Aqueous Condition Clarity
Separation
Composition water to Layer at 5 Rating at 5 Rating at
Rating at 5
return in mins (ml) mins 5 mins mins
(mins))
Composition 1 >30 0 4 6 3
(Comparative)
>30 0 4 6 3
Composition 2 20:00 11 4 6 3
(Comparative)
20:00 10 4 6 3
Composition 3 10:00 19 2 6 2
10:30 19 2 6 2
In the above tests, Fuel Clarity and Fuel ¨ Water Separation ratings after 5
minutes were fairly
similar. However, as evidenced by the volume of the aqueous layer after 5
minutes, the
interface condition rating and the time taken for 20m1 of water to return,
composition 3 gave
significantly better performance than compositions 1 or 2.
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Example 9
The performance of diesel fuel compositions of the present invention in modern
diesel engines
may be tested according to the CECF-98-08 DW 10 method.
The engine of the injector fouling test is the PSA DW1OBTED4. In summary, the
engine
characteristics are:
Design: Four cylinders in line, overhead camshaft, turbocharged with EGR
Capacity: 1998 crn3
Combustion chamber: Four valves, bowl in piston, wall guided direct
injection
Power: 100 kW at 4000 rpm
Torque: 320 Nm at 2000 rpm
Injection system: Common rail with piezo electronically controlled 6-hole
injectors.
Max. pressure: 1600 bar (1.6 x 108 Pa). Proprietary design by SIEMENS VDO
Emissions control: Conforms with Euro IV limit values when combined with
exhaust gas post-
treatment system (DPF)
This engine was chosen as a design representative of the modern European high-
speed direct
injection diesel engine capable of conforming to present and future European
emissions
requirements. The common rail injection system uses a highly efficient nozzle
design with
rounded inlet edges and conical spray holes for optimal hydraulic flow. This
type of nozzle,
when combined with high fuel pressure has allowed advances to be achieved in
combustion
efficiency, reduced noise and reduced fuel consumption, but are sensitive to
influences that
can disturb the fuel flow, such as deposit formation in the spray holes. The
presence of these
deposits causes a significant loss of engine power and increased raw
emissions.
The test is run with a future injector design representative of anticipated
Euro V injector
technology.
It is considered necessary to establish a reliable baseline of injector
condition before beginning
fouling tests, so a sixteen hour running-in schedule for the test injectors is
specified, using
non-fouling reference fuel.
Full details of the CEC F-98-08 test method can be obtained from the CEC. The
coking cycle
is summarised below.
1. A warm up cycle (12 minutes) according to the following regime:
Step Duration Engine Speed Torque (Nm)
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(minutes) (rpm)
1 2 idle <5
2 3 2000 50
3 4 3500 75
4 3 4000 100
2. 8 hrs of engine operation consisting of 8 repeats of the following
cycle
Step Duration Engine Speed Load Torque Boost Air After
(minutes) (rpm) (%) (Nm) IC ( C)
1 2 1750 (20) 62 45
'
2 ' 7 ' 3000 ' (60) 173 ' 50
3 2 1750 (20) 62 45
4 7 3500 (80) 212 50
2 1750 (20) 62 45
6 10 4000 100 * 50
7 2 1250 (10) 20 43
8 7 3000 100 * 50
9 2 1250 (10) 20 43
10 2000 100 " 50
11 2 1250 (10) 20 43
12 7 4000 100 * 50
* for expected range see CEO method CEC-F-98-08
5 3. Cool down to idle in 60 seconds and idle for 10 seconds
4. 4 hrs soak period
The standard CEO F-98-08 test method consists of 32 hours engine operation
corresponding
10 to 4 repeats of steps 1-3 above, and 3 repeats of step 4. ie 56 hours
total test time excluding
warm ups and cool downs.
In each case, a first 32 hour cycle was run using new injectors and RF-06 base
fuel having
added thereto 1pom Zn (as neodecanoate). This resulted in a level of power
loss due to
fouling of the injectors.
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A second 32 hour cycle may then be run as a 'clean up' phase. The dirty
injectors from the first
phase were kept in the engine and the fuel changed to RF-06 base fuel having
added thereto
1ppm Zn (as neodecanoate) and the test additives.
Example 10
The effectiveness of the additives of the present invention in older engine
types may be
assessed using a standard industry test - CEO test method No. GEC F-23-A-01.
This test measures injector nozzle coking using a Peugeot XUD9 A/L Engine and
provides a
means of discriminating between fuels of different injector nozzle coking
propensity. Nozzle
coking is the result of carbon deposits forming between the injector needle
and the needle
seat. Deposition of the carbon deposit is due to exposure of the injector
needle and seat to
combustion gases, potentially causing undesirable variations in engine
performance.
The Peugeot XUD9 A/L engine is a 4 cylinder indirect injection Diesel engine
of 1.9 litre swept
volume, obtained from Peugeot Citroen Motors specifically for the CEO PF023
method.
The test engine is fitted with cleaned injectors utilising unflatted injector
needles. The airflow at
various needle lift positions have been measured on a flow rig prior to test.
The engine is
operated for a period of 10 hours under cyclic conditions.
Stage Time (secs) Speed (rpm) Torque (Nm)
1 30 1200 30 10 2
2 60 3000 30 50 2
3 60 1300 30 35 2
4 120 1850 30 50 2
The propensity of the fuel to promote deposit formation on the fuel injectors
is determined by
measuring the injector nozzle airflow again at the end of test, and comparing
these values to
those before test. The results are expressed in terms of percentage airflow
reduction at
various needle lift positions for all nozzles. The average value of the
airflow reduction at
0.1mm needle lift of all four nozzles is deemed the level of injector coking
for a given fuel.
Example 11
A diesel fuel composition was prepared by adding 350 ppm of additive
composition 3
described in example 5 to a base fuel having the specification defined in
example 6. This fuel
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and a base fuel were tested in a Peugeot XUD9 A/L Engine according to the
method described
in example 10. The results are shown in table 7.
Table 7
Additive Composition Treat rate, mg/kg % Flow Loss
Basefuel 76.8
Composition 3 350 2.3
38
