Use of quaternized alkyl amines as additive in fuels and lubricants

Abstract

The present invention relates to the use of quaternized alkylamine nitrogen compounds as a fuel additive and lubricant additive, such as, more particularly, as a detergent additive; for reduction or prevention of deposits in the injection systems of direct injection diesel engines, especially in common rail injection systems, for reduction of the fuel consumption of direct injection diesel engines, especially of diesel engines with common rail injection systems, and for minimization of power loss in direct injection diesel engines, especially in diesel engines with common rail injection systems; and as an additive for gasoline fuels, especially for operation of DISI engines.

Description

[0001]The present invention relates to the use of quaternized alkylamine nitrogen compounds as a fuel additive and lubricant additive, such as, more particularly, as a detergent additive; for reduction or prevention of deposits in the injection systems of direct injection diesel engines, especially in common rail injection systems, for reduction of the fuel consumption of direct injection diesel engines, especially of diesel engines with common rail injection systems, and for minimization of power loss in direct injection diesel engines, especially in diesel engines with common rail injection systems; and as an additive for gasoline fuels, especially for operation of DISI engines.STATE OF THE ART[0002]In direct injection diesel engines, the fuel is injected and distributed ultrafinely (nebulized) by a multihole injection nozzle which reaches directly into the combustion chamber of the engine, instead of being introduced into a prechamber or swirl chamber as in the case of the conven...

AI Technical Summary

Benefits of technology

The present invention provides a quaternized additive that can be used as a fuel additive in any fuels, particularly middle distillate fuels like diesel. This additive has a variety of beneficial effects on the operation of internal combustion engines, especially diesel engines. The preferred content of the additive in these fuels is between 10 to 5000 ppm by weight. The middle distillate fuels can be mineral oil raffinates, diesel fuels obtained by refining or through gasification or liquefaction, or mixtures of these fuels with biofuel oils like biodiesel or bioethanol. The quality of the heating oils and diesel fuels can be found in standards like DIN 51603 and EN 590. The quaternized additive can also be used in mixtures of these fuels with biofuel oils.

Problems solved by technology

Moreover, these engines achieve a very high torque even at low speeds.

In modern common rail diesel engines, under particular conditions, for example when biodiesel-containing fuels or fuels with metal impurities such as zinc compounds, copper compounds, lead compounds and other metal compounds are used, deposits can form on the injector orifices, which adversely affect the injection performance of the fuel and hence impair the performance of the engine, i.e. especially reduce the power, but in some cases also worsen the combustion.

In the injection systems of modern diesel engines, deposits cause significant performance problems.

It is common knowledge that such deposits in the spray channels can lead to a decrease in the fuel flow and hence to power loss.

Deposits at the injector tip, in contrast, impair the optimal formation of fuel spray mist and, as a result, cause worsened combustion and associated higher emissions and increased fuel consumption.

In contrast to these conventional “external” deposition phenomena, “internal” deposits (referred to collectively as internal diesel injector deposits (IDID)) in particular parts of the injectors, such as at the nozzle needle, at the control piston, at the valve piston, at the valve seat, in the control unit and in the guides of these components, also increasingly cause performance problems.

Conventional additives exhibit inadequate action against these IDIDs.

However, use in fuels, more particularly diesel fuels, is not proposed therein.

The quaternizing agents used with preference in WO 2006 / 135881, however, have serious disadvantages such as: toxicity or carcinogenicity (for example in the case of dimethyl sulfate and benzyl halides), no residue-free combustion (for example in the case of dimethyl sulfate and alkyl halides), and inadequate reactivity which leads to incomplete quaternization or uneconomic reaction conditions (long reaction times, high reaction temperatures, excess of quaternizing agent; for example in the case of dimethyl carbonate).

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