Fuel composition

Abstract

Fuel compositions comprising: (a) a base fuel suitable for use in an internal combustion engine; (b) a tetraalkylethane compound having formula (I): wherein Ar represents an aryl group and each X is independently selected from a hydrogen atom, a substituted or unsubstituted straight chain or branched C1-C 12 alkyl group, (CH2) n OH or (CH2) n NH2, wherein n is in the range of 1 to 9, with the proviso that at least one of the X groups in each CX3 group is a hydrogen atom; and c) an alkylbenzene compound having formula (II), wherein each R1-R6 group is independently selected from hydrogen and C1-C 15 alkyl groups, wherein at least one of the R1-R6 groups is a C1-C6 alkyl group. This fuel composition of the present invention provides improved power and acceleration benefits, as well as increased flame speed and combustion duration.

Description

Technical Field

[0001] This invention relates to liquid fuel compositions, particularly liquid fuel compositions having improved power and / or acceleration properties. The invention also relates to a method for improving the power and / or acceleration properties of an internal combustion engine by supplying fuel to the internal combustion engine using the liquid fuel compositions described below. Background Technology

[0002] Laminar combustion rate (also known as "flame speed") is a fundamental combustion property of any fuel / air mixture. As taught in SAE 2012-01-1742, formulating gasoline fuel blends with faster combustion rates can be an effective strategy for enhancing engine and vehicle performance. Faster-burning fuels result in better combustion phase, leading to more efficient energy transfer and thus faster acceleration and better performance.

[0003] Sufficiently increasing the ignition delay time (IDT) to allow for optimization of spark timing during the power stroke in a spark-ignition internal combustion engine (SI-ICE) provides the best opportunity to calibrate for optimal efficiency. Furthermore, if the fuel is changed such that the increase in ignition delay time is due to the suppression of chemical radical reactions occurring before the spark, and the alteration of these same reactions further increases the temperature / pressure trajectory of the cycle occurring after the spark, combustion improvements can then be achieved through increased flame velocity, resulting in a shorter combustion duration. This ability to jointly control flame velocity and combustion duration allows the SI-ICE to be calibrated for an optimal balance between fuel economy, power, and acceleration, denoted by the term "destructive thermal efficiency" (BTE).

[0004] It has now been surprisingly discovered that specific combinations of additive components used in liquid fuel compositions can provide benefits in increasing flame velocity, reducing combustion duration, increasing combustion rate, improving power output, improving acceleration performance, and improving fuel economy. Surprisingly, this invention achieves this without affecting the ignition delay time (IDT). Summary of the Invention

[0005] According to the present invention, a fuel composition is provided, comprising:

[0006] (a) Basic fuel suitable for internal combustion engines;

[0007] (b) Tetraalkylethane compounds having formula (I):

[0008]

[0009] Where Ar represents an aryl group and each X is independently selected from hydrogen atoms, substituted or unsubstituted straight-chain or branched C1-C6 alkyl groups, OH, (CH2). n OH, (CH2) n NH2, where n is 1 to 9, provided that at least one of the X groups in each CX3 group is a hydrogen atom; and

[0010] c) Alkylbenzene compounds having formula (II)

[0011]

[0012] Each of the R1-R6 groups is independently selected from hydrogen and C1-C6 alkyl groups, wherein at least one of the R1-R6 groups is a C1-C6 alkyl group.

[0013] It has been surprisingly discovered that the fuel compositions of the present invention provide increased flame velocity, reduced combustion duration, increased combustion rate, improved power output, and improved acceleration performance. Surprisingly, the present invention achieves this without affecting the ignition delay time (IDT).

[0014] According to another aspect of the invention, a method for improving the power output of an internal combustion engine is provided, the method comprising supplying fuel to the internal combustion engine with a liquid fuel composition described below.

[0015] According to another aspect of the invention, a method for improving the acceleration of an internal combustion engine is provided, the method comprising supplying fuel to the internal combustion engine with a liquid fuel composition described below.

[0016] According to another aspect of the invention, a method for increasing the flame velocity of a liquid fuel composition in an internal combustion engine is provided, the method comprising supplying fuel to the internal combustion engine with the liquid fuel composition described below.

[0017] According to another aspect of the invention, a method for reducing the combustion duration of a liquid fuel composition in an internal combustion engine is provided, the method comprising supplying fuel to the internal combustion engine with the liquid fuel composition described below.

[0018] According to another aspect of the invention, a method for increasing the combustion rate of a liquid fuel composition in an internal combustion engine is provided, the method comprising supplying fuel to the internal combustion engine with the liquid fuel composition described below.

[0019] According to another aspect of the invention, the use of the liquid fuel composition as described herein for improving power output is provided.

[0020] According to another aspect of the invention, the use of the liquid fuel composition as described herein for improving acceleration is provided.

[0021] According to another aspect of the invention, the use of a liquid fuel composition for increasing flame velocity is provided.

[0022] According to another aspect of the invention, the use of a liquid fuel composition for reducing combustion duration is provided. Attached Figure Description

[0023] Figure 1 This is a graphical representation of the experimental data listed in Table 4.

[0024] Figure 2 This is a graphical representation of the experimental data listed in Table 5.

[0025] Figure 3 This is a graphical representation of the experimental data for Examples 1 to 4 listed in Table 6.

[0026] Figure 4 This is a graphical representation of the experimental data for Examples 1 to 5 listed in Table 7. Detailed Implementation

[0027] To aid in understanding this invention, several terms are defined herein.

[0028] As used in this article, the term "power output" refers to the amount of drag power required to maintain a constant speed with the throttle fully open during a chassis dynamometer test.

[0029] According to the present invention, a method for improving the power output of an internal combustion engine is provided, the method comprising supplying fuel to the lubricant-containing internal combustion engine with a liquid fuel composition described below. In the context of this aspect of the invention, the term "improvement" covers any degree of improvement. According to the present invention, an improvement can be, for example, 0.05% or more, preferably 0.1% or more, more preferably 0.2% or more, even more preferably 0.5% or more, particularly 1% or more, more particularly 2% or more, even more particularly 5% or more, of the power output of the similar fuel formulation before the addition of the tetraalkylethane compound and the alkylbenzene compound. According to the present invention, the improvement in power output can even be as high as 10% of the power output of the similar fuel formulation before the addition of the tetraalkylethane compound and the alkylbenzene compound.

[0030] According to the present invention, the power output provided by the fuel composition can be determined in any known manner.

[0031] As used in this article, the term "acceleration" refers to the amount of time required for an engine to increase its speed between two fixed speed conditions in a given gear.

[0032] According to the present invention, a method for improving the acceleration of an internal combustion engine is provided, the method comprising supplying fuel to the lubricant-containing internal combustion engine with a liquid fuel composition described below. In the context of this aspect of the invention, the term "improvement" covers any degree of improvement. According to the present invention, an improvement can be, for example, 0.05% or more, preferably 0.1% or more, more preferably 0.2% or more, even more preferably 0.5% or more, particularly 1% or more, more particularly 2% or more, and even more particularly 5% or more of the acceleration provided by the similar fuel formulation before the addition of the tetraalkylethane compound and the alkylbenzene compound. According to the present invention, the improvement in acceleration can even be as high as 10% of the acceleration provided by the similar fuel formulation before the addition of the tetraalkylethane compound and the alkylbenzene compound.

[0033] According to the present invention, the power output and acceleration provided by the fuel composition can be determined in any known manner, for example using standard test methods as described in SAE Papers 2005-01-0239 and 2005-01-0244.

[0034] As used herein, the term "flame speed" or "laminar flame speed" (LFS) refers to laminar combustion speed. LFS is a fundamental measure of flame propagation rate without the complexities of hybrid dynamics. However, in an engine, hybrid dynamics come into play, and therefore the measured flame speed is referred to as "combustion rate" and "combustion duration." The terms "combustion rate" and "combustion duration" are also used interchangeably with "flame speed" herein.

[0035] Laminar combustion rate (LBV) is a fundamental property of chemical components. It is defined as the rate at which unburned gases propagate to the flame leading edge and react to form products (perpendicular to the flame leading edge under laminar conditions).

[0036] According to the present invention, a method for increasing the flame speed of an internal combustion engine is provided, the method comprising supplying fuel to the internal combustion engine with a liquid fuel composition described below. In the context of this aspect of the invention, the term "increase" covers any degree of increase. According to the present invention, an increase can be, for example, 0.05% or more, preferably 0.1% or more, more preferably 1% or more, and particularly 5% or more, of the flame speed of the similar fuel formulation before the claimed additive is added. According to the present invention, an increase in flame speed can be up to 10% of the flame speed of the similar fuel formulation before the claimed additive is added.

[0037] However, it should be understood that any measurable improvement in power output, acceleration, and flame speed can provide valuable benefits, depending on what other factors are considered important, such as availability, cost, safety, etc.

[0038] According to the present invention, the flame velocity of the fuel composition can be determined in any known manner; for example, the measurement of LFS can be performed using any of the following three methods:

[0039] 1. Stagnant flame method (up to 5 atm-7 atm)

[0040] 2. Spherical expansion method, constant pressure or constant volume (up to 60 atm-80 atm)

[0041] 3. Heat flux method (up to about 5 atm).

[0042] All three methods are described in the review publication: Egolfopoulos, FN, Hansen, N., Ju, Y., Kohse-Hoinghaus, K., Law, CK and Qi, F. "Advances and challenges in laminar flame experiments and implications for combustion chemistry", Progress in Energy and Combustion Science 43(2014)36-67, https: / / doi.org / 10.1016 / j.pecs.2014.04.004.

[0043] The following method for measuring flame velocity in a constant-volume combustion chamber (spherical bomb) is referenced in Gillespie, LL, M., Sheppard, CG, Wooley, R., Aspects of laminar and turbulent burning velocity relevant to spark ignition engines, Journal of the Society of Automotive Engineers, 2000 (2000-01-0192).

[0044] The following method for measuring flame velocity uses the net pressure method: Mittal, M., Zhu, G. and Schock H., ‘Fast mass-fraction-burned calculation using the net pressure method for real-time applications’, Proc. Instn Mech Engrs, Part D: J. Automobile Engineering 223(3)(2009): 389-394.

[0045] As used herein, the term "combustion duration" refers to the time (in engine crank angles) required for combustion to progress from 10% to 90% (referred to as AI 10-90 in the examples below). In the examples below, the term AI 50-90 is also used in relation to combustion duration and means the time (in engine crank angles) required for combustion to progress from 50% to 90%.

[0046] According to the present invention, the combustion duration of the fuel composition can be determined in any known manner, for example using the test methods disclosed in the Examples section below.

[0047] However, it should be understood that any measurable improvement in power output, acceleration, combustion duration, and flame speed can provide valuable benefits, depending on what other factors are considered important, such as availability, cost, safety, etc.

[0048] The liquid fuel composition of the present invention comprises a base fuel suitable for internal combustion engines, a tetraalkylethane compound, and an alkylbenzene compound. Typically, the base fuel suitable for internal combustion engines is gasoline or diesel fuel, and therefore the liquid fuel composition of the present invention is typically a gasoline composition or a diesel fuel composition.

[0049] The tetraalkylethane compound used in this article is a compound having formula (I):

[0050]

[0051] Where Ar represents an aryl group and each X is independently selected from hydrogen atoms, substituted or unsubstituted straight-chain or branched C1-C atoms. 12 Saturated or unsaturated alkyl groups, (CH2) n OH, (CH2) n NH2, wherein n is in the range of 1 to 9, preferably in the range of 1 to 6, more preferably in the range of 1 to 4, and even more preferably in the range of 1 to 3, provided that at least one of the X groups in each CX3 group is a hydrogen atom.

[0052] Preferably, at least two of the X groups in each CX3 group are hydrogen atoms.

[0053] In a particularly preferred embodiment, at least three of the X groups in each CX3 group are hydrogen atoms.

[0054] Preferably, Ar in the tetraalkylethane compound is a substituted or unsubstituted aromatic group, such as phenyl, biphenyl, naphthyl, thiophene, or anthracene. More preferably, Ar is an unsubstituted phenyl group. This means that the preparation of the preferred compound of formula (I) can begin with commercially available cumene. Starting with cumene, dicumene can be prepared by several known methods, as described in US4,072,811.

[0055] Preferably, each X group is independently selected from hydrogen atoms and unsubstituted, straight-chain or branched, saturated or unsaturated C1-C6, more preferably C1-C3 alkyl groups, provided that at least one of the X groups in each CX3 group is a hydrogen atom.

[0056] More preferably, each X group is independently selected from hydrogen atoms and unsubstituted, straight-chain or branched, saturated C1-C6, preferably C1-C3 alkyl groups, provided that at least one of the X groups in each CX3 group is a hydrogen atom.

[0057] In one embodiment, each X group is independently selected from hydrogen atoms and unsubstituted straight-chain saturated C1-C6, preferably C1-C3 alkyl groups, particularly methyl, ethyl, and propyl.

[0058] Examples of suitable tetraalkylethane compounds of formula (I) include:

[0059]

[0060]

[0061]

[0062] In one embodiment of this document, the tetraalkylethane compound is 1,1′(1,1,2,2-tetramethyl-1,1-ethanediyl)bis-benzene (dicumene). Dicumene is commercially available from Aldrich and various other chemical suppliers.

[0063] The tetraalkyl ethane compound is preferably present in the fuel composition at a content of 30 ppm to 10 wt%, preferably 100 ppm to 5 wt%, more preferably 100 ppm to 1 wt%, and even more preferably 100 ppm to 5000 ppm, especially 500 ppm to 2000 ppm, based on the weight of the fuel composition.

[0064] In addition to the aforementioned tetraalkylethane compounds, the fuel compositions of the present invention also comprise alkylbenzene compounds having the following formula (II):

[0065]

[0066]

[0067] Each of the R1-R6 groups is independently selected from hydrogen and C1-C6 alkyl groups, wherein at least one of the R1-R6 groups is a C1-C6 alkyl group.

[0068] It has been found that by using a combination of tetraalkylethane and alkylbenzene compounds, improvements can be obtained in power, acceleration, flame speed, and combustion duration properties.

[0069] In a preferred embodiment of this document, the three R1-R6 groups in the alkylbenzene compound are independently selected from C1-C6 alkyl groups.

[0070] In a preferred embodiment of this document, the alkylbenzene compound is a trimethylbenzene compound.

[0071] In a particularly preferred embodiment described herein, the alkylbenzene compound is 1,3,5-trimethylbenzene. 1,3,5-trimethylbenzene is commercially available from Aldrich and other chemical suppliers.

[0072] The alkylbenzene compound is preferably present in the fuel composition at a content of 30 ppm to 2 wt%, preferably 100 ppm to 1 wt%, more preferably 100 ppm to 5000 ppm, and even more preferably 500 ppm to 2000 ppm.

[0073] Tetraalkylethane compounds and alkylbenzene compounds can be blended with any other additives (e.g., additive performance packages) to prepare additive blends. The additive blends are then added to a base fuel to prepare a liquid fuel composition.

[0074] The amount of the performance package in the additive blend is preferably in the range of 0.1% to 99.8% by weight, more preferably in the range of 5% to 50% by weight, based on the weight of the additive blend.

[0075] Preferably, based on the total weight of the liquid fuel composition, the amount of performance packets present in the liquid fuel composition of the present invention is in the range of 15 ppmw (parts per million by weight) to 10% by weight. More preferably, the amount of performance packets present in the liquid fuel composition of the present invention further meets one or more of the following parameters (i) to (xv):

[0076] (i) at least 100 ppmw

[0077] (ii) at least 200 ppmw

[0078] (iii) At least 300 ppmw

[0079] (iv) at least 400 ppmw

[0080] (v) at least 500 ppmw

[0081] (vi) At least 600 ppmw

[0082] (vii) At least 700 ppmw

[0083] (viii) At least 800 ppmw

[0084] (ix) at least 900 ppmw

[0085] (x) at least 1000 ppmw

[0086] (xi) at least 2500ppmw

[0087] (xii) up to 5000ppmw

[0088] (xiii) Up to 10,000 ppmw

[0089] (xiv) up to 2% by weight

[0090] (xv) up to 5% by weight.

[0091] In the liquid fuel composition of the present invention, if the base fuel used is gasoline, the gasoline can be any gasoline suitable for spark-ignition (petroleum) type internal combustion engines known in the art, including automobile engines and other types of engines, such as off-road and aircraft engines. The gasoline used as the base fuel in the liquid fuel composition of the present invention can also conveniently be referred to as "base gasoline".

[0092] Gasoline typically contains a mixture of hydrocarbons with boiling points ranging from 25°C to 230°C (EN-ISO 3405), with the optimal range and distillation profile generally varying depending on climate and season. The hydrocarbons in gasoline can be obtained by any means known in the art; conveniently, hydrocarbons can be obtained in any known manner from straight-run gasoline, synthetically produced aromatic mixtures, thermally or catalytically cracked hydrocarbons, hydrocracking petroleum fractions, catalytically reformed hydrocarbons, or mixtures thereof.

[0093] The specific distillation profile, hydrocarbon composition, research octane number (RON), and motor octane number (MON) of gasoline are not critical.

[0094] Conveniently, the research octane number (RON) of the gasoline may be at least 80, for example, in the range of 80 to 110; preferably, the RON of the gasoline will be at least 90, for example, in the range of 90 to 110; more preferably, the RON of the gasoline will be at least 91, for example, in the range of 91 to 105; even more preferably, the RON of the gasoline will be at least 92, for example, in the range of 92 to 103; even more preferably, the RON of the gasoline will be at least 93, for example, in the range of 93 to 102; and most preferably, the RON of the gasoline will be at least 94, for example, in the range of 94 to 100 (EN 25164); the motor octane number (MON) of the gasoline may conveniently be at least 70, for example, in the range of 70 to 110; preferably, the MON of the gasoline will be at least 75, for example, in the range of 75 to 105; more preferably, the MON of the gasoline will be at least 80, for example, in the range of 80 to 100; and most preferably, the MON of the gasoline will be at least 82, for example, in the range of 82 to 95 (EN 25164). 25163).

[0095] Typically, gasoline contains components selected from one or more of the following groups: saturated hydrocarbons, alkenes, aromatics, and oxidized hydrocarbons. Conveniently, gasoline may contain a mixture of saturated hydrocarbons, alkenes, aromatics, and optionally oxidized hydrocarbons.

[0096] Typically, the olefin content of gasoline is in the range of 0% to 40% by volume based on gasoline (ASTM D1319); preferably, the olefin content of gasoline is in the range of 0% to 30% by volume based on gasoline; more preferably, the olefin content of gasoline is in the range of 0% to 20% by volume based on gasoline.

[0097] Typically, the aromatic content of gasoline is in the range of 0% to 70% by volume (ASTM D1319), for example, the aromatic content of gasoline is in the range of 10% to 60% by volume; preferably, the aromatic content of gasoline is in the range of 0% to 50% by volume, for example, the aromatic content of gasoline is in the range of 10% to 50% by volume.

[0098] In one embodiment of this document, the gasoline base fuel contains less than 10% by volume of aromatic compounds based on total base fuel. In another embodiment of this document, the gasoline base fuel contains less than 2% by volume of aromatic compounds having nine or more carbon atoms based on total base fuel.

[0099] Based on gasoline, the benzene content of the gasoline is at most 10% by volume, more preferably at most 5% by volume, and particularly at most 1% by volume.

[0100] The gasoline preferably has a low or ultra-low sulfur content, for example, up to 1000 ppmw (parts per million by weight), preferably not more than 500 ppmw, more preferably not more than 100 ppmw, even more preferably not more than 50 ppmw, and most preferably not more than even 10 ppmw.

[0101] The gasoline also preferably has a low total lead content, such as at most 0.005 g / l, and most preferably is lead-free, with no lead compounds added to it (i.e., lead-free).

[0102] When gasoline contains oxidized hydrocarbons, at least a portion of the non-oxidized hydrocarbons will replace the oxidized hydrocarbons (matching blend) or simply be added to the fully formulated gasoline (splash blend). Based on gasoline content, the oxygenated hydrocarbon content of the gasoline can be up to 85% by weight (EN 1601) (e.g., ethanol itself). For example, the oxygenated hydrocarbon content of the gasoline can be up to 35% by weight, preferably up to 25% by weight, more preferably up to 10% by weight. Conveniently, the oxygen concentration will have a minimum concentration selected from any one of 0% by weight, 0.2% by weight, 0.4% by weight, 0.6% by weight, 0.8% by weight, 1.0% by weight, and 1.2% by weight, and a maximum concentration selected from any one of 12% by weight, 8% by weight, 7.2% by weight, 5% by weight, 4.5% by weight, 4.0% by weight, 3.5% by weight, 3.0% by weight, and 2.7% by weight.

[0103] Examples of oxidized hydrocarbons that can be blended into gasoline include alcohols, ethers, esters, ketones, aldehydes, carboxylic acids and their derivatives, as well as oxygen-containing heterocyclic compounds. Preferably, the oxidized hydrocarbons that can be blended into gasoline are selected from alcohols (such as methanol, ethanol, propanol, 2-propanol, butanol, tert-butanol, isobutanol and 2-butanol), ethers (preferably ethers containing 5 or more carbon atoms per molecule, such as methyl tert-butyl ether and ethyl tert-butyl ether), and esters (preferably esters containing 5 or more carbon atoms per molecule); a particularly preferred oxidized hydrocarbon is ethanol.

[0104] When oxidized hydrocarbons are present in gasoline, the amount of oxidized hydrocarbons in the gasoline can vary over a wide range. For example, gasolines containing a larger proportion of oxidized hydrocarbons are currently commercially available in countries such as Brazil and the United States, such as ethanol itself and E85, as well as gasolines containing a smaller proportion of oxidized hydrocarbons, such as E10 and E5.

[0105] Therefore, gasoline may contain up to 100% by volume of oxidized hydrocarbons. This document also includes E100 fuel, such as that used in Brazil. Preferably, the amount of oxidized hydrocarbons present in the gasoline is selected from one of the following amounts: up to 85% by volume; up to 70% by volume; up to 65% by volume; up to 30% by volume; up to 20% by volume; up to 15% by volume; and up to 10% by volume, depending on the desired final formulation of the gasoline. Conveniently, gasoline may contain at least 0.5% by volume, 1.0% by volume, or 2.0% by volume of oxidized hydrocarbons.

[0106] Examples of suitable gasoline include gasoline with an olefin content of 0% to 20% by volume (ASTM D1319), an oxygen content of 0% to 5% by weight (EN 1601), an aromatic content of 0% to 50% by volume (ASTM D1319), and a benzene content of up to 1% by volume.

[0107] Also applicable to this article are gasoline blends, which may be derived from sources other than crude oil, such as low-carbon gasoline fuels from biomass or CO2, and blends of these with each other or with gasoline streams and components from fossil sources.

[0108] Suitable examples of this type of fuel include:

[0109] 1) Biomass-derived:

[0110] a. Straight-run bio-naphtha derived from biomass through hydrodeoxygenation, and

[0111] b. The cracking and / or isomerization products of synthetic wax (biomass gasification into syngas (CO / H2), which is then converted into synthetic wax via an FT process), are then hydrocracking / hydroisomerized to produce a series of products including fractions within the gasoline range.

[0112] 2) Sources of CO2:

[0113] a. CO2 + H2 syngas (CO / H2) (to synthetic wax via a modified water / gas shift reaction and FT process), which is then hydrocracking / hydroisomerized to produce a series of products including fractions within the gasoline range.

[0114] 3) Methanol source:

[0115] a. Biomass is gasified into syngas (CO / H2), then into methanol, and finally into MTG gasoline (MTG is the "methanol-gasoline" process). To further reduce the carbon intensity of the fuel, the H2 used in all processes will be renewable (green) H2 derived from water electrolysis using renewable electricity (such as from wind and solar power).

[0116] Particularly applicable here are gasoline blends that may be derived from biological sources. Examples of such gasoline blends can be found in WO2009 / 077606, WO2010 / 028206, WO2010 / 000761, European Patent Application Nos. 09160983.4, 09176879.6, 09180904.6 and U.S. Patent Application Serial No. 61 / 312307.

[0117] Although not critical to the present invention, the base gasoline or gasoline composition of the present invention may conveniently include one or more optional fuel additives in addition to the aforementioned basic tetraalkylethane and basic alkylbenzene compounds. The concentration and properties of the optional fuel additives that may be included in the base gasoline or gasoline composition of the present invention are not critical. Non-limiting examples of suitable types of fuel additives that may be included in the base gasoline or gasoline composition of the present invention include antioxidants, corrosion inhibitors, detergents, defoggers, antiknock additives, metal deactivators, valve seat depression protectant compounds, dyes, solvents, carrier fluids, diluents, and markers. Examples of suitable such additives are generally described in U.S. Patent No. 5,855,629.

[0118] Conveniently, the fuel additive can be blended with one or more solvents to form an additive concentrate, which can then be mixed with the base gasoline or gasoline composition of the present invention.

[0119] The concentration of any optional additives (active substances) present in the base gasoline or gasoline composition of the present invention is preferably up to 1% by weight, more preferably in the range of 5 ppmw to 2000 ppmw, advantageously in the range of 300 ppmw to 1500 ppmw, such as 300 ppmw to 1000 ppmw.

[0120] As mentioned above, the gasoline composition may also contain synthetic or mineral carrier oils and / or solvents.

[0121] Examples of suitable mineral carrier oils are fractions obtained from crude oil processing, such as bright oils or base oils with viscosity grades of, for example, SN 500-2000; and aromatics, alkanes, and alkoxyalkanols. Also suitable as mineral carrier oils are fractions obtained from mineral oil refining, and are referred to as "hydrocracked oils" (vacuum fractions with boiling points ranging from about 360°C to 0.500°C, obtainable from natural mineral oils through catalytic hydrogenation, isomerization, and dewaxing under high pressure).

[0122] Examples of suitable synthetic carrier oils are: polyolefins (poly-α-olefins or poly(inner olefins)), (poly)esters, (poly)alkoxylates, polyethers, aliphatic polyetheramines, alkylphenol-based polyethers, alkylphenol-based polyetheramines, and carboxylic acid esters of long-chain alkanols.

[0123] Suitable examples of polyolefins are olefin polymers, particularly olefin polymers based on polybutene or polyisobutylene (hydrogenated or non-hydrogenated).

[0124] Suitable examples of polyethers or polyetheramines are preferably compounds containing a polyoxy-C2-C4 alkylene moiety, which can be produced by making the C2-C4 alkylene moiety... 60 -Alkanols, C6-C 30 -Alkanediol, mono- or di-C2-C 30 -alkylamines, C1-C 30 -alkylcyclohexanol or C1-C 30 - Alkylphenols are obtained by reacting 1 to 30 mol of ethylene oxide and / or propylene oxide and / or butene oxide per hydroxyl or amino group, and in the case of polyetheramines, by subsequent reductive amination with ammonia, a monoamine, or a polyamine. Such products are specifically described in EP-A-310875, EP-A-356725, EP-A-700985, and US-A-4,877,416. For example, the polyetheramine used can be a poly-C2-C6-oxyenamine or a functional derivative thereof. Typical examples are tridecyl alcohol butoxylate or isotridel alcohol butoxylate, isononylphenol butoxylate, and polyisobutylene alcohol butoxylate and propoxylate, and their corresponding reaction products with ammonia.

[0125] Examples of carboxylic acid esters of long-chain alkanols are particularly esters of mono-, di-, or tricarboxylic acids with long-chain alkanols or polyols, especially as described in DE-A-38 38 918. The mono-, di-, or tricarboxylic acids used can be aliphatic or aromatic acids; suitable ester alcohols or polyols are particularly long-chain representatives having, for example, 6 to 24 carbon atoms. Typical representatives of esters are adipates, phthalates, isophthalates, terephthalates, and trimellites of isooctanol, isononanol, isodecanol, and isotrimethylenetetramine, such as di(n-tetrazyl or isotrimethylenetetramine) phthalates.

[0126] Other suitable carrier oil systems are described in, for example, DE-A-38 26 608, DE-A-41 42241, DE-A-43 09074, EP-A-0 452 328 and EP-A-0 548 617, which are incorporated herein by reference.

[0127] Particularly suitable examples of synthetic carrier oils are polyethers starting with alcohols having about 5 to 35, for example, about 5 to 30 C3-C6 alkylene oxide units, such as those selected from propylene oxide, n-butene oxide, and isobutene oxide units, or mixtures thereof. Non-limiting examples of suitable starting alcohols are long-chain alkanols or phenols substituted with long-chain alkyl groups, wherein the long-chain alkyl groups are particularly straight-chain or branched C6-C6 alkyl groups. 18 -alkyl. Preferred examples include tridecyl alcohol and nonylphenol.

[0128] Other suitable synthetic carrier oils are alkoxylated alkylphenols, as described in DE-A-10 102 913.6.

[0129] Mineral carrier oils, synthetic carrier oils, and mixtures of mineral and synthetic carrier oils can also be used.

[0130] Any solvent suitable for the fuel and optional co-solvents may be used. Examples of suitable solvents for the fuel include: nonpolar hydrocarbon solvents such as kerosene, heavy aromatic solvents (“solvent naphtha heavy”, “Solvesso 150”), toluene, xylene, paraffin, petroleum, petroleum solvents (white spirits), and those sold by Shell under the trade name “SHELLSOL”. Examples of suitable co-solvents include: polar solvents, such as esters, and especially alcohols (e.g., tert-butanol, isobutanol, hexanol, 2-ethylhexanol, 2-propylheptanol, decanol, isotretinoin, butyl glycol, and mixtures of alcohols, such as those sold by Shell under the trademark “LINEVOL”, especially LINEVOL 79 alcohol, which is C 7-9 A mixture of primary alcohols, or C 12-14 (A mixture of alcohols, which is commercially available).

[0131] Demisters / demulsifiers suitable for liquid fuels are well known in the art. Non-limiting examples include diol oxyalkylated polyol blends (such as those marketed under the trade name TOLAD). TM 9312 for sale), alkoxylated phenol-formaldehyde polymer, through the use of C 1-18 Epoxide and diepoxide oxyalkylation modified phenol / formaldehyde or C 1-18 Alkylphenol / formaldehyde resin oxyalkylates (such as those marketed under the trade name TOLAD) TM 9308 (for sale), and C crosslinked with diepoxides, diacids, diesters, glycols, diacrylates, dimethacrylates, or diisocyanates. 1-4 Epoxide copolymers and their blends. Diol oxyalkylated polyol blends can be made using C 1-4 Epoxide-oxyalkylated polyols. Through the use of C... 1-18 Epoxide and diepoxide alkoxylation modified C 1-18Alkylphenol / formaldehyde resin alkoxylates may be based on, for example, cresol, tert-butylphenol, dodecylphenol, or dinonylphenol, or mixtures of phenols (such as mixtures of tert-butylphenol and nonylphenol). The amount of defogging agent used should be sufficient to suppress fogging that may occur when gasoline without defogging agent comes into contact with water, and this amount is referred to herein as the "fogging suppression amount". Typically, based on the weight of gasoline, this amount is from about 0.1 ppmw to about 20 ppmw (e.g., from about 0.1 ppm to about 10 ppm), more preferably from 1 ppmw to 15 ppmw, even more preferably from 1 ppmw to 10 ppmw, advantageously from 1 ppmw to 5 ppmw.

[0132] Other conventional additives used in gasoline include corrosion inhibitors, such as ammonium salts based on organic carboxylic acids that tend to form a film, or ammonium salts based on heterocyclic aromatic hydrocarbons used for nonferrous metal corrosion protection; antioxidants or stabilizers, such as those based on amines like phenylenediamine, such as p-phenylenediamine, N,N'-di-sec-butyl-p-phenylenediamine, dicyclohexylamine or derivatives thereof, or those based on phenols such as 2,4-di-tert-butylphenol or 3,5-di-tert-butyl-4-hydroxyphenylpropionic acid; antistatic agents; metallocenes such as ferrocene; methylcyclopentadienyltricarbonylmanganese; lubricating additives such as certain fatty acids, alkenyl succinates, bis(hydroxyalkyl) fatty amines, hydroxyacetamides or castor oil; and dyes (markers). Amines, such as those described in WO 03 / 076554, may also be added if appropriate. Optionally, anti-seat sink-in additives, such as sodium or potassium salts of polymeric organic acids, may be used.

[0133] The gasoline compositions described herein may also contain detergent additives. Suitable detergent additives include those disclosed in WO2009 / 50287, which is incorporated herein by reference.

[0134] Preferred detergent additives used in the gasoline compositions herein typically have at least one hydrophobic hydrocarbon group with a number-average molecular weight (Mn) of 85 to 20,000 and at least one polar moiety selected from:

[0135] (A1) A monoamino or polyamino group having up to 6 nitrogen atoms, wherein at least one nitrogen atom is basic;

[0136] (A6) Polyoxy-C2- to -C4-alkylene groups, which are capped by hydroxyl, monoamino or polyamino groups, wherein at least one nitrogen atom is basic, or are capped by urethane groups;

[0137] (A8) A moiety derived from succinic anhydride and having hydroxyl and / or amino and / or amide and / or imide groups; and / or

[0138] (A9) The portion obtained by the Mannich reaction of substituted phenols with aldehydes and monoamines or polyamines.

[0139] The hydrophobic hydrocarbon groups in the aforementioned cleaning additives that ensure sufficient solubility in the base fluid have a number average molecular weight (Mn) of 85 to 20,000, especially 113 to 10,000, particularly 300 to 5,000.

[0140] Typical hydrophobic hydrocarbon groups, especially those bonded to polar moieties (A1), (A8) and (A9), include polyalkenes, such as polypropylene, polybutene and polyisobutylene, each having Mn of 300 to 5000, preferably 500 to 2500, more preferably 700 to 2300, and especially 700 to 1000.

[0141] Non-limiting examples of the above-mentioned cleaning additive group include the following:

[0142] Additives containing mono- or polyamino groups (Al) are preferably polyolefin monoamines or polyolefin polyamines based on polypropylene or conventional (i.e., predominantly having internal double bonds) polybutene or polyisobutylene with a Mn of 300 to 5000. When polybutene or polyisobutylene predominantly having internal double bonds (typically at the β and γ positions) is used as a raw material for the preparation of additives, possible preparation routes are by chlorination and subsequent amination, or by oxidation of the double bonds with air or ozone to obtain carbonyl or carboxyl compounds and subsequent amination under reducing (hydrogenating) conditions. The amine used for amination here can be, for example, ammonia, monoamines, or polyamines such as dimethylaminopropylamine, ethylenediamine, diethylenetriamine, triethylenetetramine, or tetraethylenepentamine. Corresponding additives based on polypropylene are specifically described in WO-A-94 / 24231.

[0143] Other preferred additives containing a single amino group (A1) are hydrogenated products of the reaction of polyisobutylene with nitrogen oxides or mixtures of nitrogen oxides and oxygen with an average degree of polymerization of 5 to 100, particularly as described in WO-A-97 / 03946.

[0144] Other preferred additives containing a single amino group (A1) are compounds that can be obtained from polyisobutylene epoxides by reacting with an amine and subsequently dehydrating and reducing the amino alcohol, particularly as described in DE-A-19620262.

[0145] Additives containing polyoxy-C2-C4-alkylene moieties (A6) are preferably polyethers or polyether amines, which can be converted from C2- to C4-alkylene moieties. 60 -Alkanols, C6-to-C 30 -Alkanediol, mono- or di-C2-C 30 -alkylamines, C1-C 30 -alkylcyclohexanol or C1-C 30- Alkylphenols are obtained by reacting 1 to 30 mol of ethylene oxide and / or propylene oxide and / or butene oxide per hydroxyl or amino group, and in the case of polyether amines, by subsequent reductive amination with ammonia, a monoamine, or a polyamine. Such products are specifically described in EP-A-310875, EP-A-356725, EP-A-700985, and US-A-4877416. In the case of polyethers, such products also exhibit carrier oil properties. Typical examples of these products are tridecaneol butoxylates, isotriadecaneol butoxylates, isononylphenol butoxylates, and polyisobutylene butoxylates and propoxylates, as well as their corresponding reaction products with ammonia.

[0146] Additives comprising a moiety (A8) derived from succinic anhydride and having hydroxyl and / or amino and / or amide and / or imide groups are preferably corresponding derivatives of polyisobutylene-succinic anhydride, which can be obtained by reacting conventional or highly reactive polyisobutylene with a Mn of 300 to 5000 with maleic anhydride via a thermal route or via chlorinated polyisobutylene. Of particular interest are derivatives with aliphatic polyamines such as ethylenediamine, diethylenetriamine, triethylenetetramine, or tetraethylenepentamine. Such additives are specifically described in US-A-4 849 572.

[0147] Additives containing a portion (A9) obtained by the Mannich reaction of a substituted phenol with an aldehyde and a monoamine or polyamine are preferably reaction products of polyisobutylene-substituted phenols with formaldehyde and monoamines or polyamines such as ethylenediamine, diethylenetriamine, triethylenetetramine, tetraethylenepentamine, or dimethylaminopropylamine. The polyisobutylene-substituted phenol can be derived from conventional or highly reactive polyisobutylene with a Mn of 300 to 5000. Such “polyisobutylene-Mannich bases” are specifically described in EP-A-831 141.

[0148] Preferably, the detergent additive used in the gasoline composition of the present invention contains at least one nitrogen-containing detergent, more preferably at least one nitrogen-containing detergent containing a hydrophobic hydrocarbon group with a number average molecular weight in the range of 300 to 5000. Preferably, the nitrogen-containing detergent is selected from the group consisting of: polyolefin monoamines, polyetheramines, polyolefin Mannich amines, and polyolefin succinimides. Conveniently, the nitrogen-containing detergent may be a polyolefin monoamine.

[0149] In the above text, the amount of components (concentration, volume %, ppmw, weight %) refers to the amount of active material, excluding volatile solvent / diluent materials.

[0150] In the liquid fuel composition of the present invention, if the base fuel used is diesel fuel, then the diesel fuel used as the base fuel in the present invention includes diesel fuel used in automobile compression ignition engines and other types of engines (such as off-road, marine, railway and stationary engines). The diesel fuel used as the base fuel in the liquid fuel composition of the present invention may also be conveniently referred to as "diesel base fuel".

[0151] The diesel base fuel itself may contain a mixture of two or more different diesel fuel components and / or have additives added as described below.

[0152] These types of diesel fuels will contain one or more base fuels, which may typically include liquid hydrocarbon middle distillate gas oil, such as petroleum-derived gas oil. Depending on grade and application, these fuels generally have a boiling point in the common diesel fuel range of 150°C to 400°C. They typically have a boiling point of 750 kg / m³ at 15°C. 3 Up to 1000 kg / m 3 Preferably 780kg / m 3 Up to 860kg / m 3 They have densities (e.g., ASTM D4502 or IP 365) and cetane numbers (ASTM D613) of 35 to 120, more preferably 40 to 85. They typically have an initial boiling point in the range of 150°C to 230°C and a final boiling point in the range of 290°C to 400°C. Their kinematic viscosity (ASTM D445) at 40°C can suitably be 1.2 mm. 2 / s to 4.5mm 2 / s.

[0153] An example of petroleum-derived gas oil is Swedish Grade 1 basic fuel, which will have 800 kg / m³ at 15°C. 3 Up to 820kg / m 3 The density (SS-EN ISO 3675, SS-EN ISO 12185), T95 at 320°C or lower (SS-EN ISO 3405), and 1.4 mm at 40°C. 2 / s to 4.0mm 2 Kinematic viscosity per s (SS-EN ISO 3104), as defined by Swedish National Standard EC1.

[0154] Also applicable to this article are diesel blends, which may be derived from sources other than crude oil, such as low-carbon diesel fuels from biomass or CO2, and blends of these with each other or with diesel streams and components from fossil sources.

[0155] Suitable examples of this type of fuel include:

[0156] 1) Biomass-derived:

[0157] a. Hydrodeoxygenated straight-run biodiesel from biomass, and

[0158] b. The cracking and / or isomerization products of synthetic wax (biomass gasification into syngas (CO / H2), which is then converted into synthetic wax via an FT process), are then hydrocracking / hydroisomerized to produce a series of products including fractions within the diesel range.

[0159] 2) Sources of CO2:

[0160] a. CO2 + H2 syngas (CO / H2) (to synthetic wax via a modified water / gas shift reaction and FT process), which is then hydrocracking / hydroisomerized to produce a series of products including fractions within the diesel range.

[0161] 3) Methanol source:

[0162] a. Biomass is gasified into syngas (CO / H2), then into methanol, and finally into MTD diesel (MTD is the "methanol-diesel" process). To further reduce the carbon intensity of the fuel, the H2 used in all processes will be renewable (green) H2 derived from water electrolysis using renewable electricity (such as from wind and solar power).

[0163] Fischer-Tropsch fuels can be derived, for example, from natural gas, natural gas liquids, petroleum or shale oil, petroleum or shale oil processing residues, coal, or biomass.

[0164] The amount of Fischer-Tropsch source fuel used in diesel fuel can be from 0% to 100% by volume of the total diesel fuel, preferably from 5% to 100% by volume, more preferably from 5% to 75% by volume. It is desirable that such diesel fuel contains 10% by volume or more, more preferably 20% by volume or more, and even more preferably 30% by volume or more of Fischer-Tropsch source fuel. Particularly preferred is that such diesel fuel contains 30% to 75% by volume, and especially 30% to 70% by volume of Fischer-Tropsch source fuel. The balance of the diesel fuel consists of one or more other diesel fuel components.

[0165] Such Fischer-Tropsch fuel components are any fraction within the middle distillate fuel range, which can be separated from the Fischer-Tropsch synthesis products (optionally hydrocracking). Typical fractions will boil within the naphtha, kerosene, or gas oil range.

[0166] Preferably, Fischer-Tropsch products that boil in the range of kerosene or gas oil are used, as these products are easier to handle in, for example, domestic environments. Such products will suitably contain a fraction greater than 90% by weight that boils between 160°C and 400°C, preferably to about 370°C. Examples of kerosene and gas oils of Fischer-Tropsch origin are described in EP-A-0583836, WO-A-97 / 14768, WO-A-97 / 14769, WO-A-00 / 11116, WO-A-00 / 11117, WO-A-01 / 83406, WO-A-01 / 83648, WO-A-01 / 83647, WO-A-01 / 83641, WO-A-00 / 20535, WO-A-00 / 20534, EP-A-1101813, US-A-5766274, US-A-5378348, US-A-5888376, and US-A-6204426.

[0167] The Fischer-Tropsch product will suitably contain more than 80% by weight, and more preferably more than 95% by weight, of isoparaffins and n-paraffins, and less than 1% by weight of aromatic compounds, with the balance being cycloalkanes. The sulfur and nitrogen content will be very low, and typically below the detection limits for such compounds. For this reason, diesel fuel compositions containing the Fischer-Tropsch product may have very low sulfur content.

[0168] The diesel fuel composition preferably contains no more than 5000 ppmw of sulfur, more preferably no more than 500 ppmw, or no more than 350 ppmw, or no more than 150 ppmw, or no more than 100 ppmw, or no more than 70 ppmw, or no more than 50 ppmw, or no more than 30 ppmw, or no more than 20 ppmw, or most preferably no more than 10 ppmw of sulfur.

[0169] Other diesel fuel components used in this article include so-called "biofuels" derived from biological materials. Examples include fatty acid alkyl esters (FAAEs). Examples of such components can be found in WO2008 / 135602. Fully hydrogenated FAAEs are also available and are referred to as "renewable diesel fuel." Biofuels can be derived from animal or vegetable oils.

[0170] This document may use renewable diesel fuels derived from solid biomass and bio-oils, such as those disclosed in US2013 / 0008081A1.

[0171] Diesel base fuel can be additive-added (with additives) or additive-free (without additives). If additives are added, for example at a refinery, it will contain small amounts of one or more additives, such as antistatic agents, pipeline drag reducers, flow promoters (e.g., ethylene / vinyl acetate copolymers or acrylate / maleic anhydride copolymers), lubricating additives, antioxidants, and wax antisettling agents.

[0172] Diesel fuel additives containing detergents are known and commercially available. These additives can be added to diesel fuel in amounts designed to reduce, remove, or slow the buildup of engine deposits.

[0173] Examples of detergents suitable for the purposes of this invention include succinamides of polyolefin-substituted succinimides or polyamines, such as polyisobutylene succinimide or polyisobutylene amine succinamide, aliphatic amines, Mannich bases or amines, and polyolefin (e.g., polyisobutylene) maleic anhydride. Succinimide dispersant additives are described, for example, in GB-A-960493, EP-A-0147240, EP-A-0482253, EP-A-0613938, EP-A-0557516, and WO-A-98 / 42808. Polyolefin-substituted succinimides, such as polyisobutylene succinimide, are particularly preferred.

[0174] Diesel fuel additive mixtures may contain components other than detergents. Examples include lubricant enhancers; demisting agents, such as alkoxylated phenol-formaldehyde polymers; defoamers (e.g., polyether-modified polysiloxanes); ignition accelerators (hexadecane accelerators) (e.g., 2-ethylhexyl nitrate (EHN), cyclohexyl nitrate, di-tert-butyl peroxide, and those disclosed in column 2, lines 27 through 3, lines 21 of US-A-4208190); and rust inhibitors (e.g., propane-1,2-diol half-ester of tetrapropylene succinic acid, or poly(propylene succinic acid derivatives)). Succinic acid derivatives containing unsubstituted or substituted aliphatic hydrocarbon groups with 20 to 500 carbon atoms on at least one α-carbon atom (e.g., pentaerythritol diester of polyisobutylene-substituted succinic acid); corrosion inhibitors; deodorizers; anti-wear additives; antioxidants (e.g., phenols such as 2,6-di-tert-butylphenol, or phenylenediamines such as N,N′-di-sec-butyl-p-phenylenediamine); metal passivators; combustion promoters; static dissipation additives; cold flow promoters; and wax antisettling agents.

[0175] Diesel fuel additive blends may contain lubricant enhancers, particularly when the diesel fuel composition has a low (e.g., 500 ppmw or less) sulfur content. In diesel fuel compositions with added additives, the lubricant enhancer is conveniently present at a concentration of less than 1000 ppmw, preferably between 50 ppmw and 1000 ppmw, and more preferably between 70 ppmw and 1000 ppmw. Suitable commercially available lubricant enhancers include ester-based and acid-based additives. Other lubricant enhancers are described in patent literature, particularly regarding their use in low-sulfur diesel fuels, for example, as described in:

[0176] - Danping Wei and H.A. Spikes' paper, "The Lubricity of Diesel Fuels", Wear, III (1986) 217-235;

[0177] -WO-A-95 / 33805- A cold flow promoter used to enhance the lubricity of low-sulfur fuels;

[0178] -US-A-5490864- Certain dithiophosphate diesters-diols as anti-wear lubricating additives for low-sulfur diesel fuels; and

[0179] -WO-A-98 / 01516- Certain alkyl aromatic compounds having at least one carboxyl group attached to their aromatic nucleus impart anti-wear lubrication effects, especially in low-sulfur diesel fuels.

[0180] It may also be preferred that the diesel fuel composition contains an antifoaming agent, more preferably in combination with a rust inhibitor and / or a corrosion inhibitor and / or a lubricating enhancer.

[0181] Unless otherwise stated, the concentration of each such optional additive component (active substance) in the diesel fuel composition with added additives is preferably up to 10,000 ppmw, more preferably in the range of 0.1 ppmw to 1,000 ppmw, advantageously from 0.1 ppmw to 300 ppmw, such as from 0.1 ppmw to 150 ppmw.

[0182] The concentration of any defogger (active substance) in the diesel fuel composition is preferably in the range of 0.1 ppmw to 20 ppmw, more preferably 1 ppmw to 15 ppmw, even more preferably 1 ppmw to 10 ppmw, and particularly 1 ppmw to 5 ppmw. The concentration of any ignition promoter (active substance) present is preferably 2600 ppmw or less, more preferably 2000 ppmw or less, and even more preferably 300 ppmw to 1500 ppmw. The concentration of any detergent (active substance) in the diesel fuel composition is preferably in the range of 5 ppmw to 1500 ppmw, more preferably 10 ppmw to 750 ppmw, and most preferably 20 ppmw to 500 ppmw.

[0183] For example, in the case of diesel fuel compositions, the fuel additive mixture typically contains detergents, optionally together with the other components described above, and a diesel fuel-compatible diluent, which may be mineral oil, solvents such as those sold by Shell under the trademark "SHELLSOL", polar solvents such as esters, and particularly alcohols such as hexanol, 2-ethylhexanol, decanol, isotridecyl alcohol, and alcohol mixtures such as those sold by Shell under the trademark "LINEVOL", particularly LINEVOL 79 alcohol, which is C 7-9 A mixture of primary alcohols, or commercially available C 12-14 Alcohol mixture.

[0184] The total content of additives in the diesel fuel composition may suitably be between 0 ppmw and 10,000 ppmw, preferably less than 5,000 ppmw.

[0185] In the above text, the amount of components (concentration, volume %, ppmw, weight %) refers to the amount of active material, excluding volatile solvent / diluent materials.

[0186] The liquid fuel composition of the present invention can be produced by mixing a basic tetraalkylethane compound and an alkylbenzene compound with a base fuel suitable for an internal combustion engine. Since the base fuel to which the base fuel additive is mixed is gasoline, the produced liquid fuel composition is a gasoline composition; similarly, if the base fuel to which the additive is mixed is diesel fuel, the produced liquid fuel composition is a diesel fuel composition.

[0187] It has been surprisingly found that, relative to internal combustion engines fueled by liquid fuel compositions containing the tetraalkylethane compound and the alkylbenzene compound, the use of combinations of tetraalkylethane compounds and alkylbenzene compounds as described herein provides benefits in terms of improved power, improved acceleration, reduced combustion duration, increased flame speed, and improved fuel economy in liquid fuel compositions.

[0188] The invention will be further understood through the following examples. Unless otherwise stated, all amounts and concentrations disclosed in the examples are based on the weight of a fully formulated fuel composition.

[0189] Example

[0190] The purpose of these experiments was to screen a group of additives with the potential to enhance combustion performance using a gasoline single-cylinder engine (GSCE). Combustion enhancement can be manifested in essentially two modes: ignition advance delay (increased octane rating, which is important for reducing knocking at high compression ratios) or flame speed enhancer (shortened combustion duration, resulting in improved power).

[0191] A number of fully formulated fuel compositions are provided below (Examples 1 to 4).

[0192] All fuel compositions use the same base fuel. The base fuel is E10 fuel (containing 10% ethanol) that meets the mainstream North American standard ASTM D4814 and does not contain performance additives.

[0193] Add 1,3,5-trimethylbenzene (TMB) and / or dicumene to the base fuel at the treatment rates indicated in Table 1 below. Table 1 also shows the RON and MON values ​​for each fuel formulation.

[0194] Table 1

[0195] <![CDATA[ Example ]]> <![CDATA[ TMB (ppm) )]]> <![CDATA[ Dicumene (ppm) ]]> <![CDATA[ RON ]]> <![CDATA[ MON ]]> <![CDATA[ RO N -MON ]]> 1 (Comparison) 5000ppm 90.9 85.5 5.4 2 (Comparison) 5000ppm 92.1 86.7 5.4 3(1：1) 5000ppm 5000ppm 91.4 84.9 6.5 4(10：1) 5% by weight 5000ppm 92.9 85.2 7.7 Basic fuel 0 0 92.2 86 6.2

[0196] Test conditions

[0197] The engine used in these experiments was a single-cylinder gasoline engine. This engine was manufactured by AVL and is based on the EA888 2.0L Audi TFSI / VWTSI (Euro 6). Details of the single-cylinder benchtop engine are shown in Table 2 below.

[0198] Table 2

[0199] parameter: detail: Manufacturer AVL Discharge volume <![CDATA[454cm 3 ]]> cylinder 1 stroke 86mm hole 82mm Compression ratio Variables 8-12, (choose 10:1) Number of valves 2 entrances; 2 exits Maximum engine speed 5000rpm (select 3300rpm) suction Slight increase (maximum 2.5 bar absolute value) injection PFI (Solenoid Injector) other IMEP up to 25 bar, maximum peak pressure 130 bar continuously

[0200] The engine test conditions are detailed in Table 3 below.

[0201] Table 3

[0202]

[0203] The following test protocol was conducted daily using basic fuel and one test fuel (one of Examples 1-4):

[0204] • Preheat the engine and linearly discharge the base fuel

[0205] • Run baseline spark scans: 1300ML, HL, 3300ML (ML = medium load; HL = high load)

[0206] Switch to test fuel and flush 30 liters.

[0207] • Testing: Spark scanning was performed under three different conditions (1300 rpm, IMEP: 11.5 bar and 8 bar; and 3300 rpm, IMEP: 12.4 bar).

[0208] ·Finish.

[0209] Each test fuel blend was screened twice, once in each of the two random loops (Example 2 was tested once).

[0210] Perform P max Combustion duration and exhaust temperature were measured, and the results are shown in Tables 4, 5, 6, and 7 below. Table 4 shows the average % difference in Pmax between the tested blend and its base fuel control at 1300 HL, IGN = 1 (IGN = ignition time).

[0211] Figure 1 Table 4 is a graphical representation of the experimental data for Examples 1 to 4 listed in Table 4 (Example numbers are on the x-axis, and the average % difference in Pmax is on the y-axis). Table 5 shows the % difference analysis of combustion duration between the tested blend and its base fuel control at 1300 HL, IGN=1. Figure 2 Table 5 is a graphical representation of the experimental data for Examples 1 to 4 listed in Table 5 (Example numbers are on the x-axis, and the % difference in combustion duration is on the y-axis). Table 6 shows the exhaust temperature and the % difference in exhaust temperature for each test fuel between the test blend and its base fuel control (at 1300 HL, IGN = 1).

[0212] Figure 3 Table 6 is a graphical representation of the experimental data for Examples 1 to 4 listed in Table 6 (Example numbers are on the x-axis, and the average % difference in exhaust temperature is on the y-axis). Table 7 shows the average % difference (A150-90) in combustion duration between the blend tested at 1300 HL, IGN=1 and its base fuel control. Figure 4 The following is a graphical representation of the experimental data for Examples 1 to 4 listed in Table 7 (Example numbers are on the x-axis, and the average % difference in combustion duration (AI 50%-90%) is on the y-axis).

[0213] Table 4

[0214] Example Ring Road <![CDATA[P max (Bar)]]> <![CDATA[ΔP maxm ]]> <![CDATA[% Difference P max > Minimum mean square % 1 1 48.55 1.53 3.26％ 2.87％ 1 2 49.64 1.21 2.49％ 2 1 45.68 -1.96 -4.11％ -4.11％ 3 1 48.62 2.56 5.57％ 5.63％ 3 2 48.65 2.62 5.69％ 4 1 46.01 -0.33 -0.71％ -0.63％ 4 2 46.16 -0.26 -0.56％

[0215] Table 5

[0216]

[0217] Table 6

[0218]

[0219] Table 7

[0220]

[0221] discuss

[0222] The use of the dicumene / TMB combination in the gasoline fuel composition of this invention has been shown to provide reduced combustion duration and increased P in engine tests. max A reduced exhaust temperature was also observed with the fuel compositions of the present invention, which translates to improved fuel economy. The magnitude of these results is particularly striking, especially considering the use of very low concentrations of dicumene / TMB additives.

Claims

1. A liquid fuel composition comprising: (a) Basic fuel suitable for internal combustion engines; (b) Tetraalkylethane compounds having formula (I): (I) Where Ar represents an aryl group and each X is independently selected from a hydrogen atom or a substituted or unsubstituted straight-chain or branched C1-C1 atom. 12 Alkyl groups, provided that at least one of the X groups in each CX3 group is a hydrogen atom; and (c) Alkylbenzene compounds having formula (II) (II) Each of the R1-R6 groups is independently selected from hydrogen and C1-C6 alkyl groups, wherein at least one of the R1-R6 groups is a C1-C6 alkyl group. The tetraalkylethane compound is present in the liquid fuel composition at a content of 30 ppm to 1% by weight based on the weight of the liquid fuel composition, and the alkylbenzene compound is present in the liquid fuel composition at a content of 30 ppm to 2% by weight based on the weight of the liquid fuel composition.

2. The liquid fuel composition according to claim 1, wherein the three R1-R6 groups in the alkylbenzene are independently selected from C1-C6 alkyl groups.

3. The liquid fuel composition according to claim 1 or 2, wherein the alkylbenzene compound is a trimethylbenzene compound.

4. The liquid fuel composition according to claim 1 or 2, wherein the alkylbenzene compound is 1,3,5-trimethylbenzene.

5. The liquid fuel composition according to claim 1 or 2, wherein the Ar of the tetraalkylethane compound is a substituted or unsubstituted aromatic group selected from phenyl, biphenyl, naphthyl, thiophene, or anthracene.

6. The liquid fuel composition according to claim 1 or 2, wherein Ar is an unsubstituted phenyl group.

7. The liquid fuel composition according to claim 1 or 2, wherein each X is independently selected from a hydrogen atom or an unsubstituted straight-chain or branched C1-C6 alkyl group, provided that at least one of the X groups in each CX3 group is a hydrogen atom.

8. The liquid fuel composition according to claim 1 or 2, wherein each X is independently selected from (CH2). n OH or (CH2) n NH2, where n is in the range of 1 to 9, provided that at least one of the X groups in each CX3 group is a hydrogen atom.

9. The liquid fuel composition according to claim 1 or 2, wherein the tetraalkylethane compound is 1,1'(1,1,2,2-tetramethyl-1,1-ethanediyl)bis-benzene.

10. The liquid fuel composition according to claim 1 or 2, wherein the tetraalkylethane compound is present in the fuel composition in an amount of 30 ppm to 5000 ppm by weight of the fuel composition.

11. The liquid fuel composition according to claim 1 or 2, wherein the base fuel is a gasoline-based fuel.

12. The liquid fuel composition according to claim 1 or 2, wherein the base fuel comprises less than 10% by volume of aromatic compounds based on total base fuel.

13. The liquid fuel composition according to claim 1 or 2, wherein, based on total base fuel, the base fuel comprises less than 2% by volume of an aromatic compound having nine or more carbon atoms.

14. A method for improving the power output of an internal combustion engine, wherein the method comprises supplying fuel to the engine with a liquid fuel composition according to any one of claims 1 to 13.

15. A method for improving the acceleration of an internal combustion engine, wherein the method comprises supplying fuel to the engine with a liquid fuel composition according to any one of claims 1 to 13.

16. A method for reducing the combustion duration of a liquid fuel composition in an internal combustion engine, the method comprising supplying fuel to the internal combustion engine with the liquid fuel composition according to any one of claims 1 to 13.

17. A method for increasing the flame velocity of a liquid fuel composition in an internal combustion engine, the method comprising supplying fuel to the internal combustion engine with the liquid fuel composition according to any one of claims 1 to 13.

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