Composition for reducing emissions, carbon deposits and fuel consumption

Abstract

A composition is disclosed. The composition is useful for reducing emissions, carbon deposits and fuel consumption when liquid hydrocarbon fuels are combusted. The composition comprises: from 80 to 90 percent (%) by weight of ferrocene; and one or more components selected from the group consisting of behenyl alcohol, hydrogenated cottonseed oil, and magnesium stearate, whereas each of the components (if present) is present in the composition in a maximum quantity of 10% by weight. Generally, at least behenyl alcohol is present, along with at least one of hydrogenated cottonseed oil and magnesium stearate. The composition can be prepared in the form of granulated material, which can be subsequently applied as such or can be modified to another form (e.g. tablets, solutions, etc.). An additive for liquid hydrocarbon fuels is also disclosed.

Claims

1. A fuel composition for reducing emissions, carbon deposits and fuel consumption at liquid hydrocarbon fuels combustion, the fuel composition comprising: 80 to 90 percent by weight of ferrocene; behenyl alcohol; and at least one of hydrogenated cottonseed oil and magnesium stearate; wherein each of the behenyl alcohol, the hydrogenated cottonseed oil and/or the magnesium stearate is present in the composition in an amount up to 10 percent by weight.

2. The fuel composition according to claim 1, comprising 80 percent by weight of the ferrocene, 10 percent by weight of the behenyl alcohol, and 10 percent by weight of the hydrogenated cottonseed oil.

3. The fuel composition according to claim 1, comprising 80 percent by weight of the ferrocene, 5 percent by weight of the behenyl alcohol, 5 percent by weight of the hydrogenated cottonseed oil, and 10 percent by weight of the magnesium stearate.

4. The fuel composition according to claim 1, comprising 85 percent by weight of the ferrocene, 5 percent by weight of the behenyl alcohol, 5 percent by weight of the hydrogenated cottonseed oil, and 5 percent by weight of the magnesium stearate.

5. The fuel composition according to claim 1, comprising 90 percent by weight of the ferrocene, 5 percent by weight of the behenyl alcohol, and 5 percent by weight of the magnesium stearate.

6. An additive for liquid hydrocarbon fuels, the additive comprising the fuel composition according to claim 1.

7. The additive according to claim 6, in the form of a loose granulated material or a pressed tablet.

8. The additive according to claim 6, further defined as a solution comprising the fuel composition according to claim 1 and a liquid hydrocarbon fuel.

9. The additive according to claim 8, comprising 3 to 5 percent by weight of the fuel composition, and the remainder liquid hydrocarbon fuel, wherein the fuel composition is completely dissolved in the liquid hydrocarbon fuel.

10. The additive according to claim 9, wherein the liquid hydrocarbon fuel is selected from liquid hydrocarbon fuels for combustion engines or liquid hydrocarbon fuels for boilers.

11. The additive according to claim 10, wherein the liquid hydrocarbon fuel is selected from the group consisting of gasoline or petrol, diesel oil, paraffin oil, aviation gasoline or aviation petrol, fuel oil, and solvent naphtha.

12. A fuel for combustion engines or liquid fuel boilers, the fuel comprising the fuel composition according to claim 1.

13. The fuel according to claim 12, wherein the fuel is a liquid hydrocarbon fuel, the ratio of the fuel composition to the fuel is in the range of from 1:80 to 1:60 (g:L) gram of the composition (g) to litres of the fuel (L), and the fuel composition is completely dissolved in the fuel.

Description

BRIEF DESCRIPTION OF DRAWINGS

(1) FIG. 1A shows a photo of a FORD Focus diesel motor, mileage 128 000 km, without using the additive.

(2) FIG. 1B shows a photo of the FORD Focus diesel motor after using the additive. 13 tablets of the additive (0.5 g each) were used, fuel consumption 520 l.

(3) FIGS. 2A and 2B show photos of a Seat Leon motor, mileage 325 00 km. 20 tablets of additive (0.5 g each) were used, approximate fuel consumption 800 l.

(4) FIG. 3 shows photos of a diesel locomotive (series 740) motor before and after additive application. The locomotive was in operation 50 days and made over 9000 km.

(5) FIG. 4 shows the consumption difference measured according to example 5, after the additive application.

(6) FIG. 5 shows the decrease of CO emissions after application of the additive according to the present invention (BEP=additive consisting of 80% of Ferrocen, 10% of Behenyl alcohol and 10% of cottonseed oil).

(7) FIG. 6 shows the decrease of solid particles emission when applying the additive according to the present invention (BEP=additive consisting of 80% of Ferrocen, 10% of Behenyl alcohol and 10% of cottonseed oil).

EXAMPLES OF THE PREFERRED EMBODIMENTS OF THE INVENTION

Example 1

(8) The mixture for production of the additive for liquid hydrocarbon fuels according to the present invention is prepared by mixing 80% by weight of Ferrocen, 10% by weight of Behenyl alcohol and 10% by weight of Lubritab. First, of the individual mixture components used are treated by grinding and sifting through a sieve with a sieve diameter of 0.2 mm. Thereafter, they are thoroughly mixed in order to create a homogenous mixture. This granulated material can be subsequently applied as such, or can be processed into another form required (tablets, solution).

Example 2

(9) The mixture for production of the additive for liquid hydrocarbon fuels according to the present invention is prepared in a similar way as in the example 1, with the difference that it contains 80% by weight of Ferrocen, 5% by weight of Behenyl alcohol, 5% by weight of Lubritab and 10% by weight of magnesium stearate.

Example 3

(10) The mixture for production of the additive for liquid hydrocarbon fuels according to the present invention is prepared in a similar way as in the example 1, with the difference that it contains 85% by weight of Ferrocen, 5% by weight of Behenyl alcohol, 5% by weight of Lubritab and 5% by weight of magnesium stearate.

Example 4

(11) The mixture for production of the additive for liquid hydrocarbon fuels according to the present invention is prepared in a similar way as in the example 1, with the difference that it contains 90% by weight of Ferrocen, 5% by weight of Behenyl alcohol, 5% by weight of magnesium stearate.

Example 5

(12) The additive for reducing emissions, carbon deposits and fuel consumption when combusting liquid hydrocarbon fuels and coal in the form of tablets is produced by pressing from above mentioned mixture according to the examples 1 to 4. Pressing conditions: air humidity maximum 30%, room temperature. The weight of the tablet is 0.5 g and the tablet is standardly intended for 40 litres of a liquid hydrocarbon fuel.

Example 6

(13) The additive in the form of a liquid solution is produced by dissolving the mixture according to the examples 1 to 4. 25 g of this mixture are dissolved in 1 litre of a liquid hydrocarbon fuel. Preferably, such a liquid hydrocarbon fuel, in which the liquid solution will be applied, should be used for the dissolving. In case of preparing the additive for petrol, the petrol is used. When application of the additive to diesel oil is intended, the diesel oil is used.

Example 7

(14) Testing of effects of the additive according to the present invention on carbon deposits removal

(15) The so-called carbon deposits are formed when combusting fuel in combustion engines. These deposits are deposited in the area of cylinders, especially on piston heads, valves, plugs and injectors, as well as in EGR valves, catalytic converters and solid particle filters. The deposited carbon acts abrasively. As a consequence of the carbon formation, the engine power is reduced, when the control unit reduces the ignition advance and thus, the fuel dosing is set to a fuel of a lower quality. Wear of inner parts of the engine, especially of piston rings, occurs. Knocking of valves arises.

(16) Summary of the consequences mentioned above reduces the engine power, increases fuel consumption and can lead up to the engine damage.

(17) The additive consisting of 80% of Ferrocen, 10% of Behenyl alcohol and 10% of cottonseed oil was tested in engines of passenger cars and in a locomotive engine.

(18) The check on the motor cleaning effects was made by visual checking before and after the additive application. The engine was opened, alternatively photos of its state were taken by an endoscope. The results are shown in FIGS. 1A, 1B, 2A, 2B, 3.

(19) The visual checking confirmed the additive effect on the engine cleaning.

Example 8

(20) Testing of the additive effects on the reduction of the measured emissions

(21) Evaluation of protocols from exhaust-emission measurement stations when using the additive according to the present invention.

(22) Conditions and parameters in exhaust-emission measurement stations have become considerably tightened for owners of vehicles and machinery that are subject to exhaust-emission measurement checking. In Dec. 19, 2014, the Ministry of Transport approved a regulation changing the Regulation No. 302/2001 of code on technical inspections and exhaust-emission measurements of vehicles. The Regulation of Dec. 19, 2014 came into effect in Jan. 1, 2015 already. A gradual implementation of this Regulation will be completed in 2017 and it will be effective in full. It will not be substantially possible to elude the exhaust-emission measurement; the measurement protocols will be saved in a coded format and sent to a central database. Furthermore, the smoke emission limit for diesel engines was reduced by the value of 0.5 [m.sup.−1]. Nowadays, the absorption coefficient corrected by the limit is stated among others in the so-called vehicle registration paper. This has already caused problems to approximately 25% of vehicle owners. The vehicle owners are primarily interested in the problem whether or not they will meet the exhaust-emission measurement limits of the exhaust-emission measurement stations (MOT). If they do not meet them, they are not allowed to undergo MOT inspection and the vehicle in question is put out of service. That is why we used protocols obtained from testing users of the additive to verify effects of emissions decrease.

(23) We have divided the evaluation into petrol engines, diesel engines without DPF (Diesel Particulate Filter) and diesel engine with DPF. We have selected vehicles older than 6 years which could already have problems to meet the limits. Average values from the obtained protocols are indicated.

(24) A considerable reduction of the measured emissions occurred in all cases. The additive used was composed of 80% of Ferrocen, 10% of Behenyl alcohol and 10% of cottonseed oil.

(25) Petrol Engines

(26) TABLE-US-00001 Without With Difference additive additive in % Idle running CO content (in %) 0.025 0.004 84.00% HC content 62 1 98.39 (unburnt hydrocarbon) (ppm) Increased revolutions HC content (ppm) 0.026 0.004 84.62% HC content (ppm) 57 2 96.49%

(27) Diesel Engines without DPF

(28) TABLE-US-00002 Without With Difference additive additive in % Smoke emission 1.03 0.32 68.93% value [1/m]

(29) Diesel Engines with DPF

(30) TABLE-US-00003 Without With Difference additive additive in % Smoke emission 0.25 0.02 92.00% value [1/m]

Example 9

(31) Test of the additive effects on fuel consumption decrease

(32) The matter of fuel consumption decrease is one of the factors that drivers and vehicle and machine operators are most interested in. But it is a problem to prove this effect as accurately as possible. It is very difficult to create exactly the same conditions when driving a car in the process of testing in order to compare the fuel consumption without using the additive and with the use thereof. In a simplified way it can be stated that the fuel consumption as such depends first of all on where to, with what, how, which way and in which external conditions you are driving. This is almost impossible to be provided in common traffic, not even if you really do your best. Such conditions can be much approached perhaps on a racing track only. But the external influences (temperature, wind, rain) can definitely not be set.

(33) Drivers most often come across the fuel consumption given in litres per 100 km and machine attendants come across it in litres per engine hour. It is an absolute quantity. It is thus a case of measuring the fuel volume per a unit mentioned regardless of the factors mentioned above, which are influencing it.

(34) Use of the specific fuel consumption is the solution of the problem. The specific fuel consumption is a relative quantity. It is a fuel quantity consumed for the work produced. It is quoted in grams of fuel consumed per a kilowatt-hour. The specific fuel consumption varies at different engine revolutions. For that reason, to prove effects of the mixture according to the present invention on a consumption decrease it is necessary to perform measuring at several different engine revolutions.

(35) It is very difficult to carry out such measuring in a vehicle. It would be necessary to install a whole range of measuring apparatuses, to monitor acceleration, altitude height change, etc. Therefore a motor, which is used for an electric energy generation, where the measuring of the specific fuel consumption can be performed best, is the suitable solution. Such measuring was performed on a diesel locomotive with an electric power transfer. The required quantities can be measured on locomotives without their being used on a railway track, so an influence of the railway track conditions and external conditions is eliminated. It is also possible to set the required load and engine revolutions. Electric quantities can be easily read. After taking the fuel circuit out of the fuel tank, even the fuel consumption can be measured accurately. Therefore, this is the most accurate measuring of the additive effects on the fuel consumption, which is possible to perform.

(36) The tests were performed on a locomotive from the product line 740 with the numerical identification 740 899-0 that is operated by LOKOTRANS Service Comp. This locomotive is a four-axle diesel locomotive with an electric power transfer. Before taking the tests, a new power plant was installed in the locomotive, the new power plant being compression ignition engine K 6 S 230 DR that had gone through a required running-up. This engine is a vertical in-line, supercharged, six-cylinder, overhead-valve, water cooled engine with a direct fuel injection.

(37) Measuring equipment: Measuring system developed by LOKOTRANS Service Comp. was used for the tests. This system consists in measuring the fuel consumption with accuracy in grams, the fuel consumption being related to the power generated for traction dynamo that is measured in kWh. The resulting value obtained is the fuel consumption in grams per one kWh. In case of setting the drive position 0 (idle), the measured quantity is the fuel consumption in grams per one hour. During the tests the locomotive was put out of operation and the generated power was led away into a connected resistor.

(38) Test Procedure

(39) The tests were performed in four phases.

(40) Phase 1: The locomotive put out of operation, the measuring system installed. The fuel used: diesel fuel without additive. After reaching the operating temperature of the power plant and of the working fluids, measurement of the consumption was performed with drive positions 0, 4, 6.

(41) Phase 2: The locomotive put into operation, the additive added in fuel in the form of tablets (one tablet contained 0.5 g of additive) in a ratio of 1 tablet of additive to 30 litres of fuel. The locomotive was in operation from Sep. 5, 2014 to Oct. 26, 2014 and 6000 litres of fuel were consumed. The additive composition: 80% of Ferrocen, 10% of Behenyl alcohol and 10% of cottonseed oil.

(42) Phase 3: The locomotive put out of operation, the measuring system installed. Fuel used: diesel fuel with the additive in the ratio of 1 tablet to 30 litres of fuel. After reaching the operating temperature of the power plant and of the working fluids, measurement of the consumption was performed with drive positions 0, 4, 6. The additive composition: 80% of Ferrocen, 10% of Behenyl alcohol and 10% of cottonseed oil.

(43) Phase 4: Evaluation of the measured quantities was performed by comparison of the values measured in Phase 1 and in Phase 3 (saving achieved when using the additive according to the present invention is the result). The obtained results are a part of this evaluation.

(44) Record of Measuring without the Additive

(45) TABLE-US-00004 Fuel Consump- Drive U I P Measuring consump- tion [g/h, position [V] [A] [kW] time [s] tion [g] g/kWh] 0 4 5 0 300 660 7920 4 394 798 314 300 6960 266 6 644 1281 825 120 6440 234

(46) Measuring conditions without the additive: meteorological: cloudless, temperature 15° C., pressure 1010 hPa. Motor operating conditions: water temperature 60° C., oil temperature 60° C., oil pressure 550 kPa at 420 rpm. Oil type: motor-car oil Mogul M7 ADSIII, coolant: water.

(47) Record of Measuring with the Additive

(48) TABLE-US-00005 Fuel Consump- Drive Measuring consump- tion [g/h, position U [V] I [A] P [kW] time [s] tion [g] g/kWh] 0 5 3 0 300 520 6240 4 405 813 329 180 3740 227 6 592 1165 690 120 4880 212

(49) Measuring conditions with the additive: meteorological: cloudless, temperature 8° C., pressure 1025 hPa. Motor operating conditions: water temperature 70° C., oil temperature 65° C., oil pressure 420 kPa at 425 rpm. Oil type: motor-car oil Mogul M7 ADSIII, coolant: water.

(50) Evaluation of Tests of the Additive

(51) TABLE-US-00006 Difference Difference between between Phase 1 and Phase 3 and Phase 3 in Phase 1 in Difference per cents per cents Phase 1 without Phase 3 with between (saving, as (consumption the additive the additive Phase 1 and compared to increase Consumption Consumption Phase 3 in the the original without the Drive position [g/h, g/kWh] [g/h, g/kWh] measured values consumption) additive) 0 7920 6240 −1680 −21.21% 26.92% 4 266 227 −39 −14.66% 17.18% 6 234 212 −22 −9.40% 10.38%

Example 10

(52) Test of Effects of the Additive on CO and PM (Dust Particles) Emissions

(53) The exhaust-emission measuring was performed with the use of a mobile measuring device according to the utility model No. CZ21385 U1. The mobile device was attached to a car by means of a common tow bar. After the mobile device for combustion products draw-off had been connected and started, calibration of the engine exhaust gas analyser was performed according to the instructions of the producer. Volkswagen Transporter was the motor car tested. It is a box-type truck of N1 category (a special breakdown truck). The vehicle was manufactured in 2000 and homologated according to the European Parliament and European Council directive 98/69/ES, so it meets the exhaust emission limits Euro 2. The vehicle went through regular services in an authorized service centre. The car had 158 667 km on the clock before the start of testing. It is propelled by five-cylinder compression ignition engine with supercharging by exhaust turbocharger. The exhaust emission system consists of an oxidation catalytic converter, a central and a rear muffler. The system bears the marks of corrosion, but its tightness is unspoiled. The measuring was made in city traffic and in a non-city traffic round the city of Brno, CZ. The measuring route creating a closed circuit was led on B-roads, non-primary routes and village roads. The total length of the circuit is 11 km. The difference in altitude between the lowest and the highest point of the circuit is 156.5 m.

(54) The introductory measuring (without the added additive) was carried out in May 2016. In the period from June 2016 to September 2016 the vehicle was operated with the addition of the supplied fuel additive composed of 80% of Ferrocen, 10% of Behenyl alcohol and 10% of cottonseed oil and a check measurement was carried out in October 2016. In the period from May 2017 to October 2017 the vehicle was operated again with the addition of the same supplied fuel additive. The final measuring of the exhaust emission was carried out in October 2017. By the end of the experiment the vehicle covered further 5224 km with the agent. During this period 455.44 litres of diesel oil had been refuelled and 16.5 tablets in total had been applied. The measured values of the CO and PM emissions are demonstrated in diagrams in FIGS. 5 and 6 and they clearly prove a significant influence of the additive on the CO and PM emissions decrease.

INDUSTRIAL APPLICABILITY

(55) Granulated material, tablets or a liquid solution produced from the mixture mentioned above can be advantageously used in all liquid hydrocarbon fuels for combustion engines. This mixture in the form of tablets is easy to be dosed into vehicle and machine tanks. It dissolves quickly enough when the fuel is moving in the tank. The fuel gains much better properties in the combustion process. The designed mixture acts as a catalyst of combustion. Besides, a gradual and safe cleaning of inner spaces of boilers and combustion engines, valves, injections, plugs and measuring sensors and the whole of exhaust emission system including catalytic converters and solid particle filters comes about. Also exhaust gas emissions including dust particles measured in Exhaust emission measurement stations are considerably reduced. The vehicle dynamics is improved. The fuel consumption is decreased. When used in stationary tanks without movement of the fuel, the tablets or granulated material must be dissolved first in a small quantity of the fuel and only after their being dissolved, the mixture can be applied into the tank before it being filled. To treat 2000 litres of fuel, 25 g of tablets or granulated material is dissolved in 1 litre of the fuel. The liquid solution made in this way can be applied into the stationary tank before it being filled.