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WO1986000333A1 - Compositions de combustibles - Google Patents

Compositions de combustibles Download PDF

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Publication number
WO1986000333A1
WO1986000333A1 PCT/US1985/001209 US8501209W WO8600333A1 WO 1986000333 A1 WO1986000333 A1 WO 1986000333A1 US 8501209 W US8501209 W US 8501209W WO 8600333 A1 WO8600333 A1 WO 8600333A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
additive
weight
improved
fuels
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US1985/001209
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English (en)
Inventor
Kenneth Mekenon
Timothy J. Tierney
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
EPOCH INTERNATIONAL HOLDING SA
Original Assignee
EPOCH INTERNATIONAL HOLDING SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by EPOCH INTERNATIONAL HOLDING SA filed Critical EPOCH INTERNATIONAL HOLDING SA
Priority to BR8506797A priority Critical patent/BR8506797A/pt
Publication of WO1986000333A1 publication Critical patent/WO1986000333A1/fr
Priority to MW11/86A priority patent/MW1186A1/xx
Priority to DK88886A priority patent/DK88886A/da
Priority to FI860839A priority patent/FI860839A7/fi
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G OR C10K; LIQUIFIED PETROLEUM GAS; USE OF ADDITIVES TO FUELS OR FIRES; FIRE-LIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/16—Hydrocarbons
    • C10L1/1625—Hydrocarbons macromolecular compounds
    • C10L1/1633—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds
    • C10L1/1641—Hydrocarbons macromolecular compounds homo- or copolymers obtained by reactions only involving carbon-to carbon unsaturated bonds from compounds containing aliphatic monomers
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G OR C10K; LIQUIFIED PETROLEUM GAS; USE OF ADDITIVES TO FUELS OR FIRES; FIRE-LIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/143—Organic compounds mixtures of organic macromolecular compounds with organic non-macromolecular compounds
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G OR C10K; LIQUIFIED PETROLEUM GAS; USE OF ADDITIVES TO FUELS OR FIRES; FIRE-LIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/16—Hydrocarbons
    • C10L1/1608—Well defined compounds, e.g. hexane, benzene
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G OR C10K; LIQUIFIED PETROLEUM GAS; USE OF ADDITIVES TO FUELS OR FIRES; FIRE-LIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/18—Organic compounds containing oxygen
    • C10L1/19—Esters ester radical containing compounds; ester ethers; carbonic acid esters
    • C10L1/191—Esters ester radical containing compounds; ester ethers; carbonic acid esters of di- or polyhydroxyalcohols
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G OR C10K; LIQUIFIED PETROLEUM GAS; USE OF ADDITIVES TO FUELS OR FIRES; FIRE-LIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/18—Organic compounds containing oxygen
    • C10L1/192—Macromolecular compounds
    • C10L1/198—Macromolecular compounds obtained otherwise than by reactions involving only carbon-to-carbon unsaturated bonds homo- or copolymers of compounds having one or more unsaturated aliphatic radicals, each having only one carbon to carbon double bond, and at least one being terminated by an acyloxy radical of a saturated carboxylic acid, of carbonic acid
    • C10L1/1985—Macromolecular compounds obtained otherwise than by reactions involving only carbon-to-carbon unsaturated bonds homo- or copolymers of compounds having one or more unsaturated aliphatic radicals, each having only one carbon to carbon double bond, and at least one being terminated by an acyloxy radical of a saturated carboxylic acid, of carbonic acid polyethers, e.g. di- polygylcols and derivatives; ethers - esters
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G OR C10K; LIQUIFIED PETROLEUM GAS; USE OF ADDITIVES TO FUELS OR FIRES; FIRE-LIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/22—Organic compounds containing nitrogen
    • C10L1/222—Organic compounds containing nitrogen containing at least one carbon-to-nitrogen single bond
    • C10L1/2222—(cyclo)aliphatic amines; polyamines (no macromolecular substituent 30C); quaternair ammonium compounds; carbamates
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the present invention is concerned with greatly improved fuel compositions having a number of desirable properties such as significantly increased combustion efficiencies so that the fuels are more economical in use. More particularly, it is concerned with such fuels which are supplemented by minor amounts of certain polyolefins or derivatives thereof; the fuels of the invention include typical hydrocarbon fuels such as gasoline or diesel fuel in combination with an appropriate polyolefin additive, and also emulsified fuels containing substantial fractions of water.
  • additives have been proposed in the past for use with conventional hydrocarbon fuels such as gasoline, diesel fuel or the like.
  • additives have been proposed to remedy specific problems, such as the elimination of knocking through the addition of tetraethyl lead to gasoline.
  • Other agents have also been proposed for the purpose of enhancing combustion efficiency, and hence the work output derived per unit of fuel consumed.
  • Patent No. 2,896,593 relates to a two cycle fuel which includes a mixture of lead-free, straight run gasoline and from about 6-9% by volume polyisobutylene. This combination is said to be particularly useful in two cycle engines, where the polyisobutylene prevents engine fouling.
  • Patent No. 3,753,905 is likewise directed to a two cycle fuel which includes poly- butene along with mineral oil and other additives.
  • Patent No. 3,085,978 is in some respects similar to the last mentioned patent, and teaches the use of polybutene along with a calcium salt of petroleum sulfonic acid in the context of a fuel composition.
  • Patents Nos. 3,909,214 and 3,782,912 describe the use of polyolefins as fuel additives, along with other constituents such as amine salts and the like.
  • none of the above mentioned patents relate specifically to emulsified fuels.
  • the invention resides in the discovery that use of certain types of polyolefinic compounds, typically in relatively minor amounts, gives significantly enhanced combustion efficiencies.
  • an improved fuel essentially free of lubricating oil comprises (and preferably consists essentially of) a combustible hydrocarbon material, and up to about 2.5% (e.g., about 0.1- 2.5%) by weight of a polyolefinic additive.
  • the type and amount of additive serve to increase the work output per unit of fuel obtained using the improved fuel, as compared with the work output per unit of fuel obtained under the same conditions and using the identical fuel except for the absence of the polyolefinic additive therein.
  • the additive is selected from the group consisting of polyolefins having recurring C 2 -C 10 monomers therein (i.e., the monomers contain from 2 to 10 carbon atoms, inclusive), and derivatives of such polyolefins.
  • the hydrocarbon material is selected from the group consisting of liquid hydrocarbons such as the gasolines, diesel fuels and heavy fuel oils of virtually any specific composition and type.
  • the polyolefinic additive (the most preferred polyolefin being polybutene or polyisobutylene) is advantageously present at a level of from about 0.1 to 2% by weight, and most preferably at a level of from about 0.3 to 0.8% by weight.
  • the specific amount of polyolefinic additive to be employed in a particular situation depends upon the hydrocarbon base material being employed, and the desired characteristics in the ultimate polyolef.in-supplemented fuel.
  • polyolefinic additives can be used in the context of the invention. While polyolefins having recurring C 2 -C 10 monomers can be used, the most preferred polyolefins have recurring C 3 -C 6 monomers therein. In addition to the most preferred polybutene additive, additives such as polyethylene, polypropylene, and polypentene can be employed; moreover, the various isomers of the polyolefins find utility in the invention, as well as diolefins and mixed polymers (e.g., co- and terpolymers). Finally, various types of polyolefin derivatives can also be employed, such as polyolefinic substituted with various moieties such as aryl groups and the like.
  • an aromatic compound e.g., toluene
  • another fuel different than the base hydrocarbon e.g., diesel fuel in the case of a gasoline-based fuel.
  • liquid emulsified fuels which broadly include respective quantities of a liquid hydrocarbon combustible fuel, water, at least one surfactant, and an additive selected from the group consisting of polyolefins having recurring C 2 -C 10 monomers therein.
  • the combustible fuel is advantageously selected from the group consisting of the gasolines, diesel fuels and heavy fuel oils, although other possibilities such as the residual oils could also be employed.
  • the combustible fuel component is present at a level of from about 5 to 99% by weight, and more preferably from about 55 to 90% by weight.
  • the water fraction is preferably present at a level of from about 1 to 95% by weight, and most preferably from about 10 to 45% by weight.
  • the polyolefinic additive should be present at a level of up to about 2.5% by weight, and more preferably at a level of from about 0.1 to 2% by weight.
  • surfactants can be employed in the invention, in order to produce stable emulsions having good handling and combus tion characteristics.
  • one or more surfactants can be used, although in practice it has been found that a combination of surfactants is best suited to the purposes of the invention.
  • the surfactants should be present at a level of up to about 5% by weight, but in this case the prime consideration is one of cost. That is to say, an excess amount of surfactants may not deleteriously affect the characteristics of the fuel, but would be impractical from an economic standpoint.
  • the single Figure is a plot obtained during the tests described in Example I and illustrates the gain in horsepower/unit of fuel obtained with the improved fuels of the invention, and also that in the case of the indoline hydrocarbon fuel use of polybutene at a level above about 1% by weight is disadvantageous.
  • the selected polyolefin additive is simply mixed with the hydrocarbon base fuel material at the desired level of addition.
  • the most preferred hydrocarbon bases are the gasolines and diesel fuels (particularly #2 diesel fuel), whereas the poleolefin additive is most preferably polybutene.
  • the polybutene should be dispersible in the hydrocarbon fuel being used, and advantageously has an average molecular weight of from about 500 to 2,000, and includes recurring isobutane monomers and a terminal olefinic group.
  • One particular commercially available polybutene used to good effect in the invention is commercialized by the Chevron Chemical Co.
  • Polybutene Grade 24 This material is a pale colored, chemically inert oily liquid of moderate to high viscosity and tackiness. The chemical and physical properties of this product are set forth in a publication from the manufacturer entitled “Technical Data Sheet Chevron Polybutenes” dated November 13, 1981. This data sheet is expressly incorporated by reference herein. Briefly, however, the polybutene Grade 24 material has a specific gravity at 15/15° C. of 0.898 (ASTM D 287), a density at 15/15° C. of 7.48 pounds per gallon and an average molecular weight (Mechrolab Osmometer) of 950.
  • the presently most preferred non-emulsified fuel composition consists essentially of about 99.5% of base hydrocarbon fuel, particularly gasoline or #2 diesel oil, along with 0.5% of polybutene admixed therein.
  • the most preferred fuels include the polybutene Grade 24 additive described above, along with a substantial fraction of water in order to form a water- in-fuel emulsion.
  • the presently preferred hydrocarbon base fuels include members taken from the group consisting of the gasolines, diesel fuels and heavy fuel oils.
  • the most preferred combination includes respective minor amounts of three eraulsifiers, namely: "TOXIMUL D", an anionic/nonionic blend emulsifier sold by the Stepan Chemical Co. and identified as calcium dodecyl benzene sulfonate/alkyl phenoxy polyoxy- ethylene ethanol blend, "Ammonyx LO” , sold by Onyx Chemical Co. and identified as dodecyldimethyl- amine oxide; and "Atpet-200” sold by ICI Americas and identifed as a sorbitan tallate.
  • various other kinds of surfactants can be used to good effect in the invention, such as "Z-MAZ 90" sold by Mazer Chemical Co.
  • the preferred emulsifier blend may have applicability in other types of emulsified fuels which do not contain the olefinic additive hereof.
  • the following table sets forth the constituents of the especially preferred emulsified fuels in accordance with the invention, along with the most preferred levels of use thereof and appropriate ranges:
  • the test program included addition of polybutene (Polybutene grade 24 purchased from the Chevron Chemicals Co. of San Francisco, California) at levels ranging from 0.25% to 2% by weight, to the Indoline test fuel to obtain ratios of work output/fuel consumed at standard engine RPM and torque load levels.
  • Engine RPM was measured and monitored by digital pulse counter from about 700 RPM to maximum of 3,000 RPM.
  • Torque load was held at 52.5 ft-lbs.
  • a level of 0.3% by weight polybutene was selected for testing at three RPM levels (1,500, 2,000, 2,500) and 52.5 ft-lbs. of torque.
  • Example 1 In order to quantitatively confirm the results obtained in Example 1 and to more fully establish the viability of additive-supplemented distillate hydrocarbon fuels having a major proportion of a hydrocarbon base fuel distilling within the gasoline distillation range, consumption tests were conducted at Jarama Race Track in Madrid, Spain. Tests were conducted by, and all drivers certified by, the Real Automobil Club de Espana.
  • Test A was conducted by driving a 1978
  • Daimler Jaguar with a six cylinder engine engine was recently installed new and has less than six months usage having a bore of 92.07 mm, a stroke of 106 mm, and displacement of 4.2 liters, for a duration of approximately ten liters fuel consumption.
  • the Jaguar was first tested using straight 98 octane gasoline and then compared against additive-supplemented 90 octane gasoline containing 0.5% polybutene. Data is listed in Table III and, in the opinion of the test driver, results obtained with the additive-supplemented fuels were "spectacular.”
  • Test B was conducted by driving a 1982 Datsun, model 280ZX, with an engine having a bore of 3.386 mm, a stroke of 79 mm, and displacement of 2.8 liters, and equipped with 5-speed transmission and electronically controlled fuel injection.. The auto was driven at the top speed possible for a duration of approximately ten liters fuel consumption.
  • the Datsun was first tested on standard 98 octane gasoline and then compared against additive-supplemented (0.5% by weight polybutene) 90 octane gasoline. The data is set forth in Table III. It should be noted that both cars will not operate on standard 90 octane gasoline without additive supplementation due to detonation ("knocking" or "pinging").
  • Another test involved a qualitative comparison of detonation effects between 98 octane and additive-supplemented (0.5% by weight polybutene) 90 octane gasolines using a new Honda, model VF-1000, 1.0 liter, four cycle test motorcycle at Jarama Race Track in Madrid, Spain. The motorcycle was found to detonate using 98 octane gasoline at high temperatures whereas no detonation occurred at high temperatures with the additive-supplemented, 90 octane gasoline.
  • Test 1 measured comparative fuel consumption of straight GAS-OIL A and the emulsified GAS-OIL A during operation of a Diter, D302.1, 16 HP, one cylinder diesel engine with a displacement of 745 cc used to power constant load water pump at 2,300 RPM.
  • Test 2 compared fuel consumption of straight GAS-OIL A and emulsified GAS-OIL A while operating a four cylinder, Mercedes 200D diesel engine. It was evident during Test 2 that the Mercedes produced more power while consuming emulsified GAS-OIL A as opposed to GAS-OIL A without emulsion although the amount was not quantitatively measured. Consumption results are set forth below:
  • Tests were conducted to determine the general characteristics of emulsified distillate fuels in a conventional fuel handling system such as a boiler or furnace. Factors considered were pumpability, filterability, ignitability and flare stability.
  • Equipment used was a Century Type Jl oil burner assembly with a Sundstrand fuel pump and Marathon Model T2742 motor. The assembly was modified by the addition of a horizontal, 3 foot long, 5 inch diameter pipe equipped with 2 foot long, 8 inch diameter vertical chamber, and a 5 foot long, 5 inch diameter chimney at the outlet end of the horizontal pipe.
  • a 1/2 inch diameter, horizontal water pipe was installed through the vertical chamber to permit water to be introduced through the pipe without direct flame impingement against the water pipe, and to measure water inlet and outlet temperatures.
  • fuel (2) is an emulsion containing 15% by weight water, 0.5% by weight polybutene, the same emulsifiers and amounts as fuel (1), and 82.5% #2 diesel fuel
  • fuel (3) is straight #2 diesel fuel
  • fuel (4) is identical with fuel (1) except that the polybutene is eliminated and 78% by weight #2 diesel fuel is present.
  • the boiler was brought up to pressure on minimum fire with the fuel bypass modulator valve locked in the minimum position. Approximately six minutes after high pressure shut down, the boiler was filled with water until the pump was shut off by the high level switch. The water flowmeter was then reset to zero and the fuel level measured. The boiler was allowed to fire automatically by the high and low steam pressure switches through four complete cycles. At approximately six minutes after high pressure shut down on the fourth firing cycle, the boiler was again filled and final measurements taken of the fuel level and water meter reading.
  • CO 2 increased from 11%, firing #2 diesel fuel (reference fuel), to 12.5%, firing emulsified diesel fuel (same as fuel (1), Table IV) indicating increased combustion efficiency.
  • the fire became unstable when switched to emulsified fuel because, according to the Testing Engineer, there was insufficient excess air (oxygen) to support combustion. Excess air was opened to approximately maximum (supporting more than 3MM BTU/hour combustion), and fuel flow rate was reduced to minimum (approximately 1.2MM BTU/hour) and there was still insufficient air to support combustion. This indicates that the emulsified fuel of the invention had a combustion efficiency greatly in excess of straight #2 diesel fuel.
  • Emulsion #1 20% by weight water, 0.5% by weight polybutene, 2.0% by weight emulsifiers (0.75% by weight T-MULZ-D,
  • Emulsion #2 20% by weight water, 0.5% by weight polybutene, 2.0% by weight emulsification agents (same makeup as Emulsion #1) and 77.5% by wegiht GAS-OIL B - pH - 7.5 Viscosity at 37.8°C - 5.4 cSt
  • Emulsion #3 20% by weight water, 0.5% by weight polybutene, 2.0% by weight emulsifica- tion agents (same makeup as Emulsion # 1) and 77.5% by weight GAS-OIL C - pH - 7.7
  • Emulsion #4 20% by weight water, 0.5% by weight polybutene, 2.0% by weight emulsification agents (same makeup as Emulsion #1) and 77.5% by weight residual fuel oil - Viscosity at 37.8°C - 580.4 cSt Viscosity at 50.0°C - 331E
  • a qualitative comparison of the quantity of sulphur in combustion gases of emulsified and non-emulsified fuel oils was made by sequentially burning various grades of fuel oils in a dish. A 5 inch diameter tube, 1 1/2 foot long was placed over the flame to act as flue stock. Porous filter papers soaked with potassium permanganate solution were placed over the tub ⁇ for one minute. A bleaching of these papers would indicate the presence of sulphur in the combistior. gases.

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  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Organic Chemistry (AREA)
  • Liquid Carbonaceous Fuels (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)
  • Emulsifying, Dispersing, Foam-Producing Or Wetting Agents (AREA)
  • Solid Fuels And Fuel-Associated Substances (AREA)

Abstract

Des combustibles améliorés ayant des rendements de combustion considérablement accrus, des taux d'octane avantageux et des émissions de substances polluantes réduites sont obtenus; on ajoute à ces combustibles améliorés une petite quantité d'un additif polyoléfinique contenant des moitiés monomères C2-C10 récurrentes. Les combustibles comprennent de préférence un hydrocarbure liquide tel que de l'essence ou du diesel, jusqu'à environ 2,5% en poids de polyoléfine, ou dans certains cas un dérivé de polyoléfine. L'additif préféré pour une utilisation dans le combustible de l'invention est le polybutène. Des combustibles stables émulsifiés sont également obtenus et comprennent des fractions respectives d'eau, d'hydrocarbures combustibles liquides, un ou plusieurs agents tensio-actifs et un additif de polyoléfine. Des résultats de tests ont démontré que les carburants de l'invention ont un rendement de travail supérieur par livre de carburant si on les compare à des carburants non modifiés. La présence de polyoléfines dans le carburant est sensée générer des réactions analogues au craquage pendant la combustion des compositions combustibles, produisant des chaleurs exothermiques de réaction qui viennent s'ajouter aux valeurs calorifiques obtenues des combustibles; dans le cas de combustibles émulsifiés par exemple, ce facteur est sensé compenser la perte calorifique potentielle représentée par la présence de quantités significatives d'eau.
PCT/US1985/001209 1984-06-27 1985-06-26 Compositions de combustibles Ceased WO1986000333A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
BR8506797A BR8506797A (pt) 1984-06-27 1985-06-26 Composicoes combustiveis
MW11/86A MW1186A1 (en) 1984-06-27 1986-02-21 Fuel compositions
DK88886A DK88886A (da) 1984-06-27 1986-02-26 Motorbraendstof
FI860839A FI860839A7 (fi) 1984-06-27 1986-02-27 Braenslekompositioner.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US62504584A 1984-06-27 1984-06-27
US625,045 1984-06-27

Publications (1)

Publication Number Publication Date
WO1986000333A1 true WO1986000333A1 (fr) 1986-01-16

Family

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PCT/US1985/001209 Ceased WO1986000333A1 (fr) 1984-06-27 1985-06-26 Compositions de combustibles

Country Status (13)

Country Link
EP (1) EP0191033A4 (fr)
JP (1) JPS62500525A (fr)
AU (1) AU4608585A (fr)
BR (1) BR8506797A (fr)
DK (1) DK88886A (fr)
ES (1) ES8609441A1 (fr)
FI (1) FI860839A7 (fr)
HU (1) HUT40156A (fr)
MW (1) MW1186A1 (fr)
NO (1) NO860669L (fr)
OA (1) OA08217A (fr)
RO (1) RO95015A (fr)
WO (1) WO1986000333A1 (fr)

Cited By (8)

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Publication number Priority date Publication date Assignee Title
WO1993001259A1 (fr) * 1991-07-02 1993-01-21 Exxon Chemical Patents Inc. Traitement pour carburant
WO1993001260A1 (fr) * 1991-07-02 1993-01-21 Exxon Chemical Patents, Inc. Traitement pour carburant
WO1998054274A1 (fr) * 1997-05-30 1998-12-03 Ju Heung Sung Combustible emulsifie
ES2140350A1 (es) * 1998-06-30 2000-02-16 I Feliu Tomas Coll Un aditivo para realizar emulsiones estables de agua con aceites o grasas en forma de emulsiones o carburantes y utilizacion de dicho aditivo.
GB2364325A (en) * 2000-04-03 2002-01-23 World Rubber Ltd Calorific enhancer
DE10046678A1 (de) * 2000-07-12 2002-02-07 Oleg Murashov Kraftstoff
WO2020124034A1 (fr) * 2018-12-15 2020-06-18 Hka Hydrofuel, Llc Compositions de carburant
US20220389339A1 (en) * 2019-10-22 2022-12-08 Shell Oil Company Method for reducing intake valve deposits

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Publication number Priority date Publication date Assignee Title
GB8710955D0 (en) * 1987-05-08 1987-06-10 Shell Int Research Gasoline composition

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RO95015A (fr) 1988-09-15
JPS62500525A (ja) 1987-03-05
FI860839A0 (fi) 1986-02-27
HUT40156A (en) 1986-11-28
AU4608585A (en) 1986-01-24
BR8506797A (pt) 1986-11-25
DK88886A (da) 1986-04-24
EP0191033A4 (fr) 1986-11-05
EP0191033A1 (fr) 1986-08-20
ES8609441A1 (es) 1986-09-01
FI860839A7 (fi) 1986-02-27
OA08217A (en) 1987-10-30
MW1186A1 (en) 1987-05-13
ES544573A0 (es) 1986-09-01
NO860669L (no) 1986-04-25
DK88886D0 (da) 1986-02-26

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