JP2006104301A - Fuel oil additive, fuel oil composition to which the fuel oil additive is added, and cycle fluctuation stabilization method for internal combustion engine using the fuel oil composition - Google Patents

Abstract

A fuel oil additive capable of efficiently stabilizing cycle fluctuations in the flow in a combustion chamber of an internal combustion engine and being excellent in environmental suitability, regardless of the configuration and type, and the fuel oil additive contained therein And a method for stabilizing cycle fluctuations in an internal combustion engine using the fuel oil composition.
A fuel oil additive used for stabilizing cycle fluctuations in an internal combustion engine, comprising a compound containing nitrogen and oxygen, and containing the fuel oil additive And a cycle fluctuation stabilization method for an internal combustion engine using the fuel oil composition.
[Selection figure] None

Description

  The present invention relates to a fuel oil additive that stabilizes cycle fluctuations in an internal combustion engine such as a lean burn engine or a premixed compression mixed self-ignition engine, a fuel oil composition to which the fuel oil additive is added, and the fuel oil The present invention relates to a method for stabilizing cycle fluctuations of an internal combustion engine using a composition.

  In general, an internal combustion engine engine is a fuel that mixes fuel such as gasoline, light oil, and LPG (Liquefied Petroleum Gas) with air at an appropriate ratio, and burns in the engine to convert the energy generated into power. It is. A typical example of such an internal combustion engine that performs compression self-ignition is a diesel engine, and the air in the combustion chamber is highly compressed by raising the piston in the compression process to raise the temperature and directly spray light oil as fuel. By adopting this method, a method of driving the engine by self-ignition combustion is adopted, and it is widely used by being mounted on automobiles and the like. A gasoline engine that ignites a fuel-air mixture with an ignition spark generated by an ignition plug is also a typical internal combustion engine.

In this diesel engine, exhaust gas contains a large amount of environmental pollutants such as nitrogen oxide (NO _x ) and particulate matter (PM). There has been proposed a method of collecting and burning by providing an object collecting device (Diesel Particulate Filter: DPF). On the other hand, the premixed compression mixed self-ignition engine was developed as an improvement of the internal combustion engine configuration itself. This premixed compression mixed self-ignition engine is used from the beginning of the intake stroke to the middle stage of the compression stroke. In this engine, fuel is injected into a cylinder, the injected fuel is vaporized and mixed in a compression stroke, and is ignited and combusted by spontaneous ignition at the end of the compression stroke. Further, this premixed compression mixed self-ignition engine is characterized in that the combustion temperature does not become high because the fuel and air are burned in a uniformly and leanly mixed state. _Since the generation of _x and PM can be greatly reduced and the combustion speed is high, it is possible to operate at a high compression ratio.

Further, as a recent internal combustion engine, a lean burn engine has been developed and put into practical use from the viewpoint of improving combustion efficiency and preventing global warming by carbon dioxide (CO ₂ : carbon dioxide), particularly in an internal combustion engine for automobiles. Has been. This lean burn engine burns fuel by controlling the ratio of air and fuel (air-fuel ratio: air A / fuel F) to the lean side, that is, the oxygen concentration becomes excessive.

On the other hand, the internal combustion engine has developed into a cycle fluctuation of the flow in the combustion chamber due to flow deformation and combustion fluctuation in the cylinder of the engine, and when this cycle fluctuation becomes large, the fuel consumption decreases. There was a problem.
In particular, the premixed compression self-ignition engine described above has a problem that the ignition timing fluctuates, which also makes it difficult to perform stable operation. As a result, the lean limit of the lean burn region is narrowed, which makes it impossible to perform stable operation.

In order to stabilize the cycle fluctuation in such an internal combustion engine, three methods are roughly divided. First, as a first means, the structure of an internal combustion engine is improved. Regarding an intake device of an internal combustion engine, a main intake port communicating with the cylinder and a communication portion between the main intake port and the cylinder With regard to a technique for improving the structure of a sub-intake port connected to the vicinity and a fuel injection device that directly injects fuel into a cylinder of an internal combustion engine, the structure of the fuel injection is improved so that one per cycle of the internal combustion engine. The technique regarding the fuel-injection apparatus performed in one time or divided into several times was provided (patent document 1 and patent document 2).
The second means relates to fuel oil for engines. The content of methane, ethane, the content of propane, the octane number of the research method, and the gas density at 15 ° C. The technique about the gas composition which makes a specific range was provided (for example, patent document 3).
The third means relates to an additive to be added to the fuel oil, and a technique relating to a calcium (Ca) or potassium (K) based metal fuel oil additive has been provided (for example, non- Patent Document 1).

JP-A-8-74582 JP 2000-265918 A Japanese Patent Laid-Open No. 10-121070 `` Combustion Science and Technology., Vol.52, No.4 / 6 '' 1987, p.427-446

  However, with respect to improving the structure of the internal combustion engine as disclosed in Patent Document 1 and Patent Document 2, the structure of the internal combustion engine becomes complicated and the internal combustion engine is already installed. Thus, it has been very difficult to retrofit such an intake device and a fuel injection device. Further, while the gas composition disclosed in Patent Document 3 is a fuel for a gas engine whose main component is methane, it has been impossible to apply this technique as it is to a liquid fuel. The metallic fuel oil additive as disclosed in Non-Patent Document 1 is attached in order to prevent environmental pollution due to metal components mixed in exhaust gas and to prevent this environmental pollution. Problems have arisen in the after-treatment of the apparatus, and metal components are clogged in the engine system. Therefore, in the past, no actual results have been obtained for any of the studies relating to the stabilization of cycle fluctuations in an internal combustion engine.

  Therefore, the object of the present invention is not influenced by the configuration or type, and can efficiently stabilize cycle fluctuations of the flow in the combustion chamber of the internal combustion engine, and is also excellent in environmental suitability. An object of the present invention is to provide a fuel oil composition containing an agent and a method for stabilizing cycle fluctuations of an internal combustion engine using the fuel oil composition.

  In order to achieve the above-mentioned object, the fuel oil additive of the present invention is a fuel oil additive used for stabilizing cycle fluctuations in an internal combustion engine, and is composed of a compound containing nitrogen and oxygen. And

The present invention is used to stabilize cycle fluctuations in an internal combustion engine, and is composed of a compound containing nitrogen and oxygen. Therefore, by adding it to the fuel oil of various internal combustion engines, it depends on the type and configuration of the internal combustion engine. Therefore, cycle fluctuations in the flow in the combustion chamber when the internal combustion engine is operated can be stabilized efficiently.
In addition, since the fuel oil additive does not contain a metal component, the metal component is not mixed into the exhaust gas and the environmental suitability is good, and further, the metal component is not clogged in the engine system path, It is possible to improve the combustion efficiency of the internal combustion engine and improve the fuel consumption.

In the fuel oil additive of the present invention, the compound containing nitrogen and oxygen is a nitro compound, a nitroso compound, a nitroamine compound, a nitrosamine compound, a nitrate compound, a nitrite compound, an oxime compound, an amide compound, and an imide compound. It is preferable that it is 1 type, or 2 or more types selected from the group which consists of.
According to the present invention, since the specific compound is selected as the compound containing nitrogen and oxygen constituting the fuel oil additive, cycle fluctuations of the internal combustion engine can be stabilized more efficiently. In addition, these compounds may be used individually by 1 type, and may be used in combination of 2 or more types of these.

The fuel oil composition of the present invention is characterized in that the fuel oil additive described above is added to the fuel oil, and the fuel oil additive described above is within a range of 300 to 3000 ppm with respect to the fuel oil. It is preferable to add.
Since the fuel oil composition of the present invention is obtained by adding the fuel oil additive of the present invention to the fuel oil, it becomes a fuel oil composition that enjoys the actions and effects exhibited by the fuel oil additive. Cycle fluctuation can be stabilized efficiently. In addition, the fuel oil composition has good environmental characteristics, good combustion efficiency of the internal combustion engine, and improved fuel efficiency.
And the effect which such a fuel oil composition show | plays will be exhibited more suitably by adding a fuel oil additive within the range of 300-3000 ppm with respect to fuel oil.

The method for stabilizing cycle fluctuations of an internal combustion engine according to the present invention is characterized in that the above-described fuel oil composition is applied as a fuel for an internal combustion engine.
According to the present invention, when the internal combustion engine is operated, the above-described fuel oil composition of the present invention is applied as the fuel. Therefore, the flow fluctuation, the combustion fluctuation, and the internal pressure increase when the internal combustion engine is operated. As a result, the internal combustion engine can be operated with excellent combustion efficiency or fuel efficiency.

  According to the cycle fluctuation stabilization method for an internal combustion engine of the present invention, the internal combustion engine is preferably a lean burn engine or a premixed compression self-ignition engine, and these engines are used as the internal combustion engine. Even if it is adopted, cycle fluctuations can be stabilized.

  The fuel oil additive of the present invention is a fuel oil additive (fuel oil additive for stabilizing cycle fluctuations in an internal combustion engine) used for stabilizing cycle fluctuations in an internal combustion engine, specifically nitrogen and oxygen. A fuel oil additive comprising a compound containing

  Here, the compound containing nitrogen and oxygen constituting the fuel oil additive of the present invention is not particularly limited, but compounds represented by the following formulas (I) to (IX) may be used. By selecting these preferable compounds, cycle fluctuations of the internal combustion engine can be more efficiently stabilized. In addition, the fuel oil additive of the present invention may be used alone as one of the compounds represented by the above formulas (I) to (IX), or in combination of two or more of these. May be.

Here, in the following formulas (I) to (IX), R _{1 to} R ₄ all represent a hydrogen atom (H) or a hydrocarbon group having 1 to 20 carbon atoms. The group may be a straight chain structure or a branched structure, and a mixture of both structures. Moreover, this hydrocarbon group may contain a hydrogen atom, an oxygen atom (O), and a nitrogen atom (N). Incidentally, the determination of the number of carbon atoms in the case of the hydrocarbon group R ₁ to R ₄ may be suitably determined so dissolved in the fuel oil additive subject, also, R ₁ to R ₄ are, naphthene structures and aromatherapy If it does not have a structure, it becomes a fuel oil additive having excellent exhaust gas properties, which is preferable.

(1) Nitro compounds:

(2) Nitroso compounds:

(3) Nitroamine compounds:

(4) Nitrosamine compounds:

(5) Nitrate ester compounds:

(6) Nitrite compound:

(7) Oxime compound:

(8) Amide compound:

(9) Imide compound:

  In addition, as the compounds represented by the formulas (I) to (IX), naturally occurring compounds may be used, or artificially synthesized compounds may be used. As a method for synthesizing these compounds, a conventionally known method may be used.

The fuel oil additive of the present invention is used for stabilizing cycle fluctuations in an internal combustion engine, and is composed of a compound containing nitrogen and oxygen. Regardless of the configuration, it is possible to efficiently stabilize cycle fluctuations in the flow in the combustion chamber when the internal combustion engine is operated.
In addition, since the fuel oil additive does not contain a metal component, the metal component is not mixed into the exhaust gas and the environmental suitability is good, and the metal component is not clogged in the engine system path. It is possible to improve the combustion efficiency of the internal combustion engine and improve the fuel consumption.

  The method for applying the fuel oil additive of the present invention is not particularly limited, and may be added directly to the fuel oil as a base material. Also, carboxylic acid-based, alcohol-based, aldehyde-based, ketone-based, Ether, ester, amine, amide, nitrile, nitro, aromatic, alkylaromatic, heteroaromatic, kerosene, light oil, etc., optionally diluted with fuel oil and added to fuel oil You may make it do.

  Here, as the fuel oil to be used, various hydrocarbon fuel oils can be used, but a light oil fraction, gasoline, A heavy oil, cracked light oil, or the like can be used.

  Further, the light oil fraction as the fuel oil is, for example, a so-called JIS No. 1 diesel oil or JIS No. 2 diesel oil having a boiling point of 180 to 380 ° C. and defined in JIS K2204 as a petroleum fraction used as a fuel for a diesel engine. The light oil fraction having the standard as JIS No. 3 light oil can be used, and if such a light oil fraction is used, the operation and effect exhibited by the fuel oil additive of the present invention can be efficiently exhibited. . In particular, it is preferable to use JIS No. 2 diesel oil.

  The fuel oil composition of the present invention is a fuel oil composition that enjoys the functions and effects of the fuel oil additive described above by adding the fuel oil additive described above to the fuel oil. Can be efficiently stabilized. In addition, the fuel oil composition has good environmental characteristics, good combustion efficiency of the internal combustion engine, and can improve fuel consumption.

  In the fuel oil composition of the present invention, the amount of the fuel oil additive added to the fuel oil is preferably 30000 ppm or less, particularly preferably 300 to 3000 ppm. . By adding within the range with respect to fuel oil, it becomes a fuel oil composition which enjoys efficiently the effect and effect which the above-mentioned fuel oil additive has. On the other hand, if the addition amount is less than 300 ppm, the addition amount may be too small to stabilize the cycle fluctuation in the internal combustion engine, and if the addition amount exceeds 3000 ppm, the cycle of the internal combustion engine commensurate with the addition amount may occur. In addition to being unable to obtain the effect of stabilizing the fluctuation, the additive accumulates as ash in the path of the internal combustion engine or the like, which may cause a reduction in fuel consumption in the internal combustion engine.

The fuel oil composition of the present invention has various additives conventionally used in fuel oils for internal combustion engines, such as stabilizers, rust inhibitors and corrosion inhibitors, for the purpose of improving fuel performance. Antifoaming agents, antioxidants, cetane number improvers, lubricants, metal deactivators, demulsifiers, combustion accelerators, low temperature fluidity improvers, engine internal cleaners, dyes / identifiers, etc. It is possible to add in the range which does not disturb the effect.
Moreover, when fuel oil is light oil, the following can be mentioned as a specific example of each said additive.

Examples of the stabilizer include ethylene glycols, alcohols, glycerins, and derivatives thereof.
Examples of the rust inhibitor / corrosion inhibitor include carboxylates, sulfonates, phosphates, alkyl phosphates, amine phosphates, fatty acid amines, fatty acid esters, and derivatives thereof.
Examples of the antifoaming agent include polysilicones, esters, silicone oils, alcohols, polyacrylates, and derivatives thereof.

Examples of the antioxidant include amine compounds such as phenylenediamine, alkylphenols such as butylphenol, alkyl mercaptan compounds, phenylene sulfide, and derivatives thereof.
Examples of the cetane number improver include alkyl nitrate esters, peroxides, and derivatives thereof.
Examples of the lubricant include polymer fatty acid glycerides, higher alcohols, fatty acid esters, fatty amines, fats and oils, fat and oil polymers, sulfurized fats and oils, and derivatives thereof.

Furthermore, examples of the metal deactivator include monoamines, polyamines, amino alcohols, aminophenols, anthranilic acids, hydroxylamines, carbazides, phosphoric acid compounds, urea compounds, hydroxy acid compounds, salicylidene. Examples thereof include compounds and derivatives thereof.
Examples of the demulsifier include polysilicones, esters, silicone oils, organic fluorine compounds, and derivatives thereof.
Examples of the combustion accelerating aid include alkali metal compounds, alkaline earth metal compounds, naphthenates, sulfonates, polyethylene etheramines, sorbitan esters, organic peroxide compounds, and derivatives thereof. Is mentioned.

Examples of the low temperature fluidity improver include ethylene-vinyl acetate copolymers, ethylene-alkyl acrylate copolymers, chlorinated polyethylenes, polyalkyl acrylates, alkenyl succinamides, and derivatives thereof. Is mentioned.
Examples of the detergent inside the engine include succinimides, succinamides, nonionic surfactants and derivatives thereof.
Examples of the dye / identifying agent include azo dyes, coumarins and derivatives thereof.

  As a method of using the fuel oil composition of the present invention, it can be applied as a fuel for an internal combustion engine in order to stabilize cycle fluctuations in the operation of various engines (internal combustion engine) consisting of an internal combustion engine. Therefore, it is possible to stabilize the flow fluctuation, the combustion fluctuation, and the cycle fluctuation due to the increase in internal pressure when the internal combustion engine is operated, and as a result, it is possible to operate the internal combustion engine excellent in combustion efficiency or fuel consumption. .

  Here, the applicable internal combustion engine is not particularly limited, but in addition to a diesel engine, a lean burn engine, a premixed compression self-ignition engine, a spark ignition gasoline engine, an electric motor, etc., which have been attracting attention in recent years, are used in combination. It can also be applied to a hybrid engine.

  Here, as described above, the lean burn engine is in a state (lean state) that is thinner than the optimum air-fuel ratio (theoretical air-fuel ratio: usually air A / fuel F is 14.7 / 1) for combustion. ) Is an internal combustion engine that employs a combustion method. In general, when the amount of gasoline is less than the stoichiometric air-fuel ratio, there is a problem that the combustion state is difficult to stabilize, whereas the lean burn engine is a combustion chamber inside the internal combustion engine and the intake air By improving the port so that air and fuel oil are evenly mixed, the combustion state is stabilized.

  The premixed compression self-ignition engine is a so-called HCCI engine (Homogeneous Charge Compression Ignition Engine) engine, which injects fuel into the engine compartment at the beginning of the intake stroke. Are vaporized and mixed in the compression stroke, and ignited and combusted by spontaneous ignition at the end of the compression stroke. Therefore, in the engine room, fuel and air are burned in a state where the fuel and air are mixed uniformly and leanly, and the combustion temperature does not become high. The premixed compression self-ignition engine can stabilize the generation of NOx and PM as compared with the conventional diesel engine because the combustion temperature does not become high. Moreover, since it can be operated at a high compression ratio, it is highly efficient. It is close to a spark ignition engine (gasoline engine) in that a premixed gas is used as fuel, while it is close to a compression ignition engine (diesel engine) in that combustion is started by spontaneous ignition.

  By applying the fuel oil composition of the present invention to such a lean burn engine as a fuel, flow fluctuations, combustion fluctuations, and cycle fluctuations due to an increase in internal pressure when these engines are operated are stably stabilized. Can be Further, this makes the engine operation excellent in combustion efficiency or fuel consumption, and makes it possible to maximize the performance of these engines.

  EXAMPLES Next, although an Example and a comparative example are given and this invention is demonstrated in more detail, this invention is not restrict | limited at all to description content, such as these Examples.

[Example 1]
Preparation of fuel oil composition (1):
As a fuel oil additive, n-C ₆ nitrite (manufactured by Tokyo Chemicals Co., Ltd.) is added in an amount of 0.3% by mass (3000 ppm) based on the fuel oil n-C ₇ fuel oil. A fuel oil composition was prepared.

[Example 2]
Preparation of fuel oil composition (2):
The fuel of the present invention was added by adding 0.3 mass% (3000 ppm) of nC ₆ nitrite (manufactured by Tokyo Chemicals Co., Ltd.) as a fuel oil additive to JIS No. 2 gas oil as a fuel oil. An oil composition was prepared.

[Example 3]
Preparation of fuel oil composition (3):
The fuel oil composition of the present invention is added by adding 0.3% by mass (3000 ppm) of 2-ethylhexyl nitrate (produced by Ethyl Japan), which is a fuel oil additive, to JIS No. 2 gas oil, which is a fuel oil. Prepared.

[Example 4]
Preparation of fuel oil composition (4):
16.8% by mass (168000 ppm) of diethylene glycol dimethyl ether (manufactured by Toho Chemical Industry Co., Ltd.), which is a fuel oil additive, is added to JIS No. 2 gas oil, which is a fuel oil, and n is a fuel oil additive. -C ₆ nitrite (Tokyo Chemicals Co., Ltd.) 0.3 wt% (3000 ppm) was added, the fuel oil composition of the present invention was prepared.

[Comparative Example 1]
In Example 4, except for not adding n-C ₆ nitrite is a fuel oil additive by using the same method as in Example 4 to obtain a fuel oil composition.

[Test Example 1]
The engine in the case where the fuel oil compositions of Examples 1 to 4 and Comparative Example 1 obtained as described above were operated under the following operating conditions using a direct injection four-cylinder diesel engine having the following specifications. The effect of stabilizing the cycle fluctuation was confirmed. Here, as the index, the standard deviation regarding the maximum cylinder pressure (kPa) and the maximum cylinder pressure increase rate (kPa / deg) related to the internal pressure in the engine cylinder is used, and light oil without adding fuel oil additive (implemented) for examples 1, in comparison with n-C ₇ fuel oil), confirms each evaluation method described below, it was to compare and evaluate.

(Engine specifications and operating conditions)
Engine type: 4BE1 direct injection 4-cylinder diesel engine (Isuzu Motors Ltd.)
Made)
Engine speed: 2100rpm
Load: 60% (12.7 kg · m) (in the case of n-C ₇ fuel oil)
80% (16.4kg · m) (JIS No. 2 diesel oil)

[Evaluation methods]
After confirming that the engine was warmed up and operated in a steady state, the fuel oil (JIS No. 2 diesel oil with no additive added as a reference under the above-mentioned engine operating conditions. N-C ₇ for Example 1) The fuel cylinder is operated using fuel oil), and the internal pressure in the engine cylinder for 280 cycles is measured by using a pressure sensor (6055B type: manufactured by Kistler), and a crank angle sensor (CP-5200 type: Co., Ltd.) The crank angle during the cycle was measured using Ono Sokki.

Then, from these measurement results, a standard deviation regarding the in-cylinder maximum pressure (kPa) and the in-cylinder pressure increase rate maximum value (kPa / deg) was confirmed by a fuel analyzer (DS9100 type: manufactured by Ono Sokki Co., Ltd.). .

  Next, the same operation was performed for the fuel oil compositions of Examples 1 to 4 and Comparative Example 1 to which the fuel oil additive was added, and the fuel analysis apparatus (DS9100 type: manufactured by Ono Sokki Co., Ltd.) The standard deviation regarding the maximum internal pressure (kPa) and the maximum cylinder pressure increase rate (kPa / deg) was confirmed.

  Then, using these standard deviation results, the stabilization rate (%) of the maximum cylinder pressure and the maximum cylinder pressure increase rate is calculated by the following equation (X) to stabilize engine cycle fluctuations. We compared and evaluated the effects of crystallization. Table 1 shows the standard deviation and the stabilization rate (%) regarding the cylinder maximum pressure (kPa) and the cylinder pressure increase rate maximum value (kPa / deg). In addition, the average value of each in-cylinder maximum pressure (average maximum pressure) (kPa) is also shown.

(Stabilization rate)

(Result)

From the result of Table 1, the fuel oil composition to which the fuel oil additive of the present invention consisting of n-C ₆ nitrite is added is shown as Example 1 and fuel oil using n-C ₇ fuel oil as the fuel oil. Each of Example 2 using JIS No. 2 diesel oil has a higher stabilization rate than the reference product (fuel oil alone) to which no fuel oil additive is added, and stabilizes cycle fluctuations in a diesel engine that is an internal combustion engine. It was confirmed that can be done.

In addition, FIG. 1 is the figure which showed the change for every cycle of the cylinder maximum pressure (kPa) at the time of driving | operating an engine using the fuel oil composition of Example 1, Moreover, FIG. use fuel oil without addition of fuel oil additive of (n-C ₇ fuel oil) is a view showing a change in each cycle of the in-cylinder maximum pressure in the case of operating the engine (kPa). From this result, the maximum in-cylinder pressure in the engine when using the fuel oil composition of Example 1 with the fuel oil additive added to the cycle uses the fuel oil alone with no fuel oil added. In this case, the value was smaller than the maximum in-cylinder pressure in the engine, and the runout was small. Also from this result, it is understood that the cycle fluctuation in the operation of the internal combustion engine can be stabilized by adding the fuel oil additive of the present invention.

In addition, when the results of Example 1 and Example 2 are combined, the fuel oil additive is carried out from the n-C ₇ fuel oil (boiling point of about 98.5 ° C.) used in Example 1 as the boiling point range of the fuel oil. It was confirmed that the fuel oil in the wide temperature range of the light oil (90 outflow temperature 350 ° C.) used in Example 2 can stabilize the cycle fluctuation in the internal combustion engine.

  Further, the fuel oil composition of Example 3 in which the fuel oil additive of the present invention consisting of 2-ethylhexyl nitrate (nitrate ester) was added to JIS No. 2 diesel oil was also added with the fuel oil additive in the same manner as in Example 1 and the like. It was confirmed that the stabilization rate was higher than that of the reference product (fuel oil simple substance: JIS No. 2 diesel oil), and cycle fluctuations in the operation of the diesel engine that is an internal combustion engine could be stabilized.

  On the other hand, as shown in Comparative Example 1, the amount of diethylene glycol dimethyl ether, which is an oxygen-containing oxide used as an additive for exhaust gas purification, is relatively large compared to JIS No. 2 gas oil, which is a fuel oil (16.8 mass). %)), The stabilization rate was low, and it was difficult to stabilize the cycle fluctuation in the operation of the diesel engine as the internal combustion engine. It is confirmed that the fuel oil composition of Example 4 to which 0.3% by mass of (nitric acid ester) was added has a high stabilization rate and can stabilize cycle fluctuations in the operation of a diesel engine that is an internal combustion engine. did it.

  The present invention is applied to an internal combustion engine mounted on an automobile, a construction machine, a fishing boat, etc., in particular, a lean burn engine or a premixed compression self-ignition engine, and is caused by a flow fluctuation or an internal combustion fluctuation in the cylinder of the engine. The present invention can be widely used as a fuel oil additive capable of stabilizing cycle fluctuations, a fuel oil composition to which the fuel oil additive is added, and a cycle fluctuation stabilization method for an internal combustion engine.

In Test Example 1, it is the figure which showed the change for every cycle of the cylinder maximum pressure (kPa) at the time of driving | operating an engine using the fuel oil composition of Example 1. FIG. In Test Example 1, is a view showing a change in each cycle of the fuel oil without added fuel oil additive (n-C ₇ fuel oil) using in-cylinder maximum pressure in the case of operating the engine (kPa) .

Claims (6)

A fuel oil additive used to stabilize cycle fluctuations in an internal combustion engine,
A fuel oil additive comprising a compound containing nitrogen and oxygen. The fuel oil additive according to claim 1,
The compound containing nitrogen and oxygen is one or two selected from the group consisting of nitro compounds, nitroso compounds, nitroamine compounds, nitrosamine compounds, nitrate ester compounds, nitrite compounds, oxime compounds, amide compounds and imide compounds A fuel oil additive characterized by being a seed or more.   A fuel oil composition, wherein the fuel oil additive according to claim 1 or 2 is added to the fuel oil. The fuel oil composition according to claim 3, wherein
The fuel oil composition, wherein the fuel oil additive is added in a range of 300 to 3000 ppm with respect to the fuel oil.   A method for stabilizing cycle fluctuations of an internal combustion engine, which comprises applying the fuel oil composition according to claim 3 or 4 as fuel for the internal combustion engine. In the internal combustion engine engine cycle fluctuation stabilization method according to claim 5,
A method for stabilizing cycle fluctuations of an internal combustion engine, wherein the internal combustion engine is a lean burn engine or a premixed compression self-ignition engine.

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