SK143894A3 - Additives to fuels - Google Patents

Abstract

A fuel additive formulation which comprises a liquid solution of at least one aliphatic amine selected from the group containing diamine and a mixture of diamine and monoamine wherein said aliphatic amine is present from 1 to 20 % by volume of the formulation, at least one aliphatic alcohol wherein the alcohol is present from 2.5 to 20 % by volume of the formulation, on a paraffin carrier such as kerosene wherein said paraffin is present in at least 40 % by volume of the formulation, wherein the ratio of the fuel additive to diesel fuel is from 1 : 500 to 1 : 2,000 parts by volume of the formulation.

Description

Technical field

The invention generally relates to the composition of fuel additives, in particular additives capable of increasing the efficiency of combustion systems, i. continuous combustion systems (boilers, ovens, etc.) and internal combustion systems (vehicles, etc.), thereby increasing their fuel economy, reducing the amount of pollutants generated by the combustion process, reducing fuel corrosion effects, reducing engine noise, and soothe its running.

BACKGROUND OF THE INVENTION

At present, the company is increasingly aware of the need to increase fuel efficiency and minimize the elimination of fossil fumes. Fuel additives used for combustion have previously been used for various purposes to achieve different efficiency levels. For example, Kaspaul discloses in U.S. Pat. No. 4,244,703 the use of diamines, in particular tertiary diamines with alcohol, as additives primarily for reducing the consumption of internal combustion engines. Similarly, in GB 0990797, Metcalf describes the use of an additive comprising formaldehyde or a polymer thereof, acrylic acid esters of acrylic resin solution, methylene glycol dimethyl ether, diaminopropane and butylparaphenylenediamine in a carrier or solvent, as an additive to fuels primarily to reduce fuel consumption. The fuel additives described by Knight in GB 2085468, which form aliphatic amines and aliphatic alcohols, serve as smoke control agents for aircraft engines, while GB 0870725 describes the use of N-alkyl substituted alkylenediamines as antifreeze agents. Only a small number of those compositions are known which are patented or indeed improve combustion efficiency, but none are fully successful. Moreover, none of the known compositions have so far been able to successfully accomplish what is expected of such additives, i. increasing combustion efficiency, maximally reducing emissions and reducing the corrosion effects of fuels on combustion plants.

The need to reduce the amount of harmful substances in the flue gas is great. Complete combustion of the hydrocarbon produces carbon dioxide and water vapor. In practice, however, an incomplete oxidation reaction occurs in most combustion plants, and therefore unoxidized hydrocarbons and the carbon monoxide formed are present in the flue gas. This poses a health risk. In addition, part of the unburnt hydrocarbons can be introduced into the environment in the form of carbon black. Sulfur (S), the main impurity, which is usually present in the fuel, is oxidized and forms sulfur dioxide (S0 ₂₎ and a proportion is further oxidized to sulfur trioxide (S0 _3). Furthermore, in the zones of the combustion plant where combustion takes place at high temperatures, nitrogen contained in the air and / or bound in the fuel oxidizes to nitrogen oxides, in particular nitrous oxide (NO) and nitrogen dioxide (NO ₂ ). All these oxides are harmful or corrosive. During oxidation in the combustion chamber, nitrogen and sulfur form NO, NO ₂ , SO ₂ and SO ₃ . Of these oxides, NO ₂ and SO ₃ are the most dangerous. The amount of pollutants, namely hydrocarbons and a certain amount of carbon monoxide, also increases due to incomplete combustion. Due to the nature of the reactions that produce these pollutants, efforts to reduce them overall encounter the problem that improving the conditions for the desired reactions results in undesirable effects on others. In particular, the presence of nitrogen and sulfur requires as little oxygen (precisely atomic oxygen) as possible to prevent oxidation of these elements to higher, more harmful oxides, and, on the other hand, an excess of oxygen is required for more complete oxidation of unburned fuel.

It is believed that if atomic oxygen is removed in some way, nitrogen and sulfur will be achieved. It is also responsible for the initiation thereby reducing the formation of higher oxides well known that atomic oxygen is the reaction of SO ₂ to SO ₃ taking place in the reaction zone. Therefore, any reduction in the amount of atomic oxygen results in a reduction in the amount of SO ₃ and NO formed

2 ·

Combustion oxides that have a detrimental effect on biological systems contribute more to atmospheric pollution. For example, carbon monoxide causes headache, nausea, dizziness, muscle depression and death due to chemical anoxemia. Formaldehyde is a carcinogen and causes eye and upper respiratory irritation, and gastrointestinal disorders with kidney damage. Nitrogen oxides cause bronchial irritation, dizziness and headaches. Sulfur oxides cause irritation of the eye mucous membranes, larynx and sometimes irritation of the lungs.

Other combustion by-products, in particular sulfur (S), sodium (Na) and vanadium (V), contribute to air pollution and are responsible for the bulk of the corrosion that occurs in continuous combustion systems. These elements undergo various chemical changes in the flame and damage the corrosion-sensitive surface.

During combustion, all the sulfur is oxidized, either to the S0 ₂ or S0 _third S0 ₃ has a significant impact on plants and corrosion because it reacts with H ₂ O to form sulfuric acid H ₂ SO ₄ in gas vapor and can condense on cooler surfaces (100 to 200 ° C) of air heat exchangers where it can sometimes cause corrosion .

SO ₃ is most likely formed by the reaction of SO ₂ with atomic oxygen. The oxygen atom is generated by the thermal decomposition of excess oxygen, or the dissociation of excess kyslíko§ dumping the impact of molecules excited C0 ₂ molecules * that are present in the flame:

CO + O -> Co ₂ *

C0 ₂ * + 0 ₂ -> C0 ₂ +20

The residence time of the gaseous fuel volume in the continuous combustion plant is normally insufficient to increase the amount of SO ₃ to the equilibrium concentration value, so that most SO ₃ is generated in the flame. The equilibrium concentration of SO ₃ in the flue gas is usually of the same order, but slightly lower than in the flame. It is therefore important to reduce the SO ₃ concentrations in the flame. To achieve this, it is necessary to minimize excess oxygen. However, reducing oxygen excess leads to incomplete combustion and sometimes causes smoke. Achieving this equilibrium is very difficult in larger continuous combustion plants, and therefore an additive that would affect combustion reactions so as to reduce SO ₃ formation without increasing the amount of carbon black produced and other disadvantages is very important in the art. desirable. Compared to sulfur, the behavior of sodium and vanadium is more complex. Sodium is mainly present in the oil in the form of NaCl and passes into the gas phase during combustion. Vanadium forms VO and VO ₂ in the combustion zone and, depending on the amount of oxygen in the gas stream, also forms higher oxides, of which the most dangerous is vanadium oxide (V ₂ O ₅ ). This oxide reacts with NaCl and NaOH to form sodium salts with oxygenated vanadium anions. Sodium also reacts with SO ₂ or SO ₃ and with O ₂ to form Na ₂ SO ₄ .

All of these compounds cause extensive corrosion and deposits in the combustion plant. The degree of contamination and corrosion depends on many other variables and is manifested to varying extents at different points in the combustion plant.

One of the most important pollutants produced in the combustion of diesel is the diesel ash, which in the presence of SO ₃ forms a low melting complex of vanadyl vanadates, for example Na ₂ OV ₂ O ₄ .5V ₂ O ₅ and a comparable amount of 5Na ₂ OV ₂ O ₅ .11V ₂ O ₅ . Therefore, high temperature corrosion can occur when the melting points of these compounds are exceeded, since the most protective metal oxides dissolve in the molten vanadium salts.

These observations have led to a variety of suggestions rather than minimizing corrosion. The known methods have their advantages and disadvantages, but none have been able to meet the fuel additive requirements so as to be commercially viable and minimize corrosion without side effects. However, it is known that, when the formation of SO ₃ is reduced, V ₂ O ₅ and other hazardous by-products are reduced at the same time.

It should be pointed out that it is very difficult to determine conditions that are optimal for improving the combustion process because it is very fast and has a complex nature. It is therefore not surprising that a number of theories have already been put forward for the combustion process, which sometimes contradict each other.

It is customary to divide the combustion process into three clearly separated zones, namely the preheating zone, the reaction zone itself and the recombination zone. In the preheating zone, most hydrocarbons are subject to degradation, and the fuel fragments leaving the zone generally contain mainly lower hydrocarbons, olefins and hydrogen. In the initial region of the reaction zone itself, there is a very high concentration of free radicals and oxidation produces mainly CO and OH. The mechanism by which CO is then produced as a further stepwise product of CO ₂ oxidation has been the subject of years of controversy. It is believed that the nature of the particles that occur in the actual reaction zone is of critical importance for the course of the oxidation. There are many particles in this region that compete for free atomic oxygen. These include CO, OH, NO and SO ₂ · Compared to many transition particles that are present in the early stage of the flame, the concentration of CO, NO and SO _{2 is} high. CO and OH react immediately with oxygen radicals to form CO ₂ and H ₂ O, and this oxidation can take place at an early stage of the flame. If the reaction closer to the inlet of the reaction zone is initiated, this allows more time for the reaction of the OH and CO particles with free oxygen radicals. From this it is clear that the residence time of the particles within the reaction zone will increase and this will result in improved combustion.

It follows from this theory that it is possible to find additives which accelerate ignition, which results in an increase in the time for which it is possible to react with OH and CO. When this is achieved, OH and CO compete with the reaction of S0 ₂ and NO to the available atomic oxygen in the actual reaction.

The additives according to the invention increase the efficiency of combustion by reducing the pause before ignition of the fuel and thus improve the combustion conditions in the plant in which the fuel is combusted. These additives initiate and accelerate the ignition process, resulting in improved combustion, resulting in reduced pollutant emissions, increased fuel economy, reduced plant corrosion effects, reduced noise, and smoother engine operation for internal combustion plants.

SUMMARY OF THE INVENTION

The present invention solves fuel additives which improve the process of burning fossil fuels in combustion plants. The inventive additives can be used to increase combustion efficiency and to reduce the amount of pollutants leaving the combustion as continuous (boiler burners).

Ecí and furnace), as well as interior (vehicle, etc.). These additives are further useful for reducing the corrosive effects of combustion by-products on the combustion apparatus. The additives according to the invention further shorten the break before ignition of the fuel and bind atomic oxygen, which results in a reduction of emissions of hazardous pollutants and an increase in combustion efficiency.

The additives of the invention comprise a liquid solution of an aliphatic amine and an aliphatic alcohol in paraffin or in a mixture of paraffins boiling above about 300 ° C. Said amine and alcohol are selected from those having a lower boiling point than said paraffin or a mixture of paraffin.

The effect of the invention is manifested by two mechanisms, which increase the efficiency of combustion and reduce the amount of harmful compounds resulting from the combustion reaction. The first mechanism by which additives affect efficacy is to reduce the ignition time before ignition, which allows longer residence times of CO particles in the reaction zone where they react with atomic oxygen to CO ₂ · The second mechanism of action is the binding of atomic oxygen, that it will react with NO and SO ₂ in the combustion zone to form higher oxides. It is believed that these events occur due to the radicals that are generated from the fuel additives in the flame zone, and that the resulting radicals react with atomic oxygen and thereby reduce its concentration in the high temperature zone of the flame. As a result, less SO ₃ and NO _{2 are} produced. This reduction in the concentration of atomic oxygen is disadvantageous for combustion, but this is compensated by the fact that, due to the additives, an earlier start of the combustion reaction (ignition) is initiated. As a result, incomplete combustion products are more likely to react to higher oxidation products. Since these oxidation reactions are faster than the oxidation of SO ₂ or NO, they gain predominance in the initial stages of combustion.

In a preferred embodiment, the aliphatic amine is δ

used in the additives according to the invention, in a typical embodiment, a monoamine or diamine, which are usually primary or secondary. They generally have 3 to 8, preferably 3 to 6, carbon atoms. In total, the number of nitrogen atoms does not exceed 2. Preferred amines are secondary monoamines and primary diamines. A particularly preferred secondary monoamine is diisobutylamine, but other secondary monoamines are also useful, in particular isopropylamine and tertiary butylamine. These amines typically have a boiling point of from 25 to 80 ° C, more preferably from 40 to 60 ° C, in particular depending on the particular composition of the kerosene used, which generally has a boiling point of not more than 200 ° C and preferably not more than 160 ° C. . A particularly preferred diamine is 1,3-diamino propane. Although the monoamines and diamines usable in accordance with the invention alone, it is preferable to use a combination of these amines with an aliphatic alcohol. The aliphatic alcohol to be used according to the invention is generally an alcohol having 5 to 10 carbon atoms. The preferred material is isooctyl alcohol, but lower homologues may also be used.

It is believed that the presence of an amine and an alcohol affects the atomic oxygen present in the first phase and thereby affects the conversion of SC > 2 to SO4. Surprisingly, it has been found that, in the presence of a nitrogen-containing compound, there is generally no increase in emissions of its oxides (Ν0 _χ ) as might be expected. It is further believed that the presence of an amine helps to reduce corrosion.

The mixture of the aliphatic amine with the aliphatic alcohol may be supplemented with another additive, which is an aliphatic ketone. Although not critical, the addition of aliphatic ketone helps to increase CO production and thereby reduce the amount of ΝΟ _χ produced. Typical ketones for this purpose are ethylamyl ketone and methyl i-butyl ketone.

The addition of the aliphatic amine, the aliphatic alcohol and the aliphatic ketone may further be supplemented with a paraffinic carrier. For example, this may typically be kerosene, which is also used as a carrier for other diesel or oil additives. Addition of n-hexane and 2,2,4-trimethylpentane has been found to improve the properties of kerosine. The presence of n-hexane improves the dissolving effects of kerosene, which is important for cleaning the combustion chamber and for limiting wax deposition. Of course, other paraffins such as n-heptane and 3- and 4-methylheptane may also be used.

Overall, the paraffinic components represent at least 40% by volume of the mixtures and preferably 60 to 90% by volume. In addition to kerosene, the addition of other hydrocarbons is suitable, most often in an amount of from 2.5 to 20% and preferably from 7 to 15% by volume, based on the total volume of the mixtures. The amine is generally present in an amount of from

2.5 to 20% by volume, preferably from 7 to 15% by volume, the amount of alcohol in the mixture being generally from 2.5 to 20% by volume, preferably from 5 to 10% by volume. The amount of monoamine is generally from 1 to 5% by volume, preferably from 2 to 3% by volume of the total volume. The ketone is generally contained in an amount of from 0 to 7.5% by volume, preferably from 1 to 5% by volume, and more particularly from 1 to 3% by volume of the composition. Preferred formulations comprise a mixture of n-hexane,

2,2,4-trimethylpentane and kerosine as paraffin and / or a mixture of diisobutylamine and 1,3-diamino-propane as amine and / or isooctyl alcohol as alcohol and ethylamyl ketone in place of the optionally present ketone. A particularly preferred composition is shown in Table 1 below:

Table 1

Addition of% by volume n-hexane diisobutylamine ethylamyl ketone

2,2,4-trimethylpentane isooctylketone kerosene

1,3-diaminopropane

7.08

2.83

2.12

2.97

7.08

70.82

7.08

In addition to the additive itself, the invention also relates to a fuel containing it. Also, the additive may be contained in a dispenser or packaged in batches that are blended into the fuel at the point of retail sale. Generally, the additive is added in a ratio of from 1: 100 to 1: 10,000 and preferably from 1: 500 to 1: 2,000, calculated in parts by volume, depending on the nature of the fuel and the conditions required, e.g. higher corrosion inhibition, etc. Of course, if a more concentrated additive is prepared (using less paraffin), lower proportions relative to the fuel can be used than mentioned above.

DETAILED DESCRIPTION OF THE INVENTION

Example 1

In this example, a blend of the composition shown in Table 1 was mixed with diesel fuel at a ratio of 1: 1,000 calculated in parts by volume, and this additive diesel fuel was compared to the same motor fuel alone.

ii using diesel engine tests according to U.S.A. for the certification of diesel engines (Appendix 1 (f) (2) of the Code of Federal Regulations 40, Part

86). These tests are based on model conditions that are identical to those in engines operating in the United States. Emissions of carbon monoxide, carbon dioxide, dispersed hydrocarbons, and nitrogen oxides were recorded at one-second intervals throughout the test. In addition, emissions and fuel consumption were continuously measured. The procedure chosen could be considered suitable for comparative experiments since the engine used in the test is computer controlled, which provides excellent reproducibility.

Four tests were carried out with the engine running from the cold start, with and without fuel addition, and then with a warm start with and without fuel addition. Tests for sulfur trioxide were carried out in a continuous combustion chamber.

The measurement was carried out in accordance with testing principles. The gaseous emissions were measured as follows:

(1) Flame Ionization Detector (FID) for total hydrocarbons (THC) (2) Chemoluminescent Analyzer for ΝΟ / ΝΟ _χ (3) Non-Dispersive Infrared (NDIR) Gas Analyzer for CO ₂ (4) Non-Dispersive Infrared (NDIR) Gas analyzer for CO (5) Wet chemical titration methods for vapor oxide

Tests were performed on:

(1) Volvo TD FS engine (2) Single cylinder four stroke diesel Gardner diesel engine with airless fuel injection (3) Continuous combustion chamber with model conditions common to diesel burner generators.

During the tests, all exhaust emission performance parameters (13 variables in total) were measured once per second and a continuous record of the results was made. Although the test lasted 20 minutes, a large amount of data was obtained for each test. In order to achieve a more transparent result, these data are also presented at different load / speed ratios. Thus, the effect of the additive according to the invention is well distinguishable under the desired conditions.

1. Efficacy test

Figures 1 and 2 show a comparison of the combustion efficiency of the additive and non-additive fuel at hot and cold start. These values were obtained by calculating the increase in the CO and CO ₂ concentration values caused by the use of the additive of the invention and the decrease in the hydrocarbon concentration values to a certain value caused by the use of the additive of the invention. The enthalpy of formation of these compounds can be calculated and compared this energy with the amount of diesel needed to deliver the same amount of energy in a simple burn. Although the efficiency calculated in this way is not exactly equal to the fuel efficiency, it still provides a good idea of what fuel savings can be achieved with the additive according to the invention. It is reasonable to assume that any reduction in hydrocarbon emissions or parts thereof must be reflected! to the amount of fuel burned and means efficiency gains. The use of the fuel additive according to the invention therefore results in a significant increase in fuel efficiency. This increase in efficiency is already apparent if the additive according to the invention is just added to the fuel and if the effect of the additives is added, it is expected that a further increase can be achieved. From a technical point of view, it should be noted that the engine was running at full power on a regular basis and silently at the higher efficiency found, which means longer life and the possibility of less wear. The fuel efficiency variation did not occur, the overall increase during the test was 8% at warm start and 5% at cold start. The efficiency of the additives is usually dependent on the operating conditions and the engine condition.

2. Hydrocarbons

Figures 3, 4 and 5 show the effect of additives on reducing the hydrocarbon concentration. For better clarity, the warm cycle graph represents the dependence of the hydrocarbon concentration on the load at low-medium speed and medium-high speed. The ingredients apparently reduced unburnt hydrocarbon concentrations. This is expected because they increase the fuel efficiency as shown above. Reducing the hydrocarbon content of the exhaust gas means better fuel efficiency and therefore higher fuel efficiency. Another positive aspect of this reduction in the hydrocarbon content of the flue gas is environmental friendliness. Unburned hydrocarbons are known to be carcinogenic and therefore any reduction in their emissions is desirable.

3. Solid particles

The large reduction in the amount of solids due to the additives according to the invention is apparent from FIG. 6, 7 and 8, which represent the results of their measurements. An extremely large reduction in the particle content is shown in FIG. 6 at -172 Nm and -57 Nm.

These effects are very significant, but are rather in the area outside normal operation. Under normal operating conditions, the reduction is 20 to 30%. This effect is quite demonstrable and makes a great contribution to reducing atmospheric pollution. The problem of particulate pollution has been increased by translating the serious environmental situation into a political situation both in the European Community and in the US, given the need to introduce legislative measures to reduce these pollutants.

4. Nitrogen oxides

The effect of the additives according to the invention on nitrogen oxides is shown in FIG. 9. The effect of additives is greater at lower engine load (up to 50% reduction), but even at higher engine load, the reduction of nitrogen oxides is above 10%. This decrease in load is probably due to incomplete combustion at high load, as shown by efficiency graphs, which also show a decrease with increasing load. However, as long as an optimum air to fuel ratio is maintained in the combustion chamber (i.e., a well-controlled engine), a greater reduction in the concentration of nitrogen oxides in the flue gas as well as greater fuel efficiency can be achieved by using fuel additives according to the invention. It is expected that when using additives to extend engine life, the cleaning and aggregate effect will provide excellent results.

5. Sulfur trioxide

The sulfur dioxide formation test was carried out in a continuous combustion chamber. Its results are shown in Figure 10. Changes in the air to fuel ratio resulted in changes in the percentage reduction in sulfur trioxide concentration due to the additive of the invention. Under optimal conditions, this reduction was greater than 30%. This reduction is believed to be due to the competition of atomic reactions occurring in the flame zone, i.e. the additive directly affects the combustion kinetics by reducing the formation of sulfur trioxide. This reduction is useful in industrial combustion plants if they produce smaller amounts of sulfuric acid together with the water vapor always present in such systems.

Example 2

To test how fuel efficiency can be improved; due to fuel additives according to the invention, a diesel engine was used. The fuel additive of the preferred composition shown in Table 1 was blended with conventional diesel fuel, which is used to drive lorries and other vehicles in a 1: 1,000 ratio by volume.

The tests were performed in several variations at different load / speed ratios. It has been found that by using the fuel with the additive according to the invention a higher efficiency is obtained, as shown in FIG. 11 and 12. These tests have also shown that the engine noise is reduced and that the engine runs more smoothly using the fuel of the invention.

Example 3

Two (2) city buses were used in the test and the use of the fuel produced by the additive according to the invention was compared with the composition shown in Table 1 admixed with conventional diesel fuel in a 1: 500 ratio by using diesel fuel alone. The values given in Table 2 below are the average of the data obtained from each bus. Both data, both for diesel fuel alone and for diesel fuel with additives according to the invention, were obtained over a four-week period.

Table 2

Bus 1 - diesel itself HxCx (ppm) A / F CO ₂ % WHAT% NOx (Ppm) noise (DB) Part. (Mg) Idling 34 77.2 2.66 00:08 445.5 89.5 50.5 Mid Rev 15 67.2 3.12 00:02 655 110 35.2 High Rev 15 62.9 3:34 00:02 560 115.9 19.7 Bus 1 - diesel + additive HxCx (ppm) A / F CO ₂ % WHAT% NOx (Ppm) hiuk- (DB) Part. (Mg) Idling 28 89.7 2.2 0.1 321.8 91.5 14.5 Mid Rev 15 75.2 2.77 00:03 435 108.8 11.3 High Rev 14 63.8 3.29 00:02 462.5 112.9 11.4 Bus 2 - diesel itself HxCx (ppm) A / F CO ₂ % WHAT% NOx (Ppm) noise (DB) Part. (Mg) Idling 26 72.9 2.86 00:05 580 87.2 36.4 Mid Rev 20 71.8 2.91 00:04 600 107.5 35.8 High Rev 16 67.3 3.12 00:02 630 111.2 42.5 Bus 2 - diesel + additive HxCx (ppm) A / F CO ₂ % WHAT% NOx (Ppm) noise (dB) Part. (Mg) Idling 19 86 2:42 00:07 365.8 85.9 7.6 Mid Rev 12 72.8 2.86 00:03 435.5 106.2 12.1 High Rev 11 69.4 2.3 00:02 399 109 9

Explanation of Table 2: Idling = idling Mid Rev = medium speed High Rev = high speed Part. = solid particles> v

- 17 Example 4

In this example, the fuel efficiency of eleven (11) sold buses was tested. The fuel composition of the preferred composition of Table 1 was blended into conventional diesel fuel in a 1: 500 ratio by volume, and this blend was compared to the diesel fuel alone. The values shown in Table 3 below show the results of the fuel efficiency test.

Table 3

The bus no. only diesel km / 1 diesel + additive km / 1 improvement % 1 7.45 8.74 17.3 2 5, 91 6.07 2.7 3 5.81 5.66 -2.6 4 5.86 6.53 11.4 5 5.67 6.27 10.6 6 4.88 4.80 -1.6 7 4.54 4.86 7.0 8 4.38 4.88 11.4 9 4.73 4.76 0.6 10 4.52 4.81 6.4 11 4.31 4.73 9.7 average 5.28 5.65 7.0

Example 5

In this example, the corrosion tests of the fuel additive or additive according to the invention were carried out. The fuel used in this example was again a blend of fuel additive according to the invention with a preferred composition according to Table 1 and sold diesel fuel in a 1: 1000 ratio by volume. The effect of this additive to reduce SO3 concentration is shown in Figure 13. reduction of SO ₃ concentration to corrosion intensity. These tests showed a corrosion reduction of more than 40%. Fig. 13 also shows the effect of a fuel additive according to the invention when sodium and vanadium is present in the fuel but there is no sulfur present. Again, under these conditions, the ability of the ingredients of the invention to reduce the corrosion intensity has been demonstrated. The additives inhibit the adverse reactions of both sodium and vanadium and minimize the formation of vanadium pentoxide.

The corrosion intensity caused by the worst conditions is shown in FIG. 14. Again, the additive of the invention showed a reduction in corrosion and keeping the degree of corrosion at a much lower level.

Claims (5)

PATENT A fuel additive comprising a liquid solution of at least one aliphatic amine, wherein said aliphatic amine is present in a concentration of from 1 to 20% by volume of the additive, at least one aliphatic alcohol in a concentration of from 1 to 20%, and at least one paraffin having no boiling point greater than 300 ° C, said paraffin being present in a volume concentration of at least 40%, calculated on the additive, and said aliphatic alcohol having a lower boiling point than said paraffin. 2. The additive according to who the amine is 3. Additive according to who the amine is The additive according to monoamine has 3 claim 1, characterized by monoamine. of claim 1, characterized by a primary diamine. of Claim 2, characterized by up to 8 carbon atoms. is by alifaticsa by being alifatic with being, by, by atoms. with that The additive according to claim 6, characterized in that the secondary monoamine is diisobutylamine. The additive according to claim 6, characterized in that the secondary monoamine is isopropylamine. The additive according to claim 6, characterized in that the secondary monoamine is tert-butylamine. The additive according to claim 3, characterized in that the primary diamine has 3 to 8 carbon atoms The monoamine additive is claim 2, characterized by a secondary monoamine. that said said said said 10th 11th 12th The additive of claim 3, wherein said primary diamine is 1,3-diamino propane. Additive according to claim 1, characterized in that said aliphatic alcohol has 5 to 8 carbon atoms. The additive according to claim 1, wherein said aliphatic alcohol is isooctyl alcohol. 13th An additive according to claim 1 characterized by an aliphatic ketone. by further ob14. The additive according to claim 13, wherein the ketone is ethylamyl ketone. that alifatic15. The additive according to claim 13, wherein the ketone is methyl isobutyl ketone. that alifatic16. Additive according to claim 1, characterized in that it comprises n-hexane. by further ob17. The additive according to claim 1, characterized by 2,2,4-trimethylpentane. by further ob18. 19th additive by claim 1 characterized the by that stated paraffin forms mixture of paraffins. The paraffin additive of claim 1 is kerosene. 1 characterized the by that said additive by claim 1 characterized the by that stated an aliphatic amine is present in the additive in a concentration of from 7 to 15%, said aliphatic alcohol is present in the additive in a concentration of 5 to 50%, and said paraffin is present in the additive in a concentration of 60 to 95%. 20th 21. A fuel additive comprising a liquid solution of: 6 to 8% by volume of n-hexane, 1,5 to 4% by volume of diisobutylamine, 1 to 3,5% by volume of ethylamyl ketone, 2-4% by volume of 2,2,4-trimethylpentane, 6 to 8% by volume of isooctyl alcohol, 6 to 8% by volume of 1,3-diamino propane and 65 to 75% by volume of kerosine. Fuel for combustion plants, characterized in that it contains a small amount of an additive according to any one of claims 1 to 21 and a major proportion of fuel for diesel fuel. Fuel according to claim 22, characterized in that the ratio between additive and diesel fuel is from 1: 500 to 1: 2000 in parts by volume. 24. A method of improving combustion efficiency, saving fuel, and reducing the amount of noxious pollutants produced by combustion in an incineration plant, wherein at least one stage of fuel combustion is carried out with the addition of a liquid solution of monoamine, aliphatic alcohol and paraffin. The method of claim 24, wherein the monoamine is a compound selected from the group consisting of diisobutylamine, isopropylamine and tert-butylamine. 26. A method of improving combustion efficiency, saving fuel, and reducing the amount of noxious pollutants produced by combustion in an incineration plant, wherein at least one stage of combustion of the fuel is accomplished by the addition of a liquid solution of a primary diamine, an aliphatic paraffin alcohol.