EP0152455B1 - Dieselbrennstoff und verfahren zum steuern des niederschlags in verdichtungsentzündungsmotoren - Google Patents

Dieselbrennstoff und verfahren zum steuern des niederschlags in verdichtungsentzündungsmotoren Download PDF

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EP0152455B1
EP0152455B1 EP84903137A EP84903137A EP0152455B1 EP 0152455 B1 EP0152455 B1 EP 0152455B1 EP 84903137 A EP84903137 A EP 84903137A EP 84903137 A EP84903137 A EP 84903137A EP 0152455 B1 EP0152455 B1 EP 0152455B1
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Prior art keywords
carbon atoms
fuel
moiety
polyamine
group
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French (fr)
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EP0152455A1 (de
EP0152455A4 (de
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Richard L. Courtney
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Chevron USA Inc
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Chevron Research and Technology Co
Chevron Research Co
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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
    • C10L1/24—Organic compounds containing sulfur, selenium and/or tellurium
    • C10L1/2406—Organic compounds containing sulfur, selenium and/or tellurium mercaptans; hydrocarbon sulfides
    • 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
    • C10L1/2225—(cyclo)aliphatic amines; polyamines (no macromolecular substituent 30C); quaternair ammonium compounds; carbamates hydroxy containing
    • 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
    • C10L1/224—Amides; Imides carboxylic acid amides, imides
    • 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
    • C10L10/00—Use of additives to fuels or fires for particular purposes
    • C10L10/06—Use of additives to fuels or fires for particular purposes for facilitating soot removal
    • 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

  • This invention relates to diesel engines, i.e. compression ignition internal combustion engines, and is concerned with the use of hydrocarbyl-terminated polyether polyamines as deposit control additives in diesel fuel in a concentration specifically designed to maintain or restore engine efficiency.
  • diesel engines were primarily limited to heavy uses such as trucks, farm equipment, and railroad engines. With the advent of the widespread acceptance of the passenger automobile utilizing a light-weight diesel engine, diesel fuels were required which did not give rise to severe noise and smoke problems such as those acceptable or tolerated in heavier engines.
  • Diesel fuels are susceptible to impurities which may arise from a variety of sources. They may occur in the fuel as produced or refined, or may through oxidation resulting from aging, produce soluble and insoluble materials of higher molecular weight and boiling point than the original fuel, which manifest themselves in the engine as colors or gums. Impurities may also be introduced in handling or from corrosion of storage vessels, either in the vehicle or in inventory. There may even be other additives specifically introduced by the manufacturer to solve or prevent some particular problem or improve the fuel itself, for example anti-oxidants, rust preventatives, and the like.
  • deposit formation in the fuel system of compression ignition internal combustion engines is reduced by incorporating in the diesel fuel employed in the engine a deposit control additive which is a hydrocarbyl polyether polyamine having a molecular weight in the range from 500 to 2,500 and comprising a polyalkylene moiety containing from 1 to 30 oxyalkylene units each having from 2 to 4 carbon atoms which is bonded to a connecting moiety which in turn is bonded to an amino nitrogen atom of a polyamine moiety containing from 2 to 12 amine nitrogen atoms and from 2 to 40 carbon atoms, the hydrocarbyl polyether polyamine being present in the diesel fuel in a concentration of from 600 to 10,000 ppm.
  • a deposit control additive which is a hydrocarbyl polyether polyamine having a molecular weight in the range from 500 to 2,500 and comprising a polyalkylene moiety containing from 1 to 30 oxyalkylene units each having from 2 to 4 carbon atoms which is bonded to a connecting moiety which in turn is bonded to an
  • the method consists essentially of operating the engines using a fuel specifically designed for diesel or compression ignition engines and containing an effective amount of additive consisting of various polyether polyamines as defined above, preferably having a molecular weight of from 800 to 1500 which are soluble in hydrocarbon fuel boiling in the diesel fuel range.
  • the boiling point of diesel fuel is ordinarily from 350°F (177°C) to 700°F (371°C).
  • the method provides for introducing a concentrate containing the preferred additive into the fuel system of a compression ignition engine automobile to promote and maintain said cleanliness and efficiency.
  • concentration of the additive must be sufficient to achieve in the desired effect.
  • this concentration is from 600 to 10,000 ppm, and preferably from 1250 to 5,000 ppm.
  • the additives used to practice the method of the present invention are comprised of basically three moieties or components: a hydrophobic moiety at one end of the molecule comprising polyoxyalkylene polymer sub-moieties; a hydrophilic amine moiety at the other end; and a third moiety, a connecting group serving to unite the hydrophilic and hydrophobic ends of the molecule.
  • the polyoxyalkylene moiety comprises at least one oxyalkylene unit of from 2 to 4 carbon atoms and is terminated or "capped” with a hydrocarbyl group.
  • the hydrocarbyl terminating group of the polyoxyalkylene moiety may contain from 1 to 30 carbon atoms.
  • the polyoxyalkylene chain is bonded through a terminal oxygen to the appropriate connecting group which is in turn bonded to an amino nitrogen atom in the polyamine group.
  • the polyamine contains from 2 to 12 amine nitrogens and from 2 to 40 carbon atoms, generally with a carbon-nitrogen ratio of between 1:1 and 10:1.
  • the compounds have a molecular weight in the range from 500 to 2,500, and preferably from 800 to 1,500.
  • the additive consists of three parts or moieties.
  • the first is the polyether or polyoxyalkylene moiety, which is hydrocarbyl terminated or "capped".
  • the polyether moiety is bound through the second moiety, a connecting group or linkage to the nitrogen atom of the third moiety, the polyamine.
  • the polyoxyalkylene moiety and the amine moiety are selected to provide solubility in the fuel, and clean-up properties within a diesel engine and its fuel system.
  • the polyoxyalkylene moiety is ordinarily comprised of polyoxyalkylene polymers containing 1 to 30 oxyalkylene units, preferably 5 to 30 units, and more preferably 10 to 25 oxyalkylene units.
  • polyoxyalkylene polymers containing 1 to 30 oxyalkylene units, preferably 5 to 30 units, and more preferably 10 to 25 oxyalkylene units.
  • a single type of alkylene oxide may be employed.
  • Copolymers are equally satisfactory and random copolymers are readily prepared. Blocked copolymers of oxyalkylene units also provide satisfactory polyoxyalkylene polymers for the practice of the present invention.
  • the polyoxyalkylene moiety is terminated or "capped” by a hydrocarbyl terminating group.
  • This terminating group may be comprised of an alkyl group of from 1 to 30 carbon atoms, an aryl group of from 6 to 30 carbon atoms, an alkaryl group of from 7 to 30 carbon atoms, an aralkyl group of from 7 to 30 carbon atoms, or a methylol - substituted alkyl group of from 5 to 30 carbon atoms.
  • the polyoxyalkylene moiety may ordinarily be prepared in a variety of ways, the most common for the practice of the present invention being by the reaction of an appropriate lower alkylene oxide containing from 2 to 4 carbon atoms with an appropriate initiator; for example, chlorohydrin or an alkyl phenol. In the preferred embodiment, dodecylphenol is used.
  • Copolymers may be readily prepared by contacting the initiator compound with a mixture of alkylene oxides, while the blocked copolymers may be prepared by reacting the initiator first with one alkylene oxide and then another in any order or repetitively under polymerization conditions.
  • the polyoxyalkylene moiety derived from an alkyl - phenol - initiated polymerization detailed above is prepared as an alcohol containing a terminal hydroxyl group.
  • the polyether moiety is then attached through the appropriate connecting group to the polyamine moiety by a variety of ways, preferably by reacting the hydroxyl group of the polyoxyalkylene unit with phosgene to form a polyoxyalkylene chloroformate and then reacting the polyoxyalkylene chloroformate with an amine.
  • the hydroxyl group may be reacted with epichlorohydrin to give a methylol-substituted ethyl chloride end group.
  • the resulting polyoxyalkylene alkyl chloride is then reacted with a polyamine to produce the composition of the present invention.
  • the connecting group joining the polyoxyalkylene moiety with the amine moiety may be any relatively small diradical containing at least one carbon, oxygen, sulfur and/or nitrogen atom, and usually containing up to 12 carbon atoms.
  • the connecting group which results and is used in the present composition is ordinarily a function of the method by which the compositions are formed and/or by which the components of the polyoxyalkylene moiety and the polyamine moiety are joined together.
  • the amine moiety of the polyether amine is derived from a polyamine having from 2 to 12 amine nitrogen atoms and from 2 to 40 carbon atoms.
  • the polyamine preferably has a carbon to nitrogen ratio of from 1:1 to 10:1.
  • the polyamine will contain at least 1 primary or secondary amine nitrogen atom.
  • the polyamine may be substituted with a substituent group selected from (A) hydrogen; (B) hydrocarbyl groups from 1 to 10 carbon atoms; (C) acyl groups from 2 to 10 carbon atoms; and (D) monoketo, monohydroxy, monocyano, lower alkyl and lower alkoxy derivatives of (B), (C).
  • “Lower”, as used in lower alkyl and lower alkoxy, means a group containing 1 to 6 carbon atoms.
  • “Hydrocarbyl” denotes an organic radical composed of carbon and hydrogen which may be aliphatic, alicyclic, aromatic or combinations thereof, e.g. aralkyl.
  • the substituted polyamines employed in the present invention are generally, but not necessarily, N-substituted polyamines.
  • the acyl groups falling within the definition of the aforementioned (C) substitutents are such as propionyl, acetyl, etc.
  • the more preferred substituents are hydrogen, C 1 to C 6 alkyls, and C l -C 6 hydroxyalkyls.
  • polyalkylene polyamines including alkylene diamine and substituted polyamines, e.g. alkyl and hydroxyalkyl - substituted polyalkylene polyamines.
  • alkylene groups contain from 2 to 6 carbon atoms, there being preferably 2 or 3 carbon atoms between the nitrogen atoms.
  • Such groups are exemplified by ethyleneamines and include ethylene diamine, diethylene triamine, di(trimethylene) triamine, dipropylenetriamine, triethylenetetramine, etc.
  • Such amines encompass isomers which are the branched-chain polyamines and the previously mentioned substituted polyamines, including hydroxy and hydrocarbyl - substituted polyamines.
  • polyalkylene polyamines those containing 2 to 12 amine nitrogen atoms and 2 to 24 carbon atoms, are especially preferred and the C 2 to C 3 alkylene polyamines are most preferred, in particular, the lower polyalkylene polyamines, e.g. ethylene diamine, tetraethylenepentamine, etc.
  • concentration of the additive which is necessary to achieve the desired deposit control effect is dependent upon a variety of factors, including the type of fuel used, the presence of other detergents or dispersants, or other additives, etc.
  • concentration of the additive in the base fuel is from 600 to 10,000 weight ppm, preferably 1,000 to 6,000 weight ppm, and more preferably from 1,250 to 5,000 weight ppm of polyether polyamine.
  • a polybutene amine gasoline fuel detergent additive distinctly different from the additive used in the present invention, was added to the diesel fuel to provide a concentration of 133 parts per million by weight of the additive in the diesel fuel.
  • This polybutene gasoline fuel additive was added to the diesel fuel speculating that the injectors might be cleansed and the engine operation improved because of that additive's known ability to clean deposits from the carburetors of gasoline-fueled engines. Instead, the problems noted before recurred, i.e., rough running, excessive noise and smoke, and the automobile was hard to start.
  • the fuel was replaced by the same base diesel fuel, but now containing approximately 6,000 weight ppm of a 50% solution of dodecylphenylpoly(oxybutylene) - N - (2 - aminoethyl) carbamate in an inert, stable oleophilic organic solvent.
  • the car was driven on the distance accumulator, under the same program control for an additional 375 miles (603 kilometers).
  • the injector nozzles were removed and measured once again. The results are also given in Table I in the column headed "After Clean-up".
  • Dirty injector nozzles were obtained from several different diesel engines of vehicles having combustion trouble as indicated by one or more of the following: noise, hard starts, exhaust smoke, low fuel economy, loss of power, rough idling, etc. These injector nozzles were installed in diesel vehicles which were then driven on a laboratory distance accumulator (see Example 2) until the air flow through the injector nozzles was about a constant value (ISO 4010-77) indicating stabilized deposits. The air flow rates at 0.1 mm pintle lift are given in Table II.
  • the diesel fuel was then additized with the indicated amount of dodecylphenylpoly(oxybutylene) - N - (2 - aminoethyl) carbamate, and the car was run under the same conditions as before until 20 gallons (75.7 liters) had been consumed (one tankful).
  • the injector nozzles were again removed and the air flow rate measured. These values are given in Table II. After this measurement, the injector nozzles were manually cleaned by brushing to remove all deposits. Air flow rates were again measured, and are given in Table II.
  • Percent clean-up due to burning one tankful of diesel fuel containing an additive of the present invention, was calculated by setting the air flow after manual clean-up as 100% and the air flow just before changing to the test fuel as 0%.
  • the calculated clean-up values based on this data suggests that the additive concentration necessary for injector nozzle clean-up is in the range of 600 to 10,000 ppm, preferably 1,000 to 6,000 ppm, and more preferably 1,500 to 5,000 ppm.
  • the standard engine for determining cetane values by ASTM D 613-79 was fitted with a new Bosch injector nozzle, type DNO SD 240/. This engine stand was equipped with instruments for measuring: (1) combustion chamber pressure, (2) injector needle lift distance, and (3) crankshaft angle.
  • the engine was run at 900 RPM throughout the test.
  • the compression ratio was adjusted to 21:1; the injection timing was set to 13° before top dead center and the amount of fuel injected was set at 13 ml/min.
  • the cooling liquid was maintained at 212°F (100°C), the air intake at 150°F (66°C) and the oil temperature at 135°F (57°C).
  • the fuel for this test was commercial #2 diesel (meeting ASTM D 975-78 specifications).
  • the air flow rate of the new nozzle was determined at several values of pintle lift by the method of ISO 4010-77. These values are given in Table III.
  • the test engine was then run under the above described conditions for 20 hours. At the end of this time, the nozzle was removed and the air flow rate determined again. The results are given in Table III.
  • the injector was reinstalled in the same engine which was then run for 20 additional hours with the same diesel fuel as before but now containing 10,000 ppm of a 50% solution of dodecylphenylpoly(oxybutylene) - N - (2 - aminoethyl) carbamate in an inert, stable oleophilic organic solvent. At the end of the second 20-hour run, the nozzle was removed and tested for air flow rate as before. The results are given in Table III.
  • Table III show that running 20 hours on ordinary diesel fuel lays down sufficient deposits in a new injector nozzle to limit air flow to about 40 to 60% of its rate when new. After 20 hours of running on a diesel fuel containing an additive of the present invention, sufficient deposits in the injector nozzle are removed to restore the air flow to about 80 to 98% of the new nozzle rate.

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  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Engineering & Computer Science (AREA)
  • Organic Chemistry (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
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Claims (11)

1. Treibstoffzusammensetzung für eine Verwendung in einem Verbrennungsmotor aus einem kohlenwasserstoffartigen flüssigen Treibstoff, der ein Additiv für eine Ablagerungsbekämpfung enthält, dadurch gekennzeichnet, daß im Hinblick darauf, die Treibstoffzusammenzetung für eine Verwendung in einem Verbrennungsmotor des Diseltyps geeignet zu machen, der flüssige Treibstoff ein Kohlenwasserstofftreibstoff ist, der in dem Dieseltreibstoffbereich siedet, und das Additiv zur Ablagerungsbekämpfung ein Hydrocarbylpolyetherpolyamin mit einem Molekulargewicht im Bereich von 500 bis 2500 ist und einen Polyalkylenanteil, enthaltend 1 bis 30 Oxyalkyleneinheiten mit jeweils 2 bis 4 Kohlenstoffatomen, der mit einem verbindenden Anteil verbunden ist, aufweist, welcher seinerseits mit einem Aminostickstoffatom eines Polyaminanteils verbunden ist, der 2 bis 12 Aminostickstoffatome und 2 bis 40 Kohlenstoffatome enthält, wobei das Hydrocarbylpolyetherpolyamin in dem Dieseltreibstoff in einer Konzentration von 600 bis 10000 ppm vorliegt.
2. Treibstoffzusammensetzung nach Anspruch 1, wobei der verbindende Anteil bis zu 12 Kohlenstoffatome enthält.
3. Treibstoffzusammensetzung nach Anspruch 1 oder 2, wobei der Polyoxyalkylenanteil 10 bis 25 Oxyalkyleneinheiten aufweist.
4. Treibstoffzusammensetzung nach Anspruch 1, 2 oder 3, wobei der Polyaminanteil 2 bis 12 Aminstickstoffatome und 2 bis 24 Kohlenstoffatome enthält.
5. Treibstoffzusammensetzung nach Anspruch 1, wobei das Additiv zur Ablagerungsbekämpfung durch die allgemeine Formel
Figure imgb0027
wiedergegeben wird worin
R=eine Alkylgruppe mit 1 bis 30 Kohlenstoffatomen, Arylgruppe mit 6 bis 30 Kohlenstoffatomen, Alkarylgruppe mit 7 bis 30 Kohlenstoffatomen, Aralkylgruppe mit 7 bis 30 Kohlenstoffatomen oder Methylol - substituierte Alkylgruppe mit 5 bis 30 Kohlenstoffatomen
R' und R" unabhängig voneinander Wasserstoff,
Methyl oder Ethyl bedeuten,
n=1 bis 30,
X=eine verbindende Gruppe, ausgewählt aus
Figure imgb0028
Methylolethylen
Figure imgb0029
Figure imgb0030
0 sowie
Figure imgb0031
wobei Y und Y' unabhängig voneinander für Wasserstoff oder eine Alkylgruppe mit 1 oder 2 Kohlenstoffatomen stehen und
Riii=ein Aminoanteil der folgenden allgemeinen Formel
Figure imgb0032
worin Z ein gleicher oder verschiedener Substituent ist, ausgewählt aus
(I) Wasserstoff,
(11) Hydrocarbylgruppen mit 1 bis 10 Kohlenstoffatomen und
(III) Hydrocarbonylgruppen mit 2 bis 10 Kohlenstoffatomen,
Z1=ein gleicher oder verschiedener Alkylen- oder Hydroxy - substituierter Alkylenrest mit 2 bis 6 Kohlenstoffatomen,
Z2=Carbonyl, Alkylencarbonyl oder Alkylen mit 2 bis 4 Kohlenstoffatomen mit benachbarten Verknüpfungen und
a=0 oder 1,
b=0 bis 4,
c=0 oder 1,
d=0 oder 1,
e=0 oder 1 und
f=0 oder 1, und =1, wenn c=0, vorausgesetzt, daß b+2c+e+f wenigstens 2 ist.
6. Treibstoffzubereitung nach Anspruch 1, wobei das Additiv aus Dodecylphenylpoly(oxybutylen) - N - (2 - aminoethyl)carbamat besteht.
7. Verfahren zur Herabsetzung einer Ablagerungsbildung in einem Verbrennungsmotor durch Einbringen eines Additivs zur Ablagerungsbekämpfung in einen kohlenwasserstoffartigen Treibstoff, der in dem Motor verwendet wird, dadurch gekennzeichnet, daß der Verbrennungsmotor dem Dieseltyp entspricht und das in den Dieseltreibstoff, der in dem Motor verwendet wird, eingebrachte Additiv zur Ablagerungsbekämpfung ein Hydrocarbylpolyetherpolyamin mit einem Molekulargewicht im Bereich von 500 bis 2500 ist und einen Polyalkylenanteil, enthaltend 1 bis 30 Oxyalkyleneinheiten mit jeweils 2 bis 4 Kohlenstoffatomen, der wiederum mit einem Stickstoffatom eines Polyaminanteils, enthaltend 2 bis 12 Stickstoffatome und 2 bis 40 Kohlenstoffatome, verbunden ist, aufweist, wobei das Hydrocarbylpolyetherpolyamin in dem Dieseltreibstoff in einer Konzentration von 600 bis 10000 ppm vorliegt.
8. Verfahren nach Anspruch 7, wobei der verbindende Anteil bis zu 12 Kohlenstoffatome enthält.
9. Verfahren nach Anspruch 7 oder 8, wobei der Polyoxyalkylenanteil 10 bis 25 Oxyalkyleneinheiten aufweist.
10. Verfahren nach Anspruch 7,8 oder 9, wobei der Polyaminanteil 2 bis 12 Aminstickstoffatome und 2 bis 24 Kohlenstoffatome enthält.
11. Verfahren nach Anspruch 7, wobei das Additiv zur Ablagerungsbekämpfung der allgemeinen Formel
Figure imgb0033
entspricht, worin
R=eine Alkylgruppe mit 1 bis 30 Kohlenstoffatomen, Arylgruppe mit 6 bis 30 Kohlenstoffatomen, Alkarylgruppe mit 7 bis 30 Kohlenstoffatomen, Aralkylgruppe mit 7 bis 30 Kohlenstoffatomen oder Methylol - substituierte Alkylgruppe mit 5 bis 30 Kohlenstoffatomen
R' und R" unabhängig voneinander Wasserstoff, Methyl oder Ethyl bedeuten,
n=1 bis 30,
X=eine verbindende Gruppe, ausgewählt aus
Figure imgb0034
Methylolethylen
Figure imgb0035
Carbonyl
Figure imgb0036
sowie
Figure imgb0037
wobei Y und Y' unabhängig voneinander für Wasserstoff oder eine Alkylgruppe mit 1 oder 2 Kohlenstoffatomen stehen und
R'"=ein Aminoanteil der folgenden allgemeinen Formel
Figure imgb0038
worin Z ein gleicher oder verschiedener Substituent ist, ausgewählt aus
(I) Wasserstoff,
(11) Hydrocarbylgruppen mit 1 bis 10 Kohlenstoffatomen und
(111) Hydrocarbonylgruppen mit 2 bis 10 Kohlenstoffatomen,
Z1=ein gleicher oder verschiedener Alkylen- oder Hydroxy-substituierter Alkylenrest mit 2 bis 6 Kohlenstoffatomen,
Z2=Carbonyl, Alkylencarbonyl oder Alkylen mit 2 bis 4 Kohlenstoffatomen mit benachbarten Verknüpfungen und
a=0 oder 1,
b=0 bis 4,
c=0 oder 1,
d=0 oder 1,
e=0 oder 1 und
f=0 oder 1, und =1 wenn c=0, vorausgesetzt, daß b+2c+e+f wenigstens 2 ist.
EP84903137A 1983-08-08 1984-08-03 Dieselbrennstoff und verfahren zum steuern des niederschlags in verdichtungsentzündungsmotoren Expired EP0152455B1 (de)

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Application Number Priority Date Filing Date Title
US52128183A 1983-08-08 1983-08-08
US521281 1983-08-08
US53789483A 1983-09-30 1983-09-30
US537894 1983-09-30

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EP0152455A1 EP0152455A1 (de) 1985-08-28
EP0152455A4 EP0152455A4 (de) 1986-08-21
EP0152455B1 true EP0152455B1 (de) 1989-06-14

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US4288612A (en) * 1976-06-21 1981-09-08 Chevron Research Company Deposit control additives
US4191537A (en) * 1976-06-21 1980-03-04 Chevron Research Company Fuel compositions of poly(oxyalkylene) aminocarbamate
US4236020A (en) * 1976-06-21 1980-11-25 Chevron Research Company Carbamate deposit control additives
US4198306A (en) * 1978-07-03 1980-04-15 Chevron Research Company Deposit control and dispersant additives
US4274837A (en) * 1978-08-08 1981-06-23 Chevron Research Company Deposit control additives and fuel compositions containing them
US4197409A (en) * 1978-08-08 1980-04-08 Chevron Research Company Poly(oxyalkylene)aminocarbomates of alkylene polyamine
US4329240A (en) * 1979-07-02 1982-05-11 Chevron Research Company Lubricating oil compositions containing dispersant additives
US4243798A (en) * 1979-08-09 1981-01-06 Chevron Research Company Process for the production of a polymeric carbamate
US4270930A (en) * 1979-12-21 1981-06-02 Chevron Research Company Clean combustion chamber fuel composition
EP0100665B1 (de) * 1982-07-30 1987-04-08 Chevron Research Company Schlammkontrollierende Zusätze in Kohlenwasserstoffbrennstoffen und Schmiermitteln für Innenverbrennungsmotoren

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WO1985000827A1 (en) 1985-02-28
EP0152455A1 (de) 1985-08-28
EP0152455A4 (de) 1986-08-21
DE3478696D1 (en) 1989-07-20

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