EP3420054B1 - Kraftstoffadditiv zur reinigung eines verbrennungsmotors - Google Patents

Kraftstoffadditiv zur reinigung eines verbrennungsmotors Download PDF

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Publication number
EP3420054B1
EP3420054B1 EP17761215.7A EP17761215A EP3420054B1 EP 3420054 B1 EP3420054 B1 EP 3420054B1 EP 17761215 A EP17761215 A EP 17761215A EP 3420054 B1 EP3420054 B1 EP 3420054B1
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Prior art keywords
fuel
cleaning
use according
additive
ignition
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EP17761215.7A
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German (de)
English (en)
French (fr)
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EP3420054A1 (de
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Iris Conrad
Christoph Hochstein
Alfons Urban
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Tunap GmbH and Co KG
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Tunap GmbH and Co KG
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Priority to RS20201152A priority Critical patent/RS60887B1/sr
Priority to HRP20201440TT priority patent/HRP20201440T1/hr
Priority to SI201730436T priority patent/SI3420054T1/sl
Priority to PL17761215T priority patent/PL3420054T3/pl
Publication of EP3420054A1 publication Critical patent/EP3420054A1/de
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    • 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
    • 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
    • C10L1/223—Organic compounds containing nitrogen containing at least one carbon-to-nitrogen single bond having at least one amino group bound to an aromatic carbon atom
    • 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
    • C10L1/234—Macromolecular compounds
    • C10L1/238—Macromolecular compounds obtained otherwise than by reactions involving only carbon-to-carbon unsaturated bonds
    • C10L1/2383—Polyamines or polyimines, or derivatives thereof (poly)amines and imines; derivatives thereof (substituted by a macromolecular group containing 30C)
    • C10L1/2387—Polyoxyalkyleneamines (poly)oxyalkylene amines and derivatives thereof (substituted by a macromolecular group containing 30C)
    • 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
    • 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
    • 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
    • C10L10/10—Use of additives to fuels or fires for particular purposes for improving the octane number
    • 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
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/04—Cleaning of, preventing corrosion or erosion in, or preventing unwanted deposits in, combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • F02M65/007—Cleaning
    • 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
    • C10L2200/00—Components of fuel compositions
    • C10L2200/04—Organic compounds
    • C10L2200/0407—Specifically defined hydrocarbon fractions as obtained from, e.g. a distillation column
    • C10L2200/0415—Light distillates, e.g. LPG, naphtha
    • C10L2200/0423—Gasoline
    • 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
    • C10L2270/00—Specifically adapted fuels
    • C10L2270/02—Specifically adapted fuels for internal combustion engines
    • C10L2270/023—Specifically adapted fuels for internal combustion engines for gasoline engines

Definitions

  • the present invention relates to the use of at least one optionally alkylated diarylamine in a fuel or fuel additive for cleaning the combustion chamber of a combustion engine, in particular a motor vehicle engine.
  • Pre-ignition is a self-ignition phenomenon that occurs at high loads or high medium pressures and low speed (" Low Speed Pre-Ignition, LSPI" ). The combustion starts before the actual ignition time.
  • LSPI Low Speed Pre-Ignition
  • pre-ignition occurs regardless of the combustion initiated by the spark plug.
  • the classic knock on the direct injector therefore takes place after the ignition point, in the case of pre-ignition the pressure increase due to the release of heat begins even before the ignition point.
  • pre-ignition is followed by extreme pressure peaks and, due to the high burning speeds, extreme pressure gradients and high-frequency pressure fluctuations.
  • the occurrence of pre-ignition can therefore quickly damage the engine. Sequences with alternating combustion processes are particularly damaging.
  • the potential for pre-ignition damage is significantly higher than for other self-ignition phenomena, such as knocking, since even single events can lead to the destruction of the engine due to extremely high pressure peaks. This severely limits the performance of modern engines.
  • Glowing particles or glowing detached deposits have been identified both as a first pre-ignition and as a subsequent pre-ignition trigger. Deposits are released, in particular, by heavy knocking, so that at the end of a pre-ignition, a large number of dissolved deposits or particles fly freely around the combustion chamber, which in turn can lead to further pre-ignitions in the subsequent combustion cycles.
  • combustion chamber deposits are of particular interest.
  • Decisive factors for the formation of deposits on the inlet channels and in the combustion chamber are the fuel composition, engine oil, the engine design and the operating conditions of the engine.
  • Fuel additives also have an important influence on the formation of deposits. It has been shown that the classic detergents based on polybutylene amine and polyether amine reduce the deposits on the inlet channels, but at the same time can increase the deposits in the combustion chamber ( Stepien Z. "Intake valve and combustion chamber deposit formation - the engine and fuel related factors that impacts their growth", NAFTA-GAZ, ROK LXX, No. 4/2014 ; Cheng SS "The Impact of Engine Operating Conditions and Fuel Compositions on the Formation of Combustion Chamber Deposits" SAE Paper 2000-01-2025 ; Kalghatgi GT “Fuel and Additive Effects on the Rates of Growth of Combustion Chamber Deposits in a Spark Ignition Engine” SAE Paper 972841 ).
  • the US 5,536,280 relates to fuel compositions containing diphenylamine.
  • diphenylamines reduces knocking of an internal combustion engine due to the increase in the octane number of the fuel.
  • the WO 2015/042337 relates to a method for reducing the pre-flammability in an internal combustion engine ignited by direct injection, the engine being supplied with a lubricant composition containing a base oil and an ash-free antioxidant.
  • EP 1 918 355 A1 provides a method for reducing wear and preventing the formation of deposits in an internal combustion engine, the method comprising burning a fuel composition comprising gasoline, ethanol and at least one fuel additive in the engine.
  • the object was surprisingly achieved by using at least one optionally alkylated diarylamine in a fuel or fuel additive for cleaning the combustion chamber of an internal combustion engine.
  • the combustion chamber of an internal combustion engine can be cleaned by burning the additized fuel without adversely affecting engine performance. Furthermore, the new formation of deposits is reduced or avoided by the use according to the invention.
  • cleaning thus includes both the removal of existing deposits and contaminants (so-called clean up effect) , such as coking and varnishing, as well as the prevention or avoidance of the formation of new deposits and Impurities (so-called keep-c / ean effect).
  • the cleaning of the combustion chamber according to the invention includes in particular the cleaning of the piston surface and / or the cleaning of the injection nozzle of the internal combustion engine.
  • the cleaning thus takes place during the combustion of the fuel which contains at least one fuel additive containing diarylamine.
  • the inventive use of the at least one diarylamine in a fuel or fuel additive not only removes deposits from the internal combustion engine, but at the same time reduces the pre-flammability of the fuel.
  • the motor can be protected from damage in an advantageous manner and thus the maximum operating time of the motor can be extended and its performance can be permanently maintained.
  • the internal combustion engine includes, in particular, automotive and aircraft engines, preferably automotive engines, but is not limited to these.
  • the internal combustion engine can also be an internal combustion engine conventionally used in industrial and agricultural machines, systems and devices, such as a lawn mower engine.
  • the internal combustion engine is a motor vehicle engine, in particular a gasoline engine.
  • the fuel is in particular a fuel that is conventionally used in the aforementioned internal combustion engines, preferably a gasoline fuel, such as, for example, commercially available normal or premium gasoline.
  • a gasoline fuel such as, for example, commercially available normal or premium gasoline.
  • the diarylamine can either be added directly to the fuel or, particularly in combination with other additives, can be contained in a fuel additive.
  • the diarylamine for use according to the present invention comprises in particular at least one diarylamine according to the general formula (I): wherein R 1 to R 7 are independently selected from hydrogen, C 1-14 alkyl, C 2-14 alkenyl or C 5-12 aryl.
  • R 1 to R 7 are independently selected from hydrogen, C 1-14 alkyl, C 2-14 alkenyl or C 5-12 aryl.
  • Such diarylamines are for example in the WO 2015/042337 described, to which reference is hereby made in full.
  • alkyl here includes non-aromatic hydrocarbons.
  • An alkyl radical can be straight-chain as well as branched or ring-shaped ( “cycloalkyl” ).
  • the alkyl radical in particular comprises radicals of C 1-10 alkyl, preferably C 1-6 alkyl, particularly preferably C 1-4 alkyl.
  • the alkyl radical can in particular be selected from methyl, ethyl, propyl, isopropyl, n-butyl, isobutyl, sec-butyl, and t-butyl, pentyl, 2-methylbutyl, 3-methylbutyl, 3,3-dimethylpropyl, hexyl, 2- Methylpentyl, 3,3-dimethylbutyl, and 2,3-dimethylbutyl.
  • Alkyl radicals can also be substituted or unsubstituted.
  • the alkyl radicals can contain one or more heteroatoms ( “heteroalkyl” ) . In a heteroalycle radical, one or more carbon atoms are replaced by a heteroatom, for example by nitrogen, oxygen, sulfur and phosphorus.
  • alkenyl relates to an unsaturated alkyl radical which contains at least one CC double bond which is not part of an aromatic group.
  • An alkenyl radical can also be straight-chain, branched or ring-shaped ( "cycloalkenyl” ).
  • the alkenyl radical in particular comprises C 2-10 alkenyl, preferably C 2-6 alkenyl, particularly preferably C 2-4 alkenyl.
  • Alkenyl radicals can also be substituted or unsubstituted.
  • the alkenyl radicals can also contain one or more heteroatoms.
  • cycloalk (en) yl radical refers to a monocyclic or polycyclic alk (en) yl radical which is not aromatic and comprises at least three carbon atoms.
  • Typical cycloalk (en) yl radicals include in particular cyclopropyl, cyclobutyl, cyclopent (en) yl and cyclohex (en) yl, cyclohept (en) yl and cyclooct (en) yl.
  • Cycloalk (en) yl radicals can be substituted or unsubstituted.
  • aryl relates to a radical with an aromatic structure and comprises in particular planar rings with a delocalized [pi] electron system containing 4n + 2 [pi] electrons, where n is an integer.
  • the aryl radical can contain 5, 6, 7, 8, 9 or more than nine carbon atoms, which can also be substituted and / or contain heteroatoms ( “heteroaryl” ).
  • Aryl residues and heteroaryl residues can be monocyclic or heterocyclic. Examples of aryl groups include phenyl, biphenyl, naphthyl, binaphthyl, pyrenyl, phenanthryl, anthracenyl, fluorenyl and indenyl.
  • heteroaryl groups include pyrrolyl, imidazolyl, furyl, thienyl, oxazolyl, thiazolyl, tetrazolyl, pyridyl, triazolyl, indolyl, isoindolyl, benzofuranyl, dipenzofuranyl, benzothienyl and benzimidazolyl.
  • two radicals from R 1 to R 6 located on the adjacent C atom together form a 5-, 6-, or 7-membered ring.
  • R 1 and R 2 , R 1 and R 5 , R 2 and R 5 and / or two of R 4 , R 5 and R 6 form a 5-, 6-, or 7-membered ring
  • R 1 and R 2 together form a 5- or 6-membered ring
  • R 3 to R 6 are independently selected from hydrogen and C 1-6 alkyl
  • R 7 is hydrogen
  • the at least one diarylamine is particularly preferably a diphenylamine.
  • Mono- and dialkylated diphenylamines such as e.g. 4-tert-butyldiphenylamine, 4,4'-di-tert-butyldiphenylamine, 4-tert-octyldiphenylamine, 4,4'-di-tert-octyldiphenylamine, 4,4'-dioctyldiphenylamine or 4,4'-di- (1st -phenylethyl) diphenylamine and mixtures thereof are used.
  • diphenylamines include one or more of octyl, dioctyl, nonyl, dinonyl, decyl and didecyldiphenylamine.
  • Another preferred diphenylamine is styrenated diphenylamine.
  • the concentration of the at least one diarylamine in the fuel is usually from 0.001 to 5% by weight, preferably 0.005 to 2% by weight, particularly preferably 0.01 to 0.2% by weight, based on the total weight of the fuel.
  • the fuel or the fuel additive further comprises one or more polyether amines.
  • Polyetheramines commonly used in gasoline engines are, for example, those in US Pat DE 37 32 908 A1 , which is hereby incorporated by reference in its entirety, disclosed polyetheramines.
  • a preferred polyetheramine can be represented by the formula R (OCH 2 CH (R 1 )) n A, where R is selected from C 1-14 alkyl, R 1 is selected from hydrogen and C 1-14 alkyl, n a Number can be from 2-40.
  • Preferred alkyl radicals are as previously defined for the diarylamine.
  • A is particularly selected from a group consisting of -OCH 2 CH 2 NR 2 R 2 , OCH 2 CH 2 NR 3 (CH 2 ) m OR 4 , or - NR 5 R 5 , wherein R 2 , R 3 , R 4 and R 5 is independently hydrogen, C 1-14 alkyl or C 1-14 alkenyl and m can be a number between 2 and 12.
  • a preferred polyetheramine is poly-1,2-butylene oxide-3-aminopropyl-C 11-14 isoalkyl ether.
  • the polyetheramine usually has an average molecular weight (M w ) of 500-3000 as determined by gel permeation chromatography (GPC).
  • the fuel usually contains the polyetheramine or the mixture of polyetheramines in an amount of 10 to 700 ppm, preferably 20 to 400 ppm, especially 50 to 200 ppm.
  • the weight ratio of diarylamine to polyether ether in the fuel or in the fuel additive is usually from 1: 1 to 30: 1, preferably from 3: 1 to 16: 1. In these quantitative ranges and ratios, the use of polyetheramine can further increase the cleaning performance of the diarylamine while simultaneously reducing the pre-flammability, while higher amounts of polyetheramine can impair the cleaning performance and the pre-flammability compared to non-additive fuel.
  • the fuel or the fuel additive can also contain other customary additives, such as corrosion inhibitors, stabilizers, antioxidants or detergents.
  • Other optional additives include friction modifiers, lubricity improvers, octane boosters for petrol and cetane number improvers for diesel fuels, and dyes.
  • Corrosion inhibitors are usually ammonium salts of organic carboxylic acids, carboxylic acids or carboxylic acid anhydrides, which tend to form films due to the corresponding structure of the starting compounds. Amines to lower the pH are also often found in corrosion inhibitors. Heterocyclic aromatics are mostly used as non-ferrous metal corrosion protection.
  • Antioxidants or stabilizers include, in particular, amines such as para-phenylenediamine, dicyclohexylamine, morpholine or derivatives of these amines.
  • Typical phenolic antioxidants are sterically hindered phenols such as 2,6-di-tert-butyl-4-methylphenol or C7-C9 branched alkyl- [3- (3,5-di-tert-butyl-4-hydroxyphenyl) propionate.
  • the carburetor, injector and valve detergents may also contain amides and imides of polyisobutylene succinic anhydride, polybutenamines, polybutene polyamines and long-chain carbonamides and imides in the fuels.
  • Friction reducing agents include, in particular, glycerol monooleates.
  • Lubricity improvers are preferably fatty acids, fatty acid esters and fatty acid amides.
  • Common octane boosters include, in particular, organic compounds such as, for example, methyl tert-butyl ether (MTBE), ethyl tert-butyl ether (ETBE), N-methylaniline and organometallic compounds such as ferrocene or methylcyclopentadienyl manganese tricarbouyl (MMT).
  • a typical cetane booster is 2-ethylhexyl nitrate, for example
  • Mineral oils but also bright stock and synthetic oils such as polyalphaolefin, trimellitic acid ester or polyether can be used as carrier oils for concentrates of the additives to be used according to the invention.
  • the time of adding the fuel additive to the fuel is not restricted.
  • the fuel additive can be used both as a so-called “refinery package”, with the fuel being mixed with the fuel additive even before it is commercially marketed, and as a so-called “aftermarket package", the fuel usually only shortly before its combustion, for example shortly before or after the refueling of a motor vehicle with which fuel additive is added can be used in a suitable dosage.
  • the final concentration of diphenylamine derivative in the fuel was 0.14% by weight.
  • the engine test run was carried out on a 2-1 direct injection with turbocharging and indexing head.
  • a bad fuel specified by Daimler AG was used as the test fuel.
  • the first step was to run a cleaning cycle with E5 RON95 fuel.
  • the aim of this cleaning cycle is to completely clean the combustion chamber and to establish a "zero state".
  • pre-ignition endurance runs were carried out, on the one hand with unadditized test fuel and with test fuel that was mixed with the additive to be tested, and the number of pre-ignitions was recorded for each cylinder using pressure sensors.
  • the pre-ignition endurance test consisted of several successive identical cycles. One cycle lasted 20 minutes, of which 15 minutes at full load with basic conditions typical for pre-ignition, i.e. Speed ⁇ 2000 rpm and fully opened throttle valve, as well as 5 min partial load with unchanged speed and almost closed throttle valve. 3 runs each were carried out over an hour. This test run should show the influence of the additive compared to the unadditized fuel on the number of pre-ignitions with a clean combustion chamber.
  • the third step was followed by another cleaning run with E5 RON95 fuel in order to restore the zero state.
  • This "zero state” was documented endoscopically and then compared with the other examinations.
  • VKDL 36-hour coking run
  • FIG Figure 1 The engine test run for determining the cleaning performance of a fuel additive according to the present invention as previously described is shown in FIG Figure 1 shown schematically.
  • the number of pre-ignitions with a clean combustion chamber is in Figure 2 shown. It was found that the number of pre-ignitions with a clean combustion chamber in the first cycle with additive from Examples 1 and 2 and unadditized fuel was zero and only increased during the second cycle with all additives. With the additive of example 3, two pre-ignition events were counted in the first cycle in the second measurement. After three cycles, a pre-ignition event was counted with unadditized fuel (comparative example), eleven with the additive of example 1, four with the additive of example 2 and up to fifteen with the additive of example 3. The higher the proportion of polyetheramine, the more pre-ignition events were registered, especially in the first cycle. However, events increased with a clean combustion chamber with all additives compared to unadditized fuel. This means that polyetheramine has a higher tendency to pre-ignite than diphenylamine.
  • Example 1 A comparison of the injector tips showed that the additive of Example 1 in particular achieved a reduction in the deposits on the injectors.
  • Example 1 with a low polyatheramine content of 100 ppm achieves a better cleaning performance with respect to injectors than pure diphenylamine (Example 2).
  • Example 2 With a high proportion of polyetheramine, however, both the deposits on injectors and the deposits in the combustion chamber increase, as the results with the additive of Example 3 show.
  • the cleaning is not sufficient to compensate for the negative influence on the pre-ignition.
  • diphenylamine derivatives according to the invention leads to a high cleaning performance
  • the combined use of diphenylamine derivatives and polyetheramine as described above is preferred, since this is a combination of good cleaning action in the combustion chamber also possible on the injectors while reducing the pre-ignition.
  • the final concentration of diphenylamine derivative in the fuel was 1600 ppm, and 100 ppm of polyetheramine.

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  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Engineering & Computer Science (AREA)
  • Organic Chemistry (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Solid Fuels And Fuel-Associated Substances (AREA)
  • Liquid Carbonaceous Fuels (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Detergent Compositions (AREA)
EP17761215.7A 2016-09-01 2017-08-24 Kraftstoffadditiv zur reinigung eines verbrennungsmotors Active EP3420054B1 (de)

Priority Applications (4)

Application Number Priority Date Filing Date Title
RS20201152A RS60887B1 (sr) 2016-09-01 2017-08-24 Aditiv za gorivo za čišćenje motora sa unutrašnjim sagorevanjem
HRP20201440TT HRP20201440T1 (hr) 2016-09-01 2017-08-24 Aditiv za gorivo za čišćenje motora s unutarnjim izgaranjem
SI201730436T SI3420054T1 (sl) 2016-09-01 2017-08-24 Aditivi za gorivo za čiščenje motorja z notranjim izgorevanjem
PL17761215T PL3420054T3 (pl) 2016-09-01 2017-08-24 Dodatek do paliwa do czyszczenia silnika spalinowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016116348.1A DE102016116348A1 (de) 2016-09-01 2016-09-01 Kraftstoffadditiv zur reinigung eines verbrennungsmotors
PCT/EP2017/071324 WO2018041710A1 (de) 2016-09-01 2017-08-24 Kraftstoffadditiv zur reinigung eines verbrennungsmotors

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EP3420054A1 EP3420054A1 (de) 2019-01-02
EP3420054B1 true EP3420054B1 (de) 2020-07-01

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EP17761215.7A Active EP3420054B1 (de) 2016-09-01 2017-08-24 Kraftstoffadditiv zur reinigung eines verbrennungsmotors

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US (1) US10968409B2 (pt)
EP (1) EP3420054B1 (pt)
JP (1) JP2019529604A (pt)
CN (1) CN109642172B (pt)
AU (1) AU2017320601B2 (pt)
BR (1) BR112019004115B1 (pt)
CY (1) CY1123659T1 (pt)
DE (1) DE102016116348A1 (pt)
DK (1) DK3420054T3 (pt)
ES (1) ES2818609T3 (pt)
HR (1) HRP20201440T1 (pt)
HU (1) HUE050773T2 (pt)
LT (1) LT3420054T (pt)
PL (1) PL3420054T3 (pt)
PT (1) PT3420054T (pt)
RS (1) RS60887B1 (pt)
RU (1) RU2712188C1 (pt)
SG (1) SG11201901353QA (pt)
SI (1) SI3420054T1 (pt)
WO (1) WO2018041710A1 (pt)
ZA (1) ZA201901350B (pt)

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AU2019240290A1 (en) * 2018-03-23 2020-10-08 Chevron Oronite Company Llc Composition and method for preventing or reducing low speed pre-ignition in spark-ignited internal combustion engines
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SG11201901353QA (en) 2019-03-28
BR112019004115A2 (pt) 2019-05-28
BR112019004115B1 (pt) 2022-07-12
PT3420054T (pt) 2020-09-22
RU2712188C1 (ru) 2020-01-24
CY1123659T1 (el) 2022-03-24
HRP20201440T1 (hr) 2020-12-11
US20200165533A1 (en) 2020-05-28
WO2018041710A1 (de) 2018-03-08
RS60887B1 (sr) 2020-11-30
AU2017320601B2 (en) 2020-02-27
ES2818609T3 (es) 2021-04-13
US10968409B2 (en) 2021-04-06
CN109642172A (zh) 2019-04-16
JP2019529604A (ja) 2019-10-17
PL3420054T3 (pl) 2020-12-28
DE102016116348A1 (de) 2018-03-01
DK3420054T3 (da) 2020-09-28
AU2017320601A1 (en) 2019-03-07
SI3420054T1 (sl) 2021-01-29
CN109642172B (zh) 2021-06-04
ZA201901350B (en) 2020-08-26
HUE050773T2 (hu) 2021-01-28
LT3420054T (lt) 2020-12-28

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