Method and composition for improving fuel combustion

Field of the Invention

The present invention relates to a composition for improving the combustion of fuel, a method for its production and the use to obtain better combustion of fuels, in particular fuels based on combustible hydrocarbons.

The basis of the invention

The burning of fossil fuels, and especially petroleum fuels such as gasoline and diesel, is never completely effective. The consequences of ineffective combustion are high fuel consumption, carbon deposits on cylinder heads and pistons, changes in engine performance, and the production of excessive amounts of harmful intermediates such as carbon monoxide, partially burned hydrocarbons and nitrogen oxides (NOx).

Various fuel additives have been proposed to increase fuel economy and reduce the pollutants contained in the exhaust gas. Un-burnt and partially burnt fuel is associated with contamination of the combustion process and financial losses incurred by the fuel buyer. It has been proposed in the prior art to add combustion improvers in various types of fuel applications, including flame burner, diesel engines, gasoline internal combustion engines, and various turbine systems. These prior art additives have various forms, such as in a liquid state mixed with liquid carriers and some in a solid state, such as additives suitable for the analyzed combustion system.

State patent. US Webb 4,129,421 discloses a catalytic fuel additive for use in engines or furnaces. The additive uses a solution of picric acid and ferrous sulfate in a specific alcohol. The example shows the additive used for use in gasoline engines in amounts providing about 10 parts per billion of combined catalyst. The disclosure shows higher but unspecified amounts applied to heavy fuel oil. In all cases, the catalyst dissolves completely in the fuel.

State patent. US 2,402,427 Miller and Libera disclose the use of a wide group of diesel soluble organic and organometallic compounds as ignition activators in concentrations of 0.02 to 3% (ie 200-30,000 parts per million).

Among the first patents for catalytic metallic fuel additives, Patents Stan. US No. 2,086,775 and No. 2,151,432 of Lyons and McKone disclose the addition to a base fuel such as gasoline, benzene, motor fuel, crude oil, kerosene or blends from 0.001 to 0.0085% (i.e. from 10-850 parts per million) an organometallic compound or mixture to improve various aspects of engine performance. Among the metals disclosed in the Stan. US No. 2,086,775 are cobalt, nickel, manganese, iron, copper, uranium, molybdenum, vanadium, zirconium, beryllium, platinum, palladium, chromium, aluminum, thorium, and rare earth metals such as cerium.

The metals disclosed in the US Patent. US Nos. 2,151,432 include solanum, antimony, arsenic, bismuth, cadmium, admeium, tellurium, thallium, tin, barium, boron, cesium, smoky, lanthanum, potassium, sodium, tantalum, titanium, wofram, and zinc. In both patents, the preferred organometallic compounds were γ-beta diketone and derivatives and homologues thereof, such as metal acetylacetonates, proprionyl acetonates, formyl acetonates, and the like.

The disclosures by Lyons and McKone indicate that, when introduced at a concentration of 0.001-0.04% (ie, 10-400 parts per million), they do not contribute effectively to improving combustion efficiency, but may become effective after use. long-term use, because catalytically active carbon deposits are deposited in the combustion chamber. The disclosure further teaches that when the necessary amount of catalytically active carbon deposits has been deposited, typically about 0.01% (ie 100 parts per million) of the organometallic compound is sufficient to maintain the amount of carbon deposits by replenishing any losses that arise.

State patent. US No. 4,891,050 and No. 4,892,562 to Bowers and Spargue disclose the use of fuel soluble platinum metal compounds which were effective at so-called ultra-low concentrations in improving fuel economy in gasoline and diesel engines, respectively. In this context, amounts ranging from 0.01 parts per million to 1.0 parts per million of the platinum group metal relative to the fuel to which it was added were considered to be the lowest possible amount.

State patent. US No. 4,629,472 describes the use of 0.05 to 0.5 ppm of catalyst in diesel fuel when the catalyst is defined as metal by weight. The preferred range of the catalyst was 0.02 to 0.06 parts per million (ie 2 parts per 100 million to 6 parts per 100 million).

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It is clear that in the prior art there is a lower limit at which the catalysts cease to contribute significantly to the combustion process. As stated previously, the Lyons and McKone papers reported that concentrations of about 10-400 parts per million of catalyst were only effective when a sufficient amount of catalytically active sludge was present.

Even the State Patent. US Webb No. 4,129,421 listed 1 part per 100 million as necessary to ensure significant operation. It would be advantageous if a method was presented to provide an increase in combustion with less additive amounts than previously used.

Summary of the invention

The combustion enhancing composition of the present invention comprises one or more combustion catalysts or combustion enhancing agents and the fuel, characterized in that the combustion catalyst or enhancer is present in an amount of less than 1 part by weight of the combustion catalyst or combustion enhancer per 500 million parts of fuel.

Preferably, one or more combustion catalysts or combustion enhancers are dissolved or dispersed in the fuel.

Preferably, one or more combustion catalysts or enhancers are present in the fuel in a concentration of less than 1 part by weight of the combustion catalyst or enhancer per 600 million parts fuel.

Preferably, one or more combustion catalysts or combustion enhancers are present in the fuel in a concentration of less than 1 part of combustion catalyst or combustion enhancer per 1000 million parts of fuel.

Preferably, one or more combustion catalysts or combustion enhancers are present in the fuel in a concentration of less than 1 part by weight of the combustion catalyst or combustion enhancer per 100 billion parts fuel.

Preferably, one or more combustion catalysts or enhancers are present in the fuel in an amount of about 1 part by weight of combustion catalyst per 100 billion parts of fuel to about 1 part by weight of combustion catalyst per 6 trillion parts of fuel.

Preferably, one or more combustion catalysts or enhancers are present in the fuel in the range of about 1 part by weight of combustion catalyst per 100 billion parts of fuel to about 1 part by weight of combustion catalyst or enhancer per 12 trillion parts of fuel.

Preferably, one or more combustion catalysts or combustion enhancers are at least one of the chemicals listed in Table 1, Table 2, Table 3 and Table 4.

Preferably, one or more combustion catalysts or combustion enhancers are at least one of the chemicals listed in Table 1.

Preferably, one or more combustion catalysts or combustion enhancers are at least one of the chemicals listed in Table 2.

Preferably, one or more combustion catalysts or combustion enhancers are at least one of the chemicals listed in Table 3.

Preferably, one or more combustion catalysts or combustion enhancers are at least one of the chemicals listed in Table 4.

Preferably, the fuel is gaseous fuel.

Preferably, the one or more combustion catalysts or combustion enhancing agents comprises a noble element or a compound thereof.

Preferably, the one or more combustion catalysts or combustion enhancers are one or more of potassium hexachloroplatinate (IV) and potassium hexachloroplatinate hydrochloride.

Preferably, the one or more combustion catalysts or combustion enhancing agents comprises polyvinyl chloride and / or ammonium nitrate.

Preferably, the combustion catalyst or enhancer is present in a concentration of less than 1 part by weight of the combustion catalyst or enhancer per 500 million parts of fuel and equal to or greater than 1 part by weight of the combustion catalyst or enhancer per 6 trillion parts of fuel.

Preferably, the combustion catalyst or enhancer is present in a concentration of less than 1 part by weight of combustion catalyst or enhancer per 500 million

Per 3 trillion parts of fuel and greater than 1 part by weight of combustion catalyst or enhancer.

Preferably, the combustion catalyst or enhancer is present in a concentration of less than 1 part by weight of the combustion enhancer per billion (1000 million) of fuel and greater than 1 part by weight of the combustion catalyst or enhancer per 3 trillion parts of fuel.

The invention also relates to the use of a mixture as defined above in an internal combustion engine, in a boiler, furnace or other heat supply device, or in a straight-through jet engine or other turbine.

Preferably, a blend as defined above is used for combustion in an engine where the air to fuel ratio of the combustion mixture is increased compared to operating the engine without a combustion catalyst or enhancer.

The invention also relates to a process for the preparation of a blend as defined above in that a solid fuel is used and one or more combustion catalysts or combustion enhancers are added to the solid fuel by spraying it on the fuel in an amount so as to provide a concentration in the range of less than 1 part in 500 million to 1 part in 6 trillion fuel (by weight).

In the blend preparation process as defined above, one or more combustion catalysts or combustion enhancers are added to the fuel in the air stream supplying oxygen to the combustion process.

One or more combustion catalysts or combustion enhancers are added to the fuel in a combustion turbine by combining the catalyst with steam.

The invention also relates to a process for producing a blend as defined above, which comprises steps

a) preparing the mixture by

i) mixing one or more combustion catalysts or combustion enhancers with water or another solvent to form a first premix;

ii) mixing the first premix with an organic hydrophilic / oleophilic compound to form a second premix;

iii) mixing the second premix with a fuel or agent compatible with the fuel to form a mixture; and

b) mixing the mixture with a liquid fuel to a concentration of less than 1 part by weight of the combustion catalyst or combustion enhancer for 500 million parts of fuel.

Preferably, one or more combustion catalysts or enhancers are present in the final mixture in a concentration of less than 1 part by weight of catalyst or combustion enhancer per 500 million parts of fuel and equal to or greater than 1 part by weight of catalyst or combustion enhancer per 6 trillion parts of fuel. .

The invention also relates to a process for producing a blend as defined above, which comprises steps

a) preparing the mixture by

i) mixing one or more combustion catalysts or combustion enhancers with water or another solvent to form a first premix;

ii) mixing the first premix with an organic hydrophilic / oleophilic compound to form a second premix;

iii) mixing the second premix with a fuel or an agent compatible with the fuel to form a mixture; and

b) blending the above mixture with a liquid fuel to obtain a concentration of between about 1 part by weight of at least one combustion catalyst or enhancer per 100 billion parts fuel to about 1 part by weight of combustion catalyst per 12 trillion parts fuel.

Preferably, one or more of the steps may be further broken down into separate sub-steps.

Preferably mixing the mixture with a liquid fuel to a concentration between 1 part by weight in 100 billion parts and 1 part by weight in 12 trillion parts by weight, a combustion catalyst or a combustion enhancer in relation to the fuel.

Preferably, mixing is performed using electrical mixing means.

Preferably, the other solvent is one or more from the group consisting of isopropyl alcohol, methanol, ethanol and MTBE, methyl ethyl ketone, methyl isobutyl ketone and methanol.

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Preferably the hydrophilic / oleophilic compound is one or more from the group consisting of isopropyl alcohol, methanol, ethanol and MTBE, methyl ethyl ketone, methyl isobutyl ketone and methanol.

Preferably the agent compatible with the liquid is one or more of the group consisting of isopropyl alcohol, methanol, ethanol and MTBE, methyl ethyl ketone, methyl isobutyl ketone and methanol.

In a process for producing a blend as defined above, one or more combustion catalysts or combustion enhancers are added to the fuel in an amount such that the combustion catalyst or combustion enhancer is present in the fuel in a concentration of less than 1 part by weight of the combustion catalyst or combustion enhancer. on 500 million parts of fuel

The invention also relates to the use of one or more combustion catalysts or combustion improvers in an internal combustion engine, wherein the combustion catalyst or the combustion enhancer is added to the lubricating oil for the internal combustion engine in an amount of approximately 1 part combustion catalyst per million parts by weight or by volume, yes, that the combustion catalyst or enhancer is added to the fuel entering the combustor in a concentration of less than 1 part by weight of the combustion catalyst or combustion enhancer per 500 million parts fuel.

A mixture of at least one combustion catalyst or combustion aid and one liquid of water or a hydrophilic / oleophilic liquid, characterized in that the combustion catalyst or combustion enhancer is present in the mixture in a concentration of between 1 part by weight per 12 million to 1 part by weight of the catalyst combustion or combustion aid per 100 million mixture.

Preferably, in the inventive mixture, the at least one combustion catalyst or enhancer is selected from Table 1, Table 2, Table 3 or Table 4 below.

Preferably, the hydrophilic / oleophilic liquid is one or more from the group consisting of isopropyl alcohol, methanol, ethanol and MTBE, methyl ethyl ketone, methyl isobutyl ketone and methanol.

In general, the present invention provides a method of increasing the combustion of fuels by adding a combustion catalyst or a combustion enhancer to the fuel in the smallest possible amount, depending on the fuel combustion system and the method of introducing the catalyst. Preferably the maximum small amount is less than 1 part catalyst or combustion enhancer per 100 million parts by weight of fuel. The catalyst or combustion enhancer may advantageously be added in an amount of less than 1 part per 500 million, and more preferably less than 1 part of catalyst or combustion enhancer per billion parts by weight of fuel. The maximum small amount may be less than 1 part of catalyst or combustion improver per 50 billion parts by weight of fuel. Most preferably, the catalyst or enhancer is present in the fuel in the range of about 1 part catalyst per 100 billion parts fuel to about 1 part catalyst or enhancer per 6 trillion parts by weight of fuel.

A suitable catalyst or enhancer may be one or more of the following: polyvinyl chloride, potassium hexachloroplatinate, dihydrogen hexachloroplatinate or ammonium nitrate, although any suitable catalyst or enhancer or combination thereof known to those skilled in the art may be used.

Combustion may take place in an internal combustion engine, a turbine, or in a boiler, a jet engine, a furnace, or other device for the purpose of providing heat or energy. The combustion catalyst or enhancer may be added to the solid fuel, preferably by spraying. Alternatively, a combustion catalyst or a combustion enhancer may be added to the gaseous fuel. The addition of the combustion catalyst or enhancer may be carried out in a gas stream to provide oxygen to the combustion process or in water vapor added to the turbine.

The method may also include modifying the air-fuel ratio of the combustion mixture to increase the amount of air or reduce the amount of fuel.

A second aspect of the invention relates to a method of blending a combustion catalyst or a combustion enhancer with a fuel with as little amounts of combustion catalyst as possible, the method comprising the steps of:

dissolving the combustion catalyst in water or other suitable solvent to form a first premix;

Diluting the first premix by mixing it with an organic hydrophilic / oleophilic compound to form a second premix;

diluting the second premix with fuel or other suitable material in one or more dilution steps to provide the desired minimum amount of catalyst.

Suitably the organic hydrophilic / oleophilic compound may be isopropyl alcohol or methyl tert-butyl ether (MTBE) and / or methyl ethyl ketone (MEK) and / or methyl isobutyl ketone (MIBK) and / or butanol. Methanol as well as various hydrophilic / oleophilic materials may also be suitable.

A third aspect of the invention relates to a method of mixing a combustion catalyst or a combustion enhancer with a fuel, the method comprising the steps of:

mixing the combustion catalyst with an organic hydrophilic / oleophilic compound such as isopropyl alcohol, MTBE, or the like to obtain a premix, and mixing the premix with the fuel.

A fourth aspect of the invention relates to a composition kit comprising one or more catalysts or combustion enhancing agents and a solvent, the solvent containing water and / or isopropyl alcohol and / or MTBE or other suitable solvent, wherein adding the composition kit to a predetermined amount of fuel will result in a mixture of with catalyst present in a concentration of less than 1 part per 100 million parts of fuel.

A fifth aspect of the invention relates to a composition comprising fuel and a combustion catalyst, wherein the combustion catalyst is present in a concentration of less than 1 part per 100 million parts of fuel, and most preferably between about 1 part per 240 billion parts of fuel to about 1 part per 1. 2 trillion parts of fuel, and may be as small as 1 part in 6 trillion parts of fuel.

Detailed description of a preferred embodiment of the invention

In this description, the term internal combustion engine covers all Otta and gasoline diesel and compressed gas or other engines, both for mobile (including marine) and stationary applications, and two-stroke, four-stroke and rotary engines. However, it should be understood that the present invention is applicable to any suitable form of combustion such as boilers, turbines, and fire for heating purposes.

The use of the method and composition of the present invention is not limited to engine applications, but is particularly advantageous in engine applications.

The present invention is based at least in part on the discovery by the inventors that combustion catalysts or combustion enhancing agents can be effective in as small amounts as possible when mixed with fuel. These amounts can range from as little as 1 part per 240,000,000,000 parts (i.e. 1 part per 240 billion fuel) to as little as 6,000,000,000,000 parts of fuel (i.e. 1 part per 6 trillion fuel). fuel) or even less.

The combustion catalyst or enhancer may include any catalyst or enhancer known to one skilled in the art. The catalyst or combustion enhancer may include one or more compounds from the group given in Table I below:

TABLE I ruthenium (IV) oxide, ruthenium (III) chloride, ruthenium (III) chloride trihydrate, ruthenium (III) bromide and its hydrates ammonium aquapentachlororutenate (III), (NH4) 2RuCl5.H2O potassium ruthenium oxide (VI) rhodium (III) oxide rhodium (III) chloride and its hydrates rhodium (III) nitrate (V) and its hydrates iridium (III) chloride iridium (III) oxide iridium oxide ( IV) hydrohexachloridate (IV) and its hydrates ammonium hexachloryridate (IV) and its hydrates osmium tetroxide osmium (III) chloride platinum black platinum (IV) oxide and its hydrates

PL 201 736 B1 platinum (II) chloride platinum (IV) chloride polyvinylchloride dihydrogen hexachloroplatinate hydrate (IV) dihydrogen hexahydroxyplatinate (IV) tetraaminoplatinum (II) chloride monohydrate (II) diazotinediaminoplatinum (II) dihydrochloride platinum (II) dihydrochloride platinum dihydrochloride ) palladium (II) oxide, palladium (II) nitrate (V) dihydrate, hexachloropalladate (IV), ammonium, tetraaminopalladium (II) nitrate, tetracyanepalladium (II) trihydrate, potassium perrhenate potassium chloride rhenium (III) tris (acetylacetonate) rhenium (III) cis-dichloro (2,2'-bipyridine) platinum (II), PtCl2 (C10H8N2) dichloro (1,5-cyclooctadieno) platinum (II) PtCl2 (C8H12) 2-hydroxyethanethiolane- (2,2 ', 2-terpyridine) platinum (II) nitrate, [Pt (C2H5OS) (C15H11N3)] NO3 tricarbonylchloridate (I), [Ir (Cl (CO) 3] n chloro (1, dimer) 5-cyclooctadieno) iridate (I) [IrCl (C8H12)] ​​2 trans-dichlorobis (ethylenediamine) iridium (III) chloride, trans- [IrCl2 (C2H8N2) 2] Cl rhodium (II) octoate dimer, Rh2 [O2C (CH2) 2CH3] acetylacetonate (1,5-cyclooctadiene), rhodium (I),

Rh (C8H12) (C5H7O2) acetylacetonate (norbornadiene), rhodium (I), Rh (C7H8) (C5H7O2) hydridotetrakis (triphenylphosphane), rhodium (I), RhH (PPh3) 4 diocatnobis (triphenylphosphane), (palladium (II) CH3CO2) 2Pd (PPh3) 4 bis (dibenzylideneacetone), palladium (O) Pd (C17H14O) 2 dichloro [1,2-bis (diphenylphosphane) ethane] palladan (II)

PdCl2 (Ph2PCH2CH2PPh2) palladium (II) trifluoroacetate Pd (CF3CO2) 2 acetatehydridotris (triphenylphosphane) ruthenium (II),

RuH (OCOCH3) (PPh3) 3 bis (benzene) dichlorodim-chlorodirutenate (II)

[RuCl2 (C6H6) 2] 2 tris (2,2'-bipyridin) rutenate (O) (C10H8N2) 3Ru carbonyldihydridotris (triphenylphosphane) ruthenium (II), RuH2 (CO) (PPh3) 3 bis (cyclopentadienyl) rutenate (II) "Ruthenocene (C5H5) 2Ru dihydridotetrakis (triphenylphosphane) ruthenium (II), RuH2 (PPh3) 4 ruthenium (III) hexafluoroacetylacetonate Ru (CF3COCHCOCF3) 3 ammonium nitrate dichloroethylenediamineplatinate (II) [Pt (C2H8N2) Cl2] bis (acetylacetonate) platinum (II) [Pt (C5H7O2) 2] platinum-phosphorus (II) platinum-bisphosphate (II) ) [PtCl2 (PPh3) 2] tetrakis (triphenylphosphane) platinum (O) [Pt (PPh3) 4] bis (acetylacetonate) palladate (II) [Pd (C5H7O2) 2] dichloro (cycloacta-1,5-diene) palladate ( II) [Pd (C8H12) Cl2] chloropivallyl dimer) palladate (II) [Pd (.pi.-C3H5) Cl] Palladium (II) acetate trimer [Pd (CH3CO2) 2] 3-tris (acetylacetonate) ruthenium (II) [Ru (C5H7O2) 3] 5-hydridocarbonylotris (triphenylphosphane) rhodate (I) [Rh (H) (CO) (PPh3) 3] acetylacetonate dicarbonylorodate (I) [Rh (CO) 2 (C5H7O2)] tris (acetylacetonate) rhodium (III) [Rh (C5H7O2) 3] bromotris (triphenylphosphane) rhodium (I) [RhBr (PPh3) 3] rhodium (II) acetate dimer [Rh2 (CO2CH3) 4 ] tris (acetylacetonate) iridate (III) [Ir (C5H7O2) 3] dodecacarbnyletriosm (O) Os3 (CO) 12

A preferred group is that given in Table 2 below:

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Table 2

Palladium

Palladium (II) chloride as well as bromide, iodide, nitrate hydrate, oxide, sulfate hydrate and Tris (dibenzylideneacetone) hydroxide dipalladate (O)

Dichloro (1,1-bisdiphenylphosphane) ferrocene palladate (II)

Allyl palladium (II) chloride dimer Trans-dichlorobis (acetonitrile) palladate (II) Trans-dichlorobis (benzonitrile) palladate (II)

Trans-dichlorobis (triphenylphosphane) palladate (II)

Trans-octano (triphenylphosphane) palladate (II)

Dichloro (norbornadiene) palladate (II)

2.4 n Palladium (II) pentandionate

Platinum

Platinum (II) chloride * Platinum (IV) chloride * Also bromide, iodide and sulphide salts

Platinum (IV) oxide hydrate (Adamsi Catalyst)

2.4 n Platinum (II) pentandionate

Dibromo (1,5-cyclooctadieno) platinum (II)

Dijodo (1,5-cyclooctadieno) platinum (II)

Diphenyl (1,5-cyclooctadiene) platinum (II)

Dichlorobis (acetonitrile) platinum (II)

Dichlorobis (acetonitrile) platinum (II)

Dichloro (norbornadiene) platinum (II)

Hexachloroplatinate (IV) dihydrogen Rod

Rhodium (III) chloride hydrate

Rhodium (III) iodide * Also available as oxide, sulfate and bromide salts Rhodium (III) 2,4-Pentandionate Rhodium (I) dicarbonyl-2,4-pentandionate

Chlorotris (triphenylphosphane) rhodium (I)

Bromocarbonylbis (triphenylphosphano) rhodium (I)

Chlorocarbonylbis (triphenylphosphano) rhodium (I)

Chloro (norbornadiene) rhodium (I) dimer

Bis (1,5-cyclooctadieno) rhodium (I) tetrafluoroborate

Ruthenium

Ruthenium (III) chloride hydrate * Also available in oxide, bromide, iodide and amine salts Dichlorotris (triphenylphosphane) ruthenium (II) Dichlorotricarbonylorutenate (II) dimer

Ruthenium (III) 2,4-pentandionate

Dichloro (1,5-cyclooctadiene) ruthenium (III) oligomer

Dicarbonylbis (triphenylphosphano) ruthenium (II)

Triruteno (O) dodecacarbonyl

Iridium ruthenium nitrosyl nitrate

Iridium (IV) chloride hydrate * Also available in iridium (III) chloride, oxide, hydroxide, bromide, sulfate and iodide salts

Iridium (III) 2,4-pentandionate

Dicarbonylamide 2,4-pentandionate (I)

Chlorocarbonylbis (triphenylphosphano) iridate (I)

Hydridocarbonylotris (triphenylphosphano) iridate (I)

Bis (1,5-cyclooctadieno) iridium (I) tetrafluoroborate

Osmium

Osmium (VIII) oxide

Further catalysts or combustion enhancers are given in Table 3 below:

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Table 3

Lanthanum

Cerium

Prazeodymium

Neodymium

Promet 25 Samar

Europium

Gadolinium

Terbium

Dysprosium

Holm

Erbium

Thulium

Ytterbium

Lutet

The catalysts or combustion enhancers may be in the form of fluorides, chlorides, bromides, sulfates, nitrates and hydrates in soluble form. The catalyst or combustion enhancer may be selected from the list provided in Table 4.

Table 4

Cobalt

Nickel

Manganese

Iron

Copper

Molybdenum

Vanadium

Zirconium

Beryllium

Chrome

Aluminum

Track

Cadmium

Tin

Ces

Potassium

Sodium

Tantalum

Titanium

Carbon

Lit

Preferably the elements in Table 4 are present as fluorides, chlorides, bromides, sulfates, nitrates or hydrates.

It may be advantageous to use organometallic complexes of said catalysts and combustion enhancers. Other electrolytes that are soluble in solvents at ambient temperatures may also be advantageously used. Under certain circumstances, combustion catalysts or combustion improvers may be diluted to less than 1 part in 6 trillion fuel. It is recognized that benefits can be obtained in amounts as low as 1 part in 8 trillion or 10 trillion or even 12 trillion parts of fuel.

The combustion catalysts may include noble metals which are silver, gold, platinum in particular, but also copper, mercury, aluminum, palladium, rhodium, iridium and assnium. When using the method of the present invention, the catalyst may be derived from compounds of the platinum group. The catalysts can be organic. Suitable platinum group compounds may be potassium hexachloroplatinate (IV) or dihydrogen hexachloroplatinate (IV). Alternatively, the combustion catalyst or enhancer may be polyvinyl chloride ("PVC) and / or ammonium nitrate.

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As used herein, a "combustion catalyst or" a catalyst or "a combustion enhancing agent or variants thereof includes a substance added to a fuel that enhances combustion of the base fuel to at least partially effect one or more complete or improved oxidations of the fuel, minimize or reduce the formation of a fuel. carbon deposits and exhaust emissions, burning existing deposits and increasing the overall efficiency of the fuel combustion systems, such as an internal combustion engine. While "the catalyst includes a typical catalyst in the form of a substance that modifies and increases the reaction rate without being consumed in the process, it is not limited to this definition and herein also includes substances that increase combustion but also wear out." The terms may be used alternatively or additionally, but should be understood to cover both groups of compounds. In this specification, a reference to a combustion catalyst or a combustion enhancer is made to soluble compounds.

An internal combustion engine includes an engine that ignites fuel either by spark or compression, including but not limited to an Otto engine or gasoline engine, diesel or diesel engine, gas turbine, stratified charge engine and Wankel engine, and other engines. rotary type, thrust thrusters and the like.

Fuels in which the present invention can be used include hydrocarbon fuels such as gas or gasoline, diesel fuel, alcohol-containing motor fuel, and biofuels. Other fuels such as methane, propane, butane, residual fuel, kerosene and aviation gasoline can also be used according to engine design and availability. Distillate fuels are well known and usually contain a large proportion of normally liquid fuel such as hydrocarbon petroleum distillate fuel (e.g. motor gasoline and diesel fuel). Such fuels may also contain materials such as alcohols, ethers, organic nitrate compounds, and the like (e.g., methanol, ethanol, diethyl ether, dimethyl ether and nitro-methane). Also included within the scope of the present invention are liquid fuels derived from vegetable or mineral sources such as grain, alfalfa, slate, and coal. Examples of several suitable fuel mixtures include combinations of gasoline and ethanol, diesel and ether, and gasoline and nitromethane. Diesel and gasoline are particularly preferred fuels. The formula can also include solid or gaseous fuels, bunker oil and other heavy fuels.

The catalysts or combustion enhancing agents may first be combined with a suitable carrier which may be a solvent such as water or an organic solvent or other suitable solvent. The first combination forms a pre-master batch. The entrainer and catalyst can then be added to the additional diluent compound to form a second premix. A suitable diluting compound in this regard is isopropyl alcohol, which can be mixed with both water and gasoline, diesel fuel or other hydrocarbon fuels. Alternatively or additionally, MTBE, methanol, ethanol, ethylene glycol, ether or monoethylene or other types of hydrophilic / oleophilic products may optionally be used.

The second premix is ​​then further diluted with an additional suitable carrier to form a third premix or catalyst base. The additional carrier may be the same as that used in the second premix step, or it may be the final fuel, or more any suitable material that would facilitate mixing or dispersion of the second premix in the final fuel component. The catalyst base is easily transferred at this concentration and can be shipped further and conveniently and economically shipped to the end user.

The catalyst base can be further diluted. A suitable dilution factor can be, for example, a factor of 1000. The diluting material can be the same agent as that used in the third premix step or it can be the final fuel. This solution forms the final premix combination or basic mixture that can then be added to the final combustion fuel.

The following examples are illustrative only and should not be construed as limiting the scope of the present inventive concept. The important thing is that complete and even dispersion takes place at each dilution step. For mixing, it is preferable to use an electric mixture.

Example 1

An example of the catalyst addition method according to the above presented invention is as follows.

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Level 1

4% to 10% by weight of the soluble catalyst is dissolved in 96-90% of water, preferably purified. Hydrogen peroxide can also be used. Alternatively, the catalyst may be mixed with an alcohol, preferably a straight chain alcohol. The alcohol may be light alcohol. While the stated range is 4% to 10%, the catalyst concentration may be higher or even lower as long as the catalyst is homogeneously dissolved or distributed in a miscible solution or solvent. The ultimate goal is to produce a relatively uniform distribution of the catalyst in the final fuel mixture.

Stage 2

One gram of the combination from Step 1 is added to 19 grams of isopropyl alcohol and / or MTBE. In an alternative method, water can be used in step 2. It is also possible at this stage to use fuel as a diluent.

Stage 3

The combined mixture from step 2 (ie 20 grams) is added to 980 grams of an appropriate diluting liquid. The diluting liquid may be the final fuel component or alternatively may be a material that will disperse or dissolve in the final fuel component. Examples of such suitable substances are isopropyl alcohol and MTBE. Water can also be used.

Stage 4

Thereafter, the product of step 3 may be further diluted to a factor of 1000 in one or more of the compounds used in step 3 or in the volume of the final combustible fuel component. This solution forms the base catalyst mixture. The dilution factor of 1000 may vary as needed to produce a preferred concentration of catalyst in the final product. If water is used in step 4, it is preferable to add 1 part of the prepared substance to 20 parts of isopropyl alcohol and / or MTBE, which can then be added to the fuel in step 5. If water is used in step 4 as a miscible liquid or solvent and the fuel is is diesel fuel, the product of step 4 can be added directly to the diesel fuel at a rate of 50 ppm or less. Some difficulties may occur with more in cold weather.

Stage 5

The Stage 4 stock catalyst mixture is added to the fuel in an amount between about 10 parts per million to 80 parts per million fuel by weight to achieve a final concentration in the range of about 1 part catalyst per 240,000,000,000 (240 billion) parts of fuel to about 1 part of catalyst per 6,000,000,000,000 (6 trillion) parts of fuel by weight. It is clear to one skilled in the art that appropriate changes can be made to achieve any desired concentration of less than 1 part of the catalyst or combustion aid has 100 million parts of fuel or equal to or greater than 1 part of catalyst per 6 trillion parts of fuel (6,000,000 parts). 000,000).

When an organic hydrophilic compound and a completely miscible oleophilic compound such as isopropyl alcohol are used, the final mixing with the fuel is relatively simple. However, other ingredients may require vigorous mechanical agitation or agitation to effectively disperse and dissolve. This may be the case in particular when significant amounts of water are used.

The inventors have found that if the combustion catalyst is first dissolved in water and then diluted with water to a factor of 10 to 1 or 1000 to 1 before adding the hydrophilic / oleophilic compound, it is difficult to completely disperse the catalyst in the fuel and a solid or intensive stirring or shaking. It is found that the scope of the invention extends to combinations of catalysts and combustion enhancers. The combined total of the catalyst or combustion enhancers may still be within the preferred limits. Alternatively, individual additives may fall within the preferred limits when they are combined with other additives.

Example 2

Level 1

Eight parts by weight of the catalyst are dissolved in 92 parts of water or another solvent.

Stage 2

One part of the mixture from step 1 is added to 1000 to 2000 parts by weight of an organic hydrophilic / oleophilic compound such as isopropyl alcohol. The resulting mixture is

Completely miscible with fuel. Alternative miscible liquids are MTBE and / or water or even the final fuel. This displacement can be defined as the principal masterbatch.

Stage 3

The primary premix may be diluted to a factor of 1000 with a fuel or material that is completely compatible with the fuel to form a premix that can be termed a primary premix. At this stage, the catalyst may be present at a concentration of 1 part per 12 million to 1 part per 100 million. The compatible material can be, for example, one or more of the following compounds: isopropyl alcohol, MTBE and water.

Thereafter, the base premix may be added to the fuel in an amount up to 10 to 50 parts per million.

Stage 4

The base premix can be diluted to a factor of 20,000 to 100,000 when added to the volume of the final fuel. The dilution factor is selected to obtain a favorable result characterized in that the catalyst is present in a fuel that burns in the range of about 1 part per 240 billion to about 1 part per 1.2 trillion. Appropriate dilution factors can be selected to provide as little as 1 part in 6 trillion parts fuel. However, it should be understood that the range may be less than 1 part in 100 million catalyst to fuel and as small as 1 part in 6 trillion catalyst to fuel.

The inventors have surprisingly shown that combustion catalysts, including combustion enhancing agents, can be effective with the lowest possible amounts that can be difficult to detect.

The steps of the method can be separated in time. Additionally, the individual steps may be broken down into multiple sub-steps which will be understood by one of ordinary skill in the art to produce the same results.

Without wishing to limit the invention to any one theory describing the process, the inventors speculate that the low concentrations of the catalyst make the particles in the fuel ideally located to contact each other and associate with the oxygen. That is, the number of catalyst particles is very small compared to the number of fuel particles, and this allows the maximum number of fuel particles to reach a single catalyst particle.

It is known that catalysts often form complexes in high concentrations. Each of the catalysts used is presumed to be highly effective at high concentrations because the catalyst complexes occupy less space than the equivalent number of individual catalyst molecules. When the catalyst is diluted, the complexes are located further apart and there is no more fuel between them, resulting in a reduction in the effectiveness of the catalyst presence. It is also presumed that as the catalyst is further diluted, the size of the complexes begins to decrease, so that fewer molecules are present in each complex. This can allow more fuel molecules to reach more catalyst molecules, so the efficiency of the catalyst starts to increase. The limit to this effect can be achieved when a solution is obtained in which only single catalyst particles are present (ie. they are not catalyst complexes), at which stage the catalyst again reveals its ability to increase combustion efficiency. Any subsequent further dilution results in the individual catalyst particles spreading farther and farther apart from one another with a significant number of fuel particles participating. So finally there is a rapid decline in performance. Initial observations indicate that the maximum efficiency of the present invention may be in the range of about 1 part catalyst per 240 billion parts fuel to 1 part per 1.2 trillion parts fuel. However, it has been found that the combustion-enhancing efficiency is largely obtained in the smallest possible range of catalyst presence disclosed in the present invention, and may be as low as 1 part catalyst per 6 trillion parts fuel or even less.

As a further part of the theoretical basis of the present invention, it may be stated that the Avogard number is 6.02 x 1023. This is the number of atoms contained in a mole of any substance. Therefore, even on dilution, one part in a trillion would be approximately 6.02 x 1011 catalyst particles in 6.02 x 1023 fuel particles. Therefore, every liter of fuel, even in the most low concentrations, still contains billions of catalyst particles. For this reason, it turns out that the use of a catalyst will provide a Gaussian type S curve for the performance of the catalyst, which gives efficiency at a relatively large amount, which then decreases as the concentration of the catalyst decreases.

This results in an almost paradoxical improvement in efficiency as the catalyst concentration continues to decrease. This efficiency increases as the presence of the catalyst decreases, until it finally begins to decline rapidly. This can be the case when an excess dilution in 1 part catalyst is achieved to 6 trillion parts fuel. However, as stated, the applicant does not wish to be bound by any theory and proposes the above as a theoretical explanation only.

Example 3

Stage 1 part by weight of the catalyst (polyvinyl chloride or potassium hexachloroplatinate (IV), dihydrogen hexachloroplatinate (IV) or ammonium nitrate, or any heavy metal salt catalyst that does not interfere with other catalysts present in the combustion or exhaust system) is dissolved in 92 parts by weight of water.

Stage 2

One part of the mixture from step 1 is added to 1000 to 2000 parts of an organic hydrophilic / oleophilic compound (eg, isopropyl alcohol or MTBE) to make a mixture that is miscible with the fuel and which may be termed "substantial premix."

Stage 3

One part of the major premix in step 2 is added to 1000 parts of a typical final fuel to form a final premix which may be referred to as "basic premix.

Stage 4

The basic premix is ​​added to the fuel for combustion at approximately 50 parts per million. This provides a final combustible mixture that preferably contains a catalyst or a combustion enhancing agent present in the range of 1 part per 240 billion to 1 part per 1.2 trillion. Appropriate dilution factors can be selected to achieve a range between 1 part per 200 million to 1 part per 6 trillion fuel, or even less. The base masterbatch can be diluted to make its measurement more accurate and easier when added to fuel.

Other heavy metal catalysts can be used in the method of example 3. It is especially useful to use the salt form of the heavy metal, especially the chloride.

Using the present method, the inventors have surprisingly found that PVC, which is normally not known as a catalyst or a combustion enhancer, can act as a combustion catalyst or a combustion enhancer.

It is preferred that the catalyst is present in the base masterbatch in an amount of approximately 1 part per 12 million to 1 part per 100 million mixture. The base masterbatch can be readily measured and added to the fuel in amounts up to 50 parts per million as required to ensure favorable concentrations. The accuracy of this step can be improved by diluting the base premix to an additional factor of twenty before adding to the final fuel mixture.

It may be an advantage of the present invention that small amounts of catalyst can be dissolved initially in an amount of a hydrogen / oxygen compound such as water or hydrogen peroxide, or in an organic solvent.

The method also provides a procedure for making a fuel miscible mixture using a small amount of an organic hydrophilic / oleophilic compound and then diluting the mixture in the fuel in which it is to be used or with a material that is readily miscible with the final fuel component.

In order to make the most advantageous use of the method according to the present invention, it may be necessary to adjust the settings regulating the ratio of air and fuel mixtures in the internal combustion engine. A benefit may be a reduction in the fuel-to-air ratio due to a more complete and efficient combustion of the fuel in order to provide a higher energy yield per volume. This can provide greater economy as well as lower exhaust emissions produced in the internal combustion engine.

When using the method of the present invention in solid fuel, the catalytic mixture may be sprayed onto the solid fuel prior to combustion. The catalyst can be added by weight to the same concentration as for the liquid mixture. Alternatively, the catalytic mixture may be introduced via an air stream providing oxygen for combustion in the engine. The catalyst and solvent mixture may be made and sprayed into the air stream in the specified amount

To obtain a suitable low catalyst / fuel mixture. In some turbines, especially those used to generate electricity, steam is introduced into a cold combustion chamber. The catalyst may be introduced via steam in these applications. The catalyst can be added directly to the steam or preferably combined with water, isopropyl alcohol, MTBE or other suitable product. The amount used will vary with the relative amounts of steam and fuel, but one skilled in the art can easily calculate it in order to provide the final catalyst / fuel mixture within the preferred range.

In an exemplary embodiment of the invention, the present method may be carried out by adding catalysts in as small amounts as possible to the engine lubricating oil, such that the catalyst is supplied to the combustion chamber by lubricating the cylinders with engine oil. In this case, the catalyst can be used at a higher concentration in the lubricant, since the amount of residual oil remaining on the cylinder liner between combustion cycles is minimal. The concentration of the catalyst in the engine oil may suitably be in the range of 1 part per million.

The benefits of the present invention include economy and increased efficiency. The fuel will burn more efficiently and completely, resulting in increased energy efficiency. A smaller degree of excitation is required to initiate combustion and a more uniform combustion is achieved throughout the fuel / air mixture. The effect of this is to avoid hot spots which pose a risk of engine damage and NOx generation. More complete combustion can burn the coal, thus avoiding carbon deposits in the cylinders.

Incorporation of combustion catalysts into the fuel can reduce exhaust emissions and the formation of smoke from carbon deposits caused by incomplete combustion.

While weight ratios are quoted in the specification, it is obvious that ratios could as well be determined on a volume basis or based on a weight to volume ratio.

Throughout the description, it is intended to present the preferred embodiments of the invention without limiting it to any particular embodiment or any particular set of properties. It will be appreciated by those skilled in the art that, in view of the present disclosure, various modifications and variations can be made to the specific embodiments demonstrated without departing from the scope of the present invention. It is intended that all such modifications and variations fall within the scope of the appended claims.