U.S. patent application number 12/323199 was filed with the patent office on 2009-07-30 for gasoline composition.
Invention is credited to Christopher William Clayton, Richard John Price, Nigel Peter Tait, Robert Ian Taylor.
Application Number | 20090188156 12/323199 |
Document ID | / |
Family ID | 39332169 |
Filed Date | 2009-07-30 |
United States Patent
Application |
20090188156 |
Kind Code |
A1 |
Clayton; Christopher William ;
et al. |
July 30, 2009 |
GASOLINE COMPOSITION
Abstract
A gasoline composition is disclosed comprising: (a) a major
amount of gasoline; and (b) from 0.1 to 5 wt %, based on the
overall gasoline composition, of a base oil having a kinematic
viscosity at 100.degree. C. of at least 1 cSt which is derived from
the product of a Fischer-Tropsch synthesis process.
Inventors: |
Clayton; Christopher William;
(Chester, GB) ; Price; Richard John; (Chester,
GB) ; Tait; Nigel Peter; (Chester, GB) ;
Taylor; Robert Ian; (Chester, GB) |
Correspondence
Address: |
SHELL OIL COMPANY
P O BOX 2463
HOUSTON
TX
772522463
US
|
Family ID: |
39332169 |
Appl. No.: |
12/323199 |
Filed: |
November 25, 2008 |
Current U.S.
Class: |
44/300 |
Current CPC
Class: |
C10L 1/06 20130101; C10L
1/1616 20130101; C10L 1/14 20130101 |
Class at
Publication: |
44/300 |
International
Class: |
C10L 1/00 20060101
C10L001/00 |
Foreign Application Data
Date |
Code |
Application Number |
Nov 28, 2007 |
EP |
07121801.0 |
Claims
1. A gasoline composition comprising: (a) a major amount of
gasoline; and (b) from 0.1 to 5 wt %, based on the overall gasoline
composition, of a base oil having a kinematic viscosity at
100.degree. C. of at least 1 cSt, which base oil is derived from
the product of a Fischer-Tropsch synthesis process.
2. The gasoline composition of claim 1 wherein the amount of base
oil is in the range of from 0.2 to 4.5 wt %, based on the overall
gasoline composition.
3. The gasoline composition of claim 2 wherein the amount of base
oil is in the range of from 0.25 to 3.5 wt %, based on the overall
gasoline composition.
4. The gasoline composition of claim 3 wherein the amount of base
oil is in the range of from 0.3 to 3.0 wt %, based on the overall
gasoline composition.
5. The gasoline composition of claim 1 wherein the kinematic
viscosity at 100.degree. C. of the base oil is in the range of from
8 to 60 cSt.
6. The gasoline composition of claim 5 wherein the kinematic
viscosity at 100.degree. C. of the base oil is in the range of from
12 to 40 cSt.
7. The gasoline composition of claim 1 wherein the gasoline
composition further comprises one or more non-Fischer-Tropsch
derived base oil.
8. The gasoline composition of claim 1 wherein the gasoline
composition further comprises one or more fuel additive.
9. A process for preparing a gasoline composition, comprising
bringing into admixture with gasoline, from 0.1 wt % to 5 wt %,
based on the overall gasoline composition, of a base oil having a
kinematic viscosity at 100.degree. C. of at least 1 cSt, which is
derived from the product of a Fischer-Tropsch synthesis
process.
10. A method of operating a four-stroke spark-ignition internal
combustion engine containing a combustion chamber comprising
introducing into the combustion chamber of said engine a gasoline
composition of claim 1.
11. A method of operating a four-stroke spark-ignition internal
combustion engine containing a combustion chamber comprising
introducing into the combustion chamber of said engine a gasoline
composition of claim 6.
Description
[0001] This application claims the benefit of European Application
No. 07121801.0 filed Nov. 28, 2007.
FIELD OF THE INVENTION
[0002] The present invention provides a gasoline composition
suitable for use in a spark-ignition (SI) internal combustion
engine.
BACKGROUND OF THE INVENTION
[0003] The use of base oils as carrier fluids for fuel additives is
disclosed in the art.
[0004] WO 97/41092 A1 (Shell) discloses alkoxy acetic acid
derivatives and their incorporation in additive concentrates and
fuel compositions for internal combustion engines. The carrier
fluids disclosed in WO 97/41092 A1 include hydrocarbon based
materials such as polyisobutylenes (PIB's), polypropylenes (PP's)
and polyalphaolefins (PAO's), all of which may be hydrogenated or
unhydrogenated but are preferably hydrogenated; polyether based
materials such as polybutylene oxides (poly BO's), polypropylene
oxides (poly PO's), polyhexadecene oxides (poly HO's) and mixtures
thereof (i.e. both (poly BO)+(poly PO) and poly-BO-PO)); and
mineral oils such as those sold by member companies of the Royal
Dutch/Shell group under the designations "HVI" and "XHVI" (trade
mark), Exxon Naphthenic 900 sus mineral oil and high viscosity
index oils in general.
[0005] A particularly prepared carrier fluid disclosed in WO
97/41092 A1 comprises a combination of a polyalphaolefin having a
viscosity at 100.degree. C. in the range 2.times.10.sup.-6 to
2.times.10.sup.-5 m.sup.2/s (2 to 20 cSt) being a hydrogenated
oligomer containing 18 to 80 carbon atoms derived from at least one
alphaolefinic monomer containing from 8 to 16 carbon atoms, and a
polyoxyalkylene compound selected from glycols, mono- and diethers
thereof, having number average molecular weight (M.sub.n) in the
range 400 to 3000, the weight ratio polyalphaolefin:polyoxyalkylene
compound being in the range 1:10 to 10:1.
[0006] The carrier concentration in the final fuel composition of
WO 97/41092 A1 is described as up to about 1000 ppm weight, with a
stated preference for concentrations of from about 50 ppm by weight
to about 400 ppm by weight, based on the total weight of the fuel
composition.
[0007] WO 97/41092 A1 does not disclose any beneficial effects, in
particularly in terms of improved acceleration response, associated
with any of the carrier fluids disclosed therein.
[0008] WO 03/068895 A1 (Shell) discloses a gasoline composition
comprising a major amount of a gasoline suitable for use in a spark
ignition engine; 5 to 1000 ppmw, based on total composition, of a
fatty acid salt of an alkoxylated oligoamine of general formula
I
##STR00001##
wherein each moiety A independently represents an alkylene group of
2 to 8 carbon atoms, each moiety R independently represents a
C.sub.7-23 alkyl or singly or multiply-unsaturated C.sub.7 to
C.sub.23 alkenyl group, optionally substituted by one or more --OH
groups, each moiety Z independently represents a C.sub.1-8 alkylene
group, a C.sub.3-8 cycloalkylene group, or a C.sub.6-12 arylene or
arylalkylene group, m represents 0 or an integer in the range 1 to
5, and the total of all variables x has a value of 50% to 300% of
(m+3); and 600 to 2000 ppmw, based on total composition, of a
co-additive selected from the group consisting of (a) a
nitrogen-containing detergent containing a hydrocarbyl group having
a number average molecular weight (Mn) in the range 750 to 6000,
(b) a polyalphaolefin having a viscosity at 100.degree. C. in the
range 2.times.10.sup.-6 to 2.times.10.sup.-5 m.sup.2/s (2 to 20
centistokes), being an oligomer containing 18 to 80 carbon atoms
derived from at least one alphaolefinic monomer containing from 8
to 16 carbon atoms; (c) a polyoxyalkylene compound selected from
glycols, mono- and diethers thereof, having number average
molecular weight (Mn) in the range 400 to 3000; and mixtures of any
two or all three of (a), (b) and (c).
[0009] The fatty acid salt of an alkoxylated oligoamine
incorporated in the gasoline composition disclosed in WO 03/068895
A1 is described as a friction modifier.
[0010] WO 03/068895 A1 discloses enhanced acceleration performance
of a spark-ignition engine from the use of fatty acid salt of an
alkoxylated oligoamine in combination with a co-additive
incorporated in a gasoline composition, however, WO 03/068895 A1
does not disclose any beneficial effects, in particularly in terms
of improved acceleration response, associated with the use of any
of the co-additives disclosed therein.
SUMMARY OF THE INVENTION
[0011] The present invention provides a gasoline composition
comprising: [0012] (a) a major amount of gasoline; and [0013] (b)
from 0.1 to 5 wt %, based on the overall gasoline composition, of a
base oil having a kinematic viscosity at 100.degree. C. of at least
1 cSt which is derived from the product of a Fischer-Tropsch
synthesis process.
[0014] The present invention further provides a process for
preparing a gasoline composition, comprising bringing into
admixture with gasoline, from 0.1 wt % to 5 wt %, based on the
overall gasoline composition, of a base oil having a kinematic
viscosity at 100.degree. C. of at least 1 cSt which is derived from
the product of a Fischer-Tropsch synthesis process.
[0015] The present invention yet further provides a method of
operating a four-stroke spark-ignition internal combustion engine,
which method involves introducing into a combustion chamber of said
engine a gasoline composition according to the present
invention.
DETAILED DESCRIPTION OF THE INVENTION
[0016] It has now been found that the use of base oils having a
kinematic viscosity at 100.degree. C. of at least 1 cSt, wherein at
least 90% v/v of the base oil composition is derived from the
product of a Fischer-Tropsch synthesis process, in admixture with a
gasoline provides a gasoline composition which exhibits an
improvement in the acceleration response of a four-stroke
spark-ignition internal combustion engine.
[0017] The gasoline composition of the present invention comprises:
[0018] (a) a major amount of gasoline; and [0019] (b) from 0.1 to 5
wt %, based on the overall gasoline composition, of a base oil
having a kinematic viscosity at 100.degree. C. of at least 1 cSt
which is derived from the product of a Fischer-Tropsch synthesis
process.
[0020] The gasoline may be any gasoline suitable for use in an
internal combustion engine of the spark-ignition (petrol) type
known in the art. The gasoline used in the gasoline composition of
the present invention (i.e. component (a) above) may conveniently
also be referred to as `base gasoline`.
[0021] Gasolines typically comprise mixtures of hydrocarbons
boiling in the range from 25 to 230.degree. C. (EN-ISO 3405), the
optimal ranges and distillation curves typically varying according
to climate and season of the year. The hydrocarbons in a gasoline
may be derived by any means known in the art, conveniently the
hydrocarbons may be derived in any known manner from straight-run
gasoline, synthetically-produced aromatic hydrocarbon mixtures,
thermally or catalytically cracked hydrocarbons, hydro-cracked
petroleum fractions, catalytically reformed hydrocarbons or
mixtures of these.
[0022] The specific distillation curve, hydrocarbon composition,
research octane number (RON) and motor octane number (MON) of the
gasoline are not critical.
[0023] Conveniently, the research octane number (RON) of the
gasoline may be in the range of from 80 to 110, preferably from 90
to 105, more preferably from 93 to 102, most preferably from 94 to
100 (EN 25164); the motor octane number (MON) of the gasoline may
suitably be in the range of from 70 to 110, preferably from 75 to
105, more preferably from 80 to 100, most preferably from 84 to 95
(EN 25163).
[0024] Typically, gasolines comprise components selected from one
or more of the following groups; saturated hydrocarbons, olefinic
hydrocarbons, aromatic hydrocarbons, and oxygenated hydrocarbons.
Conveniently, the gasoline may comprise a mixture of saturated
hydrocarbons, olefinic hydrocarbons, aromatic hydrocarbons, and,
optionally, oxygenated hydrocarbons.
[0025] Typically, the olefinic hydrocarbon content of the gasoline
is in the range of from 0 to 40 percent by volume based on the
gasoline; preferably, the olefinic hydrocarbon content of the
gasoline is in the range of from 0 to 30 percent by volume based on
the gasoline.
[0026] Typically, the aromatic hydrocarbon content of the gasoline
is in the range of from 0 to 70 percent by volume based on the
gasoline; preferably, the aromatic hydrocarbon content of the
gasoline is in the range of from 10 to 60 percent by volume based
on the gasoline.
[0027] The benzene content of the gasoline is at most 10 percent by
volume, more preferably at most 5 percent by volume, especially at
most 1 percent by volume based on the gasoline.
[0028] Typically, the saturated hydrocarbon content of the gasoline
is at least 40 percent by volume based on the gasoline; preferably,
the saturated hydrocarbon content of the gasoline is in the range
of from 40 to 80 percent by volume based on the gasoline.
[0029] The gasoline preferably has a low or ultra low sulphur
content, for instance at most 1000 ppmw (parts per million by
weight), preferably no more than 500 ppmw, more preferably no more
than 100, even more preferably no more than 50 and most preferably
no more than even 10 ppmw.
[0030] The gasoline also preferably has a low total lead content,
such as at most 0.005 g/l, most preferably being lead free--having
no lead compounds added thereto (i.e. unleaded).
[0031] When the gasoline comprises oxygenated hydrocarbons, at
least a portion of non-oxygenated hydrocarbons will be substituted
for oxygenated hydrocarbons.
[0032] When gasoline contains oxygenated hydrocarbons, the oxygen
content of the gasoline may be up to 35 percent by weight (e.g.
ethanol per se) based on the gasoline. For example, the oxygen
content of the gasoline may be up to 25 percent by weight,
preferably up to 10 percent by weight. Examples of suitable ranges
of oxygen content of the gasoline are from 0 to 5 percent by
weight, preferably from 1.0 to 3.5 percent by weight, and more
preferably from 1.2 to 2.7 percent by weight.
[0033] Examples of oxygenated hydrocarbons that may be incorporated
into gasolines include alcohols, ethers, esters, ketones,
aldehydes, carboxylic acids and their derivatives, and oxygen
containing heterocyclic compounds. Preferably, the oxygenated
hydrocarbons that may be incorporated into gasolines are selected
from alcohols (such as methanol, ethanol, propanol, iso-propanol,
butanol, tert-butanol and iso-butanol) and ethers (preferably
ethers containing 5 or more carbon atoms per molecule, e.g., methyl
tert-butyl ether), a particularly preferred oxygenated hydrocarbon
is ethanol.
[0034] The amount of oxygenated hydrocarbons in gasoline may vary
over a wide range. For example, gasolines comprising a major
proportion of oxygenated hydrocarbons are currently commercially
available in countries such as Brazil and U.S.A., e.g. ethanol per
se and E85, as well as gasolines comprising a minor proportion of
oxygenated hydrocarbons, e.g. E10. Gasolines may contain up to 100
percent by volume oxygenated hydrocarbons. Preferably, the amount
of oxygenated hydrocarbons present in gasoline is selected from one
of the following amounts: up to 85 percent by volume; up to 65
percent by volume; up to 30 percent by volume; up to 20 percent by
volume; up to 15 percent by volume; and, up to 10 percent by
volume, depending upon the desired final formulation of the
gasoline. Conveniently, the gasoline may contain at least 0.5, 1.0
or 2.0 percent by volume oxygenated hydrocarbons.
[0035] Examples of suitable gasolines include gasolines which have
an olefinic hydrocarbon content of from 0 to 20 percent by volume
(ASTM D1319), an oxygen content of from 0 to 5 percent by weight
(EN 1601), an aromatic hydrocarbon content of from 0 to 50 percent
by volume (ASTM D1319) and a benzene content of at most 1 percent
by volume.
[0036] The base oil admixed with the gasoline in the gasoline
composition of the present invention has a kinematic viscosity at
100.degree. C. of at least 1 cSt which is derived from the product
of a Fischer-Tropsch synthesis process.
[0037] Preferably, the kinematic viscosity at 100.degree. C. of the
base oil admixed with the gasoline in the present invention accords
with one of parameters (i) to (ix) below, or a combination of one
of parameters (i) to (v) and one of parameters (vi) to (ix):--
[0038] (i) at least 4 cSt,
[0039] (ii) at least 8 cSt,
[0040] (iii) at least 10 cSt,
[0041] (iv) at least 12 cSt,
[0042] (v) at least 16 cSt,
with features (i), (ii), (iii), (iv) and (v) being progressively
more preferred; and
[0043] (vi) up to 60 cSt,
[0044] (vii) up to 50 cSt,
[0045] (viii) up to 40 cSt,
[0046] (ix) up to 35 cSt,
with features (vi), (vii), (viii) and (ix) being progressively more
preferred.
[0047] Ranges having a combination of any feature selected from (i)
through (v) above and any feature selected from (vi) through (ix)
above are particularly applicable in the present invention.
Examples of specific combinations of the above features include (i)
and (vi), (ii) and (vii), (iii) and (viii), (iv) and (ix), and (v)
and (ix), respectively being progressively more preferred.
[0048] Typically, the base oil having a kinematic viscosity at
100.degree. C. of at least 1 cSt which is derived from the product
of a Fischer-Tropsch synthesis process will have a viscosity index
(VI) (ASTM D 2270) of at least 80. More typically, the base oil
having a kinematic viscosity at 100.degree. C. of at least 1 cSt
which is derived from the product of a Fischer-Tropsch synthesis
process will have a VI of at least 90, conveniently the base oil
will have a VI of at least 95. In particular, the VI of the base
oil may be at least 100, for instance at least 110 or even at least
120. Typically, the VI of the base oil will be at most 300, more
typically at most 250; conveniently, the VI of the base oil may be
at most 200.
[0049] The boiling point of the base oil is not critical, however,
typically the boiling point will be at least 260.degree. C., more
typically at least 300.degree. C.
[0050] In addition to the base oil having a kinematic viscosity at
100.degree. C. of at least 1 cSt which is derived from the product
of a Fischer-Tropsch synthesis process, the gasoline composition of
the present invention may also include one or more
non-Fischer-Tropsch derived base oil. Conveniently, conventional
known mineral oils and synthetic oils or mixtures of one or more
mineral oils and/or one or more synthetic oils may be included in
the gasoline composition in addition to the base oil having a
kinematic viscosity at 100.degree. C. of at least 1 cSt which is
derived from the product of a Fischer-Tropsch synthesis
process.
[0051] Mineral oils include liquid petroleum oils and
solvent-treated or acid-treated mineral lubricating oil of the
paraffinic, naphthenic, or mixed paraffinic/naphthenic type which
may be further refined by hydrofinishing processes and/or
dewaxing.
[0052] Naphthenic base oils have low viscosity index (VI)
(generally 40-80) and a low pour point. Such base oils are produced
from feedstocks rich in naphthenes and low in wax content.
[0053] Paraffinic base oils have higher VI (generally >95) and a
high pour point. Said base oils are produced from feedstocks rich
in paraffins.
[0054] Synthetic processes enable molecules to be built from
simpler substances or to have their structures modified to give the
precise properties required.
[0055] Synthetic base oils include hydrocarbon oils such as olefin
oligomers, dibasic acid esters, polyol esters, and dewaxed waxy
raffinate. An example of synthetic base oils that may be used are
the synthetic hydrocarbon base oils sold by the Shell Group under
the designation "XHVI" (trade mark).
[0056] If a non-Fischer-Tropsch derived base oil or mixture of
non-Fischer-Tropsch derived base oils is included in the gasoline
composition of the present invention, preferably this base oil is a
liquid hydrocarbon base oil, such as a base oil selected from a
Group I to Group IV base stock, or mixture thereof, having a
kinematic viscosity at 100.degree. C. of at least 1 cSt.
Conveniently, this may be a liquid hydrocarbon base oil derived
from a mineral oil and/or a synthetically derived liquid
hydrocarbon base oil, such as polyalphaolefin (PAO) compositions
and/or polyinternalolefin (PIO) compositions.
[0057] The base oil that is derived from the product of a
Fischer-Tropsch synthesis process may comprise a single base oil or
mixture of base oils derived from the product of a Fischer-Tropsch
synthesis process. Non-limiting examples of Fischer-Tropsch derived
base oils are disclosed in EP-A-0776959, EP-A-0668342,
WO-A-97/21788, WO-A-00/15736, WO-A-00/14188, WO-A-00/14187,
WO-A-00/14183, WO-A-00/14179, WO-A-00/08115, WO-A-99/41332,
EP-A-1029029, WO-A-01/18156 and WO-A-01/57166.
[0058] The Fischer-Tropsch synthesis process converts carbon
monoxide and hydrogen into longer chain, usually paraffinic,
hydrocarbons:
n(CO+2H.sub.2).fwdarw.(--CH.sub.2--).sub.n+nH.sub.2O+heat,
in the presence of an appropriate catalyst and typically at
elevated temperatures (eg, 125 to 300.degree. C., preferably 175 to
250.degree. C.) and/or pressures (eg, 5 to 100 bar, preferably 12
to 50 bar). Hydrogen:carbon monoxide ratios other than 2:1 may be
employed if desired.
[0059] The carbon monoxide and hydrogen may themselves be derived
from organic or inorganic, natural or synthetic sources, typically
either from natural gas or from organically derived methane. The
gases which are converted into liquid fuel components using such
processes can in general include natural gas (methane), LPG (e.g.
propane or butane), "condensates" such as ethane, synthesis gas
(CO/hydrogen) and gaseous products derived from coal, biomass and
other hydrocarbons.
[0060] Typical catalysts for the Fischer-Tropsch synthesis of
paraffinic hydrocarbons comprise, as the catalytically active
component, a metal from Group VIII of the periodic table, in
particular ruthenium, iron, cobalt or nickel. Suitable such
catalysts are described for instance in EP-A-0 583 836 (pages 3 and
4).
[0061] The Fischer-Tropsch synthesis process from which the
Fischer-Tropsch derived base oil is derived from is not critical
and any Fischer-Tropsch synthesis process known in the art may be
used. Examples of Fischer-Tropsch synthesis processes which can be
used to prepare the above-described Fischer-Tropsch derived base
oil are the so-called commercial Slurry Phase Distillate technology
of Sasol, the Shell Middle Distillate Synthesis Process (SMDS) and
the "AGC-21" Exxon Mobil process. These and other processes are,
for example, described in more detail in EP-A-776 959, EP-A-668
342, U.S. Pat. No. 4,943,672, U.S. Pat. No. 5,059,299,
WO-A-99/34917 and WO-A-99/20720. Typically these Fischer-Tropsch
synthesis products will comprise hydrocarbons having 1 to 100 and
even more than 100 carbon atoms. The product of the Fischer-Tropsch
synthesis process will contain saturated hydrocarbon products
(normal, cyclic and/or iso-paraffins) and optionally may also
comprise unsaturated hydrocarbon products and oxygenated
hydrocarbon products, depending upon the specific Fischer-Tropsch
process used.
[0062] The Fischer-Tropsch derived base oil may be obtained
directly from the Fischer-Tropsch synthesis process, or indirectly
for instance by fractionation of a Fischer-Tropsch synthesis
product or from a treated Fischer-Tropsch synthesis product. The
treatment that may be applied to the Fischer-Tropsch synthesis
product can be any hydrocarbon treatment known in the art. Examples
of suitable treatments that may be performed on the Fischer-Tropsch
synthesis product include dewaxing treatments, a clay treating
process or contacting with active carbon such as described in U.S.
Pat. No. 4,795,546 and EP-A-712922, hydrotreating, hydrocracking,
hydrofinishing, hydrogenation, hydroisomerization, polymerisation,
alkylation, distillation, cracking-decarboxylation, isomerisation
and hydroreforming, as described for instance in GB-2 077 289 B,
EP-A-0 147 873, U.S. Pat. No. 4,125,566 and U.S. Pat. No.
4,478,955. Conveniently, the base oil derived from a
Fischer-Tropsch synthesis process may be a base oil derived from
the processes described in WO 2004/007647 A1 and US 2005/0098476
A1.
[0063] By virtue of the Fischer-Tropsch synthesis process, a base
oil derived from a Fischer-Tropsch synthesis process has
essentially no (i.e. undetectable), or very low levels of, sulphur
and nitrogen. Compounds containing these heteroatoms tend to act as
poisons for Fischer-Tropsch catalysts and are therefore removed
from the synthesis gas feed. Further, the process as usually
operated produces no or very low levels of aromatic compounds.
[0064] The concentration of the base oil admixed with the gasoline
in the present invention will be in the range of from 0.1 to 5 wt
%, based on the overall gasoline composition.
[0065] Preferably, the concentration, based on the overall gasoline
composition, of the base oil admixed with the gasoline in the
present invention accords with one of parameters (x) to (xix)
below, or a combination of one of parameters (x) to (xiv) and one
of parameters (xv) to (xix):--
[0066] (x) at least 0.2 wt %;
[0067] (xi) greater than 0.2 wt %;
[0068] (xii) at least 0.25 wt %;
[0069] (xiii) at least 0.3 wt %;
[0070] (xiv) at least 0.35 wt %;
with features (x), (xi), (xii), (xiii) and (xiv) being
progressively more preferred; and
[0071] (xv) up to 4.5 wt %;
[0072] (xvi) up to 4.0 wt %;
[0073] (xvii) up to 3.5 wt %;
[0074] (xviii) up to 3.0 wt %;
[0075] (xix) up to 2.5 wt %;
with features (xv), (xvi), (xvii), (xviii) and (xix) being
progressively more preferred.
[0076] Ranges having a combination of any feature selected from (x)
through (xiv) above and any feature selected from (xv) through
(xix) above are particularly applicable in the present invention.
Examples of specific combinations of the above features include (x)
and (xv), (xi) and (xvi), (xii) and (xvii), (xiii) and (xviii), and
(xiv) and (xix), respectively being progressively more
preferred.
[0077] In one embodiment of the present invention, the
concentration, based on the overall gasoline composition, of the
base oil admixed with the gasoline in the present invention may be
at least 1.0 wt %. For example the concentration of the base oil
admixed with the gasoline may be in the range of from 1.0 to 5.0 wt
%, from 1.0 to 4.5 wt %, from 1.0 to 4.0 wt %, from 1.0 to 3.5 wt
%, from 1.0 to 3.0 wt % or even from 1.0 to 2.5 wt %.
[0078] Whilst not critical to the present invention, the gasoline
composition may conveniently additionally include one or more fuel
additive. The concentration and nature of the fuel additive(s) that
may be included in the gasoline composition of the present
invention is not critical. Non-limiting examples of suitable types
of fuel additives that can be included in the gasoline composition
include anti-oxidants, corrosion inhibitors, detergents, dehazers,
antiknock additives, metal deactivators, valve-seat recession
protectant compounds, dyes, friction modifiers, carrier fluids,
diluents and markers. Examples of suitable such additives are
described generally in U.S. Pat. No. 5,855,629.
[0079] Conveniently, the fuel additives can be blended with one or
more diluents or carrier fluids, to form an additive concentrate,
the additive concentrate can then be admixed with the gasoline. If
the one or more diluents or carrier fluids used is a base oil
having a kinematic viscosity at 100.degree. C. of at least 1 cSt,
the concentration of the base oil admixed with the gasoline to form
the gasoline composition will be adjusted accordingly.
[0080] The (active matter) concentration of any additives present
in the gasoline or the gasoline composition is preferably up to 1
percent by weight, more preferably in the range from 5 to 1000
ppmw, advantageously in the range of from 75 to 300 ppmw, such as
from 95 to 150 ppmw.
[0081] A gasoline composition according to the present invention
may be prepared by a process which comprises bringing into
admixture with gasoline, from 0.1 wt % to 5 wt %, based on the
overall gasoline composition, of a base oil having a kinematic
viscosity at 100.degree. C. of at least 1 cSt which is derived from
the product of a Fischer-Tropsch synthesis process, and optionally
other conventional gasoline components, such as one or more fuel
additives.
[0082] If desired, when one or more fuel additives are to be
incorporated into the gasoline composition of the present
invention, said fuel additives may be blended with the base oil
having a kinematic viscosity at 100.degree. C. of at least 1 cSt to
form an additive concentrate containing the fuel additives at
suitable concentrations to result in a gasoline composition having
the desired concentration of the fuel additives when the desired
quantity of base oil chosen from 0.1 wt % to 5 wt %, based on the
overall gasoline composition, of this additive concentrate is
admixed with gasoline.
[0083] It has been observed that the use of gasoline compositions
according to the present invention in a four-stroke spark-ignition
internal combustion engine has provided an improvement in the
acceleration response of the engine. By the term "improvement in
the acceleration response", it is meant that a four-stroke
spark-ignition internal combustion engine fuelled with a gasoline
composition according to the present invention takes less time to
accelerate between two specific speeds (as determined by the rpm of
the engine) than the same engine, operating under the same
conditions, fuelled using a gasoline composition comprising only
the base gasoline (i.e. not containing a base oil having a
kinematic viscosity at 100.degree. C. of at least 1 cSt).
[0084] Thus, the present invention provides the use of from 0.1 to
5 wt %, based on overall gasoline composition, of a base oil having
a kinematic viscosity at 100.degree. C. of at least 1 cSt which is
derived from the product of a Fischer-Tropsch synthesis process, in
a gasoline composition comprising a major amount of gasoline, for
improving the acceleration response of a four-stroke spark-ignition
internal combustion engine fuelled by the gasoline composition.
[0085] The present invention also encompasses the use of a gasoline
composition comprising: [0086] (a) a major amount of a gasoline;
and [0087] (b) from 0.1 wt % to 5 wt %, based on the overall
gasoline composition, of a base oil having a kinematic viscosity at
100.degree. C. of at least 1 cSt which is derived from the product
of a Fischer-Tropsch synthesis process, for providing an
improvement in the acceleration response of a four-stroke
spark-ignition internal combustion engine fuelled by the gasoline
composition.
[0088] The present invention also provides a method of operating a
four-stroke spark-ignition internal combustion engine, which
comprises bringing into the combustion chambers of said engine a
gasoline composition as defined above.
[0089] The present invention will be further understood from the
following examples, which illustrate the effects of gasoline
compositions according to the present invention on the acceleration
performance of a four-stroke spark-ignition internal combustion
engine. Unless otherwise indicated, parts and percentages
(concentration) are by weight, viscosity is kinematic viscosity and
is measured at 100.degree. C. in cSt, and temperatures are in
degrees Celsius.
EXAMPLES
[0090] Details of the gasoline compositions used in the following
examples are given in Table 1 below.
TABLE-US-00001 TABLE 1 Test Fuels Test Fuel Composition F1 Base
fuel + 0.25% vol high viscosity GtL base oil F2 Base fuel + 0.50%
vol high viscosity GtL base oil F3 Base fuel + 1.00% vol high
viscosity GtL base oil F4 Base fuel + 2.00% vol high viscosity GtL
base oil
[0091] In the examples, the base fuel used was an unleaded gasoline
(95 ULG) of RON 95.1, MON 86.7, and having sulphur content (ASTM D
2622-94) of 8 ppmw, iso+normal paraffins content of 61.18% v/v,
saturated naphthenes content of 6.49%, aromatics content of 28.35%
v/v and olefins content of 3.81% v/v (as measured by Gas
Chromatography), density at 15.degree. C. (ISO 3675:93/D4052:91)
0.7307 kg/l, distillation (ISO 3405/88) IBP 39.2.degree. C., 10%
56.6.degree. C., 50% 93.2.degree. C., 90% 139.8.degree. C. and FBP
172.2.degree. C.
[0092] The High viscosity GtL base oil is a Fischer-Tropsch derived
base oil having a kinematic viscosity at 100.degree. C. of 19.0
mm.sup.2/s (ASTM D 445), a viscosity index of approximately 170, a
flashpoint of 247.5.degree. C. (ASTM D 93) and a pour point of
-30.degree. C. (ASTM D 5950).
[0093] The acceleration benefit of the fuels of Table 1 was
measured using a four-stroke bench engine. The four-stroke bench
engine used was a Ford Zetec 2.0 litre in-line 4 cylinder,
16-valve, multipoint fuel injection, spark-ignition engine and an
MT-75 gearbox, with electronic port fuel injection and mapped
ignition system (EEC4). For test bed operation, the Power Assisted
Steering (PAS) pump was removed, and a different water pump (from a
Ford Orion Zetec) fitted to accommodate the change in belt drive
direction. The FM (Friction Modifier) acceleration test comprised a
warm-up/stabilization (of dynamometer load, acceleration times, and
engine/test cell temperatures) and then an acceleration test stage
where a Base (reference) fuel is tested against a candidate fuel.
The continuous test sequence is divided into distinct phases as
follows: "Base run #1", "Base run #2", "Test fuel run", "Base run
#3".
[0094] Note. The acceleration cycles are run continuously
throughout all the test phases, including fuel changes and
flushing.
[0095] Engine oil, coolant and air intake temperatures, together
with ambient conditions such as barometric air pressure and
humidity are measured and monitored during the test, since these
parameters can have an immediate and significant effect on
acceleration test, which can be accounted for.
[0096] The details of the testing phase are as follows:
[0097] The operator will conduct the test, starting the test using
the base (reference) fuel and allow a minimum of: [0098] 30
accelerations to be completed on warm-up/stabilization; and [0099]
45 accelerations to be completed on the base fuel (Base run#1). The
operator will then carry out a simulated fuel change and perform a
5-minute flush procedure onto base fuel (base-to-base), followed
by: [0100] 45 further accelerations on Base fuel (Base run#2).
[0101] The operator will then carry out fuel change to the
candidate (test) fuel, performing a 5-minute flush procedure onto
candidate (test) fuel (base-to-test), followed by: [0102] 45
accelerations on candidate (test) fuel (Test fuel run). The
operator will then carry out fuel change back to the base fuel,
performing a 5-minute flush procedure back onto base fuel
(test-to-base), followed by: [0103] 15 accelerations on base fuel
(Base run#3). The engine is then stopped and the test is ended.
[0104] To give statistical significance a single Test run consists
of a minimum of 45 accelerations per fuel. Each candidate test fuel
is tested in triplicate. The fuels were tested in a randomised
order.
[0105] During the test, the time taken for the engine to accelerate
from 2010 to 4000 rpm is denoted as Tm1, and the time taken for the
engine to accelerate from 2300 rpm to 4000 rpm is denoted as Tm3.
As detailed above, during the bench engine test, a large number of
accelerations occur, enabling accurate determination of these two
times. In addition, the engine is run with different fuels, in the
order B-B-T-B (where B is the base fuel and T is the candidate
(test) fuel). This enables the acceleration benefit of two separate
runs of the base fuel to be determined, which should be zero, and a
difference from zero gives an indication of the level of accuracy
of the test. To enable statistically significant results to be
obtained, each test fuel was run through the test three times, and
the test order of the different fuels was randomised. If Tm1 and
Tm3 are less for the test fuel compared to the base fuel, then the
test fuel gives an acceleration benefit.
[0106] Tables 2 and 3 summarise the results from these tests,
giving the value of Tm1 and Tm3 for each run of the test fuels, and
also gives the average value of these parameters for each of the
candidate (test) fuels. The results reported in Tables 2 and 3 give
the acceleration benefit of the candidate (test) fuels of the
present invention in terms of percentage improvement in
acceleration performance over the base fuel.
TABLE-US-00002 TABLE 2 Improvement of Tm1 (%) Over Base Fuel
Example Test Average No. fuel Run 1 Run 2 Run 3 value 1 F1 5.38
4.27 2.90 4.18 2 F2 5.84 3.88 4.28 4.67 3 F3 8.70 6.81 6.32 7.28 4
F4 9.43 8.52 8.94 8.96
TABLE-US-00003 TABLE 3 Improvement of Tm3 (%) Over Base Fuel
Example Test Average No. fuel Run 1 Run 2 Run 3 value 5 F1 4.82
2.87 3.05 3.58 6 F2 5.66 4.25 4.03 4.65 7 F3 7.97 6.23 5.26 6.49 8
F4 8.74 7.84 7.95 8.18
[0107] It can clearly be seen from Tables 3 to 6 that an
improvement in the acceleration performance of the test engine, as
measured by Tm1 and Tm3, is consistently obtained for the test
fuels in comparison with the base fuel.
* * * * *