U.S. patent application number 13/849037 was filed with the patent office on 2013-08-22 for low molecular weight fuel additive.
This patent application is currently assigned to HIMMELSBACH HOLDINGS, LLC. The applicant listed for this patent is John B. Waters, Paul F. Waters. Invention is credited to John B. Waters, Paul F. Waters.
Application Number | 20130213334 13/849037 |
Document ID | / |
Family ID | 36829760 |
Filed Date | 2013-08-22 |
United States Patent
Application |
20130213334 |
Kind Code |
A1 |
Waters; Paul F. ; et
al. |
August 22, 2013 |
Low Molecular Weight Fuel Additive
Abstract
The invention includes a method of improving the combustion
efficiency of a fuel-burning device. The method includes the steps
of adding a low molecular weight polymer to the fuel of the
fuel-burning device and burning the fuel with the polymer in the
fuel-burning device. The invention also includes fuel compositions
containing such polymers.
Inventors: |
Waters; Paul F.;
(Washington, DC) ; Waters; John B.; (Washington,
DC) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Waters; Paul F.
Waters; John B. |
Washington
Washington |
DC
DC |
US
US |
|
|
Assignee: |
HIMMELSBACH HOLDINGS, LLC
Washington
DC
|
Family ID: |
36829760 |
Appl. No.: |
13/849037 |
Filed: |
March 22, 2013 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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13008508 |
Jan 18, 2011 |
8425630 |
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13849037 |
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11414249 |
Apr 27, 2006 |
7892301 |
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13008508 |
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11116074 |
Apr 27, 2005 |
7727291 |
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11414249 |
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Current U.S.
Class: |
123/1A |
Current CPC
Class: |
C10L 1/1608 20130101;
C10L 1/1641 20130101; C10L 10/00 20130101; C10L 1/1625 20130101;
F02M 25/00 20130101; F02B 47/00 20130101; C10L 10/02 20130101 |
Class at
Publication: |
123/1.A |
International
Class: |
C10L 1/16 20060101
C10L001/16 |
Claims
1. A method of improving the combustion efficiency of a
fuel-burning device, comprising: adding a polymer having a
viscosity average molecular weight of less than 4 million Daltons
to the fuel of the fuel-burning device, and burning the fuel with
the polymer in the fuel-burning device.
2-39. (canceled)
Description
RELATED APPLICATIONS
[0001] This application is a continuation-in-part of U.S. patent
application Ser. No. 11/116,074, filed Apr. 27, 2005, and titled
Low Molecular Weight Fuel Additive, the contents of which are
hereby incorporated by reference.
FIELD OF THE INVENTION
[0002] The invention generally relates to improving the combustion
efficiency of a fuel-burning device. More specifically, the
invention relates to improving the combustion efficiency of a
fuel-burning device by adding an appropriate low molecular weight
polymer to fuel.
BACKGROUND OF THE INVENTION
[0003] The efficiency of combustion of fuel-burning devices is a
factor in the level of emissions of such devices. For example, when
the fuel-burning device is an internal combustion (IC) engine such
as in an automobile, the efficiency of combustion is a determinant
of the level of release of greenhouse gases attainable by the
automobile.
[0004] The efficiency of combustion of a liquid fuel in a
fuel-burning device depends on the uniformity of the air/fuel
mixture at the time of combustion. The uniformity of the air/fuel
mixture may be increased by providing the fuel with viscoelastic
properties, which may be accomplished by adding a polymer to the
fuel. As the viscoelastic effectiveness of dilute polymer solutions
is linear in polymer concentration and parabolic in molecular
weight, a traditional method of improving the efficiency of
combustion of a liquid fuel in a fuel-burning device is to add a
high molecular weight polymer to the fuel.
[0005] That the polymer be of a high molecular weight is emphasized
in the prior art. For example, in U.S. Pat. No. 5,906,665 (the '665
patent), high molecular weight polyisobutylene (PIB) was introduced
into the fuel charge of an IC engine to provide viscoelastic
properties to the fuel. The viscoelasticity imparted to the fuel
results in a more uniform air/fuel mixture and, thus, more
efficient combustion when compared to neat fuel. In the '665
patent, the extensional viscosity is shown to be proportional to
cM.sup.(1+2.alpha.), where c is the concentration, M is the
viscosity average molecular weight of the polymer, and .alpha. is
the exponent of M in the Mark-Houwink equation. Therefore,
increasing the molecular weight of the polymer is taught as
providing greater combustion efficiency.
[0006] Further, in Waters, P. F., Hadermann, A. F. and Trippe, J.,
"Solution Processing of Megadalton Molecular Weight
Macromolecules," Proceedings of the Second International Conference
on Reactive Processing of Polymers, p. 11, J. T. Lindt, Ed., Univ.
of Pittsburgh, Nov. 2-4, 1982, the antimisting effect of ultra high
molecular weight macromolecules was examined in order to emphasize
the significance of the contribution of the high molecular weights
of these macromolecules to the viscoelastic properties of polymer
solutions. The authors demonstrated that the higher the molecular
weight of a polymer, the greater the antimisting effect of that
polymer in solution; indeed, the measure of the effect increased
parabolically with respect to its molecular weight. Since the
antimisting effect of a polymer solution is a function of its
viscoelasticity, it was concluded that an appropriate polymer of a
higher molecular weight has a greater viscoelastic effect on a
fuel.
[0007] In addition, in Waters, P. F., Hadermann, A. F. and Trippe,
J., "The Effect of Molecular Weight of Additives on the Properties
of Antimisting Fuels," Division of Petroleum Chemistry Preprints,
Vol. 28, No. 5, p. 1153, 186.sup.th National Meeting of the Am.
Chem. Soc., Washington, D.C., 1983, the influence of the molecular
weight on the height-at-break property of a column of polymer
solution induced by a ductless siphon, the antimisting
effectiveness, and, thus, the flammability suppression potential of
PIB in isooctane were studied. The authors concluded that
antimisting fuels containing ultra high molecular weight
macromolecules show markedly superior antimisting effectiveness
when compared to antimisting fuels containing the same
concentration of lower molecular weight macromolecules. Therefore,
it has been customary to select the highest molecular weight of an
appropriate polymer to provide the desired viscoelastic properties
to fuel.
SUMMARY OF THE INVENTION
[0008] In some embodiments, the invention includes a method of
improving the combustion efficiency of a fuel-burning device
comprising adding a low molecular weight polymer to the fuel of the
fuel-burning device and burning the fuel with the polymer in the
fuel-burning device. The invention also includes a fuel-burning
device efficiency enhancing composition comprising a low molecular
weight polymer in a fuel. Surprisingly, the methods and
compositions of the present invention increase combustion
efficiency as much as, or more than, traditional methods of
improving the efficiency of combustion that rely on an appropriate
high molecular weight polymer. At the same time, the methods and
compositions of the present invention provide several advantages
over relatively higher molecular weight polymers, including
advantages related to availability, cost and convenience.
DETAILED DESCRIPTION OF THE INVENTION
[0009] In some embodiments, the invention includes a method of
improving the combustion efficiency of a fuel-burning device by
adding an effective amount of a low molecular weight polymer to the
fuel of the fuel-burning device and burning the fuel with the
polymer in the fuel-burning device. Such low molecular weight
polymers improve combustion efficiency as much as, or more than,
high molecular weight polymers. The term, "polymer," may signify a
polymer appropriate for adding to fuel; and may also include a
polymer distributed in a carrier, whether liquid or otherwise,
where such polymer distributed in a carrier is appropriate for
adding to fuel.
[0010] Any low molecular weight polymer, copolymer, terpolymer (or
combination of monomers) that is soluble in fuel, and imparts
sufficient viscoelasticity to the fuel, may improve combustion
efficiency. Examples of low molecular weight polymers suitable for
use in the present invention include polyisobutylene (PIB). Other
examples of low molecular weight polymers that may be suitable for
use in the invention include polybutadiene, styrene-butadiene
rubber, butyl rubber, ethylene-propylene rubber, polyisoprene,
polystyrene-polyisoprene copolymers, copolymers of ethylene and
butene-1, and combinations or blends thereof. Still other polymers
that may be suitable include polypropylene oxide and
polymethylmethacrylate. Desirably, the polymer is soluble at useful
concentrations in the fuel. In some embodiments, the polymer
comprises monomers having a carbon chain length of 2 to 6 carbons.
One preferred low molecular weight polymer used in several
embodiments of the present invention comprises PIB.
[0011] Generally, with regard to the present invention, low
molecular weight means less than 4 million Daltons (e.g., about 0.2
million to 4 million Daltons). In some embodiments, the polymer has
a molecular weight of less than about 3.9 million Daltons (e.g.,
about 1 million to about 3.9 million Daltons). In other
embodiments, the polymer has a molecular weight of less than about
3.8 million Daltons (e.g., about 1 million to about 3.8 million
Daltons). In yet other embodiments, the polymer has a molecular
weight of less than about 3.7 million Daltons (e.g., about 1
million to about 3.7 million Daltons). Further, some embodiments of
the polymer have a molecular weight of less than about 3.6 million
Daltons (e.g., about 1 million to about 3.6 million Daltons). In
some embodiments, the polymer has a molecular weight of less than
about 3.5 million Daltons (e.g., about 3.2 million to about 3.5
million Daltons). In other embodiments, the polymer has a molecular
weight of less than about 3.4 million Daltons (e.g., about 1
million to about 3.4 million Daltons). In yet other embodiments,
the polymer has a molecular weight of less than about 3.3 million
Daltons (e.g., about 1 million to about 3.3 million Daltons). In
some embodiments, the polymer has a molecular weight of less than
about 3.2 million Daltons (e.g., about 1 million to about 3.2
million Daltons). In yet other embodiments, the polymer has a
molecular weight of less than about 3.1 million Daltons (e.g.,
about 1 million to about 3.1 million Daltons). In some embodiments,
the polymer has a molecular weight of less than about 3 million
Daltons (e.g., about 2.2 million to about 2.6 million Daltons). In
yet other embodiments, the polymer has a molecular weight of less
than about 2 million Daltons (e.g., about 1.2 million to about 1.6
million Daltons). In other embodiments, the polymer has a molecular
weight of less than about 1 million Daltons (e.g., about 0.2
million to about 0.5 million Daltons). The molecular weight of the
polymer may be determined in a variety of ways, such as by
measuring the dynamic viscosity of polymer solutions relative to
the dynamic viscosity of the solvent to determine the viscosity
average molecular weight (My).
[0012] The polymer may be added to the fuel in any concentration
suitable to be effective in increasing combustion efficiency. In
some embodiments, the polymer is added to the fuel in a
concentration range of about 0.1 to about 100 ppm by weight. In
other embodiments, the polymer is added to the fuel in a
concentration range of about 0.1 to about 80 ppm by weight (e.g.,
about 60 ppm to about 80 ppm). In other embodiments, the polymer is
added to the fuel in a concentration range of about 1 to about 60
ppm by weight (e.g., about 30 ppm to about 40 ppm). In other
embodiments, the polymer is added to the fuel in a concentration
range of about 1 to about 20 ppm by weight (e.g., about 12 ppm to
about 15 ppm). In yet other embodiments, the polymer is added to
the fuel in a concentration range of about 1 to about 15 ppm by
weight (e.g., about 5 to about 15 ppm). In some embodiments, the
polymer is added to the fuel in a concentration range of about 1 to
about 10 ppm by weight (e.g., about 5 to about 10 ppm). In other
embodiments, the polymer is added to the fuel in a concentration
range of about 5 to about 10 ppm by weight (e.g., about 10 ppm). In
yet other embodiments, the polymer is added to the fuel in a
concentration range of about 0.1 to about 5 ppm by weight (e.g.,
about 5 ppm).
[0013] The fuel-burning device may be any device capable of burning
fuel. In some embodiments, the fuel-burning device is selected from
the group consisting of gasoline engines, diesel engines, jet
engines, marine engines, furnaces and burners. Further, such
fuel-burning devices may not require structural modifications
(e.g., modifying a fuel injector spray angle, or nozzle, or orifice
diameter) to burn the fuel and the polymer.
[0014] The polymer may be added to the fuel at any suitable time.
In some embodiments, the polymer is added to a fuel tank of the
fuel-burning device that contains fuel. In other embodiments, the
polymer is metered into the fuel system of the fuel-burning device
by an additive injection system. In yet other embodiments, the
polymer is added to the fuel prior to adding the fuel to the tank
of the fuel-burning device, including at the refinery.
[0015] The fuel may comprise any combustible liquid hydrocarbon,
including, for example, gasoline of all octane ratings (e.g.,
leaded and unleaded and/or MTBE and ethanol-containing grades),
diesel (e.g., low sulfur diesel, ultra low sulfur diesel,
Fischer-Tropsch Diesel, biodiesel, and/or off-road diesel), jet
fuel (e.g., Jet A, JP-4, JP-5, and/or JP-8), marine fuel (e.g., IFO
180, IFO 380, MDO, and/or MGO), and heating oil.
[0016] The invention also includes a fuel-burning device efficiency
enhancing fuel composition comprising any of the polymers described
above, which may be made by any suitable method. For example, the
product may be made by dissolving the polymer in a solvent (e.g.,
isooctane) at room temperature to produce a dilute (e.g., about
0.1, 0.5, 1, 1.5, 2 or 5% by weight) solution. This may be
accomplished by adding small pieces of the polymer to the solvent
while stirring occasionally with a flat paddle for a suitable
duration (e.g., 24 hours). The solution may be further diluted, if
desired, and added to fuel in an amount sufficient to achieve a
target concentration.
[0017] The methods and compositions of the low molecular weight
polymers of the present invention provide several advantages over
relatively higher molecular weight polymers, including advantages
related to availability, cost and convenience. For example, low
molecular weight polymers are more widely available compared to
many specialized, high molecular weight polymers. Further, low
molecular weight polymers are less costly to produce than higher
molecular weight polymers. For example, PIB at 2.6 megadaltons is
more widely used and less costly than PIB at 7.2 megadaltons. The
methods and compositions of the low molecular weight polymers of
the present invention also provide several processing and
performance advantages over relatively higher molecular weight
polymers. For example, a low molecular weight polymer such as PIB
can be dissolved more quickly and more easily than a higher
molecular weight polymer. Further, the smaller molecules of a low
molecular weight polymer produce a lower cloud point than the
larger molecules of a higher molecular weight polymer. In addition,
a low molecular weight polymer is less likely to precipitate from
solution, especially in cold climates, compared to a higher
molecular weight polymer. Moreover, a low molecular weight polymer
distributed in a liquid carrier is less viscous and so is likely to
exhibit less pituitance than a higher molecular weight polymer
distributed in a liquid carrier.
[0018] It is counterintuitive to expect, given the strong
dependence of viscoelasticity on M in the equation described with
reference to the '665 patent above, that lower values of M at the
same concentration would prove at least as effective as the higher
molecular weight species discussed in the '665 patent;
nevertheless, a low molecular weight polymer is as good as, or
better than, a high molecular weight polymer in reducing exhaust
emissions of hydrocarbons (HC), carbon monoxide (CO), nitrogen
oxides (NOx), carbon dioxide (CO.sub.2), and soot from an IC
engine. For example, the '665 patent reports a 1.9% reduction in
the emission of CO.sub.2 when 6.3 megadalton PIB is present in fuel
at 10 ppm (Example 13). In contrast, a 79% reduction in the
emission of CO.sub.2 was achieved in one embodiment of the present
invention when 2.6 megadalton PIB was in fuel at 10 ppm (as
discussed in Example 4, below). Moreover, the reduction in the
emission of CO.sub.2 may be taken as a measure of the relative
efficiency of the conversion of chemical potential energy into work
in the engines, the level of CO.sub.2 emitted for comparable work
being a direct correlate of the volume of fuel burned per unit
time.
[0019] Without being limited to any particular theory of operation,
the effectiveness of the present invention is believed to be
related to a change it effects in the physical properties of the
fuel. By imparting a viscoelasticity to carbureted or injected HC
fuel, the polymer controls the physics of the combustion of the
fuel. The viscoelasticity curtails the formation of colloid-size
droplets and reduces the net droplet surface area. This, in turn,
serves as a rate-limiting mechanism for the control of the initial
rapid chemistry, which would otherwise lead to the high-temperature
spike observed in the combustion of an identical HC fuel without
the polymer present. By inhibiting the surface-related rapid
chemistry, the polymer reduces the combustion emissions of HC fuels
such as NOx, soot, partially oxidized HC, and unburned HC.
[0020] Further, the viscoelastic stress constrains the "light" and
"heavy" HC fuel molecules within individual droplets by stretching
the random coil polymer molecules, rigidizing them within the
droplets and at the surface, where the alignments confer an
increased surface tension that persists until the internal droplet
heat randomizes the unit spatial distribution within the polymer
molecules. In this higher entropy state, the polymer no longer
restrains the HC fuel molecules within the droplets and they escape
to burn contiguously and cooperatively at rates intermediate
between the normal "light" and "heavy" fractions. This leads to
"early burn" in the power stroke, restricted accumulation of
"heavy" ends in the end gas, and lower temperatures in the exhaust
system. This latter-phase process is accelerated by the presence of
oxygen that was not consumed due to limited oxidation at the lower
temperatures in the initial, surface-related chemical
reactions.
[0021] As described herein, the methods and compositions of the
present invention increase combustion efficiency as much as, or
more than, traditional methods of improving the efficiency of
combustion that rely on an appropriate high molecular weight
polymer. Aerosolized polymeric-additive-treated fuel is subject to
extreme temperatures after the injection into the cylinder but
before combustion. In this pre-combustion phase, the heat is
absorbed by the fuel droplets from the cylinder walls, causing the
elongated polymer molecules contained in them to revert. The
viscoelastic effect now mitigated, the fuel molecules may escape
from the droplets and the polymer molecules revert further into a
random compact coil as they come out of solution and/or are burned.
Without intending to be bound by theory, it appears that high
molecular weight polymers, such as those described in the '665
patent, may precipitate more readily than low molecular weight
polymers, and are, therefore, not able to sustain the
viscoelasticity of the fuel droplets for the same duration in the
combustion process.
[0022] Polymers such as those described above provide several
advantages compared to neat fuels. These advantages may be
generically described as increasing combustion efficiency. For
example, such polymers may increase the octane/cetane value of the
fuel, reduce fuel vaporization in the combustion chamber, narrow
the size distribution of the fuel droplets, reduce the formation of
submicron-size droplets, increase momentary viscosity, increase
volumetric efficiency of 4 and 2 cycle engines, reduce fractional
distillation in the combustion chamber, reduce the tendency of the
injectors to dry, reduce flow resistance in the entire fuel system
(i.e., drag reduction), increase lubrication in the fuel system,
increase fuel efficiency, reduce undesirable surface coating in the
combustion chamber, increase diffuse burning, develop a uniform
cloud mix for improved combustion, improve cold/warm engine
starting, promote diesel-fuel jet penetration prior to ignition and
diffuse burning, increase acceleration, increase engine smoothness,
increase fuel mileage, increase horsepower, reduce exhaust smoke,
and/or reduce emissions of HC, CO, NOx, and CO.sub.2.
[0023] In addition to the advantages just cited, polymers, in
accordance with the present invention, may reduce combustion
chamber temperatures; reduce performance-based and
temperature-based knock; reduce exhaust temperatures; reduce engine
vibration and noise; reduce brake specific fuel consumption (BSFC);
reduce soot formation; reduce emissions of polyaromatic
hydrocarbons (PAHs) and partially oxidized HC; simultaneously
reduce emissions of NOx and PM; reduce back pressure in the intake
manifold; increase peak pressure; reduce exhaust manifold pressure;
increase torque; enhance performance during transients; reduce
mechanical stress in engines (as a byproduct of the lower operating
temperatures and knock prevention); increase the stability of
engine lubricants (as a byproduct of the lower operating
temperatures); and/or reduce the rate of fuel evaporation in the
fuel system.
[0024] Some embodiments of the invention are particularly suitable
for reducing NOx emissions in the combustion of biodiesel fuels.
Biodiesel fuels include fuels comprising vegetable oils (e.g.,
soybean) and/or animal fats. Such fuels are prone to producing
large amounts of NOx in conventional internal combustion engines.
Some embodiments of the invention include methods of reducing NOx
emissions during the combustion of a biodiesel fuel in an internal
combustion engine by adding a polymer having a molecular weight of
less than 4 million Daltons to the biodiesel. Embodiments of the
invention also include a fuel composition comprising biodiesel and
a polymer having a molecular weight of less than 4 million
Daltons.
[0025] As described above, the present invention is useful for
increasing the efficiency of combustion of a fuel-burning device
and leading to a reduction in CO.sub.2 emissions. It has also been
observed that when the fuel-burning device is an IC engine, such as
in an automobile, use of the present invention in the fuel-burning
device results in an increase in fuel mileage. It has been found
that fuels, including the low molecular weight polymers of the
present invention, preferably reduce CO.sub.2 emissions by greater
than about 20% compared to neat fuels, more preferably by greater
than about 40% compared to neat fuels, and most preferably by
greater than about 60% compared to neat fuels. Furthermore, it has
been found that the fuels that include the low molecular weight
polymers of the present invention preferably increase fuel mileage
by more than about 5% compared to neat fuels, and more preferably
increase fuel mileage by more than about 10% compared to neat
fuels.
EXAMPLES
[0026] The following examples are presented for illustrative
purposes and are not intended to limit the scope of the claims that
follow.
[0027] For each example, the vehicle used is a 1995 TOYOTA COROLLA
DX 4-Door Sedan equipped with a 1.8 liter, 115 HP, in-line
4-cylinder, 4-cycle gasoline engine, with a 4-speed, automatic
transmission, and is designed to burn 87 octane gasoline. The oil
sump holds 3.9 quarts (with filter) and the fuel tank capacity is
13.2 US gallons. For each fill, 87 octane gasoline from Pump #7 at
the River Road GETTY gas station in Bethesda, Md. was used.
Further, all emissions tests were conducted on Line 3 at the State
of Maryland Vehicle Emissions Inspection Program (VEIP),
Gaithersburg, Md., test facility.
Example 1
Preparation of Low Molecular Weight Polymer Solution
[0028] A solution of low molecular weight polymer was prepared for
use in the examples below by dissolving 2.6 megadalton PIB in
isooctane at room temperature to produce a 1% by weight solution.
This was accomplished by adding small pieces of the PIB to the
solvent while stirring occasionally with a flat paddle for a
duration of 24 hours.
Example 2
Emissions Reduction and Mileage Improvement with 15 ppm of 2.6
Megadalton PIB
[0029] Emissions from the test vehicle without polymer were
measured to establish a baseline. The fuel tank of the vehicle was
filled and the vehicle was driven from the gas station to the test
facility, where it was tested for emissions under the following
atmospheric conditions: 69 degrees F., with a pressure of 29.55
inches of mercury and a relative humidity of 56%. The baseline
vehicle emissions are presented in Table 1.
[0030] The vehicle was then driven back to the gas station, where
the tank of the vehicle was again filled. The amount of gasoline
required to fill the tank was 2.029 US gallons. The test vehicle
had averaged 27.6 miles per gallon while running on neat fuel.
[0031] Next, 2.64 ounces of PIB solution, prepared as described in
Example 1, were added to the full tank at the gas station to
achieve a 15 ppm solution of 2.6 megadalton PIB in the fuel, and
the vehicle was driven back to the test facility where it was
tested for emissions under the following atmospheric conditions: 72
degrees F., with a pressure of 29.6 inches of mercury and a
relative humidity of 55%. The emissions measured from the test
vehicle with polymer are shown in Table 2.
TABLE-US-00001 TABLE 1 Emissions measurements for neat fuel (grams
per mile). TEST SOURCE HC CO NOx CO.sub.2 1 VEIP 0.3753 1.4603
0.6731 107.3724
TABLE-US-00002 TABLE 2 Emissions measurements with 15 ppm of 2.6
megadalton PIB (grams per mile). TEST SOURCE HC CO NOx CO.sub.2 1
VEIP 0.1422 0.5147 0.1170 35.6437 EMISSIONS REDUCTION 62.11% 64.75%
82.62% 66.80%
[0032] As shown in Table 2, the effect of introducing a low
molecular weight polymer of the present invention is a significant
reduction in emissions. There is a direct correlation between a
reduction in the emission of CO.sub.2 and an increase in combustion
efficiency; moreover, greater combustion efficiency results in the
same output of mechanical work at a lower rate of fuel
consumption.
[0033] Following the emissions test of which the results are shown
in Table 2, the vehicle was driven 141.2 miles. On returning to the
gas station, the vehicle tank was again filled. The fuel required
was 4.600 US gallons. The vehicle had achieved an average 30.7
miles per gallon of fuel with polymer. Therefore, a 15 ppm solution
of 2.6 megadalton PIB increased the average mileage by 11.2%.
Example 3
Emissions Reduction with 9.8 ppm of 2.6 Megadalton PIB
[0034] Before adding the 4.600 US gallons of fuel discussed in
Example 2, there were 13.2-4.6=8.6 US gallons of 15 ppm PIB in the
fuel. Therefore, after the addition of the 4.600 US gallons of
fuel, the new concentration of PIB in the fuel was 9.8 ppm PIB in
13.2 US gallons.
[0035] The vehicle was again driven back to the test facility,
where the atmospheric conditions were: 73 degrees F., with a
pressure of 29.4 inches of mercury and a relative humidity of
52%.
TABLE-US-00003 TABLE 3 Emissions measurements for neat fuel (grams
per mile), as presented in Table 1. TEST SOURCE HC CO NOx CO.sub.2
1 VEIP 0.3753 1.4603 0.6731 107.3724
[0036] The emissions measured from the test vehicle with polymer
are shown in Table 4.
TABLE-US-00004 TABLE 4 Emissions measurements with 9.8 ppm of 2.6
megadalton PIB (grams per mile). TEST SOURCE HC CO NOx CO.sub.2 1
VEIP 0.0252 0.0406 0.0564 23.0914 EMISSIONS REDUCTION 93.29% 97.22%
91.62% 78.49%
As shown in Table 4, low molecular weight polymers of the present
invention are useful for significantly reducing emissions, which
demonstrates an increase in combustion efficiency.
[0037] Following the test described in Example 3 above, the vehicle
was driven for over 10,000 miles without further addition of
polymer before a subsequent test series.
Example 4
Emissions Reduction with 10 ppm of 2.6 Megadalton PIB
[0038] The fuel tank of the vehicle was filled and no polymer was
introduced into the fuel. The vehicle was then driven from the gas
station to the test facility, where it was tested for emissions
under the following atmospheric conditions: 81 degrees F., with a
pressure of 29.2 inches of mercury and a relative humidity of 70%.
The emissions measurements without polymer are presented in Table
5.
[0039] When the fuel tank of the test vehicle was again filled at
the gas station, the solution of 2.6 megadalton PIB described in
Example 1 was added to produce a 10 ppm by weight solution of PIB
in the fuel.
[0040] The emissions measurements with polymer, the measurements
having been recorded on each of three separate days, are presented
in Table 6, where the average atmospheric conditions were:
temperature 82 degrees F., with a pressure of 29.2 inches of
mercury and a relative humidity of 70%.
TABLE-US-00005 TABLE 5 Emissions measurements for neat fuel (grams
per mile) TEST SOURCE HC CO NOx CO.sub.2 1 VEIP 0.3649 1.9357
0.4342 131.2031
TABLE-US-00006 TABLE 6 Emissions measurements for the test vehicle
running on the same tank of fuel with 10 ppm of 2.6 megadalton PIB
(grams per mile). TEST SOURCE HC CO NOx CO.sub.2 1 VEIP 0.0276
0.2042 0.0573 26.5656 2 VEIP 0.0221 0.1927 0.0739 27.5532 3 VEIP
0.0161 0.1348 0.0680 27.9986 AVERAGE 0.0219 0.1772 0.0664 27.3725
EMISSIONS REDUCTION 93.99% 90.85% 84.71% 79.14%
[0041] As shown in Table 6, there is a reduction in emissions,
which demonstrates an increase in combustion efficiency with a low
molecular weight polymer of the present invention.
[0042] Following the test described in Example 4 above, the vehicle
was driven for over 1,000 miles without further addition of
polymer, in order to be certain that no polymer was present in the
fuel system for a subsequent test series.
Example 5
Reduction in Emissions and Improvement in Fuel Mileage with 5 ppm
of 2.6 Megadalton PIB
[0043] The vehicle was filled with fuel and driven to the test
facility. Emissions measurements without polymer are presented in
Table 7, where atmospheric conditions were: 62 degrees F., with a
pressure of 29.67 inches of mercury and a relative humidity of
62%.
TABLE-US-00007 TABLE 7 Emissions measurements for neat fuel (grams
per mile) TEST SOURCE HC CO NOx CO.sub.2 1 VEIP 0.2132 1.0005
0.0331 111.2314
[0044] The test vehicle was then driven back to the gas station and
the tank was filled. The fuel mileage recorded was 27.8 miles per
gallon. Next, the solution of 2.6 megadalton PIB described in
Example 1 was added to the fuel tank of the vehicle to produce a 5
ppm by weight solution of PIB in the fuel, and the vehicle was
driven back to the test facility. The emissions measurements with
polymer are presented in Table 8, where atmospheric conditions were
61.5 degrees F., with a pressure of 29.65 inches of mercury and a
relative humidity of 61%.
TABLE-US-00008 TABLE 8 Emissions measurements with 5 ppm of 2.6
megadalton PIB (grams per mile) TEST SOURCE HC CO NOx CO.sub.2 1
VEIP 0.0024 0.1167 0.0706 28.3218 EMISSIONS REDUCTION 98.87% 88.34%
-113.29% 74.54%
[0045] The test vehicle was driven back to the gas station and the
fuel tank filled. The fuel mileage recorded was 35.6 miles per
gallon.
[0046] Therefore, as shown in Table 8 above, low molecular weight
polymers of the present invention are useful for significantly
reducing vehicle emissions; at the same time, a 5 ppm solution of
2.6 megadalton PIB increased the vehicle's fuel mileage by
28.1%.
[0047] Following the test described in Example 5 above, the vehicle
was once again driven for over 1,000 miles without further addition
of polymer, in order to be certain that no polymer was present in
the fuel system for a subsequent test series.
Example 6
Reduction in Emissions and Improvement in Fuel Mileage with 5 ppm
of 2.6 Megadalton PIB
[0048] The vehicle was filled with fuel and then driven to the test
facility. Emissions measurements without polymer are presented in
Table 9, where atmospheric conditions were 32 degrees F., with a
pressure of 29.9 inches of mercury and a relative humidity of
71.5%.
TABLE-US-00009 TABLE 9 Emissions measurements for neat fuel (grams
per mile) TEST SOURCE HC CO NOx CO.sub.2 1 VEIP 0.5031 1.8327
1.0025 226.5451
[0049] The test vehicle was then driven back to the gas station and
the tank was filled. The fuel mileage recorded was 31.4 miles per
gallon. Next, the solution of 2.6 megadalton PIB described in
Example 1 was added to the fuel tank of the vehicle to produce a 5
ppm by weight solution of PIB in the fuel, and the vehicle was
driven back to the test facility. The emissions measurements with
polymer are presented in Table 10, where atmospheric conditions
were 34 degrees F., with a pressure of 29.5 inches of mercury and a
relative humidity of 56%.
TABLE-US-00010 TABLE 10 Emissions measurements with 5 ppm of 2.6
megadalton PIB (grams per mile) TEST SOURCE HC CO NOx CO.sub.2 1
VEIP 0.0297 0.1107 0.1088 32.7280 EMISSIONS REDUCTION 94.10% 93.96%
89.15% 85.55%
[0050] The test vehicle was then driven to the gas station and the
fuel tank filled. The fuel mileage recorded was 37.0 miles per
gallon.
[0051] Therefore, as shown in Table 10 above, low molecular weight
polymers of the present invention are useful for significantly
reducing vehicle emissions; at the same time, a 5 ppm solution of
2.6 megadalton PIB increased the vehicle's fuel mileage by
17.8%.
[0052] While the invention has been described in conjunction with
specific embodiments thereof, it is evident that many alternatives,
modifications, and variations will be apparent to those skilled in
the art in light of the foregoing description. Accordingly, it is
intended to embrace all such alternatives, modifications, and
variations, which fall within the spirit and broad scope of the
invention.
* * * * *