U.S. patent number 3,615,295 [Application Number 04/843,235] was granted by the patent office on 1971-10-26 for gasoline fuel containing polyalkoxylated alkylphenol to reduce exhaust emission.
This patent grant is currently assigned to The Dow Chemical Company. Invention is credited to Otto J. Manary.
United States Patent |
3,615,295 |
Manary |
October 26, 1971 |
GASOLINE FUEL CONTAINING POLYALKOXYLATED ALKYLPHENOL TO REDUCE
EXHAUST EMISSION
Abstract
By using a fuel composition containing a small but effective
amount of a polyalkoxylated alkylphenol of the general formula
##SPC1## Wherein: R.sub.1 = an alkyl of 4 to 12 carbon atoms n = an
integer from 2 to 15 R.sub.2 = independently for each of the n
units H or methyl The hydrocarbon emission in the exhaust from an
internal combustion engine is reduced.
Inventors: |
Manary; Otto J. (N/A, MI) |
Assignee: |
Company; The Dow Chemical
(MI)
|
Family
ID: |
25289411 |
Appl.
No.: |
04/843,235 |
Filed: |
July 18, 1969 |
Current U.S.
Class: |
44/443 |
Current CPC
Class: |
C10L
10/02 (20130101); C10L 1/1985 (20130101) |
Current International
Class: |
C10L
1/198 (20060101); C10L 1/10 (20060101); C10L
001/18 () |
Field of
Search: |
;44/77,78 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Wyman; Daniel E.
Assistant Examiner: Shine; W. J.
Claims
I claim:
1. A gasoline fuel composition for internal combustion engines
containing greater than about 200 p.p.m. of a polyalkoxylated
alkylphenol of the general formula ##SPC5##
wherein
R.sub.1 = an alkyl of 4 to 12 carbon atoms
n = an integer from 2 to 15
R.sub.2 = independently for each of the n units H or methyl.
2. The fuel composition of claim 1 wherein R.sub.1 has 6 to 10
carbon atoms and wherein n is 2 to 10.
3. The fuel composition of claim 1 wherein the polyalkoxylated
alkylphenol is a polyalkoxylated nonylphenol.
4. The fuel composition of claim 3 wherein the polyalkoxylated
nonylphenol contains 2 to 9 ethyleneoxy units.
5. The fuel composition of claim 1 wherein the concentration of the
polyalkoxylated alkylphenol is 250 to 4,000 p.p.m. by volume.
6. The fuel composition of claim 5 wherein the concentration is 250
to 1,250 p.p.m.
7. A method of reducing the amount of hydrocarbon emitted in the
exhaust of an internal combustion engine comprising using the fuel
composition of claim 1 in the engine.
Description
BACKGROUND OF THE INVENTION
As greater concern for air pollution becomes manifest, the
contribution of internal combustion engines, especially automobile
engines, has come under closer scrutiny. To date, the greatest
thrust of the fight against air pollution by internal combustion
engines has been the physical alterations in the design of the
engine to reduce the various pollutants emitted.
A new and properly tuned automobile engine has lowest hydrocarbon
emission in the exhaust gas. Operation of the engine causes an
accumulation of solid combustion products on the walls of the
combustion chamber and an increase in the hydrocarbon emission in
the exhaust gas. This build-up of deposits and increase in
hydrocarbon emission reaches a plateau after a number of hours of
operation and remains essentially constant for the duration of the
engine life. Between the initial level of hydrocarbon emission and
the plateau, the hydrocarbon content in the exhaust gas will
normally increase approximately 80 percent.
The Dow Chemical Company's product bulletin on Ambifal 200 shows
the use of Dowfax 9N5, the pentaethylene oxide adduct of
nonylphenol, as a deicer in gasoline to be added only in the winter
in amounts up to 200 p.p.m. by volume.
SUMMARY OF THE INVENTION
According to the present invention, the hydrocarbon content in the
exhaust gas of an internal combustion engine is maintained at a
relatively low level by using a fuel composition containing a small
but effective amount of a polyalkoxylated alkylphenol having the
general formula ##SPC2##
Wherein:
R.sub.1 =an alkyl of 4 to 12 carbon atoms
N=AN INTEGER FROM 2 TO 15
R.sub.2 =independently for each of the n units hydrogen or
methyl.
By use of this fuel, the hydrocarbon emission is reduced without
modification of the internal combustion engine.
The polyalkoxylated alkylphenol of the present invention may
suitably be any of the compounds described by the general formula
or mixtures thereof that are compatible with the fuel used in an
internal combustion engine. Representative examples of these
compounds suitably include pentaethoxylated butylphenol,
octaethoxylated hexylphenol, diethoxylated nonylphenol,
tetraethoxylated nonylphenol, nonaethoxylated nonylphenol,
heptaethoxylated dodecylphenol, pentapropoxylated pentylphenol,
heptapropoxylated nonylphenol, pentadecapropoxylated decylphenol,
diethoxylated-tetrapropoxylated nonylphenol,
tripropoxylated-pentaethoxylated decylphenol, and
pentaethoxylated-dipropoxylated pentylphenol. Of the many suitable
compounds of the general formula, those wherein R.sub.1 has 6 to 10
carbon atoms and wherein n is 2 to 10 are preferred. Especially
preferred in the present invention are the nonylphenol derivatives,
with the ethoxylated nonylphenol compounds containing 2 to 9
ethyleneoxy units being of special interest.
The compounds of the present invention may be prepared by
conventional base-catalyzed oxyalkylation reaction and they are
commercially available. Ordinarily, the formula given for the
polyalkoxylated alkylphenol generally shows only the average number
of alkyleneoxy units and the average length of the alkyl chain.
The fuels of the present invention may suitably be any of the
conventional gasolines for internal combustion engines that are
commercially available. The fuel may contain any amount of the
polyalkoxylated alkylphenol that gives the desired reduction of the
hydrocarbon content in the exhaust gas. Generally, a concentration
greater than about 200 p.p.m. is required for a desirable effect.
Suitably, the concentration of the polyalkoxylated alkylphenol may
range from about 250 to about 4000 p.p.m. by weight with
concentrations of about 250 to about 1,250 p.p.m. by weight being
preferred.
The polyalkoxylated alkylphenols of the present invention are
generally compatible with most fuels for an internal combustion
engine even in substantial concentrations. However, in certain
cases, the higher molecular weight compounds tend to become
insoluble at low temperatures. To combat this insolubility, a
suitable solvent such as an alcohol or ether may be employed in
amounts sufficient to solubilize the additive in the fuel.
In addition to the improved hydrocarbon emission control, the fuels
containing higher concentrations of the polyalkoxylated alkylphenol
also reduce or even eliminate undesirable carbon and tar deposits
on the intake valves, the exhaust valves, the respective valve
seats and the carburetor. This is certainly a desirable
characteristic since much of the engine maintenance cost is
associated with sticking and improperly seated valves as well as
fouled carburetors. Thus, by using the fuels of the present
invention in an internal combustion engine, the hydrocarbon content
in the exhaust is reduced while the valves and carburetor are kept
relatively free of such deposits.
SPECIFIC EMBODIMENTS
Example 1
The effectiveness of the additives of the present invention was
tested in a single cylinder four-cycle "Labeco" engine which is a
Coordinating Lubricant Research engine adapted for fuel studies.
The engine was operated at a constant speed of 1,750 r.p.m. with an
air consumption of 65 pounds per hour and a fuel consumption of 5.4
pounds per hour. The torque in units per pound was OBS-40, the
spark advance was 22.degree. B.T.C. and the intake manifold vacuum
was 1.4 inch of mercury. The fuel used in this and all tests was
Indoline 30, a standard research gasoline made by the Standard Oil
Company. This fuel has 3 ml. of tetraethyl lead per gallon with 1/2
of the theoretical ethylene dibromide and 11/2 of the theoretical
ethylene dichloride based on the tetraethyl lead as scavengers for
the lead.
Each test was run for 100 hours and the engine was torn down and
completely cleaned. The first run was made without an additive and
the second run used the same fuel containing 250 p.p.m. by weight
of nonaethoxylated nonylphenol, Dowfax 9N9. The exhaust gas
analysis was made by Beckman Model 109A hydrocarbon analyzer and
the results are shown in p.p.m. by weight.
The standard test run without the additive showed an initial
hydrocarbon emission of 270 p.p.m. with a sharp increase to 410
p.p.m. at 20 hours of operation and then a gradual increase in the
hydrocarbon emission to 480 p.p.m. at 100 hours of operation. The
test run with 250 p.p.m. by weight of the Dowfax 9N9 had an initial
hydrocarbon emission of 280 parts per million with a gradual
increase to 340 parts per million after 100 hours of operation.
Example 2
a series of tests was run on a Ford six cylinder 240 cu. in.
industrial engine model C5PF with the fuel shown in example 1. The
engine was operated at 1615 r.p.m. during the analysis of the
hydrocarbon emission. After each test, the engine head was removed
and all deposits were removed from the combustion chamber. Three
standard control tests using Indoline 30 were run immediately prior
to the additive tests using the fuel containing nonaethoxylated
nonylphenol, Dowfax 9N9. The data for the average of the standard
tests in addition to comparative tests on three additive runs are
given in table I. ##SPC3##
Example 3
Using the engine and procedures of example 2, the effectiveness of
Indoline 30 containing various amounts of tetraethoxylated
nonylphenol, Dowfax 9N4, in reducing the hydrocarbon emission in
the exhaust was determined. Three test runs were made on the fuels
of the invention, with one standard test being made before and one
standard test being made after the three test runs. Data for the
standard tests and three additive tests are shown in table II.
##SPC4##
Example 4
The weight of the deposits from the intake and exhaust valves was
recorded for each of 100 hour runs in example 2 and 3. For the
nonadditive runs, the average weight of the deposits on the intake
valve was 3.5 grams after 100 hours of operation. For the same
period of operation using 4,000 p.p.m. of Dowfax 9N4, no deposits
on the intake valve were found and with fuels containing Dowfax 9N9
in amounts of 1,000 and 4,000 p.p.m. the weight of the deposits on
the intake valve were 0.6 and 0.0 grams respectively.
The weight of the deposits on the exhaust valve averaged over the
five nonadditive runs was 3.8 grams. In contrast to this, the
deposits on the exhaust valve when 250, 1,000 and 4,000 p.p.m. of
the Dowfax 9N4 were added to the fuel weighed 2.6, 3.8 and 0.6
grams respectively, while for the same concentrations of Dowfax 9N9
2.9, 3.2 and 2.1 grams of deposits were respectively obtained.
In the same manner as described in the above examples, other
additives of the present invention may be used in the fuel
described in the examples or other commercially available fuels.
For example, 1,000 p.p.m. of diethoxylated nonylphenol,
dodecaethoxylated butylphenol, tetrapropoxylated hexylphenol,
decapropoxylated nonylphenol, diethoxylated-pentapropoxylated
nonylphenol and tripropoxylated-heptaethoxylated octylphenol may be
added to Indoline 30 with similar reduction of the hydrocarbon
emission in the exhaust gas.
* * * * *