KR101836946B1 - Fuel additive for reducing greenhouse gases, NOx and particulate matter - Google Patents

Abstract

The present invention provides a fuel additive for heavy oil in the form of a composition comprising an oil soluble metallic compound, an oxygen supplier, a dispersant, a lubricant, a nonionic surfactant, and a detergent. Addition of a small amount (0.025%) of the fuel additive of the present invention to the heavy oil can reduce the generation of particulate matter (PM), residual carbon, nitrogen oxides and the like upon combustion. In addition, when a small amount (0.025%) of the fuel additive of the present invention is added to the heavy oil, the maximum combustion pressure during combustion is increased while the exhaust temperature is lowered, thereby improving the combustion efficiency. Therefore, the fuel additive of the present invention is very useful for a large-sized boiler using heavy oil as a fuel, particularly a large-sized diesel engine.

Description

[0001] The present invention relates to a fuel additive for reducing greenhouse gases, nitrogen oxides and particulate matter,

The present invention relates to a fuel additive which can be added to heavy oil during combustion in an internal combustion engine or a boiler using heavy oil as a fuel to reduce the generation of greenhouse gases, nitrogen oxides and particulate matter, and improve the combustion efficiency.

In order to slow down global warming, IMO MEPC proposes to reduce the CO ₂ , which is GHG (Green House Gas) emitted from the ship, by operating the ship in a downward direction. In order to reduce the fuel cost, the shipping company voluntarily Low steaming), and most of the container ships engaged in international voyages are operating at reduced speed. In addition, the increase in shipping volume, which is increasing day by day, increases the burden on the fuel cost of the ship.

Most ships using two stroke heavy duty diesel engines operating on international voyages use heavy oil for ships. Since heavy oil has high kinematic viscosity, it can not be used unless heated to 100 ° C or higher. Ryu et al. Have attempted to lower the kinematic viscosity of heavy oil by mixing with dimethyl ether having a low kinetic viscosity in order to lower the kinematic viscosity of ship heavy oil with high kinematic viscosity. As a result, the kinematic viscosity of heavy oil is lowered, And can be applied to a diesel engine. In this study, it was confirmed that engine performance can be improved by using heavy oil mixed with dimethyl ether which is attracting attention as an alternative fuel for diesel engine. In addition, many studies and demonstrations have been made on fuel additives for diesel engines in various fields.

Fuel cost accounts for a large part of the budget expenditure of the shipping companies operating and managing the vessels. Most domestic and overseas shipping companies are operating downhill to reduce fuel costs. However, when the low load operation is continued for a long time with the high output engine mounted, there is a problem that the maintenance cost is increased due to the generation of carbon and the failure rate due to incomplete combustion. In addition, the burden on the ever increasing fuel cost of the ship is urgently required to develop fuel saving technology for the owner.

To solve these problems, researches on fuel additives that can minimize the generation of residual carbon powder, dust or sulfur in the combustion of heavy oil or improve the combustion efficiency have been made intermittently. For example, Korean Patent Registration No. 10-0743826 discloses a magnesium hydroxide containing 30 to 60% by weight of magnesium hydroxide having a particle size of 0.1 to 10 占 퐉; 0.1 to 1% by weight of polycarboxylic acid and / or its salt; And the balance weight percent water. ≪ Desc / Clms Page number 2 > Korean Patent Publication No. 10-1071204 discloses that 25 to 55% by weight of an oil soluble metallic compound containing any one of calcium, barium, manganese and iron, 15 to 25% by weight of alcohol, 10 to 20% by weight of a treated light distillate, 5 to 15% by weight of kerosene, 5 to 15% by weight of a mineral oil and 2 to 8% by weight of a nonionic surfactant Wherein the mineral oil is selected from the group consisting of a hydrotreated heavy paraffinic distillate or a hydrotreated light paraffinic distillate or a solvent dewaxed paraffin distillate heavy paraffinic distillate, solvent-dewaxed light paraffinic distillate, hydrotreated and dewaxed heavy paraffinic distillate, and hydrotreated and dewaxed heavy paraffinic distillate. A dewaxed light paraffinic distillate, and a dewaxed light paraffinic distillate. The present invention relates to a fuel additive for heavy oil.

The present invention has been made under the background of the prior art, and an object of the present invention is to provide an internal combustion engine or a boiler which uses heavy oil as a fuel to reduce the generation of greenhouse gases, nitrogen oxides and particulate matter, And to provide a fuel additive that can be improved.

In order to accomplish the above object, one aspect of the present invention provides a fuel additive for heavy oil in the form of a composition comprising an oil soluble metallic compound, an oxygen supplier, a dispersant, a lubricant, a nonionic surfactant, and a detergent to provide. Hereinafter, the fuel additive for heavy oil according to the present invention will be described separately for each constituent component.

Oil soluble metallic compound

The oil soluble metallic compound, which is one component of the fuel additive for heavy oil according to the present invention, promotes oxidation by increasing reactivity with oxygen when burning heavy oil, which is a fuel, and promotes oxidation of combustion components such as asphaltene powder And acts as a combustion promoter for suppressing generation of soot and dust. In the present invention, the oil soluble metallic compound preferably contains a metal having a high combustion promoting reactivity, and at the same time has a property of being oil soluble in fuel oil. Examples of the metal having high combustion promoting reactivity include calcium, barium, manganese or iron. Meanwhile, in the present invention, it is preferable that the usable metal compound is composed of an active metal portion and an organic ligand in order to be well dissolved in a fuel-derived heavy oil. Examples of the usable metal compound include calcium acetylacetonate acetylacetonate, calcium naphthenate, calcium oxlate, barium acetylacetonate, barium naphthenate, barium oxlate, manganese acetylacetonate Manganese acetylacetonate, Manganese naphthenate, Manganese oxlate, Iron acetylacetonate, Iron naphthenate, Iron oxlate, etc. . Further, in the present invention, the usable metal compound may be a metal salt of a carboxylic acid or a metal salt of a sulfonic acid from another viewpoint.

In view of the relative size of the combustion promoting reactivity, the usable metal compound in the present invention is most preferably an oil-soluble metal compound containing calcium, for example, calcium salt of sulfonic acid, calcium acetylacetonate, calcium naphthenate naphthenate, and calcium oxalate. The calcium salt of the sulfonic acid is preferably a calcium alkylbenzenesulfonate including an organic functional group such as an alkyl group, an aryl group, or an alkylaryl group, and a double alkylaryl group. The alkyl group of the calcium alkylbenzenesulfonate is characterized by having 8 to 50 carbon atoms. A specific example of the calcium alkylbenzenesulfonate is calcium dodecylbenzenesulfonate, which is a typical anionic surfactant.

In the fuel additive for heavy oil according to the present invention, the content of the oil soluble metallic compound is preferably 20 to 25% by weight based on the total weight of the composition, considering the effect of minimizing dust generation and compatibility with other constituents, .

Oxygen supply agent

Even if excess combustion air is supplied during heavy fuel oil combustion, the rate of exhaustion by the combustion reaction such as heterogeneous surface reaction is faster than the diffusion rate of oxygen, so that the oxygen concentration becomes thin at the interface where the combustion reaction occurs, Can occur. The oxygen supplying agent which is one component of the fuel additive for heavy oil according to the present invention is preferably a compound having a low boiling point. The low boiling point compound can contribute to the complete combustion by increasing the combustion reaction surface area by the vaporization phenomenon inside the burner spray droplet. The low boiling point compound used as the oxygen supplying agent in the present invention includes dialkyl ether compounds, dialkyl ether compounds of ethylene glycol, dialkyl ether compounds of propylene glycol, butylene glycol dialkyl ether compounds, dialkyl ketone compounds, An alkoxyalkane compound or a dialkyl carbonate compound, and the alkyl, alkoxy or alkane preferably has 1 to 5 carbon atoms. Specific examples of the oxygen supplying agent include methyl ethyl ether, diisopropyl ether, ethyl methyl ether, ethylene glycol dimethyl ether, ethylene glycol diethyl ether, propylene glycol dimethyl ether, dimethyl ketone, acetylacetone, methyl propyl ketone, There may be mentioned, for example, ethyl methyl ketone, isobutyl methyl ketone, dimethoxy methane, dimethyl carbonate, diethyl carbonate, diisopropyl carbonate, diisopropyl carbonate, dibutyl carbonate, dipentyl carbonate, methyl ethyl carbonate, methylpropyl carbonate or ethylpropyl carbonate Among these, dimethyl carbonate, diethyl carbonate, diisopropyl carbonate, diisopropyl carbonate, dibutyl carbonate, dipentyl carbonate, methyl ethyl carbonate, methyl propyl carbonate or ethyl propyl carbonate It is preferable that it is composed of at least one kind selected from the group consisting of

In the fuel additive for heavy oil according to the present invention, the content of the oxygen supplying agent is preferably 30 to 35% by weight based on the total weight of the composition, considering the effect of minimizing dust generation and compatibility with other components .

Dispersant

The dispersant, which is one component of the fuel additive for heavy oil according to the present invention, prevents the formation of sludge, lowers the flash point of the heavy oil, and decreases the kinematic viscosity and the surface tension. When the viscosity and the surface tension of the heavy oil are decreased, the particle diameter of the fuel becomes atomized and homogenized at the time of injection from the nozzle, and the combustion temperature is low and the temperature of the exhaust gas of the internal combustion engine is lowered. In the present invention, the dispersing agent is a hydrotreated light distillate.

Hydrotreated is a method of adding hydrogen to oil. The light distillate refers to a light hydrocarbon that is distilled first when distilling crude oil. The hydrotreated light distillate has a boiling point of usually 150 to 300 ° C, but is not limited thereto. Hydrotreated light distillates that can be used in the present invention include, but are not limited to, CAS registration numbers 64742-47-8 and 68921-07-3.

In the fuel additive for heavy oil according to the present invention, the content of the hydrotreated light distillate may be determined by considering the effect of reducing the flash point and the kinematic viscosity, minimizing the generation of dust and residual carbon content, and compatibility with other constituents By weight based on the total weight of the composition.

slush

The lubricant, which is one component of the fuel additive for heavy oil according to the present invention, maintains the shape of sludge redispersed in the form of microparticles and suppresses the occurrence of friction in the internal combustion engine. In the present invention, the lubricant is preferably paraffinic oil, more preferably modified by hydrotreating or dewaxing. The paraffinic oil modified by the hydrotreating or dewaxing treatment is a hydrotreated heavy paraffinic distillate (CAS Registration No. 64742-54-7), a hydrotreated paraffinic distillate ( Hydrotreated light paraffinic distillate (CAS Registration No. 64742-55-8), Solvent-dewaxed heavy paraffinic distillate (CAS Registration No. 64742-65-0), Solvent dewaxed light paraffin distillate Solvent-dewaxed light paraffinic distillate (CAS registration number 64742-56-9), hydrotreated and dewaxed heavy paraffinic distillate (CAS registration number 91995-39-0) or hydrotreated and dewaxed But is not limited to, at least one selected from hydrolyzed and dewaxed light paraffinic distillate (CAS registration number 91995-40-3).

In the fuel additive for heavy oil according to the present invention, the content of the lubricant is preferably 3 to 7% by weight based on the total weight of the composition, considering the effect of reducing the flash point and kinetic viscosity, minimizing the generation of dust and residual carbon content, By weight.

Nonionic  Surfactants

The nonionic surfactant, which is one component of the fuel additive for heavy oil according to the present invention, functions to prevent the formation of sludge and redisperse the generated sludge into a microparticle. In particular, the nonionic surfactant exhibits a repulsive effect due to steric hindrance to form a stable dispersion system. When used in combination with an ionic material such as a oil soluble metallic compound, dispersion performance is greatly improved.

The nonionic surfactant used in the present invention is not limited in its kind such as ester type, ether type, fatty acid amide type, aliphatic amine type and the like. As the ester type nonionic surfactant, there may be mentioned esters of sorbitan and fatty acid, Monoesters of glycerin and fatty acids, esters of polyethylene glycol sorbitan and fatty acids, esters of polyethylene glycol sorbitol and fatty acids, esters of polyethylene glycol and fatty acids, and the like, Examples of the nonionic surfactant include polyoxyethylene alkyl ethers, polyoxyethylene alkylphenyl ethers, alkylpolyglycosides, and the fatty acid amide nonionic surfactants include fatty acid dialkanol amides, fatty acid monoalkanolamides, polyoxyethylene Fatty acid And the like. Examples of the aliphatic amine derivative nonionic surfactant include polyoxyethylene alkylamine and the like. The nonionic surfactant to be used in the present invention is preferably an ester of sorbitan and a fatty acid, an ester of a polyethylene glycol and a fatty acid, or an ester of a fatty acid, in consideration of the effect of reducing the flash point and the kinetic viscosity, minimizing the generation of dust and residual carbon content, Polyethylene glycol sorbitan and esters of fatty acids. Examples of the ester of sorbitan and fatty acid include sorbitan monooleate, sorbitan monolaurate, and the like. Examples of the ester of polyethylene glycol sorbitan and fatty acid include polyethylene glycol sorbitan monooleate and the like. Examples of the esters of polyethylene glycol and fatty acid include polyethylene glycol dilaurate, polyethylene glycol monooleate, polyethylene glycol dioleate, polyethylene glycol monoricinoleate, (Polyethylene glycol monoricinoleate), polyethylene glycol monostearate (polyethylene glycol monostearate).

In the fuel additive for heavy oil according to the present invention, the content of the nonionic surfactant is preferably in the range of from 1 to 10 parts by weight, based on the total weight of the composition, considering the effect of reducing the flash point and the kinetic viscosity, minimizing the generation of dust and residual carbon content, It is preferably 8 to 15% by weight.

Detergent

The detergent, which is one component of the fuel additive for heavy oil according to the present invention, serves to decompose secondary oxides and combustion products to reduce the formation of precipitates on the surface of metal parts. The detergent used in the present invention is an alkali metal salt of a known sulfonate. Alkaline earth metal salts of sulfonates, alkaline metal salts of phenates, alkaline earth metal salts of phenates, alkali metal salts of salicylates, alkaline earth metal salts of salicylates, An alkaline metal salt of naphthenate or an alkaline earth metal salt of naphthenate. The alkali metal or alkaline earth metal is preferably selected from calcium, magnesium, sodium or barium.

The metal salt-type detergent may contain a metal in a stoichiometric amount or in excess. In the latter case, it is treated as an overbased detergent. The overbased detergent is a metal salt that dissolves in oil and appears as a micelle consisting of an insoluble metal salt trapped in a suspension in a fuel oil composition described later. The overbased character of the detergent is characterized by total base number (TBN), measured in accordance with ASTM D2896 standard, expressed in mg of KOH per gram. The overbased detergent itself typically has a TBN value of about 150 or more, or 250 or 450 or more. In the present invention, it is preferable that the detergent is an overbased detergent in consideration of the synergistic effect with other constituents. Further, in the present invention, the TBN of the overbased detergent is preferably 200 or more, more preferably 300 or more. The overbasing process is well known in the art and typically involves reacting an acidic material with a reaction mixture containing an organic acid or its metal salt, a metal compound. The acidic substance may be a gas such as carbon dioxide or sulfur dioxide, or it may be boric acid. A process for preparing an overbased alkali metal sulfonate and phenate is described in U.S. Patent No. 4,839,094. A suitable process for an overbased sodium sulfonate is described in EP-A-235929. A method for preparing an overbased salicylate is described in U.S. Patent No. 5,451,331. Commercially available overbased detergents include T106 (Overbased Heavy Alkyl Benzene Synthetic Calcium Sulfonate (CAS Registry Number 61789-86-4) from Anneng Chemical Co., Ltd., CALCINATE (TM) C-300CS from Chemtura Corporation, Chevron OLOA 246S (Sulfonic acids, petroleum, calcium salts, overbased; CAS registration number 68783-96-0) from Chemical Company. Also, the perchloric sulfonate detergent of CAS registration number 68783-96-0 has the structure of the following formula (1), and the perchloric sulfonate detergent of CAS registration number 115733-10-3 has the structure of the following formula (2).

[Chemical Formula 1]

(2)

In the fuel additive for heavy oil according to the present invention, considering the effect of improving the combustion of the detergent, the effect of reducing NOx, the effect of minimizing the generation of dust and residual carbon content, or the compatibility with other constituents, 7 to 15 weight %.

Another aspect of the present invention relates to a heavy oil-based fuel oil, wherein the heavy oil-based fuel oil according to the present invention comprises heavy fuel oil and the aforementioned fuel additive for heavy oil. At this time, the heavy oil is not limited in its kind, and may be a heavy oil A, a heavy oil B, a heavy oil C (or bunker C oil), or a mixed oil thereof. In addition, the content of the fuel additive for heavy oil in the fuel oil is not limited to a great extent. However, the effect of reducing the flash point and kinetic viscosity of the fuel additive, minimizing the generation of dust and residual carbon content, reducing NOx and improving combustion efficiency, It is preferably 0.001 to 0.5 parts by weight, more preferably 0.005 to 0.1 parts by weight, per 100 parts by weight of the heavy oil.

Addition of a small amount (0.025%) of the fuel additive of the present invention to the heavy oil can reduce the generation of particulate matter (PM), residual carbon, nitrogen oxides and the like upon combustion. In addition, when a small amount (0.025%) of the fuel additive of the present invention is added to the heavy oil, the maximum combustion pressure during combustion is increased while the exhaust temperature is lowered, thereby improving the combustion efficiency. Therefore, the fuel additive of the present invention is very useful for a large-sized boiler using heavy oil as a fuel, particularly a large-sized diesel engine.

Figure 1 is a view of an onshore thermal power plant where the applicant of the present invention has experimented with the effects of fuel additives.
2 is a photograph of a K-type engine used when the applicant of the present invention was experimenting with the effect of the fuel additive.
Fig. 3 is an exhaust valve disassembled for maintenance after 12,000 hours of operation of the engine used in the present study, and Fig. 4 is a piston withdrawn at the same time.
FIG. 5 shows an additive injection valve used in the present invention, and FIG. 6 shows a control panel including a dosing pump.
FIG. 7 is a mass flow meter used in this study, and FIG. 8 is a schematic diagram of an experimental apparatus for the engine used in this study.
9 is a graph showing the increase and decrease ratio of the output at each load depending on whether or not the fuel additive is added in the present study.
10 is a graph showing the results of the fuel consumption rate depending on whether or not the fuel additive is added in the present study.
11 is a graph showing the results of the maximum combustion pressure of the engine depending on whether or not the fuel additive is added in the present study.
12 is a graph showing the exhaust temperatures after combustion of the engine at various loads depending on whether or not the fuel additive is added in the present study.

Hereinafter, the present invention will be described in more detail with reference to examples. However, the following examples are intended to clearly illustrate the technical features of the present invention and do not limit the scope of protection of the present invention.

The applicant of the present invention has attempted to reduce the fuel cost by injecting a predetermined fuel additive (including an oil-soluble calcium-based organometallic compound as one component) into heavy oil for ships. Specifically, a method of reducing a fuel cost by injecting a predetermined amount of a fuel additive (including an oil-soluble calcium-based organometallic compound as one component) (0.025% of a fuel amount used) was tried. For the accuracy of the experiment, the two - stroke large diesel engine installed in the offshore power plant was tested. The experimental engine load was divided into low, medium and high loads (50, 75, 100%). The engine performance (output, fuel consumption rate, maximum combustion pressure (P-max), exhaust temperature ) Were compared and analyzed. Through this experiment, it was found that the addition of the fuel additive reduced the fuel cost by more than 2% at the low load (50%), and the maximum combustion pressure was increased while the exhaust temperature was lowered. Hereinafter, the research conducted by the applicant of the present invention will be described in detail.

1. Preparation of fuel additives used in the experiment

23 parts by weight of benzenesulfonic acid (mono-C15-30-branched alkyl and di-C11-13-branched and linear alkyl derivs., Calcium salts; CAS registration number 71486-79-8), dimethyl carbonate 32 parts by weight of dimethyl carbonate, 18 parts by weight of a hydrotreated light distillate (CAS registration number 64742-47-8), a hydrotreated heavy paraffinic distillate (CAS registration number 64742-47-8) 12 parts by weight of sorbitan monooleate (CAS registration number 1338-43-8) and 5 parts by weight of an overbased calcium sulfonate detergent (C14-24-branched and linear alkyl derivatives , calcium salts, overbased; CAS registration number 115733-10-3) were mixed and stirred to prepare a fuel additive containing an oil-soluble calcium-based organometallic compound.

2. Experimental apparatus and method

In this study, two - stroke large diesel engine installed in a land - based thermal power plant was tested for the accuracy of the experiment. The fuel additive was injected at a rate of 0.025% of the fuel used. Experiments were carried out after the engine had a stable thermal equilibrium at the exhaust temperature. The experimental load was divided into three stages of low, medium and high load (50, 75, 100%). And the generator output voltage was maintained at the rated voltage. The engine performance (output, fuel consumption rate, maximum combustion pressure (P-max), exhaust temperature) before and after the addition of the fuel additive was compared and analyzed. 1 is a view of an onshore thermal power plant. Table 1 shows the specifications of the experimental engine used in this study, and FIG. 2 is a photograph of the K-type engine used in this experiment. The equipment to be applied for the performance test is a diesel engine generator set manufactured and installed by Doosan Engine Co., Ltd. It is a 40MW generator. 3 and 4, the size of the engine used in this experiment can be seen. Fig. 3 is an exhaust valve disassembled for maintenance after 12,000 hours of operation of the engine used in the present study, and Fig. 4 is a piston withdrawn at the same time. Table 2 shows the properties of the fuels used in this study and shows the fuel properties of heavy oil after injecting fuel additives at 0.025% ratio of heavy fuel oil and fuel additive before injecting them into marine heavy fuel oil. As the fuel additive, an additive containing an oil-soluble calcium-based organometallic compound was used. In order to analyze the fuel composition of each fuel, three samples were sampled during the experiment to analyze the fuel composition.

Item Description Engine type Low speed two stroke cycle, 12K80MC-S Bore × Stroke 800 mm x 2300 mm Combustion type Direct injection type No. of cylinders 12 MCR output 41,320 kW MCR rpm 109.1 rpm Mean effective pressure 16.4 ㎏ _f / ㎠ Mean piston speed 8.36 m / s Weight 1,413 tons Turbo charger rpm 11,000 rpm Firing order 1-5-12-7-2-6-10-3-8-4-11-9

Item Heavy fuel oil Added fuel oil Density at 15 占 폚, g / ml 0.9384 0.9378 Ash, mass% 0.042 0.030 Sulfur, mass% 0.254 0.273 Viscosity at 100 ℃, ㎟ / s 24.27 23.39 Water by distillation, volume% 0.10 0.20 Nitrogen, mass% 0.33 0.32 Gross calorific value, ㎉ / ㎏ 10,550 10,546 Net calorific value, ㎉ / ㎏ 9,940 9,934 Carbon, mass% 86.68 86.56 Hydrogen, mass% 12.04 12.07 Oxygen, mass% 0.65 0.75

Heavy fuel oil: Heavy fuel oil before fuel additives

* Added fuel oil: Add fuel oil at 0.025%

The fuel additive injection system installed a dosing pump that can automatically supply a certain amount of air around the control tank and supply piping is connected to supply the fuel to the top of the fuel control tank. Fig. 5 shows a fuel additive injection valve, and Fig. 6 shows a control panel including a dosing pump. The engine output was measured in a local integrated watt-hour meter and a control room meter, and the fuel consumption amount was referred to an on-site mass flowmeter meter reading installed on the fuel oil supply line side. Table 3 shows the dosing pump and mass flow meter specifications. In calculating the engine output and fuel consumption rate, each item on the performance was calculated by applying the calibration curve and formula given by the manufacturer. Fig. 7 is a mass flow meter, and Fig. 8 is a schematic diagram of an experimental apparatus for an engine used in the present study.

Item Description Dosing pump CMG Techwin, model AX1-12, 110 ml / min Mass flowmeter Endress Hauser, IP67 / NEMA / TYPE4X model

3. Results and discussion

3.1 Engine power output

The engine power was measured by dividing into three stages of low, medium and high load (50, 75, 100%). At the low load of 50% of the engine load, the average value measured 4 times is shown. The average value of 7 times at the heavy load of 75% of engine load and 100% of high load is shown. Table 4 shows the rate of increase and decrease of the output at each load, and Figure 9 is a plot of the results. At a low load of 50%, the output decreased by about 2.1%, but increased by about 1.6% and 0.4% at 75% of heavy load and 100% of high load, respectively. These results indicate that the output is improved by completely burning the unburned fuel with the fuel additive effect at a load of 75% or more. This engine output value is a value obtained by calibrating the measured output value by the design power factor. These results show that the engine power is improved in medium and high load region when the fuel additive is injected into heavy oil.

Load (%) HFO (㎾) Added fuel (㎾) Difference Ratio (%) 50 21,186 20,748 -438 -2.11 75 30,521 31,016 495 1.60 100 40,460 40,605 145 0.36

* HFO: Heavy oil before injecting fuel additive

* Added fuel: fuel oil additive at 0.025%

3.2 Fuel consumption rate

Table 5 and Figure 10 show the results of the fuel consumption rate. At the low load of 50% of the engine load, the average value measured 4 times is shown, and the average value of the engine load 75 and the average value measured 7 times at the medium load of 100% and high load is shown. At low loads, the fuel consumption rate decreased by about 2.2%, while at medium and high loads it decreased by about 0.7 and 0.8%, respectively. These results are considered to be the result of combustion promotion. That is, it is confirmed that the fuel efficiency is improved at full load by injecting the fuel additive into the heavy oil. In particular, fuel consumption reduction rate was higher at low load than at medium and high load area.

Load (%) HFO (g / kWh) Added fuel (g / ㎾h) Difference Ratio (%) 50 207.430 202.833 -4.597 -2.27 75 186.395 185.103 -1,292 -0.70 100 188.422 186.913 -1.509 -0.81

* HFO: Heavy oil before injecting fuel additive

* Added fuel: fuel oil additive at 0.025%

3.3 Maximum Combustion Pressure (P-max)

Table 6 and Figure 11 show the results of the maximum combustion pressure of the engine. Each value was measured after all cylinders 12 cylinders were measured and the average value was indicated. At the low load, the maximum combustion pressure increased by about 3.0%, and at medium and high loads it increased by about 6.6 and 0.9%, respectively. That is, it was confirmed that the maximum combustion pressure was increased at full load by injecting the fuel additive into the heavy oil for marine use. Especially, it shows a large increase rate at heavy load of 75% which is the commercial load of the engine. As shown in Table 2, it is analyzed that the combustion of the engine is actively promoted by the action of oxygen contained in the fuel additive.

Load (%) HFO (Bar) Added fuel (Bar) Difference Ratio (%) 50 86.25 88.83 2.58 2.90 75 114.83 122.91 8.08 6.57 100 139.83 141.08 1.25 0.89

* HFO: Heavy oil before injecting fuel additive

* Added fuel: fuel oil additive at 0.025%

3.4 Exhaust temperature

Table 7 and Figure 12 show the exhaust temperatures after combustion of the engine at each load. Each value was measured after all cylinders 12 cylinders were measured and the average value was indicated. At low loads, the exhaust temperature decreased by about 2.7%, and at medium and high loads, it decreased by about 2.4 and 0.6%. That is, it was confirmed that the exhaust temperature decreased at full load by injecting the fuel additive into the heavy oil. It is considered that the asphalt and sludge contained in the heavy oil are well dispersed by the dispersant contained in the fuel additive, thereby making the fuel atomization and homogenization effect during the fuel injection so as to be stable combustion.

Load (%) HFO (℃) Added fuel (℃) Difference Ratio (%) 50 337.08 328.08 -9.00 -2.74 75 326.42 318.83 -7.59 -2.38 100 343.08 341.17 -1.91 -0.56

* HFO: Heavy oil before injecting fuel additive

* Added fuel: fuel oil additive at 0.025%

4. Conclusion

In this study, a two - stroke, high - power large diesel engine was tested using standardized measurement equipment on the land that was not affected by the ocean and weather conditions. (50, 75, 100%) of the engine to compare the performance of the fuel additive of marine heavy oil before and after the injection (engine output, fuel consumption rate, maximum combustion pressure, exhaust temperature) The results of the study are as follows.

(1) The output decreased about 2.1% at low load with 50% of engine load but increased about 1.6% and 0.4% at high load of 100% and engine load 75%, respectively. These results show that the engine power is improved in medium and high load region when the fuel additive is injected into heavy oil.

(2) The fuel consumption rate decreased by about 2.2% at low load and about 0.7 and 0.8% at medium and high load, respectively. That is, it is confirmed that the fuel efficiency is improved at full load by injecting the fuel additive into the heavy oil. In particular, fuel consumption reduction rate was higher at low load than at medium and high load area.

(3) The maximum combustion pressure increased about 3.0% at low load and about 6.6 and 0.9% at medium and high load, respectively. That is, it was confirmed that the maximum combustion pressure was increased at full load by injecting the fuel additive into the heavy oil for marine use.

(4) As a result of measurement of exhaust temperature, it decreased by about 2.7% at low load, about 2.4% at heavy load, and about 0.6% at high load. That is, it was confirmed that the exhaust temperature decreased at full load by injecting the fuel additive into the heavy oil. This is because it is considered that the fuel additive influences the combustion of the engine so that the combustion can be stabilized.

Through this study, it was found that by adding the prescribed fuel additive containing the calcium-containing organometallic compound to the heavy oil for marine which is currently used in the 2-stroke high-output heavy duty diesel engine, it is possible to reduce the fuel cost by 2% or more at low load (50% The effect was confirmed, and the maximum combustion pressure was increased while the exhaust temperature was lowered. These results suggest that engine performance improves. Therefore, it is considered that the fuel cost reduction is possible by injecting the fuel additive into the 2 stroke heavy diesel engine using heavy oil for marine use.

5. Additional experiments

In addition to the above-mentioned studies, changes in exhaust emissions due to addition of fuel additives were observed, and the results are shown in Tables 8 and 9 below. Table 8 shows the emission change of NOx according to addition of the fuel additive and Table 9 shows the emission change of the particulate matter (PM) according to addition of the fuel additive. As shown in Tables 8 and 9, when the fuel additive of the present invention was added to the heavy oil and burned, the generation of nitrogen oxides and particulate matter was greatly reduced.

Load NOx emission (g / ㎾h) before injecting fuel additive NOx emission (g / ㎾h) after injecting fuel additive Reduction rate of NOx emission by fuel additive (%) 50% 16.6 12.6 -24 75% 21.5 11.7 -46 100% 22.4 14.3 -36 Average reduction rate of NOx emissions from fuel additives (%) -35

Load PM emission before injecting fuel additive (mg / m3) PM emissions after injecting fuel additives (mg / m3) Reduction rate of PM emissions by injecting fuel additives (%) 50% 64.1 27.3 -57.4 75% 100.8 40.9 -59.4 100% 108.6 43.8 -59.7 Average reduction rate of PM emissions due to fuel additives (%) -58.8

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims. Therefore, the scope of the present invention should be construed as including all embodiments falling within the scope of the appended claims.

Claims (10)

Based on the total weight, 20 to 25% by weight of an oil soluble metallic compound, 30 to 35% by weight of an oxygen supplying agent, 15 to 20% by weight of a dispersing agent, 3 to 7% by weight of a lubricant, By weight and an overbased detergent in an amount of 7 to 15% by weight,
Wherein the oil-soluble metal compound is calcium alkylbenzenesulfonate,
The alkyl group of the calcium alkylbenzenesulfonate has 8 to 50 carbon atoms,
Wherein the oxygen supplying agent is composed of at least one member selected from the group consisting of dimethyl carbonate, diethyl carbonate, diisopropyl carbonate, diisopropyl carbonate, dibutyl carbonate, dipentyl carbonate, methyl ethyl carbonate, methyl propyl carbonate and ethyl propyl carbonate ,
The dispersant is a hydrotreated light distillate,
The lubricant may be at least one selected from the group consisting of a hydrotreated heavy paraffinic distillate, a hydrotreated light paraffinic distillate, a solvent-dewaxed heavy paraffinic distillate, Hydrotreated and dewaxed light paraffinic distillate, hydrotreated and dewaxed light paraffinic distillate, hydrotreated and dewaxed light paraffinic distillate, hydrotreated and dewaxed light paraffinic distillate, hydrotreated and dewaxed light paraffinic distillate, distillate, and the like.
Wherein the nonionic surfactant is composed of at least one selected from sorbitan esters of fatty acids, esters of polyethylene glycol and fatty acids or esters of polyethylene glycol sorbitan and fatty acids,
Wherein the overbased detergent is a compound in which calcium carbonate (CaCO ₃ ) is bonded to the following formula (2-2).
[Formula 2-2]

delete delete delete delete The fuel additive for heavy oil according to claim 1, wherein the nonionic surfactant is at least one selected from sorbitan monooleate, sorbitan monolaurate or polyethylene glycol sorbitan monooleate.
Heavy oil; And
A fuel oil comprising the fuel additive for heavy oil according to any one of claims 1 to 6.
The fuel oil according to claim 7, wherein the content of the fuel additive for heavy oil in the fuel oil is 0.001 to 0.5 parts by weight per 100 parts by weight of the heavy oil. delete delete

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