BR0107817B1 - vapor pressure reduction process of an engine fuel mixture, engine fuel composition, fuel-type ethanol mixture, an oxygen-containing component, and at least one c6-c12 hydrocarbon, and, mixture, and fuel uses Gasoline - Google Patents

Abstract

Method of reducing the vapour pressure of a C3 to C12 hydrocarbon-based motor fuel mixture containing 0.1 to 20 % by volume of ethanol for conventional spark ignition internal combustion engines, wherein, in addition to an ethanol component (b) and a C3 to C12 hydrocarbon component (a), an oxygen-containing additive (c) selected from at least one of the following types of compounds: alcohol other than ethanol, ketone, ether, ester, hydroxy ketone, ketone ester, and a heterocyclic containing oxygen, is used in the fuel mixture in an amount of at least 0.05 by volume of the total fuel, is disclosed. A mixture of fuel grade ethanol (b) and oxygen-containing additive (c) usable in the method of the invention is also disclosed. <IMAGE>

Description

STEAM PRESSURE REDUCTION PROCESS OF A FUEL ENGINE MIXTURE, ENGINE FUEL COMPOSITION, FUEL TYPOPE ETHANOL MIXTURE, A COMPONENT CONTAINING OXYGEN, AND THE C6-CUSBUS C6-COSTA, AND M12.

This invention concerns fuel from spark ignition internal combustion paramotors. More particularly, the invention relates to a process for reducing the dry vapor pressure equivalent (DVPE) of a fuel composition comprising a liquid hydrocarbon and ethanol by the use of an oxygen containing additive. Ethanol and DVPE adjustment components used to obtain the fuel composition are preferably derived from renewable raw materials. By the process of the invention, engine fuels containing up to 20% by volume of ethanol, meeting the standard requirements for percent gasoline-operated internal combustion engines, are obtainable.

BACKGROUND OF THE INVENTION

Gasoline is the main spark-ignition internal combustion engine fuel. The extensive use of gasoline results in environmental pollution. Combustion of gasoline derived from oil or mineral gas disrupts the carbon dioxide balance in the atmosphere, and causes the greenhouse effect. Crude oil reserves are steadily decreasing, with some countries already facing crude oil deficiency.

Growing concern about environmental protection, stricter requirements determining the content of harmful components in exhaust emissions, and shortcomings of crude oil force the industry to urgently develop cleaner fuels that burn more.

The existing global invention of vehicles and machinery operating with spark-ignition internal combustion engines does not currently allow the complete elimination of gasoline as an engine fuel.

The task of creating alternative internal-combustion engine fuels has been in place for a long time and a large number of attempts have been made to use renewable resources to produce engine-fueling components.

US Patent 2,365,009, issued in 1944, describes the combination of C1-5 alcohols with C3.5 hydrocarbons for use as a fuel. US Patent 4,818,250, issued in 1989, proposes the use of delimonene obtained from citrus fruits and other plants as an engine fuel or as a component in blends with gasoline. US Patent 5,607,486, issued in 1997, introduces new fuel-additives for engines including terpenes, aliphatic hydrocarbons and lower alcohols.

Currently, tert-butyl ethers are widely used as gasoline components. Motor fuels comprising tert-butyl ethers are described in US Patent 4,468,233, issued in 1984. The major part of these ethers is obtained from oil refining, but may also be produced from renewable resources.

Ethanol is the most promising product for use as a motor fuel component in blends with gasoline. Ethanol is obtained from the processing of renewable raw material, commonly known as biomass, which in turn is derived from carbon dioxide under the influence of solar energy.

The combustion of ethanol produces significantly less harmful substances compared to the combustion of gasoline. However, the use of motor fuel, mainly containing ethanol, requires specially designed engines. At the same time, spark-ignition internal combustion engines, normally operating on gasoline, may be operated with a motor fuel comprising a mixture of gasoline and not more than about 10% by volume of ethanol. Such a mixture of gasoline and ethanol is currently sold in the United States as gasohol. Current European regulations regarding gasoline allow up to 5% by volume of ethanol to be added to gasoline.

The main disadvantage of ethanol-agasoline mixtures is that for mixtures containing up to about 20 vol% ethanol there is an increase in the equivalent of dry vapor pressure compared to that of the original gasoline.

Figure 1 shows the behavior of the equivalent dry vapor depression (DVPE) as a function of the ethanol content of ethanol and A92 summer gasoline, and A95 summer and winter gasoline at 37.8 ° C. Gasolines known as A92 and A95 are standard gasolines purchased at gas stations in the United States and Sweden. A92 gasoline originated in the United States and A95 gasoline in Sweden. Ethanol employed as fuel-type ethanol is produced by Williams, USA. The DVPE of the mixtures was determined according to standard process ASTM D5191 at the SGS laboratory in Stockholm, Sweden.

For the ethanol volume concentration range of 5 to 10%, which is of particular interest for use as a motor fuel for standard spark ignition engines, the data in Figure 1 show that the DVPE of gasoline and ethanol blends may exceed the DVPE dagasolin source by more than 10%. Given that oil trading companies typically supply the market with already permitted DVPE gasoline, which is strictly limited by the current regulations, the addition of ethanol to these commercially available gasolines currently is not possible.

It is well known that the DVPE of gasoline and ethanol blends can be adjusted. US Patent 5,015,356 issued May 14, 1991, proposes the reformulation of gasoline by removing both tantovolatile and nonvolatile components of C4-Cj2 gasoline to produce intermediate gasolin or C6-C9 or C6-C0. Such fuels are said to make it easier to add alcohol to the gasoline present because of their lower dry vapor pressure (DVPE). The disadvantage of this DVPE adjustment process for gasoline-ethanol blends is that in order to achieve such a blend, it is necessary to produce a special reformulated gasoline, which negatively affects the supply chain and results in increased engine fuel costs. Also, these gasoline and their ethanol blends have a higher spark point, which impairs their performance properties.

Some chemical components are known to reduce DVPE when added to gasoline or a mixture thereof with ethanol. For example, US Patent 5,433,756, issued July 18, 1995, discloses clean combustion chemicals comprising, in addition to gasoline, ketones, nitroparaffin and also alcohols other than ethanol. It is noted that the composition of the clean catalytic combustion promoter disclosed in the patent reduces the gasoline fuel DVPE.

Nothing is mentioned in this patent about the impact of clean combustion promoting composition on the DVPE of degasoline and ethanol blends.

US Patent 5,688,295, issued November 18, 1997, provides a chemical compound as a gasoline additive or as a fuel for standard gasoline engines. According to the invention, an alcohol-based fuel additive is proposed. The fuel additive comprises 20 to 70% alcohol, 2.5 to 20% ketone and ether, 0.03 to 20% aliphatic and silicon compounds, 5 to 20% toluene and 4 to 45% mineral alcohols. The alcohol is methanol or ethanol. It is apparent from the patent that the additive improves gasoline quality and specifically reduces DVPE.

The disadvantages of this process of tuning the DVPE fuel paramotors, is that there is a need for large amounts of the additive, to know, not less than 15% by volume of the mixture; and the use of silicon compounds, which form silicon oxide after combustion, results in increased engine wear.

In WO 9743356, a process for reducing the vapor pressure of a hydrocarbon-alcohol mixture by adding to the hydrocarbon-alcohol co-solvent mixture is described. A fuel composition for spark ignition engines is also disclosed, including a straight chain or branched C5-C8 alkane hydrocarbon component, essentially free of olefins, aromatics, benzene and sulfur, wherein the hydrocarbon component has a minimum anti-knock index of 65 of according to ASTM D2699 and D2700, and a maximum DVps of 15psi (103.5 kPa) according to ASTM D5191; a fuel alcohol type; and a co-solvent for the hydrocarbon component and alcohol wherein the components of the fuel composition are present in quantities selected to provide an engine fuel with a minimum anti-knock ratio of 87 and a maximum DVPE of 15 psi (103.5kPa). The co-solvent used is biomass-derived 2-methyl tetrahydrofuran (MTHF) and other heterocyclic ethers such as pyran and oxepane, with MTHF being preferred.

The disadvantages of this process for adjusting the equivalent dry vapor depression of liquid hydrocarbon-ethanol blends are as follows: (1) It is only necessary to use C5-C8 hydrocarbon components, which are unsaturated decomposed free straight or branched chain alkanes such as olefins, benzene and other aromatics, (ii) sulfur free and, as is apparent from the description of the invention, (iii) the hydrocarbon component is a coal gas condensate or natural gas condensate;

(2) It is necessary to use as a co-solvent for the hydrocarbon component and ethanol only a particular class of oxygen-containing chemical compounds, namely: ethers, including short chain and heterocyclic ethers;

(3) It is necessary to use a large amount of no-fuel ethanol, not less than 25%;

(4) It is necessary to use a large amount of co-solvent, not less than 20%, of 2-methyl tetrahydrofuran; and

(5) It requires modifying the spark-ignition internal combustion engine when operating with such a fuel composition and, in particular, changing the on-board computer software or replacing the onboard computer itself.

Accordingly, it is an object of the present invention to provide a process by which the abovementioned drawbacks of the prior art can be overcome. It is a principal object of the invention to provide a vapor pressure reduction process of a C3 to C12 hydrocarbon combustion fuel mixture containing up to 20% by volume of conventional gasoline paramotors to no more than the vapor pressure of C3 to C12 hydrocarbon itself. , or at least to meet standard gasoline requirements.

SUMMARY OF THE INVENTION

The above-mentioned object of the present invention has been realized by the preamble process according to claim 1, characterized in that an oxygen-containing additive selected from at least one of the following types of compounds: alcohol other than ethanol, ketone, ether, ester Hydroxy ketone, ketone ester and a heterocyclic oxygen containing compound are used in the fuel mixture in an amount less than 0.05% by volume of the total fuel mixture.

The present inventors have observed that specific decomposed types having an oxygen-containing group surprisingly reduce the vapor pressure of a gasoline-ethanol mixture.

This effect may unexpectedly be further enhanced by means of specific C6 -C12 hydrocarbon compounds.

They also noted that the octane number of the resulting hydrocarbon-based fuel mixture can surprisingly be maintained or even increased by using the oxygen component of the present invention.

According to the present process, up to about 20% by volume of fuel type (b) ethanol may be used in the complete fuel compositions. The oxygen containing additives (c) used may be obtained from renewable crude materials, and the hydrocarbon component (a) used may optionally contain aromatic fractions of sulfur as well as hydrocarbons obtained from renewable crude materials.

By means of the process of the invention, fuels for percent ignition standard internal combustion engines can be prepared which enable such engines to have the same performance as when operated with standard gasoline currently marketed. A reduction in the level of toxic exhaust emissions and a decrease in fuel consumption can be achieved by using the process of the invention.

According to one aspect of the invention, in addition to the dry vapor pressure equivalent (DVPE), the anti-knock index (number of octane) may also be desirably controlled.

It is yet another object to provide a fuel-type ethanol (b) additive mixture with oxygen-containing additive (c) and, optionally, the other component (d) being individual hydrocarbons of the C6-Cj2 fraction or mixtures thereof, which may subsequently be added. used in the process of the invention, that is, added to the hydrocarbon component (a). The mixture of (b) with (c) and optionally with (d) can also be used by itself as a fuel for modified engines, ie non-standard type petrol engines. The additive mixture may also be used to adjust the octane number and / or to reduce the vapor pressure of a high vapor pressure hydrocarbon component.

Other objects and advantages of the present invention will be apparent from the following detailed description, examples and dependent claims.

BRIEF DESCRIPTION OF DRAWINGS

In Figure 1, the behavior of the dry vapor pressure equivalent (DVPE) is presented as a function of the ethanol content of the prior art gasoline mixtures.

In Figure 2, the behavior of the dry vapor pressure equivalent (DVPE) of different fuels of the present invention is presented as a function of their ethanol content.

DETAILED DESCRIPTION OF THIS INVENTION

The present process allows the use of C 3 -C 2 hydrocarbon fractions as a hydrocarbon component (a), including narrower bands within this broader range, without restriction on the presence of saturated and unsaturated hydrocarbons, aromatics and sulfur.

In particular, the hydrocarbon component may be a standard gasoline presently on the market, as well as other hydrocarbon mixtures obtained in petroleum refining, carbon-recovery carbonization outlet gas, natural gas and synthesis gas. Hydrocarbons obtained from renewable raw materials may also be included. C3-C12 fractions are commonly prepared by fractional distillation or by mixing various hydrocarbons.

Importantly, and as previously mentioned, component (a) may contain aromatics and sulfur, which are either co-produced or found naturally in the hydrocarbon component.

According to the process of the present invention, the DVPE may be reduced for fuel mixtures containing up to 20% by volume of ethanol, calculated as pure ethanol. According to a preferred embodiment, the vapor pressure of the hydrocarbon-based ethanol-containing fuel mixture is reduced by 50% of the increased ethanol-induced vapor depression, more preferably by 80%, and even more preferable the vapor pressure of the fuel mixture. containing hydrocarbon ethanol-combase is reduced to a vapor pressure corresponding to that of the hydrocarbon component alone, and / or to the vapor pressure according to any standard requirement for commercially sold gasoline.

As will be apparent from the examples, DVPE can be reduced if desired to an even lower level than that of the hydrocarbon component used.

According to a more preferred embodiment, other fuel properties, such as, for example, the number of octane, are kept within the required standard limits.

This is accomplished by adding to the fuel composition paramotors of at least one oxygen-containing organic compound (c), not ethanol. Oxygen-containing organic compound allows adjustment of (i) dry vapor pressure equivalent, (ii) anti-knock index and other performance parameters of engine fuel composition, as well as (iii) reduced fuel consumption and reduction of substances toxic to engine exhaust emissions. The oxygen-containing compound (c) has oxygen bound to at least any of the following functional groups:

<formula> formula see original document page 11 </formula>

Such functional groups are present, for example, in the following classes of organic compounds and which may be used in the present invention: alcohols, ketones, ethers, esters, hydroxy ketones, oxygen-containing ring heterocyclic ketone esters.

The fuel additive may be derived from fossil combase sources, or preferably from renewable sources such as biomass.

Oxygen-containing fuel additive (c) may typically be an alcohol other than ethanol. In general, aliphatic or alicyclic alcohols, both saturated and unsaturated, preferably alkanols, are employed. More preferably, alkanols of the general formula: R-OH, wherein R is alkyl of 3 to 10 carbon atoms, more preferably 3 to 8 carbon atoms, such as propanol, isopropanol, n-butanol, isobutanol, tert-butanol, n -pentanol, isopentanol, tert-pentanol, 4-methyl-2-pentanol, diethylcarbinol, diisopropylcarbinol, 2-ethylexanol, 2,4,4-trimethylpentanol, 2,6-dimethyl-4-heptanol, linalol, 3,6-dimethyl 3-octanol, phenol, phenylmethanol, methylphenol, methylcyclohexanol or similar alcohols are employed as well as mixtures thereof.

Component (c) may also be an aliphatic or alicyclic saturated or unsaturated ketone of the general formula.

<formula> formula see original document page 12 </formula>

wherein R and R are the same or different and are each C 1 -C 6 hydrocarbons, which may also be cyclic, and are preferably C 1 -C 4 hydrocarbons. Preferred ketones have a total (R + R ') of 4 to 9 carbon atoms and include methyl ethyl ketone, methylpropyl ketone, diethyl ketone, methyl isobutyl ketone, 3-heptanone, 2-octanone, diisobutyl ketone, cyclohexanone, acetophenone, trimethylcyclo hexanone, or similar ketones, mixtures thereof.

Component (c) may also be an aliphatic or alicyclic ether, including both saturated and unsaturated ethers, of the formula RO-R ', where ReR' are the same or different and are each a C1-C10 hydrocarbon group. In general, dialkyl ethers (C 1 -C 6 are preferred). The total number of carbon atoms in the ether is preferably from 6 to 10. Typical ethers include methyl tert-amyl ether, methyl isobutyl ether, ethyl isobutyl ether, dibutyl ether, diisobutyl ether, diisoamyl ether, anisol, methylanisol , phenetol or similar ethers and mixtures thereof.

Component (c) may further be an aliphatic or alicyclic ester, including saturated and unsaturated esters, of the general formula

<formula> formula see original document page 12 </formula>

where ReR are the same or different. Preferably R 1 'are hydrocarbon groups, more preferably alkyl groups and most preferably alkyl and phenyl having from 1 to 6 carbon atoms. Especially preferred is an ester wherein R is C 1 -C 4 and R 'is C 4 -C 6. Typical esters are alkyl esters of alkanoic acids, including n-butylacetate, isobutylacetate, tert-butylacetate, isobutylpropionate, isobutylisobutyrate, n-amylacetate, isoamylpropionate, isoamylpropionate, methylbenzoate, phenylacetate, and their ethyl acetate cyclohexane. In general, it is preferable to employ an ester having from 5 to 8 carbon atoms.

Additive (c) may simultaneously contain two oxygen-containing groups attached to the same molecule with different carbon atoms.

Additive (c) may be a hydroxy ketone. A preferred hydroxy ketone has the general formula:

<formula> formula see original document page 13 </formula>

wherein R is hydrocarbyl, and R1 is hydrogen or hydrocarbyl, preferably lower alkyl, ie (C1 -C4). In general, it is preferable to employ a ketoltendo 4 to 6 carbon atoms. Typical hydroxy ketones include 1-hydroxy-2-butanone, 3-hydroxy-2-butanone, 4-hydroxy-4-methyl-2-pentanone, or ketissimilar or mixtures thereof.

In yet another embodiment, the combustible additive (c) is a ketone ester, preferably of the general formula:

<formula> formula see original document page 13 </formula>

wherein R is hydrocarbyl, preferably lower alkyl, ie (C1-C4).

Typical ketone esters include methyl acetoacetate, ethyl acetoacetate and tert-butyl acetoacetate. Preferably, such ketone esters have from 6 to 8 carbon atoms.

Additive (c) may also be a heterocyclic ring oxygen containing compound and preferably the oxygen containing heterocycle has a C4 -C5 ring. More preferably, the heterocycle additive has a total of 5 to 8 carbon atoms. The additive may preferably have formula (1) or (2) as follows:

<formula> formula see original document page 14 </formula>

wherein R is hydrogen or hydrocarbyl, preferably -CH 3, and R 1 is -CH 3, or -OH 5 or -CH 2 OH, or CH 3 CO 2 CH 2 -.

A typical heterocyclic additive (c) is tetrahydrofurfuryl alcohol, tetrahydrofurfurylacetate, dimethyl tetrahydrofuran, tetramethyl tetrahydrouran, methyl tetrahydropyran, 4-methyl-4-oxytetrahydropyran or similar heterocyclic additives or mixtures thereof.

Component (c) may also be a mixture of any of the compounds set forth above from one or more of the different decomposed classes mentioned above.

Suitable fuel-type ethanol (b) to be used in accordance with the present invention can be readily identified by one of ordinary skill in the art. A suitable example of the ethanol component is ethanol containing 99.5% of the main substance. Any impurities included in ethanol in an amount of at least 0.5% by volume and within the above definition of component (c) shall be taken into account when determining the amount of component (c) used. That is, such impurities must be included in an amount of at least 0.5% in ethanol, so as to be taken into account as a part of component (c). Any water, if present in ethanol, should preferably be imported into no more. than about 0.25% by volume of the total fuel mixture, we meet the current standard requirements for gasoline motor fuels.

Thus, a mixture of denatured ethanol as supplied in the market, containing about 92% ethanol, hydrocarbons and by-products, may also be used as the ethanol component in the fuel composition according to the invention.

Unless otherwise indicated, all quantities are by volume based on the total volume of the paramotor fuel composition.

In general, ethanol (b) is employed in amounts of from 0.1% to 20%, typically from about 1% to 20% by volume, preferably from 3% to 15% by volume, and more preferably from about 5 to 10%. % by volume. Oxygen-containing additive (c) is generally employed in amounts of from 0.05% to about 15% by volume, more generally from 0.1 to about 15% by volume, preferably from about 3 to 10% by volume, most preferably. about 5 to 10% by volume.

In general, the total volume of ethanol (b) and additive (c) containing oxygen employed is from 0.15 to 25% by volume, usually about 0.5 to 25% by volume, preferably from about 1 to 20. % by volume, more preferably from 3 to 15% by volume, and most preferably from 5 to 15% by volume.

The ratio of ethanol (b) to oxygen containing additive (c) in motor fuel composition is thus generally from 1: 150 to 400: 1, and more preferably from 1: 10 to 10: 1.

The total oxygen content of the fuel composition for ethanol-based engine and oxygen additive, expressed in terms of% by weight of oxygen based on the total weight of the fuel composition for engines, is preferably not more than about 7% by weight. preferably not more than about 5% by weight.

According to a preferred embodiment of the invention to obtain a motor fuel suitable for operation of a standard spark ignition internal combustion engine, the above hydrocarbon component, ethanol and the additional oxygen-containing component are mixed to obtain the following: resulting fuel composition properties of engines:

- density at 15 ° C and at normal atmospheric pressure of not less than 690 kg / m3;

- oxygen content, based on the quantity of oxygen-containing components, of not more than 7% w / w of the fuel composition for engines;

- anti-knock index (number of octane) not less than the anti-knock index (number of octane) of the hydrocarbon component and preferably to (), 5 (RON + MON) of not less than 80;

dry vapor pressure equivalent (DVPE) essentially the same as the source hydrocarbon component DVPE and preferably from 20 kPa to 120 kPa;

- acid content of not more than 0,1% by weight of HAc;

- pH from 5 to 9;

- aromatic hydrocarbon content of not more than 40% by volume, including benzene, and for benzene alone, not more than 1% by volume;

- evaporative limits of liquid at normal atmospheric pressure as a% of the source volume of the motor fuel composition: initial boiling point, minimum 20 ° C;

volume (at 70 ° C minimum) of the evaporated liquid 25% by volume;

volume (minimum 100 ° C) of the evaporated liquid 50% by volume;

volume (at 150 ° C minimum) of the evaporated liquid 75% by volume;

volume (minimum 190 ° C) of the evaporated liquid 95% by volume, distillation residue, maximum 2% by volume;

final boiling point, maximum 205 ° C;

- sulfur content of not more than 50 mg / kg;

Resin content of no more than 2 mg / 100 ml. According to a preferred embodiment of the process of the invention, the hydrocarbon component and ethanol should be added together, followed by the addition of the additional oxygen-containing compound or compounds to the mixture. Thereafter, the resulting motor fuel composition should preferably be maintained at a temperature of not less than -35 ° C for at least about one hour. It is an aspect of this invention that the components of the motor fuel composition may be added to each other to form the desired composition. It is generally not necessary to stir or otherwise provide any significant mixture to form the composition.

According to a preferred embodiment of the invention, in order to obtain an engine fuel composition suitable for operating a standard spark ignition internal combustion engine and a common minimal harmful impact on the environment, it is preferable to use an oxygen-containing component (s). originating from renewable raw material (s).

Optionally, a component (d) may be used to further reduce the vapor pressure of the fuel mixture of components (a), (b) and (c). An individual hydrocarbon selected from a C6 -C12 fraction of saturated and unsaturated aliphatic or alicyclic hydrocarbons may be used as component (d). Preferably, the hydrocarbon component (d) is selected from a C8 -Cn moiety. Suitable examples of (d) are benzene, toluene, xylene, ethylbenzene, isopropylbenzene, isopropyl tolene, diethylbenzene, isopropylxylene, tert-butylbenzene, tert-butylxylene, cyclooctadiene, cyclooctotetraene, limonene, isoocene, isoocene, isopropyl , allocimene, tert-butylcyclohexane, or similar hydrocarbons and mixtures thereof.

The hydrocarbon component (d) may also be a fraction that boils at 100 to 200 ° C, obtained in the distillation of oil, bituminous coal resin, or synthesis gas processing products.

As already mentioned, the invention further relates to an additive mixture consisting of components (b) and (c) and optionally also of component (d), which may subsequently be added to the hydrocarbon component (a), and it is also possible to use it as fuel for a modified spark ignition combustion engine.

The additive mixture preferably has an ethanol (b) to additive (c) ratio of 1: 150 to 200: 1 by volume. According to a preferred embodiment of the additive mixture, said mixture comprises the oxygen containing component (c) in an amount of 0.5 to 99.5% by volume, and ethanol (b) in an amount of 0.5 to 99.5%. % by volume, and component (d) comprising at least one C6 -C4 hydrocarbon, more preferably C8 -Cn hydrocarbon, in an amount from 0 to 99% by volume, preferably from 0 to 90%, more preferably from 0 to 79.5 %, and most preferably from 5 to 77% of the additive mixture. The additive mixture preferably has a ratio of ethanol (b) to the sum of the other additive components (c) + (d) from 1: 200 to 200: 1 by volume, more preferable than the ratio of ethanol (b) to the sum of components ( c) + (d) is from 1: 10 to 10: 1 by volume.

The octane number of the additive mixture may be established, and the mixture may be used to adjust the octane number of component (a) to a desired level by administering a corresponding part of the mixture (b), (c), (d) to component (a).

As examples demonstrating the efficiency of the present invention, the following motor fuel compositions are set forth, which should not be construed as limiting the scope of the invention, but merely as providing illustrations of the presently preferred embodiments of the invention. In the art, all the combustible compositions of the following Examples can, of course, also be obtained first by preparing an additive mixture of components (b) and (c), and optionally (d), which mixture can then be added to component (a), or vice versa. In this case, a certain amount of mixing may be required.

EXAMPLES

To prepare the blended motor fuel, the following was used as components (b), (c) and (d):

- fuel-type ethanol, purchased in Sweden from Sekab, and in the United States from ADM Corp. and Williams;

- oxygen-containing compounds, unsubstituted individual hydrocarbons and mixtures thereof, purchased from Germany from Merck and Russia from Lukoil.

- Naphtha, which is a petroleum first distillation gas containing aliphatic and alicyclic, saturated and unsaturated hydrocarbons. Alkylate, which is an almost completely hydrocarbon fraction consisting of isoparaffin hydrocarbons obtained from butanol-deisobutene alkylation. Alkylbenzene, which is a mixture of aromatic hydrocarbons obtained on alkylation of benzene. Most often, the technical grade alkylbenzene comprises ethylbenzene, propylbenzene, isopropylbenzene, butylbenzene and the like.

All tests of source gasoline and ethanol-containing paramotor fuels, including those comprising the components of this invention, were performed using ASTM standard processes in the SGS Sweden laboratory, and at Auto ResearchLaboratories, Inc., USA.

Driving performance tests were performed on a 1987 VOLVO 240 DL according to the EU2000NEDC EC 98/69 standard test process.

The standard test descriptions of the New European DrivingCycle (NEDC) European 2000 (EU 2000) are identical to the standard EU / ECE Test Description and Driving Cycle (91/441 EEC resp. ECE-R 83/01 and 93/116 EEC). These standardized EU tests include the nacity driving cycles and extra-urban driving cycles and require that specific emission regulations be met. Discharge emission analysis is conducted by a constant volume sampling procedure and utilizes a flame ionization detector for hydrocarbon determination. The Exhaust Emission Directive 91/441 EEC (Phase I) provides specific standards for CO, (HC + NO) and (PM), while the EU FuelConsumption Directive 93/116 EEC (1996) implements consumption standards.

The tests were performed on a 1987 Volvo 240 DL common B230F 4-cylinder, 2.32 liter engine (N2 LG4F20-87) developing 83kW at 90 revolutions / second and a torque of 185 Nm at 46 revolutions / second.

EXAMPLE 1

Example 1 demonstrates the possibility of reducing the dry vapor pressure equivalent of ethanol-containing engine fuel for gasoline with vapor pressure equivalent according to ASTM D5191 to a level of 90 kPa (about 13 psi). They are used as a hydrocarbon base.

To prepare the blends of this composition, winter Agas, A95 and A98 winter gasses, currently sold on the market and purchased in Sweden from Shell, Statoil, Q80K and Preem, were used.

Figure 1 shows the behavior of fuel-grade DVPE for engines containing ethanol based on winter A95 gasoline. The ethanol-based motor fuels based on A92 and A98 used in this example also demonstrated similar behavior.

Source gasoline comprised C4 -C12 aliphatic and alicyclic hydrocarbons, including both saturated and unsaturated hydrocarbons.

Used A92 winter gasoline had the following specification:

DVPE = 89.0 kPa

anti-knock index 0.5 (RON + MON) = 87.7 Fuel 1-1 (not according to the invention) contained A92 winter agasoline and ethanol and had the following properties for the different ethanol contents:

A92: Ethanol = 95: 5% by volume

DVPE = 94.4 kPa

0.5 (RON + MON) = 89.1

A92: Ethanol = 90: 10% by volume

DVPE = 94.0 kPa

0.5 (RON + MON) = 90.2

The following different embodiments of fuels 1-2 and 1-3 demonstrate the possibility to adjust the vapor pressure equivalent (DVPE) of winter nagasoline A92 ethanol-based engine fuel.

Fuel 1-2 of the invention contained the winter gasoline A92 (a), ethanol (b) and oxygen containing additives (c) and had the following properties for the various compositions:

A92: Ethanol: Isobutyl acetate = 88.5: 4.5: 7% by volume

DVPE = 89.0 kPa

0.5 (RON + MON) = 89.9

A92: Ethanol: isoamyl acetate = 88: 5: 7% by volume

DVPE = 88.6 kPa

0.5 (RON + MON) = 89.0Α92: Ethanol: Diacetonic alcohol = 88.5: 4.5: 7% by volume

DVPE = 89.0 kPa

0.5 (RON + MON) = 89.65

A92: Ethanol: ethyl acetate = 90.5: 2.5: 7% by volume

DVPE = 89.0 kPa

0.5 (RON + MON) = 87.8

A92: Ethanol: isoamyl propionate = 87.5: 5.5: 7% by volume

DVPE = 88.7 kPa

0.5 (RON + MON) = 90.4

The low engine fuel compositions show that it is not always necessary to reduce the excess ethanol fuel induced by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for winter gasoline is 90kPa.

A92: Ethanol: 3-heptanone = 85: 7.5: 7.5% by volume

DVPE = 90.0 kPa

0.5 (RON + MON) = 89.9

A92: Ethanol: 2,6-dimethyl-4-heptanol = 85: 8.5: 6.5% by volume

DVPE = 90.0 kPa0.5 (RON + MON) = 90.3

A92: Ethanol: Diisobutyl ketone = 85: 7.5: 7.5% by volume

DVPE = 90.0 kPa

0.5 (RON + MON) = 90.25

Fuel 1-3 of the invention contained winter gasoline A92 (a), ethanol (b), oxygen containing additives (c) and C6-C2 hydrocarbons (d), and had the following properties for the various compositions:

A92: Ethanol: isoamyl alcohol: aquylate = 79: 9: 2: 10% by volume

The boiling temperature of the alkylate is 100 to 130 ° C

DVPE = 88.5 kPa

0.5 (RON + MON) = 90.25

A92: Ethanol: isobutyl acetate: naphtha = 80: 5: 5: 10% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

DVPE = 88.7 kPa

0.5 (RON + MON) = 88.6

A92: Ethanol: tert: Butanol: naphtha = 81: 5: 5: 9% by volume

The boiling temperature of naphtha is 100 to 200 ° C.

DVPE = 87.5 kPa

0.5 (RON + MON) = 89.6

The low engine fuel compositions show that it is not always necessary to reduce the excess ethanol fuel induced by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for winter gasoline is 90kPa.

A92: Ethanol: isoamyl alcohol: benzene: ethylbenzene: diethylbenzene = 82.5: 9.5: 0.5: 0.5: 3: 4% by volume

DVPE = 90 kPa

0.5 (RON + MON) = 91.0

A92: Ethanol: isobutyl acetate: toluene = 82.5: 9.5: 0.5: 7.5% by volume

DVPE = 90 kPa0.5 (RON + MON) = 90.8

Α92: Ethanol: isobutanol: isoamyl alcohol: m-xylene = 82.5:

9.2: 0.2: 0.6: 7.5% by volume

DVPE = 90 kPa

0.5 (RON + MON) = 90.9

The following compositions 1-5 through 1-6 demonstrate the ability to adjust the equivalent of dry fuel pressure (DVPE) fuel for engines containing ethanol based on winter A98 gasoline.

Winter A98 petrol had the following specification: DVPE = 89.5 kPa

anti-knock index 0.5 (RON + MON) = 92.35 Comparative fuel 1-4 contained winter A98 gasoline and ethanol and had the following properties for the various compounds:

A98: Ethanol = 95: 5% by volume

DVPE = 95.0 kPa

0.5 (RON + MON) = 92.85

A98: Ethanol = 90: 10% by volume

DVPE = 94.5 kPa

0.5 (RON + MON) = 93.1

Fuel 1-5 contained winter A98 gasoline (a), ethanol (b) and oxygen containing additives (c) and had the following properties for the various compositions:

A98: Ethanol: Isobutanol = 84: 9: 7% by volume

DVPE = 88.5 kPa

0.5 (RON + MON) = 93.0

A98: Ethanol: tert-Butyl acetate = 84: 9: 7% by volume

DVPE = 89.5 kPa0.5 (RON + MON) = 93.3

Α98: Ethanol: Benzyl Alcohol = 85: 7.5: 7.5% by volume

DVPE = 89.5 kPa

0.5 (RON + MON) = 93.05

A98: Ethanol: cyclohexanone = 85: 7.5: 7.5% by volume

DVPE = 88.0 kPa

0.5 (RON + MON) = 92.9

A98: Ethanol: diethyl ketone = 85: 7.5: 7.5% by volume

DVPE = 89.0 kPa

0.5 (RON + MON) = 92.85

A98: Ethanol: methylpropyl ketone = 85: 7.5: 7.5% by volume

DVPE = 89.5 kPa

0.5 (RON + MON) = 93.0

A98: Ethanol: methyl isobutyl ketone = 85: 7.5: 7.5% by volume

DVPE = 89.0 kPa

0.5 (RON + MON) = 92.65

A98: Ethanol: 3-heptanone = 85: 7.5: 7.5% by volume

DVPE = 89.5 kPa

0.5 (RON + MON) = 92.0

Lower engine fuel compositions show that it is not always necessary to reduce the excess of motor fuel DVPE caused by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to adjust it lowering it in accordance with the requirements of the current regulations for the corresponding gasoline. The DVPE level for winter gasoline is 90 kPa.

A98: Ethanol: methyl isobutyl ketone = 85: 8: 7% by volumeDVPE = 90.0 kPa

0.5 (RON + MON) = 92.7

Α98: Ethanol: cyclohexanone = 85: 8.5: 6.5% by volume

DVPE = 90.0 kPa

0.5 (RON + MON) = 93.0

A98: Ethanol: methylphenol = 85: 8: 7% by volume

DVPE = 90.0 kPa

0.5 (RON + MON) = 93.05

Fuel 1-6 contained A98 (a) winter gasoline, ethanol (b), oxygen-containing additives (c) and C6-Cj2 (d) hydrocarbons had the following properties for the various compositions:

A98: Ethanol: isoamyl alcohol: isooctane = 80: 5: 5: 10% by volume

DVPE = 82.0 kPa

0.5 (RON + MON) = 93.2

A98: Ethanol: isoamyl alcohol: m-isopropyl toluene = 78.2:

6.1: 6.1: 9.6% by volume

DVPE = 81.0 kPa

0.5 (RON + MON) = 93.8

A98: Ethanol: isobutanol: naphtha = 80: 5: 5: 10% by volumeThe naphtha boiling point is 100 to 200 ° C.DVPE = 82.5 kPa0.5 (RON + MON) = 92.35

A98: Ethanol: isobutanol: naphtha: m-isopropyl toluene =

80: 5: 5: 5: 5% by volume

The boiling point of naphtha is 100 to 200 ° C.

DVPE = 82.0 kPa

0.5 (RON + MON) = 93.25

A98: Ethanol: tert-butyl acetate: naphtha = 83: 5: 5: 7% by volume

The boiling point of naphtha is 100 to 200 ° C.

DVPE = 82.1 kPa

0.5 (RON + MON) = 92.5

Lower engine fuel compositions show that it is not always necessary to reduce the excess of motor fuel DVPE caused by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for winter gasoline is 90kPa.

A98: Ethanol: isoamyl alcohol - isooctane = 85: 5: 5: 5% by volume

DVPE = 90.0 kPa0.5 (RON + MON) = 93.3

A98: Ethanol: isobutanol: naphtha = 85: 5: 5: 5% by volumeThe naphtha boiling temperature is 100 to 200 ° CDVPE = 90.0 kPa0.5 (RON + MON) = 93.0

A98: Ethanol: Isobutanol: Isopropyl xylene = 85: 9.5: 0.5: 5% by volume

DVPE = 90 kPa

0.5 (RON + MON) = 93.1

Lower engine fuel compositions show that it may be necessary to reduce excess engine fuel DVPE caused by the presence of ethanol below the source gasoline's DVPE level. This is usually necessary when the source dagasoline DVPE is higher than the current regulations limits for the corresponding gasoline. In this way, for example, it is possible to transform winter grade gasoline into grade gasoline. The DVPE level for summer gasoline is 70 kPa.

A98: Ethanol: isobutanol: isooctane: naphtha = 60: 9.5: 0.5: 15: 15% by volume

The boiling point of naphtha is 100 to 200 ° C.

DVPE = 70 kPa

0.5 (RON + MON) = 92.85

A98: Ethanol: isobutanol: alkylate: naphtha = 60: 9.5: 0.5: 15: 15% by volume

The boiling point of naphtha is 100 to 200 ° C. The boiling point of alkylate is 100 to 130 ° C.DVPE = 70 kPa0.5 (RON + MON) = 92.6

A98: Ethanol: tert-butyl acetate: naphtha = 60: 9: 3: 28% by volume

The boiling point of naphtha is 100 to 200 ° C.DVPE = 70 kPa

0.5 (RON + MON) = 91.4

The following fuels 1-8, 1-9 and 1-10 demonstrate the ability to adjust the dry vapor pressure equivalent (DVPE) of fuel for engines containing ethanol based on winter A95 gasoline.

Winter A95 gasoline had the following specification: DVPE = 89.5 kPa

anti-knock index 0.5 (RON + MON) = 90.1Tests according to the EU 2000NEDC EC 98/69 standard test procedure as described above have shown the following results:

CO (carbon monoxide) 2.13 g / km; <table> table see original document page 29 </column> </row> <table>

Comparative fuel 1-7 contained winter A-95 gasoline and ethanol, and had the following properties for the various compounds:

A95: Ethanol = 95: 5% by volume

DVPE = 94.9 kPa

0.5 (RON + MON) = 91.6

A95: Ethanol = 90: 10% by volume (referred to as RFM below)

DVPE = 94.5 kPa

0.5 (RON + MON) = 92.4

The reference fuel mixture (RFMl) tests have shown the following results compared to winter A95 gasoline:

<table> table see original document page 29 </column> </row> <table>

"-" represents a reduction in emission, while "+" represents an increase in emission.

Fuel 1-8 of the invention contained A95 winter gasoline (a), ethanol (b) and oxygen containing additives (c), and had the following properties for the various compositions:

A95: Ethanol: diisoamyl ether = 86: 8: 6 by volumeDVPE = 87.5 kPa0.5 (RON + MON) = 90.6

A95: Ethanol: Isobutyl acetate = 88: 5: 7% by volumeDVPE = 87.5 kPa0.5 (RON + MON) = 91.85

A95: Ethanol: isoamylpropionate = 88: 5: 7 by volumeDVPE = 87.0 kPa0.5 (RON + MON) = 91.35

A95: Ethanol: isoamyl acetate = 88: 5: 7% by volumeDVPE = 87.5 kPa0.5 (RON + MON) = 91.25A95: Ethanol: 2-octanone = 88: 5: 7% by volumeDVPE = 87 kPa

0.5 (RON + MON) = 90.5

A95: Ethanol: tetrahydrofurfuryl alcohol = 88: 5: 7% by volume

DVPE = 87.5 kPa

0.5 (RON + MON) = 90.6

Lower engine fuel compositions show that it is not always necessary to reduce the excess of motor fuel DVPE caused by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for winter gasoline is 90kPa.

A95: Ethanol: diisoamyl ether = 87: 9: 4 by volumeDVPE = 90.0 kPa0.5 (RON + MON) = 91.0

Α95: Ethanol: isoamyl acetate = 88: 7: 5% by volume

DVPE = 90.0 kPa

0.5 (RON + MON) = 91.3

A95: Ethanol: tetrahydrofurfuryl alcohol = 88: 7: 5% by volume

DVPE = 90.0 kPa

0.5 (RON + MON) = 90.8

Fuel 1-9 contained A95 (a) winter gasoline, ethanol (b) oxygen-containing additives (c), and C6-Cj2 hydrocarbons (d) and had the following properties for the various compositions:

A95: Ethanol: isoamyl alcohol - alkylate = 83.7: 5: 2: 9.3% by volume

The boiling temperature of the alkylate is 100 to 130 ° C

DVPE = 88.0 kPa

0.5 (RON + MON) = 91.65

A95: Ethanol: isoamyl alcohol: naphtha = 83.7: 5: 2: 9.3% by volume

The boiling temperature of naphtha is 100 to 200 ° C.

DVPE = 88.5 kPa

0.5 (RON + MON) = 90.8

A95: Ethanol: isobutyl acetate - alkylate = 81: 5: 5: 9% by volume

The boiling temperature of the alkylate is 100 to 130 ° C

DVPE = 87.0 kPa

0.5 (RON + MON) = 92.0

A95: Ethanol: isobutyl acetate: naphtha = 81: 5: 5: 9% by volume

The boiling temperature of naphtha is 100 to 200 ° C.

DVPE = 87.5 kPa0.5 (RON + MON) = 91.1

Lower engine fuel compositions show that it is not always necessary to reduce the excess of motor fuel DVPE caused by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for winter gasoline is 90kPa.

A95: Ethanol: isoamyl alcohol: xylene = 80: 9.5: 0.5: 10% by volume

DVPE = 90.0 kPa0.5 (RON + MON) = 92.1

A95: Ethanol: isobutanol: isoamyl alcohol: naphtha = 80: 9.2: 0.2: 0.6: 10% by volume

The boiling temperature of naphtha is 100 to 200 ° C.

DVPE = 90.0 kPa

0.5 (RON + MON) = 91.0

A95: Ethanol: isobutanol: isoamyl alcohol: naphtha: alkylate =

80: 9.2: 0.2: 0.6: 5: 5% by volume

The boiling temperature of naphtha is 100 to 200 ° C.

The boiling point of the alkylate is 100 to 130 ° C

DVPE = 90.0 kPa

0.5 (RON + MON) = 91.6

Lower engine fuel compositions show that it may be necessary to reduce excess motor fuel DVPE caused by the presence of ethanol below the DVPE level of source gasoline. This is usually necessary when the SDV of the source gasoline is higher than the current regulatory limits for the corresponding gasoline. In this way, for example, it is possible to turn winter grade gasoline into summer grade gasoline. The DVPE level for summer gasoline is 70 kPa.

A95: Ethanol: isobutanol: isoamyl alcohol: naphtha: isooctane = 60: 9.2: 0.2: 0.6: 15: 15% by volume

The boiling temperature of naphtha is 100 to 200 ° CDVPE = 70,0 kPa0,5 (RON + MON) = 91,8

A95: Ethanol: tert-butyl acetate: naphtha = 60: 9: 1: 30% by volume

The boiling temperature of naphtha is 100 to 200 ° CDVPE = 70,0 kPa0,5 (RON + MON) = 90,4

Fuel 1-10 contains 75 vol% A95 winter gasoline, 9.6 vol% ethanol, 0.4 vol% butyl alcohol, 4.5 vol% m-isopropyl toluene and 10.5 vol% denafta volume with boiling temperature from 100 to 200 ° C. This fuel formulation demonstrates the possibility of reducing DVPE by increasing the number of octane, reducing the toxic emission level at discharge and reducing fuel consumption compared to the reference gasoline mixture and ethanol (RFM 1). The composition fuel paramotors has the following properties:

<table> table see original document page 33 </column> </row> <table> <table> table see original document page 34 </column> </row> <table>

The engine fuel formulation 1-10 was tested according to the EU 2000 NEDC EC 98/69 standard test procedure and the following results compared to A95 gasoline were obtained:

<table> table see original document page 34 </column> </row> <table>

Fuel formulations 1-1 through 1-10 showed reduced DVPE over the ethanol-containing motor fuels tested, based on summer grade gasoline. Similar results were obtained when other oxygen containing compounds of this invention were substituted by the additives of examples 1-1 to 1-10.

To prepare the fuel formulations 1-1 to 1-10 above, of this motor fuel composition, initially gasoline was blended with ethanol and the corresponding oxygen-containing additive was added to the fuel mixture. The obtained motor fuel composition was then allowed to stand before the test between 1 and 24 hours at a temperature of not less than -35 ° C. All of the above formulations were prepared without the use of any mixing devices.

It was established that an additive mixture of oxygen-containing additive other than ethanol (c) and ethanol (b) could be employed to formulate motor fuels containing ethanol standard spark-ignition internal combustion paramotors meeting the requirements standard for gasoline, both with regard to vapor pressure and anti-knock stability.

The fuel compositions below demonstrate such a possibility.

A mixture comprising 50% ethanol and 50% isoamyl alcohol was, in different proportions, mixed with winter degradation gasolines, the equivalent of dry vapor pressure (DVPE) of which did not exceed 90 kPa. All resulting mixtures had a DVPE no higher than that required by the winter gasoline regulations, namely 90 kPa.

A92: Ethanol: isoamyl alcohol = 87: 6.5: 6.5% by volumeDVPE = 89.0 kPa

0.5 (RON + MON) = 90.15

A95: Ethanol: isoamyl alcohol = 86: 7.0: 7.0% by volumeDVPE = 89.3 kPa

0.5 (RON + MON) = 92.5

A98: Ethanol: isoamyl alcohol = 85: 7.5: 7.5% by volumeDVPE = 86.5 kPa

0.5 (RON + MON) = 92.9

Figure 2 shows the behavior of the dry vapor pressure equivalent (DVPE) as a function of the ethanol content of additive mixture 2 comprising 33.3% ethanol and 67.7% tert-pentanol with winter A95 gasoline. Figure 2 demonstrates that the variation in the ethanol content in gasoline within the range of 0 to 11% does not induce a higher vapor pressure increase for these compositions than the requirements of the DVPE standards for winter grade gasoline, which is 90kPa.

Similar DVPE behavior was observed for winter agasoline A92 and A98 mixed with an additive mixture comprising 33.3 vol% ethanol and 66.7 vol% tert-pentanol.

The effect of reducing the vapor pressure of gasoline containing ethanol while increasing the ethanol content in the resulting composition from 0 to 11% by volume was also observed when part of the oxygen containing additive was replaced by C6-C12 hydrocarbons [component (d )]. The compositions below demonstrate the effect obtained by the invention.

An additive mixture comprising 40 vol% ethanol, 10 vol% isobutanol and 50 vol% isopropyl toluene was mixed with winter gasoline with DVPE not greater than 90 kPa. The various compositions obtained had the following properties:

A92: ethanol: isobutanol: isopropyl toluene = 85: 6: 1.5: 7.5 volume%

DVPE = 84.9 kPa

0.5 (RON + MON) = 93.9

A95: ethanol: isobutanol: isopropyl toluene = 80: 8: 2: 10% by volume

DVPE = 84.0 kPa0.5 (RON + MON) = 94.1Α98: ethanol: isobutanol: isopropyl toluene = 86: 5.6: 1.4: 7% by volume

DVPE = 85.5 kPa

0.5 (RON + MON) = 93.8

Similar results were obtained when other oxygen-containing compounds as well as C6-C12 hydrocarbons of the present invention were used in the inventive relationship to prepare the additive mixture, which was then used for the preparation of ethanol-containing gasolines. These gasolines fully meet the fuel requirements for used engines. on standard spark ignition engines.

EXAMPLE 2

Example 2 demonstrates the possibility of reducing the dry vapor pressure equivalent of the ethanol-containing motor fuel for gasolines with an equivalent dry vapor pressure according to ASTM D-5191 to a level of 70 kPa (about 10 psi), are used as a hydrocarbon base.

To prepare the blends of this composition, gasolines A92, A95 and A98 currently sold on the market and purchased in Sweden from Shell, Statoil, Q80K and Preem were used.

Source gasoline comprised C4 -C12 aliphatic and alicyclic hydrocarbons, including saturated and unsaturated hydrocarbons.

Figure 1 shows the behavior of fuel DVPE for engines containing ethanol based on A95 gasoline. Motor fuels containing ethanol based on winter gasolines A92 and A98, respectively, showed similar behavior.

The following fuels 2-2 and 2-3 have been shown to be able to adjust the fuel dry vapor pressure (DVPE) equivalent for ethanol-based engines based on A92 gasoline.

The A92 petrol should have the following properties: DVPE = 70.0 kPa

anti-knock index 0.5 (RON + MON) = 87.5

Comparative fuel 2-1 contained A92 summer gasoline and ethanol, and had the following properties for the various compositions:

A92: Ethanol = 95: 5% by volumeDVPE = 77.0 kPa0.5 (RON + MON) = 89.3A92: Ethanol = 90: 10% by volumeDVPE = 76.5 kPa0.5 (RON + MON) = 90, 5th

Fuel 2-2 contained A92 summer gasoline (a), ethanol (b) and oxygen containing additives (c) and had the following properties for the various compositions:

A92: Ethanol: isoamyl alcohol = 85: 6.5: 6.5% by volumeDVPE = 69.8 kPa0.5 (RON + MON) = 90.3A92: Ethanol: isobutanol = 80: 10: 10% by volumeDVPE = 67 0.5 kPa0.5 (RON + MON) = 90.8A92: Ethanol: diethylcarbinol = 85: 6.5: 6.5% by volumeDVPE = 69.6 kPa0.5 (RON + MON) = 90.5A92: Ethanol: diisobutyl ketone = 85.5: 7.5: 7% by volume

DVPE = 69.0 kPa0.5 (RON + MON) = 90.0

A92: Ethanol: diisobutyl ether = 85: 8: 7 by volumeDVPE = 68.9 kPa0.5 (RON + MON) = 90.1Α92: Ethanol: di-n-butyl ester = 85: 8: 7 by volumeDVPE = 68.5 kPa0.5 (RON + MON) = 88.5A92: Ethanol: isobutylacetate = 88: 5: 7% by volumeDVPE = 69.5 kPa0.5 (RON + MON) = 89.5

Lower engine fuel compositions show that it is not always necessary to reduce the excess of motor fuel DVPE caused by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for summer gasoline is 70kPa.

A92: Ethanol: Isobutanol = 87.5: 10: 7.5 by volumeDVPE = 70.0 kPa0.5 (RON + MON) = 90.6A92: Ethanol: Di-n-butyl ether = 85: 9: 6 by volumeDVPE = 70.0 kPa0.5 (RON + MON) = 89.2

A92: Ethanol: diisobutyl ketone = 85: 8: 7% by volumeDVPE = 70.0 kPa0.5 (RON + MON) = 90.4

Fuel 2-3 contained A92 (a) summer gasoline, ethanol (b), oxygen-containing additives (c), and C6-C12 hydrocarbons (d) and had the following properties for the various compositions:

A92: Ethanol: methyl ethyl ketone: isooctane = 80: 9.5: 0.5: 10% by volumeDVPE = 69.0 kPa0.5 (RON + MON) = 91.0

Α92: Ethanol: isobutanol: isooctane = 80: 9.5: 0.5: 10% by volume

DVPE = 69.0 kPa0.5 (RON + MON) = 91.1

A92: Ethanol: Isobutanol: Isononane = 80: 9.5: 0.5: 10% by volume

DVPE = 68.8 kPa

0.5 (RON + MON) = 91.0

A92: Ethanol: Isobutanol: Isodecane = 80: 9.5: 0.5: 10% by volume

DVPE = 68.5 kPa

0.5 (RON + MON) = 90.8

A92: Ethanol: Isobutanol: Isoocten = 80: 9.5: 0.5: 10% by volume

DVPE = 68.9 kPa

0.5 (RON + MON) = 91.2

A92: Ethanol: Isobutanol: Toluene = 80: 9.5: 0.5: 10% by volume

DVPE = 68.5 kPa

0.5 (RON + MON) = 91.4

A92: Ethanol: isobutanol: naphtha = 80: 9.5: 0.5: 10% by volume and the boiling temperature for naphtha is 100 to 200 ° CDVPE = 67.5 kPa0.5 (RON + MON) = 90, 4

A92: Ethanol: Isobutanol: Naphtha: Toluene = 80: 9.5: 5: 5% by volume

The boiling temperature for naphtha is 100 to 200 ° CDVPE = 67,5 kPa0,5 (RON + MON) = 90,9

Α92: Ethanol: isobutanol: naphtha: isopropyl toluene = 80: 9.5: 0.5:

5: 5% by volumeDVPE = 67.5 kPa0.5 (RON + MON) = 91.2

Lower engine fuel compositions show that it is not always necessary to reduce the excess of motor fuel DVPE caused by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for summer gasoline is 70kPa.

A92: Ethanol: Isobutanol: Isodecane = 82.5: 9.5: 0.5: 7.5% by volume

DVPE = 70.0 kPa

0.5 (RON + MON) = 90.85

A92: Ethanol: isobutanol: tert-butylbenzene = 82.5: 9.5: 0.5:

7.5% by volume

DVPE = 70.0 kPa

0.5 (RON + MON) = 91.5

A92: Ethanol: isobutanol: isoamyl alcohol: naphtha: tert-butyl toluene = 82.5: 9.2: 0.2: 0.6: 5: 2.5% by volumeDVPE = 70.0 kPa0.5 (RON + MON) = 91.1

The following fuels 2-5 and 2-6 demonstrate the possibility of adjusting the dry vapor pressure equivalent (DVPE) of fuel for engines containing ethanol based on A98 gasoline.

Summer A98 petrol had the following specification: DVPE = 69.5 kPa

anti-knock index 0.5 (RON + MON) = 92.5

Comparative fuel 2-4 contained A98 summer gasoline and ethanol, and had the following properties for the various compositions:

Fuel 2-5 contained A98 summer gasoline (a), ethanol (b) and oxygen containing additives (c), and had the following properties for the various compositions:

A98: Ethanol = 95: 5% by volume

DVPE = 76.5 kPa

0.5 (RON + MON) = 93.3

A98: Ethanol = 90: 10% by volume

DVPE = 76.0 kPa

0.5 (RON + MON) = 93.7

A98: Ethanol: Isobutanol = 85: 7.5: 7.5% by volume

0.5 (RON + MON) = 93.5

A98: Ethanol: Diisobutyl ketone = 83: 9.5: 7.5% by volume

DVPE = 69.0 kPa

A98: Ethanol: Isobutyl acetate = 88: 5: 7% by volume

DVPE = 69.5 kPa

0.5 (RON + MON) = 93.9

DVPE = 69.5 kPa

0.5 (RON + MON) = 93.4

Lower engine fuel compositions show that it is not always necessary to reduce the excess of motor fuel DVPE caused by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for summer gasoline is 70kPa.Α98: Ethanol: Isobutanol = 85: 8: 7% by volume

DVPE - 70.0 kPa

0.5 (RON + MON) = 93.7

A98: Ethanol: tert-pentanol = 90: 5: 5% by volume

DVPE = 70.0 kPa

0.5 (RON + MON) = 93.8

Fuel 2-6 contained A98 (a) summer gasoline, ethanol (b) and oxygen (c) and C6-C12 (d) hydrocarbon-containing additives and had the following properties for the various compositions:

A98: Ethanol: isobutanol: isooctane = 80: 9.5: 0.5: 10% by volume

DVPE = 69.0 kPa

0.5 (RON + MON) = 93.7

A98: Ethanol: isopropanol: alkylbenzene = 80: 5: 5: 10% by volume

DVPE = 68.5 kPa

0.5 (RON + MON) = 94.0

Lower engine fuel compositions show that it is not always necessary to reduce the excess of motor fuel DVPE caused by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for summer gasoline is 70kPa.

A98: Ethanol: isobutanol: isooctane = 81.5: 9.5: 0.5: 8.5% by volume

DVPE = 70.0 kPa

0.5 (RON + MON) = 93.5

A98: Ethanol: tert-butanol: limonene = 86: 7: 4: 4% by volume

DVPE = 70.0 kPa

0.5 (RON + MON) = 93.6

The following fuels 2-8 through 2-10 demonstrate the ability to adjust the dry vapor pressure equivalent (DVPE) of fuel for engines containing ethanol based on A95 gasoline.

A95 summer gasoline had the following specification: DVPE = 68.5 kPa

anti-knock index 0.5 (RON + MON) = 89.8

Tests performed as above demonstrated for gasoline

* non-methane hydrocarbons.

Comparative fuel 2-7 contained A95 summer gasoline and ethanol, and had the following properties for the various compositions:

<table> table see original document page 44 </column> </row> <table> demonstrated the following results compared to summer gasoline

"-" represents a reduction in emission, while "+" represents an increase in emission.

Fuel 2-8 contained A95 summer gasoline and oxygen-containing additives, and had the following properties for various compounds:

<table> table see original document page 45 </column> </row> <table> DVPE = 68,5 kPa0,5 (RON + MON) = 92,8Α95: Ethanol: 4-methyl-2-pentanol = 85: 8: 7% by volumeDVPE = 66.0 kPa0.5 (RON + MON) = 91.0A95: Ethanol: diethyl ketone = 85: 8: 7 by volume DVPE = 68.0 kPa0.5 (RON + MON) = 92, 2

A95: Ethanol: trimethylcyclohexanone = 85: 8: 7% by volumeDVPE = 67.0 kPa

0.5 (RON + MON) = 91.8

A95: Ethanol: methyl tert-amyl ether = 80: 8: 12% by volumeDVPE = 68.0 kPa0.5 (RON + MON) = 93.8A95: Ethanol: n-butylacetate = 87: 6.5: 6.5 % by volumeDVPE = 68.0 kPa0.5 (RON + MON) = 90.1

A95: Ethanol: isobutyl isobutyrate = 90: 5: 5% by volume

DVPE = 68.5 kPa

0.5 (RON + MON) = 90.0

A95: Ethanol: methylacetoacetate = 85: 7: 8% by volume

DVPE = 68.5 kPa

0.5 (RON + MON) = 89.9

Lower engine fuel compositions show that it is not always necessary to reduce the excess of motor fuel DVPE caused by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for summer gasoline is 70kPa.

Α95: Ethanol: 4-methyl-2-pentanol = 85: 10: 5% by volume

DVPE = 70.0 kPa

0.5 (RON + MON) = 91.6

A95: Ethanol: isobutyl isobutyrate = 90: 6: 4% by volume

DVPE = 70.0 kPa

0.5 (RON + MON) = 90.5

Fuel 2-9 contained A95 (a) summer gasoline, ethanol (b) oxygen-containing additives (c) and C6-C12 hydrocarbons (d) and had the following properties for the various compositions:

A95: Ethanol: tert-pentanol: alkylbenzene = 80: 7: 4: 9% by volume

DVPE = 67.5 kPa0.5 (RON + MON) = 93.6

A95: Ethanol: tert-butanol: alkylbenzene = 80: 7: 4: 9% by volume

DVPE = 68.0 kPa

0.5 (RON + MON) = 93.8

A95: Ethanol: propanol: xylene = 80: 9.5: 0.5: 10% by volume

DVPE = 68.0 kPa

0.5 (RON + MON) = 93.1

A95: Ethanol: diethyl ketone: xylene = 80: 9.5: 0.5: 10% by volume

DVPE = 68.0 kPa

0.5 (RON + MON) = 93.2

A95: Ethanol: isobutanol: naphtha: isopropyl toluene = 80: 9.5: 0.5:

5: 5% by volume

DVPE = 68.0 kPa

0.5 (RON + MON) = 92.4Α95: Ethanol: isobutanol: naphtha: alkylate = 80: 9.5: 0.5: 5: 5% by volume

The boiling temperature for naphtha is 100 to 170 ° C. The boiling temperature for alkylate is 100 to 130 °. CDVPE = 68.5 kPa0.5 (RON + MON) = 92.2

Lower engine fuel compositions show that it is not always necessary to reduce the excess of motor fuel DVPE caused by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for summer gasoline is 70kPa.

A95: Ethanol: isobutanol: isoamyl alcohol: cyclooctadiene = 82.5: 9.2: 0.2: 0.6: 7.5% by volume

DVPE = 70.0 kPa0.5 (RON + MON) = 93.0

A95: Ethanol: isobutanol: isoamyl alcohol: cyclooctadiene = 82.5: 9.2: 0.2: 0.6: 7.5% by volume

DVPE = 70.0 kPa

0.5 (RON + MON) = 92.1

Fuel formulation 2-10 contained 81.5 vol% summer A95 degasoline, 8.5 vol% m-isopropyl toluene, 9.2 vol% ethanol and 0.8 vol% isoamyl alcohol. Formulation 2-10 was tested to demonstrate how the composition of the invention maintained the equivalent of dry vapor pressure at the same level as source gasoline, while increasing the number of octane, while reducing the level of toxic exhaust emissions and reducing fuel consumption compared. with the RFM 2 blend of gasoline and ethanol. Formulation 2-10 had the following specific properties:

density at 15 ° C according to ASTM D 4052 754.1 kg / m3

initial boiling point according to ASTM D 86 26.6 ° C;

vaporizable portion - 70 ° C 45.2% by volume;

vaporizable portion - 100 ° C 56.4% by volume;

vaporizable portion - 150 ° C 88.8% by volume;

vaporizable portion - 180 ° C 97.6% by volume;

final boiling point - 186.3 ° C;

evaporation residue - 1.6% by volume;

evaporative loss 0.1% by volume;

oxygen content according to ASTM D4815

acidity according to ASTM 1613

wt% HAc 0.117;

pH according to ASTM D1287

sulfur content according to ASTM D 5453 16 mg / kg;

gum content according to ASTM D381 <1 mg / 100 ml;

water content according to ASTM D6304 0.12% w / w;

aromatic according to SS 155120 incl. benzene 30.3% by volume;

benzene alone according to EN 238 0.8% by volume;

DVPE according to ASTM D 5191 68.5 kPa;

anti-knock index 0.5 (RON + MON) according to

with ASTM D 2699-86 and ASTM D 2700-86 92.7

The engine fuel formulation 2-10 was tested according to the EU 2000 NEDC EC 98/69 test procedure as above and with the following two results, compared (+) or (-)% with results for source A95 summer agasoline :

CO -0.18%;

HC-8.5%;

NOx + 5.3%, CO2 + 2.8%;

NMHC -9%;

Fuel consumption, Fc, 1/100 km + 3.1%

Fuel formulations 2-1 through 2-10 showed reduced DVPE over the ethanol-containing motor fuels tested, based on summer grade gasoline. Similar results are obtained when other oxygen-containing additives of the invention are replaced by the additives of examples 2-1 to 2-10.

To prepare all 2-1 to 2-10supra fuel formulations of this motor fuel composition, initially gasoline was blended with ethanol, to which mixture was then added the corresponding oxygen-containing additive. The obtained motor fuel composition was then allowed to stand before the test at 1 to 24 hours at a temperature of not less than -35 ° C. All of the above formulations were prepared without the use of any mixing devices.

The use of an additive mixture comprising ethanol and other oxygen-containing compounds other than ethanol for the preparation of ethanol-containing gasolines was performed with summer grade gasolines. The fuel compositions below demonstrate the possibility of obtaining ethanol-containing gasolines to meet standard requirements. for summer grade gasolines, including vapor pressure of not more than 70 kPa.

Figure 2 shows the behavior of the dry vapor pressure equivalent (DVPE) as a function of the ethanol content when the blend of summer A95 gasoline with additive mixture 3 comprising 35 vol% ethanol, 5 vol% isoamyl alcohol and 60% by volume of naphtha which boils at temperatures between 100 and 170 ° C.

Figure 2 demonstrates that the variation in nagasoline ethanol content within the range of 0 to 20% does not induce a vapor pressure increase for these compositions exceeding the requirements of the summer grade gasoline SDVPE standards of 70 kPa.

Similar behavior of DVPE was observed for summer asgasolines A92 and A98 mixed with an additive mixture comprising 35 vol% ethanol, 5 vol% isoamyl alcohol and 60 vol% naphtha boiling at 100 to 170 ° C.

The relationship between ethanol and oxygen containing compound other than ethanol in the additive mixture which is used for the preparation of ethanol containing gasoline is of substantial importance. The relationship between the additive components established by the present invention makes it possible to adjust the vapor pressure of ethanol-containing gasolines over a wide range.

The compositions below demonstrate the possibility of employing both high and low ethanol content additive mixtures. An additive mixture comprising 92 vol% ethanol, 6 vol% isoamyl alcohol and 2 vol% isobutanol was mixed with grade gasoline. summer. The compositions obtained had the following properties:

A92: ethanol: isoamyl alcohol: isobutanol = 80: 18.4: 1.2:

0.4% by volume

DVPE = 70.0 kPa

0.5 (RON + MON) = 90.3

A95: ethanol: isoamyl alcohol: isobutanol = 82: 16.56: 1.08:

0.36% by volume

DVPE = 69.9 kPa

0.5 (RON + MON) = 92.6

A98: ethanol: isoamyl alcohol: isobutanol = 78: 20.24: 1.32:

0.44% by volume

DVPE = 70.0 kPa

0.5 (RON + MON) = 94.5A additive mixture comprising 25 vol% ethanol, 60 vol% isoamyl alcohol and 15 vol% isobutanolfoi mixed with summer grade gasoline. The compositions obtained had the following properties:

A92: ethanol: isoamyl alcohol: isobutanol = 80: 5: 12: 3% by volume

DVPE = 66.0 kPa

0.5 (RON + MON) = 88.6

A95: ethanol: isoamyl alcohol: isobutanol = 84: 4: 9.6: 2.4 volume%

DVPE = 65.5 kPa

0.5 (RON + MON) = 91.3

A92: ethanol: isoamyl alcohol: isobutanol = 86: 3.5: 8.4: 2.1 volume%

DVPE = 65.0 kPa

0.5 (RON + MON) = 93.0

Similar results were obtained when other oxygen containing compounds (c) and also C6 -C4 hydrocarbons of this invention were used in the relationship established by this invention to prepare the additive mixture, which was then used for the preparation of the ethanol containing gasoline. These gasolines fully cater for the motor fuels used in standard spark ignition engines.

In addition, the ethanol-containing additive mixture and oxygen-containing compound of this invention other than ethanol with the present invention can be used as an independent fuel for engines adapted for operation with ethanol.

EXAMPLE 3

Example 3 demonstrates the possibility of reducing the dry vapor pressure equivalent of ethanol-containing engine fuel for cases where gasolines with an equivalent dry vapor pressure according to ASTM D-5191 to a level of 48 kPa (about 7 psi) are used as a hydrocarbon base.

To prepare the blends of this composition, lead-free A92, A95 and A98 gasolines, which meet American standards and purchased in the United States under the trademarks Phillips J Base Fuel, Union Clear Base and Indolene, were used.

Source gasolines comprised C5 -C12 aliphatic and alicyclic hydrocarbons, including both saturated and unsaturated hydrocarbons.

Figure 1 shows the behavior of fuel-grade DVPE for ethanol-containing engines based on A92 summer US degradation gasoline. Motor fuels containing ethanol combase in American summer gasoline A95 and A98, respectively, showed similar behavior. American summer gasoline 92 had the following specifications:

DVPE = 47.8 kPa

anti-knock index 0.5 (RON + MON) = 87.7Fuel 3-1 contained American A92 summer gasoline and ethanol and had the following properties for the various compositions:

A92: Ethanol = 95: 5% by volumeDVPE = 55.9 kPa0.5 (RON + MON) = 89.0A92: Ethanol = 90: 10% by volumeDVPE = 55.4 kPa0.5 (RON + MON) = 90, 1

Fuel 3-2 contained A92American summer gasoline, ethanol, and oxygen-containing additives, and had the following properties for the various compositions: Α92: Ethanol: isoamyl alcohol = 83: 8.5: 8.5% by volume

DVPE = 47.5 kPa

0.5 (RON + MON) = 89.6

A92: Ethanol: isoamyl propionate = 82: 8: 10% by volume

DVPE = 47.0 kPa

0.5 (RON + MON) = 89.9

A92: Ethanol: 2-ethylexanol = 82: 8: 10% by volume

DVPE = 47.8 kPa

0.5 (RON + MON) = 89.2

A92: Ethanol: Tetrahydrofurfuryl alcohol = 82: 7: 10% by volume

DVPE = 47.8 kPa

0.5 (RON + MON) = 89.3

A92: Ethanol: cyclohexanone = 82: 7: 10% by volume

DVPE = 47.7 kPa

0.5 (RON + MON) = 89.1

A92: Ethanol: methoxybenzene = 80: 8.5: 11.5% by volume

DVPE = 46.8 kPa

0.5 (RON + MON) = 90.6

A92: Ethanol: methoxytoluene = 82: 8: 10% by volume

DVPE = 46.5 kPa

0.5 (RON + MON) = 90.8

A92: Ethanol: methylbenzoate = 82: 8: 10% by volume

DVPE = 46.0 kPa

0.5 (RON + MON) = 90.5

Lower engine fuel compositions show that it is not always necessary to reduce the excess of motor fuel DVPE caused by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for American summer grade gasoline is 7 psi, which corresponds to 48.28 kPa.

A92: Ethanol: isoamyl alcohol = 83: 9: 8% by volume

DVPE = 48.2 kPa

0.5 (RON + MON) = 89.8

A92: Ethanol: methoxytoluene = 84: 8: 8% by volume

DVPE = 48.2 kPa

0.5 (RON + MON) = 90.5

A92: Ethanol: methylbenzoate = 85: 8: 7% by volume

DVPE = 48.2 kPa

0.5 (RON + MON) = 90.1

Fuel 3-3 contained A92American gasoline (a), ethanol (b), oxygen-containing additives (c), and Ce-C12 hydrocarbons (d) and had the following properties for the various compounds:

A92: Ethanol: isoamyl alcohol: isobutyl alcohol: naphtha = 75: 9.2: 0.3: 0.1: 15.4% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

DVPE = 47.8 kPa

0.5 (RON + MON) = 89.5

A92: Ethanol: isoamyl alcohol: isobutyl alcohol: m-isopropyl toluene = 75: 9.2: 0.3: 0.1: 15.4% by volume

DVPE = 47.0 kPa

0.5 (RON + MON) = 90.5

A92: Ethanol: isoamyl alcohol: isobutyl alcohol: isooctane =

75: 9.2: 0.3: 0.1: 15.4% by volume

DVPE = 47.8 kPa

0.5 (RON + MON) = 90.3

Lower engine fuel compositions show that it is not always necessary to reduce the excess of motor fuel DVPE caused by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for American summer grade gasoline is 7 psi, which corresponds to 48.28 kPa.

A92: Ethanol: isoamyl alcohol: isobutyl alcohol - naphtha = 76: 9.2: 0.3: 0.1: 14.4% by volume

The boiling temperature of naphtha is 100 to 200 ° C.

DVPE = 48.2 kPa

0.5 (RON + MON) = 89.6

A92: Ethanol: isoamyl alcohol - isobutyl alcohol: naphtha: isooctane = 76: 9.2: 0.3: 0.1: 10.4: 4% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

DVPE = 48.2 kPa

0.5 (RON + MON) = 89.8

A92: Ethanol: isoamyl alcohol: isobutyl alcohol: naphtha: m-isopropyl toluene = 77: 9.2: 0.3: 0.1: 10.4: 3% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

DVPE = 48.2 kPa

0.5 (RON + MON) = 89.9

The following fuels demonstrate the possibility of adjusting the dry vapor pressure equivalent (DVPE) of the fuel for engines containing ethanol based on US A98 summer gasoline.

American A98 gasoline had the following specification:

DVPE = 48.2 kPa

anti-knock index 0.5 (RON + MON) = 92.2

Comparative fuel 3-4 contained American A98 summer gasoline and ethanol and had the following properties for various compounds:

A98: Ethanol = 95: 5% by volume

DVPE = 56.3 kPa

0.5 (RON + MON) = 93.0

A98: Ethanol = 90: 10% by volume

DVPE = 55.8 kPa

0.5 (RON + MON) = 93.6

Fuel 3-5 contained American summer gasoline A98 (a), ethanol (b) and oxygen-containing additives (c), and had the following properties for the various compositions:

A98: Ethanol: isoamyl alcohol = 82.5: 9: 8.5% by volume

DVPE = 48.2 kPa

0.5 (RON + MON) = 93.3

A98: Ethanol: isoamyl alcohol: isobutyl alcohol = 82.5: 9: 7: 1.5% by volume

DVPE = 48.2 kPa0.5 (RON + MON) = 93.4

A98: Ethanol: Tetrahydroururyl alcohol = 80: 10: 10% by volume

DVPE = 48.0 kPa0.5 (RON + MON) = 93.7

Fuel 3-6 contained American summer gasoline A98 (a), ethanol (b) and oxygen-containing additives (c), and Ce-C12 hydrocarbons and had the following properties for the various compositions:

A98: Ethanol: isoamyl alcohol: isobutyl alcohol - naphtha = 75: 9.2: 0.3: 0.1: 15.4% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

DVPE = 48.2 kPa

0.5 (RON + MON) = 93.3Α98: Ethanol: isoamyl alcohol: isobutyl alcohol: isooctane = 75: 9.2: 0.3: 0.1: 15.4% by volume

DVPE = 48.2 kPa

0.5 (RON + MON) = 93.9

A98: Ethanol: isoamyl alcohol - isobutyl alcohol: m-isopropyl toluene = 75.5: 9.2: 0.3: 0.1: 14.9% by volume

DVPE = 47.5 kPa

0.5 (RON + MON) = 94.4

A98: Ethanol: isoamyl alcohol: isobutyl alcohol: naphtha: isooctane = 75: 9.2: 0.3: 0.1: 8.4: 7% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

DVPE = 48.2 kPa

0.5 (RON + MON) = 93.6

A98: Ethanol: isoamyl alcohol: isobutyl alcohol - naphtha: m-isopropyl toluene = 75: 9.2: 0.3: 0.1: 10.4: 5% by volume

The boiling temperature for naphtha is 100 to 200 ° CDVPE = 48,0 kPa

0.5 (RON + MON) = 93.7

A98: Ethanol: isoamyl alcohol - isobutyl alcohol: naphtha: alkylate = 75: 9.2: 0.3: 0.1: 7.9: 7.5% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

The boiling temperature for the alkylate is 100 to 130 ° CDVPE = 48.2 kPa

0.5 (RON + MON) = 93.6

The following fuels have demonstrated the possibility of adjusting the fuel dry vapor pressure equivalent (DVPE) for engines containing ethanol based on A95 summer gasoline.

Petrol At 95 American summer had the following specification: DVPE = 47.0 kPa

anti-knock index 0.5 (RON + MON) = 90.9

American summer A95 gasoline was used as a reference fuel for tests carried out according to the EU2000 NEDC EC 98/69 test cycle on a 1987 Volvo 240 DL with a 2.30-liter B230F 4-cylinder engine (no. LG4F20 -87) developing 83 kW at 90 revolutions / second and a torque of 185 Nm at 46 revolutions / second.

Tests performed as above have shown, for American summer agasoline A95, the following results:

* non-methane hydrocarbons

Comparative fuel 3-7 contained American A-95 summer gasoline and ethanol, and had the following properties for various compounds:

A95: Ethanol = 95: 5% by volume

DVPE = 55.3 kPa

0.5 (RON + MON) = 91.5

A95: Ethanol = 90: 10% by volume

DVPE = 54.8 kPa

0.5 (RON + MON) = 92.0

The reference gasoline-alcohol blend (RFM3) tests comprising 90% by volume of A95 American summer grade gasoline and 10% by volume of ethanol, performed on a Volvo 240 DL

CO (carbon monoxide)

HC (hydrocarbons)

2.406 g / km; 0.356 g / km; 0.278 g / km; 232.6 g / km; 0.258 g / km; 9.93

NOx (nitrogen oxides) CO2 (carbon dioxide) NMHC *

Fuel consumption, Fc 1/100 km1987 with a B230F, 4 cylinder, 2.32 liter engine (n2 LG4F20-87) according to the EU 2000 NEDC EC 98/69 standard test process have shown the following results compared to gasoline shall A95:

<table> table see original document page 63 </column> </row> <table>

Fuel consumption, Fc, 1/100 km + 3.1%

"-" represents a reduction in emission, while "+" represents an increase in emission.

Fuel 3-8 contained American A95 summer gasoline, ethanol, and oxygen-containing additives, and had the following properties for the various compositions:

A95: Ethanol: isoamyl alcohol = 83: 8.5: 8.5% by volumeDVPE = 47.0 kPa

0.5 (RON + MON) = 91.7

A95: Ethanol: n-amyl acetate = 80: 10: 10% by volume

DVPE = 47.0 kPa

0.5 (RON + MON) = 91.8

A95: Ethanol: cyclohexylacetate = 80: 10: 10 by volumeDVPE = 46.7 kPa0.5 (RON + MON) = 92.0

A95: Ethanol: tetramethyl tetrahydrofuran = 80: 12: 8% by volume

DVPE = 47.0 kPa0.5 (RON + MON) = 92.6

A95: Ethanol: methyl tetrahydropyran = 80: 15: 5 by volumeDVPE = 46.8 kPa

0.5 (RON + MON) = 92.5

Lower engine fuel compositions show that it is not always necessary to reduce the excess of motor fuel DVPE caused by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for American summer grade gasoline is 7 psi, which corresponds to 48.28 kPa.

A95: Ethanol: isoamyl alcohol = 84: 8.5: 7.5% by volume

DVPE = 48.2 kPa

0.5 (RON + MON) = 91.7

A95: Ethanol: phenylacetate = 82.5: 10: 7.5% by volume

DVPE = 48.2 kPa

0.5 (RON + MON) = 92.3

A95: Ethanol: tetramethyl tetrahydrofuran = 81: 10: 9% by volume

DVPE = 48.2 kPa

0.5 (RON + MON) = 92.2

Fuel 3-9 contained A95 American summer gasoline (a), ethanol (b), oxygen containing additives (c), and C6-Cj2 hydrocarbons (d) and had the following properties for the various compounds:

A95: Ethanol: isoamyl alcohol: isobutyl alcohol: naphtha = 75: 9.2: 0.3: 0.1: 15.4% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

DVPE = 47.0 kPa

0.5 (RON + MON) = 91.6

A95: Ethanol: isoamyl alcohol: isobutyl alcohol: isooctane = 75: 9.2: 0.3: 0.1: 15.4% by volume

DVPE = 47.0 kPa

0.5 (RON + MON) = 92.2

A95: Ethanol: isoamyl alcohol: isobutyl alcohol: m-isopropyl toluene = 75: 9.2: 0.3: 0.1: 15.4% by volumeDVPE = 46.8 kPa0.5 (RON + MON) = 93.0

A95: Ethanol: tetrahydroururfuryl alcohol = 80: 9.5: 0.5: 10% by volume

DVPE = 46.6 kPa0.5 (RON + MON) = 92.5

A95: Ethanol: 4-methyl-4-oxytetrahydropyran: allocimene = 80:

9.5: 0.5: 10% by volume

DVPE = 46.7 kPa

0.5 (RON + MON) = 92.1

Lower engine fuel compositions show that it is not always necessary to reduce the excess of motor fuel DVPE caused by the presence of ethanol to the source gasoline DVPE level. In some cases, it is sufficient only to lower it in accordance with the requirements of the applicable regulations for agasoline. The DVPE level for American summer grade gasoline is 7 psi, which corresponds to 48.28 kPa.

A95: Ethanol: isoamyl alcohol: isobutyl alcohol: naphtha = 76.5: 9.2: 0.3: 0.1: 7: 6.9% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

DVPE = 48.2 kPa

0.5 (RON + MON) = 91.7

A95: Ethanol: isoamyl alcohol: isobutyl alcohol: naphtha: isooctane = 76.5: 9.2: 0.3: 0.1: 7: 6.9% by volumeThe boiling temperature for naphtha is 100 to 200 °. Ç.

DVPE = 48.2 kPa

0.5 (RON + MON) = 92.2

A95: Ethanol: isoamyl alcohol: isobutyl alcohol: m-isopropyl toluene = 77: 9.2: 0.3: 0.1: 13.4% by volume

DVPE = 48.2 kPa0.5 (RON + MON) = 92.9

The fuel formulation 3-10 contained 76% by volume of American A95 summer gasoline, 9.2% by volume of ethanol, 0.25% by volume of isoamyl alcohol, 0.05% by volume of isobutyl alcohol, 11.5% by volume. volume of boiling naphtha from 100 to 200 ° C, and 3% by volume of isopropyl toluene. Formulation 3-10 has been tested to demonstrate how the invention allows the production of ethanol-containing gasoline while meeting the requirements of the standards in force, primarily at the level of DVPE and also for the other parameters. At the same time, this gasoline ensures a decrease in toxic emissions from the fuel and lower fuel consumption compared to the RFM 3 blend of 10% ethanol from American source A95 summer gasoline. Formulation 3-10 had the following specific properties:

<table> table see original document page 63 </column> </row> <table> acidity according to ASTM 1613

wt% HAc 0.007;

pH according to ASTM D1287 7.58;

sulfur content according to ASTM D 5453 47 mg / kg;

gum content according to ASTM D381 2.8 mg / 100 ml;

water content according to ASTM D6304 0.02% w / w;

aromatic according to SS 155120 incl. benzene 31.2% by volume;

benzene alone, according to EN 238 0.7% by volume;

DVPE according to ASTM D 5191 48.0 kPa;

anti-knock index 0.5 (RON + MON) according to

with ASTM D 2699-86 and ASTM D 2700-86 92.2

The 3-10 engine fuel formulation was tested on a 1987 Volvo 240 DL with a 2.30-liter B230F 4-cylinder engine (N ° LG4F20-87) according to the EU 2000 NEDC EC 98/69 test procedure as above , and gave the following results compared (+) or (-)% to the results for American A95 summer gasoline:

CO -15.1%;

HC -5.6%;

NOx + 0.5%;

Uncharged CO2;

NMHC * -4.5%;

Fuel consumption, Fc, 1/100 km not loaded.

Similar results were obtained when the other oxygen-containing compounds replaced the tested oxygen-containing compounds.

To prepare all of the above fuel formulations, initially American summer gasoline was mixed with ethanol, to which mixture was then added the corresponding oxygen-containing additive. The obtained motor fuel composition was then left in the test rest for 1 to 24 hours at a temperature of not less than -3.5 ° C. All of the above formulations were prepared without the use of any mixing devices.

The possibility of using the additive mixture comprising ethanol with oxygen containing compounds other than ethanol has also been established, also for adjusting the vapor pressure of ethanol containing paramotor fuels used in standard spark-ignition internal combustion engines, based on summer grade gasolines. that meet American standards. The addition of C8 -C4 hydrocarbons to the additive mixture composition increased the vapor pressure efficiency by reducing the impact of the additive on excess vapor pressure caused by the presence in ethanol gasoline.

The additive mixture comprising 60 vol% ethanol, 32 vol% isoamyl alcohol and 8 vol% isobutyl alcohol was, in different proportions, mixed with summer American grade gasolines having a dry vapor pressure equivalent (DVPE). not greater than 7 psi, which corresponds to 48.28 kPa.

The compositions obtained had the following properties:

A92: ethanol: isoamyl alcohol: isobutanol = 87.5: 7.5: 4: 1% by volume

DVPE = 51.7 kPa0.5 (RON + MON) = 89.7

A95: ethanol: isoamyl alcohol: isobutanol = 85: 9: 4.8: 1.2% by volume

DVPE = 51.0 kPa

0.5 (RON + MON) = 91.8

A98: ethanol: isoamyl alcohol: isobutanol = 80: 12: 6.4: 1.6 by volumeDVPE = 52.0 kPa0.5 (RON + MON) = 93.5

The foregoing examples demonstrate the possibility of partially reducing excess vapor pressure by about 50% of gasoline excess vapor pressure induced by the presence of ethanol in the mixture.

An additive mixture comprising 50 vol% ethanol and 50 vol% methyl isobutyl ketone was mixed in different proportions with dry summer pressure (DVPE) not exceeding 7 psi, which corresponds to 48.28 kPa. . The compositions obtained had the following properties:

A92: ethanol: methyl isobutyl ketone = 85: 7.5: 7.5% by volume

DVPE = 49.4 kPa0.5 (RON + MON) = 90.0

A95: ethanol: methyl isobutyl ketone = 84: 8: 8 volume%

DVPE = 48.6 kPa

0.5 (RON + MON) = 91.7

A98: ethanol: methyl isobutyl ketone = 82: 9: 9 volume%

DVPE = 49.7 kPa

0.5 (RON + MON) = 93.9

The foregoing examples demonstrate the possibility of a partial reduction in excess vapor pressure by about 80% of the excess gasoline vapor pressure induced by the presence of ethanol in the mixture.

Figure 2 shows the behavior of the dry vapor pressure equivalent (DVPE) as a function of the ethanol content in the American summer degasoline A92 blends with additive blend 4 comprising 35 vol% ethanol, 1 vol% isoamyl alcohol, 0 2% by volume of isobutanol, 43.8% by volume of naphtha boiling at temperatures between 100 and 170 ° C, and 20% of isopropyl toluene. Figure 2 demonstrates that the use of this additive mixture in the ethanol-containing gasoline formulation allows the reduction of more than 100% of the excess vapor pressure induced by the presence of ethanol.

Similar results for DVPE were obtained for American summer grade A95 and A98 asgasolines mixed with additive mixture of 35% by volume ethanol, 1% by volume isoamyl alcohol, 0.2% by volume isobutanol, 43.8% by volume. naphthaebulide volume at 100 to 170 ° C and 20 vol% isopropyl toluene.

Similar results were obtained when other oxygen-containing compounds and C6-C2 hydrocarbons of this invention were used in the proportion established by this invention to formulate the additive mixture, which was then used for the preparation of ethanol-containing gasolines. These gasolines fully meet the fuel requirements for used engines. on standard internal ignition combustion engines.

In addition, the additive mixture comprising ethanol, oxygen-containing compound other than ethanol, and C6 -C12 hydrocarbons in the proportion and composition of the present invention may be used as an independent engine fuel for engines adapted for operation with ethanol.

EXAMPLE 4

Example 4 demonstrates the possibility of reducing the dry vapor pressure equivalent of ethanol-containing engine fuel for cases where the fuel hydrocarbon base is non-standard gasoline with an equivalent of dry vapor pressure according to ASTM D-5191 in 110 kPa (about 16 psi) level.

To prepare the blends of this composition, lead-free winter gasolines A92, A95 and A98 purchased in Sweden from Shell, Statoil, Q80K and Preem, and gas condensate (GK) purchased in Russia from Gazprom were used.

The hydrocarbon component (HCC) for engine fuel compositions was prepared by mixing about 85% by volume of A92, A95 or A98 gasolines with about 15% by volume of liquid hydrocarbon gas (GC).

To prepare the hydrocarbon component (HCC) for the 4-1 to 4-10 combustible formulations of this fuel paramotor composition, about 85% by volume of invertofluorol A92, A95 or A98 gasolines first mixed with the liquid hydrocarbon gas (GC) condensate . The obtained hydrocarbon component (HCC) was then allowed to stand for 24 hours. The resulting gasoline contained C3 -C12 aliphatic and alicyclic hydrocarbons, including saturated and unsaturated ones.

Figure 1 demonstrates the behavior of fuel-grade DVPE for ethanol-containing engines based on winter A98 gasoline and gas condensate. Motor fuel containing ethanol based on winter gasoline A92 and A98 and gas condensate (GC) showed similar behavior.

Gasoline comprising 85% by volume of winter A92 gasoline and 15% by volume of gas condensate (GC) had the following properties:

DVPE = 110.0 kPa

anti-knock index 0.5 (RON + MON) = 87.9Comparative fuel 4-1 contained A92 winter gasoline, gas condensate (GC) and ethanol, and had the following properties for the various compositions:

A92: GC: Ethanol = 80.75: 14.25: 5% by volumeDVPE = 115.5 kPa

0.5 (RON + MON) = 89.4Α92: GC: Ethanol = 76.5: 13.5: 10% by volume

DVPE = 115.0 kPa

0.5 (RON + MON) = 90.6

Fuel 4-2 of the invention contained A92 winter gasoline, gas condensate (GC), ethanol and the oxygen containing additive, and had the following properties for the various compositions:

A92: GC: Ethanol: isoamyl alcohol = 74: 13: 6.5: 6.5% by volume

DVPE = 109.8 kPa0.5 (RON + MON) = 90.35

A92: GC: Ethanol: 2,5-dimethyl tetrahydrofuran = 68: 12: 10:

10% by volume

DVPE = 110.0 kPa

0.5 (RON + MON) = 90.75

A92: GC: Ethanol: Propanol = 68: 12: 12: 8% by volume

DVPE = 109.5 kPa

0.5 (RON + MON) = 90.0

A92: GC: Ethanol: diisopropylcarbinol = 72: 13: 7.5: 7.5% by volume

DVPE = 109.0 kPa0.5 (RON + MON) = 90.3

A92: GC: Ethanol: Acetophenone = 72: 13: 9: 6% by volume

DVPE = 110.0 kPa

0.5 (RON + MON) = 90.8

A92: GC: Ethanol: Isobutylpropionate = 75: 13: 5: 7% by volume

DVPE = 109.2 kPa0.5 (RON + MON) = 90.0

The 4: 3 fuel contained A92 winter gasoline, gas condensate (GC), ethanol, the oxygen-containing additive and C6-C12 hydrocarbons, and had the following properties for various compounds:

A92: GC: Ethanol: Isobutanol: Isopropylbenzene = 68: 12: 9.5:

0.5: 10% by volume

DVPE = 108.5 kPa

0.5 (RON + MON) = 91.7

A92: GC: Ethanol: tert-butyl ethyl ether: naphtha = 68: 12: 9.5:

0.5: 10% by volume

DVPE = 108.5 kPa

0.5 (RON + MON) = 90.6

A92: GC: Ethanol: isoamyl methyl ether: toluene = 68: 12: 9.5:

0.5: 10% by volume

DVPE = 107.5 kPa

0.5 (RON + MON) = 91.6

The fuel compositions below demonstrate that the invention permits the reduction of the excess DVPE of the non-standard gasoline to the corresponding standard gasoline. The DVPE for winter gasolineA standard 92 is 90 kPa.

A92: GC: Ethanol: isoamyl alcohol: naphtha: alkylate = 55: 10: 9.5: 0.5: 12.5: 12.5% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

The boiling temperature for the alkylate is 100 to 130 ° C.

DVPE = 90.0 kPa

0.5 (RON + MON) = 90.6

A92: GC: Ethanol: isoamyl alcohol: naphtha: ethylbenzene = 55:10: 9.5: 0.5: 15: 10% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

DVPE = 89.8 kPa0.5 (RON + MON) = 90.9

Α92: GC: Ethanol: isoamyl alcohol: naphtha: isopropyl toluene = 55: 10: 9.5: 0.5: 20: 5% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

DVPE = 90.0 kPa

0.5 (RON + MON) = 90.6

The following compositions demonstrate the possibility of adjusting the dry vapor pressure equivalent (DVPE) of ethanol-containing fuel mixtures based on about 85% by volume of winter A98 and about 15% by volume of gas condensate.

Gasoline comprising 85% by volume of A98 winter gasoline and 15% by volume of gas condensate (GC) had the following specification:

DVPE = 109.8 kPa

anti-knock index 0.5 (RON + MON) = 92.0

Comparative fuel 4-4 contained A98 winter gasoline, gas condensate (GC) and ethanol and had the following properties for various compositions:

A98: GC: Ethanol = 80.75: 14.25: 5% by volume

DVPE = 115.3 kPa

0.5 (RON + MON) = 93.1

A98: GC: Ethanol = 76.5: 13.5: 10% by volume

DVPE = 114.8 kPa

0.5 (RON + MON) = 94.0

The fuel 4-5 of the invention contained A98 winter gasoline, gas condensate (GC) and oxygen containing additives, and had the following properties for the various compositions:

A98: GC: Ethanol: isoamyl alcohol = 74: 13: 6.5: 6.5% by volumeDVPE = 109.6 kPa0.5 (RON + MON) = 93.3

Α98: GC: Ethanol: ethoxybenzene = 72: 13: 7.5: 7.5% by volume

DVPE = 110.0 kPa0.5 (RON + MON) = 94.0

A98: GC: Ethanol: 3,3,5-trimethylcyclohexanone = 72: 13: 7.5: 7.5% by volume

DVPE = 109.8 kPa

0.5 (RON + MON) = 93.3

Fuel 4-6 contained A98 winter gasoline, gas condensate, ethanol, oxygen-containing additives, and C6-C4 (d) hydrocarbons, and had the following properties for various compounds:

A98: GC: Ethanol: isoamyl alcohol: isobutyl alcohol: naphtha = 68: 12: 9.2: 0.6: 0.2: 10% by volume

The boiling temperature for naphtha is 100 to 200 ° C.DVPE = 107.4 kPa

0.5 (RON + MON) = 93.8

A98: GC: Ethanol: ethyl isobutyl ether: mirzena = 72: 13: 9.5: 0.5: 5% by volume

DVPE = 110.0 kPa

0.5 (RON + MON) = 93.6A98: GC: Ethanol: isobutanol: isooctane = 68: 12: 5: 5: 10%

in volume

DVPE = 102.5 kPa

0.5 (RON + MON) = 93.5

The engine fuel compositions below demonstrate that the invention allows the reduction of excess non-standard dagasoline DVPE to the corresponding standard gasoline DVPE level. ODVPE for winter gasoline The standard 98 is 90 kPa.

A92: GC: Ethanol: isoamyl alcohol: naphtha: alkylate = 55: 10: 9.5: 0.5: 12.5: 12.5% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

The boiling temperature for the alkylate is 100 to 130 ° C.

DVPE = 89.8 kPa

0.5 (RON + MON) = 94.0

A92: GC: Ethanol: isoamyl alcohol: naphtha: isopropylbenzene = 55: 10: 9.5: 0.5: 15: 10% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

DVPE = 89.6 kPa

0.5 (RON + MON) = 94.2

A92: GC: Ethanol: isobutanol: naphtha: isopropyl toluene = 55: 10: 5: 5: 20: 5% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

DVPE = 88.5 kPa

0.5 (RON + MON) = 94.1

The following compositions demonstrate the possibility of adjusting the dry vapor pressure equivalent (DVPE) of ethanol-containing fuel mixtures based on about 85 vol% degasoline A95 in winter and about 15 vol% gas condensate.

Gasoline comprising 85% by volume of A98 winter gasoline and 15% by volume of gas condensate (GC) had the following specification:

DVPE = 109.5 kPa

anti-knock index 0.5 (RON + MON) = 90.2

The hydrocarbon component (HCC) comprising 85% by volume of winter gasoline and 15% by volume of gas condensate (GC) was used as a reference fuel for testing as

described above, and gave the following results:

CO 2.033 g / km

HC 0.279 g / km

NOx 0.279 g / km

CO2 229.5 g / km

NMHC 0.255 g / km

Fuel consumption, Fc 1/100 km 9,89

Fuel 4-7 contained A95 winter gasoline, gas condensate (GC) and ethanol and had the following properties for various compositions:

A95: GC: Ethanol = 80.75: 14.25: 5% by volume

DVPE = 115.0 kPa

0.5 (RON + MON) = 91.7

A95: GC: Ethanol = 76.5: 13.5: 10% by volume

DVPE = 114.5 kPa

0.5 (RON + MON) = 92.5

The reference fuel mixture (RFM4) comprising 80.75% winter A95 gasoline, 14.25% gas condensate (GC) and 5% ethanol, was tested as described above, and gave the following results by comparison (+) or (-)% with results for gasolin comprising 85% by volume of A95 winter gasoline and 15% by volume of gas condensate (GC):

CO -6.98%;

HC -7.3%;

NOx + 12.1%;

CO2 + 1.1%;

NMHC -5.3%;

Fuel consumption, Fc, 1/100 km + 2.62%. Fuel 4-8 of the invention contained A95 winter gasoline, gas condensate (GC), ethanol and oxygen containing additives, and had the following properties for the various compositions. :

A95: GC: Ethanol: isoamyl alcohol = 74: 13: 6.5: 6.5% by volume

DVPE = 109.1 kPa

0.5 (RON + MON) = 92.0

A95: GC: Ethanol: phenol = 72: 13: 8: 7% by volume

DVPE = 107.5 kPa

0.5 (RON + MON) = 92.6

A95: GC: Ethanol: phenylacetate = 68: 12: 10: 10% by volume

DVPE = 106.0 kPa

0.5 (RON + MON) = 92.8

A95: GC: Ethanol: 3-hydroxy-2-butanone = 68: 12: 10: 10% by volume

DVPE = 108.5 kPa

0.5 (RON + MON) = 91.6

A95: GC: Ethanol: tert-Butylacetoacetate = 68: 12: 10: 10% by volume

DVPE = 108.0 kPa

0.5 (RON + MON) = 92.2

A95: GC: Ethanol: 3,3,5-trimethylcyclohexanone = 71: 12: 9: 8% by volume

DVPE = 108.5 kPa

0.5 (RON + MON) = 91.6

Fuel 4-9 contained A95 winter gas, gas condensate (GC), ethanol, oxygen-containing additives and C6-C4 hydrocarbons (d) and had the following properties for the various compounds:

A95: GC: Ethanol: isoamyl alcohol: isobutyl alcohol: naphtha = 68: 12: 9.5: 0.6: 0.2: 10% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

DVPE = 107.0 kPa

0.5 (RON + MON) = 92.1

A95: GC: Ethanol: isobutanol - cyclooctatetraene = 72: 13: 9.5: 0.5: 5% by volume

DVPE = 108.5 kPa

0.5 (RON + MON) = 92.6

The lower engine fuel compositions show that the invention allows the reduction of the excess dry vapor pressure equivalent (DVPE) of non-standard gasoline to the corresponding standard gasoline level. The standard winter A95 gasoline DVPE is 90kPa.

A95: GC: Ethanol: isoamyl alcohol: isobutanol: naphtha: alkylate = 55: 10: 9.2: 0.6: 0.2: 12.5: 12.5% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

The boiling temperature for the alkylate is 100 to 130 ° C.

DVPE = 89.5 kPa

0.5 (RON + MON) = 92.4

A95: GC: Ethanol: isoamyl alcohol: naphtha: tert-butyl xylene = 55: 10: 9.5: 0.5: 20: 5% by volume

The boiling temperature for naphtha is 100 to 200 ° C.

DVPE = 89.8 kPa

0.5 (RON + MON) = 92.5

A95: GC: Ethanol: Isobutanol: Naphtha: Isopropylbenzene = 55:10: 5: 5: 20: 5% by volume

The boiling temperature for naphtha is 100 to 200 ° C.DVPE = 89.9 kPa0.5 (RON + MON) = 92.2

Motor fuel 4-10 contained 55% by volume of A95 winter gasoline, 10% by volume of condensate (GC), 5% by volume of ethanol, 5% by volume of tert-butanol, 20% by volume of naphtha with boiling temperature from 100 to 200 ° C and 5% by volume of isopropyl toluene. Formulation 4-10 has been tested to demonstrate how the present invention allows the ethanol-containing gasoline formulation to meet the requirements of the standards in force, primarily with respect to the limit dry vapor pressure equivalent, and also for other fuel parameters, even when the hydrocarbon component (HCC) has a considerably higher DVPE than the requirements of the standards. At the same time, this ethanol containing gasoline reduces the level of toxic emissions at the exhaust and reduces fuel consumption compared to the above described RFM 4 mixture. Formulation 4-10 had the following specific properties:

<table> table see original document page 77 </column> </row> <table> sulfur content according to ASTM D 5453 18 mg / kg;

gum content according to ASTM D381 2mg / 100ml;

water content according to ASTM D6304 0.01% w / w;

aromatic according to SS 155120 incl. benzene 30.9% by volume;

benzene alone, according to EN 238 0.7% by volume;

DVPE according to ASTM D 5191 90.0 kPa;

anti-knock index 0.5 (RON + MON) according to ASTM D 2699-86 and ASTM D 2700-86 92.3

The 4-10 engine fuel formulation was tested above and gave the following results, compared (+) or (-)% to engine fuel results comprising 85% winter A95 petrol volume and 15% by volume. gas condensate:

CO -14.0%;

HC = 8.6%;

NOx not changed

CO2 + 1.0%;

NMHC -6.7%;

Fuel consumption, Fc, 1/100 km + 2.0% Similar results are obtained when other oxygen containing additives of the invention are replaced by the oxygen containing additives of examples 4-1 to 4-10.

To prepare all 4-1 to 4-10 above fuel formulations of this motor fuel composition, the hydrocarbon component (HCC), which is a mixture of gas and condensed winter gas (HC), was initially mixed with ethanol, which mixture then The corresponding oxygen-containing additive and C6-C12 hydrocarbons were added. The engine fuel composition obtained was then allowed to stand before the test between 1 and 24 hours at a temperature of not less than -35 ° C. All of the above formulations were prepared without the use of any mixing devices.

The fuel formulations of the invention have demonstrated the ability to adjust the vapor pressure of motor fuels containing ethanol for standard ignition internal combustion engines based on non-standard gasolines having a high vapor pressure.

Figure 2 shows the behavior of the dry vapor pressure equivalent (DVPE) as a function of the ethanol content of the hydrocarbon component mixtures (HCC), comprising 85% by volume of winter Dagasoline A98 and 15% by volume of gas condensate, and additive mixture 1 comprising 40 vol% ethanol and 60 vol% methylbenzoate. Figure 2 demonstrates that the use of this additive mixture comprising ethanol and the oxygen-containing additive other than ethanol yields ethanol-containing gasolines whose vapor pressure does not exceed the vapor pressure of the source hydrocarbon component (HCC).

Similar results for DVPE were obtained for fuel mixtures of the additive mixture comprising 40% by volume ethanol and 60% by volume methylbenzoate, and the hydrocarbon component comprising 15% by volume gas condensate (GC) and 85% by volume gasoline. winter A92 or A95.

Similar results were obtained when other oxygen-containing compounds and C6-C12 hydrocarbons of this invention were used in proportion to the invention to formulate the additive mixture, which was then used for the preparation of ethanol-containing gasolines.

These gasoline blends of the invention have a vapor depression equivalent (DVPE) that does not exceed the source hydrocarbon component (HCC) DVPE. At the same time, it is possible to add the oxygen-containing additive only in sufficient quantity to obtain ethanol-containing agasoline, fully in accordance with the requirements for gasoline engines used in standard spark ignition internal combustion engines.

EXAMPLE 5

Example 5 demonstrates the possibility of reducing the dry vapor pressure equivalent of the ethanol-containing engine fuel for cases where the fuel hydrocarbon base is a reformulated gasoline with an equivalent dry vapor pressure according to ASTM D-5191 by 27.5 kPa level (about 4 psi).

To prepare the blends of this composition, lead-free gasolinareformulated, purchased from Preem Sweden and Russia from Lukoil, and Merck petroleum benzine purchased from Germany, was used.

The hydrocarbon component (HCC) for engine fuel compositions was prepared by mixing about 85% by volume of winter A92, A95 or A98 gasolines with about 15% by volume of liquid hydrocarbon gas (GC) condensate.

The source gasolines comprised C 6 -C 12 aliphatic and alicyclic hydrocarbons, including saturated and unsaturated.

Figure 1 demonstrates the behavior of fuel DVPE for engines containing ethanol based on reformulated gasoline A95 and A98, and petroleum benzine.

It should be noted that the addition of ethanol to the gasoline and the gasoline induces a higher increase in vapor pressure compared to the addition of ethanol to standard gasoline.

Gasoline comprising 80% by volume of A92reformulated gasoline and 20% by volume of petroleum benzine (PB) had the following properties:

DVPE = 27.5 kPlus 0.5 Anti-knock Index (RON + MON) = 85.5

Comparative fuel 5-1 contained the reformulated A92 gasoline, petroleum benzine (PB) and ethanol, and had the following properties for the various compositions:

A92: PB: Ethanol = 76: 19: 5% by volume

DVPE = 36.5 kPa

0.5 (RON + MON) = 89.0

A92: PB: Ethanol = 72: 18: 10% by volume

DVPE = 3uuQ.kPa

0.5 (RON + MON) = 90.7

Fuel 5-2 of the invention contained reformulated gasoline A92, petroleum benzine (PB), ethanol and the oxygen containing additive, and had the following properties for the various compositions:

A92: PB: Ethanol: isoamyl alcohol = 64: 16: 10: 10% by volume

DVPE = 27.0 kPa

0.5 (RON + MON) = 90.5

A92: PB: Ethanol: Diisobutyl ether = 64: 16: 10: 10% by volume

DVPE = 27.5 kPa

0.5 (RON + MON) = 90.8

A92: PB: Ethanol: n-butanol = 64: 16: 10: 10% by volume

DVPE = 27.5 kPa

0.5 (RON + MON) = 90.1

A92: PB: Ethanol: 2,4,4-trimethyl-1-pentanol = 64: 16: 10: 10% by volume

DVPE = 25.0 kPa

0.5 (RON + MON) = 91.8

Fuel 5-3 contained the reformulated A92 gasoline, petroleum benzine (PB), ethanol, oxygen-containing additives and also Cg-C12 hydrocarbons, and had the following properties for the various compounds:

A92: PB: ethanol: isoamyl alcohol: naphtha = 60: 15: 9.2: 0.8: 15% by volume

The boiling temperature for naphtha is 140 to 200 ° C.

DVPE = 27.5

0.5 (RON + MON) = 89.3

A92: PB: ethanol: n-butanoyl naphtha; xylene = 60: 15: 9.2: 0.8: 7.5: 7.5 volume%

The boiling temperature for naphtha is 140 to 200 ° C.

DVPE = 27.5

0.5 (RON + MON) = 91.2

A92: PB: ethanol: tetrahydrofurfuryl alcohol: isopropylbenzene

= 60: 15: 9: 1: 15% by volume

DVPE = 27.5

0.5 (RON + MON) = 91.3

The following fuel compositions demonstrate the ability to adjust the dry vapor pressure equivalent of ethanol-containing gasoline based on reformulated A98 gasoline and petroleum nabenzin (PB).

Motor fuel comprising 80% by volume of reformulated A98 petrol and 20% by volume of petroleum benzine (PB) had the following properties:

DVPE = 27.3 kPa

anti-knock index 0.5 (RON + MON) = 88.0

Comparison fuel 5-4 contained the reformulated A98 gasoline, petroleum benzine (PB) and ethanol, and had the following properties for the various compositions:

A98: PB: Ethanol = 76: 19: 5% by volume

DVPE = 36.3 kPa0.5 (RON + MON) = 91.0

Α98: PB: Ethanol = 72: 18: 10% by volume

DVPE = 35.8 kPa

0.5 (RON + MON) = 92.5

Fuel 5-5 of the invention contained reformulated gasoline A98, petroleum benzine (PB), ethanol and the oxygen containing additives, and had the following properties for the various compositions:

A98: PB: Ethanol: isoamyl alcohol = 64: 16: 10: 10% by volume

DVPE = 26.9 kPa

0.5 (RON + MON) = 92.0

A98: PB: Ethanol: n-amyl alcohol = 64: 16: 10: 10% by volume

DVPE = 26.5 kPa

0.5 (RON + MON) = 91.2

A98: PB: Ethanol: linalool = 68: 17: 9: 6% by volume

DVPE = 27.1 kPa

0.5 (RON + MON) = 92.6

A98: PB: Ethanol: 3,6-dimethyl-3-octanol = 68: 17: 9: 6% by volume

DVPE = 27.0 kPa

0.5 (RON + MON) = 92.5

Fuel 5-6 contained reformulated A98 gasoline, petroleum benzine (PB), ethanol, oxygen-containing additives and Cg-C12 hydrocarbons (d), and had the following properties for the various compounds:

A98: PB: ethanol: isoamyl alcohol: naphtha = 60: 15: 9.2: 0.8: 15% by volume

The boiling temperature for naphtha is 140 to 200 ° C.DVPE = 27.0 kPa

0.5 (RON + MON) = 91.7

Α98: PB: ethanol: linalol: allocimene = 60: 15: 9: 1: 15% by volume

DVPE = 26.0 kPa

0.5 (RON + MON) = 93.0

A98: PB: ethanol: methylcyclohexanol: limonene = 60: 15: 9,5:

14.5% by volume

DVPE = 25.4 kPa

0.5 (RON + MON) = 93.2

The engine fuel compositions provide the ability to adjust the vapor pressure equivalent of the ethanol-containing mixture based on about 80 vol% of reformulated A95 dagasolin and about 20 vol% petroleum benzine (PB). Gasoline comprising 80% by volume of A95reformulated petrol and 20% by volume of petroleum benzine (PB) had the following properties:

DVPE = 27.6 kPa

anti-knock index 0.5 (RON + MON) = 86.3

The hydrocarbon component (HCC) comprising 80% by volume of reformulated gasoline and 20% by volume of petroleum benzine (PB) was used as a reference fuel for testing on a 1987 Volvo 240 DL with a B230F 4-cylinder engine. 2.32 liters (NeLG4F20-87) according to the EU 2000 EC 98/69 test procedure, and gave the following results:

HC 0.348 g / km

CO 2,631 g / km

NOx 0.313 g / kmCO2 235.1 g / km;

NMHC 0.308 g / km;

Fuel consumption, Fc, 1/100 km 10.68

Fuel 5-7 contained reformulated A95 gasoline, petroleum benzine (PB) and ethanol and had the following properties for various compositions:

A95: PB: Ethanol = 76: 19: 5% by volume

DVPE = 36.6 kPa

0.5 (RON + MON) = 90.2

A95: PB: Ethanol = 72: 18: 10% by volume

DVPE = 36.1 kPa

0.5 (RON + MON) = 91.7

The reference fuel mixture (RFM5) comprising 72% by volume of reformulated A95 gasoline, 18% by volume of petroleum benzine and 10% by volume of ethanol was tested on a 1987 Volvo 240 DL with a B230F, 4-cylinder, 2-cylinder engine. 32 liters (Ns LG4F20-87) according to the EU 2000 EC 98/69 test procedure as above, and gave the following results compared (+) or (-)% with the results for gasoline comprising 80% by volume of A95 gasoline reformulated e20% by volume of petroleum benzine (GC):

CO -4.8%;

HC -1.3%;

NOx + 26.3%;

CO2 + 4.4%;

NMHC -0.6%;

Fuel consumption, Fc, 1/100 km + 5.7%.

Fuel 5-8 contained reformulated A95 gasoline, petroleum benzine (PB), ethanol and oxygen containing additives, and had the following properties for the various compositions: Α95: PB: Ethanol: isoamyl alcohol = 64: 16: 10: 10% volume

DVPE = 27.1 kPa0.5 (RON + MON) = 92.0

A95: PB: Ethanol: 2,6-dimethyl-4-heptanol = 64: 16: 10: 10% by volume

DVPE = 27.0 kPa

0.5 (RON + MON) = 92.4

A95: PB: Ethanol: Tetrahydrofurfuryl acetate = 60: 15: 15:

10% by volume

DVPE = 25.6 kPa

0.5 (RON + MON) = 93.0

Fuel 5-9 contained reformulated gasoline A95, petroleum abenzine (PB), ethanol, oxygen-containing additives and C6-Cj2 hydrocarbons and had the following properties for various compounds:

A95: PB: Ethanol: isoamyl alcohol: naphtha = 60: 15: 9.2: 0.8: 15% by volume

The boiling temperature for naphtha is 140 to 200 ° C.

DVPE = 107.0 kPa

0.5 (RON + MON) = 91.4

A95: PB: Ethanol: tetrahydrofurfuryl alcohol: tert-butylcyclohexane

= 60: 15: 9.2: 0.8: 15% by volume

DVPE = 26.5 kPa

0.5 (RON + MON) = 90.7

A95: PB: Ethanol: 4-methyl-4-hydroxytetrahydropyran:

isopropyl toluene = 60: 15: 9.2: 0.8: 15% by volume

DVPE = 26.1 kPa0.5 (RON + MON) = 92.0

Motor fuel 5-10 contained 60% by volume reformulated degassoline A95, 15% by volume of petroleum benzine (PB), 10% by volume of ethanol, 5% by volume of 2,5-dimethyl tetrahydrofuran and 10% by volume of isopropyl toluene. Formulation 5-10 has been tested to demonstrate how the invention permits the formulation of ethanol containing low vapor pressure gasoline, wherein the presence of ethanol in the engine fuel composition does not induce an increase in the dry vapor pressure equivalent compared to the hydrocarbon component. (HCC) opposite. In addition, this gasoline ensures a decrease in toxic emissions at discharge and a decrease in fuel consumption compared to the above RFM 5 mixture. Formulation 5-10 had the following specific properties:

<table> table see original document page 87 </column> </row> <table> aromatic according to SS 155120, incl. benzene 38 vol% benzene alone according to EN 238 0.4 vol%;

DVPE according to ASTM D 5191 27.2 kPa;

anti-knock index 0.5 (RON + MON) according to ASTM D 2699-86 and ASTM D 2700-86 91.8

The engine fuel formulation 5-10 was tested as previously described and gave the following results, compared (+) or (-)% with results for engine fuel comprising 80% by volume of reformulated A95 gasoline and 20% by volume Benzine oil:

<table> table see original document page 88 </column> </row> <table>

Similar results are obtained when other oxygen containing additives of the invention replace the oxygen containing additives examples 5-1 to 5-10.

To prepare all 5-1 to 5-10 above fuel formulations of this initially hydrocarbon component (HCC) motor fuel composition, which is a mixture of gasoline and formulated petroleum benzine (PB) was mixed with ethanol, the mixture was then added. the corresponding oxygen-containing additive and C8-C12 hydrocarbons. The engine fuel composition obtained was then allowed to stand before the test between 1 and 24 hours at a temperature of not less than -35 ° C. All of the above formulations were prepared without the use of any mixing devices.

The invention has demonstrated the possibility of adjusting the vapor pressure of ethanol-containing engine fuels for standard spark ignition internal combustion engines based on non-standard gasolines having a low vapor pressure.

Figure 2 shows the behavior of the dry vapor pressure equivalent (DVPE) when mixing the hydrocarbon component (HCC), comprising 80 vol% of reformulated A92 gasoline and 20 vol% petroleum benzine, with the oxygen-containing additive mixture 5 comprising 40 vol% ethanol, 20 vol% 33,5-trimethylcyclohexanone, and 20 vol% naphtha with a boiling temperature of 130 to 170 ° C, and 20 vol% tert-butyl toluene. The graph shows that the use of the additive of this invention provides gasolines containing ethanol whose vapor pressure does not exceed the source hydrocarbon component (HCC) vapor pressure.

Similar behavior of DVPE has been demonstrated when the mixture of the above oxygen containing additive with the hydrocarbon component (HCC) comprising 20% by volume of petroleum benzine (GC) and 80% by volume of reformulated gasoline A95 or A98.

Similar results were obtained when other oxygen containing compounds and C8 -C4 hydrocarbons of this invention were used in the proportion of the invention to formulate the oxygen containing additive, which was then used for the preparation of ethanol containing gasolines.

These gasolines have a vapor pressure equivalent (DVPE) not higher than the hydrocarbon component (HCC) DVPE. At the same time, the anti-knock rate for all ethanol containing gasolines prepared in accordance with this invention was higher than that of the source hydrocarbon component (HCC).

The foregoing description and examples of preferred embodiments of this invention are to be construed as illustrative rather than limiting of the present invention as defined by the claims. As will be readily appreciated, numerous variations and combinations of the above aspects may be used without departing from the present invention as set forth in the claims. It is intended that all such modifications be included within the following claims.

Claims (15)

1. Vapor pressure reduction process of a C3-C12 hydrocarbon-based engine fuel mixture for conventional spark ignition internal combustion engines containing from 0,1 to 20% by volume of ethanol, not more than 0,25% by weight of water according to ASTM D6304, and not more than 7% by weight of oxygen according to ASTM D4815, characterized in that, in addition to a C3-C12 hydrocarbon component (a) and an ethanol component (b) an oxygen-containing component (c) is present in the fuel mixture in an amount of 0.05 to 15% by volume of the total fuel mixture volume; component (c) being selected from at least one of the following types of compounds: alkanol having from 3 to 10 carbon atoms, dialkyl ether having from 6 to 10 carbon atoms, ketone having from 4 to 9 carbon atoms; alkanoic acid alkyl ester having from 5 to 8 carbon atoms hydroxy ketone having from 4 to 6 carbon atoms alkanoic acid ester having from 5 to 8 carbon atoms; oxygen containing heterocyclic compound selected from the following: tetrahydrofurfuryl alcohol tetrahydrofurfuryl acetate, dimethyl tetrahydrofuran, tetramethyl tetrahydrofuran, methyl tetrahydropurane, 4-methyl-4-oxytetrahydropurane, and mixtures thereof; A component (d) selected from at least one C6 -C12 hydrocarbon is present in the mixture in an amount such that the ratio (b): [(c) + (d)] is 1: 200 to 200: 1 by volume. . Process according to Claim 1, characterized in that the oxygen-containing component (c) and component (d) are added to the ethanol component (b), the mixture of which (c), (b) and (d) is subsequently added to the hydrocarbon component (a). Process according to claim 1, characterized in that the ethanol component (b) is added to the hydrocarbon component (a), in which mixture of (b) with (a) the oxygen-containing component (c) and the component (d) is added. Process according to any one of the preceding claims, characterized in that the component (a) of C3 to C12 hydrocarbon is selected from the group consisting of a standard non-reformed degasoline type, an oil refining liquid hydrocarbon, a gas liquid hydrocarbon Naturally, a hydrocarbon-liquid of a gas from a chemical recovery carbonization, a liquid hydrocarbon from the synthesis gas processing, or mixtures thereof, with a standard type of unreformed gasoline being preferred. Process according to any one of the preceding claims, characterized in that the fuel composition obtained has the following characteristics: (i) a density at 15 ° C according to ASTM D 4052 at least 690 kg / m3; (ii) one dry vapor pressure equivalent according to AASTM D 5191 of 20 kPa to 120 kPa (iii) an acid content according to ASTM D 1613 not exceeding 0,1% by weight of HAc; (iv) a pH according to ASTM D 1287 from 5 to 9. (v) an aromatic content according to SS 155120 not greater than 40% by volume, where benzene is present in quantities according to EN 238 not higher (vi) a sulfur content according to ASTM D 5453 not exceeding 50 mg / kg (vii) a gum content according to ASTM D 381 not greater than 2 mg / 100 ml; (viii) distillation properties according to ASTM D86, wherein the initial boiling point is at least 20 ° C; a vaporizable part at 70 ° C is at least 25% by volume; a vaporizable portion at 100 ° C is at least 50% by volume; a part vaporizable at 150 ° C is at least 75% by volume; a part vaporizable at 190 ° C is at least 95% by volume; a final boiling point not greater than 205 ° C and an evaporation residue not greater than 2% by volume; and (ix) an anti-knock index 0.5 (RON + MON) according to ASTM D 2699-86 and ASTM D 2700-86 of at least 80. 6. C3-C12 hydrocarbon-based engine fuel composition for a conventional spark-ignition internal combustion engine, characterized in that it contains from 0,1 to 20% by volume of ethanol, not more than 0,25% by weight of water according toASTM D6304, and not more than 7% by weight oxygen according toASTM D4815, having a reduced vapor pressure, comprising: (a) a C3 -C12 hydrocarbon component, (b) an ethanol of the type for from 0.1% to 20%, suitably from 1% to 20%, preferably from 3 to 15%, and most preferably from 5 to 10% by volume, based on the total volume of engine fuel composition (c) an oxygen-containing component comprising at least one of the following types of compounds: alkanol having from 3 to 10 carbon atoms, dialkyl ether having from 6 to 10 carbon atoms, ketone having from 4 to 9 carbon atoms alkanoic acid alkyl ester having from 5 to 8 carbon atoms; having from 4 to 6 carbon atoms; alkanoic acid ketone ester having from 5 to 8 carbon atoms; oxygen-containing heterocyclic compound selected from the following: tetrahydrofurfuryl alcohol, tetrahydrofurfuryl acetate, dimethyl tetrahydrofuran, tetramethyl tetrahydrofuran, methyl tetrahydrofuran, methyl tetrahydrofuran -4-oxytetrahydropurane, and mixtures thereof; said oxygen containing component (c) being present in an amount of from 0.05% to 15%, suitably from 0.1 to 15%, preferably from 3 to 10%, and most preferably from 5 to 10% by volume, of the volume. (d) at least one C6-C12 hydrocarbon, preferably a C8-Cn hydrocarbon, present in an amount such that the ratio (b): [(c) + (d)] is 1: 200 at 200: 1 by volume. Mixture of fuel-type ethanol (b), an oxygen-containing component (c), and at least one C6 -C12 hydrocarbon (d), which may be used in the process as defined in claim 1, characterized in that the component (b) ethanol is present in an amount of from 0.5 to 99.5%, suitably from 9.5 to 99%, preferably from 20 to 95%, and more preferably from 25 to 92% by volume of the total volume of the mixture; oxygen-containing component (c) is selected from at least one of the following compound types: alkanol having from 3 to 10 carbon atoms, dialkyl ether having from 6 to 10 carbon atoms, ketone having from 4 to 9 carbon atoms alkanoic acid alkyl ester having from 5 to 8 carbon atoms hydroxy ketone having from 4 to 6 carbon atoms alkanoic acid ketone having from 5 to 8 carbon atoms selected oxygen-containing heterocyclic compound from the following: tetrahydrofurfuryl alcohol, tetrahydrofurfuryl acetate, dimethyl ltetrahydrofuran, tetramethylthetrahydrofuran, methyl tetrahydropurane, 4-methyl-4-oxytetrahydropurane, and mixtures thereof; and is present in an amount of from 0.5% to 99.5%, suitably from 0.5 to 90%, preferably from 0.5 to 90%, and more preferably from 3 to 70% by volume of the total volume of the mixture, the component. (d) comprising at least one C6 -C12 hydrocarbon, preferably C8 -Cn hydrocarbon, in an amount present in an amount such that the ratio (b): [(c) + (d)] is 1: 200 to 200: 1 in volume. Mixture according to Claim 7, characterized in that the fuel-type ethanol comprises at least 99.5% by volume of ethanol. Mixture according to Claim 7, characterized in that the component (b) is a mixture of denatured ethanol as supplied to the market comprising about 92% by volume of ethanol, and the remaining part up to 100% of component (b). ) is by-products hydrocarbons. Mixture according to claim 7, characterized in that component (d) is an individual aliphatic unsaturated or unsaturated aliphatic or saturated or unsaturated alicyclic or mixtures thereof and / or a hydrocarbon fraction boiling at 100 to 200 °. C, obtained by distillation of oil, coal bituminous resin, or products produced from synthesis gas processing. Use of the mixture as defined in claim 7, characterized in that it is as a motor fuel in a spark ignition modified internal combustion engine. Use of the mixture as defined in claim 7, characterized in that it is to obtain a gasoline fuel containing components (a) + (b) + (c) + (d) for conventional spark ignition internal combustion engines and to adjust the octane number of such a fuel at a desired level by mixing a corresponding amount of said mixture with a conventional gasolin fuel (a), while maintaining or decreasing the vapor pressure of the fuel composition thus obtained when compared to the vapor pressure level of the gasoline component. (a) alone. Use of gasoline fuel as defined in claim 6, characterized in that it is to reduce fuel consumption as compared to the corresponding gasoline-ethanol mixture comprising components (a) + (b). Use of gasoline fuel as defined in claim 6, characterized in that it is for reducing the content of substances that cause damage to exhaust emissions compared with the corresponding gasoline-ethanol mixture comprising components (a) + (b). Use according to any one of claims 13 and 14, characterized in that the oxygen content of the engine fuel is not greater than 7% by weight, preferably not more than 5% by weight of the total fuel weight. .