FR3081879A1 - FUEL COMPOSITION AND METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE - Google Patents

Abstract

The object of the invention relates to a fuel composition which comprises: a) at least one hydrocarbon fraction having: - an initial distillation temperature greater than or equal to 180 ° C, - a final distillation temperature less than or equal to 280 ° C, - a content of aromatic compounds of less than 1% by volume (% v / v), and b) at least one lubricant additive. The object of the invention also relates to the use of the hydrocarbon cut as a fuel for an internal combustion engine, preferably as a fuel for a diesel engine. The object of the invention also relates to a method of operating an internal combustion engine with low polluting and / or toxic exhaust emissions, and / or suitable for use under conditions of extreme temperatures.

Description

FUEL COMPOSITION AND METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE

The invention relates to a fuel composition suitable for use under extreme temperature conditions and making it possible to reduce polluting and / or toxic exhaust emissions during its combustion in an internal combustion engine.

The invention also relates to the use of a hydrocarbon cut as a fuel for an internal combustion engine, preferably as a fuel for a diesel engine.

The invention also relates to a method of operating an internal combustion engine with low polluting and / or toxic exhaust emissions, and / or suitable for use under conditions of extreme temperatures.

PRIOR STATE OF THE ART

It is known that severe climatic conditions deteriorate the properties of fuels, especially when the fuels are used and / or stored at low temperature. In particular, non-road vehicles (in English "off-road") and / or stationary engines, in particular the engines of industrial devices equipped with an internal combustion engine are often used in extreme temperature conditions, for example in an environment where temperatures are extremely low, sometimes below -40 ° C, 45 ° C, or even -50 ° C. Adding additives to the fuel generally overcomes these problems. However, these solutions are expensive and it is more difficult to control the constancy of the performances because of a certain variability in the rate of addivation. Indeed, the additivation method used can vary, in particular from one country to another, which induces variations in performance in terms of cold resistance between the different batches of additivated fuel. There is therefore a need to provide a fuel with good cold resistance while guaranteeing the stability and reliability of the cold resistance performance of the fuel whatever the origin of the batch of fuel used.

Fuels, in particular, fuels for non-road vehicles and / or stationary engines can be stored over a long period of time. The risks of bacterial development are in fact increased. In the event of contamination, the storage tanks must then be emptied and treated, which implies significant maintenance costs. Currently, these problems are solved by adding additives to the fuel, in particular antioxidant additives and / or storage stability additives and / or biocides having an antibacterial action. However, these solutions are expensive and it is more difficult to control the constancy of the performances because of a certain variability in the rate of addivation. There is therefore also a need to provide a fuel which remedies these drawbacks.

In particular, there remains the need to propose a fuel composition:

- suitable for being stored over a long period without its intrinsic qualities being altered,

- not very sensitive to bacterial growth, to avoid heavy and costly maintenance operations,

- which guarantees stability and reliability of performance whatever the origin of the batch of fuel used, and

- which allows a gain in power and / or a reduction in consumption.

It is also known that the combustion of a fuel in an internal combustion engine produces polluting and / or toxic exhaust emissions, for example, emissions of particles, polycyclic aromatic hydrocarbons (PAHs), carbon dioxide. (CO ₂ ) and / or nitrogen oxides (NOx). However, environmental constraints are becoming more and more severe. In addition, polluting and / or toxic exhaust emissions have a negative impact on health safety, especially for applications in confined spaces. There is therefore a need to offer so-called "clean" fuels to reduce these exhaust emissions and thus meet the standards / recommendations imposed by governments such as those of the regulations of the United States Environment Agency ( in English "United States Environmental Protection Agency"), noted US EPA.

Document WO 01/48120 A1 describes a fuel composition for a diesel engine comprising a base fuel as the majority constituent, and a polymeric additive as the minority constituent. US 2012/046506 A1 relates to synthetic fuels, in particular obtained by the Fischer-Tropsch process. The objective of this document is to provide fuel compositions for a diesel engine having improved oxidation stability while being essentially constituted by paraffins. US 2012/138508 A1 relates to the field of synthetic fuels, in particular obtained by the FischerTropsch process. These fuels are mainly made of paraffins and have a low content of aromatic compounds. The fuel compositions taught by US 2012/138508 allow improved inflation of the rubber seals. US 2006/111599 Al belongs to the field of fuels for diesel engines and discloses jet fuels used in aviation. US 2010/154733 Al belongs to the field of diesel fuels and discloses a fuel composition comprising a basic fuel of diesel type, and a fatty acid alkyl ester having a saturation of less than 7%.

None of these documents discloses a fuel composition meeting the characteristics of the invention.

OBJECT OF THE INVENTION

The object of the invention relates to a fuel composition which overcomes the drawbacks of the prior art.

The object of the invention relates in particular to a fuel composition suitable for use under conditions of extreme temperatures, in particular at low temperature, preferably at a temperature less than or equal to -40 ° C., more preferably less than or equal at -45 ° C, and even more preferably less than or equal to -50 ° C.

Other advantages associated with the use of a fuel composition according to the invention are in particular, and independently:

- good storage stability, especially for storage over an extended period,

- low sensitivity to oxidation, and

- low sensitivity to bacterial development.

The fuel composition according to the invention also makes it possible to reduce polluting and / or toxic exhaust emissions, in particular, emissions of particles, polycyclic aromatic hydrocarbons (PAHs), carbon dioxide (CO ₂ ) and / or nitrogen oxides (NOx).

The fuel composition according to the invention makes it possible, in particular, to comply with the US EPA standards in terms of polluting and / or toxic exhaust emissions.

Another object of the invention consists in proposing a fuel composition allowing a gain in power and / or a reduction in fuel consumption by comparison with a reference fuel.

The subject of the invention relates to a fuel composition which comprises:

a) at least one hydrocarbon fraction having:

- an initial distillation temperature greater than or equal to 180 ° C, preferably greater than or equal to 190 ° C,

a final distillation temperature less than or equal to 280 ° C, preferably less than or equal to 270 ° C, more preferably less than or equal to 250 ° C, and

- a content of aromatic compounds, measured according to standard ASTM D1319 less than or equal to 1% by volume (% v / v), and

b) at least one lubricating additive, the initial and final distillation temperatures of the hydrocarbon fraction being measured according to standard ASTM D86.

According to a particular embodiment, the fuel composition further comprises at least one procetane additive.

Advantageously, the hydrocarbon fraction has a pour point, measured according to standard ASTM D97, less than or equal to -40 ° C, preferably less than or equal to -45 ° C, more preferably less than or equal to -50 ° C, even more preferably less than or equal to -70 ° C.

According to one embodiment, the hydrocarbon fraction has a sulfur content, measured according to standard D5453, less than or equal to 10 ppm, preferably less than or equal to 5 ppm, more preferably less than or equal to 2 ppm.

According to a preferred embodiment, the hydrocarbon fraction has a distillation interval, measured according to standard ASTM D86, less than or equal to 100 ° C, preferably less than or equal to 80 ° C, more preferably less than or equal to 60 ° C , even more preferably less than or equal to 50 ° C.

Advantageously, the hydrocarbon fraction has a mass percentage of iso-paraffins greater than or equal to 20%, preferably ranging from 20 to 50%, more preferably ranging from 25 to 32%.

According to one embodiment, the hydrocarbon fraction comprises hydrocarbon compounds whose hydrocarbon chain comprises from 9 to 17 carbon atoms, preferably from 10 to 16 carbon atoms, more preferably from 11 to 14 carbon atoms.

Preferably, according to this embodiment, the hydrocarbon fraction essentially consists of hydrocarbon compounds whose hydrocarbon chain comprises from 9 to 17 carbon atoms, preferably from 10 to 16 carbon atoms, more preferably from 11 to 14 carbon atoms .

According to a preferred embodiment, the fuel composition comprises at least one anti-static additive.

Advantageously, the anti-static additive is chosen from the group consisting of succinimides, alkenylsuccinimides, polyisobutylenes succinimides (PIBSI), polyamines, in particular polyisobutylenes amines (PIBA), polyamides, polysulfonates, quaternary ammoniums having in particular a polyisobutylene chain and, mixtures of polysulfones and amino compounds such as polymeric polyamines.

Advantageously, the procetane additive is chosen from the group consisting of C ₄ -C ₂₀ alkyl nitrates, preferably 2-ethylhexyl nitrate; aryl peroxides -C-C _20, preferably benzyl peroxide and alkyl peroxides C ₄ -C _20, preferably peroxide, ter-butyl.

According to a first embodiment, the lubricant additive is chosen from the group consisting of carboxylic acids having at least one aliphatic hydrocarbon chain in C4-C34, preferably in C ₈ -C ₂₄ , more preferably in Ci ₀ -C ₂₀ , the C ₄ -C ₃₄ hydrocarbon derivatives of mono- and polycyclic carboxylic acids such as C ₁ -C ₂₀ alkylsalicylic acids and their ester or amide derivatives, alone or as a mixture.

Preferably according to this embodiment, the lubricant additive is chosen from the group consisting of fatty acids having a linear hydrocarbon chain, saturated or unsaturated with C4-C34, preferably with C ₈ -C ₂₄ , more preferably with Ci ₀ -C ₂₀ , and their ester or amide derivatives, alone or as a mixture.

Even more preferably, still according to this embodiment, the lubricating additive is chosen from tall oil fatty acids (TOFA) and the ester or amide derivatives of these fatty acids, alone or as a mixture.

According to a second embodiment, the lubricant additive is chosen from esters of carboxylic acids having at least one C ₄ -C ₃₄ , preferably C ₈ -C ₂₄ aliphatic hydrocarbon chain, more preferably Ci ₀ - C ₂₀ , preferably fatty acid esters and oligomer esters such as polyol esters, alone or as a mixture.

Preferably, according to this second embodiment, the lubricating additive is chosen from mono-, di- and tri-glycerides of a fatty acid, alone or as a mixture.

The invention also relates to the use as a fuel in an internal combustion engine, preferably as a fuel for a diesel engine, of a hydrocarbon cut having:

- an initial distillation temperature greater than or equal to 180 ° C, preferably greater than or equal to 190 ° C,

a final distillation temperature less than or equal to 280 ° C, preferably less than or equal to 270 ° C, more preferably less than or equal to 250 ° C, and

- a content of aromatic compounds, measured according to standard ASTM D1319, less than or equal to 1% by volume (% v / v), the initial and final distillation temperatures of the hydrocarbon fraction being measured according to standard ASTM D86.

According to a preferred embodiment, the hydrocarbon cut is used to reduce the polluting and / or toxic exhaust emissions from the internal combustion engine, preferably to reduce at least one of the exhaust emissions chosen from particulate emissions, polycyclic aromatic hydrocarbons (PAHs), carbon dioxide (CO ₂ ) and nitrogen oxides (NOx).

According to a preferred embodiment, the hydrocarbon fraction is used in the form of a fuel composition as defined above.

Preferably, according to this embodiment, the fuel composition further comprises at least one procetane additive as defined above, and optionally at least one anti-static additive as defined above.

Advantageously, the hydrocarbon fraction, optionally additive, in particular in the form of a fuel composition as defined above and in detail below, is used as fuel in an internal combustion engine to reduce, in the exhaust gases of said combustion engine, the rate:

- carbon dioxide (CO ₂ ), measured by NDIR, of at least 1%, more preferably of at least 2%, even more preferably of at least 3% and / or,

- nitrogen oxides (NOx), measured by (CLD), of at least 2%, more preferably of at least 3%, even more preferably of at least 5% and / or,

- of particles, measured according to the US EPA Gravimetric Analysis (PM) procedure, of at least 10%, preferably at least 13%, even more preferably at least 20%,

- of polycyclic aromatic hydrocarbons (PAH), measured according to the EPATO-13A method, of at least 80%.

According to an advantageous embodiment, the use of the hydrocarbon fraction, optionally additive in particular in the form of a fuel composition as defined above and in detail below, as fuel in an internal combustion engine allows :

- increase the power gain of the internal combustion engine, preferably by at least 0.4%, and / or

- reduce the fuel consumption of the internal combustion engine, preferably by at least 0.7%.

Advantageously, the internal combustion engine is a diesel engine.

The internal combustion engine is preferably chosen from the engines of non-road vehicles and stationary engines, in particular the engines of industrial devices.

According to a preferred embodiment, the internal combustion engine is a diesel engine, preferably chosen from the engines of non-road vehicles and / or the stationary engines used or intended to be used in a confined environment, for example on mining sites.

The object of the invention also relates to a method of operating an internal combustion engine with low polluting and / or toxic exhaust emissions, and / or suitable for use under conditions of extreme temperatures, in particular at very low ambient external temperature, preferably less than or equal to -40 ° C, preferably less than or equal to -45 ° C, even more preferably less than or equal to 50 ° C comprising the supply of the internal combustion engine with a hydrocarbon cut such as as defined above and in detail below, optionally in the form of a fuel composition as described above and in detail below, and the combustion of the hydrocarbon fraction or the fuel composition .

According to a preferred development, the engine is a diesel engine, preferably chosen from non-road vehicle engines and stationary engines, in particular engines of industrial devices.

DETAILED DESCRIPTION

In the following description, it is understood that when using:

- the term “between”, we include the limits of the range concerned,

- the unit expressed in ppm, is mass unless otherwise indicated.

The expression “consists essentially of” followed by one or more characteristics, signifies that may be included in the process or the composition of the invention, in addition to the components or steps explicitly listed, components or steps which do not significantly modify the properties and characteristics of the invention.

The invention firstly relates to a fuel composition comprising:

- at least one hydrocarbon fraction, and

- at least one lubricant additive.

The hydrocarbon cut

The hydrocarbon fraction preferably represents at least 90% by mass of the fuel composition, more preferably from 95 to 99.99% by mass of the fuel composition, even more preferably from 98 to 99.99% by mass of the fuel composition. fuel.

The hydrocarbon fraction has an initial distillation temperature, measured according to standard ASTM D86, greater than or equal to 180 ° C, preferably greater than or equal to 190 ° C.

By “initial distillation temperature” is meant in the sense of the invention the lowest temperature at which the constituents of the hydrocarbon fraction evaporate. A hydrocarbon fraction having an initial distillation temperature greater than or equal to T _o does not comprise compounds exhibiting a boiling temperature T <T ₀ .

The hydrocarbon fraction has a final distillation temperature, measured according to standard ASTM D86, less than or equal to 280 ° C, preferably less than or equal to 270 ° C, and even more preferably less than or equal to 250 ° C.

By "final distillation temperature" is meant in the sense of the invention the highest temperature at which the constituents of the hydrocarbon fraction evaporate. A hydrocarbon fraction having a final distillation temperature less than or equal to T _o therefore does not include compounds having a boiling temperature T> T ₀ .

Such hydrocarbon cuts can be obtained in the following manner.

The hydrocarbon cut according to the invention is preferably chosen from hydrocarbon cuts from crude oil and hydrocarbon cuts from synthetic origin.

According to a first preferred variant, the hydrocarbon cut comes from crude oil.

Preferably, according to this first variant, the hydrocarbon fraction comes from the distillation of crude oil, preferably from atmospheric distillation and / or vacuum distillation of crude oil, even more preferably from atmospheric distillation followed by vacuum distillation of crude oil.

Advantageously, still according to this first variant, the hydrocarbon fraction used in the composition of the invention is obtained by a process comprising hydrotreatment, hydrocracking and / or catalytic cracking steps. Typically these stages are carried out in a unit of hydrocracker type of refinery still called DHC for “Distillate HydroCracker” in English - Hydrocracker of Distillates. DHC units allow the implementation of one or more stages of desulfurization and / or demetallation and / or hydrocracking of the distillates from atmospheric distillation and / or vacuum distillation.

The hydrocarbon fraction used in the composition of the invention is preferably obtained by a process comprising, in addition to the steps described above, one or more steps of dearomatization and optionally of desulfurization.

Preferably, the hydrocarbon cut obtained after the distillation and hydrocracking step or steps is chosen from kerosene cuts. The hydrocarbon fraction is preferably a kerosene fraction obtained from atmospheric distillation and / or vacuum distillation of crude oil followed by a process comprising one or more stages of hydrotreatment and / or hydrocracking and / or catalytic cracking , possibly followed by aromatization and / or distillation steps.

Advantageously, the hydrocarbon fraction is a kerosene fraction resulting from the atmospheric distillation and from the vacuum distillation of crude oil followed by a process comprising hydrotreatment and / or hydrocracking and / or catalytic cracking stages, followed by aromatization and distillation steps.

The hydrocarbon cut can also consist of a mixture of hydrocarbon cuts having undergone the steps described above.

According to a second variant, the hydrocarbon cut is chosen from hydrocarbon cuts of synthetic origin. Synthetic hydrocarbon cuts generally result from the transformation of natural gas or synthesis gas from biomass and / or coal.

Preferably, the hydrocarbon fraction is a hydrocarbon fraction resulting from the distillation of crude oil.

Advantageously, the hydrocarbon fraction has a distillation interval, measured according to standard ASTM D86, less than or equal to 100 ° C, preferably less than or equal to 80 ° C, more preferably less than or equal to 60 °, even more preferably less than or equal to 50 ° C.

By “distillation interval” of a hydrocarbon fraction is meant, within the meaning of the invention, the difference between the final distillation temperature and the initial distillation temperature of the hydrocarbon fraction.

The hydrocarbon fraction preferably has a mass percentage of n-paraffin ranging from 0.1 to 40%, more preferably ranging from 8 to 30%, even more preferably ranging from 15 to 25%, relative to the total mass of the hydrocarbon cut.

The hydrocarbon fraction preferably has a mass percentage of iso-paraffins greater than or equal to 20%, preferably ranging from 20 to 50%, more preferably ranging from 20 to 35%, relative to the total mass of the hydrocarbon fraction. .

The hydrocarbon fraction preferably has a mass percentage of naphthenes ranging from 20 to 70%, more preferably ranging from 30 to 65%, even more preferably ranging from 40 to 60%, relative to the total mass of the hydrocarbon fraction.

The mass percentages of n-paraffin, iso-paraffin and naphthenes are measured by two-dimensional gas chromatography (GCxGC).

Advantageously, the hydrocarbon fraction has a pour point, measured according to standard ASTM D97, less than or equal to -40 ° C, preferably less than or equal to -45 ° C, even more preferably less than or equal to -50 ° C , even more preferably less than or equal to -70 ° C.

Advantageously, the hydrocarbon fraction has a sulfur content measured according to standard D5453 less than or equal to 10 ppm, preferably less than or equal to 5 ppm, more preferably less than or equal to 2 ppm.

The hydrocarbon fraction has a content of aromatic compounds, measured according to standard D1319, less than or equal to 1% by volume (% V / V).

According to a preferred embodiment, the hydrocarbon fraction has a content of aromatic compounds, measured according to a UV detection method, less than or equal to 300 ppm by mass, preferably less than or equal to 150 ppm by mass, more preferably less than or equal at 60 ppm by mass, even more preferably less than or equal to 40 ppm by mass.

This UV detection method can advantageously be used in addition to the measurement according to standard D1319, in particular when the content of aromatic compounds is less than 1% by volume (% V / V), value corresponding to the detection limit. according to standard D1319.

The hydrocarbon fraction can also comprise compounds other than the hydrocarbon compounds described above, in particular it can comprise oxygenated compounds.

The hydrocarbon fraction preferably comprises less than 1% by mass of oxygenated compounds, preferably less than 0.1% by mass and even more preferentially less than 0.01% by mass, relative to the total mass of the fraction hydrocarbon.

Advantageously, the hydrocarbon cut is devoid of oxygenated compounds (in English "bio-free").

The hydrocarbon fraction preferably comprises less than 1% by mass of unsaturated hydrocarbon compounds, that is to say having one or more unsaturations, preferably less than 0.1% by mass and even more preferably less than 0.01 % by mass, relative to the total mass of the hydrocarbon fraction.

Advantageously, the hydrocarbon fraction is devoid of unsaturated hydrocarbon compounds, that is to say having one or more unsaturations. This characteristic thus ensures better stability of the fuel composition.

The hydrocarbon cut as defined above is advantageous in that it is not very sensitive to oxidation. The storage stability properties of a fuel composition containing such a hydrocarbon fraction are in fact also improved. The fuel composition can thus be stored over a long period without its intrinsic qualities being altered.

According to a particular embodiment, the hydrocarbon fraction comprises hydrocarbon compounds whose hydrocarbon chain comprises from 9 to 17 carbon atoms, preferably from 10 to 16 carbon atoms, more preferably from 11 to 14 carbon atoms.

Preferably, according to this particular embodiment, the hydrocarbon fraction essentially consists of hydrocarbon compounds whose hydrocarbon chain comprises from 9 to 17 carbon atoms, preferably from 10 to 16 carbon atoms, more preferably from 11 to 14 carbon atoms. carbon.

According to a particular embodiment, a hydrocarbon fraction as described above is obtained by a catalytic hydrogenation process on hydrodearomatization units supplied by petroleum fractions also called "fillers", followed by a distillation step.

The petroleum fractions used to feed the hydrodearomatization units are advantageously distillates having boiling points of between 120 ° C. and 370 ° C., for example a mixture of kerosene, advantageously of low sulfur content, preferably having a content sulfur less than or equal to Oppm. Hydrodearomatization units can be composed of one or more reactors in series operated at high pressure. These reactors have one or more catalytic beds.

The efficiency of the hydrogenation hydrodearomatization unit is dependent on the stability and the performance of the catalysts of the reactors in series. The catalysts generally used in the hydrogenation section are based on nickel or noble metals. Typical hydrogenation catalysts can be either bulk or supported and can include the following metals: nickel, platinum, palladium, rhenium, rhodium, nickel tungstate, nickel-molybdenum, molybdenum, cobalt-molybdenum. The supports can be silica, alumina or silica-alumina or zeolites.

A preferred catalyst is a nickel-based catalyst on an alumina support whose specific surface area varies between 100 and 200 m ² / g of catalyst or a nickel-based mass catalyst.

As the aromatics hydrogenation reaction is very exothermic, the temperature of the hydrogenation reactors can be controlled by diluting the so-called “fresh” charge with a non-reactive diluent. As diluent, it is known to use, for example, part of the hydrogenated feedstock, that is to say the hydrogenated effluent at the outlet of the hydrogenation reactor (s), which is thus returned to the inlet of the first reactor. and mixed with the fresh charge before entering it by recycling (typically 50/50 in% w / w fresh charge / hydrogenated charge). This recycling thus makes it possible to control the exothermicity of the hydrogenation reaction.

The dilution of the feed can also be done by any other diluent inert with respect to the compounds constituting the feed. By "inert" is meant within the meaning of the invention that the diluent is not capable of reacting with the compounds constituting the feedstock of the reactors.

The filler can also optionally be mixed with other types of additives in order to correct the properties, it being understood that the proportion of additives is a minority in the filler plus additives mixture.

The hydrogenated effluent recovered at the outlet from the hydrogenation reactor (s) is then distilled into finished products, including the hydrocarbon fraction described above.

A hydrocarbon fraction as described above can be obtained by a process as described in the document FR3023298 or also according to the document WO2011061575 cited by way of example.

The hydrocarbon cuts, as described above, are in particular marketed by the company TOTAL under the trade name Ketrul®.

Fuel composition

According to a first variant, the fuel composition according to the invention essentially consists of the hydrocarbon fraction described above and of at least one lubricant additive described below.

According to a second variant, the fuel composition according to the invention further comprises one or more additives commonly used in fuels to improve their performance.

It is understood that the fuel composition according to the invention can also comprise compounds other than those defined above, and present in the form of traces. These other compounds are in particular impurities and / or oxygenated compounds and / or unsaturated hydrocarbon compounds. It is also understood that in this case, it is nevertheless a hydrocarbon fraction devoid of oxygenated compounds and / or unsaturated hydrocarbon compounds insofar as their content in the fuel composition according to the invention is very low.

According to a particular embodiment, the fuel composition comprises the hydrocarbon fraction described above, at least one lubricant additive and at least one procetane additive.

Advantageously, the fuel composition comprises at least 1 ppm of the lubricant additive and, preferably, at least 1 ppm of the procetane additive.

According to a particular embodiment, the fuel composition of the invention is obtained by mixing the hydrocarbon fraction described above with at least one lubricant additive, and advantageously at least one procetane additive, described above, according to all known additive process.

The additivation is generally carried out using an additive composition in solution in a solvent, for example an aromatic type solvent such as Solvantar 400 or Solvarex.

Lubricant additive

The additive composition according to the invention can comprise at least one lubricating additive. By “lubricant additive” is understood within the meaning of the invention any compound capable of improving the lubricating power of a fuel composition or of imparting anti-wear effects to it, when it is used in a combustion engine internal. We also speak of an anti-wear additive or a lubricity additive.

The fuel composition according to the invention preferably comprises a lubricant additive content of at least 10 ppm, more preferably of at least 50 ppm, even more preferably ranging from 50 to 1000 ppm, in particular ranging from 10 at 5 OOOppm.

The lubricating additive is preferably chosen from the group consisting of carboxylic acids having at least one aliphatic C ₄ -C ₃₄ , preferably C ₈ -C ₂₄ , more preferably C ₁ -C _20, hydrocarbon chain. ; C ₄ -C ₃₄ hydrocarbon derivatives of mono- and polycyclic carboxylic acids such as C ₁ -C ₂₀ alkylsalicylic acids and their ester or amide derivatives, alone or as a mixture. Such additives are described in the following documents: EP680506, EP860494, EP915944, FR2772783, FR2772784.

More preferably, the lubricant additive is chosen from the group consisting of fatty acids having a linear hydrocarbon chain, saturated or unsaturated with C ₄ -C ₃₄ , preferably with C ₈ -C ₂₄ , more preferably with C ₁ -C 4. ₂₀ , and their ester or amide derivatives, alone or as a mixture.

According to a first variant, the lubricating additive is chosen from tall oil fatty acids (“Tall Oil Fatty Acids” TOFA) and the ester or amide derivatives of these fatty acids, alone or as a mixture. Such additives are described in document WO98 / 04656 cited by way of example and / or incorporated by reference in the present application. TOFA type lubricant additives are, for example, sold by TOTAL under the trade name PC32 or PC30.

According to a second variant, the lubricating additive is obtained from acid oils obtained from the acidification of a neutralization paste obtained by a process for refining a vegetable and / or animal oil. Such additives are described in patent application FR3040709, cited by way of example. The additive thus obtained consists of a mixture of fatty acids, ester compounds and glycerides, in particular triglycerides.

According to a preferred embodiment, the lubricant additive is chosen from additives having a very low acid number, we speak of neutral lubricant additives such as esters or amides.

According to a first variant of this preferred embodiment, the lubricant additive is chosen from esters.

Esters suitable as lubricating additives are chosen from esters of carboxylic acids having at least one aliphatic C ₄ -C ₃₄ hydrocarbon chain, preferably C ₈ -C ₂₄ , more preferably C ₁ -C ₂₀ , preferably fatty acid esters and oligomer esters such as polyol esters, alone or as a mixture

Preferably, according to this first variant, the lubricating additive is chosen from esters derived from fatty acids such as those described above, oligomer esters or functionalized polymers (for example olefin oligomers), for example chosen among the monoesters of alcohols (for example methyl esters), or more advantageously polyol esters such as glycerol esters, alone or as a mixture.

Even more preferably, still according to this first variant, the neutral lubricant additive is chosen from mono-, di- and tri-glycerides of a fatty acid, alone or as a mixture.

Advantageously, the neutral lubricant additive of ester type is chosen from mono- and diglycerides of a fatty acid, alone or as a mixture. Mention may be made, by way of example, of glycerol monooleate.

Neutral lubricant additives of the fatty acid ester type are, for example, sold by Infineum under the trade name R655.

According to a second variant of this embodiment, the neutral lubricant additive is chosen from amides.

Preferably, according to this second variant, the lubricating additive is chosen from fatty acid amides, in which the preferred fatty acids are as described above.

Amide-type neutral lubricant additives are, for example, sold by Afton under the trade name 4848A.

Other suitable lubricant additives are described, for example, in:

- the article by Danping Wei and H.A. Spikes, The lubricant of Diesel fuels, Porter, III (1986) 217-235;

document WO-A-94/17160 which describes ester compounds obtained from carboxylic acid and from alcohol in which the acid has 2 to 50 carbon atoms and the alcohol has one or more carbon atoms, in particular glycerol monooleate and diisodecyl adipate, used as fuel additives for reducing wear in a diesel engine injection system.

Procetane additive

The additive composition according to the invention can also comprise at least one procetane additive.

By “procetane additive” is understood within the meaning of the invention any compound capable of improving the self-ignition of a fuel composition additivated with such a compound when it is used in an internal combustion engine.

The fuel composition preferably comprises a content of procetane additive of at least 10 ppm, more preferably at least 50 ppm, even more preferably ranging from 10 to 5,000 ppm, in particular ranging from 10 to 1,000 ppm.

The additive procetane may be selected from the group consisting of alkyl nitrates, C ₄ -C _20, preferably 2-ethylhexyl nitrate, aryl peroxides -C-C _20, preferably benzyl peroxide and C ₄ -C ₂₀ alkyl peroxides, preferably terbutyl peroxide.

Antistatic additive

According to a particular embodiment, the fuel composition comprises at least one anti-static additive.

By “anti-static additive” is understood within the meaning of the invention any compound capable of modifying the conductivity of a fuel composition to avoid the creation of a static charge capable of leading to the ignition of the vapors of the composition of fuel near a spark. The presence of this additive thus achieves the safety requirements for said fuel composition.

Advantageously, the fuel composition comprises at least 1 ppm of the antistatic additive, preferably at least 10 ppm, preferably at least 50 ppm.

The fuel composition comprises, more preferably, between 10 to 5 OOOppm of anti-static additive, even more preferably from 10 to 1 OOOppm.

The anti-static additive is preferably chosen from the group consisting of succinimides, alkenyl succinimides, polyisobutylene succinimides (PIBSI), polyamines, in particular polyisobutylene amines (PIBA), polyamides, polysulfonates, quaternary ammoniums having in particular a polyisobutylene chain and, mixtures of polysulfones and amino compounds such as polymeric polyamines. These polysulfone and amino compound mixtures are described in particular in document US3917466.

Detergent additive and demulsion additive

According to another particular embodiment, the fuel composition according to the invention also comprises at least one detergent additive and / or at least one demulsion additive.

By “detergent additive” is meant within the meaning of the invention any compound capable of controlling, reducing and / or preventing the formation of deposits in the internal parts of a combustion engine, when a fuel composition additivated with such a compound is used in an internal combustion engine.

Advantageously, the fuel composition comprises at least 1 ppm of detergent additive, preferably at least 10 ppm, preferably at least 50 ppm.

The fuel composition comprises, more preferably, from 5 to 1000 ppm of detergent additive, even more preferably from 5 to 500 ppm.

The detergent additive is preferably chosen from the group consisting of amines, succinimides, alkenyl succinimides, in particular PIBSI, polyalkylamines in particular PIBA, polyalkyl polyamines, polyetheramines, quaternary ammoniums having in particular a polyisobutylene chain and the derivatives triazole.

In particular, the detergent additive is chosen from polyisobutylenes succinimides (PIBSI), preferably having a polyisobutylene chain of average molecular weight by weight varying from 500 to 2000, preferably from 800 to 1500 g.mol ¹ .

PIBSI are generally obtained by reaction of a succinic anhydride substituted by a polyisobutylene chain (PIBSA) and a polyamine, for example a tetraethylene pentamine (ΤΕΡΑ).

Examples of such additives are cited by way of example in the following documents: EP0938535, US2012 / 001011, US4171959, WO2006135881 and W02012 / 004300.

According to a particular embodiment, the detergent additive is also used as an anti-static additive. Thus, the use of the detergent additive as described above avoids adding to the fuel composition an anti-static additive since the detergent additive plays the role of both anti-static agent and detergent agent.

By “demulsion additive” is understood within the meaning of the invention any compound capable of making it possible to separate the fuel from a possible residual water by making it possible to break down any water-in-fuel emulsions and to lead to the settling of the phase aqueous.

The demulsion additive or also called anti-foam additive is preferably chosen from polysiloxanes, oxyalkylated polysiloxanes, alkoxylates of alkylphenol resins, polymerized polyols, esterified phenolic polymers, polyglycols and fatty acid amides derived from vegetable or animal oils. Examples of such additives are cited by way of example and / or incorporated by reference in the following documents: EP861882, EP663000, EP736590.

Advantageously, the demulsion additive is chosen from alkoxylates of alkylphenol resins.

Advantageously, the fuel composition comprises at least 1 ppm of the demulsion additive, preferably at least 10 ppm, preferably at least 50 ppm.

The fuel composition comprises, more preferably, from 10 to 5,000 ppm of demulsifying additive, even more preferably from 10 to 1,000 ppm.

Other additives

The fuel composition can also comprise one or more other additives chosen from tracers, anti-corrosion agents, dispersants, antioxidant agents, biocides, reodorants, friction modifiers, combustion aid agents ( catalytic combustion and soot promoters), cloud point improving agents, pour point, TLF ("Filterability limit temperature") and anti-sedimentation agents.

Among these additives, mention may be made in particular of tracers such as ethyl-2-hexanol.

These other additives are generally added in an amount ranging from 100 to 1000 ppm (each).

uses

The invention also relates to the use as fuel in an internal combustion engine, preferably as a fuel for a diesel engine, of a hydrocarbon cut having:

- an initial distillation temperature greater than or equal to 180 ° C, preferably greater than or equal to 190 ° C,

a final distillation temperature less than or equal to 280 ° C, preferably less than or equal to 270 ° C, more preferably less than or equal to 250 ° C, and

- a content of aromatic compounds, measured according to standard ASTM D1319, less than or equal to 1% by volume (% v / v), the initial and final distillation temperatures of the hydrocarbon fraction being measured according to standard ASTM D86.

The internal combustion engine is preferably a diesel engine.

Advantageously, the internal combustion engine is chosen from the engines of non-road vehicles (in English "off-road"), and / or the stationary engines, in particular the engines of industrial devices.

Non-road vehicles include, in particular, mobile and / or rolling construction equipment.

The engines of industrial devices include in particular the internal combustion engines of stationary equipment such as generator sets.

Advantageously, the hydrocarbon fraction as described above is used as fuel in an engine chosen from the engines of non-road vehicles and the stationary engines used or intended to be used in a confined environment. There is a particularly advantageous application for the engines of non-road vehicles used or intended to be used on mining sites.

According to a preferred embodiment, the hydrocarbon fraction is used in the form of a fuel composition as defined above.

Advantageously, the use of a hydrocarbon cut as defined above, optionally additive and in particular in the form of a fuel composition as defined above, makes it possible to reduce polluting and / or toxic exhaust emissions of the internal combustion engine compared to a reference fuel.

The reference fuel is advantageously a standard diesel fuel. As an example of a standard diesel fuel, mention may be made of a standard diesel complying with the European standard EN590 or a diesel of USA certification (in English "USA certification Diesel fuel"), for example that referenced EPA 1065.703 ULSD.

The measurement of all polluting and / or toxic emissions is carried out with the gross exhaust of the engine without an after-treatment system.

In particular, this use makes it possible to reduce, compared to a reference fuel, at least one of the exhaust emissions chosen from particle emissions, polycyclic aromatic hydrocarbons (PAHs), carbon dioxide (CO ₂ ) and / or nitrogen oxides (NOx).

Engine bench tests can be implemented to determine the nature of the polluting and / or toxic exhaust emissions and their content. As an example, document US7181379 which describes a method and a device making it possible to study the quality of fuels and, in particular, their conformity with regard to exhaust emissions according to the US EPA.

The measurement of all polluting and / or toxic emissions is carried out with the gross exhaust of the engine without an after-treatment system.

It is also possible to carry out tests specific to the internal combustion engine. We then choose a specific engine configured to operate without an exhaust gas after-treatment system, for example without an EGR (“Exhaust Gas Re-circulation” or particle filter (FAP) system, on which to perform emission measurements. polluting and / or toxic and a cycle adapted to said engine is applied, for example the application of a transient cycle for a non-road engine (in English "Non-Road Transient Cycle" NRTC).

This NRTC cycle is a transient driving cycle for non-road (off-road) diesel engines developed by the US EPA. The test is used internationally for the certification of exhaust emissions and the approval of non-road engines. The NRTC test is required by a number of exhaust emission standards for engines for non-road vehicles. The NRTC is performed twice, with a cold and hot start, with a 20-minute soak period between tests. The NRTC cycle can for example be applied to an ISL9 Cummins MY2013 common rail “off road” diesel engine without an exhaust gas aftertreatment system. This configuration allows for example to test the emissions, in particular HAP in accordance with the specifications 1065 of part 40 of the federal code of specifications (in English "Code Federal Regulation", (CFR)).

Polluting and / or toxic exhaust emissions can include PAH emissions. Several methods for detecting and measuring PAH emissions are known to those skilled in the art. The detection and measurement of PAHs can be done in particular according to the EPA TO-13A method recommended for the certification of diesel fuels by the US EPA. This method makes it possible, in particular, to measure the main PAHs present in the exhaust gases of diesel engines as defined in the publication of Lim et al. (Atmospheric Environment, Vol.39, Issue 40, p.7836-7848, Dec.2005) and Nelson (Fuel, Vol. 68, Issue 3, March 1989, p.283-286). The principle of this measurement is based on the use of a quartz filter and an absorbent, for example an Amberlite® XAD-2 resin. Most PAH species emerging from the exhaust of an internal combustion engine with particulate matter on the quartz filter and the other more volatile PAH species are absorbed by the Amberlite® XAD-2 resin in a resin tube positioned in downstream of the quartz filter. PAHs are extracted from the resin and then analyzed by gas chromatography.

According to a particular embodiment, the use of the hydrocarbon fraction as described above, optionally additive and in particular in the form of a fuel composition as defined above, makes it possible, compared to a reference fuel, to reduce the rate of polycyclic aromatic hydrocarbons (PAH) measured according to the EPA TO-13A method or to completely eliminate the PAHs measured according to the EPA TO-13A method, in the exhaust gases, to the gross engine exhaust.

According to a particular embodiment, the PAHs are chosen from the group consisting of naphthalene, phenanthrene, 2-methyl naphthalene, 1-methyl naphthalene, dimethyl naphthalene. This group generally constitutes the most representative species of PAHs in the exhaust gases of diesel engines.

The reduction in PAHs compared to a reference fuel is preferably at least 80%. In particular, the reduction of naphthalene compared to a reference fuel is preferably at least 30%

Polluting and / or toxic exhaust emissions can include particulate emissions. These particulate emissions can be measured according to the standard implementation procedure for gravimetric analysis of particles (in English "Standard

Operating Procedure for Particulate Matter (PM) Gravimetric Analysis ") recommended by the US

EPA and noted “(PM) Gravimetric Analysis” in the following description.

According to a particular embodiment, the use of the hydrocarbon cut as described above optionally additive and in particular in the form of a fuel composition as defined above, makes it possible to reduce, compared to a reference fuel , the level of particles measured according to the procedure (PM) Gravimetric Analysis of the US EPA of at least 10%, preferably at least 15%, even more preferably at least 20%.

Pollutant and / or toxic exhaust emissions can include, for example, CO ₂ and NOx emissions which are measured by any known method, in particular by non-dispersive infrared (NDIR) for CO ₂ and by chemiluminescence for NO _X (CLD).

According to a particular embodiment, the use of the hydrocarbon cut as described above optionally additive and in particular in the form of a fuel composition as defined above, makes it possible to reduce, compared to a reference fuel :

- the level of carbon dioxide (CO ₂ ) measured by NDIR of at least 1%, more preferably at least 2%, even more preferably at least 3%.

- the rate of nitrogen oxides (NOx) measured by (CLD) of at least 2%, more preferably at least 3%, even more preferably at least 5%.

It being understood that the polluting and / or toxic emission values are obtained at the gross exhaust of the engine without post-treatment system by application of a NRTC cycle on an ISL9 Cummins MY2013 engine, Diesel common rail "off road" from 8.9 liters Diesel, turbocharged with a power of 350 HP at a speed of 2000 rpm.

The present invention also relates to a method of operating an internal combustion engine with low polluting and / or toxic exhaust emissions, and / or suitable for use in conditions of extreme temperatures, in particular at very low ambient external temperature. .

The operating method comprises supplying the internal combustion engine with a hydrocarbon fraction as described above, optionally additive and in particular in the form of a fuel composition as defined above, and combustion of the composition fuel in said engine.

According to a particular embodiment, the internal combustion engine is a diesel engine, preferably chosen from internal combustion engines for non-road vehicles and stationary engines, in particular the engines of industrial devices.

The method of the invention allows operation when the engine is used under extreme temperature conditions, especially when the ambient outside temperature reaches temperatures less than or equal to -40 ° C, preferably less than or equal to -45 ° C, again more preferably less than or equal to -50 ° C.

Advantageously, the combustion of the hydrocarbon fraction according to the invention, optionally additive and in particular in the form of a fuel composition as defined above, makes it possible to reduce the polluting and / or toxic emissions in the gross exhaust of the engine. , compared to a reference fuel.

Advantageously, the method makes it possible to reduce carbon dioxide (CO ₂ ), measured by NDIR according to the NRTC cycle and the conditions described above, by at least 1% by mass, more preferably by at least 2% by mass. , even more preferably at least 3% by mass.

Advantageously, the method makes it possible to reduce the nitrogen oxides (NOx) measured by (CLD) according to the NRTC cycle and the conditions described above by at least 2% by mass, more preferably by at least 3% by mass. , even more preferably at least 5% by mass.

EXAMPLE

The characteristics of a hydrocarbon cut denoted Ci are listed in Table 1 below:

Table 1

properties units Method This Density at 15 ° C kg / L ASTM D4052 0.8067 Viscosity at 40 ° C mm ² / s EN ISO 3104 1.80 Flow point ° C ASTM D97 <-50 Aniline point ° C ISO 2977 75 Flash point ° C ASTM D93 90.0 Aromatic content LV% ASTM D1319 <1 Aromatic content * ppm UV 27 Benzene content ppm ASTM D6229 <1 Sulfur content ppm ASTM D5453 <2 Initial boiling point ° C ASTM D86 203.7 Final boiling point ° C ASTM D86 243.6 Carbon distribution % m / m GCFID- ASTMD 2887 C11-C14 % n-paraffins % by mass GCxGC 22.02 % iso-paraffins % by mass GCxGC 30.87 % naphthenes % by mass GCxGC 47.12 * The measurement of the aromatic rate c years the hydrocarbon cut is at the limit of c election according to the

ASTM D1319 standard. A UV analysis makes it possible to obtain more precise values of the aromatics rate in ppm by mass.

A composition of additives used to additivate the cut Ci is described in Table 2 below.

Table 2 - characteristics of the additive composition

Additive Name Provider Active ingredient rate (%) Chemical nature Lubricant additive R655 / Infineum 3.5 TOFA ester Lubricant additive PC32 / TOTAL 12.1 TO FA ** Detergent additive 19,15 PIBSI Procetane additive RV100 / TOTAL 57.1 2-ethylhexyl nitrate Demulsion additive EP505B / ER- SPECIALTIES 0.95 Oxyalkylated alkylphenol resin Tracer ALDRICH 2.1 2-Ethyl hexanol Solvent Solvarex 10 5.1

** PIBSI obtained by reaction of ΤΕΡΑ and PIBSA (GDP molecular weight of 1000g.mol ¹ )

A fuel composition denoted CARB1 according to the present invention is obtained by additivation of the hydrocarbon fraction Ci with the additive composition described above at a rate of 1450 ppm v / v, ie 1700 mg / kg.

The characteristics of the CARBi fuel composition and the certification diesel

USA referenced EPA 1065.703 ULSD, noted CARB ₀ are listed in table 3 below.

Table 3 Value Unit Standard CARBO CARBi CARBO CARBi CARBo CARBi Density at 15 ° C .8466 .8269 (Spec Grav) kg / L ASTM D4052 Viscosity at 40 ° C 2.4 1,731 cSt mm ² / s ASTM D 45 Initial boiling point 175.6 201.9 ° C ASTM D86 Final boiling point 343.3 234.1 Total Aromatics 29.8 2 * LV% ppm ASTM D1319 UV Cetane number 45 48 - - ASTM D613 Flash point 65 78.9 ° C ° C ASTM D93

Sulfur content 10 <1 ppm mg / kg ASTM D 5453 Pour point -30 <-74.4 ° C ° C ASTM D97 Cloudy point -27.8 <-73.3 ° C ° C ASTM D2500 Conductivity at 20 ° C - 155 - pS / m - ASTM D2624

* The measurement of the aromatic content in the hydrocarbon fraction is at the detection limit according to standard ASTM D1319. A UV analysis makes it possible to obtain more precise values of the aromatics rate in ppm by mass.

CARBq and CARBi pollutant and / or toxic emission measurements (Tables 4 to 12)

- ISL9 Cummins MY2013 Diesel common rail “off road” of 8.9 liters Diesel, turbocharged with a power of 350 hp at an engine speed of 20001r / min, devoid of exhaust gas aftertreatment system (neither EGR , nor FAP)

- Cycle executed twice, with a cold and hot start, with an impregnation period of 20 minutes between the tests.

- Measurement of emissions obtained from the engine's gross exhaust without aftertreatment system

PAH emission according to the EPATO-13A method

Particle emissions by the Gravimetric Analysis (PM) method

CO ₂ emissions by the NDIR method

NOx emissions by the CLD method

- Cold NRTC results

CARBq CARBi - Table 4 average Margin of error* average Margin of error* Difference % Work cycle 34.17 0.04 34.14 0.01 -0.1% CO2 (g / kWh) 741.3 0.88 718.2 11.22 -3.1% NOx (g / kWh) 8.328 0.0901 7,805 .0878 -6.3% PM (g / kWh) .0340 0.0021 0.0293 0.0060 -13.7% Total PAH (g / kWh) 0.00047 0.00060 0.00002 0.00003 -96.7% Naphthalene (g / kWh) 0.00006 0.00011 0.00002 0.00003 -75.4% Phenanthrene (g / kWh) 0.00004 0.00001 0.00000 0.00000 -100% 2-Methyl Naphthalene (g / kWh) 0.00009 0.00014 0.00000 0.00000 -100% 1-Methyl Naphthalene (g / kWh) 0.00006 0.00008 0.00000 0.00000 -100% Dimethyl Naphthalene (g / kWh) 0.00022 0.00026 0.00000 0.00000 -100%

* average over 3 test points ** Student's t law with a 95% confidence level.

- Hot NRTC results

CARBO CARBi - Table 5 average Margin of error* average Margin of error* Difference % Work cycle 34.18 0.05 34.12 0.08 -0.2% CO2 (g / kWh) 728.7 2.41 706.7 8.74 -3.0% NOx (g / kWh) 8.707 0.0289 8,192 0.0481 -5.9% PM (g / kWh) 0.0241 0.0002 0.0188 0.0006 -21.9% Total PAH (g / kWh) 0.00072 0.00121 0.00001 0.00003 -99.2% Naphthalene (g / kWh) 0.00008 0.00014 0.00001 0.00003 -92.4% Phenanthrene (g / kWh) 0.00004 0.00000 0.00000 0.00000 -100% 2-Methyl Naphthalene (g / kWh) 0.00016 0.00028 0.00000 0.00000 -100% 1-Methyl Naphthalene (g / kWh) 0.00009 0.00018 0.00000 0.00000 -100% Dimethyl Naphthalene (g / kWh) 0.00036 0.00062 0.00000 0.00000 -100%

* average over 3 test points ** Student's t law with a 95% confidence level.

- NRTC full load results at a speed of 2000 rpm

CARBO CARBi - Table 6 average Margin of error* average Margin of error* Difference % Power (kW) 259.25 0.09 260.33 0.06 + 0.4% Fuel (g / h) 55131.5 62.01 54517.0 122.01 -1.1% CO2 (g / kWh) 179,023.6 529.08 174,264.3 1344.45 -2.7% NOx (g / kWh) 2522.081 6.6840 2383.176 18.0357 -5.5% PM (g / kWh) 1.9347 .2231 1.6802 .1451 -13.2% Total PAH (g / kWh) 0.13934 0.23115 0.01413 0.01288 -89.9% Naphthalene (g / kWh) 0.03419 0.06066 0.01413 0.01288 -58.7% Phenanthrene (g / kWh) 0.00892 0.00462 0.00000 0.00000 -100% 2-Methyl Naphthalene (g / kWh) 0.03323 0.05901 0.00000 0.00000 -100% 1-Methyl Naphthalene (g / kWh) 0.02149 0.04630 0.00000 0.00000 -100% Dimethyl Naphthalene (g / kWh) 0.04151 0.07060 0.00000 0.00000 -100%

* average over 3 test points ** Student's t law with a 95% confidence level.

- NRTC results at 2000 rpm and 75% load

CARBO CARBi - Table 7 average Margin of error* average Margin of error* Difference % Power (kW) 194.44 0.02 195,26 0.01 + 0.4% Fuel (g / h) 42580.5 117.27 41962.8 33,15 -1.5% CO2 (g / kWh) 135,276.2 689.93 131,416.8 1116.52 -2.9% NOx (g / kWh) 1809.553 16.5634 1748.813 11.8996 -3.4% PM (g / kWh) 3.3541 0.0937 2.8234 .2206 -15.8% Total PAH (g / kWh) 0.09265 0.09093 0.00248 0.01067 -97.3% Naphthalene (g / kWh) 0.01099 0.00990 0.00248 0.01067 -77.4% Phenanthrene (g / kWh) 0.00344 0.01481 0.00000 0.00000 -100% 2-Methyl Naphthalene (g / kWh) 0.01705 0.01426 0.00000 0.00000 -100% 1-Methyl Naphthalene (g / kWh) 0.0155 0.01596 0.00000 0.00000 -100% Dimethyl Naphthalene (g / kWh) 0.04567 0.04920 0.00000 0.00000 -100%

* average over 3 test points ** Student's t law with a 95% confidence level.

- NRTC results at a speed of 2000 rpm and 50% load

CARBO CARBi - Table 8 average Margin of error* average Margin of error* Difference % Power (kW) 129.65 0.03 130.15 0.02 + 0.4% Fuel (g / h) 29535.1 90.16 29208.0 12.70 -1.1% CO2 (g / kWh) 92636.6 292.45 90079.8 735.00 -2.8% NOx (g / kWh) 1265.517 20.4588 1199.644 9.8652 -5.2% PM (g / kWh) 3.4989 .3303 2.9916 .5392 -14.5% Total PAH (g / kWh) 0.05809 0.11487 0.00000 0.00000 -100% Naphthalene (g / kWh) 0.00642 0.01580 0.00000 0.00000 -100% Phenanthrene (g / kWh) 0.00623 0.01447 0.00000 0.00000 -100% 2-Methyl Naphthalene (g / kWh) 0.00973 0.02311 0.00000 0.00000 -100% 1-Methyl Naphthalene (g / kWh) 0.00808 0.01825 0.00000 0.00000 -100% Dimethyl Naphthalene (g / kWh) 0.02763 0.04341 0.00000 0.00000 -100%

* average over 3 test points ** Student's t law with a 95% confidence level.

- NRTC results at a speed of 2000 rpm and 10% load

CARBO CARBi - Table 9 average Margin of error* average Margin of error* Difference % Power (kW) 25.93 0.02 26,03 0.01 + 0.4% Fuel (g / h) 10895.7 100.25 10756.0 10.66 -1.3% CO2 (g / kWh) 34086.4 408.38 33258.6 269.54 -2.4% NOx (g / kWh) 211.315 3.2229 201.133 10.6137 -4.8% PM (g / kWh) 3.9143 .3841 2.7482 .4564 -29.8% Total PAH (g / kWh) 0.10604 0.10780 0.00920 0.00347 -91.3% Naphthalene (g / kWh) 0.01493 0.01593 0.00920 0.00347 -38.4% Phenanthrene (g / kWh) 0.00936 0.00304 0.00000 0.00000 -100% 2-Methyl Naphthalene (g / kWh) 0.02069 0.02578 0.00000 0.00000 -100% 1-Methyl Naphthalene (g / kWh) 0.01310 0.01677 0.00000 0.00000 -100% Dimethyl Naphthalene (g / kWh) 0.04797 0.05028 0.00000 0.00000 -100%

* average over 3 test points ** Student's t law with a 95% confidence level.

- NRTC full load results at 1500 rpm

CARBO CARBi - Table 10 average Margin of error* average Margin of error* Difference % Power (kW) 251.62 0.02 253.51 0.02 + 0.8% Fuel (g / h) 51679.3 57.96 51324.6 106.19 -0.7% CO2 (g / kWh) 166,101.6 567.93 162,488.0 815.71 -2.2% NOx (g / kWh) 2315.525 11.4088 2201.933 28.2922 -4.9% PM (g / kWh) 1.5026 .2297 1.2490 0.1079 -16.9% Total PAH (g / kWh) 0.08227 0.05986 0.00940 0.00355 -88.6% Naphthalene (g / kWh) 0.02049 0.01696 0.00940 0.00355 -54.1% Phenanthrene (g / kWh) 0.00876 0.00590 0.00000 0.00000 -100% 2-Methyl Naphthalene (g / kWh) 0.01739 0.01107 0.00000 0.00000 -100% 1-Methyl Naphthalene (g / kWh) 0.01403 0.01289 0.00000 0.00000 -100% Dimethyl Naphthalene (g / kWh) 0.02161 0.01342 0.00000 0.00000 -100%

* average over 3 test points ** Student's t law with a 95% confidence level.

- NRTC results at 1500 rpm and 75% load

CARBO CARBi - Table 11 average Margin of error* average Margin of error* Difference % Power (kW) 188.71 0.02 190.13 0.03 + 0.8% Fuel (g / h) 38967.5 15,51 38607.6 30.52 -0.9% CO2 (g / kWh) 123,156.9 112.32 119,993.3 1154.48 -2.6% NOx (g / kWh) 2059.845 31.3503 1959.560 4.1179 -4.9% PM (g / kWh) 1.3850 0.1574 1.2045 .1472 -13.0% Total PAH (g / kWh) 0.0644 0.10331 0.00226 0.00974 -96.5% Naphthalene (g / kWh) 0.00584 0.01316 0.00226 0.00974 -61.2% Phenanthrene (g / kWh) 0.00216 0.00929 0.00000 0.00000 -100% 2-Methyl Naphthalene (g / kWh) 0.01397 0.01776 0.00000 0.00000 -100% 1-Methyl Naphthalene (g / kWh) 0.00872 0.01875 0.00000 0.00000 -100% Dimethyl Naphthalene (g / kWh) 0.03372 0.05152 0.00000 0.00000 -100%

* average over 3 test points ** Student's t law with a 95% confidence level.

- NRTC results at 1500 rpm and 50% load

CARBO CARBi - Table 12 average Margin of error* average Margin of error* Difference % Power (kW) 125.81 0.02 126.76 0.01 + 0.8% Fuel (g / h) 26747.0 25.31 26485.7 132.75 -1.0% CO2 (g / kWh) 84083.2 145.11 81828.5 403.41 -2.7% NOx (g / kWh) 1178.871 15.8818 1108.082 34.1908 -6.0% PM (g / kWh) .8931 .3661 .7342 1.0164 -17.8% Total PAH (g / kWh) 0.03265 0.02236 0.00257 0.01106 -92.1% Naphthalene (g / kWh) 0.00549 0.01192 0.00257 0.01106 -53.1% Phenanthrene (g / kWh) 0.00000 0.00000 0.00000 0.00000 -100% 2-Methyl Naphthalene (g / kWh) 0.00767 0.00120 0.00000 0.00000 -100% 1-Methyl Naphthalene (g / kWh) 0.00229 0.00987 0.00000 0.00000 -100% Dimethyl Naphthalene (g / kWh) 0.01720 0.00513 0.00000 0.00000 -100%

* average over 3 test points ** Student's t law with a 95% confidence level.

The fuel composition according to the invention advantageously allows the total elimination of PAHs in the exhaust gases, on gross engine exhaust, in particular PAHs chosen from the group consisting of phenanthrene, 2-methyl naphthalene, 1-methyl naphthalene, dimethyl naphthalene.

Advantageously, the fuel composition allows the total elimination of naphthalene in the exhaust gases, on the gross exhaust from the engine.

In addition, the fuel composition allows a gain in power compared to a reference fuel as described above, preferably greater than or equal to 0.4%.

In addition, the fuel composition allows a reduction in consumption compared to a reference fuel as described above, preferably greater than or equal to 0.7%.

It is understood that the emission measurements, the gain in power and the drop in consumption can be measured according to the NRTC cycle and the conditions described in the example above.

The fuel composition has remarkable properties, such as good cold properties.

The fuel composition according to the invention is remarkable in that it has:

- a very low pour point measured according to ASTM D97, in particular less than or equal to -40 ° C, more particularly less than or equal to -45 ° C or even less than or equal to 50 ° C, even more preferably less at -70 ° C.

- low sensitivity to bacterial development. The bacterial development in the fuel composition storage tanks results in heavy and costly regular maintenance operations to clean the tanks and replace the fuel polluted by bacteria.

- a very low aromatic content, in particular less than 1% v / v according to standard D1319.

The fuel composition according to the invention makes it possible to obtain a better reliability of the cold resistance properties compared to the fuel compositions of the prior art exclusively using additivation to achieve performance in terms of cold resistance. Additivation has the disadvantage of offering less control over the constancy of performance of batches of fuel additivated due to a certain variability in the rate of additivation.

Thus, the fuel composition according to the invention guarantees stability and reliability of performance.

The fuel composition according to the invention also makes it possible to reduce polluting and / or toxic exhaust emissions during the combustion of said composition in an internal combustion engine.

In particular, the fuel composition according to the invention makes it possible to reduce in the exhaust gases: the emissions of PAHs, of particles, of CO ₂ and of NOx, compared with those of a reference fuel, in particular of '' standard diesel. This composition thus makes it possible to comply with environmental standards on the polluting and / or toxic exhaust rates authorized. Controlling the level of PAHs, CO _{2 /} NOx and the rate of particles in the exhaust gas of internal combustion engines is an important issue, in particular for health reasons and makes it possible to comply with environmental standards.

These remarkable properties make it possible to use this fuel composition as fuel for internal combustion engines, preferably diesel engines. Because of these properties, this fuel composition is of particular interest for non-road vehicles and the engines of industrial devices, preferably used or intended to be used in confined environments, in particular on mining sites.

Claims (14)

1. Fuel composition which includes: a) at least one hydrocarbon fraction having: - an initial distillation temperature greater than or equal to 180 ° C, preferably greater than or equal to 190 ° C, - a final distillation temperature less than or equal to 280 ° C, preferably less than or equal to 270 ° C, more preferably less than or equal to 250 ° C, - a content of aromatic compounds, measured according to standard ASTM D1319, of less than 1% by volume (% v / v), and b) at least one lubricating additive, the initial and final distillation temperatures of the hydrocarbon fraction being measured according to standard ASTM D86. 2. Fuel composition according to claim 1, comprising at least one procetane additive. 3. Fuel composition according to one of claims 1 and 2, wherein the hydrocarbon fraction has a pour point measured according to standard ASTM D97, less than or equal to -40 ° C, preferably less than or equal to -45 ° C, even more preferably less than or equal to -50 ° C, even more preferably less than or equal to -70 ° C. 4. Fuel composition according to any one of claims 1 to 3, in which the hydrocarbon fraction has a sulfur content, measured according to standard D5453, less than or equal to 10 ppm, preferably less than 5 ppm, more preferably less or equal to 2 ppm. 5. Fuel composition according to any one of claims 1 to 4, in which the hydrocarbon fraction has a distillation interval, measured according to standard ASTM D86, less than or equal to 100 ° C, preferably less than or equal to 80 ° , more preferably less than or equal to 60 ° C., even more preferably less than or equal to 50 ° C. 6. Composition according to any one of claims 1 to 5, in which the hydrocarbon fraction has a mass percentage of iso-paraffins greater than or equal to 20%, preferably ranging from 20 to 50%, more preferably ranging from 25 to 32 %. 7. Composition according to any one of claims 1 to 6, in which the hydrocarbon fraction comprises hydrocarbon compounds whose hydrocarbon chain comprises from 9 to 17 carbon atoms, preferably from 10 to 16 carbon atoms, more preferably from 11 to 14 carbon atoms. 8. Fuel composition according to any one of claims 1 to 7, comprising at least one anti-static additive. 9. Use of a composition comprising: a) at least one hydrocarbon fraction which has: - an initial distillation temperature greater than or equal to 180 ° C, preferably greater than or equal to 190 ° C, - a final distillation temperature less than or equal to 280 ° C, preferably less than or equal to 270 ° C, more preferably less than or equal to 250 ° C, - a content of aromatic compounds, measured according to standard ASTM D1319 less than 1% by volume (% v / v), and b) at least one lubricant additive, the initial and final distillation temperatures of the hydrocarbon fraction being measured according to standard ASTM D86, as fuel for an internal combustion engine, preferably as fuel for diesel engines. 10. Use according to claim 9, for reducing polluting and / or toxic exhaust emissions from the internal combustion engine compared to a reference fuel, preferably for reducing at least one of the exhaust emissions chosen from the particles, polycyclic aromatic hydrocarbons (PAHs), carbon dioxide (CO ₂ ) and nitrogen oxides (NOx). 11. Use according to claim 9, for increasing the power gain, compared to a reference fuel, by at least 0.4%. 12. Use according to claim 9, for reducing consumption, compared to a reference fuel, by at least 0.7%. 13. Use according to any one of claims 9 to 12, in which the internal combustion engine is a diesel engine. 10 14. Use according to any one of claims 9 to 13, in which the internal combustion engine is an engine chosen from engines of non-road vehicles and stationary engines, in particular engines of industrial devices.