MX2008006571A

MX2008006571A - Viesel

Info

Publication number: MX2008006571A
Application number: MXMX/A/2008/006571A
Authority: MX
Inventors: Dion Wetzel Timothy
Original assignee: Tellus Renewables Llc
Priority date: 2005-11-25
Filing date: 2008-05-22
Publication date: 2008-10-03

Abstract

The present invention is a hybrid diesel fuel and method of manufacture. The fuel composes a petroleum dfesef fuel mixed into a bfosynthetic waste or virgin oil and further containing a stabilizer. The hybrid fuel consists essentially of about 10%to 50%of Diesel Number 1, Diesel Number 2, or Farm Diesel petroleum fuels, and up to 90%filtered and polished biosynthetic oil, measured by volume. The biosynthetic oil can contain all levels of common commercial vegetable and animal fats in any ratio. The hybrid fuel also contains up to about 0.17%stabilizer, which further contains cetane boosters, cleaning agents to remove deposits from the fuel system, a lubricant, demulsifiers, and anti-gelling agents. The invention functions as biocide to inhibit bacterial growth. The invention is substantially equivalent to Diesel Number 2 in terms of power and engine speed, but is cleaner burning and considerably less costly.

Description

A HYBRID DIESEL FUEL AND A MANUFACTURING METHOD.

TECHNICAL FIELD The present invention relates generally to the field of motor fuels. More specifically / the present invention relates to a composition of mixed fuel for engines prepared with petroleum diesel fuel to a lesser extent, combined with oils of vegetable or animal waste in its majority, and in addition modified with a mixture of a- chemical stabilizing people. The resultant hybrid fuel is particularly suitable for applications driven by diesel engines; however, it is additionally useful for other applications of fuel loading or heating. The other invention is suitable as an internal mechanical lubricant. The present invention also relates to the mandatory method for producing this hybrid fuel. BACKGROUND OF THE INVENTION Due to the increasingly scarce supplies of hydrocarbon mineral fuels, there is an urgent social and economic need for alternative fuels derived from renewable sources. "Natural" biosynthetic oils, typically those obtained from plant seeds or other plant component materials or plant debris, represent a solution to the problem of fuel supply and have no impact on the availability of petrochemical fossil fuels.

In addition, with respect to global warming, vegetable oil fuels are, in themselves, "carbon-neutral" and, after combustion, do not substantially increase the concentration of greenhouse gas or carbon dioxide in the atmosphere. Vegetable oils are produced, ultimately, photosynthetically using atmospheric carbon dioxide as a carbon source. Therefore, the combustion of these oils essentially recycles the carbon in the environment and does not increase the total carbon load. For practical purposes, it is critical, of course, that vegetable oil fuels be renewable in contrast to petroleum fuels that constitute a limited geological supply. Waste vegetable oil (WVO) is an energy-rich resource obtained in large quantities as a by-product of the food preparation industry that uses vegetable oils as frying agents. One of the common WVO is known, for example, as "yellow fat", YG (for its acronym in English) due to the color it develops after using it as a means of frying. Other spent frying oils or fats, such as bovine sebum derived from bovine fat and lard derived from pork fat, are also potential fuels due to their high energy content. To prevent the accumulation and environmental contamination, WVO, YG, lard and spent tallow require recycling or other use to prevent the accumulation and environmental contamination. An economical, increasingly attractive use of these waste products is as a raw material for fuel. Biodiesel, already in active commerce, is an example of an alternative fuel that uses vegetable oils, including WVO as parity material. Biodiesel is a renewable fuel produced by the transesterification of vegetable oils with a basic catalyst to produce fuel of methyl and ethyl esters of fatty acid. These esters are then separated from the reaction mixture to provide clean, energy-rich diesel fuel materials. Typically, biodiesel fuels are mixed with petroleum-based diesel fuels, such as Diesel Number 1 or Diesel Number 2, to produce hybrid fuels with acceptable yield and storage qualities (the American Society for Testing and Materials, ASTM determines the generic quality standards for diesel fuels for diesel fuels whose standard is ASTM 975). For example, B20 is a diesel biodiesel hybrid fuel produced by mixing in volume of 20% biodiesel with 80% petrochemical diesel. Analogously, B50 biodiesel contains 50% biodiesel by volume. B20 is a highly convenient diesel fuel that, recently, has been marketed more and has a good tetanus index and other favorable characteristics. B20 contains less sulfur than Diesel Number 2 because the biofuel component is essentially free of sulfur and, therefore, B20 and other hybrid biodiesel blends have a cleaner combustion than the same Diesel Number 2. B20 meets the standard ASTM 6751, specifically determined for the quality and performance of biodiesel fuel. However, there are drawbacks in biodiesel fuels. It is recognized that the alcohol components used in the manufacture of biodiesel, especially methanol, are toxic and require special handling. These alcohol components are volatile and highly flammable and can be explosive. The base of the reaction catalyst, often sodium hydroxide, is also a highly corrosive and harmful substance that requires a special container and careful disposal. Finally, glycerol, a relatively non-toxic byproduct of the transesterification reaction, requires storage and disposal.

The present invention is a response to these shortcomings. The primary objective of the invention is to provide a cleaner, more efficient combustion, a more economically profitable fuel for diesel engines and other applications. It is a hybrid fuel mixture of vegetable and animal oils spread in a composition with relatively small amounts of petroleum diesel fuel. Vegetable and animal oils are preferably waste oils. To provide acceptable fuel characteristics, this hybrid fuel is further mixed with a small amount of a mixture composed of chemical modifiers, collectively referred to as "stabilizer". The complete mixture has excellent lubricity properties. The hybrid fuel is less expensive to produce than biodiesel and, its production produces a minimum of unfriendly by-products in the environment. Here we describe the composition and manufacturing method of the new hybrid fuel and lubricant. SUMMARY OF THE INVENTION The objective of the present invention is to provide a hybrid diesel fuel that is obtained, for the most part, from vegetable and animal waste sources and that incorporates a minimum of petrochemical diesel raw material. Another objective of the invention is to provide a fuel that can be used in standard diesel engines, without the need to make modifications to the engines. As such, the fuel must meet ASTM 6751 and ASTM 975, a set of standards that govern the qualities of biofuels for use in diesel engines. Another objective of the invention is to provide a fuel that is less polluting than commercial diesel fuels for use in engines or burners. Another object of the invention is to provide a mechanical lubricant for diesel engines derived substantially from biosynthetic oils of vegetable or animal origin.

Even another objective of the invention is to provide a more environmentally friendly alternative and lower cost than diesel and biodiesel fuels. It has been found that commercial diesel fuel blends in a range of 10% to 50% and 90% of vegetable and animal waste oils mix well and combustion efficiently in diesel engines. When tested, there is no significant loss of engine power or torque, nor abnormal engine wear compared to Diesel Number 2. Due in part to lower sulfur content, hybrid fuel is less polluting than diesel fuels of oil. Field tests show that the hybrid mix works in extreme weather conditions. Diesel fuel functions as a lubricating agent for the moving parts of a diesel engine that come in contact with the fuel. In addition to being a fuel, the invention also co-operates as an improved lubricant, when compared to Diesel Number 2. One of the benefits is that it reduces the piston or time interval in a diesel engine. In 1993, the Federal Law of the United States was amended to require that the sulfur content in diesel fuel be less than 500 ppm (parts per million). An unintended consequence of this change was that the treatments used to remove sulfur impurities also decreased lubricity. This difficulty is solved with the invention. With the invention's ability to act as a lubricant, diesel engines run more quietly, maintain horsepower and increase fuel economy due to reduced frictional loss. For the complete invention, the pre-mix resulting from the simple mixture of commercial diesel fuels and biosynthetic waste oils (pre-mix) also needs to be conditioned with additional components, collectively called "stabilizer". In part, the stabilizer, added in small quantities, allows the mixture of diesel fuel oil and biosynthetic oil reach the same lubricity, discharge and flow rate than commercial diesel fuels. In addition, the stabilizer maintains the tetanus requirement of the fuel, cleans the oil solids from the ports of the injector, lubricates the parts of the diesel engine, de-emulsifies the aqueous contamination, protects against the gelling of the fuel and reduces the sulfur emissions (compared to the petrochemical diesel component of the hybrid fuel). To adjust the availability of vegetable and animal oils, the most recognized commercial waste oils can be used in the hybrid mixture, alone or in any combination. Biosynthetic oils can be fresh, but recycled are preferred. In all cases, the oils should be filtered and polished by the manufacturing method detailed below (see A. Method of preparation of the invention). The petrochemical diesel component can be Diesel Number 1, Diesel Number 2 or Diesel Agropecuario. These petroleum fuels can be used alone or as desired, in any combination. As used herein, the term "vegetable oil" refers to natural oils that are derived from botanical sources. Vegetable oil can be used directly after being harvested (direct vegetable oil, SVO) or after recycling it as WVO (for its acronym in English). The term "animal oil" refers to oils and semi-solid oils derived from animal fats and oils. The term "biosynthetic oil" refers to both vegetable oils and animals in any combination. The term "petroleum" refers to hydrocarbons obtained from mineral or geological sources. The term "fuel" in the present context is used to mean any fuel that can be used in a diesel engine or burner (such as heating a boiler or furnace).

As used herein, the term "diesel fuel" refers to those fuels that are used to enhance compression ignition engines that do not use spark ignition to initiate internal combustion and, additionally, those engines that commonly use diesel fuel for sources of heat. In our context, the term "biodiesel" refers to diesel fuels synthesized from vegetable oil sources by means of which, by transesterification, the natural fatty acid and glycerol esters are replaced by fatty acid esters of low molecular weight alcohols. . Examples of said low molecular weight alcohols are methanol and ethanol. The term "hybrid fuel" is used here to indicate a certain mixture of petroleum, biosynthetic oils or biodiesel fuels suitable for powering a diesel engine. Petroleum diesel fuel is a distillate of crude oil obtained by collecting the bulking fraction at atmospheric pressure in a temperature range of approximately 250 to 250 degrees centigrade. In our context, the terms "Diesel Number 1" or "Diesel Number 2" refer, respectively, to fuels obtained from components with lower and higher boiling point of this fraction. In addition, in our context, the term "agricultural diesel" refers to a petroleum diesel fuel of lower quality that contains higher concentrations of sulfur and is used primarily for agriculture. Agricultural diesel is tax free and is also known as "red diesel" because of the red dye used to distinguish it from other diesel fuels. As used herein, the term "stabilizer" or equivalently, "stabilizer mixture" is a combination of components that further modifies or conditions the hybrid fuel to obtain better storage properties or combustion performance. Examples of these fuel properties are: lubricity, fluidity, pouring, gelling temperature, emission quality, cetanic index, homogeneity, detergent action, microbial development. When specifically indicated, the term "stabilizing mixture" refers to the composition detailed in Table 1, below. The term "pre-mix" refers to a mixture of diesel fuel and biosynthetic fuel obtained during the manufacture of the invention, prior to the addition of the stabilizer. DETAILED DESCRIPTION OF THE INVENTION The present invention is a hybrid fuel composition, which is formed by a minor amount of petrochemical diesel fuel, a larger amount of a biosynthetic oil and a stabilizer. The quantities are expressed as a percentage by volume. The petrochemical diesel fuel component is selected from the group consisting of Diesel Number 1, Diesel Number 2 and Diesel Agropecuary fuels. A component of biosynthetic oil is selected from the group consisting of peanut oil, vegetable shortening, cottonseed oil, rapeseed oil, canola oil, palm oil, waste vegetable oil, tallow, lard and yellow fat. The present invention also includes the mandatory method of manufacture. The biosynthetic oils can be SVO or "virgin", that is, not used for any other purpose, although preferably, they are recycled waste oils; These individual species can be combined and used in any relationship. The skilled artisan will recognize that waste cooking oils may contain any of these individual oil components and others in any combination, as a result of the removal of fat from the foodstuffs during frying.

The complete invention also contains a stabilizing mixture composed of additives to maintain cetane levels at or above the requirements of petroleum diesel fuel, additives to clean solids from the fuel system by detergent action, an additive to maintain the lubrication of diesel engine components designed to be lubricated by diesel fuel, demulsifiers to separate water from hybrid fuel and anti-gelling agents. The entire invention functions, per se, as a biocide to control microbial growth. The hybrid fuel, measured in volume, contains between about 10% and 50% of the petrochemical fuel component, preferably about 10% of the petrochemical fuel component. The hybrid fuel contains between about 90% and about 50% of the biosynthetic oil component, preferably about 90% of the biosynthetic oil component. The hybrid fuel contains between about 0.086% and about 0.17% stabilizer mixture by volume, preferably, about 0.086% stabilizer mixture. The essential components of the stabilizer mix are shown in the Table TABLE 1 In Table 1, "Heavy Aromatic Solvent Naphtha" is a fraction of naphtha that has its boiling point between 60 ° C and 116 ° C (140 ° F and 240 ° F). "Solvent Naphtha Light" is a fraction of naphtha that has its boiling point between 49 ° C and 93 ° C (120 ° F and 200 ° F). "Xylene" is any mixture of 1,2-, 1,3- and 1,4-dimethylbenzenes. "Bogol oil fatty acid", a mixture of fatty acid, is obtained from Bogol oil, a by-product of the manufacture of wood pulp. The fatty acid of Bogol oil with a rosin content of 1-10% is obtained by fractional distillation of Bogol oil. The skilled artisan will recognize that they will naturally be present at small levels, chemical impurities not identified in the materials listed in Table 1, and that the impurities will not significantly affect the function of the mixture. A. PREPARATION METHOD OF THE INVENTION Prefiltrate (on or off site), virgin or waste biosynthetic oil through a 25 micron polyester filter at a temperature between 40.6 ° C to 51.7 ° C (105 ° F and 125 ° F). Analyze the mixture in terms of moisture, insolubles and non-saponifiable material (MIU, for its acronym in English). The content of MIU must be 1.5% or less. Filter once more through an additional 25 micron filter at a temperature between about 40.6 ° C and 48.9 ° C (105 ° F and 120 ° F). Then, within the same temperature range of around 40.6 ° C and 48.9 ° C (105 ° F and 120 ° F), filter immediately through a 10 micron polyester filter. Then filter the mixture through a 5 micron polyester filter. Allow the filtrate to settle for about 3 hours in cone tanks. Remove the sediment from the base of the cone tanks. Add between 10% and 50% (vol / vol) of petroleum diesel and mix at about 43.3 ° C (110 ° F). Let sit without agitation for about 120 minutes. Add stabilizer (0.086 to 0.17% vol / vol) to the mixture and mix at about 37.8 ° C (100 ° F) for 60 minutes. Transfer the mixture to cone tanks, store at room temperature. Allow the mixture to settle for about 2 hours. Remove the sediment from the cone tanks. Filter the mixture through a 5 micron polyester filter inside a collector tank. Transfer the mixture and rotate for about 13 minutes at 2700 rpm, using a centrifuge for liquid separation model CINC. Transfer the completed hybrid fuel to storage tanks.

B. Examples For a favorable example of the useful invention (Composition A), 22.7 liters (6 gallons) of the stabilizer mixture was added to a total of 26,500 liters (7,000 gallons) of a 70% fuel pre-mix. WVO and 30% Diesel Number 2 to obtain a final stabilizer concentration of 0.086%, vol / vol. The size of a typical lot is 26,500 liters (7,000 gallons). The person skilled in the art will recognize that the amount of stabilizer varies according to the viscosity of the filtered oil; The thinner and cleaner the biosynthetic oil is, the less stabilizer is needed. However, the minimum is 3.78 liters per 4,418 liters of pre-mix (0.086% vol / vol), without considering the identity of the biosynthetic oil component. For another example (Composition B), 45.4 liters, 0.17% vol / vol (12 gallons) of the stabilizer mix was added to a total of 26,500 liters (7,000 gallons) of a 70% fuel pre-mix bovine sebum and 30% Diesel number 2. As the pre-mix is more viscous than that formulated with WVO, an additional amount of stabilizer is required. The following additional examples illustrate, on a volume basis, other useful compositions of the invention suitable for different fuel loading applications and environmental conditions. The following examples of compositions are based on a total pre-mix volume of 26,500 liters (7,000 gallons): Composition C, for winter, on or off road handling conditions: (25% WVO + 25% bovine tallow + 45 % Diesel Number 2 + 5% Diesel Number 1) + 45.36 liters (12 gallons) of stabilizing mixture (0.17% vol / vol). Composition D, for or outside road driving conditions: (55% tallow + 45% Diesel Number 2) + 45.36 liters (12 gallons) of stabilizing mixture (0.17% vol / vol).

Composition E, for summer, in or outside road driving conditions: (55% VWO + 45% Diesel Number 2) + 45.36 liters (12 gallons) of stabilizing mixture (0.17% vol / vol). Composition F, in or outside road driving conditions: (70% WVO + 5 30% Diesel Number 2) + 45.36 liters (12 gallons) of stabilizing mixture (0.17% vol / vol). C. Road tests Two identical Ford F-350 diesel trucks were compared with engines, transmissions, direct transmissions, rear gear ratio, age and Q Q identical mileage both in outdoor conditions in summer (August, 2003) and in winter (February, 2003). The tank of a truck with Diesel Number 2 was filled and the other with the fuel of the invention (Composition A). Both trucks were driven with daily workloads in a 1.6-kilometer route en route. At the end of the August test, during which temperature 15 was 32.2 ° C (90 ° F), the truck with Composition A fuel demonstrated an increase in fuel economy of 3.4% with respect to to the truck loaded with Diesel Number 2. The trucks were similarly tested in February with an ambient temperature of 2.2 ° C (36 ° F). Once again, the truck with the Fuel of Composition A, showed an increase in fuel economy of, briefly, 3% with respect to the truck loaded with Diesel Number 2. Both trucks were tested by the Oregon Department of Environmental and Air Quality Control (DEQ, for its acronym in English) (Department of environmental control and air quality of Oregon), in terms of gas emissions of 5 hydrocarbons and sulfur. The fuel truck of Composition A showed a reduction in hydrocarbon emissions of 60 & compared to the truck with diesel fuel. With respect to sulfur oxides, SOx, the truck with diesel fuel emitted 615 parts per million SOx. In contrast, the truck with the fuel of the invention emitted less than 200 parts per million SOx. No loss of power was observed in the vehicle with the fuel of the invention. The truck loaded with Diesel Number 2 had greater difficulty and emitted more gases of combustion during the ignition in cold. The truck with the fuel of Composition A, worked more quietly and had less knocking when idling, indicating better lubricity and combustion characteristics. The engine speed of the truck with the fuel of Composition A did not fluctuate in an obvious way when all the accessories were turned on (for example, air conditioning, radio, lights, horn, etc.), in contrast to the truck loaded with diesel. When both trucks dragged a trailer with a load of 2 tons (1,800 kilos), plus the weight of the trailer itself, when climbing hills or over rugged terrain, the truck loaded with the fuel of Composition A, dragged his trailer with less resistance and accelerated more easily; these facts illustrate improved lubricity and engine power provided by Composition A. While the invention has been related to the above examples, one skilled in the art will recognize that the invention is not limited to the illustrated examples. The present invention can be implemented with modifications and alterations comprised within the spirit and scope of the appended claims. Thus, the description and examples should be considered illustrative rather than restrictive of the present invention.

Claims

CLAIMS 1. A fuel composition for diesel engines characterized in that it comprises: at least one petrochemical fuel; at least one biosynthetic oil; 5 and at least one stabilizing mixture.
2. The fuel composition for diesel engines of claim 1, characterized in that the fuel composition meets the quality standards lg of ASTM 975 and ASTM 6751.
3. The fuel composition for diesel engines of claim 2, characterized in that the Biosynthetic oil is selected from the group consisting of peanut oil, vegetable shortening, cottonseed oil, rapeseed oil, canola oil, palm oil, waste vegetable oil, tallow, lard and yellow fat.
4. The fuel composition of the diesel engines of claim 2, characterized in that the petrochemical fuel is selected from the group consisting of Diesel Number 1, Diesel Number 2 and Agricultural Diesel.
5. The fuel composition APRA diesel engines as claimed in claim 2, characterized in that the petrochemical fuel comprises between 20 about 10% and 50% by volume of said fuel composition.
6. The fuel composition for diesel engines as claimed in claim 2, characterized in that the biosynthetic oil comprises up to 90% by volume of said fuel composition. The fuel composition for diesel engines of claim 2 characterized in that the stabilizing mixture comprises between about 0.086% and about 0.01% (vol /% vol) of the total volume of petrochemical fuel and pre-mix of biosynthetic oil. 8. The fuel composition for diesel engines of claim 2 characterized in that the stabilizing mixture comprises in volume: 1-acetoxyethylene, between about 6% and 8%; Heavy aromatic solvent naphtha, between about 10% and 14%; 5-pentenylsuccinimide, between about 1% and 2%; ethylbenzene, between about 3% and 6%; 2-ethyl hexyl nitrate, between about 29% and 31%; 1,2,4-trimethylbenzene, between about 2% and 4%; 1- (methylethyl) benzene, about 0.1%; xylene, between about 20% and 23%; 2- butoxyethanol, between about 6% and 8%; 2-ethylhexanol, about 0.1%; 1-hydroxy-3,6-dioxaoctane, about 0.4%; Bogol oil fatty acid (TOFA), about 1.0%; and light solvent naphtha, between about 10% and 14%. 9. The fuel composition for engines of claim 2, characterized in that said composition furthermore prevents the loss of power and torque of the diesel engine compared to the Diesel fuel Number 2. 10. The fuel composition for engines of claim 2, characterized because said composition also prevents the abnormal wear of the engines compared to the Number 2 diesel fuel. 11. The fuel composition for (engines of claim 2, characterized in that said composition further reduces the sulfur emissions of the diesel engines compared to the Diesel fuel Number 2. 12. The fuel composition for engines as claimed in claim 2, characterized in that the biosynthetic oil is at least one recycled vegetable oil 13. The motor fuel composition as claimed in claim 2, characterized in that the biosynthetic oil is at least one recycled animal oil. of fuel for internal combustion engines as claimed in claim 2, characterized in that said composition lubricates said engines and their related mobile parts in an equal or better way than the Diesel fuel Number 2. 15. The fuel composition of claim 2, characterized because it comprises: between about 10% and 50% by volume of, at least s, an oil fuel; between about 90% and 50% by volume of at least one biosynthetic oil; and between about 0.086% and 0.017% by volume of a stabilizer mixture configured to allow the fuel composition to achieve the same lubricity, discharge and flow rate as Diesel Fuel Number 2. 16. The fuel composition for diesel engines of claim 15, characterized in that the biosynthetic oil is selected from the group consisting of peanut oil, vegetable shortening, cottonseed oil, rapeseed oil, canola oil, palm oil, waste vegetable oil, tallow, lard and yellow fat. 17. The fuel composition for engines as claimed in claim 15, characterized in that the petrochemical fuel is selected from the group consisting of Diesel Number 1, Diesel Number 2 and Agricultural Diesel. 18. The motor fuel composition as claimed in claim 15, characterized in that the components of the stabilizing mixture are selected from the group consisting of: at least one additive configured to maintain the cetane levels at or above the requirements for petroleum fuels for Diesel fuel Number 2; at least one additive configured to maintain and clean the oil solids from the injectors and fuel systems; at least one additive configured to maintain the lubrication of said internal combustion engines and their parts; at least one additive configured to remove or separate water from said at least one fuel and said fuel composition; and > at least one additive configured to prevent gelling said fuel composition. 19. The stabilizing mixture as claimed in claim 15, characterized in that the stabilizing mixture comprises in volume: 1- acetoxyethylene, between about 6% and 8%; Heavy aromatic solvent naphtha, between about 10% and 14%; 5-pentenylsuccinimide, between about 1% and 2%; ethylbenzene, between about 3% and 6%; 2- ethyl hexylnitrate, between about 29% and 31%; 1,2,4-trimethylbenzene, between about 2% and 4%; 1- (methylethyl) benzene, about 0.1%; xylene, between about 20% and 23%; 2- butoxyethanol, between about 6% and 8%, 2-ethylhexanol, about 0.1%; l-hydroxy-3,6-dioxaoctane, about 0.4%; Bogol oil fatty acid (TOFA), about 1.0%; . and light solvent naphtha, between about 10% and 14%. 20. A method for manufacturing a fuel composition for diesel engines, said composition is characterized in that it comprises at least one petrochemical fuel, at least one biosynthetic oil and at least one stabilizing mixture where the completed fuel composition meets the standards of quality of ASTM 975 and ASTM 6751, which method comprises the following steps: pre-filter the biosynthetic oil through a 25 micron polyester filter at a temperature between 40.6 ° C to 51.7 ° C (105 ° F and 125 ° C) F); analyze the mixture in terms of moisture, insolubles and unsaponifiable material (MIU, for its acronym in English); require that MIU content must be equal to or less than 1.5%; refilter one through a 25 micron filter at a temperature between about 40.6 ° C and 48.9 ° C (105 ° F and 120 ° F); filter once more through a 10 micron polyester filter at the same temperature; refiltrate the mixture through a 5 micron polyester filter; let the filtrate decant for about 3 hours in cone tanks; remove the sediment from the base of the cone tanks; add between 10% and 50% (vol / vol) of petroleum diesel and mix at around 43.3 ° C (110 ° F); let sit without agitation for about 120 minutes; add stabilizer mixture (0.086 to 0.17% vol / vol) to the mixture and mix at about 37.8 ° C (100 ° F) for 60 minutes; transfer the mixture to cone tanks; store at room temperature; let settle the mixture for about 2 hours; remove the sediment from the cone tanks; filter the mixture through a 5 micron polyester filter inside a collector tank; transfer the mixture and rotate for about 13 minutes at 2700 rpm, using a centrifuge for liquid separation model CINC; transfer the completed hybrid fuel to storage tanks.