MXPA01005151A - - Google Patents

Description

COMPOSITION OF DIESEL FUEL BACKGROUND OF THE INVENTION Field of the invention The invention relates to a diesel fuel composition for use in internal combustion engines.

Brief Description of Related Technology Conventional diesel fuels are used throughout the United States and the world in internal combustion engines to motorize a wide variety of vehicles such as, for example, farm equipment, passenger cars, buses, trucks and construction team. There are generally two conventional diesel fuels used in these types of vehicles, ie No. 1 diesel fuel and No. 2 diesel fuel. However, diesel fuels are disadvantaged by both consumers and regulators due to high engine noise. and harmful emissions (smoke) caused by fuel combustion, and hard start in cold weather conditions. According to the above, gasoline has gained widespread use and to date dominates the market for fuels used in combustion engines. Diesel combustion engines, however, provide significant advantages over engines that use gasoline fuels, including improved energy efficiencies. Diesel fuels contain higher energy than gasoline with a typical No. 2 diesel gallon that contains more than 140,000 Btus compared to 1 1 5,000 Btus in a gallon of gasoline. Hybrid diesel fuel formulations have been developed to address various problems associated with diesel fuels and their combustion. For example, for purposes of economy, combustion characteristics and availability, ethanol has been used in hybrid diesel fuel formulations. Although anhydrous ethanol and diesel fuel are miscible at room temperature, the trace amounts of water in the mixture can cause phase separation when the ethanol is mixed with the diesel fuel. In addition, as the temperature drops, the tolerance of the fuel to drink water decreases. The water present in the diesel fuel undesirably separates from the fuel to form an immiscible layer. This addition of water is undesirable as it leads to erratic combustion, poor combustion emissions, and could wear components of the diesel supply system, storage, and combustion engine. To address the water pollution problem, the conventional diesel fuel industry typically adds de-emulsifying agents that repel water in a separate layer during storage. However, it provides little or no protection against water exposure during fuel use. Therefore, the techniques based on integrating water into diesel fuel in a fuel-repelling link promises better combustion and performance characteristics. Hybrid diesel fuel microemulsions and emulsions have been developed to improve the water tolerance of diesel fuels. Such microemulsions and emulsions include, for example, a mixture of diesel fuel, water, an alcohol, and a combination of surface active agents made from a variety of salts of long chain fatty acids. See, for example, U.S. Patent No. 4,083,698, U. U. Patent. No. 4,451,265 discloses a microemulsion containing diesel combustion, water, hydro-miscible alcohols, and surfactant system using N, N-dimethylethanolamine and a long chain fatty acid substance. A major disadvantage of the microemulsion and emulsion fuel formulations, however, is the lack of stability (i.e., time and temperature stability) under the type of conditions with which the formulations can be expected to be found. In general, microemulsions have a tendency to de-emulsify under increased pressures, such as that experienced in diesel compression-ignition engines. Microemulsions also have the tendency to de-emulsify at high and low temperatures. Efforts to stabilize microemulsions over a temperature range of -20 ° C to + 70 ° C are taught by the US Patent. No. 4, 744,796. Without considering these advances, however, emulsions and microemulsions have physical properties that limit their use in non-modified combustion engines. Additionally, hybrid diesel fuel formulations require energy-intensive and time-intensive preparation procedure (s). Because it is very difficult to homogenize a mixture of a low molecular weight alcohol, such as ethanol, and higher molecular weight hydrocarbons, such as diesel fuel, most of the microemulsion and emulsion fuels require expensive mixing operations that They use an emulsifying agent. For example, such emulsions are typically prepared by vigorous mixing, recirculation, and heating (e.g., at a temperature of about 50 ° C or more, for example about 72 ° C) for about 20 minutes to provide a homogenized, usually opaque emulsion. in transparency. This intensive energy process results in a significant economic penalty that results in a product with little or no commercial availability. Accordingly, it would be desirable to provide a transparent, stable diesel fuel composition of time and temperature for use in combustion engines, and preferably unmodified combustion engines, which more closely emulates the physical properties of conventional diesel fuel, employs even less of the current base diesel fuel. Additionally, it would be desirable to provide a diesel fuel formulation that can accommodate water contamination. In addition, it would be desirable to provide a fuel composition that has improved emissions compared to a base diesel fuel (either No. 1 diesel fuel or No. 2 diesel fuel). Still, it would be desirable to provide a fuel composition that can be easily prepared without the need for energy intensive mixing procedures.

BRIEF DESCRIPTION OF THE INVENTION The invention is directed to a solubilized fuel composition. The components of the fuel solution include a diesel fuel, ethane, a stabilizing additive and, optionally, an alkyl ester of a fatty acid and / or a co-solvent. The stabilizing additive is either a mixture, a polymeric material, or a combination of the mixture and the polymeric material, depending on a variety of factors including the diesel fuel cetane number and the amount of water present in the solution, for example . The stabilizing additive can be a mixture that includes two different ethoxylated fatty alcohols having a hydrocarbon chain length of about 9 to about 13 carbon atoms present in a molar ratio of from about 1: 3 to about 3: 1, inclusive . The mixture also includes 0 volume percent (% vol) to about 10% vol, inclusive, based on the volume of the mixture, of a rye flux, and may contain 0 vol%. to less than about 5 vol% of a demulsifier based on the volume of the mixture. The stabilizing additive may also be a polymeric additive which is a reaction product of (a) a mixture of an ethoxylated alcohol and an amide, wherein the ethoxylated alcohol includes at least about 75 weight percent of at least one chain alcohol straight line having a hydrocarbon chain length of about 9 to about 15 carbon atoms, and wherein the amide is a substantially equimolar reaction product of an alcohol amine and an alkyl ester of a fatty acid; and (b) an ethoxylated fatty acid or derivative thereof having a hydrocarbon chain length of about 9 to about 1 5 carbon atoms. The cosolvent, when present, is selected from the group consisting of alkyl alcohols having a hydrocarbon chain length of from about three to about six, inclusive, such as tertiary butyl alcohol, naphtha,? -valerolactone, kerosene, hydrocarbons having a chain length greater than about 50, and mixtures thereof. Typically, the fuel dile is present in the solution in an amount of about 60 vol% to about 95 vol%, ethanol is present in the solution in an amount of about 3 vol% to about 18 vol%, the stabilizing additive is found in the solution in an amount of about 0.5 vol% to about 10 vol%, the alkyl ester of a fatty acid is present in the solution in an amount of about 0 vol% to about 5.5 vol% and the -solvent is present in the solution in an amount from about 0 vol% to about 10 vol%, based on the total volume of the composition. The advantages and further aspects of the invention may be apparent to those skilled in the art from a review of the following detailed description, taken in conjunction with the appended examples and claims. It should be noted that although the invention is susceptible to modalities in various forms, described hereinafter they are specific embodiments of the invention with the understanding that the present description is proposed as illustrative, and does not propose to limit the invention to the specific embodiments described in the present.

BRIEF DESCRIPTION OF THE DRAWING The only figure is a graph of phase separation temperature vs. concentration of a stabilizer additive for fuels according to the invention containing various amounts of water.

DETAILED DESCRIPTION OF THE PREFERRED MODALITIES A diesel fuel composition solubilized according to the invention is a solution that includes a diesel fuel, ethane, a stabilizing additive and, optionally, an alkyl ester of a fatty acid., preferably ethyl ester or methyl ester ester derived via trans-esterification of soybean oil in the presence of ethanol or methanol and / or a co-solvent. The stabilizing additive is either a mixture, a polymeric material, or a combination of the mixture and the polymeric material, depending on a variety of factors including the cetane number of diesel fuel and the amount of water present in the solution, per example. The stabilizing additive is also considered a mixing additive since it allows the mixing of "splash" of the ethanol with the diesel fuel without the need for extensive mechanical mixing, recirculation and / or heating.

The stabilizing additive may be a mixture that includes two different ethoxylated fatty alcohols having a hydrocarbon chain length of about 9 to about 1 3 carbon atoms present in a molar ratio of from about 1: 3 to about 3: 1. inclusive. The mixture also includes 0% vol to about 10% vol, inclusive, based on the volume of the mixture, of a rye flux, and 0 to less than about 5 vol% of a demulsifier based on the volume of the mixture. The polymeric stabilizer additive is a reaction product of (a) a mixture of an ethoxylated alcohol and an amide, wherein the ethoxylated alcohol includes at least about 75 weight percent of at least one linear straight-chain alcohol having a length of hydrocarbon chain of about 9 to about 1 5 carbon atoms, and wherein the amide is a substantially equimolar reaction product of an alcohol amine and an alkyl ester of a fatty acid; and (b) an ethoxylated fatty acid or derivative thereof having a hydrocarbon chain length of about 9 to about 1 5 carbon atoms. The cosolvent, when present, is selected from the group consisting of alkyl alcohols having a hydrocarbon chain length of from about three to about six, inclusive, such as tertiary butyl alcohol, naphtha,? -valerolactone, kerosene, hydrocarbons having a chain length greater than about 50, and mixtures thereof. Generally, diesel fuel is present in the solution in an amount of about 60 vol% to about 95 vol%, inclusive, ethanol is present in the solution in an amount of about 3 vol% to about 18 vol%, inclusive , the alkyl ester of a fatty acid is present in the solution in an amount of about 0% vol to about & 5% vol, inclusive, and the co-solvent is present in the solution in an amount of about 0% vol to about 10% vol, inclusive, based on the total volume of the composition. Any diesel fuel can be used in the inventive fuel composition depending on the motor data request, however, diesel fuel No. 1 and / or diesel fuel No. 2 are preferably used in the inventive fuel composition. Diesel fuel is usually obtained from the distillation of petroleum and is made from a number of long chain hydrocarbons (for example, paraffins without iron pyrites). Its efficiency is measured by the limit value of cetane (for example, cetane number). Diesel fuels suitable for use in accordance with the invention generally have a certain cetane limit value of from about 25 to about 60, preferably about 40 to about 50. The amount of diesel fuel blended to form the inventive fuel composition is preferably present. in the solution in a range of about 65% vol to about 89% vol, inclusive, based on the total volume of the fuel composition. In a preferred embodiment, the amount of diesel is present in the solution in a range of about 72 vol% to about 89 vol%, more preferably about 78.5 vol% to about 86 vol%, and more preferably about 82.6 vol% to about 85% vol based on the total volume of the fuel composition. In another preferred embodiment, the amount of diesel is present in the solution in a range of about 60 vol% to about 84 vol%, and more preferably about 67 vol% to about 78.5 vol% and more preferably about 69 vol% to about 74.6% vol based on the total volume of the fuel composition. The inventive fuel composition also includes ethanol. Ethane is typically produced by the fermentation of sugars derived from grains and other biomass materials. Suitable ethanol for use in accordance with the invention preferably includes fuel grade ethanol derived from bacterial fermentation or yeast of six carbon sugars based on starch. The six-carbon sugars based on starch can be extracted from corn, sugar cane, and beets. Alternatively, the fuel grade ethane can be produced through enzymatic hydrolysis and / or known concentrated and / or dilute acid from a particular biomass material known as lignocellulosic material. Biomass could be collected from industrial sources of waste, for example, cellulose portions of municipal solid waste, including waste paper, paper sludge, sawdust. Additionally, biomass can be collected from agricultural waste including, for example, rice husk, bagasse and paper mill sludge. A suitable fuel grade ethanol for use in accordance with the invention may contain about 0.8 to about 1.2 weight percent water (hereinafter referred to as ("anhydrous ethanol"). Alternatively, another grade-grade ethanol may be used. Suitable fuel for use in the invention may contain higher amounts of water, up to about five weight percent (hereinafter referred to as "anhydrous ethanol") When the hydrous grade fuel ethanol is mixed according to the invention , the preferred stabilizing additive is the reaction product of (a) a mixture of an ethoxylated alcohol and an amide, wherein the ethoxylated alcohol includes at least about 75 weight percent of at least one straight straight chain alcohol having a hydrocarbon chain length of about 9 to about 15 carbon atoms, and wherein the amide is a substantially equimolar reaction product of an alcohol amine and an alkyl ester of a fatty acid, and (b) an ethoxylated fatty acid or derivative thereof having a hydrocarbon chain length of about 9 to about 1 5 carbon atoms. The particular reagents comprising this additive and their specific proportions are determined by the preparation of the fuel composition, for example the amount of water present in the composition. The particular additive is described in more detail below. Hereinafter, the use of an ethanol in combination with a diesel fuel possessed of problems in which the ethanol / diesel fuel mixture would undesirably separate into two distinct phases and would render the resulting mixture unsuitable for use as a fuel. In combination with the particular additive (and the alkyl ester of a fatty acid and / or the co-solvent, when present), the hydrous ethanol can be mixed successfully with conventional diesel fuel without forming two phases. Too surprisingly, it has been found that hydrous grade fuel ethanol blended according to the invention can impart desirable combustion characteristics to the total fuel composition, such as improved fuel stability, lower particulate matter and NOx emissions, characteristics of anti-blow, and / or improved anti-freezing characteristics. Generally, the amount of fuel grade ethanol mixed to form the inventive fuel composition is preferably in the range of about 3% vol to about 20% vol, inclusive, based on the total volume of the entire composition. In a preferred embodiment, the amount of fuel grade ethane is present in the solution in a range of about 3 vol% to about 18 vol%, and more preferably about 13% vol to about 16 vol%, and more preferably about 14% vol to about 15% vol based on the total volume of the fuel composition. Although it is not proposed to be bound by any particular theory, it is believed that several long chain hydrocarbons that make diesel fuel have weakly charged sites (referred to hereafter as "hydrogen bonding sites"), which when mixed with a alcohol, such as ethanol, for example, repel the ethanol group. By repelling alcohol molecules, the charged molecular binding sites ensure an unwanted two-phase mixture of fuel and ethanol. The long chain hydrocarbons also contain some neutralized hydrogen bonding sites to form van der Waals bonds or hydrogen bonding with ethanol. The higher the number of hydrogen binding sites available to bind with ethanol, the more ethanol can be solubilized by a given volume of diesel fuel. For example, since diesel fuel A has x number of hydrogen bonding sites available to bind with ethanol, diesel fuel A can solubilize ethanol parts by fuel. If another diesel fuel (diesel fuel B) has 10x number of hydrogen bonding sites available for bonding with ethanol then, presumably, diesel fuel B can solubilize more than and parts (eg, 10 parts) of ethanol per part of fuel. Under this theory, less diesel fuel is required in a diesel / ethanol fuel mixture where there are a high number of hydrogen binding sites available to bind with ethanol. According to the foregoing, a higher volume of ethanol will be desirably present in the mixture, and the mixture will have less diesel fuel. However, the concentration of available binding sites in a given diesel fuel is a function of its molecular composition and its electrochemical properties. Although the molecular composition of a given diesel is fixed once the diesel fuel has been produced, its electrochemical characteristics and therefore its ability to solubilize the ethanol can be manipulated with the help of fuels of external additive systems such as that described in invention. The ethoxylated groups found, for example, in ethoxylated fatty acids or ethoxylated fatty alcohols, interact with and neutralize the charged hydrogen bonding sites. An ethoxylated group can substantially neutralize all hydrogen bonding sites in a long chain hydrocarbon molecule based on the cascade mechanism. The electrons associated with each of the positively charged hydrogen bonding sites will migrate to compensate for the neutralization of a hydrogen bonding site. Because migration is never static (that is, it is in constant flux), the total effect is that all the hydrogen binding sites in the molecule appear (and behave as expected) to be neutralized and, therefore, available for covalent attachment with ethanol. The union of diesel fuel and ethanol can occur as a result of both covalent to weak van der forces. Covalent binding results when the electrons are shared by the atomic nucleus of the hydroxyl group and the hydrogen-binding site. Covalent attachment does not result in charge in morphology of the fuel composition and allows the long chain hydrocarbon to maintain its physical properties. In contrast, the ionic bond is a much stronger bond and undesirably results in a morphological change in the complete composition. The van der Waals forces are weak electromagnetic forces that provide association of two different molecules. If there is no water present in the diesel / ethanol fuel mixture, then all neutralized hydrogen bonding sites are available to bind with ethanol. However, when the water in trace amounts is present in the mixture, the available hydrogen binding sites preferentially form hydrogen bonds with water molecules, rather than with ethanol. In this way, the presence of water in the diesel / ethanol fuel mixture reduces the number of hydrogen bonding sites available to bind with ethanol. The preference of water molecules on ethanol molecules is believed to exist because water molecules provide two hydrogen atoms attached to an oxygen atom for covalent attachment while ethanol provides only one hydrogen atom attached to an atom of oxygen. Coupled with the smaller molecule size compared to the ethanol molecule, this results in a stronger covalent bond with water. According to the above, hydrogen bonding between the water molecule and the hydrogen bonding site is more difficult to break because there are two hydrogen atoms involved in the hydrogen bonding of the long chain hydrocarbon . Depending on the temperature of the mixture, a two-phase liquid can result instead of the desired homogeneous transparent solution. In a simple diesel / ethanol fuel mixture, the presence of water and its effect on the mixture are exacerbated at lower temperatures of the mixture, especially below 4 ° C. Because water, unlike any other fuel constituent, can exist in three distinct phases when the temperature is at or near its freezing point and at atmospheric pressure, the mixture will become a two-phase opaque mixture. At or near its freezing point, water molecules compete more fervently for the hydrogen binding sites available in the long-chain hydrocarbon molecules, making it more difficult to solubilize ethanol. Once the temperature has been lowered and hydrogen bonding occurs preferentially with water molecules instead of ethanol, the hydrogen bond between the water and the long chain hydrocarbon is very difficult to break for the reasons stated above. The same bond between ethanol and the long-chain hydrocarbon molecule is easier to break. Even when the temperature of the mixture is returned to its original state, however, hydrogen bonding with water probably will not break due to its resistance. This is physically observed by the fact that the diesel / ethanol fuel mixture remains as an opaque, cloudy suspension for a prolonged period of time after the temperature has been raised. Although it is not proposed to be bound by any particular theory, it is believed that the stabilizing additive and the co-solvent, when present, interfere with the ability of water molecules to compete for the available hydrogen binding sites, without considering the temperature. In addition, it has been found that the stabilizing additive and, optionally, the alkyl ester of a fatty acid in the inventive fuel composition provide ethoxylates to neutralize the positively charged hydrogen bonding sites and ensure that a sufficient number of binding sites of Hydrogen are available despite the presence of water. Higher volumes of the stabilizing additive are believed to ensure a greater number of hydrogen bonding sites available for covalent attachment with ethanol. A preferable co-solvent is a material selected from the group comprising, consisting essentially of, and / or consisting of alkyl alcohols having a hydrocarbon chain length of from about three to about six, inclusive, such as tertiary butyl alcohol, naphtha,? -valerolactone, kerosene, hydrocarbons having a chain length greater than about 50, and mixtures thereof. The co-solvent can be purchased from petrochemical sources and / or renewable sources derived from biomass materials. The co-solvent used in the invention is present in the solution in small amounts, if all is used, when compared to other constituents of the fuel composition, such as diesel fuel and ethanol. It should be noted that the co-solvent is not necessary to achieve the desired results. The presence of the co-solvent, however, provides desirable time and temperature stability regulators for the hydrocarbon and ethanol components of the fuel composition. The presence of the co-solvent also increases certain key properties of the mixed fuel composition, such as fuel flow properties and fuel lubricity (e.g., viscosity), which raise a grade of regular grade fuel to that of the premium grade specifications. Generally, the amount of co-solvent mixed to form the inventive fuel composition is preferably in a range from 0% vol to about 10% vol, inclusive, based on the total volume of the fuel composition. More preferably, however, the amount of co-solvent is present in the solution in a range of about 6 vol% to about 8 vol% and more preferably about 6.9 vol% to about 7.5 vol% based on the total volume of the fuel composition. The inventive fuel composition also includes a stabilizing additive for, among other things, homogenizing the constituents of the fuel composition. The additive is selected from two groups of materials, one of which is a polymeric material, and the other being a mixture of fatty acid alcohols, a cetane flux, and a demulsifier. The stabilizing additive may also include a combination of the mixture and the polymeric material. Generally, the additive is present in the solution in a range of about 0.5 vol% to about 10 vol%, inclusive, based on the total volume of the fuel composition.

When the composition does not contain co-solvent, the preferred stabilizing additive is the polymeric additive, described below, and is present in the solution in an amount from about 0.5% vol to about 10% vol, inclusive, based on the total volume in an amount of about 0.7 vol% to about 5.35 vol%, and more preferably about 1.2.2 vol% to about 2.25 vol%, based on the total volume of the composition. When the composition contains a co-solvent, then the stabilizing additive may be the mixture alone, the polymeric material only, or a combination of the mixture and the polymeric material. In such a case, the stabilizing additive is present in the solution in an amount of about 0.5 vol% to about 7.5 vol%, inclusive, based on the total volume of the composition. More preferably, the polymeric additive is present in the solution in an amount of about 1 vol% to about 6 vol%, and more preferably about 3 vol% to about 6 vol% based on the total volume of the composition. The polymeric material includes an ethoxylated alcohol comprising at least 75 weight percent of at least one linear straight chain alcohol having a hydrocarbon chain length of about nine to about fifteen carbon atoms, and a substantially equimolar amount ( with respect to alcohol) of an amide formed by reacting an alcohol amine with an equimolar amount of an alkyl ether of a fatty acid, preferably at a reaction temperature of about 100 ° C to about 10 ° C. Still further, the material includes a fatty acid not modified with ethylene oxide. Preferably, the material includes equimolar amounts of each of the ethoxylated alcohol, amide and an ethoxylated fatty acid. The material and methods for the manufacture of the polymeric material are described in more detail in the commonly assigned EU patent application, co-pending serial No. 08/953, 809 filed on October 20, 1997, the description of the which is incorporated herein by reference. Briefly, the material is prepared by forming a reaction product of substantially equimolar amounts of the ethoxylate alcohol and the amide, preferably at a temperature of about 55 ° C to about 58 ° C, and subsequently isothermally reacting the resulting product with an amount equimolar of the ethoxylated fatty acid. To prepare the material, the ethoxylated alcohol and fatty acid act as monomers while the amide serves as a chain initiator. Each of the alcohol, amide and fatty acid can be dissolved in a solvent for purposes of facilitating the manufacture on an industrial scale of the polymeric material. The unmodified fatty acid and alcohol are ethoxylated using an ethoxylation agent, such as ethylene oxide, before forming the material. The total degree of ethoxylation of the material is preferably maximized to achieve maximum water solubilization without damaging the performance characteristics of the fuel composition. Increasing the degree of ethoxylation probably results in a desirable phase change of the higher ethoxylated alcohols and fatty acids from a liquid to a solid which limits its application to the fuel composition. The disadvantage of having a lower degree of ethoxylation is that the higher amounts of the material are required to achieve a desired result. The highest concentrations of material in a given application are limited by both legal and cost regulations. For example, any substance added in amounts above 0.25 percent must be reported with its full life cycle evaluation under environmental regulations that could further limit the commercial viability of the polymeric material. Commercially available sources of alcohols use both branched chain and straight chain synthetic alcohols (ie, isomers) and / or alcohols that occur naturally such as oleic, lauric, palmitic, stearic, and other higher fatty acid alcohols. Commercially available alcohols, such as SYNPERONIC DOBANAL 91 / 2.5, which is manufactured by Shell Chemical, contain large amounts of isomers. For example, the SYNPERONIC class of alcohols contain as much as 50 percent by weight of branched isomers. The presence of branched isomers in the polymeric material is undesirable because the branched isomers limit the degree of ethoxylation that can be achieved before the onset of a phase change from a liquid to a solid. The NEODOL class of alcohols, such as the products of NEODOL 91 -2.5 and NEODOL 1 -3, have low concentrations of branched isomers, and typically have a linear, straight chain alcohol concentration of about 75 weight percent to about 85 percent by weight and an average molecular weight of 160. (The NEODOL class of alcohols are ethoxylated at 2.5 or 3.0 degrees of ethoxylation per mole of alcohol as represented by "91 -2.5" and "1 -3", respectively). Most other commercially available alcohols have molecular weights exceeding 200. However, it has been determined that lower molecular weight alcohols will allow a higher degree of ethoxylation without the initiation of a phase change from a liquid to a solid. Thus, the ethoxylated alcohol should preferably have a molecular weight of less than about 200, and highly preferably less than about 160. Attempts to achieve a higher degree of ethoxylation with a higher molecular weight alcohol would result in the initiation of a phase change at lower concentrations of the ethoxylating agent then with a lower molecular weight alcohol. The material is prepared using ethoxylated alcohols having a concentration of branched chain molecules as low as possible. The ethoxylated alcohol used in the preparation of the material should also have as long a chain length as possible without increasing the viscosity too much that a phase change occurs, the start which is typically indicated by increased surface tension. The increased surface tension of high alcohols results in solidification of the material and suppresses fuel performance and mixing characteristics. Conventional amides are prepared by reacting a fatty acid with an alcohol amine in a molar ratio of 2: 1 at a temperature between 160 ° C and 1 80 ° C. Such amides, however, are contaminated with free amines, which are not conducive to ethoxylation. It has been found that a superamide works better than conventional amides (such as ethanolamides, diethanolamides, and triethanolamides) in the preparation of the polymeric material. Surfaces for use in the polymeric material are preferably prepared by heating an alkyl ester of a fatty acid with an equimolar amount of an alcohol amine (eg, ethanolamine) at a temperature of about 1 00 ° C to about 10 ° 0 °. C. Supermides contain little or no free amines. A modified higher fatty acid or derivative having a hydrocarbon chain length of at least about nine carbon atoms can be ethoxylated using ethylene oxide in a molar ratio of 7: 1 (seven degrees of ethoxylate per mole of fatty acid). The ethoxylation of unmodified fatty acid produces 90-92 percent of ethoxylated fatty acid. However, the conventional ethoxylated fatty acids used in the preparation of the above polymeric materials used a polyglycol ether of a higher fatty acid and not a higher unmodified fatty acid. The ethoxylation of a polyglycol ether of a higher fatty acid results in a poorly ethoxylated end product. further, the commercially available ethoxylated fatty acids based on polyglycol ether show significantly lower final product production due to the presence of free polyethylene glycol. A lower degree of ethoxylation of the fatty acid results in a lower effect of the material and therefore of large amounts to achieve the same result. The ethoxylated alcohol and the amide are mixed together under conditions such that a formed mixture does not undergo phase inversion from a liquid solution to a solid. It has been determined that isothermal mixing, such as mixing, alcohol and amide at a temperature of about 55 ° C to about 58 ° C with mild mixing results in a solution, which does not solidify, and that the solution viscosity does not change significantly when the solution is cooled to a temperature below about 55 ° C to about 58 ° C. Therefore, it has not been possible to create such a mixture which is also not sensitive to temperature. An ethoxylated fatty acid is subsequently contacted, as in mixing, with the mixture at a constant temperature of about 55 ° C to about 58 ° C to result in the polymeric material. The particular hydrocarbon chain length of each of the ethoxylated alcohol, the ethoxylated fatty acid, and the alkyl ester of a fatty acid is preferably selected according to the compositional composition of the fuel. Generally, it is believed that the hydrocarbon chain length selected from the ethoxylated alcohol and the ethoxylated fatty acid should be similar to the average chain length of the hydrocarbon compounds comprising the fuel. It is also believed that an even higher performance material can be produced by forming an individual additive corresponding to each hydrocarbon constituent of the fuel, and subsequently mixing the additives formed to form a stabilizing additive based on the relative concentration of the hydrocarbon constituents in the hydrocarbon constituent. the fuel. The greater the variety of hydrocarbon constituents, the more desirable it would be to make a mixture of additives corresponding to hydrocarbon constituents selected from the fuel. Therefore, for a diesel fuel, which is known to contain about twenty hydrocarbon constituents having chain lengths from about eight to about 30 carbon atoms, it would be advantageous to make an additive by a number of these constituents and then mix the additives in a stabilizing additive based on the relative concentration of each constituent. According to the above, an alternative and / or in addition to the polymeric material is a mixture of ethoxylated fatty alcohols, a cetane flux and a demulsifier. More specifically, the mixture includes two different fatty alcohols having a hydrocarbon chain length of from about 9 to about 13 carbon atoms, the two alcohols being present in a molar ratio of from about 1: 3 to about 3: 1. , inclusive. Preferably, the hydrocarbon chain length of the ethoxylated fatty alcohols is about 9 to about 1 1 carbon atoms. The mixture also contains a cetane flux in an amount from 0 vol% to about 10 vol% based on the volume of the mixture. In addition, the mixture also includes a demulsifier in an amount of less than about 5 vol.%, And preferably less than about 1 vol.% Based on the volume of the mixture. It is possible, however, to prepare the mixture without the cetane flux and mix the cetane flux directly in the composition. A cetane flux suitable for use in the mixture is selected from the group comprising, consisting essentially of, and / or consisting of 2-ethylhexyl nitrate, tertiary butyl peroxide, methyl ether of diethylene glycol, cyclohexanol and mixtures thereof. The amount of centane flux present in the mixture is a function of the cetane value of the particular diesel fuel and the amount of ethanol present in the particular fuel composition. Generally, the lower the cetane value of diesel fuel, the higher the amount of cetane flux. Similarly, because ethanol typically acts as a cetane depressant, the higher the concentration of ethanol in the solution, the more rye flux will be necessary in the mixture. For example, when a diesel fuel having a cetane value of about 50 or more is used, the preferred cetane flux amount is about 0.2 vol% based on the volume of the composition, whereas when the cetane value of the fuel diesel is 40, the preferred amount of cetane is higher, such as more than about 0.35% vol based on the volume of the composition. Cetane sizes exceeding 0.5% by volume are prohibited commercially. The fuel composition may optionally include an alkyl ester of a fatty acid. Preferably, the alkyl ester of a fatty acid has a hydrocarbon chain length of from about 4 to about 22 carbon atoms, and preferably about 7 to about 18 carbon atoms. Such fatty acids are generally derived from vegetable and / or animal oils and fats. According to the invention, the ester of T-alkyl is preferably a methyl ester derived from soybean oil or an ethyl ester. The alkyl ester of a fatty acid used in the invention is present in the solution in small amounts, if at all, when compared to other constituents of the fuel composition, such as diesel fuel and ethanol. It should be noted that the alkyl ester of a fatty acid is not necessary to achieve the desired results. The presence of the alkyl ester of a fatty acid, however, provides desirable lubricity characteristics. When present, the amount of alkyl ether mixed to form the inventive fuel composition is preferably in the range of about 4.5 vol% or less, based on the total volume of the fuel composition. In other words, the alkyl ester of a fatty acid is used in the inventive fuel composition in an amount of about 0% vol to about 4.5 vol% based on the total volume of the fuel composition. In a preferred embodiment, the amount of alkyl ester is present in the solution in a range from about 0.1 vol% to about 0.2 vol%, more preferably about 0.13 vol% to about 0.16 vol%, and most preferably about 0.14 vol% at about 0.1 6% vol, based on the total volume of the fuel composition. In another preferred embodiment, the amount of alkyl ester is present in the solution in a range of about 1.5% vol to about 4.5 vol%, more preferably about 1.5% vol to about 3 vol%, and more preferably about 1.5% vol to approximately 2.5% vol, based on the total volume of the fuel composition. Although it is not proposed to be bound by any particular theory, it is believed that the amount of the alkyl ester present in the solution depends on the concentration of ethanol and water in the solution, and the amount of ethoxylated fatty alcohols that make the stabilizing additive. It is believed that ethanol and water reduce the lubricity of the total composition, while ethoxylated fatty alcohols have an opposite effect on the lubricity of the total fuel composition. Therefore, the alkyl ester is selected and present in the solution in an effort to balance the lubricity effects to more closely emulate the lubricity of the base diesel fuel using the fuel composition. Additionally, the concentration of alkyl ester in the fuel composition depends on the temperature at which the combustion ignition engine is expected to operate. For example, during cold winter months (for example, when temperatures can be as low as less than 20 ° C), it is believed that the amount of alkyl esters needed in the fuel composition will be less than that needed during the hotter summer months (for example, when fuel tank temperatures reach approximately 65 ° C). The solubilized fuel composition of the invention provides a number of benefits. For example, the fuel composition remains stable over a range of ambient temperatures (about -20 ° C to about + 65 ° C) throughout the winter and summer months. Additionally, the fuel composition looks like a stable, transparent solution, clear even in the presence of water contamination of up to about 5 vol.%. Additionally, the fuel composition meets the minimum rye number requirement and meets or exceeds the ASTM D975 diesel fuel specifications and, therefore, can be classified as a "splash mixable" fuel (i.e., can be easily prepared within minutes without the need for any intensive energy mixing, recirculation and / or heating processing). Still further, the fuel composition satisfies the minimum requirements of lubricity based on the test methods Load Ball with Abrasive Wear for Lack of Lubricant in Evaluation of Cylinder Lubrication and / or High Frequency Reciprocation Equipment. It is believed that the fuel composition when burned in an unmodified combustion ignition engine results in final tube sulfur emissions when compared to a base No. 2 diesel fuel. In addition, a reduction in aromatic content of about 20% is achieved in the formulation of the fuel composition which results in improved emission characteristics. EXAMPLES The following examples are provided to further illustrate the invention but are intended to limit the scope thereof. Specifically, the following examples are provided to illustrate the composition, manufacture and physical characteristics of the inventive fuel composition against conventional diesel fuel. Example 1 includes a comparison of physical properties of a fuel composition according to the invention and a diesel fuel No. 2. Example 2 provides a comparison of the distillation data of a diesel fuel No. 2 base for summer mixtures and winter of a combustible composition of the invention. Examples 3-5 illustrate alternative formulations of fuel compositions according to the invention. Example 1 A fuel composition was prepared for purposes of comparing the physical characteristics with that of diesel fuel No. 2. The fuel composition was prepared by combining less than about 5 vol% of a stabilizing additive. The mixture was then combined with about 15 vol% anhydrous ethanol, and about 80 vol.% Diesel fuel No. 2 was added to this mixture. No stirring or internal mixing was necessary to form a clear, clear solution. The prepared fuel composition was tested by several standardized tests to determine the physical property data, which are provided in the following Table I together with the corresponding physical property data for diesel fuel No. 2, for comparison purposes. Table I Property Test Method Diesel Fuel No. 2 Inventive Water & Sediment ASTM D1796 0.05 0 (% max) Distillation ASTM D 86 332 311 (% vol rec.T-90 ° C) Viscosity Kinematic ASTM D445 1.9 to 4.1 2.25 (40 ° C, (cSt)) Ash (% max) ASTM D482 0.001 0.001 Sulfur (% max) ASTM D2622 0.05 1a Copper Corrosion @ ASTM D130 3b 45 3-hour max Cetane Number, min ASTM D613 40 42 Cetane Index, min ASTM D4737 45 0.22 Rams, Carbon (10% res) ASTM D4530 0.35 38 Gravity API, max ASTM D287 39 5200 Lubricity (g) min ASTM D6078 3100 Passes Accel Solubility. Octel F-21 Step -5 (pass / fail test) Fog Point (° C) ASTM D2500 -15 Pass LTFT at -11 ° C ASTM D4539 Pass Pass (pass / fail test) LTFT at -19 ° C ASTM D4539 Fault (pass / fail test) From a review of the physical property data provided in Table I it is apparent that the desired fuel composition shows characteristics very similar to those of the No. 2 diesel fuel base. Example 2 A winter mixture of ethanol and diesel No. 2 was prepared for use in a compression-ignition engine designed to operate at an ambient temperature range of approximately less than 1 9 ° C to approximately 10 ° C. The composition of additive and dose varied based on the cetane limit value of diesel fuel, ethanol water content, ambient use temperature (winter vs. summer). For a No. 2 diesel fuel with a cetane limit value of 44.5, fuel grade ethanol with 0.8% (by volume) of water, and a moisture free soybean methyl ester, the following composition was prepared. The winter fuel formulation contained the following amounts of each of the components. Fuel Composition Component Volume Percent Diesel fuel No. 2 79.0 Fuel grade ethanol 15.0 Methyl ester of soybean 0.1 5 Nitrate of 2-ethylhexyl (EHN) 0.35 Additive * 5.50 * = a variable high additive dose is used during the winter months that correspond to a range of ambient use temperature from approximately less than 19 ° C to approximately less than 10 ° C. Any change in the additive concentration level is compensated by corresponding changes in diesel fuel concentration. Additive composition Component Volume Percent NEODOL 91 -2.5 32.0 NEODOL 1 -3 64.5 Nalco Demulsifier 3.5 # EC5459A The two NEODOL alcohols were first mixed at room temperature followed by the Nalco demulsifier. The cetane flux (EHN) was then added to the pre-mixed additive mixture followed by methyl ester of soybean, ethanol, and diesel No. 2. No agitation or external mixing was necessary. A summer mix similar to the winter mix described above was designed for summer months of ethanol and diesel No. 2 and was prepared for use in compression-ignition engine designed to operate at any ambient temperature between approximately 1 0 ° C a approximately 65 ° C (temperature of the fuel tank). For a No. 2 diesel fuel with a cetane limit value of 44.5, fuel grade ethanol with 0.8% (volume) of water, and moisture free soybean methyl ester, the following composition was prepared. The summer fuel formulation contains the following amounts of each of the components: Fuel Composition Component Volume percent Diesel fuel No. 2 83.0 Fuel grade ethanol 1 5.0 Soy methyl ester 0.25 F-butyl peroxide (TBP) 0.25 Additive * 1 .50 * = Variable low additive concentration was used during the months of summer that correspond to an ambient temperature range of approximately 10 ° C to approximately 65 ° C (fuel tank temperature). The changes in the level of additive concentration were compensated by the corresponding changes in the concentration of diesel fuel.

Additive composition Component Volume Percentage NEODOL 91 -2.5 62.0 NEODOL 1 -3 31 .0 Demulsifier Nalco 7.0 # EC5459A J Q The two NEODOL alcohols were first mixed at room temperature followed by the cetane flux (TBP), and the Nalco demulsifier. The resulting additive mixture was then mixed with soy methyl ester, followed by the splash mixture with ethanol, and diesel No. 2. No agitation or external mixing was necessary. Distillation data for both the summer and winter mix and that of diesel fuel No. 2 are shown in Table II below: 0 Table II Diesel Distilled Volume No. 2 Fuel Fuel (%) (° F) Winter Mix Summer Mix (° F) (° F) IPB 338.1 170.2 169.8 5 365. 1 172.2 1 71.8 10 396.5 173.1 173. 1 20 423.6 377.9 378.6 30 447.4 427.8 431 .2 40 469.4 454.4 451.44 488. 1 478.0 481.44 510.9 504.5 506.8 70 534.0 530.9 533.3 80 563.9 561 .0 561 .0 90 596.3 593.2 592. 1 Although the distillation curve is similar, there is a slight difference in both the initial boiling point (PPI) and the intermediate and final temperatures. Example 3 A fuel composition was prepared for use in a combustion ignition engine operating at room temperature from approximately less than 10 ° C to approximately 10 ° C prepared in a manner similar to that described in Example 2, above. The compositional differences between the present fuel composition, however, included adjusting the molar ratio of the alcohols NEODOL at 1: 1, stabilize the additive concentration at 3.5% vol, soybean methyl ester concentration at 2.0% vol, and cetane flux concentration (EHN) at 0.3% vol and the Nalco demulsifier concentration at 5.0 % vol. Fuel Composition Component Volume percent Diesel fuel No. 2 81 .0 Fuel grade ethanol 1 5.0 Soy methyl ester 0.20 2-ethylhexyl nitrate (EHN) 0.30 Additive * 3.50 * = a variable high additive dose can be used within this composition to selectively adjust to the range of ambient use temperature within approximately less than 1 0 ° C to approximately 1 0 ° C. Any change in the level of additive concentration was compensated by corresponding changes in the concentration of diesel fuel.

Additive composition Component Volume Percent NEODOL 91 -2.5 47.5 NEODOL 1 -3 47.5 Demulsifier Nalco 5.0 # EC5459A The mixing procedure was the same as that described in Example 2 above. Example 4 A premium mixture of ethane and diesel No. 2 was prepared for use in a compression-ignition engine designed to operate at an ambient temperature range of approximately less than 1 9 ° C to approximately 65 ° C. The composition of additive and dose varied based on the cetane limit value of diesel fuel, ethanol water content ambient use temperature (winter vs. summer), and present cosolvent. For a No. 2 diesel fuel with a cetane limit value of 42, fuel grade ethanol 1.2% (volume) of water, and moisture free soybean methyl ester, the following composition was prepared. The fuel formulation contained the following amounts of each of the components: Fuel Composition Component Volume percent Diesel fuel No. 2 72.0 Fuel grade ethanol 15.0 Soybean methyl ester 2.0? -Valerolactone 5.0 2-ethylhexyl nitrate (EHN) 0.35 Additive * 5.65 * = a variable additive dose can be used during the summer and winter months which corresponds to a range of ambient use temperature from approximately less than 19 ° C to approximately 65 ° C. Any change in the additive dose level was compensated by the corresponding changes in the diesel fuel concentration.

Additive composition Component Volume Percent NEODOL 91-2.5 29.0 NEODOL 1-3 22.5 Demulsifier Nalco # EC5459A 3.5 Reaction Product Additive 45.0 The additive reaction product of the additive composition was prepared by reacting (a) a mixture of NEODOL 91 -2.5 and NEODOL 1-6 with (b) diethanolamide to form an intermediate, which was subsequently reacted with oleic acid. The NEODOL alcohol mixture made approximately 50 percent of the reaction product additive, and the oleic acid and diethanolamide each comprised approximately 25 volume percent of the reaction product additive, based on the total volume of the reaction product additive. . The additive composition was prepared by first mixing NEODOL 91 -2.5 with NEODOL 1 -3 at room temperature followed by the mixture of the reaction product additive, the demulsifier, and the cetane flux (EHN). The resulting additive mixture was then mixed with soy methyl ester, followed by mixing with β-valerolactone, ethanol and diesel fuel No. 2. No agitation or external mixing was necessary. Example 5 A winter mixture of ethanol and diesel No. 2 was prepared for use in a compression-ignition engine designed to operate at an ambient temperature range of approximately less than 1 9 ° C to approximately less than 10 ° C. The composition of additive and dose varied based on the cetane limit value of diesel fuel, ethanol water content, ambient use temperature (winter vs. summer). For a No. 2 diesel fuel with a cetane limit value of 44.5, fuel grade ethanol with 0.8% (volume) of water, and moisture free soybean methyl ether, the following composition was prepared. The winter fuel formulation contained the following amounts of each of the components: Fuel Composition Component Volume percent Diesel fuel No. 2 79.65 Fuel grade ethanol 1 5.0 2-ethylhexyl nitrate (EHN) 0.35 Additive * 5.0 * = a variable high additive dose is used during the winter months corresponding to a range of ambient use temperature from approximately less than 19 ° C to approximately less than 1 ° C. any change in the additive concentration level is compensated by the corresponding changes in diesel fuel concentration.

Additive composition Component Volume Percent NEODOL 91 -2.5 50 NEODOL 1 -3 50 The two NEODOL alcohols were mixed at room temperature. The cetane flux (EHN) was then added to the mixture of premixed additive followed by ethanol, and diesel No. 2. No agitation or external mixing was necessary. A summer mix similar to the winter mix described above was designed for the summer months of ethanol and diesel No. 2 and was prepared for use in a compression-ignition engine designed to operate at any ambient temperature between approximately 10 minutes. ° C at approximately 65 ° C (fuel tank temperature). For a No. 2 diesel fuel with a cetane limit value of 44.5, fuel grade ethanol 0.8% (by volume) of water, and moisture free soybean methyl ester, the following composition was prepared. The summer fuel formulation contains the following amounts of each of the components: Fuel Composition Component Volume percent Diesel fuel No. 2 82.1 5 Fuel grade ethanol 1 5.0 2-ethylhexyl nitrate (EHN) 0.35 Additive * 2.5 * = low concentration of variable additive was used during the summer months corresponding to a range of ambient temperature from about 10 ° C to about 65 ° C (temperature of the fuel tank). The changes in additive concentration level were compensated by the corresponding changes in the concentration of diesel fuel. Additive composition Component Volume Percent NEODOL 91 -2.5 75 NEODOL 1 -3 25 The two NEODOL alcohols were first mixed at room temperature followed by the cetane flux (EHN). The resulting additive mixture was mixed with ethanol and No. 2 diesel fuel. No agitation or external mixing was necessary. Example 6 The fuel compositions corresponding to those of Example 5 but using 0-5% weight of 50% NEODOL 91 stabilizer additive -2.5 / 50% NEODOL 1 -3 (while varying corresponding with the concentration of diesel fuel No. 2) and containing 0.1 3% vol, 0.23% vol, and 0.33% vol of water (when using ethanol having varying concentrations of water) were tested to determine the phase separation temperatures using ASTM D5200 and ASTM D439. The results are shown in the figure. The figure shows the effect of water in phase separation temperatures. Increasing the water concentrations in the finally mixed fuel increases the phase separation temperatures of the mixture at a given additive concentration. In other words, a higher dose of solubilizer additive is necessary to accommodate the larger concentrations of water to achieve a particular phase separation temperature. This result substantiates the hypothesis that a higher degree of water competes for the available hydrogen binding sites against ethanol, thus requiring additional dose of the solubilizing additive. The above description is given for clarity of understanding only, and no unnecessary limitation should be understood from it, since modifications within the scope of the invention may be apparent to those having ordinary experience in the art.

Claims (23)

1. CLAIMS 1. A fuel composition comprising a solution of: (a) diesel fuel; (b) ethanol; (c) a stabilizing agent selected from the group consisting of: (i) a mixture comprising two different ethoxylated fatty alcohols having a hydrocarbon chain length of about 9 to about 1 3 carbon atoms present in a molar ratio to each other from about 1: 3 to about 3: 1, inclusive; 0 volume percent (% vol) to about 10% vol, inclusive, based on the volume of the mixture, of a rye flux, and 0% vol. less than about 5 vol% of a demulsifier based on the volume of the mixture; and (ii) the reaction product of (1) a mixture of an ethoxylated alcohol and an amide, said ethoxylated alcohol comprising at least about 75 weight percent of at least one linear straight-chain alcohol having a chain length of hydrocarbon of about 9 to about 1 5 carbon atoms, and said amide being a substantially equimolar reaction product of an alcohol amine and an alkyl ester of a fatty acid; and (2) an ethoxylated fatty acid or derivative thereof having a hydrocarbon chain length of about 9 to about 1 5 carbon atoms; (d) optionally, an alkyl ester of a fatty acid; and (e) optionally, a cosolvent.
2. 2. The fuel composition according to claim 1, characterized in that the alkyl ester of a fatty acid is present and is a methyl ester or an ethyl ester.
3. 3. The fuel composition according to claim 1, characterized in that the diesel fuel has a cetane number of from about 25 to about 50, inclusive.
4. 4. The fuel composition according to claim 3, characterized in that an alkyl ester of a fatty acid is present and has a hydrocarbon chain length of about 7 to about 18 carbon atoms.
5. The fuel composition according to claim 1, characterized in that in the mixture (c) (i), the ethoxylated fatty alcohols have hydrocarbon chain lengths of about 9 to about 1 1 carbon atoms.
6. 6. The fuel composition according to claim 1, characterized in that in the mixture (c) (i), the demulsifier is present in an amount from 0 vol% to about 2 vol%, inclusive, based on the volume of the mixture from (c) (i).
7. The fuel composition according to claim 1, characterized in that the cetane flux is selected from the group consisting of 2-ethylhexyl nitrate, tertiary butyl peroxide, diethylene glycol methyl ether, cyclohexanol and mixtures thereof.
8. The fuel composition according to claim 1, comprising: (a) about 60% vol to about 95% vol, inclusive, diesel fuel; (b) about 3% vol to about 18 vol.%, inclusive, ethanol; (c) about 0.5% vol to about 10% vol, inclusive, of a stabilizing additive; (d) 0% vol to about 5.5 vol%, inclusive, of an alkyl ester of a fatty acid; and (e) 0% vol to about 10% vol, inclusive, of the cosolvent.
9. 9. The fuel composition according to the claim
10. 8, comprising: (a) about 72% vol to about 89% vol, inclusive, diesel fuel; (b) about 10% vol to about 18% vol, inclusive, ethanol;
11. (c) about 0.5% vol to about 10% vol, inclusive, said additive, the additive being a mixture comprising two different ethoxylated fatty alcohols having a hydrocarbon chain length of about 9 to about 1 3 carbon atoms present in a molar ratio of from about 1: 3 to about 3: 1, inclusive; 0% vol to about 10% vol, inclusive, based on the volume of the mixture, of a rye flux, and less than about 5 vol% of a demulsifier based on the volume of the mixture; and (d) about 0.1 vol% to about 0.2 vol% inclusive of the alkyl ester of a fatty acid. 1 0.
12. The fuel composition according to claim, comprising: (a) about 78.5% vol to about 86 vol.%, Inclusive, diesel fuel; (b) about 13% vol to about 16 vol.%, inclusive, ethanol; (c) about 0.7% vol to about 5.35% vol, inclusive, of the additive, and (d) about 0.1 3% vol to about 0.16% vol, inclusive, of the alkyl ester of a fatty acid. eleven .
13. The fuel composition according to claim 10, comprising: (a) about 82.6% vol to about 85% vol, inclusive, diesel fuel; (b) about 14% vol to about 15% vol, inclusive, ethanol; (c) about 1.2% vol to about 2.25 vol%, inclusive, of the additive, and (d) about 0.
14. 14 vol% to about 0.1 5 vol%, inclusive, of the alkyl ester of a fatty acid. The fuel composition according to claim, comprising: (a) about 60 vol% to about 84 vol%, inclusive, diesel fuel; (b) about 10% vol to about 18% vol, inclusive, ethanol; (c) about 0.5% vol to about 7.5% vol, inclusive, of the additive; (d) about 1.5% vol to about 4.5 vol%, inclusive, of the alkyl ester of a fatty acid; and (e) about 4% vol to about 10% vol, inclusive, of the cosolvent. The fuel composition according to claim, comprising: (a) about 67% vol to about 78.5% vol, inclusive, diesel fuel;

    (b) about 13% vol to about 16% vol, inclusive, ethanol; (c) about 1% vol to about 6% vol, inclusive, of the additive; (d) about 1.5% vol to about 3% vol, inclusive, of the alkyl ester of a fatty acid; and (e) about 6% vol to about 8% vol, inclusive, of the cosolvent. The fuel composition according to claim 8, comprising: (a) about 69% vol to about 74.6% vol, inclusive, diesel fuel; (b) about 14% vol to about 15 vol.%, inclusive, ethanol; (c) about 3% vol to about 6% vol, inclusive, of the additive; (d) about 1.5% vol to about 2.5 vol%, inclusive, of the alkyl ester of a fatty acid; and (e) about 6.9% vol to about 7.5% vol, inclusive, of the cosolvent.
15. 15. The fuel composition according to claim 1, characterized in that said optional cosolvent (c) is selected from the group consisting of alkyl alcohols having a hydrocarbon chain length of from about three to about six, inclusive, naphtha,? valerolactone, kerosene, hydrocarbons having a chain length greater than about 50, and mixtures thereof.
16. The fuel composition according to claim 1, characterized in that in said mixture (c) (i), said ethoxylated fatty alcohols have a linear, straight chain alcohol concentration of at least about 75 weight percent, based on to the total weight of said alcohols.
17. The fuel composition according to claim 16, characterized in that in said mixture (c) (i), said ethoxylated fatty alcohols have a linear, straight chain alcohol concentration of at least about 75 weight percent to about 85 percent by weight, based on the total weight of said alcohols.
18. The fuel composition according to claim 1, characterized in that in said mixture (c) (i), said ethoxylated fatty alcohols have an average molecular weight of less than about 200.
19. 1 9. The fuel composition according to claim 18 , characterized in that said mixture (c) (i), said ethoxylated fatty alcohols have an average molecular weight of less than about 160.
20. 20. The fuel composition according to claim 1, characterized in that in said mixture (c) (i) said ethoxylated fatty alcohols have a linear, straight chain alcohol of at least about 75 weight percent, based on the total weight of said alcohols, and an average molecular weight of less than about
21. 200. twenty-one . The fuel composition according to claim 20, characterized in that in said mixture (c) (!), Said ethoxylated fatty alcohols have an average molecular weight of less than about 1 60.
22. 22. The fuel composition according to claim 20, characterized in that in said mixture (c) (i), said ethoxylated fatty alcohols have a linear, straight chain alcohol of about 75 weight percent to about 85 weight percent, based on the total weight of said alcohols. The fuel composition according to claim 22, characterized in that in said mixture (c) (i), said ethoxylated fatty alcohols have a linear, straight chain alcohol of from about 75 weight percent to about 85 weight percent, based on the total weight of said alcohols.