US20070130822A1

US20070130822A1 - Alcohol based fuel and/or biofuel composition

Info

Publication number: US20070130822A1
Application number: US11/463,963
Authority: US
Inventors: Mario Araya
Original assignee: Individual
Current assignee: Individual
Priority date: 2004-11-11
Filing date: 2006-08-11
Publication date: 2007-06-14
Also published as: WO2006051424A1; WO2006051424A9; CR7573A; US20070204506A1

Abstract

The present invention relates to an “alcohol based fuel and/or biofuel composition” having as a main feature the capacity of totally or partially substituting traditional fuels, such as gasoline and diesel, in conventional internal combustion engines. In addition, the “alcohol based fuel and/or biofuel composition” can be used for the total or partial substitution of burning oils.

Description

BACKGROUND OF THE INVENTION

1. Field of the Invention
The present invention relates to an “alcohol based fuel and/or biofuel composition” having as a main feature the capacity of totally or partially substituting traditional fuels, such as gasoline and diesel, in conventional internal combustion engines. In addition, the “alcohol based fuel and/or biofuel composition” can be used for the total or partial substitution of burning oils. The invention described herein is presented as a new product and the description includes the techniques, method or procedure that are required for its use as an alternative for the traditional fuels. The biofuel composition described in the present patent application, is a novel product industrially applicable in the fields of biological fuel technology and energy; that improves the state of the art by providing an alternative product to replace traditional fuels, such as gasoline and diesel. The “alcohol based fuel and/or biofuel composition” described herein comprises the following three components: (A) dimethoxymethane, that can be replaced, totally or partially, with one or more of the less preferred compounds, capable of improving combustion speed, such as di-tert-butyl peroxide, ethyl nitrate, triethylene glycol dinitrate, meta-nitrobenzoctadecylamide and other compounds, such as the ones used for reducing cetane number in diesel; (B) propylene glycol monoalkyl ether and/or butylene glycol monoalkyl ether, that can be replaced with one or more of the following less preferred compounds: propoxyalcohol and/or butoxyalcohol wherein said alcohol contains from 1 to 4 carbon atoms, polioxipropylene glycol monoalkyl ether or polioxibutylene glycol monoalkyl ether with a boiling point in the range from 39 to 190 Celsius degrees for the substitution of gasoline, or, in the range from 39 to 350 Celsius degrees for the substitution of diesel or oils; and (C) one or more alcohols containing from 1 to 4 carbon atoms.
Alternatively, the three components of said “alcohol based fuel and/or biofuel composition” could be obtained from vegetal matter or organic waste (biomass). In the way that will be discussed below, said components can be mixed in a defined proportion according to the kind and amount of fuel that will be replaced or mixed.
2. Description of the Related Art
Oil resources are not renewable unlike alcohols, such as ethanol and methanol, which can be produced in most countries from renewable resources such as agricultural crops or organic waste. Due to their convenience, there is interest to use alcohols as main fuels in conventional and preferably non-modified internal combustion engines.
The search for an alcohol based substitute fuel, such as methanol and ethanol, that does not require the modification of the engine, has encountered problems that remain unsolved. The most important of these problems are mentioned below:

- They are lower in energy content and require a highly different air/fuel mixture. To compensate for the lower energy content and to be competitive on a “liter to liter” basis with conventional fuels, it would require a higher combustion efficiency than the attained with conventional fuels. With such lower efficiency, said alcohols are forced to use more gallons per horsepower and their costs cannot be compared in a “liter to liter” basis with other fuels. The comparison requires adjustments that depend on each individual power yield.
- They have a very high ignition temperature and a very low flame speed. Therefore, the engines require modification to raise the compression ratio. This solution would require the modification of engine manufacturing plants around the world and the engines would have a significantly higher manufacturing cost.
- When mixed with hydrocarbons they collect water from the air, leading to a phase separation problem in the fuel. It's widely known that water condensation not only occurs in the partially filled tanks of gas stations, but also occurs in the tanks of vehicles traveling to places with different weather conditions.
- When burned in gasoline engines, the maximum pressure is obtained in a relatively late moment, i.e. when the piston is rapidly descending. Thus lowering the combustion efficiency. Some publications describe the incorporation of low energy content alcohols as the main component in gasoline, by adding explosives such as nitroparaffins, in order to attain a maximal pressure near to the expansion cycle. During combustion, said explosives liberate approximately double the energy (BTU/ft³) liberated by methanol or ethanol. Also, they provide additional oxygen that is used to burn gasoline. However, at low speeds the engine knocks, toxic emissions are produced, the octane number is reduced, and the risk of having phase separation remains. Even with the additives, the engine requires modification because required the air/fuel ratio is different and the combustion chamber requires modifications due to the significantly higher compression ratio.
- When burned in diesel engines, the cetane number increases and the engine power decreases. Several attempts have been made to solve these problems in diesel engines, by adding moderate explosives such as the widely known “cetane number improvers”, with the objective to reduce ignition temperature and to form premature ignition spots to promote flame propagation. However, higher amounts of toxic emissions are produced, the risk of having phase separation remains and the cost increases. In addition there is the chance of engine malfunctioning, unless engine modifications are made or some engine components are changed.

The following paragraphs show information related to the patents present in a list obtained from international databases, as a result of the search of the prior art relevant to the present invention. These patents and patent applications disclose fuel compositions and additives that were developed to minimize the above-mentioned alcohol problems.

- Subject: alcohols used as main components of fuel

Methods for using alcohols and other fuels with dimethoxymethane and diethyl ether, dimethyl ether, methyl ethyl ether and methyl-tert-butyl ether, have been disclosed in the following patents.
The EP No. 0019340 A1, shows a method of operating a diesel engine using methanol or ethanol as the main fuel, by adding organic compounds such as dimethoxymethane, methoxymethanol, diethyl ether, dimethyl ether, methyl ethyl ether, or methyl propyl ether.
The JP Patent No. 1259091, discloses a biofuel composition made with methanol and an alcohol ether or an aromatic carbon additive, such as dimethoxymethane, diethoxyethane, methyl-tert-butyl ether, and other fuels such as xylene and toluene, etc.
The JP Patent No. 2000026871, discloses a fuel composition comprising methanol, heavy gasoline and an additive agent such as dimethoxymethane mixed with methyl-tert-butyl ether.

- Subject: glycol ethers as a constituent of a fuel additive composition

Methods to reduce pollution and consumption, improve the cosolvency, avoid freezing and promote the cleaning of carbonaceous deposits, have been disclosed by the following patents.
The US Patent Application No. 2003/0217505 A1, describes that at least one alkyl propylene glycol ether must be present in the novel formulation of the fuel additive composition of the invention, in order to reduce the gasoline pollution.
The EU Patent Application No. 0407 950 A1, discloses the use of a polioxyalkylene glycol monoalkyl ether as a compound useful as additive for diesel, alone or in an additive composition.
The U.S. Pat. No. 6,183,525 B1, shows a fuel additive composition to reduce toxic emissions wherein a glycol alkyl ether is a constituent of said composition.
The UK Patent Application No. 2071140 A, describes the use of glycol ethers such as dipropylene glycol methyl ether or diethylene glycol methyl ether, mixed with an alcohol or 2-methoxymethanol, as suitable compounds to avoid fuel freezing.
The U.S. Pat. No 5,314,511 discloses a diesel additive to reduce fuel emissions and improve fuel economy, which contains di-tert-butyl peroxide in a combination with a propylene or butylene glycol monoalkyl ether or polyols.
The U.S. Pat. No. 4,753,661 describes the use of a fuel conditioner to avoid phase separation, having average molecular weights between 250 and 500. The conditioner includes a glycol mono ether (diethylene glycol monomethyl ether) mixed with mineral oil hydrocarbons, to decrease fuel consumption and carbonaceous deposits, and to lower octane number requirements.

- Subject: dimethoxymethane as ingredient of fuel additive compositions

Methods to reduce the fuel emissions and to improve ignition have been described in the following patents.
The AU Patent No. 8425207 discloses the use of methylal, trioxane and/or triethylene glycol dinitrate, as good ignition enhancers and suitable for alcohol or diesel applications.
The AU Patent Application No 30,045/67 discloses the use of a hydrocarbon fuel containing methylal, to reduce harmful gas emissions.
The U.S. Patent Application No. U.S. 2002/0020107 A1, discloses the use of dimethoximethane, when added to a hydrocarbon fuel containing from 6 to 14 carbon atoms, to reduce gas emissions.

- Subject: dimethoxymethane and methanol mixtures, as fuel constituents.

Methods to reduce the emissions have been described in the following patents.
The RU Patent No. 2165957 describes a method to produce gasoline, wherein the methylal-methanol fraction is considered as a part of the fuel that helps to reduce the toxicity of gasoline combustion products.
The U.S. Pat. No. 4,668,245, discloses a fuel composition wherein the main component is an alcohol having from 1 to 4 carbon atoms, gasoline or gasoline individual components, or dimethoxymethane. In addition, it discloses an additive obtained from reaction of a carboxylic acid and amine.

- Subject: methanol and glycolic ethers mixtures, as a part of a fuel additive composition.

Methods to prevent freezing, function as a co-solvent, clean injector nozzles, and to reduce contaminant emissions, have been described in the following patents.
The GB Patent No. 2071140 describes the use of methanol, 2-methoxyethanol and glycol ethers of the class of dipropylene glycol methyl ether, as additives or as additive constituents, to prevent fuel freezing.
The JP Patent No. 02194089 A, discloses the use of a methanol additive, to prevent the attachment of carbonaceous deposits to the injectors nozzles. Said additive is an polyoxyalkylene glycol mono ether.
The GB Patent No 766,591 describes mixtures of diethylene glycol monoethyl ether with alcohols, acetyls and other ethers, to improve the gasoline for avoiding engine choking when moisture is present.
The above-mentioned patents disclose the use of dimethoxymethane and ethers mixed with alcohol and gasoline or diesel, to lower toxicity in emission gases, to improve energy yield and to use the alcohol as the main component. However, none of the prior art patents discloses the following:
An “alcohol based fuel and/or biofuel composition”, with the specific mixture of components (A), (B) and (C) of the present invention, or the particular synergistic effect produced by component (B) when mixed in a defined proportion with the components (A) and (C) of the present invention.

- An “alcohol based fuel and/or biofuel composition”, with a very high combustion efficiency generated by the synergistic effect produced by compounds such as propylene glycol monoalkyl ether or butylene glycol monoalkyl ether when mixed in a defined proportion with dimethoxymethane. This effect occurs when the production of propylene oxide and/or butylene oxide is triggered in a precise moment before the combustion process, generating a maximal pressure near to the expansion cycle start. The propylene oxide and/or butylene oxide are produced by the thermal decomposition of component (B) when compressed at high temperature at the end of the compression cycle. In addition to being produced, they burn and help to burn the remaining fuel, and also induce a rapid volumetric expansion of the gas. This expansion reduces the available space for the combustion of the remaining fuel, producing some results in the engine that are similar to increasing the compression ratio. Furthermore, the flame propagation speed is increased; there is a reduction in the needs for lowering the ignition temperature of the alcohol and for having a distillation curve similar to commercially available hydrocarbons. Finally, very high combustion efficiency is obtained with low energy content alcohols.
- An “alcohol based fuel and/or biofuel composition”, wherein a 100% of the components can be obtained from vegetal matter or biomass, with competitive costs, replacing both gasoline and diesel, using conventional, non modified engines, and producing a lower amount of contaminants and carbon dioxide than conventional fuels.
- An “alcohol based fuel and/or biofuel composition” with low energy content, that due to its higher combustion efficiency releases energy in a similar way to the high energy containing commercially available fuels, and produces a water-extinguishable flame.
- An “alcohol based fuel and/or biofuel composition”, which can be used with a lower compression ratio and with a similar air/fuel ratio than conventional fuels.
- An “alcohol based fuel and/or biofuel composition”, that uses compounds, such as propylene glycol monoalkyl ether or butylene glycol monoalkyl ether, mixed in a defined proportion with dimethoxymethane and an alcohol, and allows for the adjustment of the ignition temperature, flame speed, level of explosivity and cetane or octane numbers. As a result, the low energy content alcohols can be competitive on a “liter to liter” basis with high energy content fuels, using conventional engines, with competitive costs, avoiding phase separation when small amounts of water are present in the hydrocarbons, producing less contaminants and carbon dioxide emissions, increasing the octane number when used as gasoline substitute and reducing opacity when used as diesel substitute.

Using previously performed research and with the analysis of the prior art, it can be asserted that in the present time there are no satisfactory solutions for the above-mentioned problems.

SUMMARY OF THE INVENTION

The present invention relates to a “alcohol based fuel and/or biofuel composition” that comprises the following three components: (A) dimethoxymethane, which can be replaced, totally or partially, with one or more of the less preferred compounds, capable of improving combustion speed, such as di-tert-butyl peroxide, ethyl nitrate, triethylene glycol dinitrate, meta-nitrobenzoctadecylamide and other compounds, such as the ones used for reducing cetane number in diesel; (B) propylene glycol monoalkyl ether and/or butylene glycol monoalkyl ether, that can be replaced with one or more of the following less preferred compounds: propoxyalcohol and/or butoxyalcohol wherein said alcohol contains from 1 to 4 carbon atoms, polioxipropylene glycol monoalkyl ether or polioxibutylene glycol monoalkyl ether with a boiling point in the range from 39 to 190 Celsius degrees for the substitution of gasoline, or, in the range from 39 to 350 Celsius degrees for the substitution of diesel or oils; and (C) is one or more alcohols containing from 1 to 4 carbon atoms.
Alternatively, the three components of said “alcohol based fuel and/or biofuel composition” can be obtained from vegetal matter or organic waste (biomass), and when said components are mixed in the defined proportions, according to the kind and amount of fuel that will be replaced or mixed, it has the following features:
It can be used in pure form or mixed with diesel or gasoline, with competitive costs, using conventional engines, and producing a lower amount of fuel emissions and carbon dioxide than conventional fuels.
It works when mixed with the fuel component “alkoxy-terminal polyoxymethylenes mixtures” with boiling points in a range from 40 to 188 Celsius degrees for the substitution of gasoline and with boiling points from 40 to 350 Celsius degrees for the substitution of diesel.
It releases propylene oxide and/or butylene oxide in a precise moment as well as prior to the combustion process, provokes maximal pressure near to the expansion cycle start. Said propylene oxide and/or butylene oxide are produced from component (B), which when compressed at high temperature at the end of the compression cycle, experiences thermal decomposition and releases propylene oxide and/or butylene oxide which, in addition to being produced, burn and help burn the remaining fuel, and also induce a rapid volumetric expansion of the gas that reduces the available space for the combustion of the remaining fuel. Such reduction of the available space for the combustion of the remaining fuel produces some effects in the engine that are similar to increasing the compression ratio. Furthermore, the flame propagation speed is increased, there is a reduction in the needs for lowering the ignition temperature of the alcohol and for having a distillation curve similar to the obtained with commercially available hydrocarbons. Finally, very high combustion efficiency is obtained. It allows low energy content alcohols to be competitive on a “liter to liter” basis with high-energy content fuels, permitting that conventional gasoline or diesel engines could be used without requiring changes in the engine components and that the fuel tank could be filled, totally or partially, and alternating with conventional fuel.
It acts as a low cost co-solvent that remains in a single phase when the alcohol content is present as the water/alcohol azeotropic mixture. Such single-phase stability is maintained in mixtures with hydrocarbons, even when such mixtures with hydrocarbons are exposed to high ambient moisture, cold weather and limited water filtrations.
It can be used in engines at lower temperatures and at a lower compression ratio than conventional fuels, allowing the manufacturers to use more economic, lighter and lower cost materials, with a better weight-to-power ratio and with a lower capacity cooling system.
It produces a colder flame when compared to conventional fuels, it is water-extinguishable, therefore reducing accident risks in vehicles catching fire and allowing the manufacturers to build safer engines that offer more safety in case of an accident.
It reduces the corrosivity level and produces lubrication properties, when containing additives such as meta-nitrobenzoctadecylamide, nitrobenzoctadecylamide and benzoctadecylamide.
It has a larger octane number than gasoline, even when being in a mixture with gasoline and where said gasoline is the main component of the mixture.
It produces a lower opacity than diesel, even if they are present in a mixture with diesel where diesel is the main component.
It does not affect substantially the cetane number of diesel, when mixed in a proportion wherein diesel is the main component.

BRIEF DESCRIPTION OF THE DRAWINGS

The charts presented below show a comparison between the results obtained for the “alcohol based fuel and/or biofuel composition” of the present invention when used in mixtures with conventional fuels, and the results obtained with conventional fuels alone.
The charts show exemplary results of laboratory tests conducted with said “alcohol based fuel and/or biofuel composition”. For practical reasons and for illustration purposes, the following terms will be used:
The name used herein for the “alcohol based fuel and/or biofuel composition” is “Cleanerfuel”, and the first letter of the fuel being replaced follows such name.
For instance, when said “alcohol based fuel and/or biofuel composition” is used as gasoline substitute, the name is Cleanerfuel G. When said “alcohol based fuel and/or biofuel composition” is used as diesel substitute, the name is Cleanerfuel D. When said “alcohol based fuel and/or biofuel composition” is used as burning oils substitute, the name is Cleanerfuel O. If said “alcohol based fuel and/or biofuel composition” is mixed with another fuel, the number representing the percentage (v/v) corresponding to the fuel in such mixture, is placed at the end of the name. For instance, if a 50% (v/v) of gasoline is added to said “alcohol based fuel and/or biofuel composition” the full name is Cleanerfuel G 50, if a 50% (v/v) of diesel is added to said “alcohol based fuel and/or biofuel composition” the full name is Cleanerfuel D 50; and, if 50% (v/v) of burning oil is added to said “alcohol based fuel and/or biofuel composition” the full name is Cleanerfuel O 50.
FIG. 1 shows the higher combustion efficiency obtained with Cleanerfuel mixed with 85% of regular gasoline, when compared to 100% of Premium gasoline.
FIG. 2 shows the cost reduction obtained with Cleanerfuel mixed with 85% of regular gasoline, when compared to 100% of Premium gasoline, in January 2004.
FIG. 3 shows the higher octane number of Cleanerfuel mixed with 85% of regular gasoline, when compared to 100% of Premium gasoline.
FIG. 4 shows the lower emission of CO gas with Cleanerfuel mixed with 50% of regular gasoline, when compared to 100% of Premium gasoline.
FIG. 5 shows the lower HC gas emission of Cleanerfuel mixed with 50% of regular gasoline, when compared to 100% of Premium gasoline.
FIG. 6 shows the lower NOx gas emission of Cleanerfuel mixed with 50% of regular gasoline, when compared to 100% of Premium gasoline.
FIG. 7 shows the lower opacity of Cleanerfuel mixed with 50% of commercial grade diesel, when compared to 100% of commercial grade diesel.
The conventional additives and agents for conventional fuel mixtures can be present in the “alcohol based fuel and/or biofuel composition” of the present invention. For instance, said “alcohol based fuel and/or biofuel composition” of the present invention may contain additives or fuels, such as: friction modifiers, detergents, corrosion inhibitors, lubricants, antioxidants, heat stabilizers, cetane number improvers, etc. The most preferred of these additives are: di-tert-butyl peroxide, ethyl nitrate, triethylene glycol dinitrate, aniline, gasoline or diesel, vegetal oil, morpholine, amines or polyamines, meta-nitrobenzoctadecylamide, nitrobenzoctadecylamide and benzoctadecylamide. The last three compounds have corrosivity lowering and lubrication enhancing properties. Their manufacturing method and effectiveness are described in U.S. Pat. No. 4,668,245 filed on May 26, 1987.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

This invention describes a novel technical approach to solve the above-mentioned problems and makes novel and revolutionary improvements to the state of the art. This is done by providing a product capable of substituting or replacing traditional fuels, such as gasoline, diesel and burning oils, in conventional internal combustion engines without requiring any modification of the engine's structure, design and dynamics.
The present invention provides an “alcohol based fuel and/or biofuel composition” that comprises the following three components:
(A) Dimethoxymethane, that can be replaced, totally or partially, with one or more of the less preferred compounds, capable of improving combustion speed, such as: di-tert-butyl peroxide, ethyl nitrate, triethylene glycol dinitrate, meta-nitrobenzoctadecylamide and other compounds, such as the ones used for reducing cetane number in diesel; (B) propylene glycol monoalkyl ether and/or butylene glycol monoalkyl ether, that can be replaced with one or more of the following less preferred compounds: propoxyalcohol and/or butoxyalcohol wherein said alcohol contains from 1 to 4 carbon atoms, polioxipropylene glycol monoalkyl ether or polioxibutylene glycol monoalkyl ether with a boiling point in the range from 39 to 190 Celsius degrees for the substitution of gasoline, or, in the range from 39 to 350 Celsius degrees for the substitution of diesel or oils; and (C) is one or more alcohols containing from 1 to 4 carbon atoms.
Alternatively, said “alcohol based fuel and/or biofuel composition” components could be obtained from products derived from vegetal matter or organic waste (biomass). Said composition, composed by the three mentioned components, mixed in a defined proportion according to the kind and amount of fuel that will be replaced or mixed, has the following features:

- It can be used in pure form or mixed with diesel or gasoline, with competitive costs, using conventional engines, producing a lower amount of contaminants and carbon dioxide than conventional fuels.
- It works when mixed with the fuel component “mixtures of alkoxy-terminal polyoxymethylenes” with boiling points in a range from 40 to 188 Celsius degrees for the substitution of gasoline and with boiling points from 40 to 350 Celsius degrees for the substitution of diesel.
- It releases propylene oxide and/or butylene oxide in a precise moment before the combustion process, generating a maximal pressure near to the expansion cycle start. Said propylene oxide and/or butylene oxide are produced from component (B), that when compressed at high temperature at the end of the compression cycle, experiences thermal decomposition and releases propylene oxide and/or butylene oxide which, in addition to being produced, they burn and help to burn the remaining fuel, and also induce a rapid volumetric expansion of the gas that reduces the available space for the combustion of the remaining fuel. Such reduction of the available space for the combustion of the remaining fuel produces some effects in the engine that are similar to increasing the compression ratio. Furthermore, the flame propagation speed is increased; there is a reduction in the needs for lowering the ignition temperature of the alcohol and for having a distillation curve similar to commercially available hydrocarbons. Finally, very high combustion efficiency is obtained with low energy content alcohols.
- It allows low energy content alcohols to be competitive on a “liter to liter” basis with high energy content fuels, permitting that conventional gasoline or diesel engines could be used without requiring changes in engines components and that the fuel tank could be filled, totally, partially, and alternating with conventional fuel.
- It acts as a low cost co-solvent that remains in a single phase when the alcohol content is present as the water/alcohol azeotropic mixture. Such single-phase stability is maintained in mixtures with hydrocarbons, even when such mixtures with hydrocarbons are exposed to high ambient moisture, such as cold weather and limited water filtrations.
- It can be used in engines at lower temperatures and at lower compression ratios than conventional fuels, allowing the manufacturers to use more economic, lighter and lower cost materials, with a better weight-to-power ratio and with a lower capacity cooling system.
- It produces a colder flame when compared to conventional fuels; it is water-extinguishable, therefore reducing accident risks in vehicles catching fire and allows the manufacturers to build safer engines.
- It reduces the corrosivity level and produces lubrication properties, when it contains additives such as meta-nitrobenzoctadecylamide, nitrobenzoctadecylamide and benzoctadecylamide in an amount from 0.10 to 6.00% v/v of said “alcohol based fuel and/or biofuel composition” or from 2.00 to 4.00% v/v of the alcohol present in said “alcohol based fuel and/or biofuel composition”.
- It has a larger octane number than gasoline, even when being in a mixture with gasoline and said gasoline is the main component of the mixture.
- It has a lower opacity than diesel, even when being in a mixture with diesel and said diesel is the main component of the mixture.
- It does not affect substantially the cetane number of diesel, when mixed in a proportion wherein diesel is the main component.

The component (A) of said “alcohol based fuel and/or biofuel composition” used in the present invention, is dimethoxymethane. It is also known as methylene dimethyl ether and is commercially known as methylal. It belongs to a class of compounds known for their use to decrease contaminants in the emission gases of diesel combustion, without forming peroxides. Its molecular formula is C₃H₈O₂and its structural formula is CH₃O—CH₂—OCH₃. Said component is totally miscible with diesel and gasoline and, in presence of an alcohol, it is totally miscible with water, it has good thermal stability properties, and it does not affect the quality of conventional fuels or the engine components. In addition, such compound has low toxicity and can be obtained from biomass. Initially, methane gas is obtained from the thermal decomposition of organic materials, such as agricultural waste. Such gas, with high pressure and temperature and using steam, can be transformed into methanol by means of the process known as “steam methane reforming”. In the following step, methanol is oxidized with oxygen to produce formaldehyde. The last step involves the combination of formaldehyde and methanol in a low-temperature chemical reaction to yield dimethoxymethane by means of a process known as “reactive distillation.” Alternatively, dimethoxymethane can be obtained at a lower cost, when compared to the previously mentioned process, by means of direct electrolysis of methanol. This process does not require the step of converting methanol into formaldehyde. Dimethoxymethane can be replaced, totally or partially, with one or more of the less preferred compounds, capable of improving combustion speed, such as di-tert-butyl peroxide, ethyl nitrate, triethylene glycol dinitrate, meta-nitrobenzoctadecylamide and other compounds, such as the ones used for reducing cetane number in diesel.
The component (B) of said “alcohol based fuel and/or biofuel composition” of the present invention, is propylene glycol mono-alkyl ether and/or butylene glycol monoalkyl ether, with the formula ##STR1##, wherein R is an alkyl group, having from 1 to 10 carbon atoms, R₁is an C₁-C₂alkyl group, R₂is hydrogen or methyl, and n is an integer from 1 to 5. Some examples of these compounds are: propylene glycol monomethyl ether, propylene glycol monoethyl ether, propylene glycol monopropyl ether, propylene glycol mono-n-butyl ether, propylene glycol mono-t-butyl ether, propylene glycol mono-n-amyl ether, propylene glycol mono-t-amyl ether, dipropylene glycol monomethyl ether, dipropylene glycol monoethyl ether, dipropylene glycol monopropyl ether, dipropylene glycol mono-n-butyl ether, dipropylene glycol mono-t-butyl ether, dipropylene glycol mono-n-amyl ether, dipropylene glycol mono-t-amyl ether, tripropylene glycol monomethyl ether, tripropylene glycol monoethyl ether, tripropylene glycol monopropyl ether, tripropylene glycol mono-n-butyl ether, tripropylene glycol mono-t-butyl ether, tripropylene glycol mono-n-amyl ether, tripropylene glycol mono-t-amyl ether, and other compounds of the same class. Additional examples are propylene glycol monophenyl ether and other compounds of the same class.
Derivatives corresponding to 1,2-butylene oxides can be used, including dibutylene glycol mono methyl ether, dibutylene glycol monoethyl ether, dibutylene glycol mono-n-propil ether, dibutylene glycol mono-isopropyl ether, dibutylene glycol mono-n-butyl ether, dibutylene glycol mono-t-butyl ether, tributylene glycol mono methyl ether, tributylene glycol monoethyl ether, tributylene glycol mono-n-propil ether, tributylene glycol mono-isopropyl ether, tributylene glycol mono-n-butyl ether, tributylene glycol mono-t-butyl ether and other compounds of the same class. In addition, derivatives corresponding to 2,3-butylene and propylene oxides, can be used.
The most preferred compounds are those with boiling points in a range from 41 to 188 Celsius degrees for the substitution of gasoline and from 39 to 350 Celsius degrees for the substitution of diesel or burning oil. Propylene glycol monoalkyl ether or butylene glycol monoalkyl ether can be replaced with the following less preferred compounds: i) propoxyalcohols and/or butoxyalcohols wherein said alcohols have from 1 to 4 carbon atoms: propoxymethanol, butoxymethanol, propoxyethanol, butoxyethanol, propoxy-n-propanol, propoxy-iso-propanol, butoxy-n-propanol, butoxy-iso-propanol, propoxy-n-butanol, propoxy-sec-butanol, propoxy-iso-butanol, propoxy-tert-butanol, butoxy-n-butanol, butoxy-sec-butanol, butoxy-iso-butanol, butoxy-tert-butanol; and ii) polyoxypropylene glycol monoalkyl ether and/or polyoxybutylene glycol monoalkyl ether with boiling points in a range from 39 to 190 Celsius degrees for the substitution of gasoline or in a range from 39 to 350 Celsius degrees for the substitution of diesel or oils. The propylene glycol monoalkyl ether and the butylene glycol monoalkyl ether included in said polioxi-compounds, have the formula ##STR1##, as mentioned above. The corresponding examples are applicable for this case.
All of the above-mentioned compounds that correspond to component (B), when combined in the defined proportion with dimethoxymethane and alcohols having from 1 to 4 carbon atoms, under defined pressure and temperature and prior to the combustion process, in a precise moment release propylene oxide or butylene oxide. These compounds are responsible for the very high combustion efficiency of the “alcohol based fuel and/or biofuel composition”.
The propylene glycol monomethyl ether or butylene glycol mono methyl ether can be produced from biomethanol and glycols obtained from agricultural crops such as sugar cane, tapioca, corn, sorghum, etc. The chemical process for the production of said glycols involves two basic steps. In the first step, there is a catalytic hydrogenation to convert glucose or a monosaccharide into sorbitol. The second step is a continuous catalytic process known as hydrocracking, which uses steam to convert sorbitol molecules into glycols, which are purified by distillation. Thirty-seven patents have been issued to Polyol Chemicals Inc. on this process and the related engineering.
The component (C) of said “alcohol based fuel and/or biofuel composition” of the present invention, consists of one or more alcohols having from 1 to 4 carbon atoms: ethanol, methanol, n-propanol, iso-propanol, n-butanol, sec-butanol, iso-butanol and tert-butanol. A small amount of water can be present in said component or in the “alcohol based fuel and/or biofuel composition” of the present invention. The most preferred alcohols are methanol, ethanol, or a mixture thereof. In this moment, methanol is preferred over ethanol for its lower price and its higher ability to lower HC emissions. The advantages of ethanol over methanol are its lower toxicity, its higher energy content per kilogram and its ability to prevent phase separation when water and hydrocarbons are present. From an agricultural point of view, ethanol production is easier than methanol production.
Ethanol can be obtained from agricultural crops such as sugar cane, using distillation processes. Methanol can be obtained by thermal decomposition of organic matter, such as agricultural waste. Said thermal decomposition produces methane gas. Such gas, with high pressure and temperature and using steam, can be transformed into methanol by means of the process known as “steam methane reforming”.
The following example shows how the “alcohol based fuel and/or biofuel composition” of the present invention can be obtained with competitive costs. For instance, a mixture of the “alcohol based fuel and/or biofuel composition” with 50% of regular gasoline is prepared using the following proportions: 2% propylene glycol mono methyl ether, 10% dimethoxymethane, 38% methanol and 50% regular gasoline. Considering the average market prices in January 2004, expressed in US dollars per gallon, namely 1.40 for dimethoxymethane (obtained by electrolysis), 4.7 for propylene glycol mono methyl ether, 0.75 for methanol with 4% water and 1.14 for regular gasoline, the resulting cost for the 50% mixture with regular gasoline is 1.10 US dollars per gallon. This cost is lower that the cost of 100% regular gasoline. This example does not consider transport costs, mixing costs, taxes, or the cost of the corrosion inhibitor additive (due to its low relevance).
Also, some cases require the consideration of the fact that the costs of the agricultural methods for the production of the components are higher than the costs of the production from petroleum. Nevertheless, there is no consideration herein for the benefits of the local production of said “alcohol based fuel and/or biofuel composition.”
The maximum power yield and the lower cost of said “alcohol based fuel and/or biofuel composition” for the substitution of gasoline, are obtained when the defined proportion for the mixture with gasoline is used and gasoline is present in a range from 50.00 to 92.00% v/v; and the maximum power yield and the lower cost of said “alcohol based fuel and/or biofuel composition” when used as diesel substitute, are obtained when the defined proportion for the mixture with diesel and said diesel is present in a range from 50.00 to 92.00% v/v.

Claims

1. An “alcohol based fuel and/or biofuel composition” characterized by: its capacity of being used in internal combustion engines designed for diesel or gasoline, without requiring the engine modification; in its pure form or mixed with diesel, burning oils or gasoline, in a defined proportion according to the amount and kind of the fuel to be replaced; with similar efficiency than the obtained with the replaced fuel; producing a lower amount of fuel emissions and carbon dioxide than conventional fuels; and wherein its components can be obtained from vegetal matter or biomass, allowing to avoid the use of petroleum based products. The “alcohol based fuel and/or biofuel composition” comprises the following three components: (A) dimethoxymethane, that can be replaced, totally or partially, with one or more of the less preferred compounds, capable of improving combustion speed, such as di-tert-butyl peroxide, ethyl nitrate, triethylene glycol dinitrate, meta-nitrobenzoctadecylamide and other compounds, such as the ones used for reducing cetane number in diesel; (B) propylene glycol monoalkyl ether and/or butylene glycol monoalkyl ether, which can be replaced, totally or partially, with one or more of the following, less preferred, compounds: propoxyalcohol and/or butoxyalcohol wherein said alcohol contains from 1 to 4 carbon atoms, polioxipropylene glycol monoalkyl ether or polioxibutylene glycol monoalkyl ether; and (C) one or more alcohols containing from 1 to 4 carbon atoms.

2. An “alcohol based fuel and/or biofuel composition” according to claim 1, wherein said component (A) is dimethoxymethane, said component (B) is propylene glycol monomethyl ether or butylene glycol monomethyl ether, or a mixture thereof, in any proportion; and (C) is ethanol or methanol, or a mixture thereof, in any proportion; and wherein the preferred although not exclusive ranges, to combine the three components, are: component (A) from 9.00 to 83.00% v/v of said “alcohol based fuel and/or biofuel composition”; component (B) from 3.00 to 30.00% v/v of said “alcohol based fuel and/or biofuel composition”; and component (C) from 81.00 to 7.00% v/v of said “alcohol based fuel and/or biofuel composition”. With such components and proportions, the “alcohol based fuel and/or biofuel composition” is characterized by: the possibility of being prepared exclusively with components obtained from vegetal matter or biomass, allowing to avoid the use of petroleum based products; reducing contaminants production and showing a better performance.

3. An “alcohol based fuel and/or biofuel composition”, according to the claims 1 and 2, characterized by its ability to be used as a minor component, as an additive or as a fuel, in a mixture with gasoline or with one or more of the individual components of gasoline, in gasoline engines. To allow said characteristic to be showed, the combined proportions of components (B) and (C) represent at least 18.00% v/v of said “alcohol based fuel and/or biofuel composition”; and (B), represents at least 10.00% v/v of said composition.

4. An “alcohol based fuel and/or biofuel composition” according to the claims 1 and 2, characterized its ability to be used as a fuel to completely replace gasoline, as the major component in a mixture with gasoline or with one or more of the individual components of gasoline, in gasoline engines. To allow said characteristic to be showed, the preferred combined proportions of said components (B) and (C) represent at least 29.00% v/v of said “alcohol based fuel and/or biofuel composition”; and (B), represents at least 14.00% v/v of said composition.

5. An “alcohol based fuel and/or biofuel composition” according to the claims 1 and 2, characterized its ability to be used as a minor component, as an additive or as a fuel, in a mixture with diesel or burning oils, in diesel or burning oils engines. To allow said characteristic to be showed, the preferred combined proportions of said components (A) and (B) represent at least 27.00% v/v of said “alcohol based fuel and/or biofuel composition”; and (B), represents at least 10.00% v/v of said composition.

6. An “alcohol based fuel and/or biofuel composition” according to the claims 1 and 2, characterized its ability to be used as a fuel to completely replace diesel or burning oils, as the major component in a mixture with diesel or burning oils, in diesel or burning oils engines. To allow said characteristic to be showed, the preferred combined proportions of said components (A) and (B) represent at least 33.00% v/v of said “alcohol based fuel and/or biofuel composition”; and (B), represents at least 14.00% v/v of said composition.

7. An “alcohol based fuel and/or biofuel composition”, according to claim 1 and 2, characterized by showing a better performance when used as a minor component, as an additive or as a fuel, in a mixture with gasoline or with one or more of the individual components of gasoline, in gasoline engines. To allow said characteristic to be showed, the preferred combined proportions of components (B) and (C) represent at least 18.00% v/v of said “alcohol based fuel and/or biofuel composition”; and (B), represents at least 10.00% v/v of said composition; and the components are present in the following composition ranges:

A) From about 14.00 to about 29.00% of the volume consists of said component (A), from about 5.00 to about 20.00% of the volume consists of said component (B) and from about 81.00 to about 51.00% of the volume consists of said component (C).

B) From about 12.00 to about 35.00% of the volume consists of said component (A), from about 7.00 to about 14.00% of the volume consists of said component (B) and from about 81.00 to about 51.00% of the volume consists of said component (C).

C) From about 9.00 to about 19.00% of the volume consists of said component (A), from about 10.00 to about 30.00% of the volume consists of said component (B) and from about 51.00 to about 81.00% of the volume consists of said component (C).

D) From about 43.00 to about 83.00% of the volume consists of said component (A), from about 3.00 to about 20.00% of the volume consists of said component (B) and from about 14.00 to about 37.00% of the volume consists of component (C).

E) From about 43.00 to about 83.00% of the volume consists of said component (A), from about 5.00 to about 14.00% of the volume consists of said component (B) and from about 12.00 to about 43.00% of the volume consists of component (C).

F) From about 43.00 to about 83.00% of the volume consists of said component (A), from about 10.00 to about 30.00% of the volume consists of said component (B) and from about 7.00 to about 27.00% of the volume consists of component (C).

G) From about 35.00 to about 43.00% of the volume consists of said component (A), from about 6.00 to about 22.00% of the volume consists of said component (B) and from about 43.00 to about 51.00% of the volume consists of component (C).

8. An “alcohol based fuel and/or biofuel composition” according to the claims 1 and 2, characterized by showing a better performance when used as a fuel to completely replace gasoline, or as the major component in a mixture with gasoline or with one or more of the individual components of gasoline, in gasoline engines. To allow said characteristic to be showed, the preferred combined proportions of said components (B) and (C) represent at least 29.00% v/v of said “alcohol based fuel and/or biofuel composition”; and (B), represents at least 14.00% v/v of said composition; and the components are present in the following composition ranges:

9. An “alcohol based fuel and/or biofuel composition” according to the claims 1 and 2, characterized by showing a better performance when used as a minor component, as an additive or as a fuel, in a mixture with diesel or burning oils, in internal combustion engines for diesel or burning oils. To allow said characteristic to be showed, the preferred combined proportions of said components (A) and (B) represent at least 27.00% v/v of said “alcohol based fuel and/or biofuel composition”; and (B), represents at least 10.00% v/v of said composition; and the components are present in the following composition ranges:

10. An “alcohol based fuel and/or biofuel composition” according to the claims 1 and 2, characterized by showing a better performance when used as a fuel to completely replace diesel or burning oils, as the major component in a mixture with diesel or burning oils, in diesel or burning oils engines. To allow said characteristic to be showed, the preferred combined proportions of said components (A) and (B) represent at least 33.00% v/v of said “alcohol based fuel and/or biofuel composition”; and (B), represents at least 14.00% v/v of said composition; and the components are present in the following composition ranges:

11. An “alcohol based biofuel composition” according to claims 2 to 10, characterized by allowing to be used as a fuel or as and additive in engines manufactured or modified to function with alcohols and/or fuels with high alcohol content.

12. An “alcohol based fuel and/or biofuel composition”, according to claims 1 to 10, characterized by:

It works when mixed with the fuel component “alkoxy-terminal polyoxymethylenes mixtures” with boiling points in a range from 40 to 188 Celsius degrees for the substitution of gasoline and with boiling points from 40 to 350 Celsius degrees for the substitution of diesel.

It releases propylene oxide and/or butylene oxide in a precise moment before the combustion process, generating a maximal pressure near the expansion cycle start. Said propylene oxide and/or butylene oxide are produced from component (B), which when compressed at high temperature at the end of the compression cycle, experiences thermal decomposition and releases propylene oxide and/or butylene oxide. In addition to being produced, they burn and help to burn the remaining fuel, and also induce a rapid volumetric expansion of the gas that reduces the available space for the combustion of the remaining fuel. Such reduction of the available space for the combustion of the remaining fuel, produces some effects in the engine that are similar to increasing the compression ratio. Furthermore, when the flame propagation speed is increased there is a reduction in the needs for lowering the ignition temperature of the alcohol and for having a distillation curve similar to the obtained with commercially available hydrocarbons. Finally, very high combustion efficiency is obtained with low energy content alcohols.

It acts as a low cost co-solvent that remains in a single phase when the alcohol content is present as the water/alcohol azeotropic mixture. Such single-phase stability is maintained in mixtures with hydrocarbons, even when such mixtures with hydrocarbons are exposed to high ambient moisture, cold weather and limited water filtrations.

It produces a colder flame when compared to conventional fuels, it is water-extinguishable, therefore reducing accident risks in vehicles catching fire and allows the manufacturers to build safer engines.

It reduces the corrosivity level and produces lubrication properties, when it contains additives such as meta-nitrobenzoctadecylamide, nitrobenzoctadecylamide and benzoctadecylamide in a range from about 0.10 to about 6.00% v/v of said “alcohol based fuel and/or biofuel composition” or from 2.00 to about 4.00% v/v of the alcohol present in said “alcohol based fuel and/or biofuel composition”.

13. An “alcohol based fuel and/or biofuel composition” prepared according to claims 7 and 8, characterized by:

It generates a lower amount of contaminants and carbon dioxide than conventional fuels and at a competitive price. The generated amount of carbon dioxide is similar to the amount collected during the photosynthesis of the raw materials used for preparing the components, contributing to prevent global warming.

It allows low energy content alcohols to be competitive on a “liter to liter” basis with high energy content fuels, permitting that conventional gasoline engines could be used without requiring changes in the engines components and that the fuel tank could be filled, totally, partially, and alternating with gasoline.

It allows engines to operate at lower temperature and to function at lower compression ratio than conventional fuels, allowing the manufacturers to use more economic, lighter and lower cost materials, with a better weight-to-power ratio and with a lower capacity cooling system.

It has a larger octane number than gasoline, even when being in a mixture with gasoline and said gasoline is the main component of the mixture.

It allows obtaining outstanding combustion efficiency when mixed with gasoline, when said gasoline is present in a range from 50.00 to 92.00%.

It acts as a gasoline additive when used as a minor component in a mixture with gasoline.

It acts as the main fuel, without using gasoline or gasoline individual components or, in mixtures wherein gasoline and/or the individual components of gasoline are present as minor components or as an additive.

14. An “alcohol based fuel and/or biofuel composition” prepared according to claims 9 and 10, characterized by:

It generates a lower amount of contaminants and carbon dioxide than conventional fuels and at a competitive price. The generated amount of carbon dioxide is similar the amount collected during the photosynthesis of the raw materials used for preparing the components, contributing to prevent global warming.

It allows low energy content alcohols to be competitive on a “liter to liter” basis with high energy content fuels, permitting that conventional diesel or burning oils engines could be used without requiring changes in the engines components and that the fuel tank could be filled, totally, partially, and alternating with diesel or burning oil.

It allows to operate engines at lower temperature and to function at lower compression ratio than conventional fuels, allowing the manufacturers to use more economic, lighter and lower cost materials, with a better weight-to-power ratio and with a lower capacity cooling system.

It has a lower opacity than diesel, even if they are present in a mixture with diesel where diesel is the main component.

It does not substantially affect the cetane number of diesel, when mixed in a proportion wherein diesel is the main component.

It allows obtaining outstanding combustion efficiency when mixed with diesel or burning oil, when said diesel or burning oil is present in a range from 50.00 to 92.00%.

It acts as a diesel or burning oil additive when used as a minor component in a mixture with diesel.

It acts as the main fuel, without using diesel and/or burning oils or, in mixtures wherein diesel and/or burning oils of gasoline are present as minor components or as an additive.

15. A method for the formulation of the “alcohol based fuel and/or biofuel composition”, characterized by allowing that the three components described in claim 2, when combined in defined proportions, form a composition capable to replace, totally or partially, conventional fuels in engines manufactured or modified to function with gasoline, gasoline components, diesel or burning oils. The suggested formulations to replace each of said fuel is the following:

When used as additive or fuel, as a minor component in a mixture with gasoline or with one or more of the individual components of gasoline, in gasoline engines, the formulation method must consider the following: the preferred combined proportions of components (B) and (C) represent at least 18.00% v/v of said “alcohol based fuel and/or biofuel composition”; and (B), represents at least 10.00% v/v of said composition; and the components are present in the following composition ranges:

When used as a fuel to completely replace gasoline, as the major component in a mixture with gasoline or with one or more of the individual components of gasoline, in gasoline engines, the formulation method must consider the following: the preferred combined proportions of said components (B) and (C) represent at least 29.00% v/v of said “alcohol based fuel and/or biofuel composition”; and (B), represents at least 14.00% v/v of said composition; and the components are present in the following composition ranges:

When used as an additive or fuel, as a minor component in a mixture with diesel or burning oils, in internal combustion engines for diesel or burning oils, the formulation method must consider the following: the preferred combined proportions of said components (A) and (B) represent at least 27.00% v/v of said “alcohol based fuel and/or biofuel composition”; and (B), represents at least 10.00% v/v of said composition; and the components are present in the following composition ranges:

When used as a fuel to completely replace diesel or burning oils, as the major component in a mixture with diesel or burning oils, in diesel or burning oils engines, the formulation method must consider the following: the preferred combined proportions of said components (A) and (B) represent at least 33.00% v/v of said “alcohol based fuel and/or biofuel composition”; and (B), represents at least 14.00% v/v of said composition; and the components are present in the following composition ranges: