DIESEL FUEL ADDITIVE
CROSS-REFERENCE TO RELATED APPLICATIONS
This application claims priority to U.S. Provisional Application Serial No. 61/360,880,
filed July 1, 2010, the contents of which are incorporated herein in their entirety.
BACKGROUND OF THE INVENTION
Field of the Invention
This invention relates to additives for use with diesel fuel, in particular diesel fuel used in
internal combustion engines.
Description of the Related Art
Diesel fuel has been used for a long period of time, and, when used in internal
combustion engines, confers many advantages when compared to gasoline. However, there is
nonetheless room for improving the performance and characteristics of diesel fuel. Diesel fuel,
when combusted, produces significant pollution, including particulate emissions. It would be
advantageous to find a means by which these adverse effects can be minimized, in addition to
improving the efficiency of diesel fuel combustion.
SUMMARY OF THE INVENTION
Some embodiments of the present invention are directed to a new additive for use with
diesel fuel. When combined with diesel fuel used in internal combustion engines, including
automobiles, this additive provides many advantages. These advantages include, but are not
limited to, reducing combustion byproduct emissions, such as carbon dioxide, sulfur, and other
pollutants, as well as reducing diesel fuel consumption.
Embodiments of the present invention, when used as an additive in diesel fuel, may be
used in cars, trucks, power generators, and other machines using internal combustion engines.
The additive is compatible with ordinary fuel systems and does not require any modification to
an engine before use.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 illustrates a flowchart describing a synthetic procedure for production of an
embodiment of the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
The present invention comprises one or more compounds synthesized using a multi-step
process. The compound or compounds resulting from this synthetic process, typically in the
form of a powder or gel, constitute an additive that may then be added to diesel fuel, including
petrodiesel and biodiesel fuel, although the additive could also be added to unleaded gasoline or
other types of fuel as well. As will be explained in further detail below, this additive confers
several benefits and advantages in the combustion of diesel fuel, for example in an internal
combustion engine, compared to diesel fuel without an additive.
With reference to Figure 1, the process for the synthesis and preparation of a diesel fuel
additive involves multiple steps and the creation of several precursor compounds before the final
product is complete. In one embodiment, the ingredients used in the synthetic procedure can be
added in proportions according to Table 1 below, in which the percentages indicated are based on
100% of the ingredients added to the diesel fuel additive.
The synthetic procedure involves the use of a manganese compound, preferably
manganese dioxide, and more preferably as manganese dioxide ore which can be provided in
powder form. The manganese dioxide ore can be obtained from many sources. One preferred
source is manganese dioxide ore from India, which can provide an ore of 78% quality or purity.
Variations in the quality or purity of the ore are acceptable, for example, +2%, +5%, +8%, +10%,
+12%, +15%., or +20%.. Note that the amount of ore is preferably adjusted to maintain the
percentage of manganese dioxide according to Table 1. Although the amount of manganese
dioxide ore is 43% or about 43% in some embodiments,, according to Table 1 below, other
amounts may be appropriate, for example a range between about 42-44%, 40-46%, 35-50%, 25-
50%, or 5-60%.
Diethyl malonate ("DEM") is then added to the ore. The amount of DEM may vary
between an amount just barely sufficient to mix with the ore to approximately 20%, although in
some embodiments, 9%, about 9%, between about 8-10%, 6-12%, or 5-15% is used. While
mixing, the mixture is heated, in some embodiments only slightly such as 75-120 °F, or to 95 °F.
This can be accomplished, for example, in a steam boiler. The mixing is continued for a
relatively short period of time such as about 25-105 minutes, or about 65 minutes. The resulting
compound is Compound I, which may appear as a light brown or brownish color.
Silica is then added to Compound I, and this may then be mixed for a relatively short
period of time, for example about 5 to 55 minutes, or about 25 minutes. Other silicon
compounds, including silicates and silicon, may be used as well. The amount of silica used can
range in some cases of no more than about20%, or no more than aboutl0%, or sometimes
between about 5-10%, or around 3.5%. While mixing, the mixture is preferably heated, such as
from 80 °F to 130 °F, or to 95 °F. After cooling to room temperature such as between 60 °F to
75 °F, the resulting mixture forms a neutral colloid, or Compound II. Compound II usually
presents as a very light brown or sandy color. Compound II is then mixed with a carbonate, for
example sodium carbonate in powder form, and with or without heating (for example, at room
temperature) for a short period of time such as 5-60 minutes, such as about 15 minutes, so as to
form Compound III, which may appear red or red-tinted. The sodium carbonate can be, for
example, in the range of about 7%, between about 5-15%, or no more than about 20%, 15%, or
10%.
Next, a base, such as a strong base such as sodium hydroxide in aqueous solution, in
some embodiments at a concentration of 48%, 45-50%, 40-60%, or 30-70%, may be added and
mixed with Compound III. The mixture is preferably mixed for a short period of time, such as 5-
45 minutes, or 35 minutes, at a relatively low temperature, for example room temperature such as
between 60 °F to 75 °F. The percentage of sodium hydroxide may vary, for example between
1% and 10%, or between 1% and 5%, but is preferably around 2.5%. At this point, Compound
IV is formed as a powder, and is usually reddish or red-tinted in color.
Lignite powder is then added to Compound IV and blended during a relatively brief time
interval, for example from 1-15 minutes, or 10 minutes. Although lignite powder is preferably
used, other hydrocarbon and carbon compounds such as anthracite or other grades of coal may be
suitable as well. The blending can occur in some embodiments at room temperature or some
other similarly low temperature, such as between 60 °F to 75 °F, or less than about 75 °F.
Preferably, the lignite powder is of a higher grade, for example greater than 55%, 60%, 65%,
70%, 75%, or more and may be obtained from India. A grade of 55% + 1.2% has been found to
perform acceptably, although other grades may also be possible. Preferably, the lignite is black in
color. The weight of lignite added may range between 1-20% of the final product, such as
between 5-10%, or 3%. Enzymes, such as one, two, or more oxidoreductases, including
dehydrogenases or oxidases, are then added to the above mixture. The enzymes preferably
include a mixture of EC 1.18 enzymes (enzymes acting on iron-sulfur proteins as donors) and EC
1.1 enzymes (enzymes acting on the CH-OH group of donors). The EC codes correspond to the
classification nomenclature set forth by the Enzyme Commission, now published by the
International Union of Biochemistry and Molecular Biology at Enzyme Nomenclature 1992
[Academic Press, San Diego, California, ISBN 0-12-227164-5 (hardback), 0-12-227165-3
(paperback)] with Supplement 1 (1993), Supplement 2 (1994), Supplement 3 (1995), Supplement
4 (1997) and Supplement 5 (in Eur. J . Biochem. 1994, 223, 1-5; Eur. J. Biochem. 1995, 232, 1-6;
Eur. J . Biochem. 1996, 237, 1-5; Eur. J. Biochem. 1997, 250; 1-6, and Eur. J . Biochem. 1999,
264, 610-650; respectively), all of which are hereby incorporated by reference in their entireties.
EC 1.1 enzymes can include those with NAD or NADP as an acceptor (EC 1.1.1, e.g., alcohol
dehydrogenase), with a cytochrome as an acceptor (EC 1.1.2, e.g., lactate dehydrogenase), with
oxygen as an acceptor (EC 1.1.3, e.g., alcohol oxidase), with a disulfide as an acceptor (EC 1.1.4,
e.g., vitamin-K-epoxide reductase), with a quinine or similar compound as an acceptor (EC 1.1.5,
e.g., quinoprotein glucose dehydrogenase), or with other acceptors (EC 1.1.99). EC 1.18 enzymes
can include rubredoxin-NAD+ reductase, ferredoxin-NADP+ reductase, ferredoxin-NAD+
reductase, rubredoxin-NAD(P)+ reductase, or nitrogenases for example. These enzymes may be
purchased from suppliers such as Advanced Enzyme Technologies Ltd. (Thane, India) or
Microgenix Specialities Pvt. Ltd. (Gujarat, India). In some embodiments, the EC 1.18 enzymes
make up 9% or about 9% of the product, and the EC 1.1 enzymes make up 8% or about 8% of
the product. However, these enzymes may each be used in the range of, for example, less than
about 25%, 20%, 15%, 12%, or 10%. This mixture is combined together, such as at a relatively
low temperature such as room temperature, such as between 60 °F to 75 °F, or less than about 75
°F until thoroughly blended. The mixture typically forms a powder, or Compound V, which may
appear as a white, off-white, or pale yellow color. At this stage, among others, the powder may
be used as a diesel fuel additive.
Optionally, a chelator such as diethylene triamine pentaacetic acid ("DTPA"), and an
polar aprotic solvent such as dimethylformamide ("DMF"), both liquid, are mixed together in
preferably approximately equal parts. Other chelators that may be used include
ethylenediaminetetraacetic acid ("EDTA"). Other polar aprotic solvents that may be used
include dimethyl sulfoxide ("DMSO"). As listed in Table I below, the DTPA and DMF together
preferably form approximately 15% of the final product in equal 7.5% proportions in one
embodiment; however, these ratios may be varied by reducing either the DTPA or DMF present
by up to 2%, 3%, 3.5%, 4%, or 5%, as long as the amount of the corresponding DMF or DTPA is
increased so that the total amount of the two materials equals approximately 15%, although the
total amount could be, for example, between about 12-18%, 10-20%, or 5-25% in other
embodiments. This DTPA/DMF mixture can then be added to Compound V and mixed until a
gel forms. This resulting gel is another form of the diesel fuel additive, which can be used in the
same manner as the powder.
The following Table I lists one non-limiting example of ingredients which may be used
to create a diesel fuel additive according to the procedure illustrated above. The percentage
values represent one potential preferred amount of each ingredient by mass that is added to create
the final product. In the procedure listed above, purity or quality values may be listed, and the
percentages listed below are based on the use of those ingredients at that given purity. The
amounts of ingredients can thus be adjusted if the purity of a given ingredient is different. Other
percentages, or ranges described elsewhere in the specification can also be utilized depending on
the desired result. The final product could also include amounts of other compounds, such as a
diluent for example, and the percentages listed below exclude percentages of those other
compounds.
TABLE I
Sodium carbonate (powder) (Na2C0 3) 7%
Sodium hydroxide (NaOH) 2.5%
Lignite (powder) 3%
Enzymes: EC 1.18 9%
EC 1.1 8%
Diethylene triamine pentaacetic acid (DTPA) 7.5%
Dimethylformamide (DMF) 7.5%
Total Percent 100 %
Without wishing to be bound by theory, the diesel fuel additive produced according to the
procedure set forth above is believed to function, once mixed with diesel fuel, by reacting with
sulfur present in the fuel. This forms a first intermediate compound. When this first
intermediate compound is then mixed with phenolic compounds present in the fuel, it creates a
second intermediate compound. Subsequently, when the diesel fuel is combusted, typically in an
internal combustion engine, the presence of this second intermediate compound makes the diesel
fuel burn more cleanly and with fewer pollutants. Also, the presence of these intermediate
compounds may provide additional power and reduce fuel consumption.
In order to use the diesel fuel additive, an amount of diesel fuel additive is added to a tank
of diesel fuel. Only a small amount of diesel fuel additive may need to be added to obtain
advantageous results. For example, one gram of diesel fuel additive powder per U.S. gallon of
diesel fuel may be sufficient. Similarly, approximately 1.2 grams of diesel fuel additive gel per
U.S. gallon of diesel fuel may be sufficient. In other embodiments, no more than about 10 grams,
9 grams, 8 grams, 7 grams, 6 grams, 5 grams, 4 grams, 3 grams, 2 grams, 1.8 grams, 1.6 grams,
1.4 grams, 1.2 grams, 1 gram, or less of diesel fuel additive gel or powder per U.S. gallon of
diesel fuel is added to improve the diesel fuel. The diesel fuel additive may be added as either a
powder (Compound V from the procedure above), or as a gel. Both the powder and the gel forms
of the product can be provided in a diluent suitable for addition to diesel fuel.
Below are experimental results which demonstrate the uses and effectiveness of the diesel
fuel additive described above.
EXAMPLE 1
A 1992 6.2L medium-duty GMC diesel truck was tested by a professional testing service
(Rod's Truck Repair, Santa Fe Springs, California) using the diesel fuel additive described
above. The truck had a baseline fuel consumption of 15.1 miles per gallon. To test the additive,
the additive was mixed with two gallons of Chevron diesel fuel, which was then added to an
additional 25 gallons of diesel fuel pumped into the truck.
The truck was then operated in typical stop-and-go traffic for a total of 419 miles. At this
point, the fuel was drained from the truck's tank, and a total of 23 gallons of diesel fuel with
additive was consumed. This yielded a fuel consumption of 18.2 miles per gallon, corresponding
to a fuel mileage increase of 20.5%. Additionally, emissions were tested. Nitric oxide emissions
were reduced by 26%, and the exhaust smoke opacity was reduced by 40%.
EXAMPLE 2
A long-term mileage test was conducted by the same testing service above using a 2005
Volvo tractor, with a baseline diesel fuel consumption of 5.24 miles per gallon, and a baseline
smoke opacity of 5.35%. The truck was driven over 6439 miles (including mountainous terrain);
over several tanks of fuel with additive added, the resulting average fuel consumption was
calculated to be 7.61 miles per gallon. The smoke opacity was measured at 2.02%. This yields a
fuel mileage improvement of 45% and a decrease in opacity of 62%.
EXAMPLE 3
Another test similar to Example 1 above was performed on a 2007 Peterbilt tractor, which
had a baseline fuel consumption of 5.84 miles per gallon and a baseline smoke opacity of 10.6.
After usage of the diesel fuel additive, average fuel consumption was calculated to be 8.88 miles
per gallon, and opacity was calculated at 8.61. Thus, fuel mileage was improved by 52% and
opacity was reduced by 19%.
Although certain embodiments of the disclosure have been described in detail, certain
variations and modifications will be apparent to those skilled in the art, including embodiments
that do not provide all the features and benefits described herein. It will be understood by those
skilled in the art that the present disclosure extends beyond the specifically disclosed
embodiments to other alternative or additional embodiments and/or uses and obvious
modifications and equivalents thereof. In addition, while a number of variations have been
shown and described in varying detail, other modifications, which are within the scope of the
present disclosure, will be readily apparent to those of skill in the art based upon this disclosure.
It is also contemplated that various combinations or subcombinations of the specific features and
aspects of the embodiments may be made and still fall within the scope of the present disclosure.
Accordingly, it should be understood that various features and aspects of the disclosed
embodiments can be combined with or substituted for one another in order to form varying
modes of the present disclosure. Thus, it is intended that the scope of the present disclosure
herein disclosed should not be limited by the particular disclosed embodiments described above.
For all of the embodiments described above, the steps of any methods need not be performed
sequentially.

WHAT IS CLAIMED IS:
1. A method of synthesizing a fuel additive, the method comprising the steps of:
combining a manganese compound with diethyl malonate to form a first
compound;
adding a silicon compound to the first compound to form a second compound;
adding a carbonate to the second compound to form a third compound;
mixing a strong aqueous base with the third compound to form a fourth
compound; and
adding powdered lignite to the fourth compound, followed by adding one or more
of EC 1.18 and EC 1.1 enzymes and blending to form a fuel additive.
2. The method of claim 1, wherein a chelator and an polar aprotic solvent are first
mixed together and then combined with the fuel additive to form a fuel additive gel.
3. The method of claim 2, wherein the chelator comprises diethylene triamine
pentaacetic acid and the polar aprotic solvent comprises dimethylformamide in an amount
corresponding to 15% of the fuel additive gel.
4. The method of claim 1, wherein the first compound is formed from manganese
dioxide ore and diethyl malonate mixed together and heated at a temperature between 75 and 120
°F.
5. The method of claim 4, wherein the manganese dioxide ore comprises about 43%
and diethyl malonate comprises about 9% of a fuel additive gel made by mixing the fuel additive
with a chelator and a polar aprotic solvent.
6. The method of claim 1, wherein the second compound is formed from silica and
the first compound is mixed together and heated at a temperature between 80-130 °F.
7. The method of claim 6, wherein the silica comprises about 3.5% of a fuel additive
gel made by mixing the fuel additive with a chelator and a polar aprotic solvent.
8. The method of claim 1, wherein the third compound is formed from sodium
carbonate and the second compound is mixed together at room temperature.
9. The method of claim 8, wherein the sodium carbonate comprises about 7% of a
fuel additive gel made by mixing the fuel additive with a chelator and a polar aprotic solvent.
10. The method of claim 1, wherein the fourth compound is formed from aqueous
sodium hydroxide solution and the third compound is mixed together at room temperature.
11. The method of claim 10, wherein the sodium hydroxide solution comprises about
2.5% of a fuel additive gel made by mixing the fuel additive with a chelator and a polar aprotic
solvent.
12. The method of claim 1, wherein the EC 1.18 enzymes comprise about 9%, and the
EC 1.1 enzymes comprise about 8%, of a fuel additive gel made by mixing the fuel additive with
a chelator and a polar aprotic solvent.
13. The method of claim 1, wherein the lignite comprises about 3% of a fuel additive
gel made by mixing the fuel additive with a chelator and a polar aprotic solvent.
14. A method of making an improved diesel fuel, the method comprising the steps of:
obtaining a quantity of diesel fuel; and
mixing a fuel additive with the diesel fuel, the fuel additive comprising a
manganese compound, diethyl malonate, a silicon compound, a carbonate, a strong
aqueous base, lignite, and at least one enzyme.
15. The method of claim 14, wherein no more than about one gram of fuel additive is
added per U.S. gallon of diesel fuel.
16. The method of claim 14, wherein the fuel additive is combined with an additional
diluent prior to mixing with the diesel fuel.
17. The method of claim 14, wherein the fuel additive is mixed in a gel form by
combining the fuel additive with a chelator and an polar aprotic solvent prior to adding the fuel
additive to the diesel fuel.
18. The method of claim 17, wherein no more than about 1.2 grams of the gel form of
the fuel additive is added per U.S. gallon of diesel fuel.
19. The method of claim 17, wherein the gel form of the fuel additive is combined
with an additional diluent prior to mixing with the diesel fuel.