Renewable hydrocarbon composition

Abstract

Provided herein are renewable hydrocarbon compositions comprising n-paraffins and isoparaffins wherein the total amount of any C8-C16 isoparaffins is from 50 to 94 wt% of the total weight of the hydrocarbon composition, the hydrocarbon composition has a kinematic viscosity of from 3.7 to 8 mm2 / s at-20 DEG C, and the weighted average carbon number of the hydrocarbons in the hydrocarbon composition is from 12.1 to 14.2.

Description

TECHNICAL FIELD

[0001] The present disclosure relates generally to a hydrocarbon composition. The present disclosure particularly, but not exclusively, relates to a renewable hydrocarbon composition useful as a jet fuel component or as a jet fuel. Furthermore, the present disclosure relates to a process for producing the hydrocarbon composition. BACKGROUND

[0002] This section provides background information which is not prior art to the present disclosure.

[0003] In transportation, especially in aviation, there is a continuous need to reduce greenhouse gas emissions and / or carbon footprint. Therefore, the interest in renewable jet fuels and jet fuel components is increasing and has been increasing. Processes for producing jet fuel components from renewable feedstocks have been proposed. However, the yield of jet fuel components (compared to other fuel components) is relatively low in this process. Furthermore, there is a demand and interest for producing jet fuel components for use in aviation in elevated amounts or even as neat fuel, and therefore certain product properties and requirements are of utmost importance.

[0004] The conditions to which jet fuels are exposed are extreme. Ambient temperatures at high altitudes are very low, while such operations require high thermal oxidative stability. Furthermore, jet fuels must provide reliable performance.

[0005] Currently, even when renewable jet fuels are produced from renewable oils and fats, employing advanced hydrotreatment processes, the yield of renewable jet fuels (also known as sustainable aviation fuel, SAF) is still lower than the corresponding yield of renewable diesel.

[0006] Therefore, there is a need to develop new hydrocarbon compositions, preferably for use as jet fuel or jet fuel components. Furthermore, there is a need to find a process for producing the same with good yield and production efficiency. SUMMARY

[0007] The appended claims define the scope of protection. Any examples or descriptions of products or methods in the specification, claims, and / or drawings that are not covered by the claims are not presented as embodiments of the present application but as examples useful for understanding the present application or as background.

[0008] According to a first aspect, there is provided a hydrocarbon composition comprising normal paraffins and isoparaffins, wherein

[0009] - the total amount of any C8-C16 isoparaffins is 50 to 94 wt-% of the total weight of the hydrocarbon composition, - the hydrocarbon composition has a kinematic viscosity in the range of 3.7 to 8 mm 2 / s, preferably 3.7 to 5.5 mm 2 / s, determined according to ASTM D445-21 e2 at -20 °C, and - the weighted average carbon number of the hydrocarbons in the hydrocarbon composition is 12.1 to 14.2.

[0010] The inventors have found that this hydrocarbon composition is particularly suitable for jet fuel. Also provided is a jet fuel which is lighter than the commercially available corresponding jet fuel.

[0011] According to a second aspect, there is provided a fuel or fuel component, preferably a jet fuel or jet fuel component, comprising a hydrocarbon composition as defined herein. The hydrocarbon composition of the present invention blends well with the current market aviation fuel components. This hydrocarbon composition provides particularly beneficial properties to such blended aviation fuels.

[0012] According to a third aspect, there is provided herein the use of a hydrocarbon composition as defined herein as a renewable jet fuel or as a renewable jet fuel component. The inventors have surprisingly found that both the hydrocarbon composition which can be used as a renewable jet fuel or renewable jet fuel component as a main product when produced in combination, and the renewable diesel which can be obtained as a co-product, have improved properties. Thus, according to a fourth aspect, there is provided a process for the combined production of a high quality jet fuel component which in some cases can even be used as a pure fuel in aviation, and a high quality winter grade renewable diesel. Surprisingly, in the combined production after recovery of the high quality jet fuel component, the remaining product still meets the requirements for renewable diesel, which meets the stringent requirements set for high quality winter grade renewable diesel fuel. More precisely, the renewable jet fuel or renewable jet fuel component has shown the desirable light weight characteristics with improved cold properties, and at the same time the renewable diesel (RD) recovered has shown excellent winter grade properties.

[0013] Generally for this aspect, the hydrocarbon composition of the present invention surprisingly provides attractive thermal oxidative stability, i.e. high JFTOT break point temperature, kinematic viscosity at -20 °C, freezing point, density and / or bio-sourced carbon content, some of which are also demonstrated by the results shown in the examples. BRIEF DESCRIPTION OF DRAWINGS

[0014] Some example embodiments will be described with reference to the accompanying drawings, in which: Figures 1-10 The content of normal paraffins, single branched isoparaffins, various multi-branched isoparaffins, naphthenes and aromatics (aromatics) of each carbon number (x-axis) is shown in wt-% (y-axis) relative to the total weight of the analyzed hydrocarbon composition, i.e. the sample in question. The content can be determined by GCxGC-FID or GCxGC-MS methods.

[0015] Figure 11 A simulated distillation diagram is shown for two intermediate fractions used as feed for distillation (Dist Feed 1 and Dist Feed 2), the comparative hydrocarbon composition of Comparative Example 2, and two hydrocarbon compositions according to the present disclosure obtained from this distillation and further detailed in the examples (SAF 1 from Dist Feed 1 and SAF 2 from Dist Feed 2). DETAILED DESCRIPTION

[0016] In the following description, like reference numerals indicate like elements or steps. Unless otherwise indicated, all standards and methods referred to herein are the latest editions available at the date of the application.

[0017] Unless otherwise indicated, with respect to distillation characteristics, such as initial boiling point (IBP), final boiling point (FBP), T10 temperature (10 vol-% is recovered), T90 temperature (90 vol-% is recovered), and boiling range, reference is made to EN ISO 3405-2019. The IBP is the temperature at which the first drop of condensate falls from the lower end of the condenser tube, and the FBP is the maximum thermometer reading obtained during the test, usually occurring after all liquid has evaporated from the flask bottom (bottoms). For boiling point distribution, reference can also be made to the GC-based method (simdist) ASTM D2887-22.

[0018] As used in the present disclosure, a jet fuel component refers to a hydrocarbon composition suitable for use in a fuel composition meeting the standard specifications for aviation fuels, such as the ASTM D7566-22A specification. Specific requirements for this component are specified, for example, in ASTM D7566-22A Appendix A2. Typically, such a jet fuel component has a boiling point, i.e. an IBP and FBP in the range of about 100 °C to about 300 °C, such as in the range of about 150 °C to about 300 °C, determined, for example, according to EN ISO 3405-2019. Different components are typically blended to obtain the final jet fuel product. In specific cases, a jet fuel component as defined herein can be used as a jet fuel itself, also referred to as a “neat fuel”, without the need to blend it with further components.

[0019] As used herein, JFTOT Break is referring to Jet Fuel Thermal Oxidation Test and its result. It is in units of °C temperature. Improving the break is to be understood as increasing the temperature. Thermal oxidation stability is measured by the JFTOT procedure (ASTM D3241-20c). In test method D3241, the break is the highest control temperature at which the fuel meets the heater tube rating and ΔP specified requirements. In other words, the definition of the break describes the highest passing temperature of the fuel.

[0020] As used in the context of the present disclosure, diesel fuel component refers to a hydrocarbon composition suitable for use in a fuel composition meeting the standard specifications for diesel fuel, such as the specifications set out in EN 590:2022 or in EN 15940:2016+A1:2018+AC:2019. Typically, such diesel fuel components have a boiling point, i.e. have an IBP and FBP in the range of about 160 °C to about 380 °C, such as determined according to EN ISO 3405-2019. Diesel fuels are typically characterized by their cetane number, which can be determined, for example, with EN 15195-2014. The net heat of combustion of a diesel fuel can be determined according to ASTM D4809-18.

[0021] In the context of the present disclosure, various properties of a feed, stream, effluent, product, component, or sample are determined according to the standard methods mentioned or disclosed herein, as appropriate. For example, the cloud point is determined from a product, component, or sample according to ASTM D5773-21.

[0022] As used herein, hydrocarbons refer to compounds consisting of carbon and hydrogen. Hydrocarbons of particular interest in the context of the present invention include paraffins, naphthenes (also known as cycloparaffins or cycloalkanes), and aromatics. Oxygenates refer herein to hydrocarbons comprising covalently bound oxygen. The products claimed in the present invention are referred to as “hydrocarbon compositions”. Preferably the hydrocarbon composition is a renewable hydrocarbon composition.

[0023] As used herein, paraffin refers to acyclic alkanes, i.e. linear (normal paraffin, n-paraffin) or branched (isoparaffin, i-paraffin) acyclic, open-chain saturated hydrocarbons. In other words, paraffin refers herein to normal paraffin and / or isoparaffin. In the context of the present disclosure, isoparaffin refers to branched acyclic alkanes, i.e. acyclic, open-chain saturated hydrocarbons having one or more alkyl side chains. In the present context, isoparaffin having one alkyl substituent, i.e. alkyl side chain or branch, is referred to as single branched isoparaffin. It is consistent that isoparaffin having two or more alkyl side chains or branches is referred to herein as multi-branched isoparaffin. In other words, isoparaffin herein refers to single branched isoparaffin and / or multi-branched isoparaffin. The alkyl side chains can for example be C1-C5 alkyl side chains, preferably methyl side chains. The amount of single branched and multi-branched isoparaffin can be given separately. The term “isoparaffin” refers to the total amount of any single branched isoparaffin and multi-branched isoparaffin, if present, representing the total amount of any isoparaffin present, regardless of the number of branches. Accordingly, “paraffin” refers to the total amount of any normal paraffin, any single branched isoparaffin, and any multi-branched isoparaffin, if present.

[0024] As used herein, cyclic hydrocarbon refers to all hydrocarbons comprising cyclic structures, including naphthenes and aromatics. Naphthene refers herein to naphthenes, i.e. saturated hydrocarbons having or not having side chains comprising at least one cyclic structure. Naphthene is a compound that does not have an aromatic ring structure. Aromatic refers herein to hydrocarbons comprising at least one aromatic ring structure, i.e. a cyclic structure with alternating pi bonds delocalized all around the cyclic structure.

[0025] In the context of the present disclosure, the content of normal paraffin, isoparaffin, single branched isoparaffin, various multi-branched isoparaffin, naphthene, and aromatic for compositions having a boiling point of 36 °C or more (at standard atmospheric pressure) is expressed as weight % (wt-%) relative to the degassed weight of the feed, stream, effluent, product, component, or sample, or, when so defined, as weight % (wt-%) relative to the (total) weight of paraffin or (total) weight of isoparaffin of the feed, stream, effluent, product, component, or sample.

[0026] The content according to the number of carbons can be determined by GCxGC-FID / GCxGC-MS method, preferably as follows: GCxGC (2D GC) method as in UOP 990-2011 and in the experimental section of Nousiainen M in his Master Thesis: Comprehensive two-dimensional gas chromatography with mass spectrometric and flame ionisation detectors in petroleum chemistry, University of Helsinki, August 2017, with the following modifications. GCxGC is run in reverse mode, first using a semi-polar column (Rxi 17 Sil) and thereafter a non-polar column (Rxi 5 Sil), followed by a FID detector, using the following run parameters: carrier gas helium 31.7 cm / s; split ratio 1 : 350; injection port 280 °C; column temperature program: 40 °C (0 min) - 5 °C / min - 250 °C (0 min) - 10 °C / min - 300 °C (5 min), run time 52 min; modulation period 10 seconds; detector 300 °C, H2 40 ml / min and air 400 ml / min; make-up gas helium 30 ml / min; sampling rate 250 Hz and injection volume 0.2 microliter. GCxGC-MS is used to identify individual compounds, MS parameters: ion source 230 °C; interface 300 °C; scan range 25-500 amu. Commercial tools (Shimadzu’s LabSolutions, Zoex’s GC Image) are used for data processing, including identification of detected compounds or hydrocarbon groups, and for determining their mass concentration by applying a response factor to the volume of the detected peak relative to n-heptane, followed by normalization to 100 wt-%. The limit of quantification for individual compounds of this method is 0.1 wt-%.

[0027] In the context of the present disclosure, CX + paraffin, CX + n-paraffin, CX + iso-paraffin, CX + mono-branched iso-paraffin, CX + multi-branched iso-paraffin, CX + hydrocarbon, or CX + fatty acid, respectively, means paraffin, n-paraffin, iso-paraffin, mono-branched iso-paraffin, multi-branched iso-paraffin, hydrocarbon, or fatty acid having a carbon number of at least X, wherein X is any feasible integer. Reference to fatty acids and / or derivatives thereof means fatty acids, esters such as glyserides or alkyl esters, or salts thereof. It is understood that not every compound falling within this definition must be present.

[0028] In the context of the present disclosure, CXY - CXZ (or CXY to CXZ) paraffins, CXY - CXZ n-paraffins, CXY - CXZ iso-paraffins, CXY - CXZ single branched iso-paraffins, CXY - CXZ multiple branched iso-paraffins, CXY - CXZ hydrocarbons, or CXY - CXZ fatty acids, respectively, refer to the range of paraffins, n-paraffins, iso-paraffins, single branched iso-paraffins, multiple branched iso-paraffins, hydrocarbons, or fatty acids, respectively, wherein XY and XZ are the feasible end value integers, wherein the number of carbons within the range is indicated by the end value integers and any integers in between, if present. However, unless explicitly stated, all of the paraffins, n-paraffins, iso-paraffins, single branched iso-paraffins, multiple branched iso-paraffins, hydrocarbons or fatty acids of the indicated number of carbons within the range, particularly at or near the end points, are not necessarily present. On the other hand, by definition, iso-paraffins can include several compounds with the same number of carbons, such as C15 iso-paraffins can include methyl tetradecanes (different positions of the methyl branch), dimethyl tridecanes (different positions of the two methyl branches), etc., wherein the "C15 iso-paraffins" include the total amount of all such variants.

[0029] The total weight of C8-C16 n-paraffins, C8-C16 single branched iso-paraffins and C8-C16 multiple branched iso-paraffins as used herein defines the total weight of n-paraffins and iso-paraffins (single branched iso-paraffins and multiple branched iso-paraffins) having a carbon number of C8, C9, C10, C11, C12, C13, C14, C15 or C16, wherein the weight of any individual compound can be 0 (considering the detection limit). Furthermore, even within a single carbon number, iso-paraffins contain several individual compounds depending on the position, number and stereochemistry of the branch (single branched iso-paraffins) or branches (multiple branched iso-paraffins) therein and the total weight thereof is also added to the total amount of the present invention. In other words, if the carbon number is C8-C16 and the compound is a n-paraffin or an iso-paraffin, it is counted and if the weight of the compound is 0, then 0 is added to the total amount. It is therefore understood that each compound falling within the definition is not necessarily present. Due to the choices made with respect to the production process, for example, C16 n-paraffins can not be present in the aviation fuel component. However, the total amount is obtainable by adding 0 (indicating the absence of C16 n-paraffins) to the total weight of all other C8-C16 n-paraffins and iso-paraffins present. Isomerization will convert at least a certain amount of n-paraffins into iso-paraffins, in particular into single branched iso-paraffins. By (further) increasing the degree of isomerization, for example by increasing the severity of the hydroisomerization conditions, more n-paraffins can be converted into iso-paraffins and single branched iso-paraffins can be converted into multiple branched iso-paraffins.

[0030] As used herein, the term renewable refers to a compound or composition that is obtainable, derivable, or entirely or partially originated from a plant and / or an animal, including a compound or composition that is obtainable, derivable, or originated from a fungus and / or an algae, any of which can be waste or residue. As used herein, a renewable compound or composition can include a genetically manipulated compound or composition. A renewable feedstock, component, compound, or composition can also be referred to as a biological feedstock, component, compound, or composition, or a biologically sourced feedstock, component, compound, or composition.

[0031] As used herein, the term fossil refers to a compound or composition that is obtainable, derivable, or originated from a naturally occurring non-renewable composition, such as crude oil, petroleum / gas, shale oil / gas, natural gas, or coal deposits, and the like, and combinations thereof, including any hydrocarbon-rich deposit that can be utilized from a surface / subsurface source.

[0032] The term circular refers to a recycled material that is typically originated from a non-renewable source. For example, the term circular can refer to a recycled material that is originated from waste plastic. Based on their source and impact on environmental issues, the renewable, circular, and fossil compounds or compositions are considered different from each other. As a result, they can be treated differently according to legislative and regulatory frameworks. Typically, renewable, circular, and fossil compounds or compositions are distinguished based on their source and information provided by the producer.

[0033] In chemistry, the renewable character of any organic compound, including hydrocarbons, can be determined by any suitable method for analyzing the carbon content from renewable sources, such as DIN 51637 (2014), ASTM D6866 (2020), or EN 16640 (2017). This method is based on the fact that carbon atoms of renewable or biological origin comprise a higher number of unstable radioactive carbon (14C) atoms compared to carbon atoms of fossil origin. Thus, by analyzing the ratio of 12C and 14C isotopes, carbon compounds derived from renewable or biological sources or raw materials can be distinguished from carbon compounds derived from non-renewable or fossil sources or raw materials. Thus, the specific ratio of this isotope can be used as a "tag" to identify renewable carbon compounds and to distinguish them from non-renewable carbon compounds. The isotope ratio does not change during chemical reactions. Thus, the isotope ratio can be used to identify renewable compounds, components, and compositions and to distinguish them from non-renewable fossil materials in reactor feeds, reactor effluents, separated product fractions, and various blends thereof. Numerically, the bio-source carbon content can be expressed as the amount of bio-source carbon in the material as a weight percentage of the total carbon (TC) in the material (according to ASTM D6866 (2020) or EN 16640 (2017)). In the present context, the term renewable material preferably refers to a material having a bio-source carbon content of greater than 50 wt-%, in particular greater than 60 wt-% or greater than 70 wt-%, preferably greater than 80 wt-%, more preferably greater than 90 wt-% or greater than 95 wt-%, even more preferably about 100 wt-%, based on the total weight of carbon in the material (EN 16640 (2017)).

[0034] According to a first aspect, there is provided a hydrocarbon composition comprising normal paraffins and isoparaffins, wherein

[0035] - the total amount of any C8-C16 isoparaffins is 50 to 94 wt-%, such as 86 to 92 wt-%, of the total weight of the hydrocarbon composition, - the hydrocarbon composition has a kinematic viscosity in the range of 3.7 to 8 mm 2 / s, preferably 3.7 to 5.5 mm 2 / s, at -20 °C, determined according to ASTM D445-21e2, and - the weighted average carbon number of the hydrocarbons in the hydrocarbon composition is 12.1 to 14.2.

[0036] The inventors found that this hydrocarbon composition is particularly suitable for use as a component or as a renewable jet fuel, i.e. as a high-quality sustainable aviation fuel (SAF) for use as an aviation turbine fuel. This fuel can also be referred to as a light paraffinic kerosene (LPK). Without being bound by theory, the hydrocarbon composition of the present invention provides an attractive paraffinic distribution, comprising predominantly C8-C16 isoparaffins, which contributes to an unexpectedly low kinematic viscosity at -20°C and -40°C. Prior to the hydrocarbon composition of the present invention, kinematic viscosity was one of the factors limiting the blend percentage in a blend of renewable jet fuel with conventional jet fuel. According to ASTM D7566-22A Table 1, for a blend for use in an aircraft, fossil-based jet fuel components are practically required to be added to improve the kinematic viscosity of the blended fuel to meet the kinematic viscosity limits at -40°C and -20°C. At least for some embodiments of the hydrocarbon composition of the present invention, the renewable fuel itself meets these limits.

[0037] Of particular interest for jet fuel is the kinematic viscosity at subzero temperatures. Thus, the kinematic viscosity at -20°C varies in the range of 3.7 to 8 mm 2 / s, preferably 3.7 to 5.5 mm 2 / s, as determined according to ASTM D445-21e2. Experimentally, determined by the same method at -40°C, the hydrocarbon composition of the present invention also shows an impressive kinematic viscosity, such as about 9 mm 2 / s or about 10 mm 2 / s, which is even compatible with the limits given in ASTM D7566-22A Table 1.

[0038] The total amount of any C8-C16 isoparaffins in the hydrocarbon composition is in the range of 50 to 94 wt-%, preferably 86 to 92 wt-%, of the total weight of the hydrocarbon composition. The broad distribution of carbon numbers contributes to the blendability of the hydrocarbon composition with possible other jet fuel components to provide an end jet fuel product.

[0039] Preferably, the isoparaffins in the hydrocarbon composition comprise more than one alkyl substituent and are thus multi-branched isoparaffins. The C8-C16 multi-branched isoparaffins can contain 2, 3, 4, 5, 6, or 7 alkyl substituents, typically 2 or 3 alkyl substituents. The most abundant alkyl substituent is a methyl substituent. Thus, the total amount of any C8-C16 multi-branched isoparaffins is in the range of 35 to 65 wt-%, preferably 45 to 63 wt-%, more preferably 55 to 60 wt-%, of the total weight of the hydrocarbon composition.

[0040] Furthermore, according to one embodiment, the ratio of multibranched alkanes to n-alkanes in the hydrocarbon composition is 3.6 - 12.0, preferably 6.5 to 11.4. The presence of multibranched isoparaffins contributes to a specific and broad carbon number distribution, particularly those with a carbon number higher than C14. Interestingly, some compositions even have a weighted average carbon number greater than 14. Multibranched isoparaffins with carbon numbers C15, C16, and even C17 provide advantages compared to compositions that are limited to lower carbon numbers. Thus, because of the highly isomerized product, the individual hydrocarbons vary exceptionally differently.

[0041] However, the presence of n-alkanes, and optionally also cycloparaffins, in the hydrocarbon composition is believed to contribute to the combustion performance and usability of the fuel in an aircraft engine. Thus, according to some embodiments of the hydrocarbon composition according to the present application, the total amount of any C8-C16 n-alkanes is 2 to 12 wt-%, preferably 5 to 11 wt-%, more preferably 6 to 8 wt-%, of the total weight of the hydrocarbon composition. This is surprising because good cold performance, particularly of predominantly paraffinic compositions, is typically associated with very high isoparaffin content, and thus the amount of n-alkanes is intended to be minimized. The freezing points of pure C8-C16 alkanes (i.e. n-alkanes) vary between -57 °C and 18 °C, making the presence of n-alkanes, especially of relatively high carbon number, in the hydrocarbon composition of the present application somewhat unexpected.

[0042] In one embodiment, the total amount of any isoparaffins and n-alkanes is 96 to 98.5 wt% of the total weight of the hydrocarbon composition.

[0043] Although the hydrocarbon composition of the present application consists predominantly of isoparaffins and n-alkanes, it is found that when the composition further comprises cycloparaffins, they contribute to the fuel performance in aviation. When used as jet fuel, compositions with a low aromatic content benefit from the cycloparaffins playing a similar role to aromatic hydrocarbons on the hot surfaces of the aircraft engine and fuel system. Thus, according to embodiments, the amount of cycloparaffins in the hydrocarbon composition of the present application varies from 1.0 to 5.0 wt-%, preferably from 1.8 to 3.1 wt-%.

[0044] According to a preferred embodiment, the hydrocarbon composition has a particularly low content of any C17+ hydrocarbons. Thus, the total amount of any C17+ hydrocarbons is less than 1.0 wt-%, preferably less than 0.8 wt-%, or less than 0.4 wt-%, of the total weight of the hydrocarbon composition. In the embodiments carried out to verify the present application, the total amount of any C17+ hydrocarbons was 0 wt-% within the limit of detection (LOD) of the analytical method used.

[0045] As used herein, the hydrocarbon composition is described by its weighted average carbon number. It is calculated based on GCxGC analysis by multiplying the weight-% of each carbon number present by the carbon number, dividing the sum of this product by 100. The inventors have found that when the weighted average carbon number is 12.1 to 14.2, it defines the hydrocarbon composition and correlates with the desired product properties. In the embodiments carried out, the weighted average carbon number calculated for different samples surprisingly are close to each other, varying from 12.1 to 12.8.

[0046] The particular embodiments according to the present invention can be characterized by even narrower characteristic limits in the composition, thus, the preferred hydrocarbon composition comprising normal and isoparaffins comprises: - a total amount of any C8-C16 isoparaffins of 85 to 94 wt-% of the total weight of the hydrocarbon composition, - a kinematic viscosity in the range of 3.7 to 5.5 mm 2 / s as determined at -20 °C according to ASTM D445-21e2, and - a weighted average carbon number of the hydrocarbons in the hydrocarbon composition of 12.1 to 12.8.

[0047] The inventors have surprisingly found that this narrower limit of the hydrocarbon composition is particularly suitable for jet fuel.

[0048] In one embodiment, the hydrocarbon composition further has a density as measured using the standard ASTM D4052-22 of 730 to 772 kg / m 3 , preferably 750.0 to 772.0 kg / m 3 , more preferably 753.0 to 770.0 kg / m 3 , even more preferably 754.0 to 760.0 kg / m 3 .

[0049] The hydrocarbon composition of the present invention has shown particularly good thermal properties. In aviation, good thermal properties of the fuel contribute to the formation of less deposits in the aviation engine fuel system when heating the fuel, to improved heat uptake in the fuel system and to more efficient heat transfer in the fuel system.

[0050] Furthermore, for the combustion of the fuel in the aviation engine fuel system, the distribution of the carbon number and carbon chain characteristics in the hydrocarbon composition of the present invention is considered particularly beneficial, as can be understood from Figure 11 . This Figure 11 shows simulated distillation diagrams. Comparison will be made between two middle distillates used as feed (for separation of high quality diesel components from the hydrocarbon composition of the present disclosure).

[0051] The middle distillates used as feed for distillation of paraffinic hydrocarbons are referred to as Distillation Feed 1 and Distillation Feed 2 according to the terminology used in the appended examples. From Figure 11 It can be seen that the T10 temperatures of Distillation Feed 1 and Distillation Feed 2 are relatively high, so that the curve shows an upward trend, after which it tends to flatten out with increasing temperature. This applies in particular to Distillation Feed 2. For these samples, the temperature of the T90 is close to the temperature of the T50, and only at the end of the distillation does the temperature rise sharply again.

[0052] For the two hydrocarbon compositions of the present disclosure, i.e. SAF1 and SAF2, the simulated distillation curves have a stronger linear character from start to finish. The slope actually remains constant without significant curves or tilts. This distillation behavior is relevant to the sustained vaporization during use, considering the combustion in an aircraft engine. Furthermore, the fact that the curve does not actually steeply rise at the end indicates that all hydrocarbons of the product are combusted at the aircraft engine temperature, so that deposit formation during use is minimized and thus maintenance is facilitated.

[0053] In an embodiment, the hydrocarbon composition further has a JFTOT break point of equal to or greater than 325 °C, preferably 360 °C, or even more preferably equal to or greater than 380 °C, determined according to ASTM D3241-20C. The JFTOT break point indicates a particularly good thermal oxidative stability of the inventive hydrocarbon composition. Thermal oxidative stability is relevant in aviation fuels due to the complex fuel system of aircraft engines. Furthermore, thermal stability is directly related to low deposit formation on hot surfaces in particular. This is valued in the aviation industry, enabling extended maintenance intervals.

[0054] In an embodiment, the hydrocarbon composition further has a freezing point of below -50 °C, preferably below -60 °C, more preferably below -64 °C. This is unexpected considering that the freezing point of (pure) alkanes can even be above 0 °C: such a low freezing point is not to be expected considering the weighted average carbon number of 12.1 to 14.2.

[0055] In an embodiment, the hydrocarbon composition further has a bio-based carbon content of at least 50 wt-%, preferably at least 70 wt-%, more preferably at least 90 wt-%, based on the weight of the total carbon (TC) in the jet fuel component, determined according to EN 16640 (2017). This bio-content is particularly valuable on a regulatory level.

[0056] The hydrocarbon composition can further be characterized by typical or common jet fuel qualities. Some samples according to the present application were measured for the presence of gum content. They were readily below 7 mg / 100 ml, even down to 1 mg / 100 ml or < 1 mg / 100 ml as measured according to the IP 540 (2008) air evaporation method.

[0057] According to a second aspect, there is provided a fuel / fuel component, preferably a jet fuel, comprising a hydrocarbon composition as defined herein. It has been found that the hydrocarbon composition of the present application blends well with current market aviation fuel components. Without being limited by theory, it is believed that the width of the hydrocarbon distribution between carbon numbers C8-C16 contributes to this good blending. In other words, a composition comprising several different chain lengths and substituents of the hydrocarbons provides a better blending partner than e.g. a substantially pure compound, such as technical grade n-dodecane. As discussed in detail with respect to the hydrocarbon composition of the first aspect, the hydrocarbon composition provides properties to such a blend that are particularly beneficial for aviation fuels.

[0058] According to one embodiment, the fuel or fuel component is a jet fuel containing from 3 vol-% to about 100 vol-% of the hydrocarbon component of the present application, and the balance is a petroleum-based jet fuel. According to some embodiments, the fuel or fuel component is a jet fuel that can contain about at least 3, at least 36, at least 50, at least 56, at least 75, at least 90 vol-% of the hydrocarbon component of the present application, and the balance is a petroleum-based jet fuel. According to a preferred embodiment, the fuel or fuel component is a jet fuel that can comprise from about 36 vol-% to about 90 vol-% or from about 36 vol-% to about 56 vol-% of the hydrocarbon component of the present application, and the balance is a petroleum-based jet fuel. In a particular embodiment, the fuel or fuel component is a jet fuel that can contain about 100 vol-% of the hydrocarbon component of the present application. As used herein, “about 100 vol-%” refers to real life situations, wherein the fuel or fuel component consists of the hydrocarbon composition of the present application with trace amounts or additives therein.

[0059] Additives suitable for use in the jet fuel or jet fuel component of the present application or for using the hydrocarbon composition in a jet fuel composition can be selected from the list of jet fuel approved additives listed in the DEF STAN 91-091 specification, such as an antioxidant or a lubricity improver.

[0060] According to a third aspect, there is provided the use of a hydrocarbon composition as defined herein as a renewable jet fuel or a renewable jet fuel component.

[0061] In this use, the hydrocarbon composition of the present application provides superior performance to jet fuel compositions, including at least one or more of the following: thermal oxidative stability, JFTOT break point temperature, kinematic viscosity at -20°C, freezing point, density and / or bio-carbon content and blendability with current market aviation fuel components.

[0062] According to embodiments of this use, the hydrocarbon composition as defined herein can be used in a jet fuel composition for reducing emissions, more particularly for reducing exhaust NOx emissions, exhaust CO2 emissions or exhaust particle emissions from petroleum-based jet fuel. The hydrocarbon composition as defined herein in a jet fuel composition can be used for at least one of the following: reducing exhaust NOx emissions by 10-15%, reducing CO2 emissions by 2-5% or reducing particle (volume) emissions by 81-98% compared to emissions from petroleum-based jet fuel. Preferably, at least two of these emissions are simultaneously reduced compared to emissions from petroleum-based jet fuel, and more preferably all three: exhaust NOx emissions are reduced by 10-15%, CO2 emissions are reduced by 2-5% and particle (volume) emissions are reduced by 81-98%.

[0063] The hydrocarbon composition of the present application is synthetic, and is thus produced in a refinery through several process steps. In embodiments where the feedstock used for this production is of non-fossil origin, the product can be referred to as a renewable product. Preferably, the hydrocarbon composition of the present application is a renewable hydrocarbon composition and the co-product obtained from this production is a renewable diesel.

[0064] The stream to be distilled into diesel and the hydrocarbon composition of the present application, also referred to as distillation feed (in the examples referred to as DistFeed), can be prepared by any suitable method. Here, the production is described starting with first providing a paraffinic feed to a fractionation stage.

[0065] In one embodiment, the n-paraffins are produced from renewable raw materials such as vegetable oil or animal fat, which are subjected to a deoxygenation process to remove heteroatoms (mainly oxygen) from the renewable oil, thereby obtaining the n-paraffin feed.

[0066] In a preferred embodiment, the deoxygenation treatment to which the renewable feedstock is subjected is a hydroprocessing. Preferably, the renewable feedstock is subjected to a hydrodeoxygenation (HDO), which is preferably using a HDO catalyst. Catalytic HDO is the most common way to remove oxygen and has been extensively studied and optimized. However, the present invention is not limited thereto. As HDO catalyst, a HDO catalyst comprising a hydrogenation metal supported on a support can be used. Examples include a HDO catalyst comprising a hydrogenation metal selected from the group consisting of Pd, Pt, Ni, Co, Mo, Ru, Rh, W or combinations of these. Alumina or silica are especially suitable as support. The hydrodeoxygenation step can, for example, be carried out at a temperature of 100-500 °C and a pressure of 10-150 bar (absolute).

[0067] In one embodiment, the n-paraffin feed is formed by a Fischer-Tropsch process starting from the gasification of biomass. This synthesis route is also commonly referred to as BTL, or biomass to liquid. It is recognized in the literature that biomass, such as lignocellulosic material, can be gasified at high temperature using oxygen or air to produce a gaseous mixture of hydrogen and carbon monoxide (syngas). After gas purification, it can be used as feedstock for a Fischer-Tropsch synthesis route, wherein n-paraffins are produced from the syngas. The Fischer-Tropsch n-paraffins range from gaseous components to waxy n-paraffins, and n-paraffins of middle distillate boiling range can be obtained from the n-paraffin feed by distillation.

[0068] The n-paraffins formed by hydroprocessing of renewable oils or Fischer-Tropsch process need to be subjected to an isomerization treatment. The isomerization treatment causes branching of the hydrocarbon chains of the hydroprocessing feedstock, i.e. isomerization. The branching of the hydrocarbon chains improves the cold performance, i.e. the isomerate composition formed by the isomerization treatment has a better cold performance compared to the hydroprocessing feedstock. Better cold performance means lower temperature values for the freezing point in case of aviation fuels and lower temperature values for the cloud point in case of diesel. The isomeric hydrocarbons or isomerized n-paraffins formed by the isomerization treatment can have one or more side chains, and thus are single branched or multi branched, respectively.

[0069] The isomerization step can be carried out in the presence of an isomerization catalyst and, optionally, in the presence of added hydrogen (thus in a process referred to as hydroisomerization). As used herein, "isomerization" can preferably refer to hydroisomerization. Suitable isomerization catalysts comprise a molecular sieve and / or a metal selected from Group VIII of the Periodic Table and, optionally, a carrier. Preferably, the hydroisomerization catalyst comprises SAPO-11, or SAPO-41, or ZSM-22, or ZSM-23, or fernerite (FER molecular sieve), and Pt, Pd, or Ni, and AI2O3, or SiO2. Typical hydroisomerization catalysts are, for example, Pt / SAPO-11 / AI2O3, Pt / ZSM-22 / AI2O3, Pt / ZSM-23 / AI2O3 and Pt / SAPO-11 / SiO2. The catalysts can be used individually or in combination. The presence of added hydrogen is particularly preferred for reducing deactivation of the catalyst.

[0070] In a preferred embodiment, the hydroisomerization catalyst is a noble metal bifunctional catalyst used in combination with hydrogen, such as a Pt-SAPO and / or Pt-ZSM-catalyst. The hydroisomerization step can be carried out, for example, at a temperature of 200-500 °C, preferably 280-400 °C, or 300 °C to 350 °C, and a pressure of 5-150 bar, preferably 10-130 bar, more preferably 30-100 bar (absolute).

[0071] The isomerization step can comprise other intermediate steps such as purification steps and / or fractionation steps.

[0072] Herein the product obtainable is referred to as the continuous HDO and hydroisomerization product.

[0073] As a particular embodiment, as product from the hydroisomerization, a paraffin feed comprising at least 90 wt-% paraffins of the total weight of the paraffin feed is obtainable, wherein at most 30 wt-% of the paraffins are n-paraffins.

[0074] As an example, the paraffin feed can be characterized by a T10 temperature of 200-270 °C and a FBP of 280-320 °C.

[0075] In an embodiment of the process, the paraffin feed is obtained from sequential (continuous) HDO and hydroisomerization, which is optionally followed by distillation. Commercially mature processes are available for sequential HDO and hydroisomerization. Thus, according to this embodiment, the process is readily combined therewith to produce the hydrocarbon composition of the application as a high quality product, such as a renewable aviation fuel component, and the remaining product meets renewable diesel requirements.

[0076] In embodiments of the process, the paraffin feed is obtained from sequential HDO and hydroisomerization, further comprising cracking prior to or after isomerization, which is optionally followed by distillation. It has been found that cracking isomerization effectively increases the degree of isomerization and contributes to the desired product properties.

[0077] In embodiments of the process, the paraffin feed is obtained from sequential HDO and hydroisomerization, wherein the cracking isomerization step is performed prior to the hydroisomerization. It has been found that the combination of cracking isomerization and hydroisomerization contributes to the desired carbon number and branching in the obtainable products.

[0078] In embodiments of the process, the paraffin feed is obtained from sequential HDO and hydroisomerization, wherein the cracking isomerization step is performed after the hydroisomerization. It has been found that cracking isomerization contributes to branching, in particular to the production of multi-branched isoparaffins.

[0079] Generally, if hydrocracking is employed, it is operated such that cracking reactions, in particular those that increase the effective degree of cracking, in particular cracking reactions of C8-C16 hydrocarbons, are more abundant than in the hydroisomerization reactor. Preferably, cracking reactions, in particular those that increase the effective degree of cracking, are dominant in the hydrocracking reactor, but generally there is no excessive cracking and excessive fuel gas formation. Generally, the hydrocracking is carried out at a temperature in the range of 200 °C to 450 °C, preferably 220 °C to 430 °C, more preferably 280 °C to 350 °C; a pressure in the range of 0.4 MPa to 8 MPa, preferably 1 MPa to 7 MPa; a H2 partial pressure in the range of 0.4 MPa to 8 MPa, preferably 1 MPa to 7 MPa, at the inlet of the reactor; a weight hourly space velocity in the range of 0.1 to 10, preferably 0.2 to 8, more preferably 0.4 to 6, even more preferably 0.5 to 1.5 kg reactor feed / kg catalyst / hour; and a H2 to reactor feed ratio in the range of 10 to 2000, preferably 50 to 1000 standard liters H2 / liter reactor feed.

[0080] In embodiments of the process, the isomerized paraffins formed in the isomerization process, also referred to as paraffin feed, are subjected to fractionation to obtain a diesel fuel fraction and a hydrocarbon composition according to the present application. The fractionation can be carried out using any suitable method and is not limited to distillation. However, distillation is the most commonly used method for separating various fractions from a hydrocarbon composition and is also suitable here.

[0081] More specifically, the process for producing a hydrocarbon composition as herein comprises: - providing a paraffin feed to a fractionation stage, the paraffin feed comprising at least 90 wt% of paraffins of the total weight of the paraffin feed, wherein at most 30 wt% of the paraffins are n-paraffins, - fractionating the paraffinic feed to recover a hydrocarbon composition as defined above.

[0082] The feedstock of the process, the paraffinic feed, can be obtained by the steps already discussed in detail, - providing a renewable feedstock comprising fatty acids and / or derivatives thereof, - deoxygenating the feedstock to produce paraffins, - subjecting the produced paraffins to an isomerization step to produce isomerized paraffins, and optionally a cracking isomerization, which is performed before or after the isomerization step; wherein the isomerization is preferably a hydroisomerization; and - optionally recovering a fraction to be used as paraffinic feed by product distillation.

[0083] According to a preferred embodiment, the hydrocarbon composition is obtained as a single fraction from the fractionation comprising one distillation. According to another embodiment, the hydrocarbon composition is obtained as a single fraction from the fractionation comprising two distillations. The residue is preferably recovered as a diesel fuel fraction.

[0084] Considering that the process produces the feedstock, according to one embodiment, the total weight of the recovered hydrocarbon composition and the diesel fuel fraction is at least 65 wt-%, at least 70 wt-% of the renewable feedstock comprising fatty acids and / or derivatives thereof which is fed to the deoxygenation.

[0085] According to a specific embodiment, a fraction having a T10 temperature of 200-270 °C and a FBP of 280-320 °C is recovered from the distillation to be used as paraffinic feed.

[0086] In prior art processes, when a product has been produced which is primarily suitable for use as aviation fuel, one or more of its properties, in particular one or more of those prescribed by standards, fall short and thus require additional components for adjustment to meet all requirements.

[0087] Preferably, the hydrocarbon composition, the jet fuel component and / or the jet fuel meet the current stringent limits for cold properties applicable to the fuel of interest. One challenge associated with the production of sustainable jet fuel components is that it is not possible to produce jet fuel components from renewable oils and fats in as high a yield as the corresponding yield of renewable diesel, even in advanced hydroprocessing processes. Thus, the advantage of the combined production of the present invention is that the by-products which can be recovered from the jet fuel / jet fuel component production also have a good market value.

[0088] As a fourth aspect, the present invention describes a process for the combined production of a high quality jet fuel component, which in some cases can even be used as a pure fuel in aviation, and a high quality winter grade renewable diesel.

[0089] As shown in the appended examples, the present process enables the simultaneous high yield production of a high-quality hydrocarbon composition suitable as jet fuel or jet fuel component and a high-quality renewable diesel fuel or renewable diesel fuel component from the fractionation, preferably distillation. Thus, according to a preferred embodiment, a diesel fuel fraction, preferably a renewable diesel fuel fraction, is further recovered from the fractionation. Advantageously, the hydrocarbon composition is recovered as a single fraction and the diesel fuel as another single fraction directly from the fractionation. Preferably, the diesel fuel fraction is recovered as a residue or bottom product. Even more preferably, the hydrocarbon composition suitable as jet fuel or jet fuel component is recovered as a distillate and the diesel fuel fraction is recovered as a bottom product from the distillation, such that substantially no other product or stream is recovered from the distillation.

[0090] According to one embodiment, the total weight of the recovered hydrocarbon composition and the diesel fuel fraction is at least 80 wt-%, preferably at least 90 wt-%, more preferably at least 98 wt-% of the weight of the paraffinic hydrocarbon feedstock fed to the fractionation. The higher the recovery of the total weight of the recovered hydrocarbon composition and the diesel fuel fraction, the lower the loss to other, lower value products can be minimized.

[0091] The recovered diesel fuel fraction was experimentally characterized in Example 5, wherein the physical-chemical characteristics of the recovered diesel fuel fraction were determined and compared to reference samples. The recovered diesel fuel fraction can be characterized by one or more characteristics selected from: • a cetane number of at least 74, preferably at least 76, more preferably at least 78, or even at least 80, determined according to EN 15195-2 104; • a cloud point temperature of below -28 °C, preferably below -32 °C, more preferably below -36 °C, determined according to ASTM D5773-21; • a density of at least 780 kg / m3, preferably at least 783 kg / m3, as determined according to ASTM D4052-22; • a net heat of combustion of at least 33 MJ / l, preferably at least 34 MJ / l, determined according to ASTM D4809-18; • a flash point temperature of at least 95 °C, preferably at least 115 °C, more preferably at least 130 °C, as determined according to IP 170-21.

[0092] The various characteristics are far better than current diesel fuel specifications, such as EN15940. When determining the net heat of combustion, the density is measured at 15 °C.

[0093] The suitability of the inventive hydrocarbon composition, its use as a jet fuel component for pure jet fuel, and the diesel fuel obtainable as a by-product are then discussed by way of experimental findings and sample characterization.

[0094] Examples

[0095] The following examples are provided to better illustrate the claimed invention. They should not be considered to limit the scope of the invention determined by the claims. To the extent that specific materials are mentioned, it is merely for purposes of illustration and is not intended to limit the scope of the invention. One skilled in the art can develop equivalent means or reactants without departing from the scope of the invention and without exercising inventive capacity. It will be understood that various changes can be made within the scope of the processes described herein. All exemplary materials and parameters used in the following examples are compatible with the methods and products of the present invention.

[0096] Example 1. Production and obtaining of the inventive hydrocarbon composition.

[0097] The hydrocarbon compositions investigated herein were recovered from test runs in which several different feeds or cuts were distilled to separate them into the inventive hydrocarbon composition as distillate and a diesel component as residue. Surprisingly, both of the separated products had high quality and the desired product properties for the respective reproducible product classes, i.e. for aviation fuel (SAF) and diesel fuel.

[0098] The feed for distillation was obtained by sequential HDO and isomerization, or by sequential HDO, isomerization, and cracking isomerization, wherein the isomerization is preferably hydroisomerization, followed by distillation and optionally a second distillation step.

[0099] Some of the feed for distillation was obtained by subjecting a fatty feedstock to hydrodeoxygenation (HDO) and gas-liquid separation to obtain a hydrocarbon feedstock comprising at least 95 wt-% of paraffins, based on the total weight of the paraffin-containing feedstock 95 wt-% paraffins, to hydrodeoxygenation, followed by hydroisomerization (HI) and / or partial subjecting to cracking isomerization of different severity. Optionally, a part of the isomerization effluent or only the bottom fraction is cracked, followed by de-aeration or de-aeration and stabilization of the effluent from the cracking. From the thus obtained (liquid) effluent, at least middle distillates are recovered in high yield as main products. The process for the production of middle distillates is highly optimized, thus ensuring a high yield of middle distillates in connection with the renewable oil and / or fat as feedstock. The middle distillates are separated by distillation into the inventive hydrocarbon composition (SAF 1 and SAF 2) and a diesel component.

[0100] Some of the feed for distillation (distillation feed 1 and distillation feed 2) was obtained as main product from the continuous HDO and hydroisomerization (as middle distillate, yield more than 80 wt% from renewable oil / fat feed). The middle distillate fulfilled the EN 15940 specification, i.e. it could be used for paraffinic diesel fuel. This middle distillate was further distilled into two fractions. A distillate, i.e. the inventive hydrocarbon composition, was obtained from the distillation feed with a yield of about 10 wt-%, and it was found to fulfill the requirements of ASTM D7566-22A Appendix A2 for HEFA-SPK (renewable component) and to have an extremely low kinematic viscosity at -40°C (11.77 mm 2 / s), which makes it highly interesting as renewable jet fuel component / sustainable aviation fuel component and even makes it possible to be used as pure SAF in the future. A heavier fraction was obtained from the distillation feed with a yield of about 90 wt%, and it still fulfilled the EN 15940 specification. In addition, it showed an improved quality compared to the middle distillate used as distillation feedstock based on certain parameters such as energy content per volume. Altogether, this means that this is a process to produce high-quality SAF and renewable diesel with a high (more than 80 wt% from renewable oil / fat feed) combined yield. Both the produced SAF and renewable diesel can be used as fuel components with a high blending ratio and even as pure fuels. In addition, it was surprisingly found that based on the analysis of the distillation feed and the distillates (i.e. the SAF), the cold performance of the distillation bottom (i.e. the renewable diesel) was much better than expected. Among others, this is shown and discussed in more detail in Example 7 and Table 10.

[0101] The obtained hydrocarbon composition is renewable due to the renewable origin of the starting material (different types of fat feedstock).

[0102] In these experiments, a continuous distillation apparatus of the "Synthesis Pilot" was used for performing the distillation. The column used had a diameter of 80 mm and a height of 4 m with about 40-100 theoretical plates. The column also comprised structured packing. The distillate rate was about 8 to 80 g / min depending on the feedstock. The operating temperature of the bottom heater was 320°C. The distillation column was suitable for fractionation up to an actual boiling point (Tbp) of about 560°C. The operating pressure in the apparatus could typically range from atmospheric pressure to 1 mbar.

[0103] Example 2. Physico-chemical properties of the inventive aviation fuel component.

[0104] The physico-chemical properties of two hydrocarbon compositions (= aviation fuel components) were investigated, which distillate was obtained from the fractionation of the middle distillate reported in example 1. The analytical values for density (kg / m 3 ), flash point (°C), kinematic viscosity at -20 °C (mm 2 / s), kinematic viscosity at -40 °C (mm 2 / s), freezing point (°C), distillation 10% (°C), distillation 50% (°C), distillation 90% (°C), distillation FBP (°C) are reported in table 1 and table 2.

[0105] The hydrocarbon composition shown in table 1 is the product of a consecutive HDO and hydroisomerization, further subjected to cracking isomerization. The hydrocarbon composition (SAF1) is the IBP-265 fraction, wherein the lightest 1 wt-% was removed in a separate distillation to obtain a flash point meeting the specification.

[0106] Table 1. Some physico-chemical characteristics of the hydrocarbon composition (SAF1) compared to the distillation feed (distillation feed 1).

[0107]

[0108] In table 1 and in the following table 2, table 3 and table 6, “viscosity” refers to the kinematic viscosity as shown at -20 °C and at -40 °C. The weighted average carbon number was calculated based on the carbon number distribution analyzed by GCxGC and the weight percentage per carbon number as measured therefrom. The analyzed hydrocarbon composition in table 2 was obtained from distillation feed 2 by fractionation.

[0109] Table 2. Some physico-chemical characteristics of the hydrocarbon composition (SAF2) compared to the distillation feed (distillation feed 2).

[0110] (for JET A-1) In addition to the selected ASTM D7566-22A Table 1 properties specified in table 1 and table 2, both hydrocarbon compositions meet all requirements of ASTM D7566-22A Appendix A2 for paraffinic kerosene obtained from hydrotreated fatty acid feedstocks. Their kinematic viscosity (at -20 °C and at -40 °C) and freezing point are significantly lower. From the distillation characteristics in table 1, table 2 and Figure 11 It can also be seen from the distillation characteristics in table 1, table 2 and

[0111] As for the hydrocarbon composition of the samples in Table 2, the flash point is significantly higher than the required 38 °C, because the flash point of the distillation feed (distillation feed 2) is higher.

[0112] Furthermore, even though the ASTM D7566-22A Appendix A2 of the paraffinic kerosene obtained from the hydrotreated fatty feed does not set any requirement for viscosity at sub-zero temperatures lower than zero, each of the inventive aviation fuel components reported in Table 1 and Table 2 has a very low kinematic viscosity at -20 °C, very clearly fulfilling the requirement of maximum 8.0 mm 2 / s for Jet A1 aviation fuel composition. The above results clearly indicate that the hydrocarbon compositions of the present invention can be incorporated in aviation fuel compositions in much higher proportions than usual paraffinic jet fuel components. The hydrocarbon compositions of the present invention can be incorporated in aviation fuel compositions in amounts even exceeding 50 vol-% of the total aviation fuel composition. It can also be speculated, in view of the development of the jet fuel standards, that the hydrocarbon compositions of the present invention can be used as 100 vol-% aviation fuel compositions in the future.

[0113] The improved properties of the hydrocarbon compositions of the present invention make them also advantageous for other uses where excellent performance in cold environments is required.

[0114] The hydrocarbon compositions of the present invention exhibit particularly low freezing points and kinematic viscosities compared to the composition of a usual commercial renewable aviation fuel component such as shown in Comparative Example 2. Remarkably, because both of the example hydrocarbon compositions (SAF1 and SAF2) already comply with the requirement of ASTM D7566-22A Table 1 for maximum 12 mm 2 / s at -40 °C, their blending ratio is not limited by viscosity. In contrast, their blending ratio is limited by the aromatic content of the conventional jet fuel components, so that a specification-compliant blend with 50 vol-% HEFA-SPK, or even up to 68 vol-% HEFA-SPK is readily obtained with a suitable conventional jet fuel, as will be shown in Example 4 of the present application.

[0115] Comparative Example 2. Hydrocarbon composition of a currently market available commercial SAF product.

[0116] The same renewable paraffinic feed as in Example 2 (distillation feed 1) is produced by hydrodeoxygenation and isomerization of a feed mixture of renewable origin, and further forwarded to a fractionation unit for distillation. In the fractionation unit, conditions are selected for maximizing the SAF yield, and the renewable paraffinic product is split into fractions. One of these fractions, the SAF, is analyzed using different analytical methods, the results of which are summarized in Table 3.

[0117] Table 3. Performance of comparative hydrocarbon compositions.

[0118]

[0119] The analyzed products in Table 3 meet the requirements of HEFA-SPK according to ASTM D7566-22A Appendix A2, but their freezing points are not extremely low. Importantly, even if the products do not actually contain any aromatic component, their blend ratio is still limited by the kinematic viscosity at -20 °C and at -40 °C.

[0120] Example 3. Hydrocarbon distribution of the inventive hydrocarbon compositions.

[0121] The composition of several hydrocarbon compositions obtained experimentally was analyzed by GCxGC-FID / MS. For one exemplary hydrocarbon composition, the wt-% of normal paraffins, mono-branched isoparaffins, and multi-branched isoparaffins (di- and tri-branched each given in their respective columns) per carbon number in each sample, and the content of aromatics and naphthenes, are reported in Table 4. The results of Table 4 are in agreement with those presented in Figure 3 several other samples were analyzed accordingly and their results are presented in Figures 1-10 Based on the analysis results reported in this figure, for the total carbon number range C8-C16, several composition-related features were calculated and reported in Table 5 in order to better identify factors that can contribute to superior product performance.

[0122] Table 4. Results of the per carbon number composition analysis (wt-%) by GCxGC-FID / GCxGC-MS for an exemplary hydrocarbon composition.

[0123]

[0124] Table 5. Results of the composition analysis (wt-%) by GCxGC-FID / GCxGC-MS for other exemplary hydrocarbon compositions (like the one reported in Table 4) for the carbon number range C8-C16.

[0125]

[0126] In Tables 4 and 5, i refers to isoparaffins, n refers to normal paraffins, multi-i refers to multi-branched isoparaffins, mono refers to mono-branched isoparaffins, i to n refers to the weight ratio of the total amount of any isoparaffins to the total amount of any normal paraffins, all in the carbon number range of C8 to C16. The weighted average carbon number was calculated based on the detailed composition results, taking into account all carbon numbers and types, i.e., also carbon numbers 1-7 and 17-30, and naphthenes and aromatics, as shown for the exemplary composition in Table 4.

[0127] From Figures 1-10 As can be seen from the exemplary compositions in Table 4, all samples are high paraffins with very low naphthene and aromatic content only. Table 4 also shows that in these samples the carbon numbers C10, C11, C12 and C13 are the most abundant. No carbon number (within the detection limit) contains only n-paraffins, but for each carbon number at least a single branched iso-paraffin is detected, and for most carbon numbers also multi-branched iso-paraffins are detected (or even dominate). This proves a high degree of isomerization throughout the C8-C16 range.

[0128] Generally, higher iso-paraffin content tends to improve the cold performance of paraffin compositions, whereas n-paraffins generally have the opposite effect, and especially longer n-paraffins can even solidify when the temperature decreases. As can be seen from Table 5, each sample has a very high C8-C16 iso-paraffin content, 86 wt-% or higher. At the same time, each sample has a significant C8-C16 n-paraffin content, from 5 wt-% to 10 wt-%. The freezing point of the analyzed samples is still < -64°C.

[0129] Example 4. Blending.

[0130] Blending properties were investigated using different combinations of the inventive hydrocarbon composition variants, conventional fossil-based jet fuel variants and a comparative commercial SAF. First, a conventional fossil-based jet fuel (CJF) was blended with both SAF1 (according to the present claim) and a comparative commercial SAF (CHC) to highlight the differences with prior art solutions. The flow of the examples was designed so that after the first example 4.1, the inventive hydrocarbon composition (SAF1) of example 4.1 was blended with another conventional fossil-based jet fuel in example 4.2 to show that the compatibility is not limited to one particular fossil-based jet fuel. Thereafter, further variants were introduced one at the time to handle the investigation of single variables.

[0131] Example 4.1 Blending compared to commercial SAF.

[0132] Considering the inventive hydrocarbon compositions of example 2 and example 3 as well as the comparative example 2, the blends of these with conventional jet fuel were limited to different parameters. Table 6 provides: the control specification limits, the properties of the conventional jet fuel (CJF), the properties of the blend of CJF with, on the one hand, the comparative commercial SAF (CHC) and, on the other hand, the inventive hydrocarbon composition (PHC).

[0133] Table 6. Conventional jet fuel and blends of conventional jet fuel with inventive and comparative hydrocarbon compositions.

[0134] PHC = Invention hydrocarbon composition (SAF1 from distillation feed 1), CHC = Comparative hydrocarbon composition (commercial SAF), CJF = Conventional jet fuel (commercial fossil-based jet) As can be seen from Table 6, the blend ratio of the invention hydrocarbon composition is not limited by its cold viscosity, but rather by the 56 vol-% aromatic content requirement of the conventional jet fuel. In other words, the cold viscosity allows the invention hydrocarbon composition to be present in a higher ratio in the blend. This is surprising, as the viscosity of the comparative hydrocarbon composition at -40°C does not meet the specification at a CHC : CJF blend ratio of 36 : 64 vol-%.

[0135] Example 4.2. Blending with other variants.

[0136] Further data was provided using a similar approach to Example 4.1, blending the invention hydrocarbon composition (from Example 2) with another conventional jet fuel, and additional hydrocarbon compositions having properties closely in line with the invention hydrocarbon compositions from Example 2 and Example 3, and their blends with conventional jet fuel.

[0137] Table 7. Invention hydrocarbon composition from Example 2, another conventional jet fuel, and blends of the two at two blend ratios.

[0138] SAF1 = Invention hydrocarbon composition (SAF1 from distillation feed 1), CJF2 = Conventional jet fuel 2 (commercial fossil-based jet) These results show that the blend ratio of the invention hydrocarbon composition can even be increased above the currently approved 50 vol-% limit. For the 75 vol-% blend, key properties for aviation operation such as freezing point, flash point, distillation performance and viscosity are within the current specification limits, while density and aromatic content fall below the limits. With another specially selected conventional jet fuel, even these limits can be met.

[0139] The conventional jet fuel (CJF2) shown in Table 7 was further blended with a hydrocarbon composition according to the invention (SAF3) having properties in line with those presented in Example 2 and Example 3. These blend results are shown in Table 8.

[0140] Table 8. Additional hydrocarbon composition, conventional jet fuel, and blends of the two at two blend ratios.

[0141]

[0142] These results show that the inventive hydrocarbon composition can even be blended into conventional jet fuel at high 90: 10 vol-% blend ratios, despite not taking into account density and aromatic hydrocarbon requirements that can be worked around in aircraft design.

[0143] Finally, the SAF3 shown in Table 8 was mixed into another conventional jet fuel (CJF3) to which was additionally mixed another inventive hydrocarbon composition (SAF4) having properties consistent with those in Examples 2 and 3. These fuels and their results are shown in Table 9.

[0144] Again, the requirements for the inventive hydrocarbon composition were met and even at high blend ratios of 50 vol-%, 75 vol-% and even 90 vol-%, the requirements for key properties of semi-synthetic jet fuel were met.

[0145] Table 9. Additional hydrocarbon compositions, conventional jet fuel and their three blend ratios blends.

[0146]

[0147] Example 5. Physico-chemical characteristics of renewable diesel fuel obtained as by-product.

[0148] As explained, the inventive hydrocarbon composition suitable as a SAF component was recovered from the test run in which several different feeds or fractions were separated by distillation. The surprisingly good quality of this hydrocarbon composition as a SAF component is discussed in Examples 2-4. In addition, the diesel fraction obtained from the same distillation also had a high quality and had the product characteristics desired for a diesel fuel as shown below.

[0149] The physico-chemical properties of two renewable diesel fuels / components obtained as residues or bottom fractions from the distillation of middle distillates as reported in Example 1 were investigated. The density (kg / m 3 , flash point (°C), cloud point (°C), cetane number, distillation IBP (°C), distillation 50% (°C), distillation 95% (°C), net heat of combustion (MJ / l) values are reported in Table 10.

[0150] Table 10. Some physico-chemical characteristics of renewable diesel fuels / components from different test runs compared to a reference renewable middle distillate (distillation feed 2) obtained by conventional HDO + HI process.

[0151]

[0152] EN 15940 covers alkane diesel fuels used in vehicles and defines fuel performance at the point of sale. In this context, alkane diesel is defined as hydrotreated alkane renewable diesel fuels, as well as synthetic Fischer-Tropsch synthesis products GTL, BTL, and coal-to-liquids (CTL).

[0153] The reference renewable middle distillate distillation feed 2 meets the EN 15940 specification, and therefore the bottom distillate of the distillation described in this invention will also be compared with this specification to confirm that the required parameters are met.

[0154] Compared to the reference renewable middle fraction, both renewable diesel bottom fractions exhibited higher density, cetane number, and flash point. Furthermore, when measured in MJ / L, the bottom fraction from distillation feed 2 had a higher net heat of combustion than distillation feed 2.

[0155] Example 6. Hydrocarbon composition of renewable diesel fuel obtained as a byproduct.

[0156] The composition of several renewable diesel fuel samples obtained in the experiment was analyzed by GCxGC-FID / MS in a manner similar to that of the hydrocarbon composition in Example 3. For an exemplary renewable diesel fuel sample, the results for the content of n-chain alkanes, monobranched isoalkanes, and multibranched isoalkanes (dibranched, tribranched, and tetrabranched are given in their respective columns), as well as aromatics and cycloalkanes per carbon number in each sample are reported in Table 11. Several other samples were analyzed, but the results are not shown in detail here. For a total carbon number range of C15–C22, some composition-related characteristics calculated based on this sample are reported in Table 12 to better identify factors that may contribute to the excellent product performance of this renewable diesel fuel sample.

[0157] Table 11. Compositional analysis results of exemplary renewable diesel fuel samples for each carbon number by GCxGC-FID / GCxGC-MS.

[0158]

[0159] As can be seen from the exemplary renewable diesel compositions in Table 11, they mainly consist of branched isoalkanes. The most typical carbon number is C18, followed by C16 and C17.

[0160] Table 12. Compositional analysis results for other exemplary renewable diesel fuel samples (such as those reported in Table 11) calculated using GCxGC-FID / GCxGC-MS in the carbon number range of C15–C22.

[0161]

[0162] The renewable diesel composition is highly isomerized and comprises a particularly high content of multi-branched isoparaffins. The hydrocarbon distribution and composition as presented in Tables 11 and 12 are believed to contribute to the physical-chemical characteristics of the renewable diesel fuel / component reported in Table 10.

[0163] Example 7. Cold performance of the hydrocarbon composition of the application and renewable diesel as a by-product thereof.

[0164] The cold performance of the paraffinic composition can be estimated by calculation. The analyzed and calculated cloud points of the renewable diesel (linear calculation model used for different distillation fractions) are presented in Table 13.

[0165] Table 13. Cold performance of the hydrocarbon composition of the application and renewable diesel.

[0166]

[0167] Based on its cold performance, distillation performance, high paraffin concentration and very high degree of isomerization, the hydrocarbon composition of the application can be expected to have desirable properties for a wide range of other uses beyond aviation fuel, such as in solvent, carrier, dispersant composition, demulsifier, extractant, detergent, degreasing composition, cleaner, diluent, penetrating oil, corrosion protection composition, multipurpose oil, metal working fluid, rolling oil, especially for aluminum, cutting oil, drilling fluid, lubricant, plasticizing oil, coating composition, coating fluid or paste, adhesive, resin, varnish, printing paste or ink, plasticizing oil, turbine oil, hydrophobizing composition, agriculture, crop protection fluid, construction, concrete release agent, electronics, medical devices, feedstock for industrial conversion processes, preferably in thermal cracking feedstock and / or in catalytic cracking feedstock, in compositions for the automotive, electrical, textile, packaging, paper and / or pharmaceutical industries, and / or as intermediates for the preparation of these.

[0168] Example 5. JFTOT and smoke point analysis.

[0169] JFTOT Break is referring to Jet Fuel Thermal Oxidation Test and its result. It is given as a temperature in °C. Improving the break is to be understood as an increase of this temperature. The thermal oxidation stability is experimentally measured by the JFTOT procedure (ASTM D3241-20c). In test method D3241, the break is the highest control temperature at which the fuel meets the heating tube rating and delta P designation requirements. However, the measurement is carried out to the practical upper limit of temperature, i.e. 380 °C, above which the sample bottle starts to melt. Therefore, the upper limit is not related to the analytical equipment supplier.

[0170] JFTOT Break Point Value determination was performed on two samples (SAF1 and SAF2) reported in the submitted application and on two additional samples (SAF3 and SAF4) (all samples are according to the present application). Results are given in the following table (Table 14) while measuring the smoke point of the same samples.

[0171] Table 14. Results from JFTOT and smoke point analysis.

[0172] Numerical values are out of the calibration range and therefore the result > 45 mm is recommended.

[0173] It can be concluded that all samples of the hydrocarbon composition claimed according to the present application meet the requirement of JFTOT Break Point equal or greater than 325°C. When the temperature is further increased to 340°C, 360°C and even to 380°C, the fuel meets the Heat Tube Rating and ΔP specific requirements.

[0174] In addition, the smoke point results exceed the specification requirement of the present application, demonstrating this excellent performance.

[0175] Different embodiments have been presented. It should be understood that in this document, the words "comprise", "include", and "contain" are each used in an open-ended fashion, and are not intended to exclude additional elements or features.

[0176] The foregoing description has provided a full and informative description of the best mode presently contemplated of carrying out the present application in specific and exemplary embodiments. Nevertheless, it will be apparent to those skilled in the art that the present application is not limited to these embodiments, but can be carried out in other embodiments or combinations of features or in other ways without departing from the spirit and scope of the present application.

[0177] Furthermore, some of the features of the above-disclosed example embodiments can be used to advantage without a corresponding use of other features. As such, the foregoing description shall be considered as merely illustrative of the principles of the present application, and not in limitation thereof. Hence, the scope of the present application is only restricted by the appended patent claims.

Claims

1. A hydrocarbon composition comprising normal paraffins and isoparaffins, wherein - the total amount of any C8-C16 isoparaffins is 50 to 94 wt-% of the total weight of the hydrocarbon composition, - the hydrocarbon composition has a kinematic viscosity at -20°C in the range of 3.7 to 8 mm 2 / s, preferably 3.7 to 5.5 mm 2 / s, determined according to ASTM D445-21e2, and - the weighted average carbon number of the hydrocarbons in the hydrocarbon composition is 12.1 to 14.

2.

2. The hydrocarbon composition according to claim 1 having a JFTOT break point of equal to or greater than 325 °C, preferably greater than 360 °C, or even more preferably equal to or greater than 380 °C, as determined according to ASTM D3241-20C.

3. The hydrocarbon composition according to claim 1 or 2, wherein, the density of the hydrocarbon composition measured using the standard ASTM D4052-22 is 730 - 772 kg / m3, preferably 750.0 to 772.0 kg / m3 3 , more preferably 753.0 to 770.0 kg / m3 3 , most preferably 754.0 to 760.0 kg / m3 3 .

4. The hydrocarbon composition according to any one of the preceding claims, wherein, - the total amount of any C8-C16 normal paraffins is 2 to 12 wt-%, preferably 5 to 11 wt-%, of the total weight of the hydrocarbon composition.

5. The hydrocarbon composition according to any one of the preceding claims, wherein, - the total amount of any C8-C16 multi-branched isoparaffins is 35 to 65 wt-%, preferably 45 to 63 wt-%, more preferably 55 to 60 wt-%, of the total weight of the hydrocarbon composition.

6. The hydrocarbon composition according to any one of the preceding claims, wherein, - the composition has a freezing point of less than -50 °C, less than -60 °C, preferably less than -64 °C, as determined according to IP 529-22.

7. The hydrocarbon composition according to any one of the preceding claims having a bio- sourced carbon content of at least 50 wt-%, preferably at least 70 wt-%, more preferably at least 90 wt-%, based on the total carbon (TC) weight in the jet fuel component, as determined according to EN 16640 (2017).

8. A fuel or fuel component comprising the hydrocarbon composition according to any one of claims 1-7, the fuel or fuel component being preferably a jet fuel or a jet fuel component.

9. The fuel or fuel component of claim 8, wherein, - the fuel or fuel component is a jet fuel comprising 3 vol-% to about 100 vol-%, 3, 36, 50, 56 vol-% to 50, 56, 75, 90, or 100 vol-% and even more preferably 36 vol-% to 90 vol-% of the hydrocarbon component according to any one of claims 1-7, and the balance being a petroleum-based jet fuel.

10. The fuel or fuel component of claim 8, wherein, - the fuel or fuel component comprises about 100 vol-% of the hydrocarbon component according to any one of claims 1-7.

11. Use of the hydrocarbon composition according to any one of claims 1-7 as a renewable jet fuel or a renewable jet fuel component.

12. The use according to claim 11 for improving one or more product properties of the jet fuel composition in a jet fuel composition.

13. Use according to claim 12, wherein, - the one or more product properties of the jet fuel composition include at least one or more of the following: thermal oxidation stability, JFTOT break point temperature, kinematic viscosity at -20 °C, freezing point, density, and / or bio-sourced carbon content.

14. The use according to claim 13 for at least one of the following in a jet fuel composition: reducing exhaust gas NOxemissions by 10 - 15%, reducing CO2emissions by 2 - 5%, or reducing particulate (volume) emissions by 81 - 98% compared to emissions from a petroleum-based jet fuel.

15. A process for producing the hydrocarbon composition of any one of claims 1-7, wherein, The method comprises: - providing a paraffinic feed to a fractionation stage, said paraffinic feed comprising at least 90 wt-% of paraffins of the total weight of the paraffinic feed, of which at most 30 wt-% are n-paraffins, - subjecting the paraffinic feed to fractionation to recover a hydrocarbon composition according to any one of claims 1-7.

16. The method of claim 15, wherein, The hydrocarbon composition according to any one of claims 1-7 is obtained as a single fraction from the fractionation.

17. The method of claim 15 or 16, wherein, From the fractionation further a diesel fuel fraction is recovered, preferably a diesel fuel fraction as a bottom product from the fractionation.

18. The method of claim 17, wherein, The diesel fuel fraction recovered is characterized by one or more of: • a cetane number of at least 74, preferably at least 76, more preferably at least 78, or even at least 80, determined according to EN 15195-2 104; • a cloud point temperature of lower than -28°C, preferably lower than -32°C, more preferably lower than -36°C, determined according to ASTM D5773-21; • a density of at least 780 kg / m3, preferably at least 783 kg / m3, determined according to ASTM D4052-22; 3 • a density of at least 780 kg / m3, preferably at least 783 kg / m3, determined according to ASTM D4052-22; 3 • a density of at least 780 • a net heat of combustion of at least 33 MJ / l, preferably at least 34 MJ / l, determined according to ASTM D4809-18; • a flash point temperature of at least 95°C, preferably at least 115°C, more preferably at least 130°C, determined according to IP 170-21.

19. The method of any one of claims 15-18, wherein, The paraffinic feed is obtained by: - providing a renewable feedstock comprising fatty acids and / or derivatives thereof, - deoxygenating the feedstock to produce paraffins, subjecting the produced paraffins to an isomerization step to produce isomerized paraffins, and optionally a cracking isomerization, which is performed before or after the isomerization step; and - recovering a fraction to be used as the paraffinic feed by product distillation, optionally.

20. The method according to one of claims 17-19, wherein, The total weight of the hydrocarbon composition and the diesel fuel fraction recovered is at least 80 wt-%, preferably at least 90 wt-%, more preferably at least 98 wt-% of the weight of the paraffinic feed fed to the fractionation or the weight of the paraffinic feed in the method according to claim 19, wherein the total weight of the hydrocarbon composition and the diesel fuel fraction recovered is at least 65 wt-%, at least 70 wt-% of the renewable feedstock comprising fatty acids and / or derivatives thereof fed to the deoxygenation.

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