Fuel oil composition and method for producing the same

Abstract

The present invention provides a fuel oil composition that combines excellent ignition performance, superior environmental performance due to reduced sulfur content, and atomization performance, while also reducing the cost of desulfurization treatment during the manufacturing of the fuel oil composition. [Solution] The composition comprises waste plastic decomposition oil, at least one diesel fraction selected from direct decomposition diesel fraction, desulfurization diesel fraction, straight run diesel fraction, and decomposition diesel fraction, and a residual carbon source, wherein the waste plastic decomposition oil has a content of 0.1% to 75.0% by volume on a basis of the total composition, the diesel fraction includes at least one of the direct decomposition diesel fraction and desulfurization diesel fraction, the total content of the diesel fraction 1 on a basis of the total composition is greater than 0.0% by volume and 50.0% by volume or less, and (1) the cetane index is greater than 43.0, (2) the sulfur content is 0.50% by mass or less, and (3) the kinematic viscosity at 50°C is 3.600 mm 2 A fuel oil composition that satisfies all of the following conditions: / s or less, and a method for producing the same.

Description

[Technical Field]

[0001] The present invention relates to a fuel oil composition and a method for producing the same. [Background technology]

[0002] In recent years, efforts toward carbon neutrality have accelerated, and attention is being paid to using fuel oil compositions, particularly heavy oil compositions as defined in JIS K 2205:2006, and especially fuel oil compositions corresponding to Class A heavy oil as defined as Class 1, that do not use diesel fractions derived from fossil fuels. As such non-fossil fuel-derived oils, biofuels such as fatty acid methyl esters (FAME), waste cooking oil, and oils obtained by hydrochemically reforming animal and vegetable oils are being used.

[0003] Patent Document 1 discloses a heavy oil composition A containing animal and vegetable oils or fatty acid alkyl esters containing components derived from animal and vegetable oils, a cracked light oil fraction, and other fractions such as straight-run light oil fraction and straight-run light oil fraction. Non-patent document 1 describes an evaluation of the effects of exhaust gases during combustion in a water-cooled wall furnace, a small once-through boiler, and a fire-tube boiler, as well as the stability during storage and low-temperature performance, when a mixture of waste plastic pyrolysis oil and heavy fuel oil A is used. Non-patent document 2 describes an evaluation of the effects of exhaust gases and fuel consumption rate when a mixture of waste plastic pyrolysis oil and waste cooking oil is used in a generator.

[0004] In recent years, plastic recycling has attracted attention as a means of realizing a circular economy. Because waste plastics have poor biodegradability, discarded waste plastics contribute to marine pollution, for example, and reducing the amount of waste plastics directly leads to a reduction in environmental burden. Methods of recycling plastics mainly include chemical recycling, thermal recycling, and material recycling, with chemical recycling receiving particular attention. As a method of chemical recycling, for example, the oil conversion process technology, which regenerates plastics as pyrolysis oil through thermal decomposition, is attracting attention as a highly efficient recycling method. As such an oil conversion process technology, for example, it is known to supply the pyrolysis oil from waste plastics to an atmospheric distillation column, a fluid cracking contact unit, etc., for use (see, for example, Patent Document 2). [Prior art documents] [Patent Documents]

[0005] [Patent Document 1] Japanese Patent Publication No. 2024-098588 [Patent Document 2] Japanese Patent Publication No. 2023-136646 [Non-patent literature]

[0006] [Non-Patent Document 1] Abstracts of the Petroleum Products Symposium, The Japan Petroleum Institute, 2003, pp. 25-30, Evaluation of Waste Plastic Pyrolysis Oil as Fuel for Combustion Furnaces, Eisaku Sato et al. [Non-Patent Document 2] Journal of the Japan Society of Marine Engineers, Japan Society of Machine Engineering, Vol. 53 No. 1, 2018, pp. 147-151, Experimental study on the application of waste plastic decomposition oil to diesel generators, Toshiki Kaminaga et al. [Overview of the Initiative] [Problems that the invention aims to solve]

[0007] Practical performance requirements for fuel oil compositions such as A heavy oil composition include, for example, self-ignition performance (hereinafter also simply referred to as "ignition performance") and reduced sulfur content (hereinafter also simply referred to as "environmental performance") when used in internal combustion engines. Poor ignition performance can lead to problems such as engine starting failure and diesel knock. Furthermore, high sulfur content can cause sulfuric acid vapor to be generated by the reaction of sulfur oxides contained in the fuel exhaust gas with water, raising concerns about increased environmental burden such as air pollution. In addition, it can cause severe corrosion (low-temperature corrosion) in combustion equipment due to contact with the low-temperature parts of the combustion gas flow path. Therefore, good ignition performance and low sulfur content are extremely important for fuel oil compositions such as A heavy oil composition.

[0008] Fuel oil compositions, such as heavy fuel oil composition A, are manufactured by combining various base materials. In order to reduce the sulfur content, it may be necessary to pass the base materials through a desulfurization unit. However, increasing the amount of fuel passed through the desulfurization unit leads to an increase in hydrogen consumption in the unit and a shortening of the catalyst lifespan, resulting in an increase in the manufacturing cost of the fuel oil composition. Therefore, it is a need for the entire refinery to reduce costs by suppressing the increase in hydrogen consumption in the desulfurization unit and the shortening of the catalyst lifespan, and thereby reducing costs, by using fractions that are not passed through the desulfurization unit as base materials for the fuel oil composition as much as possible.

[0009] The A heavy oil composition described in Patent Document 1 above combines fatty acid alkyl esters, cracked light oil fractions, and other fractions to achieve excellent combustion performance and room-temperature fuel flow performance. Furthermore, the examples show a fuel oil composition in which direct-run light oil fractions are used as the base material passed through a desulfurization unit at a content of 25.0 to 35.0% by volume, with attention also paid to environmental performance, which can reduce the burden on the environment by suppressing sulfur content. Thus, in Patent Document 1, the use of other fractions such as direct-run light oil fractions and straight-run light oil fractions, in addition to fatty acid alkyl esters and cracked light oil fractions, is being considered. However, considering various aspects such as the stable supply of fuel oil compositions such as A heavy oil composition, the adjustment of the supply and demand relationship of base materials within refineries, and contributions to carbon neutrality, there is a strong demand for the development of fuel oil compositions that employ a wider variety of base materials.

[0010] In the heavy oil composition A described in Patent Document 1 above, the direct desulfurization fraction of light oil passed through a desulfurization unit is used as the base material. For example, depending on factors such as the supply and demand balance within the refinery, it is certainly possible to create a fuel oil composition that contains a large amount of the fraction passed through the desulfurization unit as the base material. However, it is desirable to establish a method for creating a fuel oil composition that has excellent environmental performance while minimizing the amount of such base material used. Therefore, in addition to adopting a wider variety of base materials as described above, one of the important challenges is to establish a method that can accommodate the use of fractions that have been used so far in various concentrations according to the supply and demand balance.

[0011] Non-patent document 1, mentioned above, selects waste plastic as one of the base materials and describes the pyrolysis oil derived from waste plastic. However, it does not examine the cetane index of the fuel oil composition as a whole, and does not focus on ignition performance. Therefore, there is room for improvement in preparing a fuel oil composition with superior ignition performance by focusing on the cetane index. Furthermore, while non-patent document 2, mentioned above, describes that the sulfur content of the pyrolysis oil derived from waste plastic is low at 0.01% by mass or less, its cetane number is 56.4, which does not indicate superior ignition performance, and there is room for improvement.

[0012] Furthermore, the fuel oil composition must also be easily atomized. This is because the ease of atomization of the fuel oil composition affects the increase or decrease in unburned carbon and the amount of soot in the combustion exhaust gas. For example, if the fuel oil composition is difficult to atomize, the spray particle size of the fuel oil composition will become coarser, which makes combustion failure more likely, leading to an increase in unburned carbon and an increase in the amount of soot in the combustion exhaust gas. Therefore, when using waste plastic decomposition oil as a base material, ease of atomization (hereinafter also referred to as "atomization performance") is also required. However, the above-mentioned Patent Document 1, Non-Patent Documents 1 and 2 do not focus on atomization performance at all.

[0013] Thus, conventional fuel oil compositions, such as A heavy oil compositions, do not currently exist that combine excellent ignition performance, superior environmental performance due to reduced sulfur content, and easy atomization performance, while also reducing the cost of desulfurization treatment during the manufacturing of the fuel oil composition.

[0014] The present invention aims to provide a fuel oil composition that combines excellent ignition performance, excellent environmental performance due to reduced sulfur content, and atomization performance, while also reducing the cost of desulfurization treatment during the production of the fuel oil composition. [Means for solving the problem]

[0015] The present inventors have conducted extensive research to solve the aforementioned problems and have found that they can be solved by the following invention. That is, the present invention provides a fuel oil composition having the following configuration.

[0016] 1. A fuel oil composition comprising: waste plastic cracking oil; at least one diesel fraction selected from direct dehydrogenated diesel fraction, desulfurized diesel fraction, straight-run diesel fraction and cracked diesel fraction; and a residual carbon source, wherein the waste plastic cracking oil content on the total composition basis is 0.1% by volume or more and 75.0% by volume or less; the diesel fraction includes at least one diesel fraction 1 from direct dehydrogenated diesel fraction and desulfurized diesel fraction; the total content of the diesel fraction 1 on the total composition basis is greater than 0.0% by volume and 50.0% by volume or less; and satisfies all of the following (1) to (3). (1) Cetane index is greater than 43.0 (2) Sulfur content is 0.50% by mass or less (3) The kinematic viscosity at 50°C is 3,600 mm 2 / s or less 2. The fuel oil composition according to item 1 above, wherein the waste plastic decomposition oil satisfies all of the following (a1) to (a3). (a1) Cetane index is between 40.0 and 90.0 (a2) Sulfur content is 0.10% by mass or less (a3) Kinematic viscosity at 50°C is 1,700 mm 2 / s or more 3.700mm 2 / s or less 3. The fuel oil composition according to 1 or 2 above, wherein the content of the residual carbon source on a basis of the total composition is 0.1% by volume or more and 1.0% by volume or less. 4. The fuel oil composition according to 1 or 2 above, wherein the residual carbon source is at least one selected from C heavy oil, atmospheric distillation residue oil, reduced-pressure distillation residue oil, direct decontaminated heavy oil, cracked heavy oil, and extract. 5.A Fuel oil composition according to 1 or 2 above, used as a heavy oil composition. 6. A method for producing a fuel oil composition that satisfies all of the following (1) to (3), comprising mixing waste plastic cracking oil, at least one diesel fraction selected from direct desulfurization diesel fraction, desulfurization diesel fraction, straight run diesel fraction, and cracked diesel fraction, and a residual carbon source, such that the waste plastic cracking oil content on the total composition basis is 0.1% by volume or more and 75.0% by volume or less, the diesel fraction includes at least one diesel fraction 1 of direct desulfurization diesel fraction and desulfurization diesel fraction, and the total content of the diesel fraction 1 on the total composition basis is greater than 0.0% by volume and 50.0% by volume or less. (1) Cetane index is greater than 43.0 (2) Sulfur content is 0.50% by mass or less (3) The kinematic viscosity at 50°C is 3,600 mm 2 / s or less [Effects of the Invention]

[0017] According to the present invention, it is possible to provide a fuel oil composition that combines excellent ignition performance, excellent environmental performance due to reduced sulfur content, and atomization performance, while also reducing the cost of desulfurization treatment during the manufacture of the fuel oil composition. [Modes for carrying out the invention]

[0018] The following describes in detail the fuel oil compositions according to embodiments of the present invention (hereinafter sometimes simply referred to as "this embodiment"). It should be noted that the present invention is not limited to the following embodiments and can be modified as desired without hindering the effects of the invention. Furthermore, within this specification, the numbers related to "greater than or equal to," "less than or equal to," and "~" in the description of numerical ranges can be any combination of numbers. For example, if a numerical range is described as "A~B" and "C~D," it also includes numerical ranges such as "A~D" and "C~B."

[0019] [Fuel oil composition] The fuel oil composition according to an embodiment of the present invention (hereinafter sometimes simply referred to as this embodiment) comprises a waste plastic cracking oil, at least one diesel fraction selected from direct desulfurization diesel fraction, desulfurization diesel fraction, straight run diesel fraction, and cracked diesel fraction, and a residual carbon source, wherein the content of the waste plastic cracking oil on a basis of the total composition is 0.1% by volume or more and 75.0% by volume or less, the diesel fraction includes at least one of the direct desulfurization diesel fraction and desulfurization diesel fraction, the total content of the diesel fraction 1 on a basis of the total composition is greater than 0.0% by volume and 50.0% by volume or less, and satisfies all of the following (1) to (3). (1) Cetane index is greater than 43.0 (2) Sulfur content is 0.50% by mass or less (3) The kinematic viscosity at 50°C is 3,600 mm 2 / s or less

[0020] The inventors focused on waste plastic decomposition oil as a base material in order to use a wider variety of base materials, ensure a stable supply of fuel oil compositions such as heavy fuel oil composition A, adjust the supply and demand relationship of base materials within refineries, and contribute to carbon neutrality. Waste plastic decomposition oil is a base material that has excellent ignition performance due to its high cetane index, excellent environmental performance due to its low sulfur content, and is expected to contribute to carbon neutrality because it can be obtained through chemical recycling.

[0021] Non-patent documents 1 and 2 disclose fuel oil compositions using waste plastic decomposition oil, which have the advantages mentioned above. However, non-patent documents 1 and 2 do not focus on improving the overall cetane index of the fuel oil composition, and there is room to improve ignition performance by fully utilizing the excellent ignition performance that is a characteristic of waste plastic decomposition oil. Furthermore, upon further research into the characteristics of waste plastic decomposition oil, it was found that while waste plastic decomposition oil is a base material with excellent ignition performance as described above, it is inferior in terms of atomization performance, and there is room for improvement in terms of atomization when used as a fuel oil composition.

[0022] The inventors further investigated fuel oil compositions that fully utilize the excellent ignition performance of waste plastic decomposition oil and found that by using it in combination with a specific diesel fraction, (i) the reduction in the cetane index of the fuel oil composition can be suppressed, (ii) the increase in sulfur content can be suppressed, (iii) atomization is facilitated, and the increase in unburned carbon and soot in the combustion exhaust gas is suppressed, and as a result, excellent ignition performance, environmental performance, and atomization performance can be obtained simultaneously. Furthermore, by using a diesel fraction that does not pass through a desulfurization unit in a specific ratio, it is also possible to reduce the cost of desulfurization treatment during the manufacture of the fuel oil composition. Thus, the inventors have obtained a fuel oil composition that combines excellent ignition performance, excellent environmental performance due to reduced sulfur content, and easy atomization performance, while also reducing the cost of desulfurization treatment during the production of the fuel oil composition.

[0023] First, the properties of the fuel oil composition of this embodiment will be described.

[0024] (1) Cetane Index The cetane index of the fuel oil composition in this embodiment is greater than 43.0. If the cetane index of the fuel oil composition falls below 43.0, the ignition performance decreases. From the viewpoint of improving ignition performance, the cetane index is preferably 43.5 or higher, more preferably 50.0 or higher, and even more preferably 60.0 or higher. There is no particular upper limit, but it is usually 70.0 or lower. In this specification, the cetane index is a value determined in accordance with JIS K 2280-5:2013 (Petroleum products - Method for determining octane number, cetane number and cetane index - Part 5: Cetane index).

[0025] (2) Sulfur content The sulfur content of the fuel oil composition of this embodiment is 0.50 mass% or less. When the sulfur content of the fuel oil composition exceeds 0.50 mass%, the environmental performance deteriorates, and severe corrosion (low-temperature corrosion) may occur due to contact with the low-temperature part of the combustion gas flow path in the combustion equipment. From the viewpoint of improving environmental performance and suppressing corrosion (low-temperature corrosion) of the combustion equipment, the sulfur content is preferably 0.45 mass% or less, more preferably 0.35 mass% or less, and still more preferably 0.20 mass% or less. The lower limit is preferably as small as possible, and is usually 0.010 mass% or more. In this specification, the sulfur content is a value measured in accordance with JIS K 2541-4:2003 (Crude oil and petroleum products - Test method for sulfur content - Part 4: Radiation excitation method).

[0026] (3) Kinematic viscosity at 50°C The kinematic viscosity at 50°C of the fuel oil composition of this embodiment is 3.600 mm 2 / s or less. When the kinematic viscosity at 50°C of the fuel oil composition exceeds 3.600 mm 2 / s, the atomization performance deteriorates. Therefore, the spray particle diameter of the fuel oil composition becomes coarser, making combustion failure more likely to occur, and an increase in unburned carbon and an increase in the amount of dust in the combustion exhaust gas are more likely to occur. In addition, it may become difficult to conform to the usage range of various devices such as pumps and flow meters, and there may be cases where lubricity cannot be ensured and it cannot be used as a fuel oil composition. Considering the improvement of atomization performance, the ease of conforming to the usage range of various devices such as pumps and flow meters, and the improvement of lubricity, the kinematic viscosity at 50°C is preferably 3.400 mm 2 / s or less, more preferably 3.200 mm 2 / s or less. There is no particular limitation on the lower limit, and it is usually 1.800 mm 2 / s or more. In this specification, the kinematic viscosity at 50°C is a value measured in accordance with JIS K 2283:2000 (Test method for kinematic viscosity of crude oil and petroleum products).

[0027] In addition to the properties described in (1) to (3) above, the fuel oil composition of this embodiment preferably satisfies at least one selected from (4) to (6) below, and more preferably satisfies all of (4) to (6).

[0028] (4) Density at 15℃ The density of the fuel oil composition of this embodiment at 15°C is preferably 0.8000 g / cm³. 3 More preferably 0.8050 g / cm³ 3 More preferably 0.8150 g / cm³ 3 The above applies, with a preferred upper limit of 0.8500 g / cm³. 3 More preferably, 0.8400 g / cm³ 3 More preferably, 0.8300 g / cm³ 3 The following applies: When the density at 15°C is within the above range, it becomes easier to achieve a good balance between improved ignition performance, environmental performance, and atomization performance, as well as a reduction in the cost of desulfurization treatment. Furthermore, the higher the density of the fuel oil composition in this embodiment, the easier it is to improve the total calorific value. In this specification, the density at 15°C is the value measured in accordance with JIS K 2249-1:2011 (Crude oil and petroleum products - Method for determining density - Part 1: Vibration method).

[0029] (5) Pour point The pour point of the fuel oil composition of this embodiment is preferably -10.0°C or lower, more preferably -12.5°C or lower, and even more preferably -15.0°C or lower. There is no particular lower limit, but it is usually -40.0°C or higher. When the pour point is within the above range, it becomes easier to balance improvements in ignition performance, environmental performance, and atomization performance with a reduction in the cost of desulfurization treatment. In addition, the low-temperature fluidity performance is improved, making it easier to handle in low-temperature environments. In this specification, the pour point is a value measured in accordance with JIS K 2269:1987 (Test method for pour point and cloud point of crude oil and petroleum products).

[0030] (6) Distillation properties The distillation properties of the fuel oil composition of this embodiment are as follows: The 10% by volume distillation temperature is preferably 180.0°C or higher, more preferably 200.0°C or higher, even more preferably 230.0°C or higher, with an upper limit of preferably 270.0°C or lower, more preferably 265.0°C or lower, and even more preferably 260.0°C or lower. The 50% by volume distillation temperature is preferably 250.0°C or higher, more preferably 270.0°C or higher, even more preferably 280.0°C or higher, with an upper limit of preferably 320.0°C or lower, more preferably 300.0°C or lower, and even more preferably 295.0°C or lower. The 90% by volume distillation temperature is preferably 280.0°C or higher, more preferably 290.0°C or higher, even more preferably 300.0°C or higher, with an upper limit of preferably 370.0°C or lower, more preferably 360.0°C or lower, and even more preferably 350.0°C or lower. Furthermore, the endpoint is preferably 320.0°C or higher, more preferably 340.0°C or higher, and even more preferably 350.0°C or higher, with an upper limit of preferably 390.0°C or lower, more preferably 380.0°C or lower, and even more preferably 365.0°C or lower. When the distillation properties of the fuel oil composition of this embodiment fall within the ranges of the 10% volume distillation temperature, 50% volume distillation temperature, 90% volume distillation temperature, and endpoint, it becomes easier to achieve a good balance between improved ignition performance, environmental performance, atomization performance, and reduced costs associated with desulfurization treatment. In addition, the effects of low-boiling-point and high-boiling-point components are suppressed, improving combustion performance. In this specification, the 10% volume distillation temperature, 50% volume distillation temperature, 90% volume distillation temperature, and endpoint of the distillation properties are values ​​measured in accordance with JIS K2254:2018 (Petroleum products - Method for determining distillation properties - (Atmospheric pressure method)).

[0031] [Oil for decomposing waste plastics] The waste plastic decomposition oil contained in the fuel oil composition of this embodiment is a pyrolysis oil obtained by thermally decomposing waste plastics based on the waste plastic liquefaction process technology described above, or a catalytic decomposition oil obtained by catalytically decomposing waste plastics or the pyrolysis oil of waste plastics.

[0032] As waste plastics, there are no particular restrictions on what is called waste plastic, and typical examples include containers such as beverage bottles; packaging materials such as shopping bags, food trays, and packaging films; interior and exterior materials such as interior and exterior parts for residential buildings, interior parts for automobiles, and exterior components for electrical appliances; and construction materials such as PVC pipes. Typical materials that make up these various materials include acrylic resins, styrene resins, polyester resins, polyamide resins, PVC resins, as well as polyolefin resins such as polyethylene and polypropylene, and mixtures of these resins.

[0033] The waste plastic decomposition oil contained in the fuel oil composition of this embodiment may be a pyrolysis oil obtained by using a known oil conversion apparatus, such as the one described in Patent Document 2, etc., to decompose the waste plastic, or it may be a catalytic decomposition oil obtained by supplying the waste plastic to a fluid catalytic cracking apparatus and decomposing it (for example, Japanese Patent Application Publication No. 10-310778, Japanese Patent Application Publication No. 2002-294251, etc.).

[0034] The waste plastic decomposition oil used in the fuel oil composition of this embodiment preferably satisfies all of the following conditions (a1) to (a3). (a1) Cetane index is between 40.0 and 90.0 (a2) Sulfur content is 0.10% by mass or less (a3) Kinematic viscosity at 50°C is 1,700 mm 2 / s or more 3.700mm 2 / s or less

[0035] (a1) Cetane index The cetane index of the waste plastic decomposition oil is preferably 40.0 or higher, more preferably 50.0 or higher, and even more preferably 65.0 or higher, with an upper limit of preferably 90.0 or lower, more preferably 87.5 or lower, and even more preferably 85.0 or lower. When the cetane index of the waste plastic decomposition oil is within the above range, it becomes easier to make the cetane index of the fuel oil composition of this embodiment exceed 43.0, thereby improving the ignition performance.

[0036] (a2) Sulfur content The sulfur content of the waste plastic decomposition oil is preferably 0.10% by mass or less, more preferably 0.050% by mass or less, and even more preferably 0.010% by mass or less. The lower limit is preferable as much as possible, and there are no particular restrictions, but it is usually 0.00010% by mass or more. When the sulfur content of the waste plastic decomposition oil is within the above range, it becomes easier to set the sulfur content of the fuel oil composition of this embodiment to 0.5% by mass or less, thereby improving environmental performance and suppressing severe corrosion (low-temperature corrosion) that occurs when the combustion equipment comes into contact with the low-temperature portion of the combustion gas flow path.

[0037] (a3) Kinematic viscosity at 50°C The kinematic viscosity of the waste plastic decomposition oil at 50°C is preferably 1,700 mm². 2 / s or more, more preferably 1,900 mm 2 / s or more, more preferably 2,200 mm 2 The value is 1 / s or more, and preferably has an upper limit of 3.700 mm. 2 / s or less, more preferably 3.650 mm 2 / s or less, more preferably 3,600 mm 2 It is less than or equal to / s. If the kinematic viscosity of the waste plastic decomposition oil at 50°C is within the above range, the kinematic viscosity of the fuel oil composition of this embodiment at 50°C is 3,600 mm². 2 Because it becomes easier to achieve a flow rate of less than / s, atomization performance is improved, making combustion failures less likely, and suppressing the increase in unburned carbon and soot in the combustion exhaust gas. In addition, it becomes easier to match the operating range of various equipment such as pumps and flow meters, and lubrication is improved.

[0038] The waste plastic decomposition oil used in the fuel oil composition of this embodiment preferably satisfies at least one of the following (a4) to (a6) in addition to the properties (a1) to (a3) ​​described above, and more preferably satisfies all of the following (a4) to (a6).

[0039] (a4) Density at 15℃ The density of the waste plastic decomposition oil at 15°C is preferably 0.7700 g / cm³. 3 More preferably 0.7800 g / cm³ 3 More preferably 0.8000 g / cm³ 3 The above applies, with a preferred upper limit of 0.8500 g / cm³. 3 More preferably, 0.8400 g / cm³ 3 The following, and more preferably 0.8300 g / cm³ 3 The following is true: When the density of the waste plastic decomposition oil at 15°C is within the above range, it becomes easier to achieve a good balance between improving ignition performance, environmental performance, and atomization performance, as well as reducing the cost of desulfurization treatment. Furthermore, the higher the density of the waste plastic decomposition oil at 15°C, the higher the density of the fuel oil composition of this embodiment becomes, and the easier it is to improve the total calorific value.

[0040] (a5) Pour point The pour point of the waste plastic decomposition oil is preferably -5.0°C or lower, more preferably -7.5°C or lower, and even more preferably -10.0°C or lower. There is no particular lower limit, but it is usually -40.0°C or higher. When the pour point of the waste plastic decomposition oil is within the above range, it becomes easier to balance improvements in ignition performance, environmental performance, and atomization performance with a reduction in the cost of desulfurization treatment. In addition, the low-temperature flow performance is improved, making it easier to handle in low-temperature environments.

[0041] (a6) Distillation properties As for the distillation properties of the waste plastic decomposition oil, the 10% by volume distillation temperature is preferably 230.0°C or higher, more preferably 240.0°C or higher, even more preferably 260.0°C or higher, with an upper limit of preferably 300.0°C or lower, more preferably 290.0°C or lower, and even more preferably 280.0°C or lower. The 50% by volume distillation temperature is preferably 250.0°C or higher, more preferably 260.0°C or higher, even more preferably 280.0°C or higher, with an upper limit of preferably 330.0°C or lower, more preferably 320.0°C or lower, and even more preferably 315.0°C or lower. The 90% by volume distillation temperature is preferably 290.0°C or higher, more preferably 300.0°C or higher, even more preferably 310.0°C or higher, with an upper limit of preferably 370.0°C or lower, more preferably 365.0°C or lower, and even more preferably 360.0°C or lower. Furthermore, the endpoint is preferably 300.0°C or higher, more preferably 305.0°C or higher, and even more preferably 315.0°C or higher, with an upper limit of preferably 390.0°C or lower, more preferably 385.0°C or lower, and even more preferably 380.0°C or lower. When the distillation properties of the waste plastic decomposition oil fall within the above ranges of 10% by volume distillation temperature, 50% by volume distillation temperature, 90% by volume distillation temperature, and endpoint, it becomes easier to achieve a good balance between improved ignition performance, environmental performance, atomization performance, and reduced costs associated with desulfurization treatment. In addition, the effects of low-boiling-point and high-boiling-point components are suppressed, improving combustion performance.

[0042] (Content of waste plastic decomposition oil) The content of waste plastic decomposition oil in the fuel oil composition of this embodiment, based on the total composition, is 0.1% by volume or more and 75.0% by volume or less. If the content of waste plastic decomposition oil is not within the above range, it will not be possible to achieve excellent ignition performance, environmental performance, and a reduction in the cost of desulfurization treatment, or excellent atomization performance will not be obtained. From the viewpoint of easily achieving a good balance between improving ignition performance, environmental performance, and atomization performance and reducing the cost of desulfurization treatment, the content of waste plastic decomposition oil, based on the total composition, is preferably 0.3% by volume or more, more preferably 0.5% by volume or more, even more preferably 3.0% by volume or more, even more preferably 25.0% by volume or more, particularly preferably 55.0% by volume or more, and preferably 73.0% by volume or less as the upper limit.

[0043] [Diesel fuel fraction] The fuel oil composition of this embodiment contains at least one diesel fraction selected from direct desulfurization diesel fraction, desulfurization diesel fraction, straight run diesel fraction, and cracked diesel fraction. The diesel fractions will be described below. The fuel oil composition of this embodiment contains at least one of the above-mentioned diesel fuel fractions, namely direct-run diesel fuel fraction and desulfurized diesel fuel fraction, with the total content of diesel fuel fraction 1 on a basis of the total composition being greater than 0.0% by volume and less than or equal to 50.0% by volume. Diesel fuel fraction 1 is a diesel fuel fraction obtained by passing it through a desulfurization unit, among the direct-run diesel fuel fraction, desulfurized diesel fuel fraction, straight-run diesel fuel fraction and cracked diesel fuel fraction that can be used in the fuel oil composition of this embodiment. In this embodiment, although a diesel fuel fraction that has passed through a desulfurization unit is used, by using it in an amount greater than 0.0% by volume and less than or equal to 50.0% by volume on a basis of the total composition, a good balance is achieved in improving ignition performance, environmental performance, and atomization performance, as well as reducing the cost of desulfurization treatment.

[0044] [Directly removed diesel fuel fraction] Direct desulfurization diesel fraction is a diesel fraction obtained by directly desulfurizing atmospheric distillation residue oil and / or vacuum distillation residue oil in a desulfurization unit. It is preferable that the direct desulfurization diesel fraction satisfies all of the following conditions (b1) to (b3). (b1) Cetane index is between 30.0 and 60.0 (b2) Sulfur content is 0.0010% by mass or more and 0.10% by mass or less (b3) Kinematic viscosity at 50°C is 1,700 mm 2 / s or more 3.000mm 2 / s or less

[0045] (b1) Cetane Index The cetane index of the direct-release diesel fraction is preferably 30.0 or higher, more preferably 35.0 or higher, and even more preferably 40.0 or higher, with an upper limit of preferably 60.0 or lower, more preferably 55.0 or lower, and even more preferably 50.0 or lower. When the cetane index of the direct-release diesel fraction is within the above range, it becomes easier to make the cetane index of the fuel oil composition of this embodiment exceed 43.0, thereby improving the ignition performance.

[0046] (b2) Sulfur content The sulfur content of the direct-release diesel fraction is preferably 0.10% by mass or less, more preferably 0.050% by mass or less, and even more preferably 0.030% by mass or less. The lower limit is preferable as much as possible, and there are no particular restrictions, but it is usually 0.0010% by mass or more. When the sulfur content of the direct-release diesel fraction is within the above range, it becomes easier to set the sulfur content of the fuel oil composition of this embodiment to 0.5% by mass or less, thereby improving environmental performance and suppressing severe corrosion (low-temperature corrosion) that occurs when the combustion equipment comes into contact with the low-temperature portion of the combustion gas flow path.

[0047] (b3) Kinematic viscosity at 50°C The kinematic viscosity of the direct-release diesel fraction at 50°C is preferably 1,700 mm². 2 / s or more, more preferably 1,900 mm 2 / s or more, more preferably 2,100 mm 2 The value is 1 / s or more, and preferably has an upper limit of 3,000 mm. 2 / s or less, more preferably 2.750 mm 2 / s or less, more preferably 2,500 mm 2It is less than or equal to / s. If the kinematic viscosity of the direct-release diesel fraction at 50°C is within the above range, the kinematic viscosity of the fuel oil composition of this embodiment at 50°C is 3,600 mm². 2 Because it becomes easier to achieve a flow rate of less than / s, atomization performance is improved, making combustion failures less likely, and suppressing the increase in unburned carbon and soot in the combustion exhaust gas. In addition, it becomes easier to match the operating range of various equipment such as pumps and flow meters, and lubrication is improved.

[0048] The direct-release diesel fraction used in the fuel oil composition of this embodiment preferably satisfies at least one of the following (b4) to (b6) in addition to the properties (b1) to (b3) above, and more preferably satisfies all of the following (b4) to (b6).

[0049] (b4) Density at 15℃ The density of the direct-release diesel fraction at 15°C is preferably 0.8000 g / cm³. 3 More preferably 0.8200 g / cm³ 3 More preferably 0.8400 g / cm³ 3 The above is true, with a preferred upper limit of 0.8900 g / cm³. 3 More preferably, 0.8800 g / cm³ 3 The following, and more preferably 0.8650 g / cm³ 3 The following is true: When the density of the direct-release diesel fraction at 15°C is within the above range, it becomes easier to achieve a good balance between improving ignition performance, environmental performance, and atomization performance, as well as reducing the cost of desulfurization treatment. Furthermore, the higher the density of the direct-release diesel fraction at 15°C, the higher the density of the fuel oil composition of this embodiment becomes, and the easier it is to improve the total calorific value.

[0050] (b5) Pour point The pour point of the direct-desulfurized diesel fraction is preferably -15.0°C or lower, more preferably -20.0°C or lower, and even more preferably -25.0°C or lower. There is no particular lower limit, but it is usually -40.0°C or higher. When the pour point of the direct-desulfurized diesel fraction is within the above range, it becomes easier to balance improvements in ignition performance, environmental performance, and atomization performance with a reduction in the cost of desulfurization treatment. In addition, the low-temperature fluidity performance is improved, making it easier to handle in low-temperature environments.

[0051] (b6) Distillation properties As for the distillation properties of the direct-released diesel fraction, the 10% by volume distillation temperature is preferably 210.0°C or higher, more preferably 215.0°C or higher, even more preferably 220.0°C or higher, with an upper limit of preferably 260.0°C or lower, more preferably 250.0°C or lower, and even more preferably 235.0°C or lower. The 50% by volume distillation temperature is preferably 240.0°C or higher, more preferably 245.0°C or higher, even more preferably 255.0°C or higher, with an upper limit of preferably 300.0°C or lower, more preferably 290.0°C or lower, and even more preferably 275.0°C or lower. The 90% by volume distillation temperature is preferably 280.0°C or higher, more preferably 290.0°C or higher, even more preferably 300.0°C or higher, with an upper limit of preferably 350.0°C or lower, more preferably 340.0°C or lower, and even more preferably 325.0°C or lower. Furthermore, the endpoint is preferably 300.0°C or higher, more preferably 315.0°C or higher, and even more preferably 330.0°C or higher, with an upper limit of preferably 390.0°C or lower, more preferably 380.0°C or lower, and even more preferably 365.0°C or lower. When the distillation properties of the direct-desulfurized diesel fraction are within the ranges of the above 10% volume distillation temperature, 50% volume distillation temperature, 90% volume distillation temperature, and endpoint, it becomes easier to achieve a good balance between improved ignition performance, environmental performance, atomization performance, and reduced costs associated with desulfurization treatment. In addition, the effects of low-boiling-point and high-boiling-point components are suppressed, improving combustion performance.

[0052] [Desulfurized light oil fraction] Desulfurized light oil fraction is a light oil fraction obtained by desulfurizing a light oil fraction (straight-run light oil fraction) obtained by atmospheric distillation of crude oil in an atmospheric distillation unit and / or a light oil fraction (reduced-pressure light oil fraction) obtained by reduced-pressure distillation of atmospheric distillation residue oil in a reduced-pressure distillation unit. It is preferable that the desulfurized light oil fraction satisfies all of the following (c1) to (c3). (c1) Cetane index is between 45.0 and 75.0 (c2) Sulfur content is 0.00010% by mass or more and 0.10% by mass or less (c3) Kinematic viscosity at 50°C is 2,000 mm 2 / s or more 3.400mm 2 / s or less

[0053] (c1) Cetane index The cetane index of the desulfurized light oil fraction is preferably 45.0 or higher, more preferably 50.0 or higher, and even more preferably 55.0 or higher, with an upper limit of preferably 75.0 or lower, more preferably 70.0 or lower, and even more preferably 65.0 or lower. When the cetane index of the desulfurized light oil fraction is within the above range, it becomes easier to make the cetane index of the fuel oil composition of this embodiment exceed 43.0, thereby improving the ignition performance.

[0054] (c2) Sulfur content The sulfur content of the desulfurized light oil fraction is preferably 0.10% by mass or less, more preferably 0.050% by mass or less, even more preferably 0.010% by mass or less, and even more preferably 0.0010% by mass or less. The lower limit is preferable as much as possible, and there are no particular restrictions, but it is usually 0.00010% by mass or more. When the sulfur content of the desulfurized light oil fraction is within the above range, it becomes easier to set the sulfur content of the fuel oil composition of this embodiment to 0.5% by mass or less, thereby improving environmental performance and suppressing severe corrosion (low-temperature corrosion) that occurs when the combustion equipment comes into contact with the low-temperature portion of the combustion gas flow path.

[0055] (c3) Kinematic viscosity at 50°C The kinematic viscosity of the desulfurized light oil fraction at 50°C is preferably 2,000 mm². 2 / s or more, more preferably 2,200 mm2 / s or more, more preferably 2,500 mm 2 The value is 1 / s or more, and preferably has an upper limit of 3,400 mm. 2 / s or less, more preferably 3,250 mm 2 / s or less, more preferably 3,100 mm 2 It is less than or equal to / s. If the kinematic viscosity of the desulfurized light oil fraction at 50°C is within the above range, the kinematic viscosity of the fuel oil composition of this embodiment at 50°C is 3,600 mm². 2 Because it becomes easier to achieve a flow rate of less than / s, atomization performance is improved, making combustion failures less likely, and suppressing the increase in unburned carbon and soot in the combustion exhaust gas. In addition, it becomes easier to match the operating range of various equipment such as pumps and flow meters, and lubrication is improved.

[0056] The desulfurized light oil fraction used in the fuel oil composition of this embodiment preferably satisfies at least one of the following (c4) to (c6) in addition to the properties (c1) to (c3) above, and more preferably satisfies all of the following (c4) to (c6).

[0057] (c4) Density at 15℃ The density of the desulfurized light oil fraction at 15°C is preferably 0.8000 g / cm³. 3 More preferably 0.8100 g / cm³ 3 More preferably 0.8250 g / cm³ 3 The above applies, with a preferred upper limit of 0.8800 g / cm³. 3 More preferably, 0.8600 g / cm³ 3 The following, and more preferably 0.8500 g / cm³ 3 The following is true: When the density of the desulfurized diesel fraction at 15°C is within the above range, it becomes easier to achieve a good balance between improving ignition performance, environmental performance, and atomization performance, as well as reducing the cost of desulfurization treatment. Furthermore, the higher the density of the directly desulfurized diesel fraction at 15°C, the higher the density of the fuel oil composition of this embodiment becomes, and the easier it is to improve the total calorific value.

[0058] (c5) Pour point The pour point of the desulfurized light oil fraction is preferably -5.0°C or lower, more preferably -7.5°C or lower, and even more preferably -10.0°C or lower. There is no particular lower limit, but it is usually -40.0°C or higher. When the pour point of the desulfurized light oil fraction is within the above range, it becomes easier to balance improvements in ignition performance, environmental performance, and atomization performance with a reduction in the cost of desulfurization treatment. In addition, the low-temperature flow performance is improved, making it easier to handle in low-temperature environments.

[0059] (c6) Distillation properties As for the distillation properties of the desulfurized light oil fraction, the 10% by volume distillation temperature is preferably 200.0°C or higher, more preferably 210.0°C or higher, even more preferably 225.0°C or higher, with an upper limit of preferably 270.0°C or lower, more preferably 260.0°C or lower, and even more preferably 250.0°C or lower. The 50% by volume distillation temperature is preferably 235.0°C or higher, more preferably 250.0°C or higher, even more preferably 270.0°C or higher, with an upper limit of preferably 320.0°C or lower, more preferably 310.0°C or lower, and even more preferably 300.0°C or lower. The 90% by volume distillation temperature is preferably 300.0°C or higher, more preferably 310.0°C or higher, even more preferably 320.0°C or higher, with an upper limit of preferably 360.0°C or lower, more preferably 350.0°C or lower, and even more preferably 340.0°C or lower. Furthermore, the endpoint is preferably 320.0°C or higher, more preferably 335.0°C or higher, and even more preferably 350.0°C or higher, with an upper limit of preferably 390.0°C or lower, more preferably 380.0°C or lower, and even more preferably 370.0°C or lower. When the distillation properties of the desulfurized light oil fraction are within the ranges of the above 10% volume distillation temperature, 50% volume distillation temperature, 90% volume distillation temperature, and endpoint, it becomes easier to achieve a good balance between improved ignition performance, environmental performance, atomization performance, and reduced costs associated with desulfurization treatment. In addition, the effects of low-boiling-point and high-boiling-point components are suppressed, improving combustion performance.

[0060] (Types and content of diesel fraction 1) The fuel oil composition of this embodiment contains at least one of the above-mentioned direct desulfurization diesel fraction and desulfurization diesel fraction (i.e., diesel fraction that has passed through a desulfurization device), which constitutes diesel fraction 1. Diesel fraction 1 may contain either the direct desulfurization diesel fraction or the desulfurization diesel fraction, or it may contain both. The choice of which diesel fraction to use as diesel fraction 1 should be determined by comprehensively considering the desired ignition performance, environmental performance, atomization performance, and reduction of the cost of desulfurization treatment. In particular, considering the improvement of ignition performance, environmental performance, and atomization performance, it is preferable to include the direct desulfurization diesel fraction, and it is more preferable to include the direct desulfurization diesel fraction alone.

[0061] The total content of the aforementioned diesel fraction 1, based on the total amount of the composition, is greater than 0.0% by volume and less than or equal to 50.0% by volume. If the total content of diesel fraction 1 is outside the above range, atomization performance may decrease, and the cost of desulfurization treatment may not be reduced. From the viewpoint of improving atomization performance and reducing the cost of desulfurization treatment, the content of diesel fraction 1, based on the total amount of the composition, is preferably 1.0% by volume or more, more preferably 5.0% by volume or more, even more preferably 10.0% by volume or more, and even more preferably 15.0% by volume or more, with an upper limit of preferably 45.0% by volume or less, more preferably 40.0% by volume or less, even more preferably 30.0% by volume or less, and even more preferably 25.0% by volume or less.

[0062] [Straight-run diesel fuel fraction] Straight-run diesel fraction is a diesel fraction obtained by atmospheric distillation of crude oil in an atmospheric distillation unit. It is preferable that the straight-run diesel fraction satisfies all of the following conditions (d1) to (d3). (d1) Cetane index is between 45.0 and 75.0 (d2) Sulfur content is 0.10% by mass or more and 1.50% by mass or less (d3) The kinematic viscosity at 50°C is 2,500 mm². 2 / s or more 3.900mm 2 / s or less

[0063] (d1) Cetane Index The cetane index of the straight-run diesel fraction is preferably 45.0 or higher, more preferably 50.0 or higher, and even more preferably 55.0 or higher, with an upper limit of preferably 75.0 or lower, more preferably 70.0 or lower, and even more preferably 65.0 or lower. When the cetane index of the straight-run diesel fraction is within the above range, it becomes easier to make the cetane index of the fuel oil composition of this embodiment exceed 43.0, thereby improving the ignition performance.

[0064] (d2) Sulfur content The sulfur content of the straight-run diesel fraction is preferably 1.50% by mass or less, more preferably 1.40% by mass or less, even more preferably 1.25% by mass or less, and even more preferably 1.10% by mass or less. The lower limit is preferable as much as possible, and there are no particular restrictions, but it is usually 0.10% by mass or more. When the sulfur content of the straight-run diesel fraction is within the above range, it becomes easier to set the sulfur content of the fuel oil composition of this embodiment to 0.5% by mass or less, thereby improving environmental performance and suppressing severe corrosion (low-temperature corrosion) that occurs when the combustion equipment comes into contact with the low-temperature portion of the combustion gas flow path.

[0065] (d3) Kinematic viscosity at 50°C The kinematic viscosity of the straight-run diesel fraction at 50°C is preferably 2,500 mm². 2 / s or more, more preferably 2,700 mm 2 / s or more, more preferably 3,000 mm 2 The value is 1 / s or more, and preferably has an upper limit of 3.700 mm. 2 / s or less, more preferably 3,600 mm 2 / s or less, more preferably 3,450 mm 2 It is less than or equal to / s. If the kinematic viscosity of the straight-run diesel fraction at 50°C is within the above range, the kinematic viscosity of the fuel oil composition of this embodiment at 50°C is 3,600 mm². 2 Because it becomes easier to achieve a flow rate of less than / s, atomization performance is improved, making combustion failures less likely, and suppressing the increase in unburned carbon and soot in the combustion exhaust gas. In addition, it becomes easier to match the operating range of various equipment such as pumps and flow meters, and lubrication is improved.

[0066] The straight-run diesel fraction used in the fuel oil composition of this embodiment preferably satisfies at least one of the following (d4) to (d6) in addition to the properties (d1) to (d3) described above, and more preferably satisfies all of the following (d4) to (d6).

[0067] (d4) Density at 15℃ The density of the straight-run diesel fraction at 15°C is preferably 0.8000 g / cm³. 3 More preferably 0.8150 g / cm³ 3 More preferably 0.8350 g / cm³ 3 The above applies, with a preferred upper limit of 0.8800 g / cm³. 3 More preferably, 0.8650 g / cm³ 3 The following, and more preferably 0.8500 g / cm³ 3 The following is true: When the density of the straight-run diesel fraction at 15°C is within the above range, it becomes easier to achieve a good balance between improving ignition performance, environmental performance, and atomization performance, as well as reducing the cost of desulfurization treatment. Furthermore, the higher the density of the straight-run diesel fraction at 15°C, the higher the density of the fuel oil composition of this embodiment becomes, and the easier it is to improve the total calorific value.

[0068] (d5) Pour point The pour point of the straight-run diesel fraction is preferably -5.0°C or lower, more preferably -7.5°C or lower, and even more preferably -10.0°C or lower. There is no particular lower limit, but it is usually -40.0°C or higher. When the pour point of the straight-run diesel fraction is within the above range, it becomes easier to balance improvements in ignition performance, environmental performance, and atomization performance with a reduction in the cost of desulfurization treatment. In addition, the low-temperature fluidity performance is improved, making it easier to handle in low-temperature environments.

[0069] (d6) Distillation properties As for the distillation properties of the straight-run light oil fraction, the 10% by volume distillation temperature is preferably 220.0°C or higher, more preferably 230.0°C or higher, and even more preferably 245.0°C or higher, with an upper limit of preferably 280.0°C or lower, more preferably 270.0°C or lower, and even more preferably 265.0°C or lower. The 50% by volume distillation temperature is preferably 250.0°C or higher, more preferably 260.0°C or higher, and even more preferably 275.0°C or higher, with an upper limit of preferably 320.0°C or lower, more preferably 310.0°C or lower, and even more preferably 300.0°C or lower. The 90% by volume distillation temperature is preferably 290.0°C or higher, more preferably 300.0°C or higher, even more preferably 315.0°C or higher, with an upper limit of preferably 360.0°C or lower, more preferably 350.0°C or lower, and even more preferably 340.0°C or lower. Furthermore, the endpoint is preferably 310.0°C or higher, more preferably 320.0°C or higher, and even more preferably 330.0°C or higher, with an upper limit of preferably 380.0°C or lower, more preferably 370.0°C or lower, and even more preferably 355.0°C or lower. When the distillation properties of the straight-run diesel fraction fall within the above ranges of 10% volume distillation temperature, 50% volume distillation temperature, 90% volume distillation temperature, and endpoint, it becomes easier to achieve a good balance between improved ignition performance, environmental performance, atomization performance, and reduced costs associated with desulfurization treatment. In addition, the effects of low-boiling-point and high-boiling-point components are suppressed, improving combustion performance.

[0070] [Cracked diesel fuel fraction] The cracked diesel fraction is a catalytically cracked diesel fraction obtained by fluid catalytic cracking of atmospheric distillation residue oil and / or vacuum distillation residue oil. The cracked diesel fraction preferably satisfies all of the following (e1) to (e3). (e1) Cetane index is between 15.0 and 50.0 (e2) Sulfur content is 0.010% by mass or more and 1.00% by mass or less (e3) The kinematic viscosity at 50°C is 1,200 mm 2 / s or more 3.000mm 2 / s or less

[0071] (e1) Cetane Index The cetane index of the cracked diesel fraction is preferably 15.0 or higher, more preferably 20.0 or higher, and even more preferably 25.0 or higher, with an upper limit of preferably 50.0 or lower, more preferably 40.0 or lower, and even more preferably 35.0 or lower. When the cetane index of the cracked diesel fraction is within the above range, it becomes easier to make the cetane index of the fuel oil composition of this embodiment exceed 43.0, thereby improving the ignition performance.

[0072] (e2) Sulfur content The sulfur content of the cracked diesel fraction is preferably 1.00% by mass or less, more preferably 0.80% by mass or less, even more preferably 0.60% by mass or less, and even more preferably 0.40% by mass or less. The lower limit is preferable as much as possible, and there are no particular restrictions, but it is usually 0.010% by mass or more. When the sulfur content of the cracked diesel fraction is within the above range, it becomes easier to set the sulfur content of the fuel oil composition of this embodiment to 0.5% by mass or less, thereby improving environmental performance and suppressing severe corrosion (low-temperature corrosion) that occurs when the combustion equipment comes into contact with the low-temperature portion of the combustion gas flow path.

[0073] (e3) Kinematic viscosity at 50°C The kinematic viscosity of the cracked diesel fraction at 50°C is preferably 1,200 mm². 2 / s or more, more preferably 1,400 mm 2 / s or more, more preferably 1,500 mm 2 The value is 1 / s or more, and preferably has an upper limit of 3,000 mm. 2 / s or less, more preferably 2,700 mm 2 / s or less, more preferably 2,400 mm 2 It is less than or equal to / s. If the kinematic viscosity of the cracked diesel fraction at 50°C is within the above range, the kinematic viscosity of the fuel oil composition of this embodiment at 50°C is 3,600 mm². 2 Because it becomes easier to achieve a flow rate of less than / s, atomization performance is improved, making combustion failures less likely, and suppressing the increase in unburned carbon and soot in the combustion exhaust gas. In addition, it becomes easier to match the operating range of various equipment such as pumps and flow meters, and lubrication is improved.

[0074] The cracked gas oil fraction used in the fuel oil composition of the present embodiment preferably satisfies at least one selected from the following (e4) to (e6) in addition to the properties of (e1) to (e3) above, and more preferably satisfies all of the following (e4) to (e6).

[0075] (e4) Density at 15°C The density of the cracked gas oil fraction at 15°C is preferably 0.8500 g / cm 3 or more, more preferably 0.8650 g / cm 3 or more, still more preferably 0.8850 g / cm 3 or more, and preferably 0.9500 g / cm or less as the upper limit 3 or less, more preferably 0.9400 g / cm or less 3 or less, and still more preferably 0.915 g / cm or less 3 If the density of the cracked gas oil fraction at 15°C is within the above range, it becomes easier to balance the improvement of ignition performance, environmental performance, and atomization performance and the reduction of costs for desulfurization treatment. Also, as the 15°C density of the straight-run gas oil fraction increases, the density of the fuel oil composition of the present embodiment increases, and the gross calorific value tends to improve.

[0076] (e5) Pour point The pour point of the cracked gas oil fraction is preferably -15.0°C or lower, more preferably -20.0°C or lower, and still more preferably -25.0°C or lower. There is no particular limitation on the lower limit, and it is usually -40.0°C or higher. If the pour point of the cracked gas oil fraction is within the above range, it becomes easier to balance the improvement of ignition performance, environmental performance, and atomization performance and the reduction of costs for desulfurization treatment. Also, since the low-temperature fluidity performance is improved, handling in a low-temperature environment becomes easier. [[ID=#]]

[0077] (e6) Distillation properties As for the distillation properties of the cracked light oil fraction, the 10% by volume distillation temperature is preferably 170.0°C or higher, more preferably 180.0°C or higher, even more preferably 190.0°C or higher, with an upper limit of preferably 240.0°C or lower, more preferably 230.0°C or lower, and even more preferably 215.0°C or lower. The 50% by volume distillation temperature is preferably 210.0°C or higher, more preferably 220.0°C or higher, even more preferably 240.0°C or higher, with an upper limit of preferably 290.0°C or lower, more preferably 280.0°C or lower, and even more preferably 270.0°C or lower. The 90% by volume distillation temperature is preferably 290.0°C or higher, more preferably 300.0°C or higher, even more preferably 315.0°C or higher, with an upper limit of preferably 360.0°C or lower, more preferably 350.0°C or lower, and even more preferably 340.0°C or lower. Furthermore, the endpoint is preferably 320.0°C or higher, more preferably 330.0°C or higher, and even more preferably 340.0°C or higher, with an upper limit of preferably 390.0°C or lower, more preferably 385.0°C or lower, and even more preferably 375.0°C or lower. When the distillation properties of the cracked light oil fraction are within the ranges of the above 10% volume distillation temperature, 50% volume distillation temperature, 90% volume distillation temperature, and endpoint, it becomes easier to balance improvements in ignition performance, environmental performance, and atomization performance with a reduction in the cost of desulfurization treatment. In addition, the effects of low-boiling-point and high-boiling-point components are suppressed, improving combustion performance.

[0078] [Residual carbon source] The fuel oil composition of this embodiment may contain a residual carbon source. Typical and preferred residual carbon sources include heavy oil fractions such as C heavy oil, atmospheric distillation residue oil, vacuum distillation residue oil, direct desulfurization heavy oil, and cracked heavy oil, as well as extracts. The residual carbon source can be obtained from the following fractions individually or in combination of several types. Considering the need to balance improvements in ignition performance, environmental performance, and atomization performance with a reduction in the cost of desulfurization treatment, atmospheric distillation residue oil, direct desulfurization heavy oil fractions, and extracts are preferred, with atmospheric distillation residue oil being more preferred. ·C heavy oil • Atmospheric distillation residue oil (residual oil obtained by atmospheric distillation of crude oil in an atmospheric distillation unit) · Vacuum residue oil (residue oil obtained by subjecting atmospheric residue oil to vacuum distillation in a vacuum distillation unit) · Straight-run heavy oil fraction (heavy oil obtained by subjecting atmospheric residue oil and / or vacuum residue oil to desulfurization in a direct desulfurization unit) · Cracked heavy oil fraction (heavy oil fraction obtained by fluid catalytic cracking of straight-run heavy oil) · Extract (medium and heavy vacuum distillation distillates obtained by subjecting atmospheric residue oil to vacuum distillation, deasphalted oil (bright stock oil) of vacuum residue oil, and extraction oil with a high aromatic content obtained by fractional distillation of the deasphalted oil with furfural or the like)

[0079] The residual carbon source used in the fuel oil composition of this embodiment preferably satisfies all of the following (f1) to (f4). (f1) The density at 15°C is 0.9000 g / cm 3 or more and 1.2000 g / cm 3 or less (f2) The sulfur content is 5.000 mass% or less (f3) The kinematic viscosity at 50°C is 1100.000 mm 2 / s or less (f4) Pour point

[0080] (f1) The density at 15°C The density at 15°C of the residual carbon source is preferably 0.9000 g / cm 3 or more, more preferably 0.9300 g / cm 3 or more, still more preferably 0.9600 g / cm 3 or more, and preferably 1.2000 g / cm 3 or less, more preferably 1.15000 g / cm 3 or less, and still more preferably 1.1000 g / cm 3 or less. When the density at 15°C of the cracked gas oil fraction is within the above range, it becomes easier to balance the improvement of ignition performance, environmental performance, and atomization performance and the reduction of the cost for desulfurization treatment. Also, as the 15°C density of the straight-run gas oil fraction increases, the density of the fuel oil composition of this embodiment increases, and the gross calorific value tends to improve.

[0081] (f2) Sulfur content The sulfur content of the residual carbon source is preferably 5,000% by mass or less, more preferably 4,500% by mass or less, and even more preferably 4,000% by mass or less. The lower limit is preferable as much as possible, and there are no particular restrictions, but it is usually 0.050% by mass or more. When the sulfur content of the residual carbon source is within the above range, it becomes easier to set the sulfur content of the fuel oil composition of this embodiment to 0.5% by mass or less, thereby improving environmental performance and suppressing severe corrosion (low-temperature corrosion) that occurs when the combustion equipment comes into contact with the low-temperature portion of the combustion gas flow path.

[0082] (f3) Kinematic viscosity at 50°C The kinematic viscosity of the residual carbon source at 50°C is preferably 1,100,000 mm². 2 / s or less, more preferably 1075.000 mm 2 / s or less, more preferably 1050.000 mm 2 The value is less than / s, and there is no particular lower limit, usually 5,000 mm. 2 It is ≥ / s. If the kinematic viscosity of the residual carbon source at 50°C is within the above range, the kinematic viscosity of the fuel oil composition of this embodiment at 50°C is 3,600 mm². 2 Because it becomes easier to achieve a flow rate of less than / s, atomization performance is improved, making combustion failures less likely, and suppressing the increase in unburned carbon and soot in the combustion exhaust gas. In addition, it becomes easier to match the operating range of various equipment such as pumps and flow meters, and lubrication is improved.

[0083] (f4) Pour point The pour point of the residual carbon source is preferably 0.0°C or lower, more preferably -2.5°C or lower, and even more preferably -5.0°C or lower. There is no particular lower limit, but it is usually -20.0°C or higher. When the pour point of the residual carbon source is within the above range, it becomes easier to balance improvements in ignition performance, environmental performance, and atomization performance with a reduction in the cost of desulfurization treatment. In addition, the low-temperature flow performance is improved, making it easier to handle in low-temperature environments.

[0084] (Content of residual carbon sources) The content of residual carbon sources in the fuel oil composition of this embodiment, based on the total composition, is preferably 0.1% by volume or more, more preferably 0.2% by volume or more, and even more preferably 0.3% by volume or more, with an upper limit of preferably 3.0% by volume or less, more preferably 2.0% by volume or less, and even more preferably 1.0% by volume or less. When the content of residual carbon sources is within the above range, it becomes easier to achieve a good balance between improving ignition performance, environmental performance, and atomization performance, as well as reducing the cost of desulfurization treatment.

[0085] (Other additives) The fuel oil composition of this embodiment may, as necessary, contain various additives such as antioxidants, fluidity improvers, lubricity improvers, cetane number improvers, combustion accelerators, detergents, sludge dispersants, and antifungal agents, selected and blended as needed, within the range that maintains the above-mentioned properties.

[0086] (Application) The fuel oil composition of this embodiment is preferably used as a heavy oil composition, and more preferably as a heavy oil composition A. It is also suitably used as a fuel oil composition for internal combustion engines and external combustion engines.

[0087] [Method for producing fuel oil composition] The method for producing the fuel oil composition according to this embodiment is a method for producing a fuel oil composition that satisfies all of the following (1) to (3), by mixing waste plastic cracking oil, at least one diesel fraction selected from direct desulfurization diesel fraction, desulfurization diesel fraction, straight run diesel fraction, and cracked diesel fraction, and residual carbon source, such that the waste plastic cracking oil content on the total composition basis is 0.1% by volume or more and 75.0% by volume or less, the diesel fraction includes at least one of the direct desulfurization diesel fraction and desulfurization diesel fraction, and the total content of the diesel fraction 1 on the total composition basis is greater than 0.0% by volume and 50.0% by volume or less. The fuel oil composition of this embodiment can be easily produced by the production method of this embodiment. That is, according to the production method of this embodiment, the fuel oil composition of this embodiment that satisfies all of the following (1) to (3) can be easily produced. (1) Cetane index is greater than 43.0 (2) Sulfur content is 0.50% by mass or less (3) The kinematic viscosity at 50°C is 3,600 mm 2 / s or less

[0088] In the method for producing the fuel oil composition of this embodiment, the waste plastic cracking oil and at least one diesel fraction selected from direct desulfurization diesel fraction, desulfurization diesel fraction, straight run diesel fraction, and cracked diesel fraction are the same as those described above as potentially included in the fuel oil composition of this embodiment. The properties of these oil types, and the properties of the fuel oil composition obtained by the production method of this embodiment, are also the same as those described above in the fuel oil composition of this embodiment. Furthermore, the content of these oil types is also the same as that described above in the fuel oil composition of this embodiment. Furthermore, as described above in the description of the fuel oil composition of this embodiment, various additives can be mixed in as needed.

[0089] There are no particular restrictions on the order in which the base oils are mixed with the waste plastic cracking oil, and at least one diesel fraction selected from direct desulfurization diesel fraction, desulfurization diesel fraction, straight-run diesel fraction, and cracked diesel fraction. For example, the waste plastic cracking oil may be mixed with at least one diesel fraction selected from direct desulfurization diesel fraction, desulfurization diesel fraction, straight-run diesel fraction, and cracked diesel fraction, a residual carbon source, and various additives in sequence. Alternatively, the waste plastic cracking oil, at least one diesel fraction selected from direct desulfurization diesel fraction, desulfurization diesel fraction, straight-run diesel fraction, and cracked diesel fraction, a residual carbon source, and various additives as needed may be mixed simultaneously (bulk mixing). Alternatively, multiple base materials selected from direct desulfurization diesel fraction, desulfurization diesel fraction, straight-run diesel fraction, and cracked diesel fraction may be mixed in advance, and then the waste plastic cracking oil, residual carbon source, and various additives may be added and mixed. [Examples]

[0090] The present invention will be described in detail below with reference to examples, but the present invention is not limited in any way to these examples.

[0091] [Performance evaluation criteria] Each of the following performance aspects (1-4) was evaluated, and the worst evaluation was used as the overall evaluation. A C rating indicates failure. The evaluations for each performance aspect are shown in Table 2.

[0092] 1.Ignition performance Based on the cetane index of the fuel oil compositions in the examples and comparative examples, the ignition performance was evaluated according to the following criteria. A: Cetane index is 55.0 or higher B: Cetane index is between 43.0 and less than 55.0 C: Cetane index is 43.0 or less

[0093] 2.Environmental performance The environmental performance of the fuel oil compositions in the examples and comparative examples was evaluated according to the following criteria based on their sulfur content. A: Sulfur content is 0.10% by mass or less B: Sulfur content is more than 0.10% by mass and 0.50% by mass or less C: Sulfur content exceeds 0.50% by mass

[0094] 3. Atomization performance The low-temperature fluidity performance of the fuel oil compositions of the examples and comparative examples was evaluated based on their kinematic viscosity at 50°C, according to the following criteria. A: The kinematic viscosity at 50°C is 2.5 mm 2 / s less than B: The kinematic viscosity at 50°C is 2.5 mm 2 / s or more 3.6mm 2 / s or less C: The kinematic viscosity at 50°C is 3.6 mm³. 2 / s super

[0095] 4. Reduction of costs associated with desulfurization treatment. Based on the total compositional content of diesel fraction 1 in the fuel oil compositions of the examples and comparative examples, the effect of reducing the cost of desulfurization treatment was evaluated according to the following criteria. A: The total content of diesel fraction 1 in the composition is greater than 0.0% by volume and less than or equal to 20.0% by volume. B: The total content of diesel fraction 1 in the composition is greater than 20.0% by volume and less than or equal to 50.0% by volume. C: The total content of diesel fraction 1 exceeds 50.0% by volume.

[0096] [Examples 1-6, Comparative Examples 1-3] Various base materials having the properties shown in Table 1 were mixed in the proportions shown in Table 2 to prepare fuel oil compositions for Examples 1-6 and Comparative Examples 1-3. The obtained fuel oil compositions were evaluated for their ignition performance, environmental performance, atomization performance, and the effect of reducing the cost of desulfurization treatment, based on the method described above. The results are shown in Table 2.

[0097] [Table 1]

[0098] [Table 2]

[0099] The fuel oil compositions of Examples 1 to 6 were confirmed to possess excellent ignition performance, excellent environmental performance due to reduced sulfur content, and atomization performance, while also reducing the cost of desulfurization treatment during the production of the fuel oil compositions.

[0100] The compositions of Comparative Examples 1 and 2 do not contain waste plastic decomposition oil. Therefore, in order to obtain excellent ignition performance, environmental performance, and atomization performance, it is necessary to use large amounts of diesel fraction, especially diesel fraction 1 (direct desulfurization diesel fraction and desulfurization diesel fraction), exceeding 50.0% by volume, at 60.0% and 71.3% respectively, and it was confirmed that the cost of desulfurization treatment cannot be reduced. Furthermore, the composition of Comparative Example 3 contains waste plastic decomposition oil at a content exceeding 75.0% by volume, at 99.7%, and it was confirmed that it has inferior atomization performance.

Claims

1. The mixture comprises: waste plastic decomposition oil; at least one diesel fraction selected from direct desulfurization diesel fraction, desulfurization diesel fraction, straight run diesel fraction and cracked diesel fraction; and a residual carbon source. The content of the aforementioned waste plastic decomposition oil, based on the total amount of the composition, is 0.1% by volume or more and 75.0% by volume or less. The aforementioned diesel fraction includes at least one of the direct desulfurization diesel fraction and the desulfurization diesel fraction, and the total content of the aforementioned diesel fraction 1 based on the total amount of the composition is greater than 0.0% by volume and 50.0% by volume or less. A fuel oil composition that satisfies all of the following conditions (1) to (3). (1) Cetane index is above 43.0 (2) Sulfur content is 0.50% by mass or less (3) The kinematic viscosity at 50°C is 3,600 mm². ２ / s or less

2. The aforementioned waste plastic decomposition oil is as follows (a １ ) ~ (a ３ A fuel oil composition according to claim 1 that satisfies all of the following conditions. (a １ ) Cetane index is between 40.0 and 90.0 (a ２ ) Sulfur content is 0.10% by mass or less (a ３ ) The kinematic viscosity at 50°C is 1,700 mm ２ / s or more 3.700mm ２ / s or less

3. The fuel oil composition according to claim 1 or 2, wherein the content of the residual carbon source on a basis of the total composition is 0.1% by volume or more and 1.0% by volume or less.

4. The fuel oil composition according to claim 1 or 2, wherein the residual carbon source is at least one selected from C heavy oil, atmospheric distillation residue oil, reduced-pressure distillation residue oil, direct decontaminated heavy oil, cracked heavy oil, and extract.

5. A fuel oil composition according to claim 1 or 2, used as a heavy oil composition A.

6. A method for producing a fuel oil composition that satisfies all of the following (1) to (3): mixing waste plastic cracking oil, at least one diesel fraction selected from direct desulfurization diesel fraction, desulfurization diesel fraction, straight run diesel fraction, and cracked diesel fraction, and a residual carbon source, such that the waste plastic cracking oil content on the total composition basis is 0.1% by volume or more and 75.0% by volume or less, the diesel fraction includes at least one diesel fraction 1 of direct desulfurization diesel fraction and desulfurization diesel fraction, and the total content of the diesel fraction 1 on the total composition basis is greater than 0.0% by volume and 50.0% by volume or less. (1) Cetane index is above 43.0 (2) Sulfur content is 0.50% by mass or less (3) The kinematic viscosity at 50 °C is 3.600 mm ２ / s or less

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