Fuel oil composition for internal combustion engines

Abstract

To provide a fuel oil composition for an internal combustion engine, which satisfies a most demanding requirement on storage stability, and also other performances such as combustion performance, environmental performance and viscosity suitability.SOLUTION: There is provided a fuel oil composition for an internal combustion engine, which contains a vacuum desulfurized light oil fraction and a direct desulfurized heavy oil fraction which satisfy a specific property in which a content of the vacuum desulfurized light oil fraction based on a total amount of the composition is 40.0 volume% or more, and which satisfies all of the following items: (1) a density at 15°C is 0.8800 g / cm3 or more and 0.9850 g / cm3 or less; (2) a kinematic viscosity at 50°C is 10.0 mm2 / s or more and 180.0 mm2 / s or less; (3) a sulfur content is 0.01 mass% or more and 0.40 mass% or less; (4) a value of CCAI is 830 or less; and (5) a latent sediment is 0.10 mass% or less.SELECTED DRAWING: None

Description

[Technical field]

[0001] The present invention relates to a fuel oil composition for internal combustion engines. [Background technology]

[0002] Class 3 heavy oil as specified in JIS K2205:2006 (hereinafter also referred to as "Class C heavy oil") has a higher calorific value per unit volume than kerosene, light oil, and Class A heavy oil (Class 1 heavy oil as specified in JIS K2205:2006), and allows for a reduction in the amount (volume) of fuel oil used. It is also inexpensive, and therefore is widely used as fuel oil for internal combustion engines such as marine diesel engines, and as fuel oil for external combustion engines such as power generation boilers. On the other hand, C heavy oil generally has a higher sulfur content and residual carbon content than kerosene, diesel, A heavy oil, etc., and is known to have a large environmental impact, to be prone to sludge generation, and to be prone to clogging of fuel oil filters due to the generation of sludge. In response to this, C heavy oil compositions have been proposed that contain desulfurized fractions such as desulfurized kerosene and light cycle oil, and undesulfurized diesel fractions, and have 15°C density, 50°C kinetic viscosity, residual carbon content, asphaltene content, sulfur content, and aromatic content within specified ranges (see, for example, Patent Document 1).

[0003] Furthermore, fuel oils that satisfy ISO8217 "Petroleum products-Fuels (class F)-Specification of marine fuels" are known as marine fuel oils. Since this marine fuel oil can cause clogging of fuel oil filters, a heavy oil composition containing a specified amount of directly desulfurized heavy oil having specified properties such as sulfur content, carbon residue content, asphaltene content, 15°C density, and total sediment by hot filtration (ISO 10307-1) has been proposed (see, for example, Patent Document 2). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2013-203802 A [Patent Document 2] JP 2014-028977 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, even if the fuel oil composition for internal combustion engines with improved oil permeability is used, especially when the fuel oil composition for internal combustion engines is used in large diesel engines such as diesel engines for large ships, the frequency of clogging of the fuel oil filter during normal use is likely to be high, and the frequency of clogging tends to be even higher when the fuel oil composition is used after long-term storage in a fuel oil tank or the like on the ship. Therefore, the fuel oil composition for internal combustion engines is required to have storage stability performance that maintains normal temperature oil permeability even after long-term storage, and the required performance is becoming stricter. In addition, for marine diesel engines such as large ships, a type equipped with a centrifugal separator may be used as a pretreatment device for the fuel oil composition, and this type of diesel engine is required to have particularly strict storage stability.

[0006] In particular, in applications for large diesel engines such as diesel engines for large ships, the environment in which the fuel oil composition is used changes significantly, and therefore the fuel oil composition is required to respond to the changes in the environment. In particular, it is important for the fuel oil composition to have ignition performance without ignition delay and stable combustion performance (these are sometimes collectively referred to as "combustion performance").

[0007] In recent years, the prevention of environmental pollution has been cited as one of the most important issues worldwide, and the International Maritime Organization (IMO) has strengthened regulations on the sulfur content of fuel oil for all ships from the current 3.5% by mass or less to 0.5% by mass or less as part of measures to prevent air pollution from 2020. Therefore, it is urgent to make marine fuel oil compositions with excellent environmental performance that reduces the burden on the environment by reducing the sulfur content to 0.5% by mass or less. However, the sulfur content of the C heavy oil compositions described in Patent Document 1 exceeds 2% by mass in each case, and they cannot be said to be satisfactory in terms of environmental performance.

[0008] In addition to the above performance, viscosity suitability with a suitable kinetic viscosity is required. As shown in Patent Document 1, there is a method of using desulfurized light oil fractions such as desulfurized light oil as a method for obtaining a product equivalent to C heavy oil. By using desulfurized light oil fractions, the sulfur content can be reduced. On the other hand, when desulfurized light oil fractions are used, the kinetic viscosity becomes too low, so that the fuel oil composition is not suitable for the range of use of various devices such as pumps and flow meters for delivering the fuel oil composition to the engine, and is also one of the factors that deteriorate the lubricity.

[0009] Thus, conventional C heavy oils and internal combustion engine fuel oil compositions with improved oil permeability as described above cannot be said to fully satisfy all of these performance requirements. Furthermore, in applications requiring particularly strict storage stability performance, such as marine diesel engines equipped with a centrifugal separator as a pretreatment device for the fuel oil composition, it is extremely difficult to simultaneously satisfy all of these performance requirements. Under these circumstances, an object of the present invention is to provide a fuel oil composition for internal combustion engines which meets extremely strict requirements for storage stability performance while also satisfying other performance requirements, i.e., combustion performance, environmental friendliness, and viscosity suitability. [Means for solving the problem]

[0010] The present inventors have conducted intensive research in light of the above problems and have found that the problems can be solved by the following invention. That is, the present invention provides a fuel oil composition for internal combustion engines having the following composition.

[0011] 1. A fuel oil composition for internal combustion engines which contains a vacuum desulfurized light oil fraction satisfying all of the following (A) to (D) and a directly desulfurized heavy oil fraction satisfying all of the following (a) to (d), wherein the content of the vacuum desulfurized light oil fraction based on the total amount of the composition is 40.0 volume % or more, and which satisfies all of the following (1) to (5). (A) Density at 15°C is 0.8500g / cm 3 More than 0.9000g / cm 3 below (B) Kinematic viscosity at 50°C is 10.0mm 2 / s or more 30.0mm 2 / s or less (C) Sulfur content is 0.10% by mass or more and 0.30% by mass or less (D) Latent sediment is 0.05% by mass or less (a) Density at 15°C is 0.9000 g / cm 3 More than 0.9500g / cm 3 below (b) Kinematic viscosity at 50°C is 50.0 mm 2 / s or more 180.0mm 2 / s or less (c) Sulfur content is 0.20% by mass or more and 0.50% by mass or less (d) Potential sediment is 0.05% by mass or less (1) Density at 15°C is 0.8800g / cm 3 More than 0.9850g / cm 3 below (2) Kinematic viscosity at 50°C is 10.0mm 2 / s or more 180.0mm 2 / s or less (3) Sulfur content is 0.01% by mass or more and 0.40% by mass or less (4) CCAI is 830 or less (5) Latent sediment is 0.10% by mass or less 2. A fuel oil composition for internal combustion engines as described in the above 1, wherein the content of the directly desiccant heavy oil fraction based on the total volume of the composition is 10.0% by volume or more and 45.0% by volume or less. 3. A fuel oil composition for internal combustion engines as described in the above 1 or 2, wherein the content of the vacuum desulfurized gas oil fraction is 90.0% by volume or less based on the total volume of the composition. 4. The fuel oil composition for internal combustion engines according to any one of the above 1 to 3, which is used in a marine diesel engine equipped with a centrifugal separator as a pretreatment device. Effect of the Invention

[0012] According to the present invention, it is possible to provide a fuel oil composition for internal combustion engines which meets extremely strict requirements for storage stability performance while also satisfying other performance requirements, namely, combustion performance, environmental friendliness and viscosity suitability. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Hereinafter, a fuel oil composition for internal combustion engines according to an embodiment of the present invention (hereinafter, may be simply referred to as "the present embodiment") will be specifically described. Note that the present invention is not limited to the following embodiment, and can be practiced with any modification within the scope that does not impair the effects of the invention. In addition, in this specification, the numerical values ​​related to "greater than or equal to," "less than or equal to," and "to" in the description of a numerical range are numerical values ​​that can be arbitrarily combined. For example, when a certain numerical range is described as "A to B" and "C to D," the numerical ranges "A to D" and "C to B" are also included.

[0014] [Fuel oil composition for internal combustion engines] The fuel oil composition for internal combustion engines of this embodiment comprises a vacuum desulfurized light oil fraction satisfying all of the following (A) to (D) and a directly desulfurized heavy oil fraction satisfying all of the following (a) to (d), wherein the content of the vacuum desulfurized light oil fraction based on the total amount of the composition is 40.0 volume % or more, and the fuel oil composition for internal combustion engines satisfies all of the following (1) to (5): (A) Density at 15°C is 0.8500g / cm 3 More than 0.9000g / cm 3 below (B) Kinematic viscosity at 50°C is 10.0mm 2 / s or more 30.0mm 2 / s or less (C) Sulfur content is 0.10% by mass or more and 0.30% by mass or less (D) Latent sediment is 0.05% by mass or less (a) Density at 15°C is 0.9000 g / cm 3 More than 0.9500g / cm 3 below (b) Kinematic viscosity at 50°C is 50.0 mm 2 / s or more 180.0mm 2 / s or less (c) Sulfur content is 0.20% by mass or more and 0.50% by mass or less (d) Potential sediment is 0.05% by mass or less (1) Density at 15°C is 0.8800g / cm 3 More than 0.9850g / cm 3 below (2) Kinematic viscosity at 50°C is 10.0mm 2 / s or more 180.0mm 2 / s or less (3) Sulfur content is 0.01% by mass or more and 0.40% by mass or less (4) CCAI is 830 or less (5) Latent sediment is 0.10% by mass or less

[0015] (Composition and properties of fuel oil composition for internal combustion engines) The fuel oil composition for internal combustion engines of this embodiment satisfies all of the composition and properties specified in the following (1) to (5). (1) Density at 15°C The density of the fuel oil composition for internal combustion engines of this embodiment at 15 ° C. is 0.8800 g / cm 3 More than 0.9850g / cm 3 If the density at 15°C is not within the above range, the sludge separation performance of the centrifugal separator installed as a pre-treatment device before the diesel engine of a large ship or the like is reduced, and the storage stability is deteriorated. Also, the total calorific value may decrease. From the viewpoint of improving storage stability and ensuring total heat generation, it is preferably 0.9600 g / cm 3 Less than or equal to 0.9400 g / cm 3More preferably, 0.9250 g / cm 3 More preferably, 0.9000 g / cm 3 The lower limit is preferably 0.8850 g / cm 3 More preferably, 0.8900 g / cm 3 That's all. In this specification, the density at 15° C. is a value measured in accordance with JIS K 2249-1:2011 (Crude oil and petroleum products-Determination of density-Part 1: Vibration method).

[0016] (2) Kinematic viscosity at 50°C The internal combustion engine fuel oil composition of this embodiment has a kinematic viscosity at 50°C of 10.0mm 2 / s or more 180mm 2 If the kinetic viscosity at 50°C is not within the above range, it may be difficult to meet the range of use of various devices such as pumps and flow meters, lubricity may not be ensured, and the composition may not be usable as a fuel oil composition for internal combustion engines. In addition, the ease of handling may decrease, and the heating temperature at the engine inlet may decrease. From the viewpoints of easily adapting to the range of use of the above-mentioned various devices, improving lubricity, and improving ease of handling, the kinetic viscosity at 50° C. is preferably 15.0 mm 2 / s or more, preferably 20.0 mm 2 / s or more, and the upper limit is preferably 125 mm 2 / s or less, preferably 100 mm 2 / s or less, more preferably 50.0 or less, and even more preferably 25.0 mm 2 / s or less. In this specification, the kinematic viscosity at 50° C. is a value measured in accordance with JIS K 2283:2000 (Testing method for kinematic viscosity of crude oil and petroleum products).

[0017] (3) Sulfur content The sulfur content of the fuel oil composition for internal combustion engines of this embodiment is 0.01% by mass or more and 0.40% by mass or less. If the sulfur content exceeds 0.40% by mass, the environmental load increases due to an increase in sulfur oxides in exhaust gas, which reduces environmental performance, and the acid dew point increases, making acid dew point corrosion more likely to occur. From the viewpoint of improving environmental performance and suppressing the occurrence of corrosion, the sulfur content is preferably 0.35% by mass or less, more preferably 0.30% by mass or less, and even more preferably 0.25% by mass or less. In addition, the sulfur content is preferably as low as possible from the viewpoint of environmental performance, and is usually 0.01% by mass or more as described above. In consideration of the ease of production of the fuel oil composition of this embodiment, it is preferably 0.05% by mass or more, more preferably 0.10% by mass or more. In this specification, the sulfur content is measured by selecting a measurement method depending on the content, and when the content is 0.01 to 5 mass%, it is a value measured in accordance with JIS K 2541-4:2003 (Crude oil and petroleum products-Determination of sulfur content-Part 4: Radioisotope excitation method).

[0018] (4)CCAI: Calculated Carbon Aromaticity Index The CCAI of the fuel oil composition for internal combustion engines of this embodiment is 830 or less. If the CCAI is greater than 830, the combustion performance is reduced. From the viewpoint of improving the combustion performance, the CCAI is preferably 820 or less, more preferably 800 or less. The lower limit is preferably as low as possible from the viewpoint of the combustion performance, and is not particularly limited, but is usually 750 or more. In this specification, CCAI is a value calculated by the calculation formula described in Annex F of ISO 8217-2012.

[0019] (5) Potential sediment The latent sediment of the fuel oil composition for internal combustion engines of this embodiment is 0.10% by mass or less. If the latent sediment is greater than 0.10% by mass, the permeability of the fuel oil filter after storage of the fuel oil is not ensured, and the storage stability performance is reduced. From the viewpoint of ensuring the permeability of the fuel oil filter after storage and improving the storage stability performance, the latent sediment is preferably 0.05% by mass or less, more preferably 0.03% by mass or less, and even more preferably 0.02% by mass or less. In this specification, the total sediment potential is defined as the amount of sludge remaining on a filter paper obtained by leaving a sample (the fuel oil composition for internal combustion engines of the present embodiment) at 100°C for 24 hours and passing it through the filter paper, in accordance with ISO10307-2A (Thermal Aging).

[0020] Furthermore, in addition to the properties and composition of (1) to (5) above, the fuel oil composition for internal combustion engines of this embodiment preferably further satisfies at least one selected from the following properties (6) to (8), and it is particularly preferable for it to satisfy all of the following properties (6) to (8).

[0021] (6) Flash point From the viewpoint of safety in handling, the flash point of the fuel oil composition for internal combustion engines of this embodiment is preferably 70.0°C or higher, more preferably 95.0°C or higher, even more preferably 110.0°C or higher, still more preferably 125.0°C or higher, and particularly preferably 150.0°C or higher. In this specification, the flash point is a value measured in accordance with JIS K 2265-3:2007 (Crude petroleum and petroleum products-Flash point test method-Part 3: Pensky-Martens closed-cell method).

[0022] (7) Pour point The pour point of the fuel oil composition for internal combustion engines of this embodiment is preferably 30.0° C. or lower. When the pour point is 30.0° C. or lower, the handleability is improved. Regarding the lower limit, the lower the pour point, the more preferable it is, and although there is no particular restriction, it is usually about −10.0° C. or higher. In this specification, the pour point is a value measured in accordance with JIS K 2269:1987 (Testing method for pour point and cloud point of crude oil and petroleum products).

[0023] (8) Total heat generation The total calorific value of the fuel oil composition for internal combustion engines of this embodiment is preferably 39,500 (kJ / L) or more, more preferably 40,000 (kJ / L) or more, and even more preferably 41,250 (kJ / L) or more. In this specification, the gross calorific value of the vacuum desulfurized gas oil fraction, the direct desulfurized gas oil fraction, and the cracked gas oil fraction was measured in accordance with JIS K2279:2003 (Crude oil and petroleum products-calorific value test method and calculation-based estimation method) and estimated (estimated using the calculation formula for crude oil, kerosene, gas oil, A heavy oil, and B heavy oil specified in "6. Gross calorific value estimation method, 6.3 e) 1)"). In addition, the fuel oil composition, the direct desulfurized heavy oil fraction, and the catalytic cracked heavy oil fraction were measured in accordance with JIS K2279:2003 (Crude oil and petroleum products-calorific value test method and calculation-based estimation method) and estimated (estimated using the calculation formula for C heavy oil specified in "6. Gross calorific value estimation method, 6.3 e) 1)".

[0024] (Vacuum desulfurized gas oil fraction) The fuel oil composition for internal combustion engines of this embodiment contains a vacuum desulfurized light oil fraction in an amount of 40.0% by volume or more based on the total amount of the composition. The vacuum desulfurized light oil fraction is a light oil fraction obtained by desulfurizing a vacuum light oil fraction distilled from a vacuum distillation unit. If the vacuum desulfurized light oil fraction is not contained in the above amount, the sulfur content will be high, and therefore environmental performance will not be obtained, and combustion performance will not be obtained either.

[0025] The vacuum desulfurized gas oil fraction used in this embodiment is a gas oil fraction having the following properties and composition (A) to (D). The properties and composition of the vacuum desulfurized gas oil fraction will be explained in order.

[0026] (A) Density at 15°C The density of the vacuum desulfurized gas oil fraction used in this embodiment at 15 ° C. is 0.8500 g / cm 3 More than 0.9000g / cm3 If the density at 15° C. is not within the above range, it will be difficult to adjust the density at 15° C. of the fuel oil composition for internal combustion engines of this embodiment to fall within the above specified range, and the storage stability may decrease and the total calorific value may decrease. From the viewpoint of improving storage stability and ensuring total calorific value, the density of the vacuum desulfurized gas oil fraction at 15°C is preferably 0.8950 g / cm 3 Less than or equal to 0.8900 g / cm 3 The lower limit is preferably 0.8600 g / cm 3 More preferably, 0.8800 g / cm 3 That's all.

[0027] (B) Kinematic viscosity at 50°C The kinematic viscosity at 50 ° C of the vacuum desulfurized gas oil fraction used in this embodiment is 10.0 mm 2 / s or more 30.0mm 2 / s or less. If the kinetic viscosity at 50°C is not within the above range, it is difficult to make the kinetic viscosity at 50°C of the fuel oil composition for internal combustion engines of this embodiment within the above specified range, so that it is difficult to conform to the range of use of various devices such as pumps and flow meters, lubricity cannot be ensured, and it may become impossible to use as a fuel oil composition for internal combustion engines. In addition, the handling property may be deteriorated, and the heating temperature at the engine inlet may be reduced. From the viewpoint of making it easier to adapt to the range of use of the above-mentioned various devices, improving lubricity, and improving ease of handling, the kinetic viscosity of the vacuum desulfurized gas oil fraction at 50° C. is preferably 15.0 mmHg or less. 2 / s or more, preferably 16.0 mm 2 / s or more, and the upper limit is preferably 27.5 mm 2 / s or less, preferably 25.0 mm 2 / s or less.

[0028] (C) Sulfur content The sulfur content of the vacuum desulfurized gas oil fraction used in this embodiment is 0.10% by mass or more and 0.30% by mass or less. If the sulfur content is not within this range, it will be difficult to keep the sulfur content of the fuel oil composition for internal combustion engines of this embodiment within the above-mentioned specified range, and the environmental load will increase due to an increase in sulfur oxides in the exhaust gas, resulting in a decrease in environmental performance and an increase in the acid dew point, making acid dew point corrosion more likely to occur. From the viewpoint of improving environmental performance and suppressing the occurrence of corrosion, the sulfur content of the vacuum desulfurized gas oil fraction is preferably 0.25 mass% or less, more preferably 0.20 mass% or less, and even more preferably 0.15 mass% or less. Moreover, from the viewpoint of environmental performance, the lower the sulfur content, the better, and it is usually 0.10 mass% or more as described above.

[0029] (D) Latent sediment The latent sediment of the vacuum desulfurized gas oil fraction used in this embodiment is 0.05% by mass or less. If the latent sediment is more than 0.05% by mass, it is difficult to keep the latent sediment of the fuel oil composition for internal combustion engines of this embodiment within the above-mentioned specified range, so that the permeability of the fuel oil filter after storage of the fuel oil is not ensured, and the storage stability performance is reduced. From the viewpoint of ensuring the permeability of a fuel oil filter after storage and improving storage stability, the latent sediment content is preferably 0.03 mass % or less, more preferably 0.02 mass % or less.

[0030] In addition to the above properties and composition (A) to (D), the vacuum desulfurized light oil fraction used in this embodiment preferably also satisfies at least one of the following properties (E) to (H), and it is particularly preferable for it to satisfy all of the following properties (E) to (H).

[0031] (E)CCAI The CCAI of the vacuum desulfurized gas oil fraction used in this embodiment is preferably 830 or less, more preferably 820 or less, and even more preferably 800 or less. If the CCAI is 830 or less, the CCAI of the fuel oil composition for internal combustion engines of this embodiment is easily adjusted to be within the above-mentioned specified range, thereby improving combustion performance. The lower limit is preferably as low as possible from the viewpoint of combustion performance, and is not particularly limited, but is usually 750 or more.

[0032] (F) Flash point The flash point of the vacuum desulfurized gas oil fraction used in this embodiment is preferably 70.0° C. or higher, more preferably 95.0° C. or higher, even more preferably 125.0° C. or higher, and even more preferably 150.0° C. or higher. If the flash point is within the above range, the flash point of the fuel oil composition for internal combustion engines of this embodiment can be easily adjusted to fall within the above specified range, thereby improving safety in handling.

[0033] (G) Pour point The pour point of the vacuum desulfurized gas oil fraction used in this embodiment is preferably 40.0°C or less, more preferably 35.0°C or less, and even more preferably 32.5°C or less. If the pour point is within the above range, the pour point of the fuel oil composition for internal combustion engines of this embodiment is easily set within the above specified range, improving handleability. As for the lower limit, the lower the pour point, the better, and although there is no particular restriction, it is usually about -10.0°C or more.

[0034] (H) Total heat generation The total calorific value of the vacuum desulfurized gas oil fraction used in this embodiment is preferably 38,500 (kJ / L) or more, more preferably 39,000 (kJ / L) or more, and even more preferably 39,500 (kJ / L) or more. If the total calorific value is within the above range, fuel efficiency is improved.

[0035] (Content of vacuum desulfurized gas oil fraction) The content of the vacuum desulfurized gas oil fraction contained in the fuel oil composition for internal combustion engines of this embodiment is 40.0% by volume or more based on the total amount of the composition. If it is less than 40.0% by volume, it becomes difficult to obtain the effects due to the above-mentioned properties and composition of the vacuum desulfurized gas oil fraction, and among other things, the combustion performance, especially the ignition performance, decreases, and the sulfur content increases, so that excellent environmental performance cannot be obtained. From the viewpoint of improving combustion performance and environmental performance, the content of the vacuum desulfurized gas oil fraction is preferably 45.0% by volume or more, more preferably 50.0% by volume or more, even more preferably 60.0% by volume or more, and even more preferably 75.0% by volume or more. In addition, the upper limit is preferably 90.0% by volume or less, taking into account ease of preparation.

[0036] (Directly decomposed heavy oil fraction) The fuel oil composition for internal combustion engines of this embodiment contains a directly desulfurized heavy oil fraction. The directly desulfurized heavy oil fraction is a heavy oil fraction obtained by directly desulfurizing atmospheric distillation residual oil and / or vacuum distillation residual oil in a desulfurization device. By using the directly desulfurized heavy oil fraction in combination with the vacuum desulfurized light oil fraction, it becomes easier to simultaneously satisfy storage stability performance, combustion performance, environmental performance, and viscosity suitability, and the pour point can be kept within an appropriate range, improving handleability.

[0037] The directly desulfurized heavy oil fraction used in this embodiment is a heavy oil fraction having the following properties and composition (a) to (d). The properties and composition of the directly desulfurized heavy oil fraction will be described in order.

[0038] (a) Density at 15°C The density of the direct decomposition heavy oil fraction used in this embodiment at 15 ° C. is 0.9000 g / cm 3 More than 0.9500g / cm 3 If the density at 15° C. is not within the above range, it will be difficult to adjust the density at 15° C. of the fuel oil composition for internal combustion engines of the present embodiment to fall within the above specified range, and the storage stability may decrease and the total calorific value may decrease. From the viewpoint of improving storage stability and ensuring total calorific value, the density of the directly decomposed heavy oil fraction at 15°C is preferably 0.9450 g / cm 3Less than or equal to 0.9400 g / cm 3 The lower limit is preferably 0.9150 g / cm 3 More preferably, 0.9300 g / cm 3 That's all.

[0039] (b) Kinematic viscosity at 50°C The kinematic viscosity at 50 ° C. of the direct decomposition heavy oil fraction used in this embodiment is 50.0 mm 2 / s or more 180.0mm 2 / s or less. If the kinetic viscosity at 50°C is not within the above range, it is difficult to make the kinetic viscosity at 50°C of the fuel oil composition for internal combustion engines of this embodiment within the above specified range, so that it is difficult to conform to the range of use of various devices such as pumps and flow meters, lubricity cannot be ensured, and it may become impossible to use as a fuel oil composition for internal combustion engines. In addition, the handling property may be deteriorated, and the heating temperature at the engine inlet may be reduced. From the viewpoint of making it easier to adapt to the range of use of the above-mentioned various devices, improving lubricity, and improving ease of handling, the kinematic viscosity of the directly decomposed heavy oil fraction at 50° C. is preferably 75.0 mm 2 / s or more, preferably 100.0 mm 2 / s or more, more preferably 125.0 mm 2 / s or more, and the upper limit is preferably 165.0 mm 2 / s or less, preferably 150.0 mm 2 / s or less, more preferably 135.0 mm 2 / s or less.

[0040] (c) Sulfur content The sulfur content of the directly decomposed heavy oil fraction used in this embodiment is 0.20% by mass or more and 0.50% by mass or less. If the sulfur content is not within this range, it is difficult to set the sulfur content of the fuel oil composition for internal combustion engines of this embodiment within the above-mentioned specified range, and the environmental load increases due to an increase in sulfur oxides in the exhaust gas, resulting in a decrease in environmental performance, and the acid dew point increases, making acid dew point corrosion more likely to occur. From the viewpoint of improving environmental performance and suppressing the occurrence of corrosion, the sulfur content of the directly desulfurized heavy oil fraction is preferably 0.49 mass% or less, more preferably 0.48 mass% or less. In addition, the sulfur content is preferably as low as possible from the viewpoint of environmental performance, and is usually 0.20 mass% or more as described above.

[0041] (d) Potential sediment The latent sediment of the directly decomposed heavy oil fraction used in this embodiment is 0.05% by mass or less. If the latent sediment is more than 0.05% by mass, it is difficult to make the latent sediment of the fuel oil composition for internal combustion engines of this embodiment within the above-mentioned specified range, so that the permeability of the fuel oil filter after storage of the fuel oil is not ensured, and the storage stability performance is reduced. From the viewpoint of ensuring the permeability of a fuel oil filter after storage and improving storage stability, the latent sediment content is preferably 0.03 mass % or less, more preferably 0.02 mass % or less.

[0042] In addition to the above properties and composition (a) to (d), the directly decomposed heavy oil fraction used in this embodiment preferably satisfies at least one of the following properties (e) to (h), and it is particularly preferable for it to satisfy all of the following properties (e) to (h).

[0043] (e) CCAI The CCAI of the directly decomposed heavy oil fraction used in this embodiment is preferably 830 or less, more preferably 820 or less, and even more preferably 810 or less. When the CCAI is 830 or less, the CCAI of the fuel oil composition for internal combustion engines of this embodiment is easily set within the above-mentioned specified range, and thus the combustion performance is improved. The lower limit is preferably as low as possible from the viewpoint of combustion performance, and is not particularly limited, but is usually 750 or more.

[0044] (f) Flash point The flash point of the directly decomposed heavy oil fraction used in this embodiment is preferably 70.0° C. or higher, more preferably 95.0° C. or higher, even more preferably 120.0° C. or higher, and even more preferably 140.0° C. or higher. If the flash point is within the above range, the flash point of the fuel oil composition for internal combustion engines of this embodiment can be easily set within the above specified range, thereby improving safety in handling.

[0045] (g) Pour point The pour point of the directly desulfurized heavy oil fraction used in this embodiment is preferably 20.0°C or less, more preferably 15.0°C or less, and even more preferably 10.0°C or less. When the pour point is within the above range, the pour point of the fuel oil composition for internal combustion engines of this embodiment is easily set within the above specified range, improving handleability. Normally, the pour point of the directly desulfurized heavy oil fraction is lower than that of the vacuum desulfurized light oil fraction, so this is effective in reducing the pour point of the fuel oil composition for internal combustion engines of this embodiment. Regarding the lower limit, the lower the pour point, the more preferable it is, and there is no particular restriction, but it is usually about -10.0°C or higher.

[0046] (h) Total heat generation The total calorific value of the direct decomposition heavy fraction used in this embodiment is preferably 40,000 (kJ / L) or more, more preferably 40,500 (kJ / L) or more, and even more preferably 41,000 (kJ / L) or more. When the total calorific value is within the above range, fuel efficiency is improved.

[0047] (Directly separated heavy fraction content) The content of the directly separated heavy oil fraction contained in the fuel oil composition for internal combustion engines of this embodiment is preferably 10.0 vol. % or more, more preferably 15.0 vol. % or more, based on the total amount of the composition. The upper limit is 60.0 vol. % or less, preferably 45.0 vol. % or less, more preferably 35.0 vol. % or less, even more preferably 30.0 vol. % or less, and even more preferably 25.0 vol. % or less. When the content of the directly desulfurized heavy oil fraction is within the above range, by combining it with the vacuum desulfurized light oil fraction, it is possible to improve not only the storage stability but also the combustion performance, the environmental performance and the viscosity suitability.

[0048] (Other fractions) The fuel oil composition for internal combustion engines of this embodiment may contain other fractions in addition to the above-mentioned vacuum desulfurized light oil fraction and directly desulfurized heavy oil fraction. As the other fractions, any fraction can be used without particular limitation as long as the fuel oil composition for internal combustion engines satisfies the above-mentioned (1) to (5) composition and properties. From the viewpoint of improving storage stability performance, combustion performance, reduction in usage amount performance, and environmental performance in a balanced manner, the following light oil fractions, heavy oil fractions, etc. are preferably mentioned.

[0049] (heavy oil fraction) The fuel oil composition for internal combustion engines of this embodiment may contain, as other fractions of heavy oil, for example, catalytic cracking oil fraction (CLO), atmospheric distillation residue oil fraction, vacuum distillation residue oil fraction, and the like. Catalytic cracking heavy oil fraction (heavy oil fraction obtained by fluid catalytic cracking of direct decomposition heavy oil fraction) Atmospheric distillation residue oil fraction (residual oil obtained by atmospheric distillation of crude oil using an atmospheric distillation unit) · Vacuum distillation residue oil fraction (residual oil obtained by vacuum distillation of atmospheric distillation residue oil using a vacuum distillation unit)

[0050] (Properties of other heavy oil fractions) The heavy oil fraction that can be used in the present embodiment preferably has the following properties, for example. When the heavy oil fraction has the following properties, it is possible to improve storage stability, combustion performance, reduction in usage amount, and environmental performance in a well-balanced manner. The density at 15°C is preferably 1.3000 g / cm 3 Less than or equal to 1.2000 g / cm 3 More preferably, 1.1000 g / cm 3 More preferably, 1.0500 g / cm 3 The lower limit is usually 0.9000g / cm 3 That's about it. The kinetic viscosity at 50°C is 190.0mm 2 / s or less is preferable, 170.0 mm 2 / s or less is more preferable, and the lower limit is 20.00 mm 2 / s or more, preferably 30.00 mm 2 / s or more. The sulfur content is preferably 1.20% by mass or less, more preferably 1.00% by mass or less, and even more preferably 0.70% by mass or less, and the lower limit is usually 0.30% by mass or more. The CCAI is preferably 920 or less, and more preferably 910 or less. The flash point is preferably 70.0°C or higher, more preferably 95.0°C or higher, even more preferably 120.0°C or higher, and even more preferably 140.0°C or higher. The pour point is preferably 15.0°C or lower, more preferably 12.5°C or lower, and even more preferably 10.0°C or lower. The total calorific value is preferably 40,000 (kJ / L) or more, more preferably 41,500 (kJ / L) or more, and even more preferably 43,000 (kJ / L) or more.

[0051] Among the fractions exemplified as the heavy oil fraction of the above other fractions, it is preferable to include catalytic cracking heavy oil fraction (CLO) from the viewpoint of improving better storage stability performance, combustion performance, performance to reduce the amount of use, and environmental performance in a balanced manner. When a heavy oil fraction such as catalytic cracking heavy oil fraction (CLO) is included, the content of the heavy oil fraction based on the total amount of the composition is preferably 1.0% by volume or more, more preferably 5.0% by volume or more, and even more preferably 7.5% by volume or more, and the upper limit is preferably 20.0% by volume or less, more preferably 15.0% by volume or less, and even more preferably 12.5% ​​by volume or less, from the viewpoint of improving better storage stability performance, combustion performance, performance to reduce the amount of use, and environmental performance in a balanced manner.

[0052] (Light Oil Fraction) The fuel oil composition for internal combustion engines of this embodiment may contain, as light oil fractions of other fractions, light oil fractions such as straight run light oil fraction, vacuum light oil fraction, desulfurized light oil fraction, cracked light oil fraction, desulfurized cracked light oil fraction, and straight desulfurized light oil fraction. · Straight-run diesel fraction (diesel fraction obtained by distilling crude oil at atmospheric pressure using an atmospheric distillation unit) Vacuum diesel fraction (diesel fraction obtained by vacuum distillation of atmospheric distillation residue using a vacuum distillation unit) Desulfurized diesel fraction (straight-run diesel fraction, diesel fraction obtained by desulfurizing straight-run diesel fraction and / or vacuum-desulfurized diesel fraction) Cracked diesel fraction (diesel fraction obtained by fluid catalytic cracking of direct desulfurized heavy oil fraction and / or vacuum desulfurized diesel fraction) Desulfurized cracked diesel fraction (diesel fraction obtained by desulfurizing cracked diesel fraction) Directly desulfurized diesel fraction (diesel fraction obtained by directly desulfurizing atmospheric distillation residue in a desulfurization unit)

[0053] (Properties of diesel fraction) The above-mentioned diesel fraction that can be used in the present embodiment preferably has the following properties, for example. When the diesel fraction has the following properties, it is possible to achieve a balanced improvement in storage stability, combustion performance, reduction in usage amount, and environmental performance. The density at 15°C is preferably 1.0500 g / cm 3 Less than or equal to 1.0200 g / cm 3 More preferably, 0.9500 g / cm 3 There is no particular lower limit, and the normal limit is 0.8400 g / cm 3 That's all. The kinematic viscosity at 50°C is preferably 20.00 mm 2 / s or less, more preferably 10.00 mm 2 / s or less, more preferably 5.00 mm 2 / s or less, and the lower limit is preferably 0.500 mm 2 / s or more, more preferably 1.000mm 2 / s or more. The lower the sulfur content, the more preferable, for example, 0.50 mass % or less, preferably 0.40 mass % or less, more preferably 0.20 mass % or less. The CCAI is preferably 920 or less, more preferably 910 or less, and even more preferably 890 or less. The flash point is preferably 50.0°C or higher, more preferably 60.0°C or higher, and even more preferably 65.0°C or higher. The pour point is preferably 5.0°C or less, more preferably 0.0°C or less, even more preferably -5.0°C or less, and even more preferably -15.0°C or less. The total calorific value is preferably 38,000 (kJ / L) or more, more preferably 39,000 (kJ / L) or more, and even more preferably 39,500 (kJ / L) or more.

[0054] Among the fractions exemplified as the light oil fraction of the above other fractions, from the viewpoint of achieving a balanced improvement in storage stability performance, combustion performance, reduction in usage amount performance, and environmental performance, it is preferable to include a cracked light oil fraction, a desulfurized cracked light oil fraction, and a directly desulfurized light oil fraction, and it is even more preferable to include a cracked light oil fraction and a directly desulfurized light oil fraction. When these diesel fractions are contained, the content of the other diesel fractions based on the total composition is, from the viewpoint of achieving a good balance between better storage stability, combustion performance, reduced usage, and environmental performance, preferably 1.0% by volume or more, more preferably 3.0% by volume or more, and even more preferably 5.0% by volume or more, with the upper limit being preferably 20.0% by volume or less, more preferably 15.0% by volume or less, and even more preferably 10.0% by volume or less. When two or more diesel fractions are contained, the total content of the diesel fractions should be within the above range.

[0055] (Various additives) In the fuel oil composition for internal combustion engines of this embodiment, various additives such as antioxidants, low-temperature fluidity improvers, lubricity improvers, cetane number improvers, combustion promoters, detergents, sludge dispersants, and fungicides can be appropriately selected and blended as necessary within the range in which the above-mentioned various properties can be maintained. In addition, coumarin may be blended from the viewpoint of light oil delivery tax.

[0056] (Application) The fuel oil composition for internal combustion engines of the present embodiment is a fuel oil composition that is excellent in terms of storage stability and environmental friendliness as well as in terms of reducing the amount of fuel used. Therefore, it is used as a fuel oil composition for internal combustion engines, and is particularly suitable for use in internal combustion engines such as large marine diesel engines equipped with a centrifugal separator as a pretreatment device.

[0057] (Method of producing fuel oil composition for internal combustion engines) The internal combustion engine fuel oil composition of this embodiment can be produced by blending the above-mentioned vacuum desulfurized light oil fraction, directly desulfurized heavy oil fraction, and other light oil fractions and heavy oil fractions used as necessary so that the content of the vacuum desulfurized light oil fraction is 40.0% by volume or more.

[0058] There is no particular restriction on the order in which the vacuum desulfurized light oil fraction, the direct desulfurized heavy oil fraction, the other various light oil fractions, the heavy oil fraction, and the various additives are mixed. For example, the direct desulfurized heavy oil fraction, the other various light oil fractions, the heavy oil fraction, and further the various additives may be added sequentially to the vacuum desulfurized light oil fraction and mixed; the various additives may be mixed in advance, and then the vacuum desulfurized light oil fraction, the direct desulfurized heavy oil fraction, and the other various light oil fractions and heavy oil fractions are mixed; or the other various light oil fractions and heavy oil fractions may be mixed in advance, and then the vacuum desulfurized light oil fraction, the direct desulfurized heavy oil fraction, and the various additives are mixed. EXAMPLES

[0059] The present invention will now be described in more detail with reference to the following examples, but the present invention is not limited to these examples. The properties of each substrate were determined according to the following methods, as described above.

[0060] [Measurement of properties and composition] The properties and compositions of the various base materials of the vacuum desulfurized gas oil fraction, direct desulfurized heavy oil fraction, direct desulfurized gas oil fraction, catalytic cracked heavy oil fraction and cracked gas oil fraction used in the Examples and Comparative Examples, and the properties and compositions of the fuel oil compositions in the Examples and Comparative Examples, were measured by the following methods. The properties and compositions of the various base materials are shown in Table 1. The properties and compositions of the fuel oil compositions are shown in Table 2. Density at 15°C: Measured in accordance with JIS K 2249-1:2011 (Crude oil and petroleum products - Determination of density - Part 1: Vibration method). -Kinematic viscosity at 50℃: Measured in accordance with JIS K 2283:2000 (Testing method for kinematic viscosity of crude oil and petroleum products). Sulfur content: Measured in accordance with JIS K 2541-4:2003 (Crude oil and petroleum products-Determination of sulfur content-Part 4: Radioisotope excitation method). Latent sediment: A sample (the fuel oil composition for internal combustion engines of the present embodiment) was left to stand at 100°C for 24 hours in accordance with ISO10307-2A (Thermal Aging), and the amount of sludge remaining on the filter paper obtained by passing the sample through a filter paper was measured. CCAI: Calculated using the formula described in Annex F of ISO 8217-2012. Flash point: Measured according to JIS K 2265-3:2007 (Crude oil and petroleum products-Flash point test method-Part 3: Pensky-Martens closed-cell method). Pour point: The pour point of the light cracked oil fraction was measured in accordance with JIS K2269:1987 (Test method for pour point and cloud point of crude oil and petroleum products). Gross calorific value: For vacuum desulfurized diesel fraction, direct desulfurized diesel fraction, and cracked diesel fraction, it was measured in accordance with JIS K2279:2003 (Crude oil and petroleum products-Testing methods for calorific value and estimating methods by calculation) and estimated (using the formula for crude oil, kerosene, diesel, A fuel oil, and B fuel oil specified in "6. Gross calorific value estimation method, 6.3 e)1)"). For fuel oil composition, direct desulfurized diesel fraction, and catalytic cracked diesel fraction, it was measured in accordance with JIS K2279:2003 (Crude oil and petroleum products-Testing methods for calorific value and estimating methods by calculation) and estimated (using the formula for C fuel oil specified in "6. Gross calorific value estimation method, 6.3 e)1)").

[0061] [Performance evaluation criteria] The following performances were evaluated according to 1 to 4, and the worst evaluation was used as the overall evaluation. Evaluation of each performance is shown in Table 2.

[0062] 1.Storage stability The storage stability of the fuel oil compositions of each of the Examples and Comparative Examples was evaluated according to the following criteria based on the latent sediment measured by the above-mentioned method. A. The amount of potential sediment was 0.05% by mass or less. B. The potential sediment content was greater than 0.05% by mass and less than 0.10% by mass. C. The potential sediment content was more than 0.10% by mass. 2. Combustion performance (ignition ability) The storage stability of the fuel oil compositions of each of the Examples and Comparative Examples was evaluated according to the following criteria based on the CCAI measured by the above-mentioned method. A. CCAI was below 800. B. CCAI was greater than 800 and less than 830. C.CCAI was over 830. 3.Environmental performance The environmental performance of the fuel oil compositions of the Examples and Comparative Examples was evaluated according to the following criteria based on the sulfur content. A. The sulfur content was 0.25% by mass or less. B. The sulfur content was more than 0.25 mass% and not more than 0.40 mass%. C. The sulfur content was more than 0.40 mass%. 4. Viscosity suitability The viscosity suitability of the fuel oil compositions of the Examples and Comparative Examples was evaluated according to the following criteria based on the kinematic viscosity at 50°C. A. Kinematic viscosity at 50°C is 20.0 mm 2 / s or more 30.0mm 2 / s or less. B. The kinetic viscosity at 50°C is 10.0 mm 2 / s or more 20.0mm 2 / s or less than 30.0 mm 2 / s super 180.0mm 2 / s or less. C. Kinematic viscosity at 50°C is 10.0mm 2 / s or less than 180.0 mm 2 / s.

[0063] [Table 1]

[0064] [Examples 1 and 2, Comparative Example 1] Various base materials having the properties and compositions shown in Table 1 were mixed in the ratios shown in Table 2 to prepare the fuel oil compositions of Examples 1 and 2 and Comparative Example 1. The composition and properties of each of the resulting fuel oil compositions measured by the above-mentioned methods are shown in Table 2. In addition, the storage stability, combustion performance (ignition performance), environmental performance, and viscosity suitability of each of the resulting fuel oil compositions were evaluated by the above-mentioned methods. The results are shown in Table 2.

[0065] [Table 2]

[0066] [Performance evaluation results] As shown in Table 2, the fuel oil composition for internal combustion engines of this embodiment was confirmed to be good in the evaluations of storage stability, combustion performance, environmental performance, and viscosity suitability. In addition, since the storage stability was rated A, it is understood that the composition can satisfy the extremely strict requirements for storage stability that can withstand use in internal combustion engines such as marine diesel engines, particularly diesel engines of various ships such as large ships equipped with a centrifugal separator as a pretreatment device. On the other hand, the fuel oil compositions of the comparative examples, which did not contain vacuum desulfurized light oil fraction or directly desulfurized heavy oil fraction, did not have satisfactory performance in terms of combustion performance and environmental performance, and could not be said to simultaneously satisfy storage stability performance, combustion performance, viscosity suitability and environmental performance. [Industrial Applicability]

[0067] The fuel oil composition for internal combustion engines of the present embodiment is a fuel oil composition that meets extremely strict requirements for storage stability performance while also satisfying other performance requirements, i.e., combustion performance, environmental performance, and viscosity suitability, and is suitably used in internal combustion engines, particularly internal combustion engines such as marine diesel engines, and is particularly suitably used in marine diesel engines, such as large ships equipped with a centrifugal separator as a pretreatment device.

Claims

1. A fuel oil composition for internal combustion engines comprising a vacuum desulfurized light oil fraction satisfying all of the following (A) to (D) and a directly desulfurized heavy oil fraction satisfying all of the following (a) to (d), wherein the content of the vacuum desulfurized light oil fraction based on the total amount of the composition is 40.0% by volume or more, and the composition satisfies all of the following (1) to (5): (A) Density at 15°C is 0.8500 g / cm ３ 0.9000g / cm or more ３ below (B) Kinematic viscosity at 50 ° C. is 10.0 mm ２ / s or more 30.0mm ２ / s or less (C) Sulfur content is 0.10% by mass or more and 0.30% by mass or less (D) Latent sediment is 0.05% by mass or less (a) Density at 15°C is 0.9000 g / cm ３ More than 0.9500g / cm ３ below (b) Kinematic viscosity at 50°C is 50.0 mm ２ / s or more 180.0mm ２ / s or less (c) Sulfur content is 0.20% by mass or more and 0.50% by mass or less (d) Latent sediment is 0.05% by mass or less (1) Density at 15°C is 0.8800 g / cm ３ More than 0.9850g / cm ３ below (2) Kinematic viscosity at 50 ° C. is 10.0 mm ２ / s or more 180.0mm ２ / s or less (3) Sulfur content is 0.01% by mass or more and 0.40% by mass or less. (4) CCAI is 830 or less (5) Latent sediment is 0.10% by mass or less

2. 2. The fuel oil composition for internal combustion engines according to claim 1, wherein the content of the directly desiccant heavy oil fraction is 10.0% by volume or more and 45.0% by volume or less based on the total amount of the composition.

3. 3. A fuel oil composition for internal combustion engines according to claim 1, wherein the content of the vacuum desulfurized gas oil fraction is 90.0% by volume or less based on the total amount of the composition.

4. 4. The fuel oil composition for internal combustion engines according to claim 1, which is used in a marine diesel engine equipped with a centrifugal separator as a pretreatment device.

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