Aviation fuel and base stocks for aviation fuel

Abstract

To provide an aviation fuel oil having a low precipitation point, excellent low-temperature fluidity, lubricity and oxidation stability even when including an iso-paraffin-based base material as a main base material.SOLUTION: An aviation fuel oil comprises specific amounts of sulfur, iso-paraffins, n-paraffins, and aromatics, comprises 15 to 50% by volume of an iso-paraffinic base material having a density at 15°C and a distillation range each within specific ranges, comprises a specified amount of sulfur, comprises 25 to 45% by volume of a hydro-desulfurized kerosene base stock having a density at 15°C and a distillation range each within specific ranges, and comprises a specific amount of sulfur obtained from hydro-treated oil of a specific feedstock, and the aviation fuel oil comprises 15-40% by volume of high-pressure hydro-treated substrate having a density at 15°C and a distillation range within specific ranges, respectively, and has a kinematic viscosity at 30°C above a certain value.SELECTED DRAWING: None

Description

[Technical Field]

[0001] The present invention relates to an aviation fuel and a base stock for aviation fuel. [Background technology]

[0002] Aviation fuel oil (sometimes called "aviation turbine fuel oil") is fuel oil used in aircraft turbine engines. It is stored in the main wings of an aircraft, and when supplied to the engine, it exchanges heat with the exhaust heat from the engine to increase combustion efficiency and also plays a role in cooling the engine.

[0003] The fuel oil base stock used to make aviation fuel is usually a kerosene base stock (hydrodesulfurized kerosene base stock) obtained by hydrodesulfurizing a kerosene fraction (straight-run kerosene) obtained by atmospheric distillation of crude oil.

[0004] Meanwhile, in recent years, attention has been drawn to sustainable aviation fuel (SAF) or renewable alternative aviation fuel, which is an aviation fuel made from renewable raw materials containing a base material produced by fermenting, oil extraction, pyrolysis, etc., using organic resources derived from living organisms (biomass) as a raw material, instead of fossil fuels.

[0005] For example, Patent Document 1 (JP 2014-159597 A) describes 1+ O 1+ providing a water-soluble oxygenated hydrocarbon containing a hydrocarbon; and catalytically reacting the oxygenated hydrocarbon in the presence of a deoxygenation catalyst to produce C 1+ O 1-3 producing an oxygenate containing hydrocarbon; and catalytically reacting the oxygenate in the presence of a condensation catalyst at a condensation temperature and a condensation pressure to produce C 4+ Aviation fuel oils and the like have been proposed that use the fraction obtained by further distillation as a constituent base material after subjecting the oil to a step of producing a compound.

[0006] Furthermore, as a method for producing aviation fuel oil from biomass, a method has been proposed in which, for example, woody biomass is fed into a gasification furnace to produce synthesis gas (Syngass) consisting primarily of H2 and CO, which is then synthesized into hydrocarbons by the Fischer-Tropsch reaction (FT reaction), and further hydrogen is added to perform an isomerization reaction to produce the base material for aviation fuel oil.

[0007] Furthermore, a base material for aviation fuel containing paraffins as its main component (HEFA-SPK (Hydroprocessed Esters and Fatty Acids Synthetic Paraffinic Kerosene)) has also become known, which is synthesized using raw materials such as waste cooking oil, oils and fats found in algae, and oils and fats obtained from common animal and vegetable oils. For example, there can be mentioned a method in which oils and fats obtained from the above-mentioned algae and seeds of plants such as jatropha and camelina are subjected to deoxygenation and hydrogenation treatment to produce a base material for aviation fuel oil containing paraffin as the main component, or a method in which various lipids derived from waste cooking oil or general oils and fats are hydrogenated to remove impurities, and the resulting paraffin fraction is isomerized and appropriately fractionated to produce a base material for aviation fuel oil containing isoparaffin as the main component.

[0008] In addition, a base material for aviation fuel oil (ATJ-SPK (Alcohol to Jet Synthetic Paraffinic Kerosene)) containing branched saturated hydrocarbons (isoparaffins) as its main component, synthesized using so-called bioalcohols such as ethanol and butanol produced by fermenting biomass, has also become known. For example, a method has become known in which isobutanol produced by fermentation is dehydrated to form isobutene, which is then polymerized to form oligomers, thereby forming a base material for aviation fuel oil whose main component is branched-chain saturated hydrocarbons (isoparaffins). [Prior art documents] [Patent documents]

[0009] Japanese Patent Application Laid-Open No. 2014-159597 DISCLOSURE OF THE INVENTION [Problem to be solved by the invention]

[0010] Among the constituent base materials of aviation fuel oil made from renewable raw materials, those obtained through production methods involving synthesis reactions and isomerization reactions are composed mostly of branched-chain saturated hydrocarbons (isoparaffins), contain little straight-chain saturated hydrocarbons (n-paraffins), which tend to produce wax, and contain almost no aromatic components (aromatic hydrocarbon compounds). As a method for producing such an isoparaffin-based base material, in addition to the above-mentioned method using renewable raw materials, a method for synthesizing from isobutene obtained from a petroleum refining process can also be mentioned.

[0011] Generally, aviation fuel oils are required to have a low freezing point (wax deposition temperature) and excellent low-temperature fluidity so as to prevent problems such as fuel blockage and poor combustion during high-altitude flight. Aviation fuel oils containing the above-mentioned isoparaffin-based base material with a low n-paraffin content as the main constituent base material are expected to be able to reduce the freezing point.

[0012] On the other hand, aviation fuel oils are generally required to have various excellent properties as fuel oils in addition to the deposition point (wax deposition temperature), and the inventors have conducted studies and found that aviation fuel oils containing the above-mentioned isoparaffinic base material as the main constituent base material do not necessarily exhibit sufficient lubricity and oxidation stability.

[0013] In this case, it may be possible to blend additives that improve lubricity (lubricity improvers) or additives that improve oxidation stability (oxidation stability improvers) into the aviation fuel oil. However, blending a lubricity improver tends to reduce water separation properties, and there is often an upper limit on the amount of oxidation stability improver that can be blended, making it difficult to achieve the desired base compounding. Furthermore, when additives are added, the cost of the resulting aviation fuel oil tends to increase, making it difficult to produce the fuel oil economically.

[0014] Under these circumstances, the present invention aims to provide an aviation fuel oil that has a low freezing point and excellent low-temperature fluidity, as well as excellent lubricity and oxidation stability, even when the oil contains an isoparaffin-based base material as the main base material, and to provide an aviation fuel oil base material that can be suitably blended with an isoparaffin-based base material. [Means for solving the problem]

[0015] The present inventors have conducted extensive research to solve the above technical problems, and have surprisingly found that a polyisoprene having a sulfur content of less than 10 ppm by mass and a density at 15°C of 0.7600 to 0.8200 g / cm3 can be obtained. 3 and a hydrodesulfurized kerosene base oil having a distillation range of 135.0°C to 290.0°C, and a 90% by volume distillation temperature of 320 to 360°C, obtained by hydrotreating a feedstock oil containing 37 to 65% by mass of aromatic hydrocarbons at a hydrogen partial pressure of 10 to 18 MPa, the sulfur content of which is less than 10 ppm by mass and the density at 15°C of which is 0.7900 to 0.8600 g / cm. 3 The present inventors have found that the above technical problems can be solved by blending a high-pressure hydrogenation treatment base material having a distillation range of 140.0°C to 320.0°C with a high-pressure hydrogenation treatment base material having a distillation range of 140.0°C to 320.0°C, and have completed the present invention based on this finding.

[0016] That is, the present invention provides: (1) The sulfur content is less than 10 ppm by mass, the isoparaffin content is 85.0% by volume or more, the n-paraffin content is 7.0% by mass or less, the aromatic content is 0.5% by volume or less, and the density at 15°C is 0.7300 to 0.8000 g / cm 3 , containing 15% by volume to 50% by volume of an isoparaffinic base material having a distillation range of 140.0 ° C to 300.0 ° C, Sulfur content less than 10 ppm by mass, density at 15°C 0.7600 to 0.8200 g / cm 325% to 45% by volume of hydrodesulfurized kerosene base material having a distillation range of 135.0°C to 290.0°C; A 90% by volume distillation temperature of 320-360°C, obtained from hydrotreating feedstock containing 37-65% by mass of aromatic hydrocarbons at a hydrogen partial pressure of 10-18 MPa, with a sulfur content of less than 10 ppm by mass and a density at 15°C of 0.7900-0.8600 g / cm 3 , containing 15% by volume to 40% by volume of a high-pressure hydrotreating base material having a distillation range of 140.0°C to 320.0°C; Kinematic viscosity at 30°C is 1.450mm 2 / seconds or more aviation fuel oil, (2) Formula (I) 2.5 x alkylbenzene content (volume %) - 5.2 x naphthenebenzene content (volume %) (I) The aviation fuel oil according to (1) above, wherein the stability index calculated by the following formula is greater than 0.00. (3) Sulfur content is less than 10 ppm by mass, and density at 15°C is 0.7600 to 0.8200 g / cm 3 29.4% by volume to 75.0% by volume of hydrodesulfurized kerosene base material having a distillation range of 135.0 ° C to 290.0 ° C; A 90% by volume distillation temperature of 320-360°C, obtained from hydrotreating feedstock containing 37-65% by mass of aromatic hydrocarbons at a hydrogen partial pressure of 10-18 MPa, with a sulfur content of less than 10 ppm by mass and a density at 15°C of 0.7900-0.8600 g / cm 3 17.6% to 61.5% by volume of high-pressure hydrotreating base material with a distillation range of 140.0°C to 320.0°C consisting of a mixture Aviation fuel base oil characterized by This provides: [Effects of the Invention]

[0017] According to the present invention, even when an isoparaffin-based base stock is contained as the main base stock, it is possible to provide an aviation fuel oil that has a low freezing point and excellent low-temperature fluidity, as well as excellent lubricity and oxidation stability, and to provide an aviation fuel oil base stock that can be suitably blended with an isoparaffin-based base stock. DETAILED DESCRIPTION OF THE INVENTION

[0018] Hereinafter, embodiments of the present invention will be described in detail. In this specification, the use of "to" to indicate a range of values ​​indicates a range that includes the values ​​stated as the upper and lower limits. When a unit is stated for only the upper limit of a range of values ​​expressed by "to," this means that the lower limit is also expressed in the same unit. In the numerical ranges described in stages in this specification, the upper or lower limit value described in one numerical range may be replaced with the upper or lower limit value of another numerical range described in stages. In this specification, the content or amount of each component in a composition means, unless otherwise specified, the total content or amount of the multiple substances present in the composition when multiple substances corresponding to each component are present in the composition. As used herein, combinations of preferred embodiments are more preferred embodiments.

[0019] The aviation fuel oil according to the present invention comprises: The sulfur content is less than 10 ppm by mass, the isoparaffin content is 85.0% by volume or more, the n-paraffin content is 7.0% by mass or less, the aromatic content is 0.5% by volume or less, and the density at 15°C is 0.7300 to 0.8000 g / cm 3 , containing 15% by volume to 50% by volume of an isoparaffinic base material having a distillation range of 140.0 ° C to 300.0 ° C, Sulfur content less than 10 ppm by mass, density at 15°C 0.7600 to 0.8200 g / cm 3 25% to 45% by volume of hydrodesulfurized kerosene base material having a distillation range of 135.0°C to 290.0°C; A 90% by volume distillation temperature of 320-360°C, obtained from hydrotreating feedstock containing 37-65% by mass of aromatic hydrocarbons at a hydrogen partial pressure of 10-18 MPa, with a sulfur content of less than 10 ppm by mass and a density at 15°C of 0.7900-0.8600 g / cm 3 , containing 15% by volume to 40% by volume of a high-pressure hydrotreating base material having a distillation range of 140.0°C to 320.0°C; Kinematic viscosity at 30°C is 1.450mm 2 / seconds or more It is characterized by

[0020] Each of the base materials constituting the aviation fuel oil according to the present invention will be described below.

[0021] The aviation fuel oil according to the present invention contains an isoparaffin-based base material as a constituent base material, and in the present application documents, the isoparaffin-based base material may be obtained using renewable raw materials, or may be obtained by further synthesizing or isomerizing a fraction obtained in a petroleum refining process.

[0022] The isoparaffinic base material constituting the aviation fuel oil according to the present invention has a sulfur content of less than 10 ppm by mass (not less than 0 ppm by mass and not more than 2 ppm by mass), preferably not more than 5 ppm by mass (not less than 0 ppm by mass and not more than 5 ppm by mass), and more preferably not more than 1 ppm by mass (not less than 0 ppm by mass and not more than 1 ppm by mass). When the sulfur content of the isoparaffinic base material constituting the aviation fuel oil according to the present invention is within the above range, the production of sulfur oxides during combustion can be easily reduced.

[0023] In the present application, the sulfur content refers to a value measured in accordance with JIS K 2541-6:2003 "Crude oil and petroleum products - Determination of sulfur content - Part 6: Ultraviolet fluorescence method."

[0024] The isoparaffin-based substrate constituting the aviation fuel oil according to the present invention has an isoparaffin (branched-chain saturated hydrocarbon) content of 85.0% by volume or more (85.0 to 100.0% by volume), preferably 88.0% by volume or more (88.0 to 100.0% by volume), and more preferably 91.0% by volume or more (91.0 to 100.0% by volume).

[0025] In the present application documents, the isoparaffin content means the value obtained by subtracting the n-paraffin (straight-chain saturated hydrocarbon) content converted per volume from the alkane (straight-chain saturated hydrocarbon) content described below.

[0026] The isoparaffin-based substrate constituting the aviation fuel oil according to the present invention has an n-paraffin (straight-chain saturated hydrocarbon) content of 7.0% by mass or less (0.0% by mass to 7.0% by mass), preferably 6.0% by mass or less (0.0% by mass to 6.0% by mass), and more preferably 5.0% by mass or less (0.0% by mass to 5.0% by mass).

[0027] In the present application documents, the n-paraffin content means the value measured and calculated under the conditions described below, and in the absence of special notice, it means the content of n-paraffin having 9 or more carbon atoms.

[0028] <Measurement conditions for n-paraffin content> Measuring device: GC-FID manufactured by Agilent Column: DB-1 60m×0.32mmID DF: 0.25μm Measurement start temperature (holding time): 60°C (5 min) Measurement end temperature (holding time): 340°C (14 min) Oven heating rate: 6°C / min Carrier gas: He 152 kPa FID combustion gas: H2 30 mK / min, Air 400 mL / min Quantification method: Internal standard method (di-n-butyl phthalate) Sample dilution: Toluene Injection method: On-column injection

[0029] The n-paraffin content converted per volume means the value obtained by dividing the n-paraffin content measured by the above method by 0.75.

[0030] The isoparaffinic base material constituting the aviation fuel oil according to the present invention preferably has an alkane (chain saturated hydrocarbon) content of 84.0% by volume or more (84.0% by volume to 100.0% by volume), more preferably 87.0% by volume or more (87.0% by volume to 100.0% by volume), and even more preferably 90.0% by volume or more (90.0% by volume to 100.0% by volume).

[0031] The isoparaffinic base material constituting the aviation fuel oil according to the present invention preferably has a naphthene (cyclic saturated hydrocarbon) content of 5.0% by volume or less (0.0% by mass to 5.0% by volume), more preferably 4.0% by volume or less (0.0% by volume to 4.0% by volume), and even more preferably 3.0% by volume or less (0.0% by volume to 3.0% by volume).

[0032] In the present application, the content of alkanes (chain saturated hydrocarbons) and the content of naphthenes (cyclic saturated hydrocarbons) refer to values ​​determined by the following method. <Method for measuring alkane (chain saturated hydrocarbon) content and naphthene (cyclic saturated hydrocarbon) content> (1) Using high performance liquid chromatography (HPLC), the saturated fraction (saturated hydrocarbon compounds) is separated under the following conditions. Measurement equipment: Shimadzu Corporation HPLC Column: Develosil 30-3 (4.6mm x 250mm) Mobile phase: n-hexane 1.0 mL / min 5.3 MPa Detector: CH1: UV254nm, CH2: RI Sample concentration: Dilute with n-hexane to approximately 20 vol.% Injection volume: 60μL Fractionation conditions: After elution of the saturated fraction, backflush is performed to elute the aromatic fraction all at once. (2) For the saturated fraction obtained in (1) above, an average mass spectrum is obtained using a gas chromatograph mass spectrometer (GC / MS) under the following conditions: Measuring device: Agilent GC-MS Column: DB-1HT 30m x 0.32mm I.D. x 0.10um Oven temperature: 40℃ (2 min) - (20℃ / min) - 300℃ (5 min) Run 20 min Carrier gas: He, constant pressure mode 30 kPa, initial: 2.1 mL / min, 52 cm / sec Ionization voltage: EI 70eV Injection method: On-column injection Next, the volume ratio of alkanes and the volume ratio of naphthenes are calculated by substituting these values ​​into the calculation formula described in ASTM D 2786, and the content of alkanes and the content of naphthenes relative to the entire solution are calculated by multiplying the value of the saturated content (volume %) measured according to JPI-5S-49-07 described below by the calculated volume ratio. In addition, the factors used for calculation in ASTM D 2786 were an average carbon number of 16 and n-paraffin as the calculation factor.

[0033] The isoparaffinic base material constituting the aviation fuel oil according to the present invention has a saturated component (saturated hydrocarbon compound) content of 99.0% by volume or more (99.0% by volume to 100.0% by volume), preferably 99.2% by volume or more (99.2% by volume to 100.0% by volume), and more preferably 99.4% by volume or more (99.4% by volume to 100.0% by volume).

[0034] In the present application, the saturated content refers to the value measured by the method described in JPI-5S-49-07 "Petroleum products - Hydrocarbon type testing method - High performance liquid chromatography method."

[0035] The isoparaffinic base material constituting the aviation fuel oil according to the present invention preferably has an olefin content of 0.5% by volume or less (0.0% by volume to 0.5% by volume), more preferably 0.4% by volume or less (0.0% by volume to 0.4% by volume), and even more preferably 0.3% by volume or less (0.0% by volume to 0.3% by volume).

[0036] In the present application, the olefin content refers to the value measured by the method described in JPI-5S-49-07 "Petroleum products - Hydrocarbon type test method - High performance liquid chromatography method."

[0037] The isoparaffinic base material constituting the aviation fuel oil according to the present invention has an aromatic content (aromatic hydrocarbon compound) of 0.5% by volume or less (0.0% by volume to 0.5% by volume), preferably 0.4% by volume or less (0.0% by volume to 0.4% by volume), and more preferably 0.3% by volume or less (0.0% by volume to 0.3% by volume).

[0038] In the present application, the aromatic content refers to the value measured by the method described in JPI-5S-49-07 "Petroleum products - Hydrocarbon type test method - High performance liquid chromatography method." However, the aromatic content of the feedstock oil used for high-pressure hydrotreating and the aromatic content used in the calorific value measurement described below refer to values ​​measured according to IP548 "Determination of aromatic hydrocarbon types in middle distillates - High performance liquid chromatography method With refractive index detection."

[0039] In the isoparaffin-based base material constituting the aviation fuel oil according to the present invention, the isoparaffin content, n-paraffin content and aromatic content are all within the above-mentioned ranges, and the majority of the content is made up of isoparaffins. Since the content of n-paraffins, which tend to generate wax, is low, the deposition point can be easily lowered when blended into aviation fuel oil.

[0040] The isoparaffinic base material constituting the aviation fuel oil according to the present invention has a density at 15°C of 0.7300 to 0.8000 g / cm 3 and 0.7350 g / cm 3 ~0.7950g / cm 3 Preferably, it is 0.7400 g / cm 3 ~0.7900g / cm 3 It is more preferable that: When the density of the isoparaffinic base material constituting the aviation fuel oil is within the above range, a good combustion state can be easily achieved when the aviation fuel oil is burned.

[0041] In the present application, the density at 15°C means the density measured in accordance with JIS K 2249-1:2011 "Crude oil and petroleum products - Determination of density - (oscillating method)".

[0042] The isoparaffinic base material constituting the aviation fuel oil according to the present invention has a distillation range of 140.0°C to 300.0°C, preferably 145.0°C to 290.0°C, and more preferably 150.0°C to 280.0°C. Since the distillation range of the isoparaffinic base material constituting the aviation fuel oil according to the present invention is within the above range, when the aviation fuel oil is made into an aviation fuel oil, it is possible to impart distillation properties suitable for use in aircraft. In the present application, the distillation range means the temperature range from the initial boiling point (IBP) to the end point (EP).

[0043] The isoparaffinic base material constituting the aviation fuel oil according to the present invention preferably has an initial boiling point (IBP) in atmospheric distillation of 140.0 to 220.0°C, more preferably 145.0 to 210.0°C, and even more preferably 150.0 to 200.0°C. The isoparaffinic base material constituting the aviation fuel oil according to the present invention preferably has a 10% by volume distillation temperature (T10) in atmospheric distillation of 150.0 to 230.0°C, more preferably 155.0 to 220.0°C, and even more preferably 160.0 to 210.0°C. The isoparaffinic base material constituting the aviation fuel oil according to the present invention preferably has a 50% by volume distillation temperature (T50) in atmospheric distillation of 170.0 to 250.0°C, more preferably 175.0 to 240.0°C, and even more preferably 180.0 to 220.0°C. The isoparaffinic base material constituting the aviation fuel oil according to the present invention preferably has a 90% by volume distillation temperature (T90) in atmospheric distillation of 180.0 to 280.0°C, more preferably 185.0 to 270.0°C, and even more preferably 190.0 to 260.0°C. The isoparaffinic base material constituting the aviation fuel oil according to the present invention has (c) a 95% by volume distillation temperature (T95) in atmospheric distillation of 190.0 to 290.0°C, preferably 195.0 to 280.0°C, and more preferably 200.0 to 270.0°C. The isoparaffinic base material constituting the aviation fuel oil according to the present invention preferably has an end point (EP) of 195.0 to 300.0°C, more preferably 200.0 to 290.0°C, and even more preferably 205.0 to 280.0°C.

[0044] The isoparaffinic base material constituting the aviation fuel oil according to the present invention has IBP, T10, T50, T90, T95 and EP within the above ranges, so that the spray state and combustion state in an aircraft turbine engine can be maintained appropriately, and deposit formation and deterioration of exhaust gas properties can be easily suppressed. In the present application, IBP, T10, T50, T90, T95 and EP refer to distillation temperatures in atmospheric distillation measured in accordance with JIS K2254:1998 "Petroleum products - Distillation test methods."

[0045] The isoparaffinic base material constituting the aviation fuel oil according to the present invention preferably has a flash point of 38.0°C or higher, more preferably 40.0°C or higher, and even more preferably 42.0°C or higher. Although there is no particular upper limit to the flash point of the isoparaffinic base material, the flash point of the isoparaffinic base material is usually 90.0°C or lower. If the flash point of the isoparaffinic base material constituting the aviation fuel oil is within the above range, handling becomes easier.

[0046] In this application, the flash point refers to a value measured according to JIS K 2265-1, Determination of Flash Point - Part 1: Tag-Sealed Method.

[0047] The isoparaffinic base material constituting the aviation fuel oil according to the present invention preferably has a freezing point of -61°C or lower, more preferably -65°C or lower, and even more preferably -70°C or lower. The lower limit of the freezing point of an isoparaffin-based base material is not particularly limited, but the measurement limit of the freezing point of an isoparaffin-based base material is -75°C. When the deposition point of the isoparaffinic base material constituting the aviation fuel oil is within the above range, deposition of wax components can be easily suppressed when the isoparaffinic base material is blended into the aviation fuel oil.

[0048] In the present application, the freezing point refers to a value measured in accordance with JIS K 2276:2003 "Petroleum products - Aviation fuel oil test method, freezing point test method."

[0049] The isoparaffinic base material constituting the aviation fuel oil according to the present invention preferably has a smoke point of 25.0 mm or higher, more preferably 30.0 mm or higher, and even more preferably 35.0 mm or higher. Although there is no particular upper limit to the smoke point of the isoparaffin-based base material, the smoke point of the isoparaffin-based base material is usually 60.0 mm or less. When the smoke point of the isoparaffinic base material constituting the aviation fuel oil is within the above range, the combustibility can be easily improved when blended into the aviation fuel oil.

[0050] In the present application, the smoke point refers to a value measured according to the JIS K 2537 standard.

[0051] The isoparaffinic base material constituting the aviation fuel oil according to the present invention may be derived from biomass or may be synthesized from isobutene obtained in a petroleum refining process, and it is preferable that it is derived from biomass. When the isoparaffinic base material constituting the aviation fuel oil according to the present invention is derived from biomass, it is preferably produced using lipids as a raw material or synthesized using bioalcohol as a raw material. Specific examples of isoparaffin-based base materials produced using lipids as raw materials include those obtained by hydrogenating various lipids derived from waste cooking oil or general animal and vegetable oils, removing impurities, and then isomerizing the resulting paraffin content and subjecting it to appropriate fractional distillation. In addition, specific examples of isoparaffin-based base materials synthesized using bioalcohol as a raw material include those obtained by converting isobutanol produced by fermentation into isobutene through a dehydration reaction, polymerizing this to form an oligomer, and then subjecting it to appropriate fractional distillation treatment. In this application, bioalcohol refers to alcohols such as ethanol and butanol obtained by fermenting biomass and then subjecting it to appropriate filtration.

[0052] The aviation fuel oil according to the present invention contains the above-mentioned isoparaffinic base stock as a constituent base stock in an amount of 15 to 50% by volume, preferably 20 to 45% by volume, and more preferably 25 to 40% by volume.

[0053] The aviation fuel oil according to the present invention contains the above-mentioned isoparaffinic base material as the main base material in the above-mentioned proportion, and therefore has a low deposition point and excellent low-temperature fluidity, and by containing other specific base materials in specific proportions, it can exhibit excellent lubricity and oxidation stability.

[0054] The aviation fuel oil according to the present invention contains a hydrodesulfurized kerosene base stock as a constituent base stock, and in this application document, hydrodesulfurized kerosene base stock means a kerosene fraction (straight-run kerosene) obtained by atmospheric distillation of crude oil, which is obtained by hydrodesulfurizing the kerosene fraction.

[0055] The hydrodesulfurized kerosene base stock constituting the aviation fuel oil according to the present invention has a sulfur content of less than 10 ppm by mass (not less than 0 ppm by mass and not more than 10 ppm by mass), preferably not more than 9 ppm by mass (not less than 0 ppm by mass and not more than 9 ppm by mass), and more preferably not more than 8 ppm by mass (not less than 0 ppm by mass and not more than 8 ppm by mass). When the sulfur content of the hydrodesulfurized kerosene base material constituting the aviation fuel oil according to the present invention is within the above range, the production of sulfur oxides during combustion can be easily reduced.

[0056] The hydrodesulfurized kerosene base material constituting the aviation fuel oil according to the present invention has a density at 15°C of 0.7600 g / cm 3 ~0.8200g / cm 3 and 0.7650 g / cm 3 ~0.8000g / cm 3 Preferably, it is 0.7700 g / cm 3 ~0.8000g / cm 3 It is more preferable that: When the density of the hydrodesulfurized kerosene base material constituting the aviation fuel oil is within the above range, a good combustion state can be easily achieved when the aviation fuel oil is combusted.

[0057] The hydrodesulfurized kerosene base material constituting the aviation fuel oil according to the present invention has a distillation range of 135.0°C to 290.0°C, preferably 137.0°C to 285.0°C, and more preferably 139.0°C to 280.0°C. Since the distillation range of the hydrodesulfurized kerosene base material constituting the aviation fuel oil according to the present invention is within the above range, when it is blended into aviation fuel oil, it can easily impart distillation properties suitable for use in aircraft. In the present application, the distillation range means the temperature range from the initial boiling point (IBP) to the end point (EP).

[0058] The hydrodesulfurized kerosene base material constituting the aviation fuel oil according to the present invention preferably has an initial boiling point (IBP) in atmospheric distillation of 135.0 to 165.0°C, more preferably 140.0 to 160.0°C, and even more preferably 145.0 to 155.0°C. The hydrodesulfurized kerosene base material constituting the aviation fuel oil according to the present invention preferably has a 10% by volume distillation temperature (T10) in atmospheric distillation of 145.0 to 190.0°C, more preferably 150.0 to 185.0°C, and even more preferably 155.0 to 180.0°C. The hydrodesulfurized kerosene base material constituting the aviation fuel oil according to the present invention preferably has a 50% by volume distillation temperature (T50) in atmospheric distillation of 170.0 to 230.0°C, more preferably 175.0 to 225.0°C, and even more preferably 180.0 to 220.0°C. The hydrodesulfurized kerosene base material constituting the aviation fuel oil according to the present invention preferably has a 90% by volume distillation temperature (T90) in atmospheric distillation of 210.0 to 245.0°C, more preferably 215.0 to 250.0°C, and even more preferably 220.0 to 255.0°C. The hydrodesulfurized kerosene base material constituting the aviation fuel oil according to the present invention has a 95% by volume distillation temperature (T95) in atmospheric distillation of 220.0 to 270.0°C, preferably 225.0 to 265.0°C, and more preferably 230.0 to 260.0°C. The hydrodesulfurized kerosene base stock constituting the aviation fuel oil according to the present invention preferably has an end point (EP) of 230.0 to 290.0°C, more preferably 235.0 to 285.0°C, and even more preferably 240.0 to 280.0°C.

[0059] The hydrodesulfurized kerosene base stock constituting the aviation fuel oil according to the present invention has IBP, T10, T50, T90, T95 and EP within the above ranges, thereby maintaining appropriate atomization and combustion conditions in aircraft turbine engines and easily suppressing deposit formation and deterioration of exhaust gas properties.

[0060] The hydrodesulfurized kerosene base material constituting the aviation fuel oil according to the present invention preferably has a flash point of 38°C or higher, more preferably 39°C or higher, and even more preferably 40°C or higher. Although there is no particular upper limit to the flash point of the hydrodesulfurized kerosene base stock, the flash point of the hydrodesulfurized kerosene base stock is usually 60°C or lower. If the flash point of the hydrodesulfurized kerosene base material constituting the aviation fuel oil is within the above range, handling becomes easier.

[0061] The hydrodesulfurized kerosene base material constituting the aviation fuel oil according to the present invention preferably has a freezing point of −47° C. or lower, more preferably −49° C. or lower, and even more preferably −51° C. or lower. Although there is no particular lower limit for the freezing point of the hydrodesulfurized kerosene base stock, the freezing point of the hydrodesulfurized kerosene base stock is usually −59° C. or higher. If the deposition point of the hydrodesulfurized kerosene base material constituting the aviation fuel oil is within the above range, deposition of wax components can be easily suppressed when the base material is blended with the aviation fuel oil.

[0062] The hydrodesulfurized kerosene base material constituting the aviation fuel oil according to the present invention preferably has a smoke point of 17 mm or higher, more preferably 19 mm or higher, and even more preferably 21 mm or higher. Although there is no particular upper limit on the smoke point of aviation fuel oil, the smoke point of aviation fuel oil is usually 60 mm or less. By ensuring that the smoke point of the aviation fuel oil is within the above range, excellent combustibility can be maintained. If the smoke point of the hydrodesulfurized kerosene base material constituting the aviation fuel oil is within the above range, the combustion properties can be easily improved when blended into the aviation fuel oil.

[0063] The hydrodesulfurized kerosene base stock constituting the aviation fuel oil according to the present invention preferably has an induction period of 80 minutes or more, more preferably 90 minutes or more, and even more preferably 100 minutes or more. Because the hydrodesulfurized kerosene base material that makes up aviation fuel has an induction period of 80 minutes or more, it exhibits excellent oxidation stability when blended into aviation fuel, suppressing the formation of sludge and deposits, and as a result, preventing clogging of engine fuel injection nozzles and a decrease in output. In the present application, the induction period refers to the induction period measured by ASTM D7545-09 "Standard Test Method for Oxidation Stability of Middle Distillate Fuels - Rapid Small Scale Oxidation Test."

[0064] In the aviation fuel oil according to the present invention, the saturated content in the hydrodesulfurized kerosene base stock is preferably 75.0 to 95.0% by volume, more preferably 77.0 to 93.0% by volume, and even more preferably 79.0 to 91.0% by volume. In the aviation fuel oil according to the present invention, the saturated content in the hydrodesulfurized kerosene base oil is within the above range, so that good combustibility can be easily exhibited.

[0065] In the aviation fuel oil according to the present invention, the olefin content in the hydrodesulfurized kerosene base stock is preferably 0.5% by volume or less (0.0% by volume to 0.5% by volume), more preferably 0.4% by volume or less (0.0% by volume to 0.4% by volume), and even more preferably 0.3% by volume or less (0.0% by volume to 0.3% by volume). In the aviation fuel oil according to the present invention, the saturated content in the hydrodesulfurized kerosene base stock is within the above range, so that good oxidation stability can be exhibited.

[0066] In the aviation fuel oil according to the present invention, the aromatic content in the hydrodesulfurized kerosene base stock is preferably 5.0 to 25.0% by volume, more preferably 5.0 to 24.0% by volume, and even more preferably 5.0 to 23.0% by volume. In the aviation fuel oil according to the present invention, the aromatic content in the hydrodesulfurized kerosene base stock is within the above range, so that good combustibility can be easily exhibited.

[0067] The aviation fuel oil according to the present invention contains the above-mentioned hydrodesulfurized kerosene base stock as a constituent base stock in an amount of 25% by volume to 45% by volume, preferably 27% by volume to 43% by volume, and more preferably 30% by volume to 40% by volume.

[0068] Even when the aviation fuel oil according to the present invention contains an isoparaffinic base stock as the main base stock, by containing a hydrodesulfurized kerosene base stock in the above-mentioned proportion, it has a low freezing point and excellent low-temperature fluidity, and can easily exhibit excellent oxidation stability.

[0069] The aviation fuel oil according to the present invention is obtained from a hydrotreated oil having a 90% by volume distillation temperature of 320 to 360°C and containing 37 to 65% by mass of aromatics, at a hydrogen partial pressure of 10 to 18 MPa, and has a sulfur content of less than 10 ppm by mass and a density at 15°C of 0.7900 to 0.8600 g / cm. 3 The composition includes a high-pressure hydrogenation treatment base material having a distillation range of 140.0°C to 320.0°C.

[0070] The high-pressure hydrotreatment base material constituting the aviation fuel oil according to the present invention has a sulfur content of less than 10 ppm by mass (not less than 0 ppm by mass and not more than 10 ppm by mass), preferably not more than 7 ppm by mass (not less than 0 ppm by mass and not more than 7 ppm by mass), and more preferably not more than 3 ppm by mass (not less than 0 ppm by mass and not more than 3 ppm by mass). When the sulfur content of the high-pressure hydrotreated base material constituting the aviation fuel oil according to the present invention is within the above range, the production of sulfur oxides during combustion can be easily reduced.

[0071] The high-pressure hydrotreating base material constituting the aviation fuel oil according to the present invention has a density of 0.7900 g / cm at 15°C. 3 ~0.8600g / cm 3 and 0.8000 g / cm 3 ~0.8500g / cm 3 Preferably, it is 0.8100 g / cm 3 ~0.8500g / cm 3 It is more preferable that: When the density of the high-pressure hydrotreatment base material constituting the aviation fuel oil is within the above range, the hydrocarbon content per volume increases, the calorific value improves, and good combustion conditions can be easily achieved when the aviation fuel oil is combusted.

[0072] The high-pressure hydrotreating base material constituting the aviation fuel oil according to the present invention has a distillation range of 140.0°C to 320.0°C, preferably 145.0°C to 310.0°C, and more preferably 150.0°C to 300.0°C. Since the distillation range of the high-pressure hydrotreatment base material constituting the aviation fuel oil according to the present invention is within the above range, when it is blended into aviation fuel oil, it can easily impart distillation properties suitable for use in aircraft. In the present application, the distillation range means the temperature range from the initial boiling point (IBP) to the end point (EP).

[0073] The high-pressure hydrotreating base material constituting the aviation fuel oil according to the present invention preferably has an initial boiling point (IBP) in atmospheric distillation of 150.0 to 210.0°C, more preferably 160.0 to 205.0°C, and even more preferably 170.0 to 200.0°C. The high-pressure hydrotreatment base material constituting the aviation fuel oil according to the present invention preferably has a 10% by volume distillation temperature (T10) in atmospheric distillation of 170.0 to 220.0°C, more preferably 180.0 to 210.0°C, and even more preferably 190.0 to 210.0°C. The high-pressure hydrotreatment base material constituting the aviation fuel oil according to the present invention preferably has a 50% by volume distillation temperature (T50) in atmospheric distillation of 180.0 to 240.0°C, more preferably 190.0 to 230.0°C, and even more preferably 200.0 to 220.0°C. The high-pressure hydrotreatment base material constituting the aviation fuel oil according to the present invention preferably has a 90% by volume distillation temperature (T90) in atmospheric distillation of 185.0 to 265.0°C, more preferably 200.0 to 260.0°C, and even more preferably 210.0 to 250.0°C. The high-pressure hydrotreatment base material constituting the aviation fuel oil according to the present invention has a 95% by volume distillation temperature (T95) in atmospheric distillation of 190.0 to 270.0°C, preferably 200.0 to 265.0°C, and more preferably 210.0 to 260.0°C. The high-pressure hydrotreatment base material constituting the aviation fuel oil according to the present invention preferably has an end point (EP) of 225.0 to 320.0°C, more preferably 230.0 to 310.0°C, even more preferably 240.0 to 300.0°C, and even more preferably 250.0 to 300.0°C.

[0074] The high-pressure hydrotreated base material constituting the aviation fuel oil according to the present invention is preferable because, by having IBP, T10, T50, T90, T95 and EP within the above-mentioned ranges, it is easy to ignite when starting an aircraft turbine engine in cold climates or when re-igniting during flight at high altitude, and it can suppress "vapor lock", a condition in which fuel supply is blocked by vaporized gas in the fuel pipe, and it has a higher hydrocarbon content per volume, thereby improving the calorific value.

[0075] The high-pressure hydrotreating base material constituting the aviation fuel oil according to the present invention preferably has a flash point of 40°C or higher, more preferably 50°C or higher. There is no particular upper limit to the flash point of the high-pressure hydrogenation treatment substrate, but the flash point of the high-pressure hydrogenation treatment substrate is usually 130° C. or lower. When the flash point of the high-pressure hydrotreated base material constituting the aviation fuel oil is within the above range, flammable vapors are unlikely to be generated at room temperature, and ignition due to static electricity or the like is easily suppressed.

[0076] The high-pressure hydrotreating base material constituting the aviation fuel oil according to the present invention preferably has a freezing point of -65°C to -40°C, more preferably -63°C to -45°C, and even more preferably -61°C to -50°C. When the deposition point of the high-pressure hydrotreated base material constituting aviation fuel is within the above range, deposition of wax components can be easily suppressed when the base material is blended into aviation fuel, and clogging of fuel filters and inside piping systems can be easily suppressed.

[0077] The high-pressure hydrotreating base material constituting the aviation fuel oil according to the present invention preferably has a smoke point of 13.0 mm or higher, more preferably 15.0 mm or higher, and even more preferably 17.0 mm or higher. Although there is no particular upper limit to the smoke point of the high-pressure hydrotreating substrate, the smoke point of the high-pressure hydrotreating substrate is usually 40 mm or less. By having the smoke point of the high-pressure hydrotreated base material within the above range, excellent combustibility can be easily maintained when blended into aviation fuel oil.

[0078] In the aviation fuel oil according to the present invention, the content of saturated components in the high-pressure hydrotreatment base material is preferably 2.0 to 95.0% by volume, more preferably 77.0 to 93.0% by volume, and even more preferably 79.0 to 91.0% by volume. By ensuring that the saturated content in the high-pressure hydrotreating base material is within the above range, good combustibility can be easily exhibited when blended into aviation fuel oil.

[0079] In the aviation fuel oil according to the present invention, the olefin content in the high-pressure hydrotreated base material is preferably 0.5% by volume or less (0.0% by volume to 0.5% by volume), more preferably 0.4% by volume or less (0.0% by volume to 0.4% by volume), and even more preferably 0.3% by volume or less (0.0% by volume to 0.3% by volume). When the olefin content in the high-pressure hydrotreating base material is within the above range, it can easily exhibit good oxidation stability when blended with aviation fuel oil.

[0080] In the aviation fuel oil according to the present invention, the aromatic content in the high-pressure hydrotreatment base material is preferably 10.0 to 45.0% by volume, more preferably 13.0 to 40.0% by volume, and even more preferably 20.0 to 35.0% by volume. In the aviation fuel oil according to the present invention, since the aromatic content in the high-pressure hydrotreated base material is within the above range, the fuel oil is easily gasified during combustion in an aircraft turbine engine, and the amount of soot, which is carbon particles, generated after combustion is reduced, making it possible to easily exhibit good combustibility.

[0081] In the aviation fuel oil according to the present invention, the naphthene (cyclic saturated hydrocarbon) content in the high-pressure hydrotreatment base material is preferably 35 to 65% by volume, more preferably 40 to 60% by volume, and even more preferably 45 to 55% by volume. By ensuring that the naphthene (cyclic saturated hydrocarbon) content in the high-pressure hydrotreating base material is within the above range, excellent lubricity can be easily exhibited when blended with aviation fuel oil.

[0082] In the aviation fuel oil according to the present invention, the calorific value of the high-pressure hydrotreated base material is preferably 35,000 to 36,500 J / mL, more preferably 35,100 to 36,300 J / mL, even more preferably 35,150 to 36,000 J / mL, and even more preferably 35,500 to 36,000 J / mL. By ensuring that the calorific value is within the above range, it is possible to easily improve the combustion efficiency during combustion in an aircraft turbine engine. In the present application, the calorific value means a value measured in accordance with JIS K2279 "Crude oil and petroleum products - Calorific value testing method and calorific value estimation method." Here, the aromatic content (volume %) in the formula specified in JIS K2279 is the value of the aromatic content (mass %) measured according to IP548 "Determination of aromatic hydrocarbon types in middle distillates - High performance liquid chromatography method With refractive index detection," and the value converted to volume % assuming a density of 0.9 g / mL is used.

[0083] The high-pressure hydrotreated base material constituting the aviation fuel oil according to the present invention preferably has a wear scar diameter of 660 μm or less, more preferably 655 μm or less, and even more preferably 650 μm or less. By making the wear scar diameter of the high-pressure hydrotreated base material that constitutes aviation fuel 660 μm or less, stable lubricity can be easily exhibited when blended into aviation fuel.

[0084] In the present application, the wear scar diameter refers to a value measured using a High Frequency Reciprocating Rig (HFRR) in accordance with the provisions of JPI-5S-50-98 "Light Oil - Lubricity Test Method."

[0085] Next, a method for producing a high-pressure hydrotreated base material constituting the aviation fuel oil according to the present invention will be described.

[0086] (Feedstock oil for high-pressure hydrotreating base material) The feedstock oil for the high-pressure hydrotreating base material constituting the aviation fuel oil according to the present invention has a 90% by volume distillation temperature of 320 to 360°C and contains 37 to 65% by mass of aromatic hydrocarbons.

[0087] The feedstock oil for the high-pressure hydrotreating base material has a 90% by volume distillation temperature (T90) of 320 to 360°C, preferably 330 to 360°C, and more preferably 340 to 360°C.

[0088] The feedstock oil for the high-pressure hydrotreating base material has an aromatic hydrocarbon compound content of 37.0 to 65.0 mass%, preferably 40.0 to 60.0 mass%, more preferably 45.0 to 60.0 mass%, and even more preferably 50.0 to 60.0 mass%. In this application, the content of aromatic hydrocarbons in the feedstock oil of the high-pressure hydrotreating base material means the value measured by IP548 "Determination of aromatic hydrocarbon types in middle distillates - High performance liquid chromatography method With refractive index detection."

[0089] The feedstock oil for the high-pressure hydrotreatment base preferably has a sulfur content of 3% by mass or less, more preferably 2% by mass or less. The lower the sulfur content of the feedstock oil, the better, so the lower limit of the sulfur content is not particularly limited, but is usually 0.5 mass % or more.

[0090] The nitrogen content of the feedstock oil for the high-pressure hydrotreatment base material is preferably 1,000 mass ppm or less, and more preferably 800 mass ppm or less. The lower the nitrogen content, the better, so the lower limit of the nitrogen content is not particularly limited, but is usually 100 ppm by mass or more. In the present application, the nitrogen content refers to the value measured in accordance with JIS K 2609 "Crude oil and petroleum products - Determination of nitrogen content."

[0091] The density at 15°C of the feedstock oil for high-pressure hydrotreating base material is preferably 0.8600 to 0.9100 g / mL, more preferably 0.8650 to 0.9050 g / mL.

[0092] The feedstock oil for the high-pressure hydrotreating base material can be one or more selected from thermally cracked light diesel oil, catalytically cracked diesel oil, and light diesel oil obtained by hydrotreating thermally cracked heavy diesel oil, and is preferably one or more selected from thermally cracked light diesel oil and catalytically cracked diesel oil having a high content of aromatic hydrocarbon compounds. The total content of thermally cracked light diesel oil and catalytically cracked light diesel oil relative to the total volume of the feedstock is preferably 30 to 100% by volume, more preferably 40 to 98% by volume, even more preferably 50 to 95% by volume, and even more preferably 60 to 95% by volume. For example, it is preferable that the content of thermally cracked light diesel oil is 30 to 60% by volume and the content of catalytically cracked light diesel oil is 35 to 65% by volume relative to the total volume of the feedstock oil. The feedstock oil for the high-pressure hydrotreating base material may include fractions other than the light diesel oil obtained by hydrotreating the above-mentioned thermally cracked light diesel oil, catalytically cracked diesel oil, and thermally cracked heavy diesel oil, such as straight-run diesel oil obtained from an atmospheric distillation unit, diesel fractions obtained from an indirect desulfurization unit, and diesel fractions obtained from a direct desulfurization unit. The content of fractions other than light diesel oil obtained by hydrotreating the above-mentioned thermally cracked light diesel oil, catalytically cracked diesel oil, and thermally cracked heavy diesel oil relative to the total volume of the feedstock is preferably 0 to 70% by volume, more preferably 2 to 60% by volume, and even more preferably 5 to 50% by volume.

[0093] (High-pressure hydrotreating of feedstock oil) The high-pressure hydrotreated base material constituting the aviation fuel oil according to the present invention is obtained from a hydrotreated oil obtained by subjecting the above-mentioned feedstock oil to high-pressure hydrotreatment at a hydrogen partial pressure of 10 to 18 MPa.

[0094] (hydrotreating catalyst) The hydrotreating catalyst used in the high-pressure hydrotreating process preferably has a support made of a porous inorganic oxide containing alumina. Examples of the active component constituting the hydrotreating catalyst include at least one metal element selected from Group 6 of the periodic table and at least one metal element selected from Groups 8 to 10 of the periodic table. The at least one metal element selected from Group 6 of the periodic table is preferably molybdenum or tungsten. Preferred molybdenum compounds include molybdenum trioxide and ammonium molybdate, and preferred tungsten compounds include tungsten trioxide and ammonium tungstate. The amount of the Group 6 metal supported is preferably 8 to 20 mass % in terms of oxide relative to the total mass of the hydrotreating catalyst. As the at least one metal element selected from Groups 8 to 10 of the periodic table, cobalt and nickel are preferred. As the cobalt compound, cobalt carbonate, basic cobalt carbonate, cobalt nitrate, etc. are preferred, and as the nickel compound, nickel carbonate, basic nickel carbonate, nickel nitrate, etc. are preferred. The amount of the metal element from Groups 9 and 10 supported is preferably 2 to 6 mass % in terms of oxide, based on the total mass of the hydrotreating catalyst. Among the above-mentioned active components, a molybdenum-nickel catalyst, which is a combination of molybdenum and nickel, is preferred. The above-mentioned hydrotreating catalyst is preferably used after being subjected to hydrogen reduction treatment in a hydrogen atmosphere at 300 to 400° C. for 1 to 36 hours.

[0095] (Hydrotreatment conditions) The hydrogen partial pressure during high-pressure hydrotreatment of the feedstock is 10 to 18 MPa, preferably 11 to 16 MPa, and more preferably 13 to 15 MPa.

[0096] When high-pressure hydrotreating is carried out in a flow reactor, the hydrogen / oil ratio at the reactor inlet (hereinafter referred to as "hydrogen / oil ratio") is, for example, 100 to 800 Nm 3 / KL, 200~700Nm 3 / KL is preferred, 300 to 650Nm 3 / KL is more preferred. Further, quench hydrogen may be added depending on the heat generated in the reactor.

[0097] When high-pressure hydrogenation is carried out in a flow reactor, the liquid hourly space velocity (LHSV) is, for example, 0.1 to 3 h -1 and 0.2 to 2 hours -1 is preferable, and 0.25 to 1 hour -1 is more preferred.

[0098] The temperature of the catalyst layer is, for example, preferably 300 to 420°C, more preferably 310 to 400°C, and even more preferably 310 to 390°C.

[0099] The reaction system during high-pressure hydrotreating may be, for example, a fixed bed, a moving bed, or a fluidized bed, and the feedstock may be introduced into the reactor and treated under the hydrotreating conditions described above. Most generally, the catalyst described above is maintained as a fixed bed in the above-described manner, and the feedstock passes downward through the fixed bed.

[0100] The treated oil obtained by hydrotreating is separated by distillation to obtain the target high-pressure hydrotreating base material. A distillation apparatus is preferably used for the distillation separation. Here, the distillation apparatus refers to an apparatus that separates a liquid mixture by utilizing the difference in boiling points, and can separate a mixture that is liquid or solid at room temperature and pressure by distillation as a liquid mixture by adjusting the temperature and pressure.

[0101] Other details of the method for producing a high-pressure hydrogenation treatment base material are as described in JP 2019-178250 A as a method for producing a jet fuel base material.

[0102] The aviation fuel oil according to the present invention contains the above-mentioned high-pressure hydrotreatment base material as a constituent base material in an amount of 15% by volume to 40% by volume, preferably 17% by volume to 38% by volume, and more preferably 19% by volume to 35% by volume.

[0103] Even when the aviation fuel oil according to the present invention contains an isoparaffinic base material as the main base material, by containing the high-pressure hydrotreated base material in the above-mentioned proportion, it has a low deposition point and excellent low-temperature fluidity, and can easily exhibit excellent lubricity and oxidation stability.

[0104] The aviation fuel oil according to the present invention may contain various additives in addition to the above-mentioned base constituents. The additives include one or more selected from known fuel additives such as anti-icing agents, antioxidants, metal deactivators, anti-static agents, lubricity improvers, conductivity adjusters, and corrosion inhibitors. The content of additives, excluding anti-icing agents, is preferably 70 mg / L or less, more preferably 58 mg / L or less, based on the total amount of constituent base materials. The content of anti-icing agents is preferably 0.2% by volume or less, more preferably none, based on the total amount of constituent base materials.

[0105] The aviation fuel oil according to the present invention preferably contains the isoparaffinic base stock, hydrodesulfurized kerosene base stock, and high-pressure hydrotreated base stock in a total amount of 85.0 to 100.0% by volume, more preferably 90.0 to 100.0% by volume, and even more preferably 95.0 to 100.0% by volume. By containing the above-mentioned isoparaffinic base stock, hydrodesulfurized kerosene base stock, and high-pressure hydrogenation treated base stock in the above-mentioned total proportions, the aviation fuel oil according to the present invention can easily provide an aviation fuel oil that has suitable combustion characteristics as well as excellent lubricity and oxidation stability, even when the aviation fuel oil contains an isoparaffinic base stock as the main base stock.

[0106] The aviation fuel oil according to the present invention has a kinematic viscosity of 1.450 mm at 30°C. 2 / sec or more, 1.460mm 2 / sec or more is preferable, and 1.470 mm 2 / second or more is more preferable. The upper limit of the kinematic viscosity at 30°C of the aviation fuel oil according to the present invention is not particularly limited, but the kinematic viscosity at 30°C of the aviation fuel oil according to the present invention is usually 1.900 mm 2 / seconds or less.

[0107] Since the aviation fuel oil according to the present invention has a kinematic viscosity at 30°C within the above range, it can be easily handled during transportation, etc., without requiring major modifications to existing equipment. In the present application, the kinematic viscosity at 30°C means a value measured in accordance with JIS K 2283:2000 "Crude oil and petroleum products - Test method for kinematic viscosity and calculation method for viscosity index."

[0108] The aviation fuel oil according to the present invention is a volatile organic compound represented by the following formula (I): 2.5 x alkylbenzene content ( capacity %)-5.2×naphthenebenzene content ( capacity %) (I) is preferably greater than 0.00, more preferably 1.00 or greater, and even more preferably 2.00 or greater. In the aviation fuel oil according to the present invention, there is no particular upper limit to the stability index represented by the above formula (I), but the stability index represented by the above formula (I) is usually 25.00 or less.

[0109] In the aviation fuel according to the present invention, the stability index calculated by the above formula (I) is greater than 0.00, so that excellent storage stability can be easily exhibited.

[0110] In this application, the alkylbenzene content ( capacity %) and naphthene benzene content ( capacity %) means a value measured and calculated by the following method. <Alkylbenzene content ( capacity %) and naphthene benzene content ( capacity % Measurement Method> (1) Using high performance liquid chromatography (HPLC), the aromatic fraction (aromatic hydrocarbon compounds) is separated under the following conditions. Measurement equipment: Shimadzu Corporation HPLC Column: Develosil 30-3 (4.6mm x 250mm) Mobile phase: n-hexane 1.0 mL / min 5.3 MPa Detector: CH1: UV254nm, CH2: RI Sample concentration: Dilute with n-hexane to approximately 20 vol.% Injection volume: 60μL Fractionation conditions: After elution of the saturated fraction, backflush is performed, and the aromatic fraction is eluted all at once and fractionated. (2) The average mass spectrum of the aromatic components obtained in (1) above is obtained using a gas chromatograph mass spectrometer (GC / MS) under the following conditions: Measuring device: Agilent GC-MS Column: DB-1HT 30m x 0.32mm I.D. x 0.10um Oven temperature: 40℃ (2 min) - (20℃ / min) - 300℃ (5 min) Run 20 min Carrier gas: He, constant pressure mode 30 kPa, initial: 2.1 mL / min, 52 cm / sec Ionization voltage: EI 70eV Injection method: On-column injection Next, the volume ratio of each aromatic component was calculated by substituting the formula described in ASTM D 3239, and the alkylbenzene content and naphthenebenzene content in the entire solution were calculated by multiplying the calculated volume ratio by the aromatic value (volume %) measured by JPI-5S-49-07. Calculate.

[0111] The aviation fuel according to the present invention preferably has an induction period of 70 minutes or more, more preferably 71 minutes or more, and even more preferably 72 minutes or more. Aviation fuel with an induction period of 70 minutes or more exhibits excellent oxidation stability and suppresses the formation of sludge and deposits, thereby preventing clogging of engine fuel injection nozzles and a decrease in output.

[0112] The aviation fuel according to the present invention preferably has a wear scar diameter of 660.0 μm or less, more preferably 659.0 μm or less, and even more preferably 658.0 μm or less. By making the wear scar diameter of the aviation fuel oil 660.0 μm or less, stable lubricity can be easily exhibited when blended into aviation fuel oil.

[0113] The aviation fuel oil according to the present invention preferably has a freezing point of -47.0°C or lower, more preferably -52.0°C or lower, and even more preferably -57.0°C or lower. The lower limit of the freezing point of the aviation fuel oil according to the present invention is not particularly limited, but the freezing point is usually −75.0° C. or higher. The aviation fuel oil according to the present invention has a freezing point of −47.0° C. or lower, and therefore can easily exhibit excellent low-temperature fluidity.

[0114] The aviation fuel oil according to the present invention preferably has a flash point of 38.0 to 70.0°C, more preferably 39.0 to 69.0°C, and even more preferably 40.0 to 68.0°C. Since the flash point of the aviation fuel oil according to the present invention is within the above range, it can be handled easily and safely.

[0115] The aviation fuel oil according to the present invention can be prepared by mixing predetermined amounts of the above-mentioned isoparaffinic base stock, hydrodesulfurized kerosene base stock, and high-pressure hydrogenation treated base stock as essential base stocks, and further mixing in known base stocks or additives within ranges that do not impair the effects of the present invention.

[0116] When the aviation fuel oil according to the present invention is prepared by mixing the above-mentioned isoparaffinic base stock, hydrodesulfurized kerosene base stock and high-pressure hydrotreated base stock, the order of mixing is not particularly limited. For example, the aviation fuel oil according to the present invention may be prepared by mixing the above-mentioned hydrodesulfurized kerosene base stock and high-pressure hydrotreated base stock, and further mixing the resulting mixture with an isoparaffinic base stock.

[0117] The aviation fuel oil according to the present invention may contain various additives in addition to the above-mentioned base constituents. The additives include one or more selected from known fuel additives such as anti-icing agents, antioxidants, metal deactivators, anti-static agents, lubricity improvers, conductivity adjusters, and corrosion inhibitors.

[0118] According to the present invention, even when an isoparaffin-based base material is contained as the main base material, it is possible to provide an aviation fuel oil that has a low freezing point and excellent low-temperature fluidity, as well as excellent lubricity and oxidation stability.

[0119] Next, the aviation fuel base material according to the present invention will be described. The aviation fuel base oil according to the present invention comprises: Sulfur content less than 10 ppm by mass, density at 15°C 0.7600 to 0.8200 g / cm 3 29.4% by volume to 75.0% by volume of hydrodesulfurized kerosene base material having a distillation range of 135.0 ° C to 290.0 ° C; A 90% by volume distillation temperature of 320-360°C, obtained from hydrotreating feedstock containing 37-65% by mass of aromatic hydrocarbons at a hydrogen partial pressure of 10-18 MPa, with a sulfur content of less than 10 ppm by mass and a density at 15°C of 0.7900-0.8600 g / cm 3 and 17.6% by volume to 61.5% by volume of a high-pressure hydrogenation treatment base material having a distillation range of 140.0°C to 320.0°C.

[0120] The details of the hydrodesulfurized kerosene base stock and the high-pressure hydrotreated base stock that constitute the aviation fuel base stock according to the present invention are as described above.

[0121] The aviation fuel base stock according to the present invention contains the hydrodesulfurized kerosene base stock in an amount of 29.4% by volume to 75.0% by volume, preferably 32.0% by volume to 73.5% by volume, and more preferably 34.0% by volume to 72.0% by volume. Furthermore, the aviation fuel base stock according to the present invention contains the above-mentioned high-pressure hydrotreatment base stock in an amount of 17.6% by volume to 61.5% by volume, preferably 19.0% by volume to 60.0% by volume, and more preferably 20.0% by volume to 58.5% by volume.

[0122] The aviation fuel base stock according to the present invention preferably contains the hydrodesulfurized kerosene base stock and the high-pressure hydrotreated base stock in a total amount of 85.0 to 100.0% by volume, more preferably 90.0 to 100.0% by volume, and even more preferably 95.0 to 100.0% by volume.

[0123] The aviation fuel base stock according to the present invention is preferably used for blending with an isoparaffin-based base stock, and more specifically, it is more preferably used for blending with the isoparaffin-based base stock described in detail in the explanation of the aviation fuel according to the present invention. The isoparaffin-based base material may be derived from biomass or may be synthesized from isobutene obtained from a petroleum refining process, and is preferably derived from biomass. When the isoparaffin-based base material is derived from biomass, it is preferably one produced using lipids (oils and fats) as a raw material or one synthesized using bioalcohol as a raw material. Specific examples of products produced using lipids as raw materials include those obtained by hydrogenating waste cooking oil and various lipids derived from common animal and vegetable oils, removing impurities, and then isomerizing the resulting paraffin fraction and subjecting it to appropriate fractional distillation. Furthermore, examples of those synthesized using bioalcohol as a raw material include those obtained by converting isobutanol produced by fermentation into isobutene through a dehydration reaction, polymerizing this to form an oligomer, and then subjecting the oligomer to appropriate fractional distillation.

[0124] The aviation fuel base stock according to the present invention is a mixture of the hydrodesulfurized kerosene base stock and the high-pressure hydrotreated base stock in specific proportions. Therefore, even when blended with an isoparaffinic base stock, the base stock has a low deposition point and excellent low-temperature fluidity, and can easily exhibit excellent lubricity and oxidation stability.

[0125] The aviation fuel base stock according to the present invention may contain various additives in addition to the above-mentioned constituent base stocks. The additives include one or more selected from known fuel additives such as anti-icing agents, antioxidants, metal deactivators, anti-static agents, lubricity improvers, conductivity adjusters, and corrosion inhibitors.

[0126] The aviation fuel base stock of the present invention is to be mixed with a sulphur content of less than 10 ppm by mass, an isoparaffin content of 85.0% by volume or more, an n-paraffin content of 7.0% by mass or less, an aromatic content of 0.5% by volume or less, and a density at 15°C of 0.7300 to 0.8000 g / cm 3 Examples of the isoparaffin-based base material include those having a distillation range of 140.0°C to 300.0°C. The details of the isoparaffin-based base material are as described above.

[0127] When the aviation fuel base stock according to the present invention is mixed with the isoparaffinic base stock, the content of the isoparaffinic base stock in the resulting aviation fuel is preferably 15 to 50% by volume, more preferably 20 to 45% by volume, and even more preferably 25 to 40% by volume. When the aviation fuel base stock according to the present invention is mixed with the isoparaffinic base stock, the content of the hydrodesulfurized kerosene base stock in the resulting aviation fuel is preferably 25 to 45% by volume, more preferably 27 to 43% by volume, and even more preferably 29 to 41% by volume. When the aviation fuel base stock according to the present invention is mixed with the isoparaffinic base stock, the content of the high-pressure hydrotreated base stock in the resulting aviation fuel is preferably 15 to 40% by volume, more preferably 17 to 38% by volume, and even more preferably 19 to 36% by volume.

[0128] By mixing the aviation fuel base stock according to the present invention with an isoparaffinic base stock in the above-mentioned proportions, it is possible to easily prepare an aviation fuel that has a low freezing point and excellent low-temperature fluidity, as well as excellent lubricity and oxidation stability. Details of the aviation fuel oil obtained at this time are as described in the explanation of the aviation fuel oil according to the present invention.

[0129] According to the present invention, it is possible to provide an aviation fuel base stock that can be suitably blended with an isoparaffin-based base stock. [Example]

[0130] The present invention will be described in more detail below based on examples and comparative examples, but the present invention is not limited to these examples in any way.

[0131] (base material) The following substrates were used in the following examples and comparative examples. The properties of each substrate are shown in Table 1. Isoparaffin-based base Contains 93.2% isoparaffin by volume. Hydrodesulfurized kerosene base material It is a kerosene fraction (straight-run kerosene) obtained by atmospheric distillation of Middle Eastern crude oil and then hydrodesulfurized. High-pressure hydrogen treatment substrate This is a high-pressure hydrotreated oil obtained by high-pressure hydrotreating a feedstock oil containing 44.3% by mass of aromatic hydrocarbons at a 90% volume distillation temperature (T90) of 352.0°C at a hydrogen partial pressure of 14 MPa, and then distilling the resulting oil.

[0132] [Table 1]

[0133] (Examples 1 to 5, Comparative Examples 1 to 17) The above-mentioned isoparaffinic base stock, hydrodesulfurized kerosene base stock, and high-pressure hydrotreated base stock were blended in the proportions shown in Tables 2 to 5 below to prepare the aviation fuel oils of Examples 1 to 5 and Comparative Examples 1 to 17. Tables 2 to 5 show the properties of each of the obtained aviation fuel oils.

[0134] [Table 2]

[0135] [Table 3]

[0136] [Table 4]

[0137] [Table 5]

[0138] As can be seen from Table 2, the aviation fuel oils obtained in Examples 1 to 5 were each composed of an isoparaffinic base material, a hydrodesulfurized kerosene base material, and a high-pressure hydrogenated base material blended in specific proportions, each having specific properties. As a result, they had excellent low-temperature fluidity with a deposition point of -60.0°C or less, excellent lubricity with a low wear scar diameter of 632 to 658 μm, and excellent oxidation stability with a stability index greater than 0.00 and a long induction period of 70 to 81 minutes.

[0139] On the other hand, from Tables 3 to 5, it can be seen that the aviation fuel oils obtained in Comparative Examples 1 to 17 did not contain a specific proportion of an isoparaffinic base material, a hydrodesulfurized kerosene base material, or a high-pressure hydrogenation treatment base material, and therefore had a deposition point of more than -58.0 ° C. and poor low-temperature fluidity (Comparative Examples 3 to 11), a wear scar diameter of more than 660 μm and poor lubricity (Comparative Examples 1 to 6, 10 to 14), and a stability index of 0.00 or less and a short induction period of less than 70 minutes, resulting in poor oxidation stability (Comparative Examples 7 to 10, 12, 15 to 17). [Industrial Applicability]

[0140] According to the present invention, even when an isoparaffin-based base material is contained as the main base material, it is possible to provide an aviation fuel oil that has a low deposition point and excellent low-temperature fluidity, as well as excellent lubricity and oxidation stability, and to provide an aviation fuel oil base material that can be suitably blended with an isoparaffin-based base material.

Claims

1. The sulfur content is less than 10 ppm by mass, the isoparaffin content is 85.0% by volume or more, the n-paraffin content is 7.0% by mass or less, the aromatic content is 0.5% by volume or less, and the density at 15°C is 0.7300 to 0.8000 g / cm ３ 15% to 50% by volume of an isoparaffinic base material having a distillation range of 140.0°C to 300.0°C; A sulfur content of less than 10 ppm by mass and a density at 15°C of 0.7600 to 0.8200 g / cm ３ 25% to 45% by volume of a hydrodesulfurized kerosene base stock having a distillation range of 135.0°C to 290.0°C; A sulfur content of less than 10 ppm by mass and a density at 15°C of 0.7900 to 0.8600 g / cm3 obtained from a hydrotreated oil having a 90% by volume distillation temperature of 320 to 360°C and containing 37 to 65% by mass of aromatic hydrocarbons at a hydrogen partial pressure of 10 to 18 MPa. ３ , containing 15% by volume to 40% by volume of a high-pressure hydrotreating base material having a distillation range of 140.0°C to 320.0°C; Kinematic viscosity at 30°C is 1.450 mm ２ / seconds or more 1. An aviation fuel oil characterized by:

2. The following formula (I) 2.5 × alkylbenzene content (volume %) − 5.2 × naphthenebenzene content (volume %) (I) 2. The aviation fuel according to claim 1, wherein the stability index calculated by the following formula is greater than 0.

00.

3. A sulfur content of less than 10 ppm by mass and a density at 15°C of 0.7600 to 0.8200 g / cm ３ 29.4% by volume to 75.0% by volume of a hydrodesulfurized kerosene base stock having a distillation range of 135.0°C to 290.0°C; A sulfur content of less than 10 ppm by mass and a density at 15°C of 0.7900 to 0.8600 g / cm3 obtained from a hydrotreated oil having a 90% by volume distillation temperature of 320 to 360°C and containing 37 to 65% by mass of aromatic hydrocarbons at a hydrogen partial pressure of 10 to 18 MPa. ３ , and 17.6% to 61.5% by volume of a high-pressure hydrotreating base material having a distillation range of 140.0°C to 320.0°C. A base material for aviation fuel characterized by:

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