Aviation fuel composition and method for producing same

Abstract

The present disclosure provides a method for producing an aviation fuel composition, and also provides an aviation fuel produced by the method, the method for producing an aviation fuel composition comprising the steps of: (a) introducing a feed into a fluid catalytic cracking (FCC) reaction to produce an FCC reaction product; (b) separating the FCC reaction product into a plurality of fractions including a first fraction and a second fraction, wherein the first fraction is a fraction having a boiling point of 70°C or less, and the second fraction is a fraction having a boiling point of more than 150°C; (c) converting the first fraction into a first oil, wherein the first oil has a boiling point of more than 150°C; (d) hydrotreating the second fraction to produce a second oil; and (e) blending the first oil and the second oil in a predetermined ratio.

Description

Aviation fuel composition and method for producing the same

[0001] The present disclosure relates to an aviation fuel composition and a method for producing the same.

[0002] Carbon dioxide emitted by humans is causing rapid climate change, including rising temperatures, through the greenhouse effect. Consequently, so-called "carbon neutrality," which aims to reduce emissions from human activities and increase absorption to effectively reduce emissions to zero, has recently gained attention.

[0003] As decarbonization and electrification accelerate in the transportation sector, demand for gasoline, diesel, and heavy fuel oil for vehicles is declining. However, demand for aviation fuel, which is difficult to replace with other energy sources, is expected to remain robust.

[0004] Aviation fuel is the fuel used in aircraft engines. Its composition is not significantly different from kerosene, and is typically manufactured by mixing various additives with kerosene oil. Specifically, aviation fuel is manufactured by processing low-volatility kerosene.

[0005] Sustainable aviation fuel (SAF) refers to aviation fuel made from sustainable and renewable resources. These resources can be bio-derived, such as algae, plants, animals, and edible oils, or synthetically produced using carbon dioxide from the air or hydrogen derived from water.

[0006] The fluid catalytic cracking (FCC) process has been commonly used to convert heavy crude oil into conventional land transportation fuels such as gasoline. Utilizing existing FCC facilities to produce alternative fuel oils in response to fluctuating product demand can reduce the costs associated with additional facility expansion.

[0007] [Prior Art Literature]

[0008] [Patent Document]

[0009] (Patent Document 1) KR 10-2022-0002864 A

[0010] The present disclosure relates to an aviation fuel composition and a method for producing the same.

[0011] One aspect of the present disclosure is a method for preparing an aviation fuel composition, comprising: (a) introducing a feed into a fluid catalytic cracking (FCC) reaction to produce an FCC reaction product; (b) separating the FCC reaction product into a plurality of fractions, the fraction comprising a first fraction and a second fraction, wherein the first fraction has a boiling point of 70° C. or less, and the second fraction has a boiling point of greater than 150° C.; (c) converting the first fraction into a first oil, wherein the first oil has a boiling point of greater than 70° C.; (d) hydrotreating the second fraction to produce a second oil; and (e) blending the first oil and the second oil in a predetermined ratio.

[0012] According to one embodiment, step (c) is performed by at least one of polymerization and alkylation.

[0013] In one embodiment, the method further comprises the step of (f) producing hydrogen from the unconverted fraction in step (c).

[0014] In one embodiment, the step (f) comprises at least one of: (f-1) steam reforming the unconverted oil; and (f-2) introducing the unconverted oil into a water gas shift reaction after partial oxidation.

[0015] In one embodiment, the plurality of fractions comprises a third fraction having a boiling point greater than 70°C and less than 150°C, and the method further comprises the steps of: (g-1) converting at least a portion of the third fraction into a third fraction; and (g-2) recovering aviation fuel from the third fraction.

[0016] In one embodiment, step (g-1) further comprises the step of adding lower olefins to the remaining portion of the third fraction that was not converted to the third fraction (g-3).

[0017] In one embodiment, the lower olefin is an olefin having 5 or fewer carbon atoms.

[0018] According to one embodiment, the hydrogenation treatment is performed in the presence of hydrogen and a catalyst at a temperature of 200-500°C and a pressure of 30-300 kgf / cm. 2 ·g, LHSV 0.1-5 / h, hydrogen flow rate to reactants 100-3000 Nm 3 / h is performed under the condition.

[0019] In one embodiment, the first oil component and the second oil component are combined in a volume ratio of 1:0.25-9.

[0020] Another aspect of the present disclosure is an aviation fuel composition comprising 700-800 kg / m 3 A first fraction having a density of 3 vol% or less and an aromatic content of 800-930 kg / m; and 3 A second oil component having a density of 100 vol% or more and an aromatic content of 20 vol% or more.

[0021] In one embodiment, the volume ratio of the first oil fraction to the second oil fraction is 1:0.25-9.

[0022] In one embodiment, the aviation fuel composition has a viscosity of 750-880 kg / m 3 It has a density of 5-35 vol% and an aromatic content of 5-35 vol%.

[0023] In one embodiment, a novel method for producing a novel aviation fuel composition that can be used as aviation fuel is provided. In one embodiment, the aviation fuel composition may be SAF. The method of the present disclosure can enable the production of aviation fuel, which still has a high demand, instead of gasoline, which is declining in demand due to carbon neutrality policies, without the need for additional facility expansion. In one embodiment, by utilizing the manufacturing method of the present disclosure, it is expected that excessive hydrogen use during the manufacturing process can be suppressed, and related carbon emissions can also be reduced.

[0024] Figure 1 is a schematic process flow diagram of a method for manufacturing an aviation fuel composition according to one embodiment.

[0025] Hereinafter, the present disclosure will be described in detail with reference to the attached drawings. However, these are merely exemplary and the present disclosure is not limited to the specific embodiments described as examples.

[0026]

[0027] Method for producing aviation fuel composition

[0028] One aspect of the present disclosure provides a method for preparing an aviation fuel composition. In the present disclosure, the term "aviation fuel composition" refers to a composition that can replace conventional aviation fuel.

[0029] Figure 1 is a schematic process flow diagram of a method for producing an aviation fuel composition according to one embodiment. Referring to Figure 1, the method for producing an aviation fuel composition of the present disclosure will be described in detail. The method includes a step of introducing a feed into an FCC reaction. Through this reaction, an FCC reaction product is produced.

[0030] The above feed may be a typical feed introduced into an FCC reaction process. In one embodiment, the feed may include light gas oil; vacuum gas oil; atmospheric residue; renewable feedstock such as biomass; bio-derived feedstock such as algae, animal oil, vegetable oil, and edible oil; recyclable feedstock such as waste plastic pyrolysis oil, waste tire pyrolysis oil, and waste lubricating oil; or a combination thereof.

[0031] In particular, aviation fuel compositions corresponding to SAF can be prepared when renewable feedstocks; bio-derived feedstocks; or combinations thereof are used as feed.

[0032] The FCC reaction converts heavy feedstocks into lighter oils, such as gasoline and diesel. In the present disclosure, the FCC reaction can be performed under known reaction conditions.

[0033] The method comprises separating the FCC reaction product into a plurality of fractions, including a first fraction and a second fraction, wherein the first fraction is a fraction having a boiling point of 70°C or less, and the second fraction is a fraction having a boiling point of greater than 150°C. In the present disclosure, the boiling point ranges of the fractions and fractions may be TBP measured according to ASTM D2892.

[0034] The above separation step can be performed by a known technique. For example, the separation step can be performed by a fractionator and / or a splitter.

[0035] The first fraction may include hydrocarbons having a carbon number of 6 or less. Specifically, the content of hydrocarbons having a carbon number of 6 or less in the first fraction may be at least 90 vol%. More specifically, the content may be at least 95 vol%, even more specifically at least 98 vol%, and even more specifically at least 99 vol%. Furthermore, in the first fraction, hydrocarbons having a carbon number of 4 or less may exist in a gaseous state at room temperature, and therefore, the first fraction may include gaseous hydrocarbons. The first fraction is composed of hydrocarbons having a small carbon number of 6 or less, and thus contains little aromatics.

[0036] The second fraction is a fraction having a boiling point exceeding 150°C. Specifically, the second fraction may be a fraction having a boiling point exceeding 150°C and 350°C or lower. More specifically, the second fraction may be a fraction having a boiling point exceeding 150°C and 320°C or lower. The second fraction contains hydrocarbons having a relatively large number of carbon atoms compared to the first fraction, and thus may contain a large amount of aromatics.

[0037] The above-described multiple fractions may further include a third fraction. The third fraction may have a boiling point of greater than 70°C and less than or equal to 150°C. The third fraction may be recovered and, optionally, subjected to subsequent processing, used as gasoline. Alternatively, the third fraction may be used to manufacture aviation fuel, as described below.

[0038] In one embodiment, the FCC reaction product can be separated into multiple fractions by a single device. In another embodiment, the FCC reaction product can be separated into multiple fractions by multiple devices.

[0039] For example, referring to FIG. 1, the FCC reaction product can be first separated into gaseous hydrocarbons, a gasoline boiling point fraction (BP less than about 190°C), and a light oil boiling point fraction (BP of about 190-320°C). The gasoline boiling point fraction can be separated by a first splitter into a light gasoline fraction having a boiling point of 70°C or less and a first residual gasoline boiling point fraction having a heavier boiling point. Here, the light gasoline fraction and the gaseous hydrocarbons can be included in the first fraction described above.

[0040] Referring again to FIG. 1, the first residual gasoline boiling point fraction can be separated by the second splitter into a middle gasoline fraction having a boiling point of more than 70°C and less than 150°C and a heavy gasoline fraction having a boiling point of more than 150°C. Here, the middle gasoline fraction can correspond to the second fraction described above, and the middle gasoline fraction can correspond to the third fraction described above.

[0041] The present disclosure upgrades a light fraction from an FCC reaction product for use as aviation fuel. The first fraction contains light olefins and paraffins. Through this upgrading, the light olefins and paraffins can be converted into olefins and paraffins with higher boiling points. Accordingly, the method includes a step of converting the separated first fraction into a first distillate. Through this conversion, the first fraction, having a boiling point of 70°C or lower, can be converted into a first distillate, having a boiling point exceeding 70°C.

[0042] The first fraction has a boiling point exceeding 70°C. The first fraction may have a boiling point within the boiling point range of aviation fuel. Specifically, the boiling point range of the first fraction may be greater than 150°C and less than or equal to 300°C, more specifically greater than 150°C and less than or equal to 280°C, even more specifically greater than 150°C and less than or equal to 250°C, and even more specifically greater than 150°C and less than or equal to 220°C. The carbon number range of the hydrocarbon molecules in the first fraction may be about 9 to 12.

[0043] In addition, the first oil fraction is 700-800 kg / m 3 It can have a density of . Specifically, the density of the first oil is 720-790 kg / m 3 , more specifically 720-780 kg / m 3 It may be. In the present disclosure, density means density at 15°C unless otherwise specified.

[0044] Additionally, the first oil fraction may have an aromatic content of 3 vol% or less. Specifically, the aromatic content may be 2 vol% or less, more specifically 1 vol% or less, and even more specifically 0.1 vol% or less.

[0045] The above conversion step may be performed by at least one of polymerization and alkylation. The polymerization refers to a polymerization reaction between olefins present in the naphtha fraction. The polymerization may include dimerization, trimerization, and oligomerization.

[0046] The above alkylation refers to a reaction between olefins and paraffins present in the naphtha fraction, and specifically refers to a reaction between olefins and iso-paraffins. The above alkylation may include acid catalyzed alkylation.

[0047] In one embodiment, the polymerization and alkylation in the conversion step may be performed simultaneously. In another embodiment, the polymerization and alkylation may be performed separately. The polymerization and alkylation may be performed under known reaction conditions. For example, the conversion step may be performed in the presence of a catalyst, at a temperature of 0-300°C, and under a pressure of 1-50 bar.

[0048] Through the above conversion step, the first fraction can be upgraded to the first oil fraction. However, in an actual process, unconverted oil may be generated during the conversion step. The unconverted oil fraction may primarily contain hydrocarbons having a carbon number of 3-5. Accordingly, according to one embodiment, the conversion step may further include a step of separating the first fraction from the unconverted oil fraction. The unconverted oil fraction may be recycled to the conversion step, thereby contributing to an improved conversion rate.

[0049] Alternatively, the unconverted fraction may be introduced into a hydrogen production process and used to produce hydrogen. Accordingly, according to one embodiment, the conversion step may further include a step of producing hydrogen from the unconverted fraction in the step. For example, the hydrogen production may be performed by steam reforming the unconverted fraction, and / or by introducing the unconverted fraction into a water-gas shift reaction after partial oxidation. The hydrogen produced through the above process may be used in the hydrotreating of the second fraction described below. More specifically, according to one embodiment, the hydrotreating may be performed only with the hydrogen produced as described above, without a separate external hydrogen supply.

[0050] As described above, the plurality of fractions may include a third fraction having a boiling point of greater than 70°C and less than or equal to 150°C, and the third fraction, separately from the first fraction and the second fraction, may be used to manufacture aviation fuel. In one embodiment, the method may further include the steps of converting at least a portion of the third fraction into a third fraction; and recovering aviation fuel from the third fraction.

[0051] The third oil may have a boiling point exceeding 150°C. Specifically, the boiling point range of the third oil may be exceeding 150°C and not exceeding 300°C, more specifically exceeding 150°C and not exceeding 280°C, and even more specifically exceeding 150°C and not exceeding 250°C.

[0052] The above conversion step may be performed by at least one of polymerization and alkylation, and the same may be applied to the conversion of the first fraction as described above, unless otherwise specified. However, it should be noted that the third fraction is a heavier fraction than the first fraction and is converted into a crude oil having a boiling point range of aviation fuel, and thus the conversion conditions thereof may differ from those of the first fraction. Specifically, the conversion steps of the first fraction and the conversion steps of the third fraction may be performed independently of each other.

[0053] The third fraction contains olefins and aromatics. In the conversion step, the olefins present in the third fraction may polymerize with each other, or the olefins and aromatics present in the third fraction may react with each other.

[0054] For example, first, olefins within the third fraction may be polymerized with each other and converted into a third fraction. The remaining portion that is not converted into the third fraction may include aromatics. Thereafter, lower olefins may be added to the remaining portion that is not converted into the third fraction. The aromatics may react with the added lower olefins to be converted into the third fraction. Accordingly, in one embodiment, the step of converting at least a portion of the third fraction into the third fraction may further include the step of adding lower olefins to the remaining portion of the third fraction that is not converted into the third fraction.

[0055] In another embodiment, the olefins and aromatics in the third fraction may be first separated, and the lower olefins may be added to the separated aromatics. The separated olefins and aromatics may be each converted to the third fraction and then mixed.

[0056] Unlike the first fraction, the third fraction may contain relatively less olefins. Therefore, supplying olefins from outside can further improve the conversion rate of the third fraction. In terms of converting the third fraction into a fraction with a boiling point in the aviation fuel range, the lower olefin may specifically be an olefin having 5 or fewer carbon atoms. More specifically, the lower olefin may have 2 to 4 carbon atoms. As the lower olefin, a lower olefin derived from an FCC reaction product may be used. Referring again to FIG. 1, the gaseous hydrocarbons in the FCC reaction product may include lower olefins. Instead of being introduced into the conversion step as the first fraction, the lower olefins may be added to the third fraction.

[0057] The third fraction can be used alone as aviation fuel. In one embodiment, the third fraction has a fuel content of 750-880 kg / m 3 It can have a density of 5-35 vol% and an aromatic content of 5-35 vol%. If necessary, the third oil fraction can be used mixed with a mixture of the first oil fraction and the second oil fraction described below.

[0058] Meanwhile, the second fraction separated from the FCC reaction product is introduced into a hydrogenation reaction. In other words, the method includes a step of hydrogenating the second fraction. A second fraction can be obtained as the hydrogenation reaction product.

[0059] The second oil may have a boiling point range exceeding 150°C. Specifically, the boiling point range of the second oil may be exceeding 150°C and 320°C or less, more specifically exceeding 150°C and 300°C or less.

[0060] As described above, the second fraction may contain a large amount of aromatics. In one embodiment, the aromatic content in the second fraction may be greater than 50 vol%. Specifically, the aromatic content may be at least 60 vol%, more specifically at least 70 vol%, and even more specifically at least 75 vol%.

[0061] In the present disclosure, the hydrotreating reaction is a reaction that reduces the content of aromatics in the oil fraction, for example, by converting aromatics into paraffin or naphthene. Accordingly, the aromatic content in the second fraction may be 50 vol% or less. Meanwhile, the hydrocracking of the present disclosure may be controlled by considering the blending ratio of the first fraction blended with the second fraction, and the aromatic content in the first fraction. In other words, the hydrocracking of the present disclosure may not require reaction conditions at a level that lowers the aromatic content in the second fraction to, for example, 10 vol% or less, or even 5 vol% or less. In one embodiment, the aromatic content in the second fraction may be 20 vol% or more, specifically, 25 vol% or more.

[0062] In addition, the second oil fraction is 800-950 kg / m 3 It can have a density of . Specifically, the density of the second oil is 820-940 kg / m 3 , more specifically 840-930 kg / m 3 It could be.

[0063] According to one embodiment, the hydrogenation treatment is performed in the presence of hydrogen and a catalyst at a temperature of 200-500°C and a pressure of 30-300 kgf / cm. 2 ·g, LHSV 0.1-5 / h, hydrogen flow rate to reactants 100-3000 Nm 3 / h conditions. For example, a NiMO-based catalyst and / or a CoMO-based catalyst can be used as the catalyst.

[0064] Specifically, the temperature may be 200-500°C, more specifically 250-400°C, even more specifically 270-400°C, and even more specifically 290-390°C.

[0065] Also, specifically, the pressure is 30-300 kgf / cm 2 ·g, more specifically 50-250 kgf / cm 2 ·g, more specifically 60-200 kgf / cm 2 ·g, more specifically 80-160 kgf / cm 2 ·g may be.

[0066] Additionally, specifically, the LHSV may be 0.1-5 / h, more specifically 0.1-4 / h, more specifically 0.2-3 / h, and even more specifically 0.2-2 / h.

[0067] In addition, specifically, the hydrogen flow rate compared to the above reactants is 100-3000 Nm 3 / h, more specifically 200-2500 Nm 3 / h, more specifically 300-2000 Nm 3 / h, more specifically 500-1500 Nm 3 / h may be used. If the above reaction conditions are exceeded, excessive hydrogen may be used in the hydrogenation reaction, which may lead to increased carbon emissions.

[0068] As described above, the first and second fractions obtained alone are difficult to meet the specifications required for aviation fuel. Specifically, the first fraction has a very low aromatic content and is mainly composed of paraffin, resulting in a low density, making it difficult to meet the specifications for aviation fuel. On the other hand, the second fraction has a very high aromatic content, and removing it to meet the specifications for aviation fuel requires excessive hydrogen consumption, which has the disadvantage of increasing carbon emissions. Therefore, the present disclosure makes it possible to increase the production volume of aviation fuel while reducing hydrogen consumption and carbon consumption by appropriately blending the first and second fractions. In other words, the manufacturing method of the present disclosure includes a step of blending the first and second fractions at a predetermined ratio.

[0069] In one embodiment, the first oil fraction and the second oil fraction may be mixed in a volume ratio of 1:0.25-9. Specifically, the mixing ratio may be 1:0.5-5, more specifically 1:0.5-2, and even more specifically 1:0.8-1.8. If the mixing ratio is outside the above range, a problem may arise in not meeting the specifications required as aviation fuel.

[0070] The composition blended as described above can be obtained as an aviation fuel composition. If necessary, subsequent processing, such as a hydrofinishing process, can be performed on the composition. Furthermore, the composition can be mixed with additional additives, if necessary, to meet the specifications of commercially available aviation fuel.

[0071] When manufacturing a composition as described above, it is expected that the relative hydrogen consumption can be reduced by more than 50% compared to manufacturing aviation fuel using only the hydrogenation treatment of the second fraction.

[0072]

[0073] aviation fuel composition

[0074] Another aspect of the present disclosure provides an aviation fuel composition manufactured using the above-described manufacturing method. In one embodiment, the aviation fuel composition may be a SAF composition.

[0075] The above aviation fuel composition comprises a first fraction and a second fraction. Unless otherwise stated, the details regarding the first fraction and the second fraction may be equally applied to the method for producing the aviation fuel composition described above.

[0076] Aviation fuel can have a boiling point range of about 150-300°C. The aviation fuel composition of the present disclosure can also satisfy the above boiling point range.

[0077] The above aviation fuel composition is 750-880 kg / m 3 It can have a density of . Specifically, the density is 775-840 kg / m 3 , more specifically 760-860 kg / m 3 , more specifically 770-850 kg / m 3 It could be.

[0078] Additionally, the aviation fuel composition may have an aromatic content of 5-35 vol%. Specifically, the aromatic content may be 6-32 vol%, more specifically 8-30 vol%, and even more specifically 8-27 vol%.

[0079] Additionally, the freezing point of the aviation fuel composition may be -40°C or lower, specifically, -42°C or lower, and more specifically, -47°C or lower.

[0080] Additionally, the aviation fuel composition may have the following distillation properties as measured by ASTM D86: T10 of 205°C or less, FBP of 300°C or less.

[0081] Hereinafter, embodiments of the present disclosure will be further described with reference to specific experimental examples. The examples and comparative examples included in the experimental examples are merely illustrative of the present disclosure and do not limit the scope of the appended claims. It will be apparent to those skilled in the art that various changes and modifications to the examples are possible within the scope and technical idea of ​​the present disclosure, and it is also natural that such changes and modifications fall within the scope of the appended claims.

[0082]

[0083] Example

[0084] Experimental Example 1.

[0085] Jet fuel oil was manufactured by blending a fraction (second fraction) produced by polymerizing a highly aromatic fraction (boiling point 150-320°C) (first fraction) and a light fraction (boiling point 70°C or lower). The blending conditions and results are shown in Table 1 below.

[0086] CaseCase1Case2Case3Jet productionJet production volume, BBL100100100Jet density, kg / m 3 830820815 Aromatic content in Jet, Vol% 252525 Aromatic content before hydrotreating of the first fraction, Vol% 757575 Aromatic content after hydrotreating, Vol% 254050 Amount after hydrotreating, BBL1006350 Hydrogen consumption (relative amount) during hydrotreating 100% 48% 32% Amount produced of the second fraction, BBL03850 Aromatic content, Vol% 000

[0087] In Table 1 above, the relative amount of hydrogen consumption during hydrogen treatment means the amount of hydrogen consumed in other cases when case 1 is set to 100%.

[0088] As shown in Table 1, the jet fuel oil produced in each case was controlled to have an aromatic content of 25 vol%. Unlike case 1, which was produced using only the first fraction, it can be seen that when the first and second fractions were blended (cases 2 and 3), the hydrogen consumption during hydrotreatment could be reduced by more than 50%. It is expected that the production method of the present disclosure will reduce the amount of hydrogen consumed, thereby reducing carbon emissions.

[0089]

[0090] Experimental example 2.

[0091] In carrying out the process illustrated in Figure 1, it was examined whether hydrogen consumption for hydrotreating could be met without an external hydrogen supply by producing hydrogen using unconverted light hydrocarbons. The hydrotreating process was performed under typical hydrotreating process conditions, such as a temperature of approximately 300-360°C and a pressure of approximately 60-200 bar. The hydrogen production process was also performed under typical reforming conditions, such as a temperature of approximately 600-850°C and a pressure of approximately 20-60 bar.

[0092] The amount of hydrogen consumed during hydrogen treatment and the amount of hydrogen that can be produced from each unconverted light hydrocarbon are summarized in Table 2 below.

[0093] Distinctive hydrogen amount (kNm) 3 / h) Consumption FCC oil hydrotreating 51 Supply FCC derived C3 fraction 45 Alkylation reaction residual C5 60 Alkylation reaction residual LPG 76 Balance (supply-consumption) 188

[0094] Referring to Table 2 above, the amount of hydrogen produced from residual hydrocarbons in the FCC reaction product is greater than the amount of hydrogen consumed, so it is expected that the amount of hydrogen consumed in manufacturing aviation fuel using the manufacturing method of the present disclosure can be met without supplying external hydrogen, if necessary.

[0095] The above description is merely an example of applying the principles of the present disclosure, and other configurations may be included without departing from the scope of the present invention.

Claims

1. A method for manufacturing an aviation fuel composition, (a) a step of introducing a feed into a fluid catalytic cracking (FCC) reaction to generate an FCC reaction product; (b) a step of separating the FCC reaction product into a plurality of fractions including a first fraction and a second fraction, wherein the first fraction is a fraction having a boiling point of 70°C or less, and the second fraction is a fraction having a boiling point of greater than 150°C; (c) a step of converting said first fraction into a first oil, wherein said first oil has a boiling point greater than 70°C; (d) a step of hydrotreating the second fraction to produce a second oil fraction; and (e) A method for producing an aviation fuel composition, comprising the step of blending the first fraction and the second fraction in a predetermined ratio.

2. In claim 1, A method for producing an aviation fuel composition, wherein the step (c) is performed by at least one of polymerization and alkylation.

3. In claim 1, The above method, (f) A method for producing an aviation fuel composition, further comprising a step of producing hydrogen from the unconverted fraction in step (c).

4. In claim 3, The above step (f) is, (f-1) a step of steam reforming the above unconverted oil; and (f-2) A method for producing an aviation fuel composition, comprising at least one step of introducing the unconverted oil fraction into a water gas shift reaction after partial oxidation.

5. In claim 1, The above multiple fractions include a third fraction having a boiling point of more than 70°C and less than or equal to 150°C, The above method, (g-1) converting at least a portion of the third fraction into a third fraction; and (g-2) A method for producing an aviation fuel composition, further comprising a step of recovering aviation fuel from the third fraction.

6. In claim 5, The above step (g-1) is, (g-3) A method for producing an aviation fuel composition, further comprising the step of adding a lower olefin to the remaining portion of the third fraction that is not converted to the third fraction.

7. In claim 6, A method for producing an aviation fuel composition, wherein the lower olefin is an olefin having 5 or fewer carbon atoms.

8. In claim 1, The above hydrogenation treatment is carried out in the presence of hydrogen and catalyst at a temperature of 200-500℃ and a pressure of 30-300 kgf / cm. 2 ·g, LHSV 0.1-5 / h, hydrogen flow rate 100-3000 Nm relative to reactants 3 A method for producing an aviation fuel composition, the method being performed under / h conditions.

9. In claim 1, A method for producing an aviation fuel composition, wherein the first fraction and the second fraction are mixed in a volume ratio of 1:0.25-9.

10. As an aviation fuel composition, 700-800 kg / m 3 A first fraction having a density of 10 and an aromatic content of 3 vol% or less; and 800-930 kg / m 3 An aviation fuel composition comprising a second fraction having a density of 10 vol% and an aromatic content of 20 vol% or more.

11. In claim 10, An aviation fuel composition wherein the volume ratio of the first fraction to the second fraction is 1:0.25-9.

12. In claim 10, The above aviation fuel composition is 750-880 kg / m 3 An aviation fuel composition having a density of 5-35 vol% and an aromatic content of 5-35 vol%.

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