Method and system for producing aviation fuel

Abstract

The present invention relates to a method and a system for producing aviation fuel. This method comprises the steps of: preparing FT synthetic oil as a feed; introducing the feed into a first distillation column for separating the feed into a plurality of fractions including an aviation fuel boiling point range fraction and an aviation fuel boiling point range exceeding fraction; introducing the aviation fuel boiling point range exceeding fraction into an HCK reactor to produce an HCK reaction product; recycling at least a portion of the HCK reaction product into the first distillation column; introducing the aviation fuel boiling point range fraction into an HDI reactor to produce an HDI reaction product; and recovering aviation fuel from the HDI reaction product.

Description

Aviation fuel manufacturing method and system

[0001] The present disclosure relates to a method and system for manufacturing aviation fuel.

[0002] 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.

[0003] 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.

[0004] SAF can replace conventional aviation fuel without requiring modifications to existing aircraft. Compared to conventional aviation fuels, which are manufactured from fossil fuels like oil and coal, SAF boasts the advantage of reducing carbon emissions by up to 80%. SAF is attracting attention not only from the perspectives of depleting existing fossil fuels and rising crude oil prices, but also from the perspective of preventing global warming and reducing carbon dioxide emissions.

[0005] [Prior Art Literature]

[0006] [Patent Document]

[0007] (Patent Document 1) WO 2020 / 083994 A1

[0008] The present disclosure relates to a method and system for manufacturing aviation fuel.

[0009] One aspect of the present disclosure relates to a method for producing aviation fuel, comprising the steps of: preparing a Fischer-Tropsch (FT) syncrude as a feed; introducing the feed into a first distillation tower for separating the feed into a plurality of fractions including a fraction in the boiling range of aviation fuel and a fraction above the boiling range of aviation fuel; introducing the fraction above the boiling range of aviation fuel into a hydrocracking (HCK) reactor to produce an HCK reaction product; recycling at least a portion of the HCK reaction product to the first distillation tower; introducing the fraction in the boiling range of aviation fuel into a hydroisomerization (HDI) reactor to produce an HDI reaction product; and recovering aviation fuel from the HDI reaction product.

[0010] According to one embodiment, the boiling point range of the aviation fuel is 145 to 300°C.

[0011] In one embodiment, the HCK reactor is operated in the presence of a catalyst and hydrogen at a temperature of 200 to 500° C.; a pressure of 1 to 200 bar; and a time of 0.1 to 10 hr. -1 LHSV of; and 40 to 1800 Nm 3 / m 3 It is operated under the condition of H2 / Oil ratio.

[0012] In one embodiment, the step of recycling at least a portion of the HCK reaction product to the first distillation column comprises the steps of: gas-liquid separating the HCK reaction product to produce a first gas fraction and a first liquid fraction; and recycling the first liquid fraction to the first distillation column.

[0013] In one embodiment, the method further comprises feeding at least a portion of the first gaseous fraction to at least one of the HCK reactor and the HDI reactor.

[0014] In one embodiment, the HDI reactor is operated in the presence of a catalyst and hydrogen at a temperature of 200 to 500° C.; a pressure of 1 to 200 bar; and a time of 0.1 to 10 hr. -1 LHSV of; and 40 to 1800 Nm 3 / m 3 It is operated under the condition of H2 / Oil ratio.

[0015] In one embodiment, the step of recovering aviation fuel from the HDI reaction product comprises the step of introducing the HDI reaction product into a second distillation column.

[0016] In one embodiment, the method further comprises the step of producing hydrogen from at least one of the jet fuel below boiling point range fraction from the first distillation tower and the jet fuel below boiling point range fraction from the second distillation tower.

[0017] In one embodiment, the step of producing the hydrogen comprises steam reforming a fraction below the boiling point range of aviation fuel; or introducing the fraction into a water gas shift reaction after partial oxidation.

[0018] In one embodiment, the step of recovering aviation fuel from the HDI reaction product comprises the steps of: gas-liquid separating the HDI reaction product to produce a second gas fraction and a second liquid fraction; and introducing the second liquid fraction into a second distillation column.

[0019] In one embodiment, the method further comprises feeding at least a portion of the second gaseous fraction to at least one of the HCK reactor and the HDI reactor.

[0020] Another aspect of the present disclosure relates to an aviation fuel manufacturing system, comprising: a first distillation column comprising an inlet for receiving FT synthetic oil as a feed, an aviation fuel below boiling point range fraction outlet, an aviation fuel above boiling point range fraction outlet, and an aviation fuel above boiling point range fraction outlet; an HCK reactor comprising an inlet in fluid communication with the aviation fuel above boiling point range fraction outlet, a hydrogen inlet, and an HCK reaction product outlet, wherein the HCK reaction product outlet is in fluid communication with the inlet of the first distillation column; an HDI reactor comprising an inlet in fluid communication with the aviation fuel boiling point range fraction outlet, a hydrogen inlet, and an HDI reaction product outlet; and a second distillation column comprising an inlet in fluid communication with the HDI reaction product outlet, a aviation fuel below boiling point range fraction outlet, and an aviation fuel outlet.

[0021] In one embodiment, the system further comprises at least one of a first gas-liquid separator comprising an inlet, a first gas fraction outlet, and a first liquid fraction outlet; and a second gas-liquid separator comprising an inlet, a second gas fraction outlet, and a second liquid fraction outlet, wherein when the system comprises the first gas-liquid separator, the HCK reaction product outlet is in fluid communication with the inlet of the first gas-liquid separator, and the first liquid fraction outlet is in fluid communication with the inlet of the first distillation column, and when the system comprises the second gas-liquid separator, the HDI reaction product outlet is in fluid communication with the inlet of the second gas-liquid separator, and the second liquid fraction outlet is in fluid communication with the inlet of the second distillation column.

[0022] In one embodiment, the first gas fraction outlet or the second gas fraction outlet is, independently of one another, in fluid communication with at least one of the hydrogen inlet of the HCK reactor and the hydrogen inlet of the HDI reactor.

[0023] According to one embodiment of the present disclosure, aviation fuel with excellent physical properties can be produced. According to one embodiment of the present disclosure, aviation fuel yield loss can be reduced. According to one embodiment of the present disclosure, the size of the reactor used, the amount of catalyst, etc. can be reduced, thereby reducing initial installation costs and maintenance / repair costs. According to one embodiment of the present disclosure, shortening the lifespan of the catalyst used can be avoided.

[0024] Figure 1 is a comparative example, showing a schematic process diagram for manufacturing aviation fuel according to the prior art.

[0025] Figure 2 illustrates a schematic process diagram for manufacturing aviation fuel according to one embodiment.

[0026] Figure 3 illustrates a schematic process diagram for manufacturing aviation fuel according to another embodiment.

[0027] 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.

[0028] A first aspect of the present disclosure provides a method for producing aviation fuel. The method comprises the step of preparing a feed. As the feed, a Fischer-Tropsch (FT) synthetic oil (syncrude) is used.

[0029] Specifically, in one embodiment, the aviation fuel produced through the method of the present disclosure may be a SAF. For this purpose, the FT synthetic oil may be an FT synthetic oil obtained through an FT process using a renewable feedstock as a reactant. The renewable feedstock may include, but is not limited to, biomass and solid waste.

[0030] The above FT synthetic oil is 0.7 g / cm 3 More than 1.0 g / cm 3It may have a density of less than 0.1 to 1.0 wt%, oxygen; 30 wtppm or less of sulfur; 30 wtppm or less of nitrogen; and 25 wt% or less of olefins. Specifically, the FT synthetic oil may have a density of 0.72 g / cm 3 More than 0.9 g / cm 3 The FT synthetic oil may have a density of 0.73 g / cm and may contain 0.1 to 0.7 wt% oxygen; 20 wtppm or less sulfur; 20 wtppm or less nitrogen; and 20 wt% or less olefin. More specifically, the FT synthetic oil may contain 0.73 g / cm 3 Above 0.88 g / cm 3 It may have a density below, and may contain 0.1 to 0.5 wt% of oxygen; 15 wtppm or less of sulfur; 15 wtppm or less of nitrogen; and 18 wt% or less of olefins.

[0031] The above FT synthetic oil may include paraffin having a carbon number of 16 or more. Specifically, the FT synthetic oil may include normal paraffin having a carbon number of 16 or more. The upper limit of the carbon number of the paraffin is not particularly limited. For example, the carbon number of the paraffin included in the FT synthetic oil may be 200 or less.

[0032] In one embodiment, the content of normal paraffin having 16 or more carbon atoms in the FT synthetic oil may be 10 wt% or more. Specifically, the content may be 20 wt% or more. More specifically, the content may be 30 wt% or more, even more specifically 40 wt% or more, and even more specifically 50 wt% or more.

[0033] The method comprises introducing the feed described above into a first distillation column. The feed is introduced into the first distillation column and separated into a plurality of fractions. The plurality of fractions comprises at least a fraction within the boiling range of aviation fuel and a fraction above the boiling range of aviation fuel. In one embodiment, the plurality of fractions may further comprise a fraction below the boiling range of aviation fuel. The fraction below the boiling range of aviation fuel may primarily comprise a fraction within the boiling range of naphtha, and may also include a lighter tail gas.

[0034] In general, the boiling point range of aviation fuel may vary slightly depending on the properties of the desired product. In one embodiment of the present disclosure, the boiling point range of the aviation fuel may be 145 to 300°C. Accordingly, the boiling point of the aviation fuel fraction above the boiling point may be above 300°C. Additionally, the boiling point of the aviation fuel fraction below the boiling point may be below 145°C. The boiling point ranges of the fractions of the present disclosure may be measured, for example, by the ASTM D7500 method.

[0035] The fraction of the above-described aviation fuel boiling point range primarily comprises hydrocarbons within that boiling point range. The aviation fuel produced by the above method may comprise hydrocarbons having carbon numbers ranging from C8 to C16. The carbon number range of the aviation fuel may also vary slightly depending on the desired product properties. For example, the aviation fuel may comprise hydrocarbons within carbon number ranges such as C8 to C14, C9 to C16, and C10 to C15.

[0036] In one embodiment, the aviation fuel may comprise hydrocarbons having carbon numbers ranging from C8 to C16. Specifically, the aviation fuel may comprise at least 90 wt% of hydrocarbons having carbon numbers ranging from C8 to C16. More specifically, the aviation fuel may comprise at least 95 wt% of hydrocarbons having carbon numbers ranging from C8 to C16, even more specifically at least 98 wt%, and even more specifically at least 99 wt%. Most specifically, the aviation fuel may be composed of hydrocarbons having carbon numbers ranging from C8 to C16.

[0037] In the present disclosure, the jet fuel boiling point range fraction and jet fuel boiling point exceeding the range fraction separated from the first distillation column are respectively introduced into separate reactors (HCK reactor and HDI reactor). By introducing the feed first into the first distillation column, the entire feed can be avoided from being introduced into both the HCK reactor and the HDI reactor. This can prevent the fraction within the jet fuel boiling point range from being decomposed, thereby reducing the yield loss of the final jet fuel obtained.

[0038] Additionally, since the entire feed is not introduced into each of the HCK reactor and the HDI reactor, the size of the reactor used in the method of the present disclosure, the amount of catalyst, the amount of hydrogen, etc. can be reduced. As a result, the initial installation cost and maintenance / repair cost of the facility to which the manufacturing method of the present disclosure is applied can be expected to be reduced.

[0039] The method comprises introducing a fraction above the boiling point range of aviation fuel into an HCK reactor. The HCK reactor hydrocracks the fraction to produce an HCK reaction product. The reaction conditions of the HCK reactor can be controlled so that the fraction above the boiling point range of aviation fuel is hydrocracked into hydrocarbons at a boiling point range of aviation fuel.

[0040] In one embodiment, the HCK reactor is operated in the presence of a catalyst and hydrogen at a temperature of 200 to 500° C.; a pressure of 1 to 200 bar; and a time of 0.1 to 10 hr. -1 Liquid Hourly Space Velocity (LHSV) of 40 to 1800 Nm; 3 / m 3 It can be operated under the condition of H2 / Oil ratio. In the present disclosure, a known HCK reaction catalyst can be used as the catalyst, and is not particularly limited.

[0041] Specifically, the temperature may be 200 to 500°C, 250 to 500°C, 300 to 500°C, 200 to 450°C, 250 to 450°C, 300 to 450°C, 200 to 400°C, 250 to 400°C, 300 to 400°C. More specifically, the temperature may be 300 to 380°C. Even more specifically, the temperature may be 300 to 360°C.

[0042] Also, specifically, the pressure may be 1 to 200 bar, 5 to 200 bar, 10 to 200 bar, 30 to 200 bar, 1 to 150 bar, 5 to 150 bar, 10 to 150 bar, 30 to 150 bar, 1 to 120 bar, 5 to 120 bar, 10 to 120 bar, 30 to 120 bar, 1 to 100 bar, 5 to 100 bar, 10 to 100 bar, 30 to 100 bar. More specifically, the pressure may be 30 to 90 bar. Even more specifically, the pressure may be 30 to 80 bar.

[0043] Also, specifically, the LHSV is 0.1 to 10 hr -1 , 0.1 to 8.0 hr -1 , 0.1 to 6.0 hr -1 , or 0.1 to 4.0 hr-1 may be. More specifically, the LHSV is 0.1 to 3.0 hr -1 may be. More specifically, the LHSV is 0.5 to 2.0 hr -1 It could be.

[0044] Also, specifically, the H2 / Oil ratio is 40 to 1800 Nm 3 / m 3 , 50 to 1600 Nm 3 / m 3 , 60 to 1500 Nm 3 / m 3 , 80 to 1500 Nm 3 / m 3 It can be. More specifically, the H2 / Oil ratio is 100 to 1500 Nm 3 / m 3 It should be noted that the above HCK reaction conditions may vary depending on the type of catalyst used and the type of renewable feedstock.

[0045] The method includes a step of recycling at least a portion of the HCK reaction product thus produced to the first distillation column. Specifically, the HCK reaction product containing a fraction having a boiling point range of aviation fuel may be recycled to the first distillation column. In one embodiment, the recycled HCK reaction product may be first mixed with the feed and introduced into the first distillation column. In another embodiment, the recycled HCK reaction product may be introduced into the first distillation column independently of the feed. By recycling the HCK reaction product to the first distillation column, it is possible to increase the production amount of aviation fuel ultimately intended to be obtained.

[0046] In one embodiment of the present disclosure, the recirculation step may include the steps of gas-liquid separating the HCK reaction product to produce a first gas fraction and a first liquid fraction; and recycling the first liquid fraction to a first distillation column. The first gas fraction may include hydrogen; hydrocarbons (having 1 to 4 carbon atoms) that are gases at room temperature; and carbon dioxide. Specifically, at least a portion of the first liquid fraction may be recycled to the first distillation column, and more specifically, the entire first liquid fraction may be recycled to the first distillation column.

[0047] Both the HCK reactor and the HDI reactor of the present disclosure require hydrogen for the reaction. Accordingly, make-up hydrogen can be supplied independently to each reactor. The first gas fraction containing hydrogen separately from the make-up hydrogen can be used as one of the means for supplying hydrogen to the reactors of the present disclosure. In some embodiments, the method of the present disclosure can further include the step of supplying at least a portion of the first gas fraction to at least one of the HCK reactor and the HDI reactor. Specifically, in one embodiment, at least a portion of the first gas fraction can be supplied to the HCK reactor. In another embodiment, at least a portion of the first gas fraction can be supplied to the HDI reactor. Through this, a reduction in the amount of fresh hydrogen required for the overall process can be expected. In order to increase the purity of the hydrogen in the first gas fraction, a portion of the first gas fraction can be purged.

[0048] The method comprises introducing a fraction of aviation fuel boiling point range into an HDI reactor. The HDI reactor hydroisomerizes the fraction to produce an HDI reaction product. Through the HDI reaction, n-paraffins present in the fraction are converted to iso-paraffins.

[0049] When feeds containing both fractions within the boiling point range of jet fuel and fractions above the boiling point range of jet fuel are sequentially introduced into the HCK reactor and the HDI reactor, fractions having boiling points above the boiling point range of jet fuel may be isomerized earlier than fractions having boiling points within the boiling point range of jet fuel. In this case, in order to manufacture a product meeting the specifications required as jet fuel, the HCK reactor and the HDI reactor must be operated under harsher reaction conditions, and these harsh reaction conditions cause rapid shortening of the lifespan of the catalysts used in each reactor. Since the method of the present disclosure introduces only fractions corresponding to the boiling point range of jet fuel into the HDI reactor, it is expected that shortening of the lifespan of the catalyst due to the reaction under the harsh reaction conditions described above can be prevented.

[0050] Additionally, a low freezing point of aviation fuel, which is mainly used in aircraft operating at high altitudes, is one of the important requirements for aviation fuel. The method of the present disclosure limits the fraction introduced into the HDI reactor to only the aviation fuel boiling point range fraction separated from the first distillation column, thereby enabling the production of aviation fuel having superior properties, such as a freezing point, under the same reaction conditions as compared to introducing a fraction mixed with heavier oils, such as a diesel boiling point range fraction, into the HDI reactor.

[0051] In one embodiment, the HDI reactor is operated in the presence of a catalyst and hydrogen at a temperature of 200 to 500° C.; a pressure of 1 to 200 bar; and a time of 0.1 to 10 hr. -1 Liquid Hourly Space Velocity (LHSV) of 40 to 1800 Nm; 3 / m 3 It can be operated under the condition of H2 / Oil ratio. In the present disclosure, a known HDI reaction catalyst can be used as the catalyst, and is not particularly limited.

[0052] Specifically, the temperature may be 200 to 500°C, 250 to 500°C, 300 to 500°C, 200 to 450°C, 250 to 450°C, 300 to 450°C, 200 to 400°C, 250 to 400°C, 300 to 400°C. More specifically, the temperature may be 300 to 380°C. Even more specifically, the temperature may be 300 to 360°C.

[0053] Also, specifically, the pressure may be 1 to 200 bar, 5 to 200 bar, 10 to 200 bar, 30 to 200 bar, 1 to 150 bar, 5 to 150 bar, 10 to 150 bar, 30 to 150 bar, 1 to 120 bar, 5 to 120 bar, 10 to 120 bar, 30 to 120 bar, 1 to 100 bar, 5 to 100 bar, 10 to 100 bar, 30 to 100 bar. More specifically, the pressure may be 30 to 90 bar. Even more specifically, the pressure may be 30 to 80 bar.

[0054] Also, specifically, the LHSV is 0.1 to 10 hr -1 , 0.1 to 8.0 hr -1 , 0.1 to 6.0 hr -1 , or 0.1 to 4.0 hr -1 may be. More specifically, the LHSV is 0.1 to 3.0 hr -1 may be. More specifically, the LHSV is 0.5 to 2.0 hr -1 It could be.

[0055] Also, specifically, the H2 / Oil ratio is 40 to 1800 Nm 3 / m 3 , 50 to 1600 Nm 3 / m 3 , 60 to 1500 Nm 3 / m3 , 80 to 1500 Nm 3 / m 3 It can be. More specifically, the H2 / Oil ratio is 100 to 1500 Nm 3 / m 3 It should be noted that the above HDI reaction conditions may vary depending on the type of catalyst used and the type of renewable feedstock.

[0056] The method comprises recovering aviation fuel from the HDI reaction product thus generated. The HDI reaction product may be introduced into additional processes to meet the specifications required for aviation fuel. Specifically, in one embodiment, the recovery step may comprise introducing the HDI reaction product into a second distillation column. Through the second distillation column, aviation fuel having the targeted properties may be recovered.

[0057] From the top of the second distillation column, a fraction below the boiling point range of aviation fuel may also be discharged. The fraction below the boiling point range of aviation fuel may be introduced into a further process. Accordingly, in one embodiment, the method may further include a step of producing hydrogen from at least one of the fraction below the boiling point range of aviation fuel from the first distillation column and the fraction below the boiling point range of aviation fuel from the second distillation column.

[0058] Specifically, hydrogen can be produced from light hydrocarbons present in the fraction below the boiling point range of aviation fuel. For example, the hydrogen production can be performed by steam reforming the fraction below the boiling point range of aviation fuel or by introducing it into a water gas shift reaction after partial oxidation.

[0059] In another embodiment, the step of recovering aviation fuel from the HDI reaction product may include the steps of subjecting the HDI reaction product to a gas-liquid separation to produce a second gas fraction and a second liquid fraction; and introducing the second liquid fraction into a second distillation column. The second gas fraction may include hydrogen; hydrocarbons (having 1 to 4 carbon atoms) that are gases at room temperature; and carbon dioxide. Specifically, at least a portion of the second liquid fraction may be supplied to the second distillation column, and more specifically, the entire amount of the second liquid fraction may be supplied to the second distillation column.

[0060] Similar to what was described above with respect to the first gas fraction, the second gas fraction may also be used as one of the means for supplying hydrogen to the reactors of the present disclosure. In some embodiments, the method of the present disclosure may further comprise the step of supplying at least a portion of the second gas fraction to at least one of the HCK reactor and the HDI reactor. Specifically, in one embodiment, at least a portion of the second gas fraction may be supplied to the HCK reactor. In another embodiment, at least a portion of the second gas fraction may be supplied to the HDI reactor.

[0061] In one embodiment of the present disclosure, the step of recovering aviation fuel from the HDI reaction product may further include a step of introducing the HDI reaction product into a hydrofinishing (HDF) reaction. Specifically, when the step of introducing the HDI reaction product into the HDF reaction is included, the HDF reaction product may be subjected to vapor-liquid separation and / or introduced into a second distillation column in place of the HDI reaction product.

[0062] In the HDF reaction, hydrogen is added to the above fraction to saturate the aromatics and olefins in the first fraction with hydrogen, thereby improving the stability of the fuel product against various factors such as oxidation, heat, and UV. The HDF reaction can be performed under known reaction conditions.

[0063] For example, the HDF reaction can be carried out in the presence of a catalyst. The catalyst used in the HDF reaction includes one or more metals selected from elements of Groups 6, 8, 9, 10, and 11 having a hydrogenation function, and specifically, metal sulfide series such as Ni-Mo, Co-Mo, and Ni-W or noble metals such as Pt and Pd can be used.

[0064] Additionally, silica, alumina, silica-alumina, titania, zirconia, and zeolite having a large surface area can be used as carriers, and specifically, alumina and silica-alumina can be used.

[0065]

[0066] A second aspect of the present disclosure provides a system for manufacturing aviation fuel using the aforementioned aviation fuel manufacturing method. In the following, any content that overlaps with the above-described content may be omitted, but those skilled in the art will understand that the above-described content may be applied to configurations corresponding to the aforementioned configurations.

[0067] Referring to FIG. 2, which is illustrated as an embodiment of the present disclosure, the system includes a first distillation tower (111); a hydrocracking (HCK) reactor (121); a hydroisomerization (HDI) reactor (131); and a second distillation tower (141).

[0068] The first distillation tower includes an inlet; an outlet for a fraction below the boiling point range of aviation fuel; an outlet for a fraction above the boiling point range of aviation fuel; and an outlet for a fraction above the boiling point range of aviation fuel. Feed (101) is supplied to the first distillation tower through the inlet. The feed may be FT synthetic oil.

[0069] In the first distillation column, the feed is separated into a plurality of fractions based on boiling points. The plurality of fractions may include an aviation fuel boiling range fraction and an aviation fuel boiling range above-the-boiling-point fraction. Additionally, an aviation fuel boiling range below-the-boiling-point fraction may be produced in the first distillation column. In one embodiment, the aviation fuel boiling range above-the-boiling-point fraction may be discharged from the bottom of the first distillation column, the aviation fuel boiling range fraction may be discharged as a side cut of the first distillation column, and the aviation fuel boiling range below-the-boiling-point fraction may be discharged from the top of the first distillation column. Referring to FIG. 2, the aviation fuel boiling range above-the-boiling-point fraction outlet may be located at the bottom of the first distillation column, and the aviation fuel boiling range above-the-boiling-point fraction may be discharged along line (112). Additionally, the aviation fuel boiling range fraction outlet may be located at the side of the first distillation column, and the aviation fuel boiling range fraction may be discharged as a side cut along line (113). Additionally, the jet fuel boiling point fraction outlet is located at the top of the first distillation column, so that the jet fuel boiling point fraction can be discharged along the line (114).

[0070] The HCK reactor comprises an inlet; a hydrogen inlet; and an HCK reaction product outlet. Here, a fraction above the boiling point range of aviation fuel discharged from the first distillation tower is introduced into the HCK reactor through the inlet. For this purpose, the inlet of the HCK reactor is in fluid communication with the outlet of the aviation fuel above the boiling point range of the first distillation tower.

[0071] Hydrogen may be supplied to the HCK reactor through the hydrogen inlet. The hydrogen supplied to the reactor may be fresh, make-up hydrogen supplied externally. Alternatively, as described below, the hydrogen supplied to the reactor may include, along with make-up hydrogen, so-called recycled hydrogen recovered after use in the system.

[0072] The jet fuel fraction above the boiling point range is reacted with a catalyst and hydrogen in an HCK reactor to produce an HCK reaction product. The HCK reaction product is discharged from the HCK reactor and recycled to a first distillation column. To this end, the HCK reaction product outlet is in fluid communication with the inlet of the first distillation column. In one embodiment, the HCK reaction product may be introduced into the first distillation column through the same inlet through which the feed is introduced into the first distillation column. To this end, the HCK reaction product may be mixed with the feed before being introduced into the first distillation column. In another embodiment, the HCK reaction product may be fed to the first distillation column through a separate inlet from the feed. That is, the first distillation column may include an inlet through which the feed is supplied (the first inlet) and a separate inlet (the second inlet), and the HCK reaction product outlet of the HCK reactor may be in fluid communication with the second inlet.

[0073] As a result of the HCK reaction in the HCK reactor, the HCK reaction product may include not only a fraction corresponding to the boiling point range of aviation fuel, but also a fraction below the boiling point range of aviation fuel, hydrogen, and carbon dioxide. In order to improve the yield of the entire system, unwanted components may be separated before recycling to the first distillation column. In particular, by separating the hydrogen present in the HCK reaction product before recycling to the distillation column, problems that may arise due to excessive hydrogen being introduced into the distillation column can be prevented. Accordingly, in one embodiment, the system may further include a first gas-liquid separator. The first gas-liquid separator may include an inlet; a first gas fraction outlet; and a first liquid fraction outlet. The HCK reaction product may be supplied to the gas-liquid separator and separated into a first gas fraction and a first liquid fraction, and the first liquid fraction may be recycled to the first distillation column. Referring to FIG. 2, the HCK reaction product outlet is in fluid communication with the inlet of the first gas-liquid separator (123), enabling the HCK reaction product to be supplied to the first gas-liquid separator along line (122). In addition, the first liquid fraction outlet of the first gas-liquid separator is in fluid communication with the first distillation column, enabling the first liquid fraction produced in the first gas-liquid separator to be supplied to the first distillation column along line (129).

[0074] In the present disclosure, a known gas-liquid separator can be used as the gas-liquid separator. In view of time and space advantages, the gas-liquid separator may be a flash drum.

[0075] Meanwhile, the system of the present disclosure includes an HDI reactor in addition to an HCK reactor. The HDI reactor includes an inlet; a hydrogen inlet; and an HDI reaction product outlet. Here, a jet fuel boiling point range fraction discharged from a first distillation tower is introduced into the HDI reactor through the inlet. For this purpose, the inlet of the HDI reactor is in fluid communication with the jet fuel boiling point range fraction outlet of the first distillation tower.

[0076] Hydrogen may be supplied to the HDI reactor through the hydrogen inlet. The hydrogen supplied to the reactor may be fresh, make-up hydrogen supplied externally. Alternatively, as described below, the hydrogen supplied to the reactor may include, along with make-up hydrogen, so-called recycled hydrogen recovered after use in the system.

[0077] The jet fuel boiling point range fraction is produced in an HDI reactor in the presence of a catalyst and hydrogen to produce an HDI reaction product. The HDI reaction product is discharged from the HDI reactor and fed to a second distillation tower. For this purpose, the HDI reaction product outlet is in fluid communication with the inlet of the second distillation tower.

[0078] The second distillation column includes an inlet; an outlet for a fraction below the boiling point range of the jet fuel; and an outlet for an jet fuel. In the second distillation column, a target jet fuel can be recovered from the HDI reaction product. Additionally, an jet fuel below the boiling point range fraction can be produced in the second distillation column. In one embodiment, the jet fuel can be discharged from the bottom of the second distillation column, and the jet fuel below the boiling point range fraction can be discharged from the top of the second distillation column. Referring to FIG. 2, the jet fuel outlet can be located at the bottom of the second distillation column and can discharge the jet fuel along line (142). Additionally, the outlet for a fraction below the boiling point range of the jet fuel can be located at the top of the second distillation column and can discharge the jet fuel below the boiling point range fraction along line (143).

[0079] As a result of the HDI reaction in the HDI reactor, the HDI reaction product may include not only a fraction corresponding to the boiling point range of aviation fuel, but also a fraction below the boiling point range of aviation fuel, hydrogen, and carbon dioxide. In order to improve the yield of the entire system, unwanted components may be separated before being supplied to the second distillation column. In particular, by separating the hydrogen present in the HDI reaction product before recycling it to the distillation column, problems that may arise due to excessive hydrogen being introduced into the distillation column can be prevented. Accordingly, in one embodiment, the system may further include a second gas-liquid separator. The second gas-liquid separator may include an inlet; a second gas fraction outlet; and a second liquid fraction outlet. The HDI reaction product may be supplied to the gas-liquid separator and separated into a second gas fraction and a second liquid fraction, and the second liquid fraction may be supplied to the second distillation column. Referring to FIG. 2, the HDI reaction product outlet is in fluid communication with the inlet of the second gas-liquid separator (133), enabling the HDI reaction product to be supplied to the second gas-liquid separator along line (132). In addition, the second liquid fraction outlet of the second gas-liquid separator is in fluid communication with the second distillation column, enabling the second liquid fraction produced in the second gas-liquid separator to be supplied to the second distillation column along line (134).

[0080] In the present disclosure, a known gas-liquid separator may be used as the gas-liquid separator. From a time and space perspective, the gas-liquid separator may be a flash drum. It should be noted that the types of the first gas-liquid separator and the second gas-liquid separator may be independent of each other.

[0081] As described above in the method of the present disclosure, the first gas fraction and the second gas fraction can be used as one of the means for supplying hydrogen to the reactors of the present disclosure. Accordingly, in some embodiments, the first gas fraction outlet of the first gas-liquid separator and / or the second gas fraction outlet of the second gas-liquid separator can be, independently of each other, in fluid communication with at least one of the hydrogen inlet of the HCK reactor and the hydrogen inlet of the HDI reactor. Specifically, in one embodiment, the first gas fraction outlet can be in fluid communication with the hydrogen inlet of the HCK reactor, and the second gas fraction outlet can be in fluid communication with the hydrogen inlet of the HDI reactor. In another embodiment, both the first gas fraction outlet and the second gas fraction outlet can be in fluid communication with the hydrogen inlet of the HCK reactor.

[0082] To efficiently supply hydrogen to each reactor, a compressor for compressing hydrogen gas may be used as needed. The compressor includes an inlet through which hydrogen flows in and an outlet through which hydrogen flows out.

[0083] Referring to FIG. 2, in one embodiment, multiple compressors may be used, such as a first compressor (127) and a second compressor (137). Here, the inlet of the first compressor is in fluid communication with the first gas fraction outlet of the first gas-liquid separator. The first gas fraction may be introduced into the inlet along line (125), and / or make-up hydrogen may be introduced along line (126). The outlet of the first compressor is in fluid communication with the hydrogen inlet of the HCK reactor. Hydrogen gas compressed in the first compressor may be introduced into the HCK reactor along line (128).

[0084] Also, the inlet of the second compressor is in fluid communication with the second gas fraction outlet of the second gas-liquid separator. The second gas fraction may be introduced into the inlet along line (135) and / or make-up hydrogen may be introduced along line (136). The outlet of the second compressor is in fluid communication with the hydrogen inlet of the HDI reactor. The hydrogen gas compressed in the second compressor may be introduced into the HDI reactor along line (138).

[0085] Referring to FIG. 3, which illustrates a process diagram of a system according to another embodiment of the present disclosure, in another embodiment, only make-up hydrogen is supplied to the HDI reactor along line (136). In addition, the second gas fraction outlet of the second gas-liquid separator is in fluid communication with the first compressor. Accordingly, the second gas fraction can be supplied to the first compressor along line (235). Since the amount of hydrogen consumed in the HDI reaction is less than that in the HCK reaction, supplying a small amount of make-up hydrogen to the HDI reactor and supplying hydrogen recovered from the HDI reaction product to the HCK reaction can reduce the amount of make-up hydrogen used throughout the system.

[0086] Additionally, when make-up hydrogen and regenerated hydrogen are supplied to the reactor through separate compressors, the embodiment of FIG. 3 has the additional advantage that only two compressors can be used, unlike the embodiment of FIG. 2, which requires a total of four compressors. The system of the present disclosure may further include a hydrogen production device (not shown). The hydrogen production device includes an inlet and an outlet. The inlet may be in fluid communication with at least one of a jet fuel fraction below boiling point range outlet of a first distillation column and a jet fuel fraction below boiling point range outlet of a second distillation column. Hydrogen flows out through the outlet, and the outlet may be in fluid communication with at least one of a hydrogen inlet of an HCK reactor and a hydrogen inlet of an HDI reactor. In one embodiment, the hydrogen production device may be a steam reforming reactor; or a partial oxidation reactor and a water gas shift reactor.

[0087] The system may further comprise an HDF reactor. The HDF reactor comprises an inlet and an outlet. In one embodiment, the HDF reactor may be installed before the second distillation column, the inlet may be in fluid communication with the HDI reaction product outlet, and the outlet may be in fluid communication with the inlet of the second distillation column. Specifically, when the system comprises a second gas-liquid separator, the outlet may be in fluid communication with the inlet of the second gas-liquid separator.

[0088] Through the above method and system, aviation fuel, more specifically SAF, can be manufactured. In one embodiment, the aviation fuel has a viscosity of 730 to 770 kg / m at 15°C. 3The aviation fuel may have a density of -40°C or less; a freezing point of 38°C or more; an aromatic content of 0.5 wt% or less; and the following distillation properties as measured by ASTM D86: T10 of 205°C or less, FBP of 300°C or less, and T90-T10 of 22°C or more. The aviation fuel manufactured by the method of the present disclosure may be mixed with separate additives as needed to satisfy the specifications as commercially available aviation fuel.

[0089] 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.

[0090]

[0091] Example

[0092] Example 1.

[0093] A process as illustrated in Fig. 2 was performed. FT synthetic oil was supplied as feed (101) to the first distillation tower (111). The fraction exceeding the boiling point range of aviation fuel (fraction with a boiling point exceeding 300°C) separated in the first distillation tower was supplied to the HCK reactor (121). Thereafter, the HCK reaction product was separated into gas and liquid in a gas-liquid separator (123), and the liquid component was supplied back to the first distillation tower.

[0094] Meanwhile, the aviation fuel boiling point range fraction (fraction with a boiling point of 145 to 300°C) separated from the first distillation tower was supplied to the HDI reactor (131). Thereafter, the HDI reaction product was separated into gas and liquid in a gas-liquid separator (133), and the liquid component was supplied to the second distillation tower (141), from which aviation fuel was separated / recovered.

[0095]

[0096] Comparative Example 1.

[0097] A process as illustrated in Fig. 1 was performed. The entire FT synthetic oil was supplied as feed (11) to the HCK reactor (21). Thereafter, the entire HCK reaction product was supplied to the HDI reactor (31). The HDI reaction product was separated into gas and liquid in a gas-liquid separator (33), and the liquid component was supplied to a distillation tower (41). In the distillation tower, a fraction exceeding the boiling point range of aviation fuel was supplied back to the HCK reactor along line (49), and a fraction within the boiling point range of aviation fuel was recovered along line (42).

[0098] It was supplied to the first distillation tower (111). The fraction exceeding the boiling point range of aviation fuel (fraction exceeding 300°C) separated in the first distillation tower was supplied to the HCK reactor (121). Thereafter, the HCK reaction product was separated into gas and liquid in a gas-liquid separator (123), and the liquid component was supplied back to the first distillation tower.

[0099] Meanwhile, the aviation fuel boiling point range fraction (fraction with a boiling point of 145 to 300°C) separated from the first distillation tower was supplied to the HDI reactor (131). Thereafter, the HDI reaction product was separated into gas and liquid in a gas-liquid separator (133), and the liquid component was supplied to the second distillation tower (141), from which aviation fuel was separated / recovered.

[0100] The properties of the feeds of Example 1 and Comparative Example 1 are shown in Table 1 below, and the conditions of each reactor and the yield of the obtained aviation fuel are shown in Table 2 below. Ni / W / SiO2-Al2O3 was used as the HCK catalyst, and Pt / Zeolite was used as the HDI catalyst.

[0101] Feed FT synthetic oil density, g / cm 30.8422 Oxygen content, wt% 0.2 Sulfur content, wtppm< 10 Nitrogen content, wtppm< 10 Olefin content, wt% 16 Boiling point (ASTM-D2887) IBP, ℃13750%, ℃40590%, ℃61395%, ℃656

[0102] Example 1 Comparative Example 1 Reactor HCKHDI HCKHDI Pressure, bar 30 30 30 30 Space velocity, h -1 0.50.50.50.5Temperature, ℃350315350350Volume ratio of hydrogen to oil500:1500:1500:1500:1Relative reactor size10.41.21.2Aviation fuel yield, wt%7566

[0103] In Table 2 above, the relative size of the reactors represents the relative sizes of other reactors when the size of the HCK reactor of Example 1 is set to 1.

[0104] In addition, the yield of the above aviation fuel is calculated based on the amount of aviation fuel obtained from the feedstock FT synthetic oil.

[0105] Referring to Table 2, compared to Comparative Example 1, Example 1 can be seen that the feed is first separated in the first distillation column, which allows for a reduction in the sizes of the HCK reactor and HDI reactor used, and also allows for more relaxed reaction conditions required for the HDI reaction. Furthermore, despite these improved reaction conditions, it can be seen that aviation fuel can be produced with greater efficiency than in Comparative Example 1.

[0106] 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.

[0107] [Explanation of symbols]

[0108] 11, 101: Feed

[0109] 111: First distillation tower

[0110] 21, 121: HCK reactor

[0111] 31, 131: HDI reactor

[0112] 22, 28, 32, 34, 35, 36, 38, 42, 43, 49, 112, 113, 114, 122, 125, 126, 128, 129, 132, 134, 135, 136, 138, 142, 143, 235: lines

[0113] 33, 123, 133: Gas-liquid separator

[0114] 37, 127, 137: Compressor

[0115] 41, 141: Second distillation tower

Claims

1. A method for manufacturing aviation fuel, Step of preparing FT (Fischer-Tropsch) synthetic oil (syncrude) as feed; A step of introducing the above feed into a first distillation tower for separating the feed into a plurality of fractions including an aviation fuel boiling point range fraction and an aviation fuel boiling point range exceeding fraction; A step of introducing the above-mentioned aviation fuel boiling point fraction into a hydrocracking (HCK) reactor to produce an HCK reaction product; A step of recycling at least a portion of the above HCK reaction product to the first distillation tower; A step of introducing the above aviation fuel boiling point range fraction into a hydroisomerization (HDI) reactor to produce an HDI reaction product; and A method for producing aviation fuel, comprising the step of recovering aviation fuel from the HDI reaction product.

2. In claim 1, A method for producing aviation fuel, wherein the boiling point range of the aviation fuel is 145 to 300°C.

3. In claim 1, The HCK reactor is operated in the presence of a catalyst and hydrogen at a temperature of 200 to 500°C; a pressure of 1 to 200 bar; and a time of 0.1 to 10 hr. -1 LHSV of; and 40 to 1800 Nm 3 / m 3 A method for manufacturing aviation fuel, which is operated under the condition of H2 / Oil ratio.

4. In claim 1, The step of recycling at least a portion of the above HCK reaction product to the first distillation tower is: A step of separating the HCK reaction product into a gas-liquid fraction to produce a first gas fraction and a first liquid fraction; and A method for producing aviation fuel, comprising the step of recycling the first liquid fraction to a first distillation tower.

5. In claim 4, A method for producing aviation fuel, wherein the method further comprises the step of supplying at least a portion of the first gaseous fraction to at least one of the HCK reactor and the HDI reactor.

6. In claim 1, The HDI reactor is operated in the presence of a catalyst and hydrogen at a temperature of 200 to 500°C; a pressure of 1 to 200 bar; and a time of 0.1 to 10 hr. -1 LHSV of 40 to 1800 Nm 3 / m 3 A method for manufacturing aviation fuel, which is operated under the condition of H2 / Oil ratio.

7. In claim 1, The step of recovering aviation fuel from the above HDI reaction product is: A method for producing aviation fuel, comprising the step of introducing an HDI reaction product into a second distillation column.

8. In claim 7, A method for producing aviation fuel, wherein the method further comprises a step of producing hydrogen from at least one of a fraction below the boiling point range of aviation fuel derived from a first distillation tower and a fraction below the boiling point range of aviation fuel derived from a second distillation tower.

9. In claim 8, A method for producing aviation fuel, wherein the step of producing hydrogen comprises a step of steam reforming a fraction below the boiling point range of aviation fuel or introducing it into a water gas shift reaction after partial oxidation.

10. In claim 1, The step of recovering aviation fuel from the above HDI reaction product is: A step of separating the HDI reaction product into a gas-liquid fraction to produce a second gas fraction and a second liquid fraction; and A method for producing aviation fuel, comprising the step of introducing the second liquid fraction into a second distillation tower.

11. In claim 10, A method for producing aviation fuel, wherein the method further comprises the step of supplying at least a portion of the second gaseous fraction to at least one of the HCK reactor and the HDI reactor.

12. As an aviation fuel manufacturing system, A first distillation tower comprising an inlet through which FT synthetic oil is supplied as a feed, an outlet for a fraction below the boiling point range of aviation fuel, an outlet for a fraction above the boiling point range of aviation fuel, and an outlet for a fraction above the boiling point range of aviation fuel; An HCK reactor comprising an inlet in fluid communication with the above-mentioned aviation fuel boiling point range fraction outlet, a hydrogen inlet, and an HCK reaction product outlet, wherein the HCK reaction product outlet is in fluid communication with the inlet of the first distillation column; An HDI reactor comprising an inlet in fluid communication with the jet fuel boiling point range fraction outlet, a hydrogen inlet, and an HDI reaction product outlet; and An aviation fuel production system comprising a second distillation column, the second distillation column comprising an inlet in fluid communication with the HDI reaction product outlet, an aviation fuel below boiling point range fraction outlet, and an aviation fuel outlet.

13. In claim 12, The above system, A first gas-liquid separator comprising an inlet, a first gas fraction outlet, and a first liquid fraction outlet; and Further comprising at least one of a second gas-liquid separator comprising an inlet, a second gas fraction outlet, and a second liquid fraction outlet; Wherein, when the system comprises a first gas-liquid separator, the HCK reaction product outlet is in fluid communication with the inlet of the first gas-liquid separator, and the first liquid fraction outlet is in fluid communication with the inlet of the first distillation column, An aviation fuel production system, wherein the system includes a second gas-liquid separator, the HDI reaction product outlet is in fluid communication with the inlet of the second gas-liquid separator, and the second liquid fraction outlet is in fluid communication with the inlet of the second distillation column.

14. In claim 13, An aviation fuel production system, wherein the first gas fraction outlet or the second gas fraction outlet is, independently of each other, in fluid communication with at least one of the hydrogen inlet of the HCK reactor and the hydrogen inlet of the HDI reactor.

Images