Aircraft fuel oil base material, and aircraft fuel oil composition

Abstract

　Provided is an aircraft fuel oil base material that exhibits an excellent lubricity and oxidation stability. This aircraft fuel oil base material contains aliphatic hydrocarbon, has a quaternary carbon fraction of 1.0-7.0% as determined by 13C-NMR measurement, and has a branching index of 60.0-80.0 as determined in 1H-NMR measurement as the peak area for the -CH3 group relative to the total aliphatic hydrocarbon peak area.

Description

Aircraft fuel oil base material and aircraft fuel oil composition

[0001] The present invention relates to an aircraft fuel oil base material and an aircraft fuel oil composition.

[0002] Currently, achieving carbon neutrality by reducing greenhouse gas emissions, particularly carbon dioxide, is a global challenge as a measure against global warming. In the transportation sector, measures such as electrification using renewable energy are being promoted. However, for engines equipped with large internal combustion engines, such as those in aircraft, there are currently limitations to electrification in terms of output and capacity. Therefore, the introduction of synthetic fuels using bio-based materials (Sustainable Aviation Fuel, sometimes abbreviated as "SAF") is being promoted.

[0003] Regarding the above-mentioned SAF, seven types of synthetic fuels are specified by the test method (ASTM-D7566) established by ASTM (American Society for Testing and Materials), and these are what are known as "neat SAF." These include FT (Fischer-Tropsch) oil, HEFA (Hydroprocessed Esters and Fatty Acids), and ATJ (Alcohol to Jet), and the upper limit of the mixing ratio with conventional petroleum-derived fuels (Defense Standard 91-091, ASTM D1655, and in Japan, the "Unified Standard for Shared Oil Storage Facilities (Petroleum Association of Japan)") is also specified. Furthermore, although the manufacturing methods of these neat SAFs differ, they all mainly consist of isoparaffin fractions among saturated aliphatic compounds. The advantage of isoparaffin fractions in aircraft fuel is their superior freezing and precipitation points, which are required when used in extremely low-temperature environments at high altitudes. While maintaining such low-temperature performance, fuels with high density and capable of generating greater energy and heat per unit volume are disclosed in Patent Documents 1 and 2.

[0004] Japanese Patent No. 7248866, Japanese Unexamined Patent Publication No. 2023-75304, Japanese Patent No. 5525786, Japanese Unexamined Patent Publication No. 2022-151754, Japanese Patent No. 6181537, Japanese Patent No. 5525786

[0005] On the other hand, while various quality requirements other than those mentioned above are set for aircraft fuel, there is little knowledge regarding the influence of the molecular structure of isoparaffin fractions on quality characteristics. Patent document 3 discloses knowledge regarding the content of isoparaffins with two or more branches, but this is also related to the low-temperature performance mentioned above. Furthermore, oxidation stability to prevent the impact of oxidative degradation of fuel on the aircraft fuel system (such as deterioration of rubber hoses) and lubricity required to prevent wear on metal sliding parts of the fuel system (such as pumps) are important factors for maintaining quality in SAF, which does not contain sulfur compounds, which are natural inhibitors, and whose main component is relatively low viscosity paraffin. Although there are related disclosures in Patent documents 4 to 6, all of them use substances mainly contained in conventional fuels or substances contained in specific bio-raw materials, such as alkylbenzene, naphthenebenzene, tetralin (a type of naphthenebenzene), n-undecane, and olefins, as control factors, and do not show the relationship between the structure of isoparaffin fractions and lubricity and oxidation stability.

[0006] This invention has been made in view of the above circumstances, and aims to provide an aircraft fuel oil base material containing aliphatic hydrocarbons that has excellent lubricity and oxidation stability.

[0007] In view of the above problems, the inventors have conducted thorough research and found that the problems can be solved by the following invention.

[0008] [1] １３ The quaternary carbon content determined by C-NMR measurement is 1.0% or more and 7.0% or less, １ -CH2 as a function of the peak area of ​​all aliphatic hydrocarbons in 1H-NMR measurements ３ [2] An aircraft fuel oil base material having a branching index of 60.0 or more and 80.0 or less as the base peak area, and containing an aliphatic hydrocarbon. [3] The aircraft fuel oil base material according to [1] above, wherein the quaternary carbon content is 1.5% or more and 5.5% or less. [4] The aircraft fuel oil base material according to [1] above, wherein the quaternary carbon content is 2.5% or more and 5.0% or less. １３[1] to [3] above, wherein the sum of the quaternary carbon content and tertiary carbon content determined by C-NMR measurement is 15.0% or more and 50.0% or less. [5] Aircraft fuel oil base material according to any one of [1] to [4] above, wherein the branching index is 62.5 or more and 77.0 or less. [6] Kinematic viscosity at -20°C is 4.700 mm ２ / s or more 6.500mm ２ [1] An aircraft fuel oil base material according to any one of [1] to [5] above, wherein the kinematic viscosity at -20°C is 8.00 mg / liter or less. [2] An aircraft fuel oil base material according to any one of [1] to [6] above, wherein the aliphatic hydrocarbon content on a total basis of the aircraft fuel oil base material is 90.0% by mass or more. [3] An aircraft fuel oil composition comprising the aircraft fuel oil base material according to any one of [1] to [7] above and an antioxidant. [4] An aircraft fuel oil composition according to [8] above, wherein the antioxidant content is 0.1 mg / liter or more and 24.0 mg / liter or less. [5] An aircraft fuel oil composition according to [8] or [9] above, further comprising a lubricity improver. [6] An aircraft fuel oil composition according to any one of [8] or [9] above, wherein the kinematic viscosity at -20°C is 8.000 mm ２ An aircraft fuel oil composition according to any one of [8] to

[10] above, wherein the ratio is less than or equal to / s.

[12] An aircraft fuel oil composition according to any one of [8] to

[11] above, wherein the content of the aircraft fuel oil base material is 0.1% by volume or more.

[13] An aircraft fuel oil composition according to any one of [8] to

[12] above, further containing 40% by volume or more of kerosene base material.

[0009] According to the present invention, it is possible to provide an aircraft fuel oil base material containing aliphatic hydrocarbons that has excellent lubricity and oxidation stability.

[0010] Hereinafter, an aircraft fuel oil base material and an aircraft fuel oil composition according to an embodiment of the present invention (hereinafter may be simply referred to as "the present embodiment") will be specifically described. In the present specification, the numerical values related to "below", "above" and "to" regarding the description of numerical ranges are values that can be arbitrarily combined. For example, when "A to B" and "C to D" are described for a certain numerical range, numerical ranges such as "A to D" and "C to B" are also included. Further, the numerical values in the examples are values that can be used as an upper limit or a lower limit.

[0011] [Fuel Oil Base Material for Aircraft] The aircraft fuel oil base material of the present embodiment is: １３ the quaternary carbon fraction determined by 13C-NMR measurement is 1.0% or more and 7.0% or less, and １ with respect to the peak area of all aliphatic hydrocarbons in 1H-NMR measurement, -CH ３ the branching index determined as the peak area of the group is 60.0 or more and 80.0 or less, and the base material comprises an aliphatic hydrocarbon.

[0012] The above-mentioned aircraft fuel oil base material is not particularly limited as long as it satisfies a predetermined quaternary carbon fraction and branching index and contains an aliphatic hydrocarbon. For example, it may be prepared by mixing products sold as existing solvents, etc. From the viewpoint of contributing to carbon neutrality, those derived from biological resources (biomass) such as animals and plants, which are called biofuels, are preferred as raw materials. More specifically, the biofuel is preferably selected from SAF classified into Annex A1 to A7 in the Annex of ASTM D7566 according to its raw material and production method, and more specifically, HEFA (hydrotreated esters and fatty acids), ATJ (Alcohol to Jet), FT oil, and the like can be mentioned. From the viewpoint of carbon neutrality of the above-mentioned aircraft fuel oil base material, the content of biofuel is preferably 50% by mass or more, more preferably 80% by mass or more, and particularly preferably 90% by mass or more.

[0013] When manufacturing the aircraft fuel oil base material of this embodiment by mixing solvents, etc., it is preferable to use a branched olefin polymer from the viewpoint of satisfying the above-mentioned quaternary carbon content and branching index and containing aliphatic hydrocarbons, and more specifically, it is preferable to use a butene polymer that contains a large amount of isobutene. However, other aliphatic hydrocarbon compounds may be mixed in as long as they can be within a range that satisfies the above-mentioned quaternary carbon content and branching index and contains aliphatic hydrocarbons.

[0014] When using the above-mentioned ATJ, it is preferable to use an ATJ obtained by dehydrating ethanol to produce ethylene, then oligomerizing the ethylene to obtain an oligomer containing isobutene, polymerizing the oligomer, and then subjecting it to hydrogenation, in order to satisfy the above-mentioned quaternary carbon fraction and branching index and to include aliphatic hydrocarbons.

[0015] The above-mentioned HEFA is defined in ASTM-D7566 as described above, and is obtained by subjecting biomass raw materials excluding fossil fuels to hydrogenation treatment, etc., and said biomass raw materials are organic resources derived from plants and animals. From the viewpoint of reducing environmental impact, such biomass raw materials are preferably those that contain triglycerides such as vegetable oils, animal oils, vegetable fats and animal fats, and free fatty acids contained therein as needed (hereinafter sometimes referred to as "triglycerides, etc."). More specifically, examples include vegetable oils and vegetable fats such as coconut oil, palm kernel oil, palm oil, cocoa butter, linseed oil, safflower oil, sesame seed oil, tung oil, cottonseed oil, rapeseed oil, sesame oil, corn oil, soybean oil, sunflower oil, kapok oil, olive oil, mustard oil, peanut oil, castor oil, camellia oil, jatropha oil, camelina oil, carinata oil, mandarin oil, and oils derived from microalgae; and animal oils and animal fats such as cow's milk fat, goat's milk fat, buffalo milk fat, beef tallow, lamb's fat, mutton fat, fish oil, liver oil, and beef tallow. In the manufacturing method of this embodiment, one of these can be used alone or in combination to satisfy the predetermined amount of free fatty acids. Furthermore, among the above vegetable oils, animal oils, vegetable fats, and animal fats, waste cooking oil can also be used as edible oil.

[0016] Further, as the biomass raw material, biomass such as herbaceous biomass, woody biomass, microorganism-derived biomass, algal biomass, and organic waste-based biomass can also be used, for example.

[0017] (Hydrogenation) There are no particular restrictions on the method for hydrogenating the above-mentioned biomass raw material, and the hydrogenation can be carried out by a known method. For example, when a biomass raw material containing triglyceride or the like is used, the above-mentioned aviation fuel base material can be obtained by hydrogenating triglyceride or the like.

[0018] More specifically, a method of performing hydrogenation using a hydrogenation catalyst is a preferable example. As the hydrogenation catalyst, a catalyst obtained by supporting at least one metal selected from the elements of Group 6A and Group 8 on a catalyst carrier is preferable. By using such a catalyst, propane and / or butane, and a paraffin composition can be easily obtained in good yield. Further, phosphorus may be further supported on the catalyst carrier, or phosphorus may be contained in an active metal impregnation liquid.

[0019] Preferable examples of the at least one metal selected from the elements of Group 6A and Group 8 include nickel, cobalt, molybdenum, and tungsten, and combinations thereof, such as Ni-Mo, Ni-W, Co-Mo, and Ni-Co-Mo, are also preferably exemplified.

[0020] The supported amount of nickel or cobalt in the hydrogenation catalyst, calculated on the oxide basis, is preferably 1% by mass or more and 10% by mass or less; the supported amount of molybdenum or tungsten in the hydrogenation catalyst, calculated on the oxide basis, is preferably 10% by mass or more and 40% by mass or less; and the supported amount of phosphorus in the hydrogenation catalyst is preferably 1% by mass or more and 10% by mass or less. From the same viewpoint, the catalyst carrier preferably contains 50% by mass or more of alumina, and the alumina is preferably γ-alumina. The catalyst carrier may further contain titania.

[0021] From the perspective of energy efficiency of hydrogenation, etc., the pressure in the hydrogenation is preferably 2 MPa or more, more preferably 3 MPa or more, and the upper limit is preferably 8 MPa or less, more preferably 7 MPa or less. The reaction temperature is preferably 250°C or higher, more preferably 330°C or higher, and the upper limit is preferably 450°C or lower, more preferably 400°C or lower. From the same viewpoint, the liquid hourly space velocity (LHSV) is preferably 0.2 hr －１ or more, more preferably 0.3 hr －１ or more, and the upper limit is preferably 3.0 hr －１ or less, more preferably 2.0 hr －１ or less. Further, the hydrogen / oil ratio is preferably 1000 Nm ３ / kL or more, more preferably 1500 Nm ３ / kL or more, still more preferably 1800 Nm ３ / kL or more, and the upper limit is preferably 3000 Nm ３ / kL or less, more preferably 2500 Nm ３ / kL or less, still more preferably 2200 Nm ３ / kL or less.

[0022] (Isomerization) In the production of the above aircraft fuel base material, the above hydrogenation may be followed by isomerization. Isomerization is a reaction that branches long-chain hydrocarbons derived from biomass raw materials such as triglycerides, and can increase the content of isoparaffins.

[0023] Isomerization is not particularly limited in terms of its method as long as it can branch long-chain hydrocarbons, and can be carried out by a known method, for example, using an isomerization catalyst. Preferred examples of the isomerization catalyst include those in which at least one metal selected from elements of Groups 8 to 10 is supported on a catalyst carrier. As the elements of Groups 8 to 10 used in the isomerization catalyst, platinum group elements including ruthenium, rhodium, palladium, osmium, iridium, and platinum are preferable, and among them, palladium and platinum of Group 10 are more preferable.

[0024] The amount of the above-mentioned metal element supported in the isomerization catalyst is preferably 0.1% by mass or more, more preferably 0.3% by mass or more, with an upper limit of preferably 5% by mass or less, and more preferably 1.5% by mass. From a similar viewpoint, the support for the isomerization catalyst is preferably an acidic support, such as alumina, zeolite, silica-alumina, alumina boria, alumina titania, silica-zirconia, silicoaluminophosphate, etc. These supports may be used individually or in combination of multiple types.

[0025] From the viewpoint of energy efficiency in the isomerization process, the pressure in the isomerization process is preferably 1.5 MPa or higher, more preferably 2 MPa or higher, with an upper limit of preferably 7 MPa or lower, more preferably 5 MPa or lower. The reaction temperature is preferably 200°C or higher, more preferably 250°C or higher, with an upper limit of preferably 460°C or lower, more preferably 360°C or lower. From a similar viewpoint, the liquid space velocity (LHSV) in the isomerization process is preferably 0.2 hr. －１ More preferably 0.3hr －１ The above, with a preferred upper limit of 3.0 hours. －１ The following, and more preferably 2.0hr －１ The following applies. Furthermore, the hydrogen / oil ratio is preferably 150 Nm. ３ / kL or more, more preferably 500Nm ３ / kL or more, more preferably 900Nm ３ The amount is 1500 Nm / kL or more, with a preferred upper limit of 1500 Nm ３ / kL or less, more preferably 1300Nm ３ / kL or less, more preferably 1100Nm ３ It is less than / kL.

[0026] (Fourth carbon content) of the above aircraft fuel oil base material １３The quaternary carbon content determined by C-NMR measurement is 1.0% to 7.0%, preferably 1.5% to 5.5%, and more preferably 2.5% to 5.0%. When the above quaternary carbon content is above the lower limit, the lubricity of the aircraft fuel oil base material is good, and when it is below the upper limit, the oxidation stability is good. The specific method for setting the quaternary carbon content of the aircraft fuel oil base material within the above range is not particularly limited, and it is possible to select one that satisfies a predetermined quaternary carbon content. For example, in the above ATJ, by selecting conditions in which the ratio of isobutene with a branched structure is high among the various intermediates produced in the process of oligomerizing ethylene produced by dehydrating ethanol manufactured from bio-raw materials, the ratio of quaternary carbon in the subsequent polymerization reaction can be increased. In this oligomerization reaction, one method to suppress the formation of 1-butene having a linear structure is, for example, to use a fixed-bed nickel oxide-silica-alumina catalyst and perform a gas-phase reaction at atmospheric pressure, setting the reaction temperature to around 300-350°C to achieve high ethylene conversion rates. This reduces the selectivity of 1-butene and increases the selectivity of isobutene.

[0027] The above quaternary carbon content １３ The results are obtained by C-NMR measurement, and the detailed calculation method will be described, for example, in the examples described later.

[0028] (Total of Class 4 carbon content and Class 3 carbon content) The above aircraft fuel oil base material １３ The sum of the quaternary carbon content and tertiary carbon content determined by C-NMR measurement is preferably 15.0% to 50.0%, more preferably 20.0% to 40.0%, and even more preferably 25.0% to 37.0%.

[0029] (Branch index) of the above aircraft fuel oil base material １The branching index determined by H-NMR measurement is 60.0 to 80.0, preferably 62.5 to 77.0, and more preferably 65.0 to 75.0. The branching index is an indicator of the average number of branches in one molecule; a higher value indicates more branches. "Branching" is calculated as follows: one branch is defined as one molecule where three carbon atoms are bonded to one carbon atom, and two branches are defined as one molecule where four carbon atoms are bonded to one carbon atom. A branching index above the lower limit indicates good lubricity of the aircraft fuel oil base material, while a branching index below the upper limit indicates good oxidation stability. The specific method for setting the branching index of the aircraft fuel oil base material within the above range is not particularly limited; a material satisfying the predetermined branching index can be selected. However, when using HEFA as the aliphatic hydrocarbon, in the n-paraffin isomerization process, for example, in reactions catalyzed by aluminum halides such as alumina, the presence of small amounts of olefins or oxygen can promote isomerization to isoparaffins. Furthermore, the hydrogen pressure in the isomerization process has an optimal reaction pressure depending on the temperature. Below the effective reaction pressure, paraffin decomposition is severe, and if the pressure is too high, isomerization tends to decrease. These conditions can be controlled by adjusting them.

[0030] The above branch index is １ The result is obtained by 1H-NMR measurement, and the detailed calculation method will be described, for example, in the examples described later.

[0031] As a base material for aircraft fuel oil, the kinematic viscosity measured at -20°C in accordance with JIS K2283 is 3,000 to 8,000 mm², from the viewpoint of achieving both fuel fluidity at low temperatures, fuel atomization to aircraft engines, and lubricity. ２ Preferably, it is 4,000 to 7,000 mm. ２ A value of / s is more preferable, and 4,700 to 6,500 mm ２ It is even more preferable if it is / s.

[0032] The aliphatic hydrocarbon content in the aircraft fuel oil base material according to this embodiment is preferably 50% by mass or more, more preferably 80% by mass or more, and even more preferably 90% by mass or more, based on the total amount of the aircraft fuel oil base material.

[0033] [Aircraft Fuel Oil Composition] The aircraft fuel oil composition of this embodiment contains the above-mentioned aircraft fuel oil base material and an antioxidant.

[0034] The aircraft fuel oil composition of this embodiment, by containing the above-mentioned aircraft fuel oil base material, exhibits excellent lubricity and oxidation stability. The content of the above-mentioned aircraft fuel oil base material in the aircraft fuel oil composition is preferably 0.1% by volume or more, more preferably 1.0% by volume or more, and even more preferably 10% by volume or more.

[0035] The aircraft fuel oil composition of this embodiment may or may not contain a base material other than the aircraft fuel oil base material described above, but from the viewpoint of oxidation stability, it is preferable to contain a kerosene base material. From the viewpoint of oxidation stability, the content of the kerosene base material in the aircraft fuel oil composition is preferably 40% by volume or more, more preferably 60% by volume or more, and even more preferably 75% by volume or more.

[0036] <Antioxidant> The antioxidant content in the aircraft fuel oil composition according to this embodiment is preferably 0.1 mg / liter or more and 24.0 mg / liter or less, more preferably 10.0 mg / liter or more and 20.0 mg / liter or less, and even more preferably 15.0 mg / liter or more and 19.0 mg / liter or less, based on the amount of active ingredient of the antioxidant relative to the total amount of the aircraft fuel oil composition. If the antioxidant content is above the lower limit, the oxidation stability of the aircraft fuel oil base material will be good, and if it is below the upper limit, it will be advantageous in terms of cost.

[0037] The above-mentioned antioxidants can be used without particular limitations as long as they are commonly used in fuel oil compositions. For example, phenolic antioxidants and amine antioxidants are preferred. In this embodiment, the antioxidants can be used individually or in combination of multiple types.

[0038] Examples of the above-mentioned phenolic antioxidants include monocyclic tert-alkylphenol antioxidants such as 2,6-di-tert-butylphenol, 2,6-di-tert-butyl-4-methylphenol, 2,4-dimethyl-6-tert-butylphenol, 2,4,6-tri-tert-butylphenol, and 2,6-di-tert-butyl-4-(N,N-dimethylaminomethyl)phenol; and 4,4'-methylenebis(2,6-di-tert-butylphenol) and 4,4'-isopropylidene. Examples include polycyclic tert-alkylphenol antioxidants such as bis(2,6-di-tert-butylphenol), 2,2'-methylenebis(4-methyl-6-tert-butylphenol), 4,4'-bis(2,6-di-tert-butylphenol), 4,4'-bis(2-methyl-6-tert-butylphenol), 2,2'-methylenebis(4-ethyl-6-tert-butylphenol), and 4,4'-butylidenebis(3-methyl-6-tert-butylphenol).

[0039] Examples of the above-mentioned amine-based antioxidants include monoalkyldiphenylamine antioxidants such as monooctyldiphenylamine and monononyldiphenylamine; dialkyldiphenylamine antioxidants such as 4,4'-dibutyldiphenylamine, 4,4'-dipentyldiphenylamine, 4,4'-dihexyldiphenylamine, 4,4'-diheptyldiphenylamine, 4,4'-dioctyldiphenylamine, and 4,4'-dinonyldiphenylamine; polyalkyldiphenylamine antioxidants such as tetrabutyldiphenylamine, tetrahexyldiphenylamine, tetraoctyldiphenylamine, and tetranonyldiphenylamine; and naphthylamine antioxidants such as α-naphthylamine, phenyl-α-naphthylamine, and butylphenyl-α-naphthylamine.

[0040] As the above antioxidant, phenolic antioxidants having a tert-alkyl group are preferred, and monocyclic phenolic antioxidants having a tert-alkyl group are more preferred, with 2,6-di-tert-butylphenol, 2,4-dimethyl-6-tert-butylphenol, and 2,6-di-tert-butyl-4-methylphenol being particularly preferred.

[0041] <Lubricant> The aircraft fuel oil composition of this embodiment preferably further contains a lubricant. The content of the lubricant in the aircraft fuel oil composition according to this embodiment is preferably 23.0 mg / liter or less, more preferably 22.0 mg / liter or less, and even more preferably 20.0 mg / liter or less, based on the amount of active ingredient of the lubricant in relation to the total amount of the aircraft fuel oil composition. When the content of the lubricant is equal to or greater than the above value, the water separation properties of the aircraft fuel oil composition are good. When the aircraft fuel oil composition contains a lubricant, its lower limit is preferably 5.0 mg / liter, and more preferably 10.0 mg / liter.

[0042] The above-mentioned lubricity improvers can be used without particular limitations as long as they are commonly used in fuel oil compositions. Examples include fatty acid-based, fatty acid ester-based, alcohol-based, phenol-based, and succinic acid-based substances. Fatty acid-based and succinic acid-based substances are preferred, and dimer acids and alkenyl-substituted succinic acids are particularly preferred.

[0043] The aircraft fuel oil composition of this embodiment preferably has a total content of 99.0% by mass or more of the aircraft fuel oil base material, antioxidant, and lubricity improver on a total basis, and more preferably consists only of the aircraft fuel oil base material, antioxidant, and lubricity improver.

[0044] <Antistatic Agent> The aircraft fuel oil composition according to this embodiment may further contain an antistatic agent. The antistatic agent can be any agent used as an antistatic agent or antistatic agent in a fuel oil composition, and is not particularly limited. For example, anionic surfactants, cationic surfactants, amphoteric surfactants, etc. are preferred, and more specifically, polysulfonates, polyamine sulfonates, chromium salts of alkyl salicylic acid, calcium salts of decyl sulfosuccinate, copolymers of methacrylate and vinylpyridine, etc. In this embodiment, the antistatic agent can be used alone or in combination of multiple types. When the aircraft fuel oil composition contains an antistatic agent, its content is preferably 5.0 mg / liter or less, more preferably 2.0 mg / liter or less, and even more preferably 1.0 mg / liter or less, based on the total amount of the aircraft fuel oil composition.

[0045] <Properties of the Aircraft Fuel Oil Composition> The aircraft fuel oil composition of this embodiment has a kinematic viscosity of 8,000 mmHg, measured at -20°C in accordance with JIS K2283, from the viewpoint of achieving both fuel fluidity at low temperatures, fuel atomization to aircraft engines, and lubricity. ２ Preferably, the value is less than or equal to / s, and between 3,000 and 8,000 mm. ２ It is more preferable that the value be / s, and the range is 4,000 to 7,000 mm. ２ It is even more preferable that the value be / s, and that the value be between 4,700 and 6,300 mm. ２ It is particularly preferable that it be / s.

[0046] From the viewpoint of suppressing oxidative degradation of aircraft fuel rubber hoses, the aircraft fuel oil composition of this embodiment preferably has an oxidation stability of 65 minutes or more as measured by the petrooxy method specified in Ministry of Economy, Trade and Industry Notification No. 72. The specific method for measuring oxidation stability will be described in detail in the examples below.

[0047] In this embodiment, the aircraft fuel oil composition preferably has an abrasion mark diameter of 0.85 mm or less, as measured in accordance with the Bocle method of ASTM D5001, from the viewpoint of suppressing problems such as seizure of the aircraft fuel pump.

[0048] The aircraft fuel oil composition of this embodiment has a density of 775 to 840 kg / m³. ３ It is preferable that this be the case.

[0049] The aircraft fuel oil composition of this embodiment preferably has a 10% distillation temperature of 205°C or lower, as measured in accordance with JIS K2254, and preferably an endpoint of 300°C or lower.

[0050] The aircraft fuel oil composition of this embodiment preferably has a precipitation point of -47°C or lower, as measured in accordance with JIS K2276.

[0051] In this embodiment, the aircraft fuel oil composition preferably has a water separation index measured in accordance with JIS K2276, which is 85 or higher for the version without an antistatic agent and 70 or higher for the version with an antistatic agent added.

[0052] The aircraft fuel oil composition of this embodiment preferably has an electrical conductivity of 600 pS / m or less, as measured in accordance with JIS K2276.

[0053] Next, the present invention will be described in more detail with reference to examples, but the present invention is not limited in any way by these examples.

[0054] (Example 1-1) A biomass raw material was hydrogenated using a nickel-tungsten-alumina catalyst (a catalyst in which nickel oxide and tungsten oxide are supported on alumina as a support), and then isomerized using a precious metal (platinum) catalyst to produce a fuel oil base material consisting substantially of aliphatic hydrocarbons.

[0055] (Examples 1-2 to 1-3, Comparative Examples 1-1 to 1-2) Different solvent products consisting of aliphatic hydrocarbons, manufactured using the same manufacturing apparatus but having different boiling point ranges, were mixed to prepare fuel oil bases substantially composed of aliphatic hydrocarbons. The carbon fraction, branching index, density, and distillation properties of the fuel oil bases obtained in Examples 1-1 to 1-3 and Comparative Examples 1-1 to 1-2 were measured using the method described below, and the results are shown in Table 1.

[0056] (Carbon Classification Ratio) For the above fuel oil base material, the carbon class of each carbon peak was identified by DEPT (Distortionless Enhancement by Polarization Transfer) 135, 90 measurement. Subsequently, under the measurement conditions described later... １３ ¹³C-NMR measurements were performed, and the fractions of primary, secondary, and quaternary carbon were calculated by dividing each fraction by the sum of the integral values ​​of primary, secondary, and quaternary carbon.

[0057] [ １３ [C-NMR Measurement Conditions] ・NMR Instrument: BRUKER AVANCE IIID ・Probe: 10mmΦ DUL CryoProbe ・Observation Range: -20ppm to 220ppm ・Observation Center: 100ppm ・Waiting Time: 100s ・Flip Angle: 45° ・Number of Accumulations: 64 ・NMR Sample Tube: 10mmΦ ・Sample Volume: 1g ・Measurement Solvent: Deuterated Chloroform ・Measurement Temperature: Room Temperature ・Chemical Shift Correction: The carbon-derived peak of deuterated chloroform was set to the reference point of 77.07 ppm.

[0058] (Branching Index) The branching index of the fuel oil base material of the examples and comparative examples was determined by the measurement conditions described later. １ ¹H-NMR measurements were performed and determined as follows: Aliphatic hydrocarbons were dissolved in deuterated chloroform (chloroform-d), １ ¹H-NMR was measured. In the NMR spectrum obtained using chloroform (7.26 ppm) as the reference, 0.5–1.00 ppm was CH ３ The peak originating from (primary carbon) is CH, with 1.00–2.1 ppm. ２ The peaks are considered to originate from (secondary carbon) and CH (tertiary carbon). Using the areas of these peaks, the branching index was calculated using the following formula: Branching Index = [(Peak Area CH ３ ) / (peak area CH ３ +CH ２ +CH)) × 100

[0059] (Distillation Properties) The distillation properties of the aliphatic hydrocarbons in the examples and comparative examples were measured in accordance with JIS K2254.

[0060]

[0061] (Examples 2-1 to 2-10, Comparative Examples 2-1 to 2-3, and Reference Examples) Aircraft fuel oil compositions were prepared by adding the following additives in the amounts of active ingredients listed in Table 2 to the base materials and kerosene base materials (that satisfy the Jet A-1 requirement derived from petroleum) obtained in the above examples and comparative examples. The kinematic viscosity, oxidation stability, lubricity, and water separation index of the obtained aircraft fuel oil compositions at -20°C were measured by the following method. The results are shown in Table 2.

[0062] - Antioxidant: Maruwa Bussan Co., Ltd. "BHT-25MC" (Active ingredient: 2,6-Diter-butyl-4-methylphenol, Amount of active ingredient: 25% by mass) - Lubrication improver: Innosspec "DCI-4A" (Active ingredients: Alkenyl-substituted succinic acid and dimer acid, Amount of active ingredient: 75% by mass) - Antistatic agent: Innosspec "Stadis450" (Active ingredient: Copolymer of sulfonated olefin and polyamide)

[0063] (Kinematic viscosity at -20°C) The kinematic viscosity of each substrate at -20°C was measured in accordance with JIS K2283.

[0064] (Oxidation Stability) The oxidation stability of each substrate was measured using the petrooxy method specified in Ministry of Economy, Trade and Industry Notification No. 72.

[0065] (Lubricity) For each substrate, the diameter of the wear marks was measured in accordance with the Bocle method of ASTM D5001.

[0066] (Water Separation Index) The water separation index of each substrate was measured in accordance with JIS K2276.

[0067]

[0068] The aircraft fuel oil base material and aircraft fuel oil composition of this embodiment have properties suitable for aircraft fuel applications and are therefore useful.

Claims

1. １３ The quaternary carbon content determined by C-NMR measurement is 1.0% or more and 7.0% or less, １ -CH2 as a function of the peak area of ​​all aliphatic hydrocarbons in 1H-NMR measurements ３ An aircraft fuel oil base material having a branching index of 60.0 or more and 80.0 or less as the base peak area, and containing aliphatic hydrocarbons.

2. The aircraft fuel oil base material according to claim 1, wherein the quaternary carbon content is 1.5% or more and 5.5% or less.

3. The aircraft fuel oil base material according to claim 1, wherein the quaternary carbon content is 2.5% or more and 5.0% or less.

4. １３ The aircraft fuel oil base material according to any one of claims 1 to 3, wherein the sum of the quaternary carbon content and tertiary carbon content determined by C-NMR measurement is 15.0% or more and 50.0% or less.

5. The aircraft fuel oil base material according to any one of claims 1 to 4, wherein the branch index is 62.5 or more and 77.0 or less.

6. The kinematic viscosity at -20°C is 4,700 mmHg. ２ / s or more 6.500mm ２ An aircraft fuel oil base material according to any one of claims 1 to 5, wherein the value is less than or equal to / s.

7. The aircraft fuel oil base material according to any one of claims 1 to 6, wherein the aliphatic hydrocarbon content in the total amount of the aircraft fuel oil base material is 90.0% by mass or more.

8. An aircraft fuel oil composition comprising an aircraft fuel oil base material according to any one of claims 1 to 7 and an antioxidant.

9. The aircraft fuel oil composition according to claim 8, wherein the content of the antioxidant is 0.1 mg / liter or more and 24.0 mg / liter or less.

10. The aircraft fuel oil composition according to claim 8 or 9, further comprising a lubricity enhancer.

11. Kinematic viscosity at -20°C is 8,000 mm². ２ An aircraft fuel oil composition according to any one of claims 8 to 10, wherein the ratio is less than or equal to / s.

12. The aircraft fuel oil composition according to any one of claims 8 to 11, wherein the content of the aircraft fuel oil base material is 0.1% by volume or more.

13. The aircraft fuel oil composition according to any one of claims 8 to 12, further comprising 40% by volume or more of kerosene base material.

Images