Classifications

• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
  • C10L1/00—Liquid carbonaceous fuels
  • C10L1/04—Liquid carbonaceous fuels essentially based on blends of hydrocarbons
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10G—CRACKING HYDROCARBON OILS; PRODUCTION OF LIQUID HYDROCARBON MIXTURES, e.g. BY DESTRUCTIVE HYDROGENATION, OLIGOMERISATION, POLYMERISATION; RECOVERY OF HYDROCARBON OILS FROM OIL-SHALE, OIL-SAND, OR GASES; REFINING MIXTURES MAINLY CONSISTING OF HYDROCARBONS; REFORMING OF NAPHTHA; MINERAL WAXES
  • C10G50/00—Production of liquid hydrocarbon mixtures from lower carbon number hydrocarbons, e.g. by oligomerisation
• • C—CHEMISTRY; METALLURGY
  • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
  • C10G—CRACKING HYDROCARBON OILS; PRODUCTION OF LIQUID HYDROCARBON MIXTURES, e.g. BY DESTRUCTIVE HYDROGENATION, OLIGOMERISATION, POLYMERISATION; RECOVERY OF HYDROCARBON OILS FROM OIL-SHALE, OIL-SAND, OR GASES; REFINING MIXTURES MAINLY CONSISTING OF HYDROCARBONS; REFORMING OF NAPHTHA; MINERAL WAXES
  • C10G69/00—Treatment of hydrocarbon oils by at least one hydrotreatment process and at least one other conversion process
  • C10G69/02—Treatment of hydrocarbon oils by at least one hydrotreatment process and at least one other conversion process plural serial stages only
  • C10G69/12—Treatment of hydrocarbon oils by at least one hydrotreatment process and at least one other conversion process plural serial stages only including at least one polymerisation or alkylation step
  • C10G69/126—Treatment of hydrocarbon oils by at least one hydrotreatment process and at least one other conversion process plural serial stages only including at least one polymerisation or alkylation step polymerisation, e.g. oligomerisation

Definitions

• the invention relates to an aircraft fuel having a freezing point of -47 ° C or lower based on synthetic hydrocarbons with an isoparaffin content of more than 75% by mass, and a method for producing such an aircraft fuel starting from particular biogenic alcohols.
• Aircraft may be powered by engines or turbines or combinations thereof.
• Engines are usually operated with different types of gasoline fuels known as Avgas (Aviation Gasoline).
• Avgas Aviation Gasoline
• Jets, helicopters and military aircraft are powered by a turbine.
• the kerosene with a higher flash point is used in these types of aircraft with a higher boiling point than petrol. If, for example, due to the particular altitude, fuels with particularly good cold behavior are required when using the military aircraft, then mixtures of kerosene and gasoline are used.
• the aviation-type aviation turbine kerosene (Avtur) fuels are the most important because they are used in civil aviation and, for the most part, in military aircraft.
• Jet A1 The turbine fuel standardized for commercial air traffic is Jet A1.
• the quality requirements for Jet A1 are based on the very stringent requirements of the British Ministry of Defense (DEF standard 91 / issue 5 of 8 February 2005 for jet kerosene jet fuel, NATO Code F-35) and ASTM D 1655-04 for aviation Turbine Fuels.
• the turbine fuel must have a cold behavior, expressed as a freezing point, of not higher than -47 ° C.
• the fuel must not contain any impurities.
• To check solid and semi-volatile impurities the "existent gum" is determined.
• MSEP Micro Separometer Rating
• water can enter the product, which must be easily separable from the hydrocarbon phase and must not form an emulsion. Microbial growth can occur at the interface between Jet A1 and water and the hydrocarbons can be degraded microbiologically.
• the impurities or emulsified water may displace filters and block the supply of fuel to the turbine.
• Unsaturated compounds such as olefins can degrade the oxidation and thermal stability.
• the thermal stability can be tested according to ASTM D3241 (JFTOT) or in a coker test (ASTM D1660). Especially with supersonic aircraft, this test value plays a major role.
• options for improving the oxidation stability of aircraft fuels are described in International Patent Application WO 00/11117 A (Exxon).
• the fuels should also burn completely without forming soot. Requirements for this are limit values for the smoke point or smoke point and naphthalene content. Since aromatic hydrocarbons have a long burnout time and burn worst, the naphthalene and aromatics content is limited. However, for the takeoff and landing phase of an aircraft, a lot of power is required for a short time, and the required amounts of fuel do not burn completely in these operations. Increased and frequently visible emissions of soot and particulates are the result. A reduction of these emissions is a requirement of the hour.
• the synthetic fuels In order to be successfully used in practice, the synthetic fuels must be prepared by processes that ensure that all requirements for aviation fuels, especially in terms of cold resistance, are met. It is an essential finding of the present invention that the ratio of isoparaffins to normal paraffins in the synthetic hydrocarbon fuel must be above a value of 3 in order to achieve the required freezing point of ⁇ -47 ° C.
• the isoparaffins are the optimum components of the hydrocarbon mixture because they have better refrigeration behavior with the same number of carbon atoms in the molecule and burn much faster and more completely than aromatics, whereby less unburned hydrocarbons, soot and particulates are emitted. Isoparaffins also have lower ignition temperatures and higher cetane numbers than aromatics, which is important for starting and use in turbines and especially in diesel engines.
• a hydrocarbon mixture can be produced in various ways, the Fischer-Tropsch process being the most well-known in the art. However, it is also possible, for example, to first produce methanol from the synthesis gas and then to convert this via the process stage of the production of olefinic intermediates into a hydrocarbon mixture.
• the aim of the invention are thus fuels whose use on the one hand, the environment is less stressed, on the other hand, the existing strict requirements and quality requirements can be met in aircraft fuels.
• biomass In order to improve the environmental footprint of aviation fuels, one can not rely on products from fossil sources, but must use products made from renewable resources, in particular from biomass. This is important because when biomass is used, it produces products that are CO 2 -neutral, unlike products derived from coal, petroleum products, natural gas or other fossil resources, because the greenhouse gas that they ultimately produce from biomass is returned from the biosphere to biomass renewed biomass production can be consumed.
• biodiesel or biofuel are not suitable as such products, since such products are not available from renewable raw materials in the required quantity and must not be mixed with conventional jet turbine fuels because of technical disadvantages.
• the biomass may consist of agricultural and forestry wastes of vegetable and possibly of animal origin, vegetable oils, fats and their processing products (for example glycerine), biogases, sewage gas, landfill gas and other waste materials.
• the required amount can be adapted to the increasing demand.
• the fuels to be used according to the invention must be miscible with the conventional fuels, so that only those come into question, which consist of hydrocarbons.
• Synthetic fuels can be produced from synthesis gas because synthesis gas can be produced from natural gas, coal, petroleum residues, biomass and other carbon-containing wastes. Synthetic fuels have the advantage that the synthesis process can be controlled so that little to no aromatics, in particular no polynuclear aromatics arise. The purification of the synthesis gas is technically solved, so that the synthesis gas contains no sulfur compounds and other compounds with foreign elements.
• Synthesis gas (CO + H 2 ) can be generated by various methods become.
• Essential processes are gasification processes that are used for solid and liquid feedstocks (eg coal, crude oil residues). From natural gas synthesis gas is generated by reforming.
• Purified biogas, landfill gas, sewage gases and other gases from the gasification of biomass eg: wood gas
• the preferred starting materials for the production of synthesis gas because they come from renewable resources and the CO 2 balance does not deteriorate.
• the hydrocarbon mixtures produced synthetically from biomass have a high proportion of the radionuclide 14 C.
• the half-life of 14 C is 5730 years, from which it can be calculated that after 55,000 years of storage of a dead carbon-containing biomass, the proportion of 14 C is below the detection limit.
• Coal, oil and natural gas are of fossil origin and have virtually no detectable 14 C content and can therefore be distinguished from freshly formed biomass using 14 C radionuclide determination methods (C14 radiocarbon method).
• C14 radiocarbon method 14 C radionuclide determination methods
• biomass gasification processes produce little synthesis gas on a case-by-case basis, then the use or co-use of natural gas as the next feedstock to produce syngas would be recommended to minimize CO 2 emissions and emissions of other undesirable combustion products.
• the biofuel produced in this way may possibly also be mixed with synthetic fuels from coal, natural gas, petroleum residues and C-containing waste or / and with conventional fuel.
• synthetic fuels from biomass based on the 14 C detection is recognizable.
• the purity of a synthetic fuel is easily verifiable, since for a given synthetic fuel from biomass each of a specific content of 14 C can be determined, which must then be detectable in a product, be it a pure product or a product with a specific Amount of other admixtures.
• biogenic component is based on the 14 C content in the syngas used or the fuel produced from it by means of a accurate analytical technique such as nuclear radionuclide technology or mass spectrometry.
• Table 1 compares the properties of various synthetic hydrocarbon mixtures of biomass (BioSyn 1 to BioSyn 4) with the values for a typical aircraft fuel according to Jet A1 and the requirements for aircraft fuels Jet A1 and JP-7, respectively.
• the table also contains the corresponding requirements for diesel fuel for vehicles and engines according to standard EN 590.
• the fuels BioSyn 1 and 2 are synthetically produced kerosene, 1 is structurally hydrogenated and contains no aromatics.
• the fuels BioSyn 3 and 4 are examples of how larger quantities could be made available by expanding the boiling range.
• the BioSyn 3 fuel is a synthetic gas oil with a boiling range different from the standard for Jet A1. Due to the composition of the synthetic gas oil, however, despite the higher boiling position, all other specification values of Jet A1 are complied with.
• BioSyn 4 synthetic fuel is a broad-cut middle distillate that can be taken directly from the total distillation fraction or mixed with light kerosene and a light gas oil. This fuel BioSyn 4 meets all requirements, with the boiling end is within the allowable limits.
• Jet A1 JP-7 EN 590 Density at 15 ° C kg / m 3 805 800 795 825 775-840 800-845 Flash point ° C 70 > 55 55 > 55 min 38 > 55 Freezing Point ° C ⁇ -50 ⁇ -50 ⁇ -50 Max -47 -43.5 CFPP, Winter (summer) ° C -25 Max -20 (5) sulfur content Dimensions% ⁇ 0.001 ⁇ 0.1 ⁇ 0.1 ⁇ 0.001 Max 0.30 0.1 0.001 Aromatics (PCA) Dimensions% ⁇ 1 ⁇ 10 ⁇ 1 ⁇ 1 Max 25.0 5 (11) naphthalene Dimensions% ⁇ 0.001 ⁇ 1 ⁇ 0.3 Max 3.0 Smoke Point mm 49 > 30 > 30 min 25 (19) Dest.
• PCA Aromatics
• the propellants and fuel mixtures of the invention exemplified in the tables have a cetane number above 51 and are therefore also usable as environmentally friendly diesel fuels.
• the addition of the usual additives produces diesel fuels with excellent application behavior, which also emit significantly less pollutants than conventional diesel fuels.

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• Chemical & Material Sciences (AREA)
• Oil, Petroleum & Natural Gas (AREA)
• Engineering & Computer Science (AREA)
• Chemical Kinetics & Catalysis (AREA)
• General Chemical & Material Sciences (AREA)
• Organic Chemistry (AREA)
• Liquid Carbonaceous Fuels (AREA)

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Citations (8)

• 2007
  • 2007-07-24 EP EP07014537A patent/EP1927644A3/fr not_active Withdrawn

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