ES2658695T3 - Process to prepare fuels for airplanes and their products - Google Patents

Abstract

A method for increasing the amount of a synthetic paraffinic kerosene fuel component in an aircraft fuel comprising: a) providing a synthetic paraffinic kerosene fuel component in the boiling range for aircraft having at least 99.5% in weight of hydrocarbons, said hydrocarbons being at least 98.5% by weight of paraffins, less than 1% by weight of bicyclic compounds, and less than 0.5% by weight of total aromatics measured by ASTM D2425; b) provide a petroleum-based aviation fuel component that boils for more than 90% by volume at from 130 to 300 ° C; c) provide pineapple; and d) mixing component a), b) and c), wherein component c) is present in an amount of 5 to 40 percent by weight, based on the mixture, and components a) and b) are in a larger proportion than 1 to 1, thereby providing a mixture of jet fuel having a density of 775 to 840 kg / m3 at 15 ° C.

Description

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like Jet A. Another jet fuel that is commonly used in civil aviation is called Jet B. Jet B is a lighter fuel in the naphtha-kerosene region that is used to improve its performance in cold climates. Jet A, Jet A-1 and Jet B are specified in the ASTM D1655 specification.

Alternatively, jet fuels are classified by armies around the world with a different system of JP numbers. Some are almost identical to their civil counterparts and differ only by the amount of some additives. For example, Jet A-1 is similar to JP-8 and Jet B is similar to JP-4.

Optionally, the fuel compositions described herein may comprise one or more aromatic compounds. In some embodiments, the total amount of aromatic compounds in the fuel compositions is from about 1% to 50% by weight or volume, based on the total weight or volume of the fuel composition. In other embodiments, the total amount of aromatic compounds in the fuel compositions is 15% to 35% by weight or volume, based on the total weight or volume of the fuel compositions. In further embodiments, the total amount of aromatic compounds in the fuel compositions is 15% to 25% by weight or volume, based on the total weight or volume of the fuel compositions. In other embodiments, the total amount of aromatic compounds in the fuel compositions is 5% to 10% by weight or volume, based on the total weight or volume of the fuel composition. In still other embodiments, the total amount of aromatic compounds in the fuel compositions is less than 25% by weight or volume, based on the total weight or volume of the fuel compositions.

Aircraft fuel is a product that boils for more than 90% by volume at between 130 and 300 ° C, which has a density of 775 to 840 kg / m3, preferably 780 to 830 kg / m3, at 15 ° C. (eg ASTM D4502), an initial boiling point in the range of 130 to 160 ° C and a final boiling point in the range of 220 to 300 ° C, a kinematic viscosity at -20 ° C (ASTM D445) suitably 1.2 at 8.0 mm2 / s and a freezing point below -40 ° C, preferably below -47 ° C.

Aircraft fuel will typically meet one of the following standards. Requirements for Jet A-1 in DEF STAN 91-91 (British Ministry of Defense Standard DEF STAN 91-91 / Issue 5 of February 8, 2005 for turbine fuel, Aviation "Kerosene Type", Jet A-1, code NATO F-35, AVTUR joint service designation or versions updated at the time of the test) or "Checklist" (Aviation fuel quality requirements for jointly operated systems (AFQRJOS) are based on the strictest requirements of ASTM D1655 for Jet A-1 and DEF STAN 91-91 and some airport management requirements for IATA guidance material for aviation turbine fuel specifications. Air fuel that meets AFQRJOS is generally referred to as "Jet A -1 to the Checklist "or" Jet A-1 of the Checklist "). Examples of mineral-derived kerosenes that meet the requirements of Jet A-1 and a kerosene stream used in the production of Jet A-1 are listed in Table 1.

Table 1

Aircraft fuel produced by the Merox® process. Fuel for hydroprocessed aircraft, with 19 mg / L of antioxidant Ionox 75 (RDE / A / 609). Fuel for airplanes produced by caustic washing of straight chain kerosene. Kerosene stream straight chain.

The low boiling fraction, as it is separated from mineral diesel, can be used as such or in combination with a kerosene derived from a mineral, suitably manufactured in the same place of production. Since the low boiling fraction can already meet the specifications of the jet fuel, it is clear that the mixing ratio between said component and the mineral kerosene can be freely chosen. The mineral-derived kerosene will typically boil by more than 90% by volume within the usual kerosene range of 130 to 300 ° C, depending on the grade and use. Typically it will have a density of 775 to 840 kg / m3, preferably 780 to 830 kg / m3, at 15 ° C (for example, ASTM D4502 or IP 365). Typically it will have an initial boiling point in the range of 130 to 160 ° C and a final boiling point in the range of 220 to 300 ° C. Its kinematic viscosity at -20 ° C (ASTM D445) could be suitably 1.2 to 8.0 mm2 / s.

The mineral kerosene fraction may be a first distillation kerosene fraction isolated by distillation of said crude oil source or a kerosene fraction isolated from the effluent of typical refinery conversion processes, preferably hydrocracking. The kerosene fraction can also be the first distillation kerosene and kerosene mixture as obtained in a hydrocracking process. Suitably the

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by weight, based on the total weight of the fuel composition, and in an embodiment of 0.01% by weight to 1% by weight.

Static heatsinks reduce the effects of static electricity generated by the movement of fuel through high-flow fuel transfer systems. The static heatsink may be present in the fuel composition at a concentration of 0.001% by weight to 5% by weight, based on the total weight of the fuel composition, and in an embodiment of 0.01% by weight to 1% in weigh.

Corrosion inhibitors protect ferrous metals in fuel operation systems, such as pipelines and fuel storage tanks, from corrosion. In circumstances where additional lubricity is desired, corrosion inhibitors that also improve the lubricating properties of the composition can be used. The corrosion inhibitor may be present in the fuel composition at a concentration of 0.001% by weight to 5% by weight, based on the total weight of the fuel composition and in an embodiment of 0.01% by weight at 1 % in weigh.

Ice inhibitors in the fuel system (also known as antifreeze additives) reduce the freezing point of precipitated water from reactor fuels due to cooling at high altitudes and prevent the formation of ice crystals that restrict fuel flow to the engine Certain ice system inhibitors of the fuel system can also act as biocides. The fuel system ice formation inhibitor may be present in the fuel composition at a concentration of 0.001% by weight to 5% by weight, based on the total weight of the fuel composition and in an embodiment of 0.01 % by weight to 1% by weight.

Biocides are used to combat microbial growth in the fuel composition. The biocide may be present in the fuel composition at a concentration of 0.001% by weight to 5% by weight, based on the total weight of the fuel composition, and in an embodiment of 0.01% by weight to 1% by weight. weight.

Metal deactivators suppress the catalytic effect of some metals, particularly copper, on fuel oxidation. The metal deactivator may be present in the fuel composition at a concentration of 0.001% by weight to 5% by weight, based on the total weight of the fuel composition, and in an embodiment of 0.01% by weight at 1 % in weigh.

Thermal stability improvers are used to inhibit the formation of deposits in the high temperature areas of the aircraft's fuel system. The thermal stability improver may be present in the fuel composition at a concentration of 0.001% by weight to 5% by weight, based on the total weight of the fuel composition, and in an embodiment of 0.01% by weight at 1% by weight.

In some embodiments, the fuel composition has a flash point greater than 32 ° C, greater than 33 ° C, greater than 34 ° C, greater than 35 ° C, greater than 36 ° C, greater than 37 ° C, greater than 38 ° C, greater than 39 ° C, greater than 40 ° C, higher at 41 ° C, above 42 ° C, above 43 ° C, or above 44 ° C. In other embodiments, the fuel composition has a flash point greater than 38 ° C. In certain embodiments, the flash point of the fuel composition described herein is measured in accordance with ASTM D 56. In other embodiments, the flash point of the fuel composition described herein is measured in accordance with ASTM D 93. In further embodiments, the flash point of the fuel composition described herein is measured in accordance with ASTM D 3828-98. In still other embodiments, the flash point of the fuel composition described herein is measured in accordance with any conventional method known to those skilled in the art for measuring the flash point of the fuels.

In some embodiments, the fuel composition has a density at 15 ° C from 775 kg / m3 to 840 kg / m3. In certain embodiments, the density of the fuel composition described herein is measured in accordance with ASTM D 4052. In additional embodiments, the density of the fuel composition described herein is measured according to any known conventional method. by those skilled in the art to measure fuel density.

In some embodiments, the fuel composition has a freezing point that is below -30 ° C, below -40 ° C, below -50 ° C, below -60 ° C, below -70 ° C, or below -80 ° C. In other embodiments, the fuel composition has a freezing point of -80 ° C to -30 ° C, -75 ° C to -35 ° C, -70 ° C to -40 ° C, or -65 ° C to -45 ° C. In certain embodiments, the freezing point of the fuel composition described herein is measured in accordance with ASTM D 2386. In additional embodiments, the freezing point of the fuel composition described herein is measured according to any method. conventional known to those skilled in the art to measure the freezing point of fuels.

In some embodiments, the fuel composition has an initial boiling point that is 140 ° C to 170 ° C. In other embodiments, the fuel composition has a final boiling point that is 180 ° C to 300 ° C. In yet other embodiments, the fuel composition has an initial boiling point that is 140 ° C to 170 ° C, and a final boiling point that is 180 ° C to 300 ° C. In certain embodiments, the fuel composition meets the distillation specification of ASTM D 86.

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In some embodiments, the fuel composition has a temperature of the Aircraft Thermal Oxidation Tester (JFTOT) that is equal to or greater than 245 ° C. In other embodiments, the fuel composition has a JFTOT temperature that is equal to or greater than 250 ° C, equal to or greater than 255 ° C, equal to or greater than 260 ° C, or equal to or greater than 265 ° C.

In some embodiments, the fuel composition has a viscosity at -20 ° C that is less than 6 mm2 / s, less than 7 mm2 / s, less than 8 mm2 / s, less than 9 mm2 / s, or less than 10 mm2 / s. In certain embodiments, the viscosity of the fuel composition described herein is measured in accordance with ASTM D

445

In some embodiments, the fuel composition complies with ASTM D 1655 for Jet A-1. In other embodiments, the fuel composition complies with ASTM D 1655 for Jet A. In yet other embodiments, the fuel composition complies with ASTM D 1655 for Jet B.

In another aspect, the invention provides an aircraft fuel composition having a density of 775 to 840 kg / m3 comprising:

a) a petroleum-based aviation fuel component other than b) that boils for more than 90% by volume from 130 to 300 ° C;

b) more than 50 percent by weight, based on the combined components a) and b), of a synthetic paraffin kerosene fuel component in the boiling range for aircraft having at least 99.5% by weight of hydrocarbons, having said hydrocarbons at least 98.5% by weight of paraffins, less than 1% by weight of bicyclic compounds, and less than 0.5% by weight of total aromatic compounds measured by ASTM D2425; Y

c) 5 to 40 percent by weight, based on the composition of aircraft fuel, from pinano.

In other embodiments, the pineapple is present in an amount that is between 5% and 40% by weight, based on the total volume of the fuel composition. In still other embodiments, the pineapple is present in an amount that is between 5% and 35% by weight, based on the total weight of the fuel composition. In still other embodiments, the pineapple is present in an amount that is between 10% and 35% by weight, based on the total weight of the fuel composition. In still other embodiments, the pineapple is present in an amount that is between 5% and 30% by weight, based on the total weight of the fuel composition. In still other embodiments, the pineapple is present in an amount that is between 10% and 30% by weight, based on the total weight of the fuel composition. In still other embodiments, the pineapple is present in an amount that is between 5% and 25% by weight, based on the total weight of the fuel composition. In still other embodiments, the pineapple is present in an amount that is between 10% and 25% by weight, based on the total weight of the fuel composition.

In other embodiments, the synthetic paraffinic kerosene fuel component is present in an amount greater than 50 percent by weight, preferably greater than 55 percent by weight, greater than 60 percent by weight, greater than 65 percent by weight, greater than 70 percent by weight or even greater than 75 percent by weight, based on the combined components a) and b).

In certain other embodiments, the aircraft fuel composition has a density at 15 ° C between 770 and 840 kg / m3, has an aromatic content of less than 10% in vol., Preferably less than 8% in vol. (measured in accordance with ASTM D7566) - specifically ASTM D1319, flash point that is equal to or greater than 38 ° C; and freezing point that is below -40 ° C. In still other embodiments, the petroleum-based fuel is Jet A and the fuel composition complies with ASTM D 1655 for Jet A. In yet other embodiments, the petroleum-based fuel is the Jet A-1 and the composition Fuel meets ASTM D 1655 for Jet A-1. In still other embodiments, the petroleum-based fuel is Jet B and the fuel composition complies with ASTM D 1655 for Jet B.

In another aspect, a fuel system is provided comprising a fuel tank containing the fuel composition described herein. Optionally, the fuel system may further comprise an engine cooling system having a recirculating engine coolant, a fuel line that connects the fuel tank with the internal combustion engine, and / or a fuel filter arranged in the fuel line Some non-limiting examples of internal combustion engines include alternative engines (e.g., gasoline engines and diesel engines), Wankel engines, jet engines, some rocket engines and gas turbine engines.

In some embodiments, the fuel tank is arranged with said cooling system to allow heat transfer from the recirculation engine coolant to the fuel composition contained in the fuel tank. In other embodiments, the fuel system further comprises a second fuel tank containing a second fuel for a jet engine and a second fuel line connecting the second fuel tank with the engine. Optionally, the first and second fuel lines may be provided with electromagnetically operated valves that can be opened or

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50% GTL, 35% Jet A-1 (b), 15% Pinano

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50% GTL, 15% Jet A-1 (b), 35% Pinano

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70% GTL and 30% Jet A-1 (a)

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70% GTL and 30% Jet A-1 (b)

Table 3: Results of the specification for aircraft for fuels 1-3.

Test

Unity Fuel 1 Fuel 2 Fuel 3

Appearance

Satisfactory satisfactory satisfactory

Specific energy, net

MJ / Kg 44.25 43.246 42,988

Smoke point

mm > 50.0 2. 3 14

Freezing point

ºC -55.5 -53.7 -65.6

Density @ 15ºC

kg / m3 736.7 801.6 821.1

Flashpoint

ºC 40.5 41.0 42.5

IBP

ºC 157.1 149.4 153.9

10% recovered

ºC 163.2 168.8 168.6

50% recovered

ºC 164.5 195.7 200.4

90% recovered

ºC 184.6 234.6 238.9

FBP

ºC 205.0 252.2 258.0

Residue

% V / V 0.2 1.0 1.6

Lost

% V / V 0.0 0.9 0.2

Mercaptan Sulfur

% m / m 0.0 0.0011 <0.0003

Total sulfur

% m / m 0.0 0.0385 <0.0003

Aromatic FIA

% volume 0.0 16.5 20.3

Total acidity

mg KOH / g <0.002 <0.009 <0.001

The pinano was obtained from SENYUAN IND. & TRADE CO., LTD, China. Examples Swelling of the elastomer

Table 4: Results of elastomer swelling for all fuels.

Fuel

Description Volume change,%

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GT -0.6

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Jet A-1 (a) 10.9

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Jet A-1 (b) 12.7

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Pinano 46.3

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50% GTL and 50% Jet A-1 (a) 6.1

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Therefore, the addition of pineapple allows a higher proportion of FT-GTL Fuel to be used in combination with the jet fuel and kept within the specifications regarding the elastomer swelling.

Density

Table 6: Density results for all fuels.

Fuel

Description Density (kg / m3 @ 15ºC) Pass / Do not pass

one

GTL 736.7 Does not pass through: -38.3

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Jet A-1 (a) 801.6 Pass by: 26.6

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Jet A-1 (b) 821.1 Pass by: 46.1

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Pinano 861.4 Pass by: 86.4

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50% GTL and 50% Jet A-1 (a) 769.2 Does not pass through: -5.8

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50% GTL and 50% Jet A-1 (b) 778.9 Pass by: 3.9

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50% GTL, 35% Jet A-1 (a), 15% Pinano 778.1 Pass by: 3.1

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50% GTL, 15% Jet A-1 (a), 35% Pinano 790.1 Pass by: 15.1

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50% GTL, 35% Jet A-1 (b), 15% Pinano 784.9 Pass by: 9.9

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50% GTL, 15% Jet A-1 (b), 35% Pinano 793.0 Pass by: 18.0%

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70% GTL and 30% Jet A-1 (a) 756.2 Does not pass through: -18.8

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70% GTL and 30% Jet A-1 (b) 762.0 Does not pass through: -13.0

Fig. 2 shows the density results at 15 ° C for all fuels. As shown in Table 6, fuel 1 (FT GTL) has a density considerably less than the specification required for jet fuel. When Fuel 1 is mixed with Fuel 2 (Jet A-1 (a)) in a 10: 1 ratio, the resulting fuel (Fuel 5) has a density that is below the specification for airplanes (i.e. 769.2 kg / m3). Therefore, a denser Jet A-1 fuel is required to mix it with Fuel 1 in order to provide a specific jet fuel. A mixture of fuel 1 with fuel 3 (ie GTL and Jet A-1 (b)) supplies the fuel 6. This fuel is within the density specifications according to the specification of the jet fuel. This

15 illustrates the need for careful selection of aviation fuel (with a sufficiently high density) when mixing a GTL and aviation fuel to form a semi-synthetic fuel in accordance with ASTM D7566-11a.

Pure pineapple has a density of 861.4 kg / m3, which is higher than any of the pure components tested in this document and above the specification limit for airplanes.

20 The GTL vs. Jet A-1 ratio within Fuels 7-10 (three component mixtures) is greater than 1: 1, that is, greater than 50% GTL. However, due to the presence of pineapple, the density of the final fuel is within the specifications or is adapted for use, see Tables 6 and 7.

Table 7: Density results for three component fuels.

Fuel

Density ((Kg / m3 @ 15ºC) GTL Ratio: Jet A-1 Pass / Do not pass

7

778.1 1.4 Pass

8

790.1 3.3 Pass

9

784.9 1.4 Pass

10

793.0 3.3 Pass

Table 8: Density results for bi-component fuels.

Fuel

Density ((Kg / m3 @ 15ºC) GTL Ratio: Jet A-1 Pass / Do not pass

5

769.2 1.0 Does not happen

6

778.9 1.0 Pass

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756.2 2.3 Does not happen

12

762.0 2.3 Does not happen

Therefore, the addition of pineapple allows a greater proportion of GTL fuel to be used in combination with aviation fuel and to remain in the specification with respect to density.

Table 9: Aromatic content for all fuels.

Fuel

Description % by volume of aromatic compounds

one

GTL 0.0

2

Jet A-1 (a) 16.5

3

Jet A-1 (b) 20.3

4

Pinano 0.0

5

50% GTL and 50% Jet A-1 (a) 8.3

6

50% GTL and 50% Jet A-1 (b) 10.2

7

50% GTL, 35% Jet A-1 (a), 15% Pinano 5.8

8

50% GTL, 15% Jet A-1 (a), 35% Pinano 2.5

9

50% GTL, 35% Jet A-1 (b), 15% Pinano 7.1

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50% GTL, 15% Jet A-1 (b), 35% Pinano 3.0

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70% GTL and 30% Jet A-1 (a) 5.0

12

70% GTL and 30% Jet A-1 (b) 6.1

Fig. 3 shows the aromatic content of all fuels in% by volume. The standard for semi-synthetic aviation fuel (ASTM 7566-11a) states that the aromatic content of a semi-synthetic aviation fuel should not be less than 8%. However, this level of aromatic compounds is necessary to satisfy the swelling properties of the elastomer and to ensure that the jet fuel has a density that is sufficiently high. The standard for aircraft fuel (ASTM D7566) really considers that aromatic compounds are "unwanted" and only limit an upper limit of 25%. Therefore, although Fuels 7-10 are outside the specification according to the current semi-synthetic specification for aromatic compounds, these fuels are, in fact, suitable for the purpose with respect to

15 density and swelling properties of the elastomer.

Claims (1)

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