JP2003514066A - Jet fuel with improved fluidity - Google Patents

Jet fuel with improved fluidity

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Publication number
JP2003514066A
JP2003514066A JP2001535496A JP2001535496A JP2003514066A JP 2003514066 A JP2003514066 A JP 2003514066A JP 2001535496 A JP2001535496 A JP 2001535496A JP 2001535496 A JP2001535496 A JP 2001535496A JP 2003514066 A JP2003514066 A JP 2003514066A
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JP
Japan
Prior art keywords
formulation
fuel
jet fuel
volume
fraction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2001535496A
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Japanese (ja)
Inventor
サイモン クリストファー ピーター アッシュトン
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ExxonMobil Research and Engineering Co
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Exxon Research and Engineering Co
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Publication of JP2003514066A publication Critical patent/JP2003514066A/en
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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
    • C10L1/10—Liquid carbonaceous fuels containing additives
    • C10L1/14—Organic compounds
    • C10L1/16—Hydrocarbons
    • C10L1/1616—Hydrocarbons fractions, e.g. lubricants, solvents, naphta, bitumen, tars, terpentine
    • 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
    • C10L1/08—Liquid carbonaceous fuels essentially based on blends of hydrocarbons for compression ignition

Abstract

This invention relates to a jet fuel blend comprising a major amount of a kerosine fraction boiling within the range of 140{ to 250{C and a minor amount of a naphtha fraction produced by the catalytic cracking of heavy gas oil which has a distillation range of T<SB>5</SB> = 165{C to T<SB>95</SB> = 210{C and an aromatics content of at least 50 % by volume such that the resultant jet fuel blend has a freezing point below that of the kerosine prior to blending. The blends of the present invention can achieve freezing points below -53.5{C.

Description

【発明の詳細な説明】Detailed Description of the Invention

【０００１】 本発明はジェット燃料に関するものであり、とりわけ低温流動性の改善された
灯油系のジェット燃料に関する。 液状炭化水素は低温の凍結温度に至ると相変化を起こしワックスの固体結晶を
析出する傾向があるが、その結晶の性状および析出がどの程度おこるかについて
は、その液状炭化水素の分子構造と溶解度に依存するところが非常に大きい。つ
まり、通常、高分子の正パラフィンの凝固点(freezing point)が最も高く、それ
に比べ分岐鎖状パラフィンの凝固点は低く、シクロパラフィン（ナフテン）をた
くさん含む炭化水素及び芳香族炭化水素の凝固点が最も低い。ジェット燃料の主
成分は、灯油の沸点範囲を形成するいくつかの留分からなるため、この留分にお
ける高分子の正パラフィンの量がジェット燃料の凝固点に影響する。ジェット燃
料において凝固点を調整しうるのは、通常では一番高沸点の留分に存在する成分
である。それゆえに与えられた留分の凝固点を考慮したうえで、ジェット燃料と
して使用する、或いは、使用可能な灯油留分の最高沸点は決められる。ジェット
燃料の多くはストレートランによる留出物である。蒸留に供されている原油の組
成によって、灯油の沸点範囲内での分留によって得られる留分の組成は決まり、
ひいてはジェット燃料の凝固点も決まる。The present invention relates to jet fuel, and more particularly to kerosene-based jet fuel with improved low temperature fluidity. Liquid hydrocarbons tend to undergo a phase change at low freezing temperatures and to precipitate solid crystals of wax. Regarding the properties of the crystals and the extent of precipitation, the molecular structure and solubility of the liquid hydrocarbons It depends very much on. That is, the freezing point of high molecular weight normal paraffin is usually the highest, the freezing point of branched chain paraffin is lower than that, and the freezing point of hydrocarbons and aromatic hydrocarbons containing a large amount of cycloparaffin (naphthene) is the lowest. . Since the main component of jet fuel consists of several fractions that form the boiling range of kerosene, the amount of polymeric normal paraffins in this fraction affects the freezing point of jet fuel. It is the components normally present in the highest boiling fraction that can adjust the freezing point in jet fuel. Therefore, the maximum boiling point of the kerosene fraction that can be used or used as jet fuel is determined in consideration of the freezing point of a given fraction. Most jet fuel is a straight run distillate. The composition of the crude oil that is subjected to distillation determines the composition of the fraction obtained by fractional distillation within the boiling range of kerosene,
As a result, the freezing point of jet fuel is also determined.

【０００２】 これまで、製油所によっては、ジェット燃料に用いられる留分のうちのいくつ
かの組成を例えば水素添加分解のような工程で化学的に制御することによって上
記の問題点のいくつかを緩和してきた。この水素添加分解のような工程では、よ
り重質なパラフィン系及び芳香族系留分が比較的小さな分子に分解され、同時に
水素化される。とりわけ、長鎖のパラフィンの場合は明らかであり、所望の範囲
内のある分子量をもつより小さな分子に細かく分解されるのである。また、この
工程によって、同時に分岐の鎖状分子が形成されることになる。このように、水
素添加分解のような工程によって、水素添加分解前のもともとの留出物の凝固点
よりもはるかに低い凝固点をもつ生成物が得られる。Heretofore, some refineries have addressed some of the above problems by chemically controlling the composition of some of the fractions used in jet fuel, for example in processes such as hydrocracking. Has eased. In processes such as this hydrocracking, the heavier paraffinic and aromatic fractions are cracked into smaller molecules and simultaneously hydrogenated. Especially in the case of long-chain paraffins, which is apparent, is finely broken down into smaller molecules with a certain molecular weight in the desired range. Also, this step results in the formation of branched chain molecules at the same time. Thus, a process such as hydrocracking results in a product having a much lower freezing point than the original distillate freezing point prior to hydrocracking.

【０００３】 また、ＥＰ−Ａ−０２８２３４２によると、（ｉ）１つの分子に２から１７の
炭素原子を含むα−オレフィン、或いは1つの分子に８から４０の炭素原子を含
む芳香族置換のオレフィンと、（ｉｉ）アルキル基が８から２３の炭素原子を含
むフマル酸エステル、イタコン酸エステル、シトラコン酸エステル、メサコン酸
エステル、トランス或いはシス−グルタコン酸エステルから選ばれるモノアルキ
ルエステル或いはジアルキルエステルとからなる共重合体を燃料に少量の割合で
添加することによって、燃料の低温流動性が改善されることを示唆している。し
かしながら、その低温流動性も、燃料の凝固点に関しては、提案されている法的
規格また将来的な規格にも対応するには十分とは考えられない。According to EP-A-0282342, (i) an α-olefin containing 2 to 17 carbon atoms in one molecule, or an aromatic substituted olefin containing 8 to 40 carbon atoms in one molecule. And (ii) a monoalkyl ester or dialkyl ester selected from fumaric acid ester, itaconic acid ester, citraconic acid ester, mesaconic acid ester, trans or cis-glutaconic acid ester whose alkyl group contains 8 to 23 carbon atoms. It is suggested that the low temperature fluidity of the fuel is improved by adding a small amount of the copolymer to the fuel. However, its low temperature fluidity is not considered sufficient to meet the proposed legal standards or future standards regarding the freezing point of fuels.

【０００４】 現在採用されている方法で、目下のところ、そのままの状態であれば法的規格
を満たすのであるが、ジェット燃料に特有なこととして、極めて低温にさらされ
ることが予想される。とりわけ、高い高度で飛行する時、或いは長距離飛行の最
中などである。燃料の凝固点にかかわる要素として、他には飛行時間、高度、周
囲空気の温度、航空機の対気速度、燃料ピックアップ温度、伝熱特性を決定づけ
る機体の設計がある。この最後の機体の設計に関連して、凍結の危険性は翼端が
最も高くなり、翼端では燃料の体積比に対してその液面が最も高くなる。このよ
うな状況下では、燃料の凝固点が十分に低くなければワックス結晶の析出をおこ
しやすく、その結果、大惨事につながるポンプ圧送性の問題を引き起こしかねな
い。このような事故を避けるために、ＡＳＴＭ Ｄ２３８６ではジェット燃料の
凝固点とポンプ圧送性との関係を規定している。この規定によると、ジェット燃
料の飛行にたえるであろう最低温度は、そのジェット燃料の凝固点の１℃から１
０℃下まわる範囲をとりうるというものである。ジェット機が、ジェット燃料の
凝固点或いはその近傍の温度で作動しなければならない場合、この定義では不十
分であると思われる。ＤＥＦ ＳＴＡＮ ９１−９１／１では、ジェット燃料の
凝固点は−４７℃あるいはそれ以下であることが現在規格として採用されている
。この規格であれば操作上の必要性からはかなり安全であるといえる。 また、ジェット燃料の生産者や供給者にとっては、灯油の沸点範囲として取り
分けることができる留分を最大限に増やし、与えられた原油を蒸留して得るジェ
ット燃料の収量を最大にするということが利益につながる。与えられた原油から
得られる所望のジェット燃料留分の収量の依存性は、その粗原料という出発点に
よって異なる。つまり、ジェット燃料として使用できるストレートラン留出物の
源としての原油が商業ベースで有用性があるかどうかを決める際に、凝固点は有
効な指標の一つとなる。[0004] With the method currently adopted, the legal standard is met at present as it is, but it is expected that it will be exposed to extremely low temperatures, which is peculiar to jet fuel. Especially when flying at high altitude or during long-haul flights. Other factors involved in the freezing point of the fuel include flight time, altitude, ambient air temperature, airspeed of the aircraft, fuel pickup temperature, and airframe design that determines heat transfer characteristics. In connection with this last airframe design, the risk of freezing is highest at the wing tip, where the liquid level is highest at the wing tip to fuel volume ratio. Under such circumstances, unless the freezing point of the fuel is sufficiently low, wax crystals are likely to precipitate, and as a result, a problem of pumpability leading to catastrophe may occur. In order to avoid such an accident, ASTM D2386 defines the relationship between the freezing point of jet fuel and pumping performance. According to this regulation, the lowest temperature that a jet fuel will withstand in flight is 1 ° C to 1 ° C of the freezing point of the jet fuel
It is possible to have a range lower than 0 ° C. This definition may be insufficient if the jet must operate at or near the freezing point of the jet fuel. In DEF STAN 91-91 / 1, it is currently adopted as a standard that the freezing point of jet fuel is -47 ° C or lower. It can be said that this standard is quite safe from the operational need. In addition, for jet fuel producers and suppliers, it is important to maximize the fraction that can be separated as the boiling range of kerosene and maximize the yield of jet fuel obtained by distilling a given crude oil. Leads to profits. The yield dependence of the desired jet fuel fraction obtained from a given crude oil depends on its starting point of crude feed. That is, the freezing point is one of the effective indicators in determining whether or not crude oil as a source of straight run distillate that can be used as jet fuel has commercial utility.

【０００５】 上記のように、燃料が冷却しワックス結晶を析出し、それによってその燃料を
汲み上げることが困難になったり、燃料フィルタを詰まらせたり、さらに場合に
よっては貯油タンク自体のなかで燃料が固化してしまうといった危険性を軽減す
るために様々な方法が試されてきた。そのような方法の一つとして、例えば、低
圧燃料フィルタの手前で燃料を加熱し、燃料温度をその燃料の凝固点の少なくと
も３℃以上高く保持するという方法がある。さらに最近になって、燃料の凝固点
を降下させるための化学薬品添加物の使用も検討されている。しかしながら、民
間機も軍用機もその燃料の仕様については（ＤＥＦ ＳＴＡＮ ９１−９１に規
定されているように）非常に厳しく、いかなる燃料も使用が許可されるまでには
長期にわたるテストが必要となる。例えば、サゾール社で生産しているジェット
燃料も、ＤＥＦ ＳＴＡＮ ９１−９１‐３で認可されている合成物質の含有量
が５０％までの燃料一種のみである。他の多くの添加物、例えば酸化防止剤、抗
静電剤、金属奪活剤、潤滑性向上剤、着氷防止剤、及び熱安定化向上剤などは許
可されてきているが、このようなジェット燃料の凝固点を降下させるためのもの
はいまだ何も認可されてはいない。 そこで、粗製石油の蒸留過程から得られるある留分を燃料に混合することによ
って、ジェット燃料の凝固点をＤＥＦ ＳＴＡＮ ９１−９１／１に規定されて
いる最も低いレベルよりもさらに下降させることが可能であることがわかった。As described above, the fuel cools and deposits wax crystals, which makes it difficult to pump up the fuel, clogs the fuel filter, and, in some cases, the fuel in the oil storage tank itself. Various methods have been tried to reduce the risk of solidification. As one of such methods, for example, there is a method in which the fuel is heated before the low-pressure fuel filter and the fuel temperature is kept higher than the freezing point of the fuel by at least 3 ° C. or more. More recently, the use of chemical additives to lower the freezing point of fuels has also been considered. However, both commercial and military aircraft are very strict in their fuel specifications (as defined in DEF STAN 91-91) and require any long-term testing before any fuel is permitted for use. . For example, the jet fuel produced by Sazol is also only one type of fuel with a synthetic substance content up to 50%, which is approved by DEF STAN 91-91-3. Many other additives such as antioxidants, anti-static agents, metal deactivators, lubricity improvers, anti-icing agents, and heat stabilization improvers have been approved, but Nothing has yet been approved to lower the freezing point of jet fuel. Therefore, it is possible to lower the freezing point of the jet fuel further than the lowest level defined in DEF STAN 91-91 / 1 by mixing a fraction of the crude oil distillation process with the fuel. I knew it was.

【０００６】[0006]

【発明の内容】[Details of the invention]

従って、本発明は、ジェット燃料配合物を提供するものであり、その配合物は
、沸点範囲が１４０℃から２５０℃の灯油留分を多量に含有し、そこに蒸留温度
範囲がＴ5＝１６５℃からＴ95＝２１０℃で芳香族炭化水素含有量が少なくとも
５０体積％である重質軽油（heavy gas oil、以降「ＨＣＣＮ」と称す）から接
触分解によって生成されたナフサ留分を少量混合し、できあがったジェット燃料
配合物の凝固点が混合前の灯油の凝固点よりも低いジェット燃料配合物である。Accordingly, the present invention provides a jet fuel formulation, which formulation contains a large amount of kerosene fraction having a boiling range of 140 ° C to 250 ° C, in which a distillation temperature range of T 5 = 165. A naphtha fraction produced by catalytic cracking from a heavy gas oil (hereinafter referred to as "HCCN") having an aromatic hydrocarbon content of at least 50% by volume at a temperature of 95 ° C to T 95 = 210 ° C. The resulting jet fuel composition has a freezing point lower than that of kerosene before mixing.

【０００７】 このジェット燃料配合物の主成分を形成する灯油留分は、沸点範囲がＴ5＝１
４５℃からＴ95＝２４８℃が適切であり、好ましくは、Ｔ5＝１５０℃からＴ95
＝２４５℃である。本発明のジェット燃料配合物における灯油留分の量は、灯油
留分とＨＣＣＮとを含有する全配合物に対して、７５体積％より多いことが適切
であり、好ましくは、約８０から９９体積％、さらに好ましくは８５から９５体
積％の範囲である。The kerosene fraction, which forms the major constituent of this jet fuel formulation, has a boiling range of T 5 = 1.
45 ° C. to T 95 = 248 ° C. is suitable, preferably T 5 = 150 ° C. to T 95
= 245 ° C. Suitably, the amount of kerosene fraction in the jet fuel formulation of the present invention is greater than 75% by volume, based on the total formulation containing the kerosene fraction and HCCN, preferably about 80 to 99 volumes. %, More preferably 85 to 95% by volume.

【０００８】 ＨＣＣＮは、粗製石油の精製中に、いわゆる軽油留分を接触分解することから
誘導される比較的軽い留分である。ＨＣＣＮを得るための軽油留分の接触分解は
従来から知られている接触分解のいずれかの方法によって行うことができる。こ
ういった方法についてはこの業界ではよく知られており、例えば、Keith Owen
、Trevor Colley著「Automotive Fuels Reference Book」第２版、Society
of Automotive Engineers，Inc，Warrendale，PA，USA(1995)に詳細が記載
されている。さらに具体的には、このテキストの第３章２９−４９ページ、第１
６章４１９−４６９ページ及び８６５−８９０ページに言及されており、この８
６５−８９０ページは「用語解説」の付録１２となっている。ＨＣＣＮ留分は実
質的に水素化精製されていない、つまり、水素化精製を施されず、Ｔ5＝１６５
℃からＴ95＝２１０℃の沸点範囲をもつ。ＨＣＣＮは、少なくとも５０体積％、
適切には５０から７５体積％、好ましくは６０から７５体積％の芳香族炭化水素
を含む。灯油留分とＨＣＣＮとの配合物としては、芳香族含有量の総計が全配合
物の１５から２５体積％であることが適切である。このような配合物を形成する
のに必要なＨＣＣＮの量は、配合物に対して０．５から１５体積％がふさわしく
、好ましくは、全配合物の２．５から１０体積％である。HCCN is a relatively light fraction derived from the catalytic cracking of so-called light oil fractions during the refining of crude petroleum. The catalytic cracking of the light oil fraction for obtaining HCCN can be carried out by any of the conventionally known catalytic cracking methods. These methods are well known in the industry, for example Keith Owen.
, Automotive Fuels Reference Book, Second Edition, by Trevor Colley, Society
Details are described in Automotive Engineers, Inc, Warrendale, PA, USA (1995). More specifically, Chapter 3 pages 29-49, part 1 of this text.
It is mentioned in Chapter 6 at pages 419-469 and 865-890.
Pages 65-890 are Appendix 12 of the Glossary. HCCN fraction is not substantially hydrotreating, i.e., not subjected to hydrorefining, T 5 = 165
It has a boiling range of ℃ to T 95 = 210 ℃. HCCN is at least 50% by volume,
Suitably it contains 50 to 75% by volume, preferably 60 to 75% by volume of aromatic hydrocarbons. Suitable blends of kerosene fraction and HCCN have a total aromatic content of 15 to 25% by volume of the total blend. The amount of HCCN required to form such a formulation is suitably 0.5 to 15% by volume of the formulation, preferably 2.5 to 10% by volume of the total formulation.

【０００９】 このような配合物の凝固点を測定するのにはたくさんの方法がある。例えば、
光センサーを使って配合物の曇り点を検出する方法や、配合物の試料を通る光の
吸収による方法によって測定できる。また、配合物の冷却速度の変化、すなわち
ワックス結晶の生成においてはエネルギーが吸収され、溶解においてはエネルギ
ーが放出されるので、その冷却速度の変化を監視することによっても凝固点を求
めることができる。この後者の方法は凝固点分析装置（Phase Technology社製
ＦＰＡ‐３０、ＦＰＡ‐５０及びＦＰＡ−７０）を使って測定することができ
る。或いは、凝固点、芳香族炭化水素含有量、また飽和含有量は近赤外方法（Ｎ
ＩＲ）で求めることができる。凝固点を求める別の方法としては、いわゆる低温
フィルター目詰まり点法（以降「ＣＦＰＰ」と称す）がある。また別の方法は、
Setapoint Detector測定法（Stanhope−Seta社）として知られているが、航空
機燃料のフィルタの流れを、低温でステンレス鋼製フィルタを通すことによって
測定するものである。この方法では、水冷の熱電式モジュールによってプログラ
ム化された冷却サイクルに試料を供するもので、その間、ポンプは一定の速度で
振動流をフィルタにかけ続ける。ワックスの結晶が析出すると圧力が増し、その
圧力の増加は電子的に感知される。この他、凝固点を測定するのにInstitute o
f Petroleum法（ＩＰ１６）もある。There are many ways to determine the freezing point of such formulations. For example,
It can be measured by a method of detecting a cloud point of a formulation using an optical sensor or a method of absorbing light through a sample of the formulation. Further, since the energy is absorbed in the change in the cooling rate of the compound, that is, the energy is released in the formation of the wax crystals, and the energy is released in the melting, the freezing point can be obtained by monitoring the change in the cooling rate. This latter method can be measured using a freezing point analyzer (FPA-30, FPA-50 and FPA-70 manufactured by Phase Technology). Alternatively, the freezing point, the aromatic hydrocarbon content, and the saturated content are determined by the near infrared method (N
IR). Another method for obtaining the freezing point is the so-called low temperature filter plugging point method (hereinafter referred to as "CFPP"). Another way is
Known as the Setapoint Detector measurement method (Stanhope-Seta), it measures the flow of a aviation fuel filter by passing it through a stainless steel filter at low temperature. In this method, the sample is subjected to a cooling cycle programmed by a water-cooled thermoelectric module, while the pump continues to filter the oscillatory flow at a constant rate. The deposition of wax crystals increases the pressure, which is electronically sensed. In addition to this, the Institute o
There is also the f Petroleum method (IP16).

【００１０】 本発明のジェット燃料配合物の凝固点は、このＩＰ１６法の測定によると、Ｈ
ＣＣＮ成分が混入されていない灯油留分の凝固点よりかなり低いことがわかった
。例えば、ＨＣＣＮ成分の加わっていない灯油留分は、凝固点が−５３．５℃で
ある。ＨＣＣＮ単独では凝固点は−４２から−４５℃である。しかしながら、２
．５体積％のＨＣＣＮを混入させると、同じ灯油留分が凝固点−５４℃を示し、
ＨＣＣＮを５体積％混入させると凝固点は−５４．５℃、１０体積％のＨＣＣＮ
では凝固点は−５５℃となる。 絶対数においては、ワックスが燃料から結晶化するという一般的な危険性に関
してはこれらの数字は意味がないようにみえるが、実はとても重要でありフィル
タやポンプが詰まるという潜在的なリスクを大々的に軽減するものである。ここ
に鑑みて、本発明の特徴がある。 さらなる実施様態によると、本発明はジェット燃料配合物を提供するものであ
り、沸点範囲が１４０℃から２５０℃の灯油留分を多量に含有し、蒸留温度範囲
がＴ5＝１６５℃からＴ95＝２１０℃であり芳香族炭化水素含有量が少なくとも
５０体積％の重質軽油（以降「ＨＣＣＮ」と称す）から接触分解によって生成さ
れたナフサ留分を少量含有し、できあがったジェット燃料配合物の凝固点が−５
３．５℃より低いジェット燃料配合物である。The freezing point of the jet fuel formulation of the present invention is H as measured by this IP16 method.
It was found to be much lower than the freezing point of the kerosene fraction without the CCN component. For example, the kerosene fraction to which the HCCN component is not added has a freezing point of -53.5 ° C. HCCN alone has a freezing point of -42 to -45 ° C. However, 2
． When 5% by volume of HCCN was mixed, the same kerosene fraction showed a freezing point of -54 ° C,
When 5% by volume of HCCN is mixed, the freezing point is -54.5 ° C and 10% by volume of HCCN.
Then, the freezing point becomes -55 ° C. In absolute numbers, these numbers seem to be meaningless with respect to the general danger that wax will crystallize from fuel, but in fact they are so important that the potential risk of clogging filters and pumps is vast. It alleviates. In view of this, there is a feature of the present invention. According to a further embodiment, the present invention provides a jet fuel blend comprising a kerosene fraction having a boiling range of 140 ° C to 250 ° C and a distillation temperature range of T 5 = 165 ° C to T 95. = 210 ° C and containing a small amount of naphtha fraction produced by catalytic cracking from a heavy gas oil having an aromatic hydrocarbon content of at least 50% by volume (hereinafter referred to as "HCCN"), and a jet fuel blend produced. Freezing point is -5
Jet fuel formulation below 3.5 ° C.

【００１１】 本発明のさらなる特徴としては、ジェット燃料の凝固点を降下させるために配
合物に用いられるＨＣＣＮは、燃料本体がとりだされる粗製石油の中の実質的な
天然成分であるということである。そのため、相容性の問題は全くなく、また、
実際のところ外部添加剤にかかわる問題も何もない。 本発明のジェット燃料配合物は、さらに、この種の燃料組成物に使用される従
来の添加剤のいかなるものを含んでもよい。例えば、とりわけ、酸化防止剤、抗
静電剤、金属奪活剤、潤滑性向上剤、燃料系着氷防止剤、熱安定化向上剤、抵抗
低減剤（drag reducing agents）及び染料等の認可された添加剤を含有してもか
まわない。 以下に実施例を示し、本発明をさらに詳細に説明する。A further feature of the invention is that the HCCN used in the formulation to lower the freezing point of the jet fuel is a substantial natural component in the crude oil from which the fuel body is extracted. is there. Therefore, there is no compatibility problem, and
In fact, there are no problems with external additives. The jet fuel formulation of the present invention may further include any of the conventional additives used in fuel compositions of this type. For example, approved are antioxidants, anti-static agents, metal deactivators, lubricity improvers, fuel system anti-icing agents, thermal stabilization improvers, drag reducing agents and dyes, among others. It may contain other additives. Hereinafter, the present invention will be described in more detail with reference to Examples.

【００１２】 実施例 実施例： 灯油留分を基材とし、これにＨＣＣＮの量を色々変えて混合した。この二つの
成分各々の凝固点、及び二つの配合物の凝固点を含むいくつかの特性を測定した
。凝固点は標準的Institute of Petroleum（ＩＰ１６）法で測定した。 下記の一覧表の結果が示すように、ＨＣＣＮ留分が基材の灯油よりも比較的高
い凝固点をもつにもかかわらず、また、ＨＣＣＮ留分の密度が基材の灯油の密度
よりもかなり高いにもかかわらず、この二つを混合すると、最終的にはこの燃料
組成物に対し目立った悪影響を与えることもなく、混合物の凝固点が基材の灯油
の凝固点の値よりも実質的に下降するという結果を得た。EXAMPLES Example: A kerosene fraction was used as a base material and mixed with various amounts of HCCN. Several properties were measured, including the freezing points of each of the two components and the freezing points of the two formulations. Freezing points were measured by the standard Institute of Petroleum (IP16) method. As the results in the table below show, even though the HCCN fraction has a relatively higher freezing point than the base kerosene, the density of the HCCN fraction is significantly higher than that of the base kerosene. Nevertheless, when the two are mixed, the freezing point of the mixture will drop substantially below that of the base kerosene without any noticeable adverse effect on the fuel composition. I got the result.

【００１３】[0013]

【表１】 [Table 1]

Claims (8)

【特許請求の範囲】[Claims] 【請求項１】 沸点範囲が１４０℃から２５０℃の灯油留分を７５体積％
より多く含有し、蒸留温度範囲がＴ5＝１６５℃からＴ95＝２１０℃で芳香族炭
化水素含有量が少なくとも５０体積％の重質軽油（以降「ＨＣＣＮ」と称す）か
ら接触分解によって生成されたナフサ留分を少量含有し、できあがったジェット
燃料配合物の凝固点が混合前の灯油の凝固点よりも低く、また配合物における全
芳香族炭化水素含有量が全配合物の１５から２５体積％の範囲にあるジェット燃
料配合物。1. A kerosene fraction having a boiling point range of 140 ° C. to 250 ° C. is 75% by volume.
Produced by catalytic cracking from heavy gas oils (hereinafter referred to as "HCCN") with a higher content, a distillation temperature range of T 5 = 165 ° C to T 95 = 210 ° C and an aromatic hydrocarbon content of at least 50% by volume. Containing a small amount of naphtha fraction, the freezing point of the resulting jet fuel blend is lower than that of kerosene before mixing, and the total aromatic hydrocarbon content in the blend is 15 to 25% by volume of the total blend. Jet fuel formulations in the range. 【請求項２】 配合物の凝固点が−５３．５℃より低い請求項１に記載の
配合物。2. The formulation of claim 1 wherein the formulation has a freezing point below -53.5 ° C. 【請求項３】 配合物の主成分を形成している灯油留分の沸点範囲がＴ5
＝１４５℃からＴ95＝２４８℃である請求項１又は２に記載の配合物。3. The boiling range of the kerosene fraction forming the main component of the formulation is T 5
= 145 ° C to T 95 = 248 ° C. A formulation according to claim 1 or 2. 【請求項４】 配合物の主成分を形成している灯油留分の沸点範囲がＴ5
＝１５０℃からＴ95＝２４５℃である請求項１〜３のいずれか１項に記載の配合
物。4. The boiling range of the kerosene fraction forming the main component of the formulation is T 5
= 150 [deg.] C. to T95 = 245 [deg.] C. 4. A formulation according to any one of claims 1-3. 【請求項５】 ジェット燃料配合物における灯油留分の量が、灯油留分と
ＨＣＣＮを含有してなる全配合物の８０から９９体積％の範囲にある請求項１〜
４のいずれか１項に記載の配合物。5. The amount of kerosene fraction in the jet fuel formulation is in the range of 80 to 99% by volume of the total formulation containing the kerosene fraction and HCCN.
A formulation according to any one of 4 above. 【請求項６】 ＨＣＣＮ留分が実質的に水素精製されておらず沸点範囲が
Ｔ5＝１６５℃からＴ95＝２１０℃である請求項１〜５のいずれか１項に記載の
配合物。6. A formulation according to claim 1, wherein the HCCN fraction is not substantially hydrogen-purified and has a boiling range of T 5 = 165 ° C. to T 95 = 210 ° C. 【請求項７】 配合物におけるＨＣＣＮの量が、全配合物に対して０．５
から１５体積％である請求項１〜６のいずれか１項に記載の配合物。7. The amount of HCCN in the formulation is 0.5 based on the total formulation.
To 15% by volume. 7. A formulation according to any one of claims 1 to 6. 【請求項８】 請求項１〜７のいずれか１項に記載の燃料組成物であり、
該組成物が、酸化防止剤、抗静電剤、金属奪活剤、潤滑性向上剤、燃料系着氷防
止剤、熱安定化向上剤、抵抗低減剤及び染料から選ばれる一つ以上の添加剤をさ
らに含有してなる燃料組成物。8. A fuel composition according to any one of claims 1 to 7,
The composition contains one or more additives selected from antioxidants, antistatic agents, metal deactivators, lubricity improvers, fuel system anti-icing agents, thermal stabilization improvers, resistance reducers and dyes. A fuel composition further comprising an agent.
JP2001535496A 1999-10-29 2000-10-17 Jet fuel with improved fluidity Pending JP2003514066A (en)

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Publication number Priority date Publication date Assignee Title
JP2009292931A (en) * 2008-06-04 2009-12-17 Cosmo Oil Co Ltd Fuel oil composition for diesel engine
JP2009292930A (en) * 2008-06-04 2009-12-17 Cosmo Oil Co Ltd Fuel oil composition for diesel engine
JP2009292929A (en) * 2008-06-04 2009-12-17 Cosmo Oil Co Ltd Fuel oil composition for diesel engine
JP2012224862A (en) * 2012-07-11 2012-11-15 Cosmo Oil Co Ltd Fuel oil composition for diesel engine
JP2013040352A (en) * 2012-11-26 2013-02-28 Cosmo Oil Co Ltd Fuel oil composition for diesel engine
JP2013060602A (en) * 2012-11-26 2013-04-04 Cosmo Oil Co Ltd Fuel oil composition for diesel engine
JP2017226819A (en) * 2016-06-20 2017-12-28 出光興産株式会社 Purification method of jet fuel transportation product and manufacturing method of jet fuel

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ATE329988T1 (en) 2006-07-15

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