JP2019123804A - Fuel oil composition for internal combustion engine and method for producing the same - Google Patents

Abstract

To provide the fuel oil composition for the internal combustion engine and the method for producing the same, wherein the fuel oil composition for the internal combustion engine has excellent filtration performance, low temperature flow performance, environmental performance and combustion performance.SOLUTION: The fuel oil composition for the internal combustion engine and the method for producing the same are provided, wherein the fuel oil composition for the internal combustion engine contains a paraffinic hydrocarbon in a content from 5.0% by volume or more to 20.0% by volume or less based on a total amount of the composition, and the paraffinic hydrocarbon has (a) a saturated component content of 99.0% by volume or more, (b) a sulfur component content of 0.01 mass% or less, (c) a cloud point of -50°C or less, and (d) dynamic viscosity at 50°C of 5.0 mm/s or more to 20.0 mm/s or less, and the composition has (1) a sulfur component content of 0.50 mass% or less based on the total amount of the composition, (2) a flow point of 0.0°C or less, (3) a total calorific value of 40,000 (J/mL) or more, (4) a dynamic viscosity at 50°C of 5.0 mm/s or more to 18.0 mm/s or less, (5) CCAI of 840 or less, and (6) an existing sediment of 0.08 mass% or less.SELECTED DRAWING: None

Description

  The present invention relates to a fuel oil composition for an internal combustion engine and a method for producing the same.

  JIS K 2205: 2006 Class 1 heavy oil (hereinafter also referred to as "A heavy oil"), especially JIS K 2205: 2006 Class 1 No. 1 heavy oil (hereinafter also referred to as "low sulfur A heavy oil") Compared with C, the calorific value per unit volume is high, the amount of fuel oil used (volume) can be reduced, and sulfur content, nitrogen content, residual carbon content as compared with C heavy oil (JIS K 2205: 2006 triple heavy oil) It is widely used as fuel oil for internal combustion engines such as marine diesel engines and as fuel oil for external combustion engines such as boilers for power generation.

As fuel oil for ships, fuel oil etc. which satisfy ISO 8217 "Petroleum products-Fuels (class F) -Specification of marine fuels" etc. are known. Since this fuel oil for ships may cause blockage of the fuel oil filter, as a method of reducing the blockage frequency of the filter, potential sediment (Total sediment aged, ISO 10307-2) is 0.10 mass% or less There is known a method of setting the total sediment by hot filtration (ISO 10307-1) to 0.10% by mass or less.
Also, with regard to A heavy oil and low sulfur A heavy oil, methods described in Patent Documents 1 to 4, for example, are also known as methods for improving the oil permeability of a fuel oil filter.

JP 10-298566 A Unexamined-Japanese-Patent No. 2004-091676 JP, 2001-049269, A JP 2007-262210 A

  However, even when using the above fuel oil composition for internal combustion engine with improved oil permeability, particularly when using the fuel oil composition for internal combustion engine in a large diesel engine such as a large marine diesel engine, the fuel oil filter is usually blocked during use. The problem of high frequency tends to occur, and when used after being stored for a long time in a fuel oil tank or the like in a ship, the blocking frequency tends to be higher. Therefore, the fuel oil composition for an internal combustion engine has oil stability (hereinafter also referred to as "normal temperature oil passing performance") at the time of normal use and storage stability performance that maintains normal temperature oil passing performance even after long-term storage. And filtration performance that combines it is required.

By the way, especially in the use of a large diesel engine such as a diesel engine of a large ship, since the use environment of the fuel oil composition for internal combustion engine changes remarkably, the fuel oil composition for internal combustion engine responds to the change of the environment Is required. Above all, it is important to have a low temperature fluidizing performance that can be used in a cold region without requiring heating. In addition, the fuel oil composition for an internal combustion engine has an ignition performance which is originally required as a fuel oil composition and has no ignition delay and a stable combustion performance (these may be collectively called "combustion performance"), and further. With the increasing attention to environmental problems in recent years, it is possible to reduce the amount used by increasing the total calorific value, and also to reduce the environmental load by reducing the concentration of sulfur oxides in the exhaust gas. Performance is also being sought.
However, conventional A heavy oil and C heavy oil, and the above-mentioned fuel oil composition for internal combustion engine with improved oil permeability do not fully satisfy all of filtration performance, low temperature flow performance, environmental performance and combustion performance. It is desirable to develop a fuel oil composition for an internal combustion engine which is capable of simultaneously satisfying these performances.

  MEANS TO SOLVE THE PROBLEM This inventor discovered that it could solve by the following invention as a result of earnest examination in view of the said subject. That is, the present invention provides a fuel oil composition for an internal combustion engine having the following constitution and a method for producing the same.

[1] A paraffinic hydrocarbon satisfying all of the following (a) to (d) is contained at a content of 5.0% by volume or more and 20.0% by volume or less based on the total amount of the composition, and the following (1) to A fuel oil composition for an internal combustion engine, which satisfies (6).
(A) Saturated content: 99.0% by volume or more (b) Sulfur content: 0.01% by mass or less (c) Cloud point: -50 ° C. or less (d) Dynamic viscosity at 50 ° C .: 5.0 mm ² / s or more and 20.0 mm ² / s or less (1) The sulfur content in terms of the total amount of the composition is 0.50% by mass or less (2) the pour point is 0.0 ° C or less (3) the total calorific value is 40, 000 (J / mL) or more (4) Dynamic viscosity at 50 ° C is 5.0 mm ² / s or more and 18.0 mm ² / s or less (5) CCAI is 840 or less (6) Actual settlement is 0.08 mass% or less [ 2) Paraffin hydrocarbon which satisfies all of the following (a) to (d):
At least one light oil fraction selected from straight-run gas oil fraction, vacuum gas oil fraction, desulfurized gas oil fraction, cracked gas oil fraction, desulfurized gas oil fraction and directly deburned gas oil fraction, and C heavy oil, atmospheric residual oil residue And at least one fraction selected from at least one heavy oil fraction selected from vacuum distillation residual oil, straight debiking oil and cracked heavy oil;
The manufacturing method of the fuel oil composition for internal combustion engines which satisfies following (1)-(6) which mixes the above.
(A) Saturated content: 99.0% by volume or more (b) Sulfur content: 0.01% by mass or less (c) Cloud point: -50 ° C. or less (d) Dynamic viscosity at 50 ° C .: 5.0 mm ² / s or more and 20.0 mm ² / s or less (1) The sulfur content in terms of the total amount of the composition is 0.50% by mass or less (2) the pour point is 0.0 ° C or less (3) the total calorific value is 40, 000 (J / mL) or more (4) Dynamic viscosity at 50 ° C is 5.0 mm ² / s or more and 18.0 mm ² / s or less (5) CCAI is 840 or less (6) Actual settlement is 0.08 mass% or less

  ADVANTAGE OF THE INVENTION According to this invention, the fuel oil composition for internal combustion machines which is excellent in filtration performance, low temperature flow performance, environmental performance, and combustion performance, and its manufacturing method can be provided.

It is the schematic of the evaluation system used for evaluation of the low temperature flow performance of the fuel oil composition of each Example and a comparative example.

[Fuel oil composition for internal combustion engine]
Hereinafter, a fuel oil composition for an internal combustion engine according to an embodiment of the present invention (hereinafter sometimes simply referred to as "the present embodiment") and a method for producing the same will be more specifically described.
The fuel oil composition for an internal combustion engine of the present embodiment has (a) a saturated content of 99.0% by volume or more, (b) a sulfur content of 0.01% by mass or less, and (c) a cloud point of -50. ° C. or less, and (d) a paraffinic hydrocarbon which kinematic viscosity at 50 ° C. satisfies both the following 5.0 mm ² / s or more 20.0 mm ² / s, the total amount of the composition 5.0% by volume or more and 20 The following (1) to (6), that is, (1) the sulfur content based on the total amount of the composition is 0.50 mass% or less, (2) the pour point is 0.0 Or less, (3) total calorific value of 40,000 (J / mL) or more, (4) dynamic viscosity at 50 ° C of 5.0 mm ² / s or more and 18.0 mm ² / s or less, (5) CCAI is 840 And (6) a fuel oil composition in which the actual settlement satisfies 0.08 mass% or less That.

(Paraffin hydrocarbon)
The fuel oil composition for an internal combustion engine of the present embodiment is 5.0% by volume or more and 20.0% by volume or less based on the total amount of the composition of a specific paraffinic hydrocarbon satisfying all of the following (a) to (d): It is necessary to include in the content of When the content of paraffin hydrocarbons is less than 5.0% by volume, excellent filtration performance is difficult to obtain, and low temperature fluidization performance becomes difficult to obtain, and heating is required when used in cold regions . On the other hand, when the content of paraffin hydrocarbons exceeds 20.0% by volume, it is difficult to obtain excellent filtration performance and environmental performance. From the viewpoint of improving filtration performance, low temperature flow performance, environmental performance and combustion performance, the content based on the total amount of paraffinic hydrocarbons is preferably 7.5% by volume or more and 15.0% by volume or less.

Hereinafter, the performance of the paraffin-based hydrocarbon used in the present embodiment will be described.
(A) Saturated Content The saturated content of the paraffin-based hydrocarbon used in the present embodiment needs to be 99.0% by volume or more. When the saturated content of the paraffin-based hydrocarbon is less than 99.0% by volume, low temperature fluidization performance is particularly difficult to obtain, and heating is required when used in cold regions. From the viewpoint of improving the low temperature flow performance and improving the filtration performance, the environmental performance and the combustion performance, it is preferably 99.4% by volume or more, more preferably 99.9% by volume or more, and still more preferably 100.0% by volume is there. In the present specification, the saturation content is a value determined by the petroleum product-hydrocarbon type test method-high performance liquid chromatography method (High Performance Liquid Chromatography method) defined in JPI-5S-49-2007. .

(B) Sulfur Content The sulfur content of the paraffin-based hydrocarbon used in the present embodiment needs to be 0.01 mass% or less. If the sulfur content is more than 0.01% by mass, it is difficult to reduce the environmental load due to sulfur oxides in the exhaust gas, so excellent environmental performance can not be obtained, and the flue corrosion occurs due to the decrease in the acid dew point of the exhaust gas. This makes the engine stable operation difficult. The sulfur content is preferably from the viewpoint of excellent environmental performance and stable operation of the engine and in consideration of the ease of adjustment of the sulfur content of the fuel oil composition for internal combustion engines to 0.50 mass% or less. It is 0.005 mass% or less, more preferably 0.001 mass% or less.
In the present specification, the sulfur content is a value measured according to JIS K 2541: 2003 (crude oil and petroleum products-sulfur content test method-).

(C) Cloud point The cloud point of the paraffin-based hydrocarbon used in this embodiment needs to be −50 ° C. or less. When the cloud point is higher than -50 ° C, it is difficult to obtain excellent filtration performance and low temperature flow performance.
In the present specification, the cloud point is a value measured according to JIS K 2269: 1987 (Pour point and cloud point test method of crude oil and petroleum products).

(D) a kinematic viscosity at 50 ° C. paraffinic hydrocarbon used in kinematic viscosity present embodiment at 50 ° C. is required to be 5.0 mm ² / s or more 20.0mm at ² / s or less. And a kinematic viscosity of greater than 20.0 mm ² / s at 50 ° C., it becomes difficult to limit the kinematic viscosity at 50 ° C. for an internal combustion engine fuel oil composition below 18.0 mm ² / s, also excellent cold flow performance obtained It becomes difficult to be Further, if the kinematic viscosity at 50 ° C. is less than 5.0 mm ² / s, it becomes difficult to use the existing equipment (pump, flow meter) as it is, and the kinematic viscosity at 50 ° C. of the fuel oil composition for internal combustion engines It becomes difficult to set the lower limit to 5.0 mm ² / s or more. From the viewpoint of facilitating the kinematic viscosity of the fuel oil composition for an internal combustion engine at 50 ° C. to be in a predetermined range, improving low temperature flow performance, and obtaining appropriate lubricity, the kinematic viscosity at 50 ° C. of paraffinic hydrocarbons is preferable. Is 6.0 mm ² / s or more, more preferably 7.0 mm ² / s or more, and the upper limit is preferably 18.0 mm ² / s or less, more preferably 15.0 mm ² / s or less.
In the present specification, the kinematic viscosity at 50 ° C. is a value measured according to JIS K 2283: 2000 (Kinematic viscosity test method for crude oil and petroleum products).

  The paraffin-based hydrocarbon used in the present embodiment is not particularly limited as long as it has the properties and compositions of the above (a) to (d), and any of normal paraffin-based hydrocarbon and iso-paraffin-based hydrocarbon Or a mixture of these. As for paraffinic hydrocarbons, isoparaffinic hydrocarbons are preferred in view of improving filtration performance, low temperature flow performance, environmental performance and combustion performance.

Moreover, in addition to the property and composition of said (a)-(d), the paraffin-type hydrocarbon used by this embodiment can have the property and composition of the following (e)-(k) further.
(E) Flash Point The flash point of the paraffin-based hydrocarbon used in this embodiment needs to be 100 ° C. or higher. When the flash point is less than 100 ° C., the handling safety is reduced and stable operation of the engine tends to be difficult. From the viewpoint of handling safety and stable operation of the engine, the flash point of the paraffin-based hydrocarbon is preferably 120 ° C., more preferably 140 ° C. or more.
In the present specification, the flash point is a value measured according to JIS K 2265: 2007 (Crude oil and petroleum products-flash point test method-).

(F) Pour Point The pour point of the paraffin-based hydrocarbon used in the present embodiment is preferably −50 ° C. or less. When the pour point is in the above range, better low temperature flow performance is obtained, and heating is not necessary even in cold regions.
In the present specification, the pour point is a value measured according to JIS K 2269: 1987 (Pour point of crude oil and petroleum products and cloud product test method of petroleum products). Here, as a sample used for the measurement, 500 mL of paraffin hydrocarbon (or fuel oil composition) is left at normal temperature (10 to 20 ° C.) for 168 hours (7 days) and then pretreated to be heated to 45 ° C. We will use the one that did not exist.

(G) Distillation properties The distillation properties of the paraffin-based hydrocarbon used in the present embodiment preferably have an initial boiling point of 250 ° C. or more, more preferably 270 ° C. or more, still more preferably 280 ° C. or more, and an end point is Preferably it is 400 degrees C or less, More preferably, it is 380 degrees C or less, More preferably, it is 365 degrees C or less. When the initial boiling point and the end point are in the above range, the combustion performance is improved, the flash point is easily set in the above range, the handling safety is improved, and the stable operation of the engine is facilitated.
In the present specification, the initial boiling point and the end point of the distillation property are values measured according to JIS K 2254: 1998 (petroleum product-distillation test method-).

(H) Density at 15 ° C. The density at 15 ° C. of the paraffin-based hydrocarbon used in the present embodiment is preferably 0.900 g / cm ³ or less, more preferably 0.880 g / cm ³ or less, still more preferably 0. 850 g / cm ³ or less, it is not particularly limited, but the lower limit, usually 0.790 g / cm ³ or more, preferably 0.800 g / cm ³ or more. If the density at 15 ° C. is within the above range, for example, the fuel oil filter is clogged due to separation of waxy sludge during storage in a storage tank, and it is attached in front of a large diesel engine such as a large marine diesel engine. The reduction of the sludge separation performance by the centrifugal separator is less likely to occur, and the filtration performance is improved.
In the present specification, the density at 15 ° C. is a value measured according to JIS K 2249: 2011 (crude oil and petroleum products-determination of density-).

(I) Total calorific value The total calorific value of the paraffin-based hydrocarbon used in the present embodiment is preferably 37,000 (J / mL) or more, more preferably 37,200 (J / mL) or more, still more preferably 37,500 (J / mL) or more. When the total calorific value is within the above range, the total calorific value of the fuel oil composition can be easily set to 40,000 (J / mL) or more, and the effect of reducing the amount used is improved and the environmental performance is improved.
In the present specification, the total calorific value of paraffinic hydrocarbons and the light oil fraction described later is measured and estimated according to JIS K 2279: 2003 (Crude oil and petroleum products-calorific value test method and estimation method by calculation). (Estimated according to the formula for heavy oil A specified in “6. Total heat value estimation method, 6.3 e) 1)”.

(J) CCAI (Calculated Carbon Aromaticity Index)
The CCAI of paraffinic hydrocarbons used in the present embodiment is preferably 800 or less, more preferably 780 or less, and still more preferably 750 or less. When the CCAI is 800 or less, the CCAI of the fuel oil composition for an internal combustion engine can be easily made 840 or less, and more excellent combustion performance can be obtained.
In the present specification, CCAI is a value calculated by the formula described in Annex F of ISO 8217-2012.

(K) Residual Carbon Content The residual carbon content of the paraffin-based hydrocarbon used in the present embodiment is preferably 1.0% by mass or less, more preferably 0.5% by mass or less, still more preferably 0.1% by mass. % Or less. When the residual carbon content is in the above range, the combustion performance of the fuel oil composition for an internal combustion engine can be easily maintained, and the effect of reducing the occurrence of soot due to defective combustion can be improved, so that stable operation of the engine becomes easier.
The residual carbon content of the fuel oil composition for an internal combustion engine of the present embodiment can be measured according to JIS K 2270-1: 2009 (Crude oil and petroleum products-Determination of residual carbon content-).

(Properties of Fuel Oil Composition for Internal Combustion Engine)
The fuel oil composition for an internal combustion engine of the present embodiment contains the above-mentioned paraffinic hydrocarbon in a content of 5% by volume or more and 20% by volume or less based on the total amount of the composition, and the following properties (1) to (6) It has a composition. Hereinafter, the property and composition of (1)-(6) which the fuel oil composition for internal combustion engines of this embodiment has are demonstrated.

(1) Sulfur Content The sulfur content of the fuel oil composition for an internal combustion engine of the present embodiment needs to be 0.50 mass% or less based on the total amount of the composition. If the sulfur content is more than 0.50% by mass, the environmental load due to the sulfur oxides in the exhaust gas can not be reduced, so excellent environmental performance can not be obtained, and the flue corrosion due to the reduction of the acid dew point of the exhaust gas tends to occur. , Stable operation of the engine becomes difficult. From the viewpoint of excellent environmental performance and stable operation of the engine, the sulfur content is preferably 0.45% by mass or less, more preferably 0.40% by mass or less, and still more preferably 0.35% by mass or less.

(2) Pour Point The pour point of the fuel oil composition for an internal combustion engine of this embodiment needs to be 0.0 ° C. or less. When the pour point is higher than 0.0 ° C., excellent low temperature fluidity can not be obtained. The pour point is preferably −2.5 ° C. or less, more preferably −5.0 ° C. or less, still more preferably −7.5 ° C. or less, from the viewpoint of obtaining more excellent low temperature fluidity.

(3) Total calorific value The total calorific value of the fuel oil composition for internal combustion engines of this embodiment needs to be 40,000 (J / mL) or more. If the total calorific value is less than 40,000 (J / mL), the effect of reducing the amount of fuel oil composition used can not be obtained, and excellent environmental performance can not be obtained. From the viewpoint of obtaining excellent environmental performance, the total calorific value is preferably 40,200 (J / mL) or more, more preferably 40,400 (J / mL) or more, still more preferably 40,550 (J / mL) or more It is.

(4) Kinematic viscosity at 50 ° C. The kinematic viscosity at 50 ° C. of the fuel oil composition for an internal combustion engine of the present embodiment needs to be 5.0 mm ² / s or more and 18.0 mm ² / s or less. If the kinematic viscosity at 50 ° C. is greater than 18.0 mm ² / s, excellent low temperature flow performance can not be obtained, and if it is less than 5.0 mm ² / s, the existing equipment (pump, flow meter) etc. It becomes difficult to use. Improves the cold flow performance, and from the viewpoint of obtaining an appropriate lubricity, kinematic viscosity at 50 ° C. for an internal combustion engine fuel oil composition, preferably 5.2 mm ² / s or more, more preferably 5.4 mm ² / s or more, more preferably 5.8 mm ² / s or more, upper limit is preferably 15.0 mm ² / s or less, more preferably 12.5 mm ² / s or less, more preferably is less 11.0 mm ² / s .

(5) CCAI
The CCAI of the fuel oil composition for an internal combustion engine of the present embodiment needs to be 840 or less. When the CCAI exceeds 840, excellent combustion performance can not be obtained. From the viewpoint of obtaining better combustion performance, the CCAI of the fuel oil composition for an internal combustion engine is preferably 838 or less.

(6) Actual Settlement The actual settlement of the fuel oil composition for an internal combustion engine of the present embodiment needs to be 0.08% by mass or less. If the actual sediment is more than 0.08% by mass, the normal temperature oil permeation performance after the fuel oil storage can not be obtained, and the excellent filtration performance can not be obtained. From the viewpoint of improving the filtration performance, the actual settlement of the fuel oil composition for an internal combustion engine is preferably 0.06 mass% or less, more preferably 0.05 mass% or less, and still more preferably 0.03 mass% or less.

In addition to the properties and compositions of the above (1) to (6), the fuel oil composition for an internal combustion engine of the present embodiment can further have the following properties and compositions of (7) to (14).
(7) Density at 15 ℃ Density internal combustion engine fuel oil composition of this embodiment at 15 ℃ is preferably 0.925 g / cm ³ or less, more preferably 0.923 g / cm ³ or less, more preferably 0. It is 918 g / cm ³ or less, particularly preferably 0.916 g / cm ³ or less. Although no particular restriction on the lower limit, usually 0.880 g / cm ³ or more, preferably 0.890 g / cm ³ or more. If the density at 15 ° C. is within the above range, for example, the fuel oil filter is clogged due to separation of waxy sludge during storage in a storage tank, and it is attached in front of a large diesel engine such as a large ship diesel engine. The reduction of the sludge separation performance by the centrifugal separator is less likely to occur, and the filtration performance is improved.

(8) Reaction Test The fuel oil composition for an internal combustion engine according to the present embodiment preferably has a neutral petroleum product-reaction test result according to JIS K 2252: 1998. By being neutral, it is possible to prevent the corrosion of auxiliary equipment such as a fuel oil tank, piping, a diesel engine, and a built-in pump, and the stable operation of the engine becomes easy.

(9) Flash point The flash point of the fuel oil composition for an internal combustion engine of the present embodiment is preferably 70 ° C. or more, more preferably 80 ° C. or more, still more preferably 85 ° C. or more. The higher the flash point as in the above range, the better the handling safety and the easier the stable operation of the engine.

(10) Residual Carbon Content The residual carbon content of the fuel oil composition for an internal combustion engine of the present embodiment is preferably 3.0% by mass or less, more preferably 2.6% by mass or less, further preferably, based on the mass of the composition. The content is 2.2% by mass or less, particularly preferably 1.9% by mass or less. When the residual carbon content is in the above range, the combustion performance of the fuel oil composition for an internal combustion engine can be easily maintained, and the effect of reducing the occurrence of soot due to defective combustion can be improved, so that stable operation of the engine becomes easier. The lower limit value of the residual carbon content is preferably more than 0.2% by mass as the residual carbon content of the 10% residual oil from the viewpoint of the tax law.

(11) Water Content Rate The water content rate of the fuel oil composition for an internal combustion engine of the present embodiment is preferably 0.30% by volume or less, more preferably 0.10% by volume or less, further preferably, based on the total amount of the composition. It is 0.05% by volume or less, particularly preferably 0.01% by volume or less. Since the fall of storage stability (sludge formation by the emulsion of asphaltene and water) can be suppressed as a water content rate is in the said range, and obstruction | occlusion by sludge can be prevented, filtration performance improves.
The water content in the fuel oil composition for an internal combustion engine of the present embodiment can be measured according to JIS K 2275: 1996 (Crude oil and petroleum products-Moisture test method-).

(12) Ash Content The ash content of the fuel oil composition for an internal combustion engine of this embodiment is preferably 0.05 mass% or less, more preferably 0.03 mass% or less, still more preferably 0. It is less than 01% by mass. When the ash content is in the above range, the excellent performance of suppressing the wear of the cylinder of the diesel engine and the like can be obtained, and the stable operation of the engine becomes easy.
The ash content in the fuel oil composition for internal combustion engines of the present embodiment can be measured according to JIS K 2272: 1998 (Test method for ash and sulfate ash content of crude oil and petroleum products).

(13) Copper plate corrosion It is preferable that the copper plate corrosion of the fuel oil composition for internal combustion engines of this embodiment is 1 or less. If the copper plate corrosion is 1 or less, corrosion of auxiliary equipment such as a fuel oil tank, a pipe, a diesel engine, and a built-in pump can be prevented, and stable operation of the engine becomes easy.
Copper plate corrosion of the fuel oil composition for an internal combustion engine of the present embodiment can be measured according to JIS K 2513: 2000 (petroleum product-copper plate corrosion test method-).

(14) Aluminum Content Rate The aluminum content rate of the fuel oil composition for an internal combustion engine of the present embodiment is preferably 5.0 mass ppm or less, more preferably 3.0 mass ppm or less, still more preferably, based on the total amount of the composition. It is 2.0 mass ppm or less. If the aluminum content is in the above range, heat transfer defects due to wear of the cylinders of the diesel engine, adhesion of aluminum to the combustion chamber and heat transfer surface of the diesel engine are suppressed, and stable operation of the engine becomes easier. .
The aluminum content rate in the fuel oil composition for internal combustion engines of this embodiment can be measured according to JPI-5S-62-2000 (petroleum product-metal content test method-).

In the present embodiment, the fuel oil composition for an internal combustion engine has the properties of the above (1) to (6), and preferably further has the properties of the above (7) to (14), particularly filtration. Focusing on the improvement of performance, the properties (7) and (11) above, specifically (7) density at 15 ° C. is 0.925 g / cm ³ or less, (11) moisture content is 0 It is more preferable that it has a property of not more than 30% by volume.

(Base material)
The fuel oil composition for an internal combustion engine of the present embodiment can contain, for example, the following various light oil fractions and heavy oil fractions as a base in addition to the above-mentioned paraffinic hydrocarbon.

(Diesel oil fraction)
Examples of the light oil fraction preferably include the following straight-run gas oil fractions, vacuum gas oil fractions, desulfurized gas oil fractions, cracked gas oil fractions, desulfurized gas oil fractions and degassed gas oil fractions. By using these fractions, the properties and compositions of the above (1) to (6) and further (7) to (14) can be easily obtained, and filtration performance, low temperature flow performance, environmental performance and combustion performance can be obtained. It can be improved. In particular, in consideration of filtration performance, a cracked gas oil fraction, a desulfurized cracked gas oil fraction, and a straight degassed gas oil fraction are more preferable, and a cracked gas oil fraction is even more preferable. As a light oil fraction, the following fractions can be used alone or in combination of two or more species.
· Straight-run light oil fraction (light oil fraction obtained by atmospheric distillation of crude oil with an atmospheric distillation apparatus)
· Vacuum gas oil fraction (gas oil fraction obtained by vacuum distillation of atmospheric residual oil with a vacuum distillation apparatus)
· Desulfurized gas oil fraction (gas oil fraction obtained by desulfurizing direct-current gas oil fraction and / or vacuum gas oil fraction · cracked gas oil fraction (atmospheric pressure distillation residue oil and / or vacuum distillation residue oil by fluid catalytic cracking) Obtained diesel oil fraction)
・ Desulfurization cracking gas oil fraction (diesel oil fraction obtained by desulfurizing the cracking gas oil fraction)
· Direct degassing oil oil fraction (gas oil oil fraction obtained by desulfurizing treatment of atmospheric residual oil and / or vacuum residual oil by direct desulfurization)

(Properties of the gas oil fraction)
The properties possessed by the light oil fraction used in the present embodiment include the properties and composition of the density at 15 ° C., the kinematic viscosity at 50 ° C., the sulfur content, and the aromatic content as described below. preferable.
Density at 15 ℃ is preferably 0.840 g / cm ³ or more, more preferably 0.900 g / cm ³ or more, more preferably 0.910 g / cm ³ or more and the upper limit is 0.925 g / cm ³ or less preferable. When the density at 15 ° C. is within the above range, the fuel oil filter clogging due to the generation of sludge can be further suppressed, and the reduction of the sludge separation performance by the centrifugal separator can be further suppressed, and the more superior filtration performance can get.
Kinematic viscosity at 50 ° C. is preferably below 2.40 mm ² / s, more preferably not more than 2.20 mm ² / s, more preferably less 2.00 mm ² / s. When the kinematic viscosity at 50 ° C. is within the above range, the kinematic viscosity at 50 ° C. of the fuel oil composition for an internal combustion engine of the present embodiment is particularly easily set to 5.0 mm ² / s or more and 18.0 mm ² / s or less. Low temperature flow performance is obtained, and adequate lubricity is obtained.
0.30 mass% or less is preferable, and, as for sulfur content, it is preferable that it is 0.27 mass% or less. When the sulfur content is within the above range, the sulfur content of the fuel oil composition for internal combustion engines of the present embodiment can be particularly easily reduced to 0.50 mass% or less, and more excellent environmental performance can be obtained. More stable operation is possible.
The content of aromatics is preferably 30% by volume or more, more preferably 50% by volume or more, still more preferably 60% by volume or more, and particularly preferably 70% by volume or more. When the aromatic content is in the above range, the fuel oil filter clogging due to the generation of sludge is further suppressed, so that better filtration performance can be obtained. In the present specification, the aromatic content of the light oil fraction is determined by the petroleum product-hydrocarbon type test method-high performance liquid chromatography method (High Performance Liquid Chromatography method) specified in JPI-5S-49-2007. It is a value to be measured.

In addition to the above properties, the properties of the light oil fraction used in the present embodiment further include the following properties such as pour point, total calorific value, CCAI, residual carbon content and the like.
-12.5 degreeC or less is preferable, as for a pour point, -15.0 degreeC or less is more preferable, and -20.0 degreeC or less is still more preferable. When the pour point is in the above range, the pour point of the fuel oil composition for an internal combustion engine of the present embodiment can be particularly easily adjusted to 5.0 ° C. or less, and more excellent low temperature fluidity can be obtained.
The total calorific value is preferably 38,500 (J / mL) or more, more preferably 39,000 (J / mL) or more, still more preferably 40,000 (J / mL) or more, and particularly preferably 40,500 (J / mL). mL) or more is preferable. If the total calorific value is within the above range, the total calorific value of the fuel oil composition for internal combustion engines of the present embodiment can be particularly easily set to 40,200 (J / mL) or more, and the effect of reducing the amount of fuel oil composition used It is possible to obtain better environmental performance.
900 or less is preferable, 890 or less is more preferable, and although there is no restriction | limiting in particular as a minimum, CCAI is preferably 800 or more. When the CCAI is within the above range, the CCAI of the fuel oil composition for an internal combustion engine of the present embodiment can be particularly easily set to 840 or less, and better combustion performance can be obtained.
Moreover, 1.0 mass% or less is preferable, 0.5 mass% or less is more preferable, 0.1 mass% or less is still more preferable. When the residual carbon content is in the above range, the combustion performance of the fuel oil composition for an internal combustion engine can be easily maintained, and the effect of reducing the occurrence of soot due to defective combustion can be improved, so that stable operation of the engine becomes easier.

(Heavy oil fraction)
As heavy oil fractions, for example, the following C heavy oil, atmospheric distillation residual oil, vacuum distillation residual oil, direct debiking oil and cracked heavy oil are preferably mentioned. By using these fractions, the properties and compositions of the above (1) to (6) and further (7) to (14) can be easily obtained, and filtration performance, low temperature flow performance, environmental performance and combustion performance can be obtained. It can be improved. In particular, in view of filtration performance and environmental performance, ease of handling, etc., direct dewatering oil and cracked heavy oil are more preferable, and direct dewatering oil is even more preferable. As heavy oil fractions, the following fractions may be used alone or in combination of two or more.
・ C heavy oil ・ Atmospheric distillation residual oil (residual oil obtained by atmospheric distillation of crude oil with an atmospheric distillation apparatus)
Vacuum distillation residual oil (residual oil obtained by vacuum distillation of atmospheric distillation residual oil with a vacuum distillation apparatus)
· Direct dewatering oil (heavy oil obtained by directly desulfurizing the atmospheric distillation residual oil and / or the vacuum distillation residual oil with a desulfurizer)
・ Decomposed heavy oil (heavy oil component obtained by fluid catalytic cracking of direct de-oiling oil)

(Characteristics and composition of heavy oil fraction)
As a property and composition which the heavy oil fraction used by this embodiment has, it is preferable to have the following property and composition of sulfur content, aromatic content, and CCAI.
1.2 mass% or less is preferable, 1.0 mass% or less is more preferable, and 0.6 mass% or less is still more preferable. Moreover, as a lower limit, it is 0.51 mass% or more normally. If the sulfur content is within the above range, the sulfur content of the fuel oil composition for internal combustion engines of the present embodiment is particularly easily set to 0.50 mass% or less, and fuel oil filter clogging due to the generation of sludge is further suppressed. Therefore, better filtration performance and environmental performance are obtained, and more stable operation of the engine is possible.
40 volume% or more is preferable, as for aromatic content, 50 volume% or more is more preferable, and 55 volume% or more is still more preferable. When the aromatic content is in the above range, the fuel oil filter clogging due to the generation of sludge is further suppressed, so that better filtration performance can be obtained. In the present specification, the aromatic content of the heavy oil fraction is a value measured by the TLC / FID method (thin film chromatography-hydrogen flame ionization detection method) defined in JPI-5S-70-2010. .
The CCAI is preferably 840 or less, more preferably 820 or less, and still more preferably 810 or less. When the CCAI is within the above range, the CCAI of the fuel oil composition for an internal combustion engine of the present embodiment can be particularly easily set to 840 or less, and better combustion performance can be obtained.

Moreover, as the properties and composition of the heavy oil fraction used in the present embodiment, in addition to the above properties and composition, the density at 15 ° C., the kinematic viscosity at 50 ° C., the pour point, the total calorific value, CCAI, Properties and compositions such as residual carbon content can be mentioned.
Density at 15 ℃ is preferably 0.880 g / cm ³ or more, more preferably 0.900 g / cm ³ or more, more preferably 0.920 g / cm ³ or more and the upper limit is 0.950 g / cm ³ or less preferable. When the density at 15 ° C. is within the above range, the fuel oil filter clogging due to the generation of sludge can be further suppressed, and the reduction of the sludge separation performance by the centrifugal separator can be further suppressed, and the more superior filtration performance can get.
Kinematic viscosity at 50 ° C. is preferably less 190.0mm ² / s, more preferably not more than 160.0mm ² / s, also the degree 30.0 mm ² / s or more as a lower limit, preferably 50.0 mm ² / s or more It is. When the kinematic viscosity at 50 ° C. is within the above range, the kinematic viscosity at 50 ° C. of the fuel oil composition for an internal combustion engine of the present embodiment is particularly easily set to 5.0 mm ² / s or more and 18.0 mm ² / s or less. Low temperature flow performance is obtained, and adequate lubricity is obtained.
15.0 degrees C or less is preferable, as for a pour point, 12.5 degrees C or less is more preferable, and 10.0 degrees C or less is still more preferable. When the pour point is in the above range, the pour point of the fuel oil composition for an internal combustion engine of the present embodiment can be particularly easily adjusted to 5.0 ° C. or less, and more excellent low temperature fluidity can be obtained.
The total calorific value is preferably 40,000 (J / mL) or more, more preferably 40,500 (J / mL) or more, and still more preferably 41,000 (J / mL) or more. If the total calorific value is within the above range, the total calorific value of the fuel oil composition for internal combustion engines of the present embodiment can be particularly easily set to 40,200 (J / mL) or more, and the effect of reducing the amount of fuel oil composition used It is possible to obtain better environmental performance. In this specification, the total calorific value of the heavy oil fraction is measured according to JIS K 2279: 2003 (Crude oil and petroleum products-calorific value test method and estimation method by calculation-) and estimated ("6. It is a value estimated by the formula in the case of C heavy oil specified in the method, 6.3 e) 2).
Moreover, 8.0 mass% or less is preferable, 6.0 mass% or less is more preferable, and 5.0 mass% or less is still more preferable. When the residual carbon content is in the above range, the combustion performance of the fuel oil composition for an internal combustion engine can be easily maintained, and the effect of reducing the occurrence of soot due to defective combustion can be improved, so that stable operation of the engine becomes easier.

  The fuel oil composition for an internal combustion engine according to the present embodiment comprises the above paraffinic hydrocarbon and a light oil fraction so as to satisfy the properties and compositions of the above (1) to (6), and further (7) to (14). And at least one fraction selected from heavy oil fractions can be prepared by being contained at any content. In this case, it is possible to use at least one selected from the straight-run gas oil fraction, the vacuum gas oil fraction, the desulfurized gas oil fraction, the cracked gas oil fraction, the desulfurization gas oil fraction, and the straight gas oil fraction as the gas oil fraction. Also, as the heavy oil fraction, at least one selected from the above-mentioned C heavy oil, atmospheric distillation residual oil, vacuum distillation residual oil, direct debiking oil and cracked heavy oil can be used. Further, in the present embodiment, the use of the paraffin-based hydrocarbon in combination with the light oil fraction and the heavy oil fraction thereof is characterized in that the above (1) to (6), and further (7) to (14). It is preferable because it is easy to satisfy the properties and composition of

In the present embodiment, the content of the light oil fraction may be appropriately adjusted so that the obtained fuel oil composition for internal combustion engine satisfies the properties and compositions of the above (1) to (6), and there is no particular limitation. From the viewpoint of obtaining more excellent filtration performance, low temperature flow performance, environmental performance and combustion performance, it is preferably 25% by volume or more, more preferably 30% by volume or more, still more preferably 35% by volume or more. It is 70% by volume or less, more preferably 65% by volume or less, and still more preferably 60% by volume or less.
Further, from the viewpoint of obtaining further excellent filtration performance, low temperature flow performance, environmental performance and combustion performance, the content based on the total composition of the light oil fraction is preferably 1.5 times the content of the above-mentioned paraffinic hydrocarbon The upper limit is preferably 12 times or less, more preferably 11 times or less, and still more preferably 8 times or less.

  In the present embodiment, the content based on the total amount of the composition of the heavy oil fraction may be appropriately adjusted so that the obtained fuel oil composition for an internal combustion engine satisfies the properties and compositions of the above (1) to (6). There is no particular limitation, and from the viewpoint of obtaining better filtration performance, low temperature flow performance, environmental performance and combustion performance, it is preferably 20.0% by volume or more, more preferably 25.0% by volume or more, and still more preferably 30. The upper limit is preferably 50.0% by volume or less, more preferably 45.0% by volume or less, still more preferably 40.0% by volume or less.

(Other additives)
In the fuel oil composition for an internal combustion engine of the present embodiment, various additives such as a pour point depressant, a combustion promoter, a detergent, a sludge dispersant, and the like, as needed, as long as the above properties and compositions can be maintained. Can be selected appropriately and blended.

[Method of producing fuel oil composition for internal combustion engine]
The method for producing a fuel oil composition for an internal combustion engine according to the present embodiment includes the above paraffinic hydrocarbon, a straight-run gas oil fraction, a vacuum gas oil fraction, a desulfurized gas oil fraction, a cracked gas oil fraction, a desulfurization gas oil fraction, At least one fraction selected from at least one gas oil fraction selected from degassed oil fractions, and at least one heavy oil fraction selected from C heavy oil, atmospheric residual oil, vacuum distillation residual oil, straight debiking oil, and cracked heavy oil And a method of producing a fuel oil composition for an internal combustion engine which satisfies any of the above (1) to (6). The fuel oil composition for an internal combustion engine of the present embodiment can be produced, for example, by the method for producing a fuel oil composition for an internal combustion engine of the present embodiment described above.
In the manufacturing method of the present embodiment, the properties and compositions of (1) to (6) possessed by the paraffin-based hydrocarbon, the respective light oil fractions, the respective heavy oil fractions, and the fuel oil composition for an internal combustion engine The same as described for the composition. In addition, in the manufacturing method of the present embodiment, for example, the fuel oil composition for internal combustion engines preferably has the above-mentioned (7) to (14), preferable embodiments of the content of each fraction, etc. It is the same as

  In the manufacturing method of the present embodiment, the contents of the paraffin-based hydrocarbon, the gas oil fraction, and the heavy oil fraction are the same as those described as the contents of these components in the fuel oil composition for an internal combustion engine. The content based on the total composition of the paraffinic hydrocarbon is 5.0% by volume or more and 20.0% by volume or less, and the light oil fraction and the heavy oil fraction are selected from those described above, and the content thereof Within the above range, the properties and compositions of the above (1) to (6) and further (7) to (14) can be easily obtained as the properties and composition of the fuel oil composition for an internal combustion engine.

  EXAMPLES The present invention will next be described in more detail by way of examples, which should not be construed as limiting the invention thereto.

(Measurement of properties and composition of base material)
About the property and composition of paraffin type hydrocarbon used by each Example and a comparative example, and a base material, it measured by the following method.
(A) Saturated content, etc .: The saturated content (as well as the aromatic content, the resin content and the asphaltene content) of the heavy oil fraction is defined in JPI-5S-70-2010, TLC Saturated content (as well as olefins and aromatics (single ring aromatics, two ring aromatics) of paraffinic hydrocarbons and light oil fractions as determined by the Group content, 3 ring aromatic content) content) was measured by the high performance liquid chromatography method prescribed | regulated to JPI-5S-49-2007.
(B) Sulfur content: Measured according to JIS K 2541: 2003.
(C) Cloud point: Measured according to JIS K 2269: 1987.
(D) Dynamic viscosity at 50 ° C .: Measured according to JIS K 2283: 2000.
(E) Flash point: Measured according to JIS K 2265: 2007.
(F) Pour point: Measured according to JIS K 2269: 1987.
(G) Distillation properties: Measured according to JIS K2254: 1998.
(H) Density at 15 ° C .: Measured according to JIS K 2249: 2011.
(I) Total calorific value: Paraffin hydrocarbon, cracked gas oil, degassed gas oil and desulfurized gas oil are measured according to JIS K 2279: 2003 and estimated ("6. Total calorific value estimation method, 6.3 e) 1) Estimated according to the formula for heavy oil A specified in In addition, direct deburring oil is measured and estimated according to JIS K 2279: 2003 (Crude oil and petroleum products-method of testing calorific value and calorific value by calculation-) ("6. total calorific value estimation method, 6.3 e 2) Estimated by the formula for C heavy oil specified in 2).
(J) CCAI: Calculated from the formula described in Annex F of ISO 8217-2012.
(K) Residual carbon content: Measured according to JIS K 2270-1: 2009.

(Measurement of Properties and Composition of Fuel Oil Composition for Internal Combustion Engine)
About the property and composition of the fuel oil composition of each Example and a comparative example, it measured by the following method.
(1) Sulfur content: Measured according to JIS K 2541: 2003.
(2) Pour point: measured according to JIS K 2269: 1987.
(3) Total calorific value: Measured according to JIS K 2279: 2003 and estimated (estimated by the formula for heavy oil A specified in "6. Total calorific value estimation method, 6.3 e) 1)" did.
(4) Kinematic viscosity at 50 ° C .: Measured according to JIS K 2283: 2000.
(5) CCAI: Calculated from the formula described in Annex F of ISO 8217-2012.
(6) Actual Settlement: Measured according to JPI-5S-60-2000.
(7) Density at 15 ° C. Measured according to JIS K 2249: 2011.
(8) Reaction test: Measured by a petroleum product-reaction test according to JIS K 2252: 1998.
(9) Flash point: Measured according to JIS K 2265: 2007.
(10) Residual carbon content: Measured according to JIS K 2270-1: 2009.
(11) Water content rate: Measured according to JIS K 2275: 1996.
(12) Ash content: Measured according to JIS K 2272: 1998.
(13) Copper plate corrosion: Measured according to JIS K 2513: 2000.
(14) Aluminum content rate: It measured according to JPI-5S-62-2000.

(Performance evaluation of fuel oil composition for internal combustion engine)
The performance evaluation was performed based on the following method about the fuel oil composition for internal combustion engines of each Example and a comparative example.

(Evaluation of filtration performance (normal temperature oil passing performance))
About the fuel oil composition of each example and comparative example, the measurement sample is "JIS K 2601: 1998-Crude oil test method-14. Water content test method 14.2 Water content test device" (hereinafter, water resistance) Each of the scale test tubes used in the minute tester) was taken up to the mark of 100 mL each. Thereafter, centrifugation was performed for 55 minutes under the conditions of relative centrifugal force 600 at 20 to 30 ° C. using a centrifuge used in a water flow tester. Next, three 50 mL beakers were prepared, and the upper 50 mL of the three centrifuge test samples were dispensed into each 50 mL beaker. The beaker after separation was weighed in units of 0.1 mg, and the weighed mass was taken as M ₁ (g). Then, the separated sample was heated for 15 minutes in a constant temperature bath maintained at 50 ± 1 ° C.

  A filter paper (Whatman No. 4 (55 mmφ)) with a pore size of 20 to 25 μm was placed in a filtration apparatus (hereinafter referred to as a filtration apparatus) specified in the real settlement test method of JPI-5S-60-2000. The filter paper was predried in a dryer at 110 ° C. for 20 minutes. Furthermore, the upper funnel was overlapped and fixed so as not to leak the sample. Under the present circumstances, the packing which opened the hole of diameter 28 mm was accumulated, and the diameter of the filtration surface was adjusted to 28 mm. After that, a vacuum pump capable of suctioning at an evacuation speed of 12 L / min was attached to the other end of the decompression bottle. The upper funnel was also heated to 50 ± 1 ° C. as in the sample.

Next, one of the heated samples was poured into the center of the filter so that the inner wall of the funnel was not stuck with the sample. One minute after the start of pouring the filter paper, the vacuum pump was started to start filtration. The time required for the sample to be filtered and the filter paper to be exposed on the entire surface (only the filter surface having an inner diameter of 28 mm is required) was measured from the start of filtration, and the time taken for the measured filtration was taken as t (seconds). In addition, the beaker after use was weighed, and the weighed weight was defined as M ₂ (g).

  Next, after the vacuum pump was stopped, the operation of step D was repeatedly performed on the second and third samples. During this time, the measurement conditions did not change, such as removal of the tester and cleaning of the device. In addition, when the sample could not be filtered due to the blockage of the filter paper, the filtration operation was finished and it proceeded to the next step. Specifically, when the filtration was not completed even 6 minutes after the start of the filtration, the filtration work was finished. When the filter paper was clogged, the remaining sample was dissolved with toluene and removed with a pipette or the like. Then, after washing the funnel and the filter with n-heptane, the upper funnel was removed and the edge of the filter was confirmed. If it was colored to the edge of the filter paper, it was retested because the sample leaked.

The filtration time per unit volume of fuel oil composition for internal combustion engines was calculated from the following equation (1).
T _n = t _n / (M / d) (1)
In the above equation (1), n is the number of measurements, which is three or more. In addition, T _n is the filtration time per unit volume of fuel oil composition for internal combustion engines calculated from the time required for filtration for the n-th measurement (sec / cm ³ ), and t _n is the time required for filtration for the n-th measurement (Seconds), M is the mass (M ₁ -M ₂ ) (g) of the filtered fuel oil composition for internal combustion, and d is the density (g / cm ³ ) of the fuel oil composition for internal combustion at 15 ° C. In addition, when it was not able to filter by blockade of filter paper, it was considered as "calculation impossible". The inclination of the approximate straight line is calculated by the least squares method from the point plotted with the vertical axis as the filtration time per unit volume of fuel oil composition for internal combustion engines and the horizontal axis as the number of measurements of the time required for filtration. The slope of was calculated.

About "the inclination of filtration time" computed by the above method, it evaluated by the following references | standards, and was set as evaluation of filtration performance. In this evaluation, if it is more than B evaluation, it is a pass.
A: The inclination of the filtration time was 0.07 or less.
B: The inclination of the filtration time became more than 0.07 and 0.12 or less.
C: The inclination of the filtration time was over 0.12.

(Evaluation of filtration performance (storage stability performance))
3 L of the fuel oil composition of each Example and Comparative Example was used as an evaluation sample, and an open part (diameter: circular shape with a diameter of 32, 5 mm) was provided on the top of a 4 L tin can to allow air flow It was collected in a container and stored at normal temperature for 90 days. The evaluation sample after storage was evaluated by the same method as the above (Evaluation of filtration performance (normal temperature oil passing performance)). The evaluation criteria are also the same as the evaluation criteria of the above (evaluation of filtration performance (normal temperature oil passing performance)).

(Evaluation of low temperature flow performance)
The low temperature flow performance evaluation system shown in FIG. 1 was used to evaluate the low temperature flow performance of the internal combustion engine fuel oil composition. Evaluation system 1 has fuel oil composition tank A1 and piping to burner assembly B in constant temperature chamber A, and buffer tank B1, filter B2, pump unit B3, nozzle B4, return line B5 and the pump It is an apparatus having a burner assembly B provided with pressure gauges B6a and B6b on the suction side and the discharge side, respectively. The burner assembly is JPI-5S-47-96 (Low-temperature flowability test method for heavy oil A (real machine simulation method)) It has the same specifications as the device specified in The piping from the fuel oil composition tank A1 to the burner assembly B has a piping size of 15A and two 90 ° elbows attached, and the total length is 20 m. During the evaluation test, the temperature conditions of the temperature-controlled room A and the burner assembly B are -5 ° C ± 1 ° C or -7.5 ° C ± 1 ° C, and normal temperature (10-20 ° C).
The fuel oil composition obtained in each of the examples and comparative examples is held for 12 hours or more in a constant temperature chamber A maintained at -5 ° C ± 1 ° C or -7.5 ° C ± 1 ° C, and a fuel oil composition tank After confirming that the temperature of the fuel oil composition in A1 and piping is -5 ° C ± 1 ° C or -7.5 ° C ± 1 ° C, start pump unit B3 of burner assembly B, and the pressure on the suction side A total of B6a measurements were performed. The pressure of the pressure gauge B6a on the suction side was evaluated based on the following criteria to evaluate the low temperature flow performance. In this evaluation, if it is more than B evaluation, it is a pass. During the operation of the pump unit B3, the fuel oil composition is injected into the fuel oil composition tank A1 so that the liquid level of the fuel oil composition tank A1 and the height of the pump unit B3 become the same. It was adjusted.
A: Fuel oil composition temperature-The gauge pressure was -33 kPa or more at the time of 9.5 L oil passage at -7.5 ° C.
B: Fuel oil composition temperature-A gauge pressure was -33 kPa or more at the time of 9.5 L oil passage at -5.0 ° C.
C: Fuel oil composition temperature-A gauge pressure was less than -33 kPa at the time of 9.5 L oil passage at -5.0 ° C.

(Environmental performance)
The total calorific value was measured by the above-mentioned method to the fuel oil composition for internal combustion engines of each example and comparative example, and the following criteria evaluated. In this evaluation, if it is more than B evaluation, it is a pass.
A: The total calorific value was 40,400 J / mL or more.
B: The total calorific value was 40,000 J / mL or more and less than 40,400 J / mL.
C: The total calorific value was less than 40,000 J / mL.

(Combustion performance)
CCAI was measured by the above method with respect to the fuel oil composition for internal combustion engines of each Example and a comparative example, and the following references | standards evaluated. In this evaluation, if it is more than B evaluation, it is a pass.
A: CCAI was 838 or less.
B: CCAI was 838 or more and 840 or less.
C: CCAI was over 840.

(Comprehensive evaluation)
In each evaluation of the above-mentioned filtration performance, low temperature flow performance, environmental performance and combustion performance, the lowest evaluation was taken as a comprehensive evaluation. In this evaluation, if it is more than B evaluation, it is a pass.

(Production of Fuel Oil Composition of Examples 1 to 5 and Comparative Examples 1 to 7)
Paraffin hydrocarbons having the properties and compositions shown in Table 1 below, and base materials (heavy oil fraction and light oil fraction) are mixed in the mixing ratio shown in Tables 3 and 4, and Examples 1 to 5 and Comparative Examples 1 to 7 A fuel oil composition for an internal combustion engine was produced. The evaluation result of each performance by the said method is shown in Tables 3 and 4 about each obtained fuel oil composition for internal combustion engines.

From the results of Table 3, it was confirmed that the fuel oil composition of the present embodiment is excellent in filtration performance combining low temperature oil permeation performance and storage stability performance, low temperature flow performance, environmental performance and combustion performance.
On the other hand, the fuel oil compositions of Comparative Examples 1, 2, 4, 5 and 7 which do not contain paraffinic hydrocarbons are inferior in low temperature fluidization performance, and Comparative Examples 1 and 6 are burned because CCAI exceeds 840. The fuel oil composition of Comparative Example 3 which is inferior in performance and contains paraffinic hydrocarbons but has a total calorific value less than 40,000 J / mL, and also has a total calorific value less than 40,000 J / mL It was confirmed that the fuel oil compositions of Comparative Examples 2 and 4 do not have a sufficient reduction effect of the amount used and are inferior in environmental performance.

1. Evaluation system A. Temperature-controlled room B. Burner assembly A1. Fuel oil composition tank B1. Buffer tank B2. Filter B3. Pump unit B4. Nozzle B5. Return line B6. Pressure gauge B6a. Pump suction side pressure gauge B6b. Pump discharge pressure gauge

Claims (5)

A paraffinic hydrocarbon satisfying all of the following (a) to (d) is contained at a content of 5.0% by volume or more and 20.0% by volume or less based on the total amount of the composition, and the following (1) to (6) A fuel oil composition for an internal combustion engine which satisfies all the requirements.
(A) Saturated content: 99.0% by volume or more (b) Sulfur content: 0.01% by mass or less (c) Cloud point: -50 ° C. or less (d) Dynamic viscosity at 50 ° C .: 5.0 mm ² / s or more and 20.0 mm ² / s or less (1) The sulfur content in terms of the total amount of the composition is 0.50% by mass or less (2) the pour point is 0.0 ° C or less (3) the total calorific value is 40, 000 (J / mL) or more (4) Dynamic viscosity at 50 ° C is 5.0 mm ² / s or more and 18.0 mm ² / s or less (5) CCAI is 840 or less (6) Actual settlement is 0.08 mass% or less   At least one heavy oil fraction selected from C heavy oil, atmospheric distillation residual oil, vacuum distillation residual oil, direct de-biking oil and cracked heavy oil, straight gas oil fraction, vacuum gas oil fraction, desulfurized gas oil fraction, cracked gas oil distillate And at least one gas oil fraction selected from a desulfurization gas oil fraction and a straight gas oil fraction, wherein the content of the gas oil fraction is at least 1.5 times the content of the paraffinic hydrocarbon, The fuel oil composition for an internal combustion engine according to claim 1, wherein the content based on the total amount of the composition of the heavy oil fraction is 20.0% by volume or more and 50.0% by volume or less.   The fuel oil composition for an internal combustion engine according to claim 2, wherein the heavy oil fraction is a direct defueling oil, and the light oil fraction is a cracked light oil fraction.   The fuel oil composition for internal combustion engines of any one of Claims 1-3 used for the diesel engine which has a pre-processing apparatus containing a centrifugal separator. Paraffin hydrocarbon which satisfies all of the following (a) to (d):
At least one light oil fraction selected from straight-run gas oil fraction, vacuum gas oil fraction, desulfurized gas oil fraction, cracked gas oil fraction, desulfurized gas oil fraction and directly deburned gas oil fraction, and C heavy oil, atmospheric residual oil residue And at least one fraction selected from at least one heavy oil fraction selected from vacuum distillation residual oil, straight debiking oil and cracked heavy oil;
The manufacturing method of the fuel oil composition for internal combustion engines which satisfies following (1)-(6) which mixes the above.
(A) Saturated content: 99.0% by volume or more (b) Sulfur content: 0.01% by mass or less (c) Cloud point: -50 ° C. or less (d) Dynamic viscosity at 50 ° C .: 5.0 mm ² / s or more and 20.0 mm ² / s or less (1) The sulfur content in terms of the total amount of the composition is 0.50% by mass or less (2) the pour point is 0.0 ° C or less (3) the total calorific value is 40, 000 (J / mL) or more (4) Dynamic viscosity at 50 ° C is 5.0 mm ² / s or more and 18.0 mm ² / s or less (5) CCAI is 840 or less (6) Actual settlement is 0.08 mass% or less