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JP-7855333-B2 - fuel

JP7855333B2JP 7855333 B2JP7855333 B2JP 7855333B2JP-7855333-B2

Inventors

  • ウォハイビ、ムゥハァミィドゥ
  • プルット、トム エフ．

Assignees

  • マウェタール エルエルシー

Dates

Publication Date
20260508
Application Date
20211105

Claims (7)

  1. A liquid fuel comprising (a) a hydrogenation flow of liquid fractions above the sulfur boundary of one or more crude oils alone, or a combination of one or more crude oils with high-sulfur fuel oil or other heavy residual oils, or a combination of one or more crude oils with light-tight oil; and (b) an untreated liquid fraction below the sulfur boundary of one or more crude oils alone, or a combination of one or more crude oils with high-sulfur fuel oil or other heavy residual oils, or a combination of one or more crude oils with light-tight oil. The fuel does not contain any insoluble residues in one or more solvents used for solvent separation, and the highest boiling point of the fuel is the highest boiling point of the hydrogenation treatment flow combined with the fuel. The fuel is characterized in that the aforementioned boundary point is determined by referring to the analysis of the crude oil supply, and at the boundary point, the change in sulfur content with respect to the change in mass percent or volume is in the range of 0.2 to 1.
  2. The fuel according to claim 1, comprising a combination of hydrocarbons ranging from the lowest boiling point component of the untreated liquid fraction to the highest boiling point component of the deasphalt-soluble product obtained by solvent separation with a liquid solvent containing propane or other paraffinic solvents including butane or pentane, up to the highest boiling point component of the deasphalt-soluble product treated with hydrogen.
  3. The fuel according to claim 1, comprising a hydrogenation-treated ultra-low sulfur flow having 10 ppm by weight or less of sulfur.
  4. The fuel according to claim 1, comprising a first hydrogenation treatment flow which is a reduced sulfur flow having a sulfur content of less than 10 ppm by weight, and a second hydrogenation treatment fuel fraction which is a reduced sulfur flow having a sulfur content in the range of 0.12 to 0.18% by weight, wherein the untreated fraction has a sulfur content exceeding the target sulfur content, a sulfur content at the target sulfur content, or a sulfur content below the target sulfur content.
  5. The fuel according to claim 1, having a target sulfur content of 0.5% by weight or less.
  6. The lighttight oil or condensate, or a combination of lighttight oil and condensate, comprises one or more untreated fractions and a hydrotreatment stream, wherein the lighttight oil has a sulfur content in the range of 0.1% to 0.2% by weight and an API (degrees) density in the range of 37 to 67 degrees, and the condensate comprises untreated lighttight oil, or source condensate, unassociated gas and condensate for shale gas production. The fuel according to claim 1, having a distillate fraction range on a weight basis of (a) 5 to 20% by weight of liquefied petroleum gas, (b) 10 to 35% by weight of naphtha, (c) 15 to 30% by weight of kerosene, (d) 15 to 25% by weight of diesel oil, (e) vacuum diesel oil, and (f) zero (0%) to 10% of heavy residue.
  7. The fuel according to claim 1, comprising a hydrocarbon having an initial boiling point in the range of approximately 35°C to approximately 315°C, and a maximum boiling point higher than approximately 315°C, wherein the maximum boiling point is the endpoint of the deasphaltized oil belonging to the range of the fuel, and is the initial boiling point of the deasphaltized residue that does not dissolve in the solvent selected for solvent separation and does not belong to the range of the fuel.

Description

The present invention relates to a method and apparatus for producing fuel with a very low sulfur content from crude oil, refined residues, and other contaminated liquid feedstocks. The fuel with a very low sulfur content produced by the present invention is particularly cost-effective for use on large maritime transport vessels and for large onshore combustion gas turbines. This invention addresses a long-known but unresolved major environmental problem: "on the open ocean." The target is that when ships burn inexpensive, low-grade heavy bunker oil and other heavy residues containing high levels of sulfur, nitrogen, and metals, sulfur, nitrogen, and metal oxides are released into the natural environment. Such emissions are global in scale and spread regardless of national geographical boundaries. According to various third-party reports, certain global emissions resulting from burning heavy fuels for such water transport at sea are several times higher than the combined emissions of all gasoline-burning vehicles and all diesel vehicles worldwide. Such burning at sea emits SOx, NOx, CO2 , soot, and harmful metals. Land vehicles include automobiles, This includes trucks and many others, most of which now use mandated "highway fuel" with very low sulfur content. Therefore, even if transport by such large vessels is efficient based on "load per mile" and fuel consumption standards, in reality, such vessels generate a large amount of emissions. The introduction of certain important regulations mandating the use of cleaner combustion marine fuels for ships is contingent on such fuels being readily available in sufficient quantities. Solutions are still needed to avoid mandating things that are neither technically nor economically feasible nor practical. For example, the International Maritime Organization (IMO), a division of the United Nations, issues rules on international shipping. The IMO has sought to reduce emissions by tightening sulfur restrictions on marine fuels, while acknowledging technical limitations. Since 2011, the IMO has required that marine fuels burned in the open ocean (for example, outside emission control areas (ECAs), including 200 nautical miles from the coasts of the United States, Europe, and other countries) must have a sulfur content not exceeding 3.50% m/m. In 2015, the IMO amended its rules to limit the sulfur content of marine fuels for commercial vessels within ECAs to generally less than 0.1%. However, the IMO has again significantly lowered the sulfur limit in the open ocean to 0.50% m/m for 2020 and beyond. But the IMO says that such aggressive reductions in 2020 will depend on "the results of a review of the availability of the required fuel oil, which is scheduled to be completed by 2018," and that if the required fuel is not available, such reductions will be suspended. This suggests the possibility of a postponement to 2025. Regarding regulations on air pollution in the marine industry, See Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL). Therefore, there is a realistic and significant possibility of problems arising with respect to the lack of availability of low-sulfur marine fuels and the lack of technology to achieve such availability. For example, 201 A five-year-old industry publication stated that "plans are being made to reduce the permissible sulfur content in fuel to below the [2014] levels required in emission control zones... but this will take many years, as current technology would be prohibitively expensive for many shipping companies." Such publications further stated that "due to the extra costs and potential mechanical problems, these regulations are being continuously re-evaluated, and a phased approach is being adopted for implementation," because "many marine engines are not designed to handle low-sulfur diesel fuel, which is far leaner than heavy fuel oil and does not possess the same lubricating properties. Companies are, Cooling the fuel to increase its viscosity, injecting additional lubricants into specific parts of the engine, etc. They stated, "We are taking various measures to avoid problems and are striving to make it work" (Non-Patent Document 1). Another example is the 2015 IMO regulation that reduced the sulfur content of marine fuel to a maximum of 0.1% sulfur for commercial vessels within designated ECAs. Before entering an ECA, vessels must switch from inexpensive, high-sulfur heavy bunker fuel oil, which is burned in the open ocean, to more expensive, low-sulfur fuel similar to highway diesel. Since January 1, 2015, the reduction of fuel sulfur in the ECA from 1.00% m/m (since July 1, 2010) to 0.10 m/m has created challenges in market supply and pricing. The production and supply of marine fuels to comply with IMO-related regulations competes with the demand for distilled fuels for highway and other onshore diesel applications, diverting available preferred feedstock flows and existing refini