An overview of new approaches to deep desulfurization for ultra-clean gasoline, diesel fuel and jet fuel

This review discusses the problems of sulfur reduction in highway and non-road fuels and presents an overview of new approaches and emerging technologies for ultra-deep desulfurization of refinery streams for ultra-clean (ultra-low-sulfur) gasoline, diesel fuels and jet fuels. The issues of gasoline and diesel deep desulfurization are becoming more serious because the crude oils refined in the US are getting higher in sulfur contents and heavier in density, while the regulated sulfur limits are becoming lower and lower. Current gasoline desulfurization problem is dominated by the issues of sulfur removal from FCC naphtha, which contributes about 35% of gasoline pool but over 90% of sulfur in gasoline. Deep reduction of gasoline sulfur (from 330 to 30 ppm) must be made without decreasing octane number or losing gasoline yield. The problem is complicated by the high olefins contents of FCC naphtha which contributes to octane number enhancement but can be saturated under HDS conditions. Deep reduction of diesel sulfur (from 500 to <15 ppm sulfur) is dictated largely by 4,6-dimethyldibenzothiophene, which represents the least reactive sulfur compounds that have substitutions on both 4- and 6-positions. The deep HDS problem of diesel streams is exacerbated by the inhibiting effects of co-existing polyaromatics and nitrogen compounds in the feed as well as H₂S in the product. The approaches to deep desulfurization include catalysts and process developments for hydrodesulfurization (HDS), and adsorbents or reagents and methods for non-HDS-type processing schemes. The needs for dearomatization of diesel and jet fuels are also discussed along with some approaches. Overall, new and more effective approaches and continuing catalysis and processing research are needed for producing affordable ultra-clean (ultra-low-sulfur and low-aromatics) transportation fuels and non-road fuels, because meeting the new government sulfur regulations in 2006–2010 (15 ppm sulfur in highway diesel fuels by 2006 and non-road diesel fuels by 2010; 30 ppm sulfur in gasoline by 2006) is only a milestone. Desulfurization research should also take into consideration of the fuel-cell fuel processing needs, which will have a more stringent requirement on desulfurization (e.g., <1 ppm sulfur) than IC engines. The society at large is stepping on the road to zero sulfur fuel, so researchers should begin with the end in mind and try to develop long-term solutions.  

印染废水脱色方法

印染废水是一种非常重要的污染源，本文综述了目前国内外在去除这类废水的色度方面的进展。  

多孔陶瓷材料

详细地综述了多孔陶瓷的类型、制造工艺、性能、用途及研究开发的必要性。  

改性凹凸棒石粘土吸附性能对比实验研究

选用有代表性的染料和酚两类性质不同的污染物质为吸附质，凹凸石粘土和各种方法改性的凹凸棒石粘土为吸附剂进行了吸附对比实验研究。实验发现用１Ｍ磷酸改性能大幅度提高凹凸棒石粘土对染料和酚等污染物的吸附能力。并且认为凹凸棒石粘土的吸附属于外表面吸附一胶体和离子交换吸附一胶体和郭子交换吸附，改性作用提高凹凸棒石粘土吸附性能的机理是改性加工改变了凹春石粘土中粘土颗粒的结构电荷和表面电荷及吸附活性。  

羟基磷灰石的表面特性

本文综述了羟基磷灰石（ＨＡＰ）的表面结构、表面能、表面电荷等特性，总结了ＨＡＰ对无机阴、阳离子，短链有机物，聚合物的作用规律及其对ＨＡＰ晶体生长和形态的影响，并进一步概括了ＨＡＰ在悬浮体系中的团聚和解聚现象，以及这种现象的形成原因。  

吸附法处理染料废水的工艺及其机理研究进展

介绍了近年来国内外对含染料废水处理工艺研究的最新进展，重点报道了以活性炭、树脂、矿物、废弃物和一些新材料为吸附剂吸附处理染料废水的最新研究成果，同时对上述方法处理染料工业废水的机理进行了探讨．并展望了吸附法处理染料废水技术的发展前景。  

有机膨润土吸附硝基苯的性能及其在废水处理中的应用

分别用氯化十六烷基吡啶（ＣＰＣ）和溴化十六烷基三甲铵（ＣＴＭＡＢ）改性膨润，研究了有机膨润土吸附水中硝基苯的性能及其影响因素。２５℃时，ＣＴＭＡＢ－膨润土和ＣＰＣ－膨润土的饱和吸附容量分别为１１７．０ｍｇ／ｇ和８７．６ｍｇ／ｇ。比原土（５８．１ｍｇ／ｇ）有较大的增加，有机膨润土对水中硝基苯的去除率为５０～６０％，比原土（１０．５％）提高了４～５倍将Ａｌ２（ＳＯ４）３与有机膨润土联用处理废水，不但能  

膨润土对汞的吸附性能研究

试验了时间，ｐＨ，用量等对膨润土吸附汞效果的影响，还将有机膨润土与膨润土吸附絮凝对汞的处理作了比较，结果表明，利用廉价的天然膨润土作为吸附剂，用吸附混凝土法处理含汞废水有较高的应用价值。  

活性炭吸附硅钨酸催化合成丁酸丁酯

用活性炭固载硅钨酸催化剂催化合成了丁酸丁酯。探讨了反应时间、酸醇比、催化剂吸附量等因素对反应的影响 ;并考察了催化剂的重复使用性能。实验表明 ,这种固载催化剂催化活性高 ,重复使用性能好。  

活性炭吸附苯、甲苯废气的研究

研究了苯、甲苯组成的混合溶剂系统的吸附平衡关系及动力学性质。采用动态吸附法对纯组分、混合组分的吸附情况进行了测定。 根据Langmuir方程拟合出相应的平衡常数qe和K。通过对二组分吸附的穿透曲线进行分析,发现吸附能力强的甲苯能从活性炭中置换出吸附能力弱的苯。整个吸附过程分为三个阶段进行。分别利用E-L方程和IAST理论进行理论预测分析,并与实验结果进行了比较。结果表明,虽然E-L方程对吸附总量的预测与实验结果较为吻合,但对各个组分吸附量的预测却经常产生正负偏差;而IAST引入竞争模型,较好地消除了这种正负偏差,平均误差不超过10%,与实验结果更为吻合。