柴油添加剂的现状及发展趋势

阐述了我国柴油添加剂的种类,现状及发展趋势,指出了我国柴油添加剂的品种及产品质量与国外先进水平的差距,根据我国的实际情况提出设想和建议。     

ZWR混凝土节能增效剂的使用性能研究

对ZWR混凝土节能增效剂在商品混凝土中的应用性能进行试验研究与工程应用,结果表明,该节能增效剂在保证混凝土综合性能的情况下,掺量为胶凝材料的0.6％～ 1％,可降低水泥用量10％～ 15％,明显降低了生产成本.使用增效剂后,在不改变工作性能和结构性能的前提下,混凝土开裂的风险减少,总碱量降低.     

柴油降凝剂的应用背景及发展

介绍了柴油降凝剂的应用背景及国内外研究与发展概况。     

柴油十六烷值改进剂的研究及应用进展

本文主要介绍了研制柴油十六烷值改进剂的重要意义、种类和作用机理,并介绍了典型十六烷值改进剂的特点.十六烷值改进剂受热容易分解产生活性自由基、降低了柴油的自燃点,从而缩短了滞燃期,改善了发动机的燃烧性能.另外,指出了十六烷值改进剂应具备的物理化学性质和发展方向,并提出了发展建议.     

生物柴油特性及作为混合燃料添加剂的研究

论述了生物柴油优越的理化特性,可作为柴油的替代燃料,并讨论了生物柴油作为乙醇（甲醇）与柴油或汽油混合燃料的添加剂情况.通过溶解度测定及三相图实验数据表明生物柴油作为乙醇与柴油添加剂,促溶效果较好;对于生物柴油-汽油-乙醇体系来讲,三者可以任意比例混合,可改善汽油的燃烧性能;对于生物柴油-柴油-甲醇体系,效果不理想.     

四川石化加氢裂化装置掺炼催化柴油的工业应用

针对四川石化公司加氢裂化装置原料供应不足,催化裂化装置柴油十六烷值不合格,中国石油四川石化270万吨/年加氢裂化装置掺炼催化重柴油运行。加氢裂化装置原料变更后,经过操作条件的调整,生产运行平稳,产品分布合理,达到节能降耗的目标。生产了满足国Ⅳ标准的高品质油品。     

乳化柴油研究及其应用进展

介绍了乳化柴油的节能降污机理,阐述了乳化剂的选择和用量、极性物、掺水率和乳化设备对柴油乳液的影响,对乳化柴油的稳定性、燃烧性能、腐蚀性、节能和环保等性质在应用中的发展进行了概述．认为通过添加少量有机极性物(如乙醇)制成微乳液可以改善乳液的稳定性、降低乳液黏度以改善其燃烧性能。并对乳化柴油的发展趋势进行了展望,指出生物微乳化柴油是今后乳化柴油发展的一个重要方向。     

乳化柴油的研究

通过对乳化柴油历史的回顾和现状分析，探讨了乳化柴油节能机理，利用工业废油合成高效价廉的柴油乳化剂，进而成功地制备出贮存稳定、外观透明、使用方便、环保节能的乳化柴油。     

新型农药增效剂CN的应用研究

新型农药增效剂ＣＮ的应用研究许世祥（石家庄市化工研究所石家庄市０５００３１）增效剂ＣＮ是由河北省高碑店市新光化工厂研制的，１９９６年以来，我们对该增效剂做了大量药效试验，结果列于表１、表２。处理防治效果／％马唐狗尾草牛筋草稗草马齿苋鸭跖草乙阿＋ＣＮ１...     

聚甲氧基二甲醚作为柴油添加剂的优势及行业进展

对现有柴油添加剂优劣势进行对比,阐述了以甲醇为主要原料的聚甲氧基二甲醚作为柴油添加剂的意义并对国内聚甲氧基二甲醚行业进展情况进行介绍。     

常三线油的综合利用──制备氯化石蜡

介绍了采用常三线油作为原料，制备软蜡生产氯化石蜡的新工艺。着重讨论了反应温度、氯气流量，原料组成及反应时间等因素对过程的影响规律，提出了工业化生产的优化工艺方案。研究结果表明，本工艺简易可行，产品质量稳定可靠。     

柴油机燃油节能助燃添加剂研究进展

在柴油中添加节能助燃剂能提升燃油燃烧效率,降低燃油消耗,减少排放污染。介绍了柴油节能助燃剂的发展、分类及研究现状,对不同类型添加剂的功效和作用机理进行分析,并阐述了其评价方法;同时指出节能助燃剂的今后发展方向,为开展相关研究提出了建议。     

Optimised Mixture Formation for Diesel Fuel Processing

Mixture formation plays an important role in the diesel reforming process. It is important to maintain proper O₂/C and H₂O/C ratios to avoid hot spots and coking. Fuel must be completely evaporated before entering the reaction zone in order to prevent catalyst damage by coking. Computational fluid dynamics (CFD) is used to optimise the mixing process. Turbulent mixing, diesel spray injections and evaporation and simplified chemical reactions have been calculated. This revealed critical parts of the existing construction. However, experimental verification is necessary. To identify thermodynamic conditions for a possible carbon formation process, experiments with idealised model fuels as well as with real diesel fuel were carried out. Flow visualisation experiments serve for the verification of the CFD simulations. Quartz glass reactors as models of the reformers were operated under real mixing temperatures (400 °C) to observe the effect of the flow profile on fuel sprays. Experiments with coloured fuels were used to visualise the flow and concentration profiles in the mixing chamber. Results were compared with CFD models. Two patented reformers were designed as a result of the CFD optimisation. These were operated for 500 h and 1,000 h respectively with a commercially available diesel, showing very promising results.     

Hydrogen Production via Autothermal Reforming of Diesel Fuel

Hydrogen, for the operation of a polymer electrolyte fuel cell, can be produced by means of autothermal reforming of liquid hydrocarbons. Experiments, especially with ATR 4, which produces a molar hydrogen stream equivalent to an electrical power in the fuel cell of 3 kW, showed that the process should be preferably run in the temperature range between 700 ° and 850 °. This ensures complete hydrocarbon conversion and avoids the formation of considerable amounts of methane and organic compounds in the product water. Experiments with commercial diesel showed promising results but insufficient long‐term stability. Experiments concerning the ignition of the catalytic reaction inside the reformer proved that within 60 s after the addition of water and hydrocarbons the reformer reached 95% of its maximum molar hydrogen flow. Measurements, with respect to reformer start‐up, showed that it takes approximately 7 min. to heat up the monolith to a temperature of 340 ° using an external heating device. Modelling is performed, aimed at the modification of the mixing chamber of ATR Type 5, which will help to amend the homogeneous blending of diesel fuel with air and water in the mixing chamber.     

微乳化柴油的研究与发展前景

阐述了微乳化柴油的研究发展,研究了乳化剂和助剂的选择方法,探讨了微乳化柴油的节能环保机理,并指出了其发展前景。     

柴油十六烷值改进剂的研究进展

简单介绍了柴油十六烷值改进剂的种类以及国内外柴油十六烷值改进剂的发展情况 ,目前应用的十六烷值改进剂主要是烷基硝酸酯。另一种含氧化合物—醚类作为十六烷值改进剂仅由C、H、O 3种元素组成 ,在提高十六烷值的同时 ,也可以促进柴油完全燃烧 ,降低尾气烟度 ,符合环境友好产品的要求和发展趋势。     

Kinetic and Statistical Studies of Adsorptive Desulfurization of Diesel Fuel on Commercial Activated Carbons

Diesel fuel desulfurization by different commercial activated carbons was studied in a batch adsorber. Experiments, carried out to determine the sulfur adsorption dependency on time, were used to perform kinetic characterization and to screen the best performing activated carbon. The equilibrium characterization of the adsorption process was also performed. The statistical study of the process was undertaken by way of a two‐level one‐half fractional factorial experimental design with five process parameters. Individual parameters and their interaction effects on sulfur adsorption were determined and a statistical model of the process was developed. Chemviron Carbon SOLCARBTM C3 was found to be the most efficient adsorbent. The kinetic pseudo‐second order model and Freundlich isotherm are shown to exhibit the best fits of experimental data. The lowest achieved sulfur concentration in treated diesel fuel was 9.1 mg kg^–1.     

Numerical Study on the Effect of Cavitation on Flow and Diesel Fuel Atomization Characteristics

Computational fluid dynamics (CFD) models based on the turbulent mixture multiphase model were applied to consider the effect of cavitation on the spray of diesel fuel. The effects of injection pressure and length‐to‐width (L/W) ratio on the velocity distribution, cavitation number, discharged coefficient, and nozzle exit velocity were investigated and the performance of the model was compared with the experimental data. The results indicate that the cavitation generated in the nozzle has a strong impact on the fuel injection and spray quality, whereas the L/W ratio is a highly effective parameter for cavitation behavior. In addition, by increasing the L/W ratio, the range of cavitation number, wall friction, and flow resistance increase but in the cavitation region the velocity profile in radial and axial directions, spray cone angle, nozzle exit velocity, and the discharged coefficient decrease.     

Sedimentation in biodiesel and Ultra Low Sulfur Diesel Fuel blends

A biodiesel storage stability study was conducted on Ultra Low Sulfur Diesel Fuel (ULSDF) and three biodiesel fuels (B100), including a Tallow-based Methyl Ester (TME), a Canola-based Methyl Ester (CME), and, a Yellow Grease Methyl Ester (YGME), and fuel blends (B5 and B20). The stability study was conducted over ten months (Aug 07-Jun 08) and consisted of storing fuel samples in quarter filled plastic and steel 20 L cans, in an unheated shed. Fuel cans were vented twice a week to ensure exposure of the fuel to air. Changes in Acid Number, kinematic viscosity and free water and sediments levels were monitored over the storage period. Temperature and relative humidity ranged from −25 °C to 35 °C and 25% to 100%, respectively. Acid Number and the viscosity did not increase beyond the uncertainty of the method used. Reference samples kept at 40 °C were used for comparison. Free water and sediment levels were barely above the detection limit of 0.003 mL/100 mL of fuel for CME and YGME and their blends. TME and its B20 blend displayed free water and sediment levels up to 0.05 mL/100 mL of fuel in February, after six months of storage. These values decreased considerably after the warm Summer months back to below 0.01 mL/100 mL. All free water and sediment levels were measured after fuel samples came to equilibrium with room temperature. The TME B5 free water and sediment levels remained low throughout the storage period. Proton Nuclear Magnetic Resonance (NMR) spectroscopy performed on particulates from the sediments revealed a similar composition but a slightly lower concentration for protons in alkenyl groups. The presence of these sediments was attributed to more saturated molecules coming out of solution in colder weather and very slowly going back to solution at room temperature.