共查询到19条相似文献,搜索用时 125 毫秒
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考察了催化裂化(FCC)汽油中硫化物和模型硫化物在OTA(Olefin To Aromatics)催化剂上的催化转化性能.结果表明FCC汽油硫化物总脱硫率为86.3 %,其中,硫醚和四氢噻吩的转化率都达到100 %,硫醇硫转化率96.6 %,噻吩硫转化率78.8 %,烷基噻吩转化率85.8 %,苯并噻吩转化率81.4 %.3-甲基噻吩在OTA催化剂上的转化产物中含有小分子(噻吩),异构硫化物(2-甲基噻吩),以及大分子异构硫化物(如2,5-二甲基噻吩、2,4-二甲基噻吩和2,3-二甲基噻吩).烷基噻吩和苯并噻吩硫化物在OTA催化剂上脱硫反应网络一方面含有直接加氢脱硫反应,另一方面经历歧化、异构化和裂解等反应. 相似文献
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为保证流化催化裂化(FCC)汽油烷基化硫转移反应催化剂的稳定性,采用蒸馏水或盐酸作为萃取剂、D101树脂或NKC-9大孔干氢树脂作为吸附剂,考察了FCC汽油原料中碱性氮去除的预处理过程,并比较了预处理过程对FCC汽油硫形态及其含量的影响、烷基化硫转移效果的影响。结果表明,盐酸萃取、NKC-9树脂吸附,能够快速有效的除去FCC汽油中的碱性氮化物,而且NKC-9树脂能够吸附微量的硫化物。脱除碱性氮化物后的FCC汽油进行烷基化反应,几个主要的噻吩硫化物的硫转移率都能达到90%以上。 相似文献
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烷基化硫转移反应脱硫是一种非加氧脱硫方法,该法首先利用FCC汽油中的烯烃与噻吩类硫化物进行烷基化反应,形成高沸点的烷基噻吩类硫化物,然后通过蒸馏分离达到脱硫目的.实验分别在FCC汽油和模拟汽油中考察了大孔磺酸树脂Amberlyst 35催化汽油烷基化硫转移的反应活性,并研究了反应温度对反应过程的影响.结果表明 Amberlyst 35树脂可有效催化烷基化硫转移反应的发生,80~140℃温度范围内,在剂油质量比为1:11、反应时间为1 h的条件下,对FCC汽油中主要硫化物的转化率均达到90%以上,可以满足催化精馏烷基化脱硫操作的需要.转化了的烯烃主要发生了低聚反应,随反应温度的升高,烯烃二聚的选择性降低,容易生成更多高沸点胶质,会降低催化剂的稳定性和产品的收率. 相似文献
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以HY分子筛为催化剂,考察流化催化裂化(FCC)汽油中的噻吩类硫化物的烷基化反应性能,并对反应动力学进行研究。结果表明:在反应温度433 K,反应时间1 h时烷基化硫转移率(低于393 K的馏分)达到90%以上,反应温度在403~433 K,FCC汽油中的噻吩类硫化物烷基化反应动力学方程符合一级反应速率方程,其活化能为44.70 kJ/mol,指前因子为6.47×105h-1。 相似文献
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《Applied Catalysis A: General》2005,278(2):143-172
The possible origins of sulfur impurities in FCC gasoline are reviewed and discussed. Their mechanism of formation during the FCC process as well as their mechanism of transformation on hydrotreating catalysts are also examined.The article focuses on the desulfurization of FCC gasoline by means of catalytic processes considering the fact that deep desulfurization must be achieved (in accordance with new regulations) while preserving octane rating of the fraction. The various parameters (presence of a promoter, nature and modification of the support, additives and poisons) which may influence the selectivity in hydrodesulfurization (HDS) versus olefin hydrogenation are also discussed. Existing and potential processes for the HDS of FCC gasoline with octane preservation are described. 相似文献
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To solve the contradiction between ultradeep hydrodesulfurization (HDS) and octane recovery in clean gasoline production, this article proposes a novel two‐stage fluid catalytic cracking (FCC) gasoline hydro‐upgrading process with the selective HDS catalyst in the first reactor and the complemental HDS and octane recovery catalyst in the second reactor. The process achieved the relayed removal of sulfur‐containing compounds with different natures, providing itself with excellent HDS performance, and the hydroisomerization and aromatization of olefins in the second stage endowed the process with superior octane recovery ability and high product yield while remarkably reducing the olefin content of FCC gasoline. The process was also featured by low hydrogen consumption due to the low first‐stage olefin saturation and the balanced second‐stage hydrogenation and dehydrogenation. The two‐stage process developed here sheds a light for efficiently producing ultralow sulfur gasoline from the poor‐quality FCC gasoline of high olefin and sulfur contents. © 2012 American Institute of Chemical Engineers AIChE J, 59: 571–581, 2013 相似文献
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An overview of new approaches to deep desulfurization for ultra-clean gasoline, diesel fuel and jet fuel 总被引:90,自引:0,他引:90
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. 相似文献
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