清洁汽油生产过程中的蒸馏技术

汽油中的硫会增加汽车尾气中有害物质的排放，世界各国相继制定了越来越严格的规定，限制汽油中的硫含量。加氢技术虽然能够显著降低汽油中的硫含量，但却存在着烯烃饱和而导致辛烷值损失和氢耗高的问题。将汽油切割成不同的馏分段，根据其各自的组成特点选择不同的脱硫工艺，为这一问题提供了经济可行的解决方案。并针对汽油中硫和烯烃的分布特点，对不同汽油切割方案及蒸馏技术进行了分析。     

降低汽油硫含量的吸附剂新技术

降低汽油硫含量的吸附剂新技术已由菲利普斯石油公司开发出来。中试结果表明 ,新技术可以容易地满足对汽油硫含量的规定。该公司正在设计首套工业化装置以示范该技术及其优点。据称 ,与传统脱硫技术相比 ,新技术生产汽油的成本低。吸附剂可在线再生 ,这可延长两次停工间的运转时间。辛烷值和汽油体积损失很少。另外 ,工艺耗氢量非常低 ,这对许多氢资源短缺的炼厂非常有利降低汽油硫含量的吸附剂新技术@陈宜松     

烟气脱硫脱氮技术综述

本文主要介绍了烟气中二氧化硫和氮氧化物的脱除技术。目前二氧化硫的脱除技术有燃烧前脱硫、燃烧中脱硫和燃烧后脱硫三种。燃烧后脱硫技术又称为烟气脱硫技术。烟气脱硫技术有湿法、干法和半干法三种,其中湿法应用最为广泛。NOx的控制技术有选择性催化还原法、选择性非催化还原法、烟道气循环法、低NOx燃烧器法。其中,选择性催化还原法是应用最多、技术最成熟的一种烟气脱氮方式。此外,还有SO2和NOx的一体化脱除技术。     

液相催化氧化脱除烟气中SO_2技术的研究

探讨了含表面活性剂的Mn2 + 溶液液相催化氧化的脱硫机理 ,研究了液相催化氧化脱硫剂溶液浓度、循环使用、液气比对脱硫效率的影响 ,并介绍其应用结果。实验和应用得出 :含表面活性剂的液相催化氧化脱硫剂的浓度在 0 .0 5 %～ 2 %范围时 ,脱硫效率达83 .6 %～ 94.5 %等结论     

石化人一起来,亚运更精彩

<正>为亚运提供更优质清洁的油品,为亚运健儿创造一个更加优美的竞技环境,为保平安绿色亚运,广州石化人正在以自己方式为亚运添彩!为市场提供清洁能源广州石化2009年投资2.897亿元新建了一套1 50万吨/年催化汽油吸附脱硫装置,为生产满足地方政府要求的粤IV标准的汽油产品供应,汽油产品硫含量可从≯0.015%降低到≯0.005%,广州地区全面推广使用粤IV标     

FCC汽油吸附脱硫技术

与常规的加氢脱硫技术相比,吸附脱硫技术具有易于操作,故障率低,超低的硫含量,低辛烷值损耗,低操作成本,几乎不消耗氢气等优点,是解决当代能源、资源和环境问题的重要技术。本文将就吸附脱硫技术的研究现状做简要评述。     

某炼化企业催化汽油吸附脱硫装置职业病危害控制效果评价

通过资料调研、现场调查与检测，将获取的资料与法律、法规和标准要求相比较，对某炼化企业催化汽油吸附脱硫装置进行了职业病危害控制效果评价。     

工业废弃物在煤燃烧过程中脱硫行为的研究

提出了采用工业废弃物作为煤燃烧高温脱硫剂和催化促进剂的思路，对催化促进脱硫的机理进行试验研究，在此基础上提出几种不同配方的脱硫添加剂，并进行详细的试验研究，最终在6t/h工业链条上取得50％左右脱硫率的结果。     

汽油加氢装置改造过程的HSE管理

2004年4月,石家庄炼油化工股份有限公司100×104t/a汽、柴油加氢精制装置顺利开工、投产.由于该加氢装置已完全满足生产任务,公司决定将原有的60×104t/a加氢装置改造为催化重汽油选择性加氢脱硫装置.装置改造成功后,可处理重汽油32×104t/a,处理后汽油硫含量将有较大幅度降低,可完全满足欧Ⅱ质量标准,是一项环保改造项目.     

石油焦煅烧烟气脱硫技术探讨

随着国内电解铝行业的迅速发展,生产阳极用的石油焦供不应求,铝用预焙阳极生产行业所用的石油焦硫含量呈现出了逐年上升的趋势,石油焦煅烧烟气脱硫势在必行.本文就石灰法、钠钙双碱法、LIFAC法、氨-硫铵法脱硫技术进行探讨.     

FCC DeSOx and DeNOx additive technology

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FCC DeSOx and DeNOx additive technology

The fluid catalytic cracking(FCC) is the principal gasoline-producing process in the refinery. Considerable amounts of harmful sulfur oxides and nitrogen oxides (SOx and NOx ) are generated with the FCC operation. Impacted by strengthening environmental regulations and the current global emphasis on environmental protection and pollution abatement, refiners have been meaning to look for effective ways to control and reduce SOx and NOx emissions. FCC DeSOx and DeNOx additives is the most promising measure. The present paper reviews the developments in FCC DeSOx and DeNOx additive technology based on the respective authors' works, the future directions of the technology are also discussed.     

催化裂化装置SO2污染控制技术

通过分析炼油厂硫的分布和流向,介绍催化裂化装置SO2生成及排放情况,明确了催化裂化装置SO2排放源及其分类。依据SO2排放的环保控制要求,提出催化裂化装置SO2排放控制方法:催化裂化原料加氢预处理、使用硫转移催化剂和烟气脱硫。     

On-board measurement of emissions from liquefied petroleum gas, gasoline and diesel powered passenger cars in Algeria

On-board measurements of unit emissions of CO,HC,NOx and CO2 were conducted on 17 private cars powered by different types of fuels including gasoline,dual gasoline–liquefied petroleum gas(LPG),gasoline,and diesel. The tests performed revealed the effect of LPG injection technology on unit emissions and made it possible to compare the measured emissions to the European Artemis emission model. A sequential multipoint injection LPG kit with no catalyst installed was found to be the most efficient pollutant reduction device for all of the pollutants,with the exception of the NOx. Specific test results for a sub-group of LPG vehicles revealed that LPG-fueled engines with no catalyst cannot compete with catalyzed gasoline and diesel engines. Vehicle age does not appear to be a determining parameter with regard to vehicle pollutant emissions. A fuel switch to LPG offers many advantages as far as pollutant emissions are concerned,due to LPG's intrinsic characteristics.However,these advantages are being rapidly offset by the strong development of both gasoline and diesel engine technologies and catalyst converters. The LPG's performance on a chassis dynamometer under real driving conditions was better than expected. The enforcement of pollutant emission standards in developing countries is an important step towards introducing clean technology and reducing vehicle emissions.     

催化汽油碱渣游离减度的定量问题探讨

通常以酚欧和甲基但作为指示剂进行酸碱满足测定游离碱度．催化汽油碱渣中的酚类化合物对游商碱度的测定有正项干扰．这个干扰可以由碱度差减去酚的浓度来消除．试验表明，该方法比碱度差方法误差小。使用方法可获得可信的结果．     

控制车用汽油有害物质降低机动车排放

首先介绍了汽油成分的基本特性，及不同组分对于排放的影响。汽油组成中硫对汽车排放影响较大；芳烃和苯的排放对人体健康有害；烯烃不仅是影响发动机喷嘴、进气阀及燃烧室沉积物生成的重要因素，而且影响光化学烟雾的形成。中国汽油的特点是烯烃含量高，芳烃和苯含量低，硫含量有上升的趋势。还介绍了国外汽油组成的变化趋势和发展动向，根据上述特点，在《车用汽油有害物质控制标准》中对９ 项指标提出了上限值：苯为２－５ ％ ；烯烃为３５ ％ ；芳烃为４０ ％ ；锰为１８ ｍｇ／Ｌ；铅为１３ ｍｇ／Ｌ；磷为１－３ ｍｇ／Ｌ；硫为０－０８ ％ ；铁和铜不得检出     

基于分解模型的全过程节能减排定量评价方法及应用

依据因子分解模型的分析结果,建立了全过程节能减排控制节能指数和减排指数定量化计算方法,提出全过程控制指数评价的重要原则,并对不同国家各因子的节能效果和SO2减排作用进行了定量化评价.结果表明,我国1986~2005年全过程控制节能指数只有0.6,低于发达国家1973~1990年的0.86;我国1995~2005年SO2减排指数为0.75,远低于日本1975~1996年的1.07.我国技术进步和末端治理的节能减排指数偏低,现阶段我国应加强技术进步和末端治理的减排能力建设,同时注意结构调整,发挥其应有的节能减排效果.     

控制车用汽油有害物质降低机动车排放

首先介绍了汽油成分的基本特性,及不同组分对于排放的影响。汽油组成中硫对汽车排放影响较大;芳烃和苯的排放对人体徤康有害;烯烃不仅是影响发动机喷嘴进气阀及燃烧室沉积物生成的重要因素,而且影响光化学烟雾的形成。中国汽油的特点是烯烃含量高,芳烃和苯含量低,硫含量有上升的趋势。还介绍了国外汽油组成的变化趋势和发展动向,根据上述特点,在《车用汽油有害物质控制标准》中对9项指标提出了上限值:苯为2.5%;烯烃为35%;芳烃为40%;锰为18 mg/L;铅为13 mg/L;磷为1.3 mg/L;硫为0.08 % ;铁和铜不得检出。      

Evaluation of the International Vehicle Emission （IVE） model with on-road remote sensing measurements

Intemational Vehicle Emissions （IVE） model funded by U.S. Environmental Protection Agency （USEPA） is designed to estimate emissions from motor vehicles in developing countries. In this study, the IVE model was evaluated by utilizing a dataset available from the remote sensing measurements on a large number of vehicles at five different sites in Hangzhou, China, in 2004 and 2005. Average fuel-based emission factors derived from the remote sensing measurements were compared with corresponding emission factors derived from IVE calculations for urban, hot stabilized condition. The results show a good agreement between the two methods for gasoline passenger cars＇ HC emission for all 1VE subsectors and technology classes. In the case of CO emissions, the modeled results were reasonably good, although systematically underestimate the emissions by almost 12%-50% for different technology classes. However, the model totally overestimated NOx emissions. The IVE NOx emission factors were 1.5-3.5 times of the remote sensing measured ones. The IVE model was also evaluated for light duty gasoline truck, heavy duty gasoline vehicles and motor cycles. A notable result was observed that the decrease in emissions from technology class State II to State I were overestimated by the IVE model compared to remote sensing measurements for all the three pollutants. Finally, in order to improve emission estimation, the adjusted base emission factors from local studies are strongly recommended to be used in the IVE model.