Sample pretreatment plan for online analyzers

If it’s a gas, I can tell you more; but if it’s not a gas, there’s really nothing I can do~~

I don’t understand this diesel fuel, but I’ve found forums and information for you; you can take a look. I hope it will be helpful to you. First: http://222.216.3.209/jp/h2/3/d-0-4.html Second: http://www.zdqh.com/article/article.php?aid=3542 Third: http://whg.888999.blog.163.com/blog/static/396333522009512114827106/ Fourth: Most petroleum products can be used as fuel, but the term \"fuel oil\" has different meanings in different regions. In Europe, the term \"fuel oil\" generally refers to the black, viscous residue that remains after crude oil has been distilled, or to a mixture of this residue with lighter components. It is primarily used as fuel for steam boilers and various heating systems, as well as as a fuel for large diesel engines, and for various industrial applications. In the United States, however, it refers to any combustible liquid or liquefiable petroleum product with a flash point of not less than 37.8°C; it can be either residual fuel oil (Residual Fuel 011, also known as Heavy Fuel 011) or distillate fuel oil (Heating Oil 011). Distilled fuel oils can be obtained directly from distilled crude oil (i.e., straight-run fractions), or they can be produced through other processing methods such as cracking followed by distillation. The properties of fuel oil depend primarily on the nature of the crude oil and the methods used for its processing. The key specifications that determine the quality of fuel oil include viscosity, sulfur content, and pour point. For fuel oil used in power plants and similar facilities, regulations are also in place regarding the levels of vanadium and sodium. 1. Natural properties of fuel oil: Fuel oil is a type of refined oil that is widely used for power generation in power plants, as fuel for ship boilers, heating furnaces, metallurgical furnaces, and other industrial furnaces. Fuel oil is primarily made from the cracking residues of petroleum and straight-run residue oil; it is characterized by high viscosity and a high content of non-hydrocarbon compounds, gums, and asphaltenes. (1) Viscosity: Viscosity is the most important performance parameter of fuel oil, and it serves as the main basis for classifying fuel oils. It is a measure of the resistance to fluidity; its value indicates the degree to which fuel oil is easy to flow, pump, and atomize. For high-viscosity fuel oils, preheating is generally required to reduce their viscosity to a certain level before they enter the burner, so as to facilitate dispersion and atomization at the nozzle. There are many methods for measuring viscosity and various ways to express it. In the UK, Redwood Viscosity is commonly used, while in the US Saybolt Viscosity is preferred; on the European continent, Engler Viscosity is often utilized. However, countries are increasingly turning to Kinematic Viscosity, as it offers higher accuracy compared to the methods mentioned above, requires less sample volume, and enables rapid measurements. Conversions between various viscosities can usually obtain approximate values by referring to pre-prepared conversion tables. Currently, the more commonly used values in China are the kinematic viscosity at 40°C (for distillate fuel oils) and the kinematic viscosity at 100°C (for residue fuel oils). In the past, China’s fuel oil industry standards used Enneberg viscosity (at 80°C and 100°C) as a quality control parameter, with the dynamic viscosity at 80°C being used to classify grades. The kinematic viscosity of oil is the ratio of its dynamic viscosity to its density. The unit of dynamic viscosity is Stokes, also known as stokes, abbreviated as St. When the dynamic viscosity of a fluid is 1 poise and its density is 1 g/cm3, its kinematic viscosity is 1 Stokes. CST is the abbreviation for Centistokes, which means centistokes, or one percent of 1 stoke. (2) Sulfur content: A high sulfur content in fuel oil can cause corrosion of metal equipment and environmental pollution. Based on their sulfur content, fuel oils can be classified as high-sulfur, medium-sulfur, and low-sulfur fuel oils. Among the components of petroleum, aside from carbon and hydrogen, sulfur is the third major component. Although its concentration is much lower than that of the first two, it remains an important indicator. Based on their sulfur content, fuel oils are generally classified as low-sulfur (LSFO) and high-sulfur (HSFO); the former has a sulfur content of less than 1%, while the latter usually has a sulfur content as high as 3.5% or even 4.5% or more. There is also Low Sulfur Waxy Residual, abbreviated as LSWR; it has a high wax content and a high pour point (such as 40 to 50°C). What is traded on the Shanghai Futures Exchange is High-Sulfur Fuel Oil (HSFO). (3) Density is the ratio of the mass of the oil to its volume. Common units include grams per cubic centimeter, kilograms per cubic meter, or metric tons per cubic meter, etc. Since volume changes with temperature, density cannot exist independently of temperature. For ease of comparison, the West specifies the density at 15°C as the standard density for oil. (4) Flash point is an indicator of the safety of oils. When a liquid oil is heated to a certain temperature under specific standard conditions, the vapor escaping from its surface is just sufficient to form a flammable mixture with the surrounding air; when this mixture comes into contact with a standard test ignition source, an instantaneous flash fire occurs. The temperature at which this happens is defined as the flash point of the oil. It is characterized by the flame going out instantly; the oil at its flash point does not yet produce enough flammable vapors to sustain continuous combustion. Only when it is heated to another higher temperature, and then comes into contact with a fire source, can continuous combustion occur. This temperature is known as the fire point or ignition point. Nevertheless, the flash point is sufficient to indicate the degree of risk of fire and combustion for a petroleum product, *and it is customary to classify hazardous materials based on their flash point. Obviously, the lower the flash point, the more dangerous it is; the higher it is, the safer it is. (5) Moisture: The presence of moisture affects the freezing point of fuel oil; as the moisture content increases, the freezing point of the fuel oil rises gradually. Furthermore, moisture can also affect the combustion performance of fuel machinery, potentially leading to accidents such as furnace shutdowns. (6) Ash: Ash is the non-combustible residue left after combustion; in particular, when catalytic cracking cycle oil and slurry are mixed into fuel oil, the silicon-aluminum catalyst powder accelerates the wear of pumps and valves. Furthermore, ash also covers the boiler’s heat-exchanging surfaces, reducing heat transfer efficiency. (7) Mechanical impurities: Mechanical impurities can clog the filter screens, cause wear in the pumping units and blockage of the fuel injectors, thereby affecting normal combustion. 2. Classification of fuel oil: As the final product in the refining process, fuel oil requires special attention in terms of quality control. The quality of the final fuel oil product is influenced by various factors such as the type of crude oil, the processing techniques used, and the degree of refinement. Based on different criteria, fuel oil can be classified as follows: (1) Depending on whether it is in a marketable form at the time of production, fuel oil can be divided into marketable fuel oil and fuel oil for internal use. Commercial fuel oil refers to fuel oil that has taken on the form of a commercial product at the point of production ； Fuel oil for own use refers to fuel oil that is used as raw material or fuel in refinery production and does not become a commodity at the point of production. (2) According to the processing technology flow, fuel oil can be divided into atmospheric heavy oil, vacuum heavy oil, catalytic heavy oil, and mixed heavy oil. Atmospheric vacuum residue refers to the heavy oil (commonly known as slurry) distilled from refinery catalytic and cracking units ； Mixed heavy oil generally refers to a mixture of vacuum heavy oil and catalytic heavy oil. (3) Based on their use, fuel oils are divided into two main categories: fuel oils for marine diesel engines and fuel oils for boilers. The former is composed of straight-run heavy oil mixed with a certain proportion of diesel, and is used in large low-speed marine diesel engines (with speeds of less than 150 revolutions per minute). The latter, also known as heavy oil, is mainly vacuum residue, or cracking residue, or a mixture of the two, or heavy petroleum fuel oil produced by adding an appropriate amount of cracked light oil; it is used as fuel in various industrial furnaces or boilers. Marine diesel engine fuel is the fuel used in large low-speed diesel engines. Its key performance requirement is that the fuel must be able to atomize well during injection, so as to ensure complete combustion, reduce fuel consumption, and minimize carbon buildup and engine wear. Therefore, the fuel needs to have a certain viscosity in order to achieve the viscosity required by the high-pressure fuel pump and injectors at the preheating temperature (approximately 21–27 cSt); 38°C is commonly used as the reference temperature. Reyes No. 1 is available in two viscosities: 1000 and 1500 seconds. Since fuel oil must be preheated before use to reduce its viscosity, the preheating temperature must be about 20°C lower than the flash point of the fuel oil to ensure safe use; the flash point of fuel oil generally ranges from 70–150°C. Heavy oil is primarily used as fuel oil for various boilers and industrial furnaces. The operating principle of the fuel systems in various industrial furnaces is generally the same: a oil pumping unit draws heavy oil out of the storage tank, mechanical impurities are removed using coarse and fine separators, and the oil is then preheated to 70–120°C in a preheater. The preheated oil has reduced viscosity, and it is subsequently injected into the furnace through nozzles under a pressure of 8–20 atmospheres, via control valves. The mist-like form of the oil mixes with air and burns; the combustion exhaust gases are then released into the atmosphere through chimneys. .

The preprocessing solutions for online analyzers are usually provided by the instrument suppliers, and these solutions are only made available to you after you formally inquire with the supplier. Different suppliers or system integrators have different solutions, and their technical features and techniques cannot be disclosed online casually. Even if such information is available online, following those instructions will not yield good results unless one is highly professional or has a thorough understanding of the system.

Thank you! We are currently working on an EPC project that includes many analyzers. I want to have a basic understanding when reviewing the drawings; otherwise, it’s easy to get confused by the suppliers. For example, there are some unnecessary things for which he gives you a lot of them; although they don’t affect the system, it costs much more money.

This friend could talk about gases, for example, analysis after diesel gasification and things like that.

Then they certainly can’t show it to you. Things like this seem simple when described that way; those who are experts indeed find them simple. But on the other hand, if you don’t spend some time in this field, many things will remain confusing and hard to understand.

Actually, there’s nothing that can’t be shown to others; I just hope that experienced friends can share some tips on what to pay attention to. For example, certain substances in the sample can shorten the lifespan of the probe; when performing analysis, it is necessary to vaporize the sample, and attention must be paid to the freezing point of the vaporized sample. . Wait.

It’s not about having someone explain how to design a preprocessing system.

This post was last edited by qugd on 2009-10-28 09:33. All sample pretreatment systems are designed based on the actual sample conditions and analysis objectives; asking in a general manner will yield no results. It would be better for the poster to invite manufacturers with such qualifications or capabilities to provide information on the project; otherwise, it’s completely impossible to get any answers. Reaching a solution requires many conditions; if you can offer compensation, you will receive a satisfactory response. Keep in mind that competition in this industry is fierce; many technical details are interconnected. Moreover, without it being clear whether you are the technical expert, the business representative, or the decision-maker, it may be difficult to even obtain an overview of the relevant information. I’ve been in this industry for over 10 years; it’s best for the original poster not to be so naive as to think they can get such solutions from the Internet. Sometimes the owners also need to sign a confidentiality agreement with us. Furthermore, the preprocessing system is directly related to the performance of the analyzer, and its price can have a direct impact on the usability and maintenance of the entire system. The prices of preprocessing systems can sometimes vary by several times – why? It’s not that suppliers set exorbitant prices; rather, the actual performance differences become apparent only after one or two years, or even several years. For a project I worked on in the past, there were several preprocessing systems that were used in a chemical plant in Beijing for 10 years. The analyzers had become unusable by then, but the processing systems still worked well. The price of those systems was twice that of similar products, but their ability to last for 10 years meant that the reduced maintenance costs far outweighed the cost of cheaper alternatives.