Regarding kerosene, a comparison of the refining methods for Jet Fuel No. 3, and any questions? Hydrogenated and non-hydrogenated refined desulfurized alcohols: is it necessary to...
Thread Content
As the title suggests: The quality specifications for jet fuel No. 3 are as follows – total sulfur content not exceeding 2000 ppm, thiol sulfur content not exceeding 20 ppm, and acid value not exceeding 0.015 mgKOH/g. It can be seen that the main purposes of kerosene refining are to remove acids, thiools, and colorants; total sulfur is not removed in this process. 1. Non-hydrogenation refining processes (such as thiol removal, acid removal, and color removal via methods like alkaline washing and sedimentation, air oxidation for thiol removal, similar to the alkali-free deodorization and clay coloring processes used in gasoline refining), compared with hydrogenation refining: let’s discuss the investment costs, operating costs, processing losses, and solid waste emissions separately. 2. Is a corrosion inhibitor added during the hydrogenation refining of aviation fuel? If so, how can it be ensured that the freezing point meets the required standards? Are there oil-soluble corrosion inhibitors? LPG, gas oil and diesel hydrogenation design,
Comparison of jet fuel refining methods
The main quality issue with distillate kerosene produced by direct distillation is the excessive level of thiol content; this is especially true when processing Middle Eastern crude oils with high sulfur content, as the thiol content in the resulting distillate kerosene is even higher. At the same time, some straight-run aviation fuels have excessively high acid value levels, and their color does not meet the required standards, so they need to be treated. The methods for refining straight-run aviation fuel are mainly divided into two categories: non-hydrogenation methods and hydrogenation methods. The non-hydrogenation methods mainly include processes such as extraction, adsorption, oxidation, and combinations of extraction and oxidation. Non-hydrogenation-based jet fuel refining units have lower investment costs and mature technology, but they all cause environmental pollution to varying degrees and have poor adaptability to changes in raw materials. The products of the oxidative extraction process also require processes such as washing, salt dehydration, and clay decolorization. Especially when processing crude oils with high thiol content, the degree of oxidation is high, requiring frequent replacement of zeolite, which not only increases operating costs but also leads to new environmental pollution. Currently, the main refining processes for hydrogenated aviation fuel in China are the RHSS technology developed by RIPP and the conventional hydrorefining process. Although the conventional hydrodesulfurization process can achieve desulfurization of alcohols and improve parameters such as total sulfur, smoke point, and color, its capital and operating costs are relatively high. The RHSS technology is a patented technology developed in 1998 by the Research Institute of Petrochemical Technology of Sinopec Corporation, specifically designed for the hydrodesulfurization and denaturation of straight-run aviation fuel. This technology has been successfully applied in more than 10 industrial plants, using both a hydrogen one-pass process and a hydrogen recycling process, with both of these processes having been successfully implemented in industrial facilities. Industrial application results show that the process conditions for RHSS technology are mild, and the catalyst exhibits good activity and stability. Under mild process conditions of a reaction temperature of 230°C to 247°C, a reaction pressure of 0.67 MPa to 2.0 MPa, a volume space velocity of 4 h-1 to 5 h-1, and a hydrogen-to-oil volume ratio of >33 (V/V), qualified 3# jet fuel can be produced stably. The RHSS technology won the First Prize for Scientific and Technological Progress from Sinopec Group in 2002, and has been granted patents in multiple countries including China, the United States, and Iran.
For discussion: Currently, aviation fuel should be hydrogenated; the components of straight-run aviation fuel should be mixed with hydrocracked aviation fuel before being used as aviation fuel. For aviation fuel injection, oil-soluble types should be chosen.
Thank you for sharing; I’m eager to learn*:time::time::victory::victory: