Under the new circumstances, what is the conversion rate of catalytic cracking diesel in the lift pipe as a measure to improve the ratio of gasoline to diesel?

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This post was last edited by 328104062 on 2016-4-19 00:14. As the title suggests, the refined oil market has shifted from a situation of supply falling short of demand to one of overall sluggishness; there have been significant changes in the demand for different products. Ten years ago, the focus was on increasing the ratio of diesel to gasoline, but now it’s the ratio of gasoline to diesel that is being emphasized. It’s amazing how quickly things can change in this world. Moving on to the main topic: when market demand is low, it’s necessary to seize market share, even if it means operating at a loss; whereas when demand is high, it’s the time to make big profits. Affected by the refined oil market, the industry as a whole suffers from overcapacity; refineries have insufficient processing capacity, leading to wasted investment ； How to utilize abundant production capacity to produce products that meet market demands in a refined manner, thereby capturing as much of the market as possible and generating profits, is a question faced by everyone The current diesel market is facing challenges due to reduced investment in related infrastructure, as well as competition from CNG, LNG, and new energy sources such as hybrids and electric vehicles. Moreover, the 12th Five-Year Plan of the Environmental Protection Department implies that diesel vehicles will no longer be allowed to enter the Chinese market. The diesel market is in a dire situation: it’s like a damaged house hit by rain at night, or a leaking ship faced with headwinds – the situation is further exacerbated by a clear decline in market demand. On top of this, rising private car ownership and increased gasoline consumption mean that the gasoline market will continue to have strong demand for at least the next 10 years ； Driven by the development of the aviation industry, there is likely to be a continuous demand for aviation kerosene – which has an international character and its own unique product specifications (Jet A-3, with a total sulfur content (related to engine lubricity) of no more than 2000 ppm, and thiol sulfur levels of less than 20 ppm). Imagine that in a few years, we won’t be taking long-distance buses or trains any more, but will instead fly; that’s quite exciting, isn’t it? Although the civilian liquefied gas market is affected by the natural gas market, propylene remains a highly sought-after product that generates significant profits. The key to success lies in making use of existing facilities, adapting to market demands, and improving internal capabilities. While each factory has its own characteristics, they all face the challenge of upgrading the quality of petroleum products, with high-octane gasoline becoming even rarer in the market ； Catalytic hydrogenation of diesel in large quantities has led to an increased demand for National V diesel with a high cetane number ； Tax-free products and scarce aviation fuel will continue to be in demand. Even as salaries are cut, through careful planning, those working in the refining industry still have many things they can do: 1. How can existing production capacity be utilized to minimize diesel output when the processing load is low, especially diesel produced via catalytic cracking, so as to maximize the production of high-octane components for catalytic cracking gasoline and aviation fuel fractions? a. How should atmospheric-pressure units that produce jet fuel, high-quality diesel, and reforming feedstocks be adjusted in cases of severe load deficiency? b. How should catalytic cracking be adjusted to achieve the highest gasoline-to-diesel ratio and propylene yield, while simultaneously improving the quality of diesel? c. How should the reprocessing unit be adjusted for the production of high-octane gasoline? How should benzene-based products (benzene, toluene, xylene) be blended, and what should be done with C5 and raffinate oils, which have low added value? d. How should straight-run diesel and catalytically processed diesel be adjusted for Hydrogenation (National Standard V)? What should be done with naphtha of low added value (refineries with a capacity of less than 10 million tons are not considered for ethylene production)? e. How do people address the hydrogen balance issue (National Standard V)? f. How can the octane rating of National V gasoline be compensated for? Are people using those devices for formulating? Considering investment and operating costs as well as technical maturity, which of the following processes should be preferred: alkylation, etherification, isomerization, or copolymerization? g. How should we modify the existing devices? Talk about my own experience; it might also apply to others. 2. Is it based on economic considerations to feed catalytically cracked diesel directly into the riser for reprocessing? What is the conversion rate? Can it reach 10%, meaning that from 100 tons of FCC diesel, 10 tons of gasoline and liquefied gas can be obtained? I recall that during previous modifications, FCC gasoline could indeed be further cracked into liquefied gas and dry gas, with a conversion rate of around 5%; it’s likely that the conversion rate for diesel, which is also an intermediate product, is higher than that. I hope everyone can share some data on this. 3. What modifications have been made to existing facilities in order to reduce the ratio of diesel to gasoline? New installations don’t count; let’s talk about some minor, immediate measures – Manager’s Discussion Group