An overview of new approaches to deep desulfurization for ultra-clean gasoline, diesel fuel and jet fuel
An overview of new approaches to deep desulfurization for ultra-clean gasoline, diesel fuel and jet fuel
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DOI：
10.1016/s0920-5861(03)00412-7
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发表时间：
2003-11-01
期刊：
影响因子：
5.3
通讯作者：
Song, CS
中科院分区：
文献类型：
--
作者：
Song, CS
本文讨论了公路和非公路燃料中的降硫问题，并概述了超深脱硫的新方法和新兴技术，用于超清洁（超低硫）汽油，柴油和喷气燃料的炼油厂流。随着美国原油的硫含量越来越高、密度越来越大，而对汽油和柴油的硫含量限制越来越低，汽油和柴油的深度脱硫问题日益突出。目前汽油脱硫问题主要是催化裂化汽油的脱硫问题，催化裂化汽油约占汽油总量的35%，而汽油中的硫占90%以上。在不降低辛烷值和汽油收率的前提下，必须将汽油硫从330 ppm深度降低到30 ppm。催化裂化汽油的高烯烃含量使问题变得复杂，这有助于提高辛烷值，但在HDS条件下可能饱和。柴油硫的深度减少（从500至< 15 ppm硫）主要由4，6-二甲基二苯并噻吩决定，其代表在4-和6-位上具有取代的最低反应性的硫化合物。柴油料流的深度HDS问题由于进料中共存的多芳族化合物和氮化合物以及产物中的H2S的抑制作用而加剧。深度脱硫的方法包括加氢脱硫（HDS）的催化剂和工艺开发，以及用于非HDS型处理方案的吸附剂或试剂和方法。讨论了柴油和喷气燃料脱芳构化的必要性和途径。总的来说，需要新的和更有效的方法以及持续的催化和加工研究来生产负担得起的超清洁燃料。（超低硫和低芳烃）运输燃料和非道路燃料，因为满足2006-2010年新的政府硫法规（到2006年公路柴油燃料中的硫含量为15 ppm，到2010年非公路柴油燃料中的硫含量为15 ppm;到2006年汽油中的硫含量为30 ppm）只是一个里程碑。脱硫研究还应考虑燃料电池燃料处理的需要，这将对脱硫有更严格的要求（例如，< 1 ppm硫）。整个社会正在走上零硫燃料的道路，因此研究人员应该开始考虑最终目标，并尝试开发长期解决方案。(C)2003 Elsevier B. V.保留所有权利。
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 20 10; 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. (C) 2003 Elsevier B.V. All rights reserved.