Source: https://b-ok.org/book/564225/968038
Timestamp: 2019-04-24 15:42:03+00:00

Document:
Hollmon J.H., Maurer R., Seitz, F. [Editorial Committee] Shockley W.
vehicles and the increase in their power. Conserving fuel has become an important goal.
abroad have been equipped with fuel injectors.
became mandatory. Such systems can control emissions from a motor vehicle during its entire lifetime.
vehicles requiring the corresponding fuels.
Masel, No. 3, pp. 3 – 6, May – June, 2007.
0009-3092/07/4301–0173 © 2007 Springer Science+Business Media, Inc.
is thus 90% for Euro-0, 5% for Euro-1, 4% for Euro-2, and only 1% for Euro-3.
impossible to satisfy the environmental requirements .
into effect in 1997, almost all oil refineries have manufactured gasolines that satisfy Euro-2 standards.
converters were created with the manufacture of unleaded gasolines.
the use of such gasolines is only justified in modern autos of the corresponding class.
operating efficiency and exhaust gas composition.
increases fuel consumption, reduces power, and increases exhaust gas toxicity.
would ensure a clean fuel system.
in the fuel supply system or combustion chamber can perturb operation of the engine and make it inefficient .
using effective additives that prevent formation of deposits in the entire fuel system.
Detergents not only improve the performance properties of automotive fuel but also expand its use.
3 – with high requirements for exhaust gas composition or other restrictions.
Research on creating detergents for automotive gasolines has been conducted for almost 50 years .
inhibitor. For this reason, this division is arbitrary to a great degree.
changes in engine design, operating conditions, and fuel quality requirements.
by many studies and tests both abroad and in Russia [1, 3].
octane number of the gasoline.
manufacture gasolines with these additives.
vehicles used in Moscow)” is being developed.
incorporation of additives that improve performance properties, including detergents, in automotive gasolines.
However, oil refineries are producing a limited volume of gasolines with detergent and multifunctional additives.
One reason is the lack of large-tonnage domestic production of detergent additives.
contrast to the foreign analog, when it was used, carbon formation in the combustion chamber did not increase.
gasoline and stability of the solutions at low temperatures and in contact with water are primarily such properties.
In addition, the additive should not worsen the physicochemical and performance properties of gasolines.
do not form on contact with water.
• they bind and remove moisture from the fuel system.
characteristics, and a long engine lifetime.
A. M. Danilov, Use of Fuel Additives [Russian translation], Mir, Moscow (2005).
and Practical Conference on New Fuels with Additives [in Russian], Academy of Applied Research, St.
NIIAT, NPST “Trastkonsalting,” Moscow (2003), pp. 102-105.
B. I. Bazarov, D. Yusupov, D. A. Erakhmedov, et al., Kompozit. Mater., No. 2, 31-33 (2003).
and standards under development are noted. Necessary changes in them were proposed.
point and brittleness temperature, penetration at 0°C, and minimally required penetration index.
have lower temperature sensitivity, and BN.
the RF Ministry of Transportation .
low-temperature properties of asphalts in it.
0009-3092/07/4301–0179 © 2007 Springer Science+Business Media, Inc.
requirements for adhesion of asphalts with stone materials of very different origins is noteworthy.
These requirements can only be satisfied if special adhesive additives are incorporated in the asphalts.
result, this draft standard has no chances of being accepted by oil refiners.
future, although it has a number of shortcomings.
is difficult or even impossible .
residues were used for the analysis. The properties of the asphalts are reported in Table 1.
asphalts was the average region of values for each grade.
in the plasticity range with the requirements in the standard.
class BND (from –1 to 1), although all of the other properties corresponded to the standard’s requirements.
result, the requirements for this temperature are essentially formal in character.
indexes (see Fig. 1b and c).
stiffen the requirements for the minimally required penetration at 0°C for grade 40/60 asphalts to 17 units.
The ductility at 0°C is sometimes considered as an index of the low-temperature behavior of asphalts.
have the same purpose: to prohibit use of asphalts with extremely low temperature sensitivity.
latter requirements are thus superfluous.
for ductility at 25°C are insufficiently substantiated and balanced for grades 40/60-130/200 asphalts.
grades 90/130 and 130/200, and 2° for grade 40/60 (see Fig. 1b, c, and e).
with the best low-temperature properties which could increase the crack resistance of pavements is no less important.
based on the data in Fig. 1. For grades 40/60, 60/90, 90/130, and 130/200, it should be equal to 30, 55, 55, and 60 cm.
the ductility of this grade of asphalts at 0°C.
should primarily be discussed here.
These properties can be improved by reducing the temperature sensitivity regulated by the standard.
given vicinity. It is believed that only in this way can formation of temperature cracks in pavement be prevented.
requirements for their temperature properties than the active standard for asphalts, GOST 22245–90.
somewhat arbitrary and are only intended for comparing asphalts with each other.
Second, the notion that the basic cause of crack formation in pavements is cooling in winter is not true.
performance of pavements in wet weather with no formation of temperature cracks.
a function of the quality of the asphalts.
at 0°C of these grades of asphalts should be a minimum of 21, 24, 28, 35, and 45 (see Fig. 1b and c).
additives do not have to be incorporated in asphalts.
temperature sensitivity range be large enough and asphalts with such a range can actually be manufactured.
binders: minimum of 15, 25, and 30 cm for grades 40/60, 60/90, and 90/130-200/300.
requirements for the ductility at 0°C can be eliminated.
overstated. It should be decreased to 10 cm.
will be ensured without incorporating polymeric additives in the asphalts.
“Regular decision,” Dorogi Ross. XXI Veka, No. 2, 72-76 (2002).
E. Zhelezko, T. Zhelezko, A. Uralev, et al., Avtomobil. Dorogi, No. 1, 12-14 (2002).
V. R. Vainbender, V. T. Liventsev, E. P. Zhelezko, et al., Khim. Tekhnol. Topl. Masel, No. 4, 45-47 (2003).
V. Yumashev and L. Gokhman, Avtomobil. Dorogi, No. 12, 7 (2002).
E. P. Zhelezko, Izv. Vyssh. Uchebn. Zaved., Stroitel. Arkhitektura, No. 10, 71-75 (1983).
E. P. Zhelezko, Izv. Vyssh. Uchebn. Zaved., Stroitel., No. 10, 97-102 (1998).
quality of vacuum gasoils and atmospheric resid as feedstock for hydrocatalytic processes are reported.
and will continue to be stiffened.
The sulfur content, particularly in diesel fuels, can be reduced to 10 ppm with hydrogenation methods.
adsorption, increasing the hydrogen:feedstock ratio, etc. .
processing 1 m 3/day of feedstock in output of the units of 4.8-8000 m 3/day.
from Khimiya i Tekhnologiya Topliv i Masel, No. 3, pp. 12 – 14, May – June, 2007.
0009-3092/07/4301–0186 © 2007 Springer Science+Business Media, Inc.
investments and operating expenses .
of the first industrial extraction units in the USA for production of environmentally clean diesel fuels .
and treatment of crude oil cuts is reported in Table 1.
allow increasing the selectivity and efficiency of separation of petroleum products are formulated below.
a close boiling point which form azeotropic mixtures with a minimum boiling point and endothermic mixing effect.
and also reduces power consumption in regenerating the mixed extractants.
hydrocarbons in regeneration of the extractant from the extract phase in the form of azeotropes with the extractant.
feedstock as a solvent reduces their content in the extract phase and increases the hydrocarbon separation factor.
in the presence of pentane (processes V-VII).
causes less corrosion of the equipment (processes VIII, IX, XI).
regeneration of the azeotrope-forming agents.
times lower than in simple rectification.
Yield of treated jet fuel containing 8.5 wt.
% arenes of approximately 94%.
separation and has a synergistic effect (process II).
treatment after hydrotreating can be used as a diesel fuel component.
that satisfy the stiff environmental requirements.
[in Russian], Tekhnika, Moscow (2001).
R. R. Bkharvani and R. S. Genderson, Neftegaz. Tekhnol., No. 3, 107-111 (2002).
E. F. Kaminskii, L. N. Osipov, V. A. Khavkin, et al., Ibid., No. 1, 36-43 (2001).
Ibid., No. 1, 100 (2002).
A. A. Gaile and V. E. Somov (eds.), IK Sintez, St. Petersburg (1998).
“Extraction dearomatization of crude oil cuts,” in: KINEF Ltd. Research [in Russian], A. A. Gaile and V. E.
Somov (eds.), Izd. S.-Peterb. Un-ta, St. Petersburg (2002).
Russian], Khimizdat, St. Petersburg (1998).
Handbook [in Russian], Khimizdat, St. Petersburg (2000).
Solvent [in Russian], Khimizdat, St. Petersburg (2005).
TsNIITEneftekhim, Moscow (2001), pp. 49-57.
and prospects for developing this process at Russian oil refineries (OR) are examined.
examined, and 54 million tons/year of coke was produced .
the basic application of the delayed coking process.
each (2.1%) occupied the leading positions in 2005.
refining capacities. This naturally led to savings of crude oil for production of motor fuels.
Topliv i Masel, No. 3, pp. 15 – 18, May – June, 2007.
0009-3092/07/4301–0191 © 2007 Springer Science+Business Media, Inc.
*Ranking by decreasing primary oil refining capacity.
atmospheric resids and asphalts, both low-sulfur and high-sulfur crudes.
compounds is emitted into the environment.
refining petroleum residues into motor fuels.
capacity is approximately 6 million tons/year.
atmospheric resid, which then undergoes catalytic refining.
*Dependent on the quality of the refined crude and varying within the limits of 55-70%.
Fig. 1. Combination of delayed coking with catalytic processes.
coke is burned in a regenerator and pollutes the environment. The high yield of coke increases catalyst consumption.
capacities are limited. In addition, the process is very expensive, since high pressure is required to implement it.
liquid products used in production of motor fuels is the remainder.
residues into motor fuels in one stage and would thus be economical and suitable for mass circulation.
hydrocracking is the most widespread. The scheme shown in Fig. 1 is the most common.
There is experience in hydrodesulfurizing of residues followed by coking of the desulfurized resid (Fig. 2).
catalyst consumption because of rapid coking of the furnaces.
ensured by selling the products of hydrocracking and catalytic cracking.
most important ones are listed below.
ensures total automation of operation of the unit, including starting up and stopping.
units operate in a closed water supply cycle, and water losses are less than 1%.
chambers, use of linear dilatometers for measuring the deformation rate of the coke chambers.
market for medium- and high-sulfur coke.
crude refining with production of motor fuels that satisfy all current requirements.
a less than 3% sulfur content is used abroad for melting aluminum.
Fig. 3. Combination of hydrocracking and delayed coking (shell, developer - Foster Wheeler).
construction of DCU in Ufa at Ufa OR Co. and in Salavat.
Safety and Mines standards. However, building new DCU takes time.
Fuels and Petroleum Cokes [in Russian], TsNIITEneftekhim OAO, Moscow (2005).
ETHERS AS SOLVENTS FOR DEWAXING RAFFINATES.
solvents, including C 3-C 6 ketones, was patented in the USA .
Tekhnologiya Topliv i Masel, No. 3, pp. 19 – 21, May – June, 2007.
0009-3092/07/4301–0197 © 2007 Springer Science+Business Media, Inc.
widely used as a high-octane component of automotive gasolines both in Russia  and abroad .
by thermal stability, low viscosity, and boiling and solid points.
* In all regimes, solvent consumption for washing in stage I was 100% in feedstock.
**Acetone and MTBE do not from an azeotropic mixture.
solvent (60:40 vol.) in dissolving power .
drawback: higher dissolving power with respect to water.
economic indexes of the process.
by the greater thickness of the slack wax cake and lower yield of dewaxed oil.
* Composition of all solvent mixtures: 60:40 (vol.).
* Filtration temperature of –18°C in all cases.
A solvent consisting of two ethers: ethyl acetate and isopropyl ether (ETAC:DIIPE) was investigated.
from 100 to 20 vol. %.
for ETAC:DIIPE solvent. This will allow increasing the filtration rate and yield of dewaxed oil.
T. V. Rasskazchikov, V. M. Kapustin, and S. A. Karpov, Khim. Tekhnol. Topl. Masel, No. 4, 3-7 (2004).
N. R. Starovoitova, Mir Nefteproduktov, No. 4, 5-8 (2000).
A. N. Leonidov, V. V. Ivanova, L. P. Shkarupa, et al., Neftepererab. Neftekhim., No 3, 15-17 (1983).
Van Litszyun’, Candidate Dissertation, Ufa State Petroleum Engineering University, Ufa (2002).
E. R. Magaril and R. Z. Magaril, Izv. Vyssh. Uchebn. Zaved., Neft/ Gaz, No. 1, 116-125 (2000).
S. A. Drinberg and E. F. Itsko, Solvents for Paints and Varnishes [in Russian], Khimiya, Leningrad (1986).
technical and economic indexes of the combined KT-1 unit is described.
cracking (CC) of the hydrotreated vacuum gasoil.
block have not changed significantly, primarily due to a reduction in the volume of crude refined at PNKhAZ Co.
the unit for introducing the feedstock in the flow-through reactor and reactor cyclones.
of the selectivity of formation of the target products.
No. 3, pp. 22 – 24, May – June, 2007.
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nozzle located in the lower end of the connection (Fig. 1).
regulated by the steam flow rate.
collector for steam and feedstock feed; 6) spring suspension; I) steam; II) feedstock.
a slit distribution tip* are the basic design elements of the nozzles.
collector; 2) ring steam distributor; 3) cyclone; 4) reactor; 5) flow-through reactor.
collector pipes installed concentrically to the flow-through reactor on spring suspenders.
the direction of horizontal movement of the devices attaching the rods to the cover of the cyclone during heating.
Due to this, excess stresses arose during thermal expansion of the design elements.
additional stresses in thermal expansion of equipment parts was eliminated.
geometric parameters are responsible for the high dedusting efficiency and the erosion resistance of the cyclones.
concrete applied on an armored screen 25 mm thick.
design of the restricting frame can withstand important cyclic loads at high temperatures.
section was installed in the reactor dome.
of 0.17 wt. %; sulfur content of 0.28 wt. %.
of the equilibrium catalyst was 68 wt. % with the MAT Davison method.
almost did not change and was 93.8 by the research method and 82.9 by the motor method.
in sludge deceased from 0.15 to 0.06 wt. % and the calculated dedusting efficiency reached 99.995%.
environmentally safe process for manufacturing the additive is proposed.
in distillation, density, kinematic viscosity at 20°C, and other quality indexes.
point t p, designated as CFPP.
Masel, No. 3, pp. 25 – 27, May – June, 2007.
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content. It must be no greater than 350 mg/kg for type 1, 50 mg/kg for type 2, and 10 mg/kg for type 3.
included in the new GOST, as in EN 590.
functional applications to improve the quality of DF, including the environmental characteristics [1-3].
the quality of DF with respect to several indexes simultaneously, including the environmental indexes, are critical.
low-temperature and environmental properties of DF and the environmental characteristics of diesel engines.
concentration c of composite additive in it.
• exhaust smoke, i.e., it has antismoke properties.
synthetic fatty acid alkylamides (SFA AA) – a component that improves the antiwear properties.
to 15% S-150; up to 10% EHN; up to 10% SFA A; up to 50% diluent.
minimum of one year of storage and retains its performance properties.
from –10 to –35°C and the t p from –9 to –19°C.
than 2° greater than the change provided by the method for DF with sedimentation stability.
and improvement of the quality of the base summer DF.
diameter is 663 mm, while it is a maximum of 460 mm in the standard .
and the new Russian standard GOST R 52368–2005 (EN 590:2004).
With respect to CN, a 0.025-0.05 wt. % concentration of composite in DF can be considered optimum.
with a BOSh smoke gauge was used for testing the additive.
this component, the additive had no antismoke properties.
temperatures and improves the environmental indexes of operation of a diesel by reducing exhaust smoke.
has the properties of a SF and the DF is a disperse system (DS) .
boundary decreases and the performance properties of the fuel are stabilized and improved.
and stability of the fuel.
As a result of the studies, a scheme for a unit for periodic production of the additive was developed.
and is environmentally safe – there are no harmful emissions or wastewaters.
multifunctional additive with no analogs.
S. T. Bashkatova, Diesel Fuel Additives [in Russian], Khimiya, Moscow (1994).
Fuels [in Russian], Khimiya, Moscow (1996).
T. F. Ovchinnikova, N. N. Khvostenko, and T. N. Mitusova, Neftepererab. Neftekhim., No. 6, 20-23 (1998).
Technologies [in Russian], I. M. Gubkin Russian State University of Oil and Gas, Moscow (2005).
OOO TID “Al’yans,” Moscow (2004).
and distribution of the micromechanical characteristics in the near-surface layer deformed by friction.

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