Diesel Components Research Articles

Soot emission reduction in n-hexadecane/cycloalkane mixtures combustion with the addition of Borane-dimethyl sulfide

Soot is carbonaceous particulate produced by incomplete combustion of hydrocarbon fuel, reducing the efficiency of energy utilization and affecting the environment and people’s health adversely. Naphthenic hydrocarbons are essential components in diesel and kerosene, generating great quantities polycyclic aromatic hydrocarbons (PAHs) and subsequently soot particles in the combustion process at high temperature. In this study, a new strategy of cycloalkane combustion at low temperature is developed to reduce the formation of the PAH soot-precursors in the combustion process to decrease soot emission. Borane-dimethyl sulfide (BDMS) and n-hexadecane were employed to promote the low-temperature ignition of cycloalkanes and the reduction of soot emission. By adding of 5% BDMS, the ignition temperature of hybrid fuel 10 (10 vol% n-hexadecane, 90 vol% cyclohexane) decreased drastically from 570 °C to 213 °C and PAH formation was reduced by 87%. In the flame development stage of the combustion process, the flame of BDMS/hybrid fuel 10 appears green in color and is larger than the blue flame in the stage of flame reduction, indicating the complete combustion of cycloalkane fuels. By this strategy of low-temperature combustion, the generation of PAH during combustion of cyclohexane decreases, thereby reducing the generation of soot and improving hydrocarbon fuels utilization.

Study of co-pyrolysis endpoint and product conversion of plastic and biomass using microwave thermogravimetric technology

The purpose of this article is to explore possible ways to achieve synergistic optimization of bio-oil yield and energy recovery efficiency through microwave co-pyrolysis of biomass and plastics. The mechanism of co-pyrolysis was explored via an emerging microwave thermogravimetric technology of pyrolysis endpoint and product. The results showed that the microwave co-pyrolysis of plastic and biomass shortened the reaction time and increased the bio-oil yield. Furthermore, the bio-oil oxygen content reduced and the formation of high-calorific components (gasoline and diesel components) was directionally improved. Owing to the decrease in oxygen content and the rise in aliphatic hydrocarbons, the chemical energy of the bio-oil increased from 1.76 MJ/kg (plastic mixing ratio: 0%) to 6.40 MJ/kg (50%). The energy recovery efficiency of the microwave co-pyrolysis of the cow dung with 50% low-density polyethylene (LDPE) was over three times that of the pyrolysis of cow dung. The feasibility of microwave co-pyrolysis in improving bio-oil yield and energy recovery efficiency were proved, however, higher cost is still one of the reasons hindering the widespread application of this technology. This work provides theoretical possibilities for the recycling of biomass with low energy consumption.

Components of diesel fuel and their exposure to the processes of aerobic oxidation

The paper deals with the analysis of the components of diesel fuel and the review of their exposure to the processes of aerobic oxidation. The composition was specified via chromato-mass spectrometry. It was defined that the composition of diesel fuel consists of 55.74 % aliphatic, 5.04 % oleophilic, 12.79 % naphthenic, 8.32 % aromatic, 9.52 % naphteno-aromatic hydrocarbons. Moreover, the fuel contains a small quantity of heteroatomic components, metal-complex compounds, steroids and the products of partial component oxidation as well. Considering the specified composition, the paper reviews the oxidation stability of diesel fuel. It was defined that the diesel fuel almost does not oxidize to 120 оС temperature. Obtained data may be significant for both the professionals dealing with selection of fuel by seasons and petroleum chemistry specialists to obtain valuable compounds using diesel fuel as a raw.

Robust Ethene Fixation Reaction to C9-C15-Alkyltoluenes as Diesel Components with Nickel Catalysts

Robust Ethene Fixation Reaction to C9-C15-Alkyltoluenes as Diesel Components with Nickel Catalysts

In-Line Dopant Generation for Atmospheric Pressure Ionization Mass Spectrometry.

A concentric trace gas permeation tube that diffuses chemical reagents to a central carrier gas stream is used to drive chemical reaction pathways and influence gas-phase chemistry for a variety of atmospheric pressure ionization sources for mass spectrometry. Tunable permeation through the reservoir-jacketed polymer membrane is triggered by the heated gas moving through the tube, evaporating the dopant into a sheath dry gas or into a sample stream in room air without diluting the analyte concentration. The permeator is used to add dopants to an electrospray plume for analyte ion charge reduction and to perform hydrogen-deuterium exchange on biomolecules in different spray conditions. Dopants are also added to atmospheric pressure chemical ionization to favor the ionization of select components of diesel fuel. Atmospheric pressure photoionization is performed with the permeation tube in line with tubing transporting sample headspace to an enclosed discharge lamp. Toluene dopant from the permeator increases the proton transfer and charge exchange signal from clove oil and mothballs many times without exposing the laboratory to reagent fumes. Water permeation is also used to humidify the sample gas stream.

Dearomatization Insights with Phosphonium-Based Deep Eutectic Solvent: Liquid–Liquid Equilibria Experiments and Predictions

In a challenge to develop a process that meets the criteria of being “green” in the extraction of aromatics, deep eutectic solvents (DESs) are currently gaining importance as separation media. This work reports a phosphonium-based DES for the dearomatization of model diesel components at 25 °C and p = 1 bar. The DES comprising a hydrogen bond acceptor, namely, methyltriphenylphosphonium bromide, along with ethylene glycol as a hydrogen bond donor, was formulated with a molar ratio of 1:4. The DES was then used to extract benzene from representative diesel fuel components, a mixture of n-decane, n-dodecane, and n-hexadecane. Ternary liquid–liquid equilibrium experiments were then performed at ambient conditions with different benzene concentrations with the feed varying from 2 to 20 wt %. An absence of the solvent in the raffinate phase was found in all the tie lines, suggesting limited solvent recovery costs. Besides, it was also found that all three ternary systems show type I phase activity with positive slopes, indicating that the desired removal of benzene requires a small amount of solvent. The quantum chemical-based COSMO-SAC model was then used to predict the tie lines giving an average root mean square deviation value of 1.2%. The mechanism of the extraction process was also extensively studied with the help of quantitative 1H NMR and Fourier transform infrared spectroscopy. Higher benzene extraction efficiencies were observed due to the strong noncovalent interaction between the DES and benzene.

Development of a multi-component surrogate fuel model of marine diesel engine

A fuel combustion mechanism was developed based on a multi-component surrogate fuel composed of n-tetradecane, toluene, methylcyclohexane (MCH), and ethanol, the four most common components of real diesel fuel. A decoupling methodology was used to develop the new surrogate fuel mechanism. The developed surrogate fuel model includes 97 species and 386 reactions. The accuracy of new mechanism was obtained by comparing with experiment data in shock tube, counterflow configuration and marine engine. The comparison results of the simulations and experiment were shown in this paper for ignition delay times (IDT). The deviations of calculations were within accepting error for n-tetradecane, toluene, methylcyclohexane, and ethanol respectively. The laminar flame speed was an important parameter to validate the accuracy of the mechanism. The variation trends were the same as the experimental results. The revised mechanism was coupled with computational fluid dynamic (CFD) to simulate the combustion of a marine engine. The influence of surrogate fuel components ratios were investigated based on the CFD model. The prediction results well coincided with the experimental results of in-cylinder pressure of the marine engine. However, the ratios of components in the surrogate fuel have large effect on the formation of NOx emissions, especially the content of n-tetradecane. The results suggest that the multi-component surrogate fuel mechanism is suitable for simulating the diesel combustion.

Enabling robust simulation of polyoxymethylene dimethyl ether 3 (PODE3) combustion in engines

PODE3 reaction mechanism developments are still in the early stages with very limited research. In particular, reaction mechanisms to characterize PODE3 combustion are neither sufficiently compact nor robust for 3D numerical simulations. Hence, the current work seeks to develop a compact yet reliable PODE3 reaction mechanism, embedded with appropriate chemistry to describe polycyclic aromatic hydrocarbon reactions. A decoupling methodology has been employed to achieve the desired outcome. The final mechanism comprises only 120 species and 560 reactions even after including components of diesel and gasoline surrogates. It has been validated with ignition delay times, laminar flame speeds, jet-stirred reactor species concentration profiles, flame species concentration profiles, extinction strain rates, heat release rates in constant volume combustion chamber, homogeneous charge compression ignition engine combustion, and direct injection compression ignition engine combustion. In a numerical investigation conducted using gasoline/diesel/PODE3 blends, soot emissions are observed to decrease with PODE3 increment, which establishes PODE3 as a promising additive. Intriguingly, the current study has also discovered that with 15% PODE3 addition, soot and its precursors will increase in concentration during combustion, though this effect will be outweighed by oxidative effects towards the end. Overall, the new mechanism has been proven suitable and feasible for engine simulations.

Full-scale bioremediation of diesel-polluted soil in an Arctic landfarm.

A full-scale, experimental landfarm was tested for the capacity to biodegrade oil-polluted soil under high-Arctic tundra conditions in northeast Greenland at the military outpost 9117 Station Mestersvig. Soil contaminated with Arctic diesel was transferred to the landfarm in August 2012 followed by yearly addition of fertilizer and plowing and irrigation to optimize microbial diesel biodegradation. Biodegradation was determined from changes in total petroleum hydrocarbons (TPH), enumeration of specific subpopulations of oil-degrading microorganisms (MPN), and changes in selected classes of alkylated isomers and isomer ratios. Sixty-four percent of the diesel was removed in the landfarm within the first year, but a recalcitrant fraction (18%) remained after five years. n-alkanes and naphthalenes were biodegraded as demonstrated by changing isomer ratios. Dibenzothiophenes and phenanthrenes showed almost constant isomer ratios indicating that their removal was mostly abiotic. Oil-degrading microorganisms were present for the major components of diesel (n-alkanes, alkylbenzenes and alkylnaphthalenes). The degraders showed very large population increases in the landfarm with a peak population of 1.2×109cells g-1 of total diesel degraders. Some diesel compounds such as cycloalkanes, hydroxy-PAHs and sulfur-heterocycles had very few or no specific degraders, these compounds may consequently be degraded only by slow co-metabolic processes or not at all.

Reducing Diesel Fuel Depression Using a Depressor- Dispersing Additive

In Russia, the operation of diesel-powered vehicles in the cold climate zone occupying most of the country requires the use of high-quality low pour point diesel fuel. The demand for winter and Arctic diesel fuel in Russia reaches 30 % of the total diesel production, but its actual production output is about 17 %. However, despite the demand for diesel fuel, the summer diesel remains unused for the season and should be stored until the next season. Diesel fuel is a mixture of hydrocarbons of various densities and has low viscosity; for this reason, it tends to stratification during long-term storage. The heavy diesel components accumulate at the tank bottom, while light and medium hydrocarbons remain in the total mass. In the paper, we have studied the possibility of obtaining winter diesel from summer one by introducing a depressor-dispersing additive.

Evaluation of Dimethyl Carbonate as Alternative Biofuel. Performance and Smoke Emissions of a Diesel Engine Fueled with Diesel/Dimethyl Carbonate/Straight Vegetable Oil Triple Blends

Dimethyl carbonate (DMC) is an interesting blending component for diesel fuel (D) owing to the high oxygen content (53 wt.%) and the absence of C–C bonds in its structure. Moreover, DMC can be produced from CO2 and methanol, which provides a renewable way to reduce anthropogenic CO2. This research has been addressed to assess the use of DMC as a solvent of sunflower oil (SO) and castor oil (CO), with the purpose of obtaining biofuels that can replace fossil diesel as much as possible. The blending of DMC with straight vegetable oils (SVOs) reduces their high viscosity, allowing their usage as drop-in biofuels without chemical treatments. Based on viscosity requirements of European Standard EN 590, the optimal DMC/SVO double blends have been tested as direct biofuels by themselves or mixed with fossil diesel in D/DMC/SVO triple blends. Relevant physico-chemical properties of fuels have been analyzed. Engine parameters such as power output, brake-specific fuel consumption (BSFC) and soot emissions have been studied to determine the effect of new biofuels on efficiency of a diesel engine. An outstanding engine efficiency is shown by the studied D/DMC/SVO triple blends, either with SO or CO as an SVO. The low calorific value of DMC is the main reason for reduction in power and BSFC, as the amount of diesel in the triple blends is reduced. Experimental results demonstrate that the use of these biofuels allows the replacement of up to 40% of fossil diesel, without compromising the power and BSFC of the engine, and accomplishing optimal cold flow properties and a marked drop in exhaust emissions.

Experimental and numerical study on the effect of single-hydroxybenzene/n-heptane blends on engine combustion and particulate emissions

Understanding the influence of the primary components of diesel on engine combustion and emissions is essential to the construction of a model diesel fuel. In this study, straight-chain alkanes in diesel are represented by n-heptane, and aromatic hydrocarbons are represented by toluene, n-butylbenzene, and 1,2,4-trimethylbenzene. The effect of single-hydroxybenzene/n-heptane blended fuel on engine performance and particle emission characteristics is studied experimentally and by simulation to identify an optimal composition for a model diesel fuel. The test fuels were pure diesel (D100) and single-hydroxybenzene/n-heptane blends (toluene, n-butylbenzene and 1,2,4-trimethylbenzene each of which was added to n-heptane at a volume ratio of 20% (T20, BBZ20, TMB20) or 30% (T30, BBZ30, TMB30)). The results show that as the EGR rate increases, the total particle number concentration (TPNC), particle size distribution concentration (PSDC), total particle mass concentration (TPMC), and particle geometric mean diameter (PGMD) increase. The peak heat release rate (HRR) and peak in-cylinder pressure (IP) of single-hydroxybenzene/n-heptane are higher than those of D100; however, the values of PSDC, TPNC, TPMC, and PGMD are lower than those of D100. Among the tested fuels, the effects of n-butylbenzene/n-heptane blend on engine performance and particle emission characteristics are closest to D100. The spatial distribution of temperature field, equivalent ratio, OH-groups and NO of BBZ20 are close to that of D100. The n-butylbenzene/n-heptane fuel is suitable for modeling diesel, particularly when the addition ratio of n-butylbenzene is 20%, the combustion and emission characteristics are the closest to those of D100.

Hydrogenated or oxyfunctionalized turpentine: options for automotive fuel components.

Many concerns, such as economic and technical viability and social and ethical aspects, must be considered for a feedstock selection for advanced biofuels. Industrialized countries promote the use of industrial waste or by-products for this purpose. In particular, turpentine has several properties which make it an attractive source for biofuels, including its possible industrial waste origin. Nevertheless, turpentine has shown some disadvantages when blended directly with diesel, especially because it increases the sooting tendency. On the contrary, some derivatives of turpentine can be suitable for diesel blends. Thus, the evaluation of their properties is necessary. In the present work, the properties of hydrogenated and oxyfunctionalized turpentine have been analysed and compared with the purpose of elucidating their benefits and drawbacks in diesel fuel applications, using European standards as a reference. The results show a promising application of both hydroturpentine and oxyturpentine as diesel components. While hydroturpentine significantly improves the diesel cold flow properties, oxyturpentine noticeably reduces the sooting tendency.

Aromatics formation by dehydrocyclization-cracking of methyl oleate using ZnZSM-5-alumina composite-supported NiMo sulfide catalysts

In order to investigate the dehydrocyclization-cracking of methyl oleate, one of fatty acid methyl esters, ZnZSM-5-alumina composite-supported NiMo sulfide catalysts were prepared, where the contents of NiMo were changed with the content of alumina. Approximately 100% conversion was achieved for each catalyst even at 450 °C under the 0.5 MPa hydrogen pressure while the selectivity for products changed depending on temperature and the configuration of the composite catalysts. The increase in the content of alumina and the increase in the metal content brought about the increase in the hydrocracking activity. When the content of alumina ratio was low and the metal content decreased, however, the C15–C18 diesel component increased, but hydrocracking did not proceed sufficiently and the larger amount of C19- fraction tended to be formed. The yield of aromatics increased with an optimum combination of amounts of alumina-supported NiMo sulfide and Zn-exchanged ZSM-5, and 9.3NM/Zn(13)Z(24)35A catalysts gave the highest yield of 20 wt%. This catalyst generated relatively smaller amounts of gaseous products and olefins, suggesting that most of the reaction products would be gasified once and then cyclization may occur to produce aromatic compounds. The reaction of methyl oleate started on NiMo/γ-Alumina part in NiMo/ZnZSM-5/γ-Alumina and produced C17 and C18 hydrocarbon fragments through decarboxylation, decarbonylation and hydrodeoxygenation. After successive hydrocracking by NiMo/ZnZSM-5/γ-Alumina and cracking by ZnZSM-5 part, forming smaller alkanes and alkenes, finally C2-C4 olefins and gasoline fractions would be produced. It is likely that C2-C4 olefins would be subjected to selective aromatization to benzene, toluene and xylene on Zn/ZSM-5.

The feasibility study of single-hydrocarbylbenzene/n-heptane model diesel fuels for diesel characterization

Single-hydrocarbylbenzenes are an important component of diesel. Understanding the mechanism of single-hydrocarbylbenzenes in engine combustion and emissions is of great significance in the construction and development of model diesel fuels. In this work, we used n-heptane as a representative components of alkanes, and toluene, n-butylbenzene and 1,2, 4-trimethylbenzene as the representative components of aromatic hydrocarbons and studied the effects of toluene/n-heptane, n-butylbenzene/n-heptane, and 1,2,4-trimethylbenzene/n-heptane blend fuels on the combustions and emissions performance of an engine. The test fuels include pure diesel (D100) and other six single-hydrocarbylbenzene/n-heptane blends (toluene, n-butylbenzene and 1,2,4-trimethylbenzene (T20, BBZ20, TMB20 and T30, BBZ30, TMB30) which were added to n-heptane at volume ratios of 20% and 30%). The experimental results showed that the peak IP increased, and CA50 advanced after the addition of single-hydrocarbylbenzenes. The IP, HRR, ID, and CA50 curves of BBZ20 were the most consistent with those of D100. Moreover, the soot emissions of single-hydrocarbylbenzene blended fuels were low, and the NOx, CO, and THC emissions were higher than those of D100. At EGR < 20%, the difference between NOx emissions of D100 and BBZ or TMB was within 2.6%. Under all EGR rates, the soot emissions of BBZ20 were the closest to those of D100 (especially when the EGR rate is 40%, the difference in soot emissions between BBZ20 and D100 is only 57.8%), and the CO emissions of TMB20 closest to those of D100 (the range of difference is 5–13.3%).

The effect of different particle sizes and HCl-modified kaolin on catalytic pyrolysis characteristics of reworked polypropylene plastics

At present, the catalysts used to produce high value products by catalytic pyrolysis of high calorific value waste plastics are expensive. In this study, the catalytic pyrolysis characteristics of reworked polypropylene (PP) plastics were studied by using low-cost kaolin with different particle sizes and HCl-modified kaolin. The results show that the catalysts reduced the condensate oil yield and increased the gas yield. C6–C20 was the major components of condensate oil ranging from 90% to 97% in catalyst pyrolysis by significantly decreasing the heavy components (above C20). Kaolin has high cracking efficiency of heavy components into alkanes and alkenes (the range of diesel components). The stronger acid sites on the modified kaolin further promoted the secondary cracking of diesel components, resulting in a great increase in the C6–C11 content. Moreover, HCl-modified kaolin significantly increased the aromaticity of the condensate oil because of the aromatization and Diels-Alder reaction of alkanes and alkenes. Meanwhile, kaolin significantly increased the yield of H2, and the H2 yield was increased with the decrease of kaolin particle size. HCl-modified kaolin further promoted the yield and quality of gas. It is found that kaolin is a potential cheap and efficient pyrolysis catalyst.

Review of Efficient Analysis of the Diesel Components of ANFO Explosive from Soil Samples

Ammonium nitrate fuel oil (ANFO)은 폭발물 테러 사건에서 가장 빈번하게 사용되는 폭약성분 중 하나로서 약 94%의 질산암모늄과 6%의 연료물질로 구성된다. ANFO 폭약성분의 무기물 성분은 이온크로 마토그래프법 및 모세관전기영동법 등으로 분석되고, 경유 등의 연료성분은 기체질량분석법이 사용된다. ANFO의 연료성분으로 가장 널리 사용되는 경유를 검출함에 있어 검출한계 및 크로마토그램의 패턴에 대하여 solid phase microextraction (SPME)법, solvent extraction (SE)법 및 activated charcoal strip (ACS)법을 비교하였다. 검출한계에 있어서는 SPME법이 가장 낮은 검출한계를 보였고, SE법이 가장 높게 나타났으며, 서로 상이한 크로마토그램을 보였다. 따라서 시료의 양이 적을 경우 SPME법이 가장 적합하고, 시료량이 많을 경우에는 SE법도 적용 가능할 것으로 판단되었으며, 다수의 시료를 신속하게 분석해야 할 경우에는 ACS법이 효율적으로 활용될 수 있을 것으로 판단되었다.Ammonium nitrate fuel oil (ANFO), commonly composed of a mixture of approximately 94% ammonium nitrate (AN) particles and 6% fuel oil (FO), is one of the most widely employed explosives in terrorism. Forensic investigations of ANFO explosives have been analyzed with ion chromatography or capillary electrophoresis, etc for AN and gas chromatograph-mass spectrometry (GC/MS) for fuel oil, mostly diesel oil. Three kinds of collecting methods of solid phase microextraction (SPME), solvent extraction (SE), and activated charcoal strip (ACS) were compared in detection limit and chromatogram pattern. SPME method showed the lowest in detection limit and SE method was the highest and chromatogram patterns showed differently. Therefore, if the amount of sample is small, SPME method is the best; if sample amount is large, SE method is suitable; ACS method is considered to be effective if a large number of samples should be analyzed quickly.

Investigations on the Spray-Atomization of Various Fuels for an Outwardly Opening Piezo Injector for the Application to a Pilot Injection Passenger Car Gas Engine

&lt;div class="section abstract"&gt;&lt;div class="htmlview paragraph"&gt;Pilot injection gas engines are commonly used as large stationary engines. Often, the combustion is implemented as a dual-fuel strategy, which allows both mixed and diesel-only operation, based on a diesel engine architecture. The current research project focuses on the application of pilot injection in an engine based on gasoline components of the passenger car segment, which are more cost-effective than diesel components. The investigated strategy does not aim for a diesel-only combustion, hence only small liquid quantities are used for the main purpose of providing a strong, reliable ignition source for the natural gas charge. This approach is mainly driven to provide a reliable alternative to the high spark ignition energies required for high cylinder charge densities.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;When using such small liquid quantities, a standard common-rail diesel nozzle will apparently not be ideal regarding some general specifications. Due to this fact, an outwardly opening piezo injector is intended to be used due to its high performance in several aspects. An issue, which is almost unknown in literature, is the atomization behavior for fuel types differing significantly from the viscosity properties of regular gasoline fuel.&lt;/div&gt;&lt;div class="htmlview paragraph"&gt;The aim of this publication is to clarify, whether the outwardly opening piezo injector can produce an atomization quality, which is sufficient to be used as a pilot injection ignition source for natural gas engines. The experimental results were obtained by means of a combined methodology using both Mie-scattering and PDA (Phase Doppler Anemometry) in a constant volume chamber. The injected masses showed a difference of up to 30% for the examined fuels, whereas liquid penetrations displayed a smaller difference. The Sauter Mean Diameters (SMD) for diesel-like fuels were 5…10μm larger compared to operation on gasoline-like fuels. Additionally, the needle motion for given actuation parameters was studied using a laser vibrometer. Influences of rail pressure, injector temperature, actuation time and reproducibility were investigated, showing that the injector has great reproducibility, but on the other hand requires a complex understanding of the actuation strategy in engine operation.&lt;/div&gt;&lt;/div&gt;

Design and analysis of two-cylinder exhaust manifold with improved performance in CFD

CFD analysis facilitates to evaluate and keep away from pace and temperature peaks in manifold sections which might be of special relevance concerning cloth pressure and deposit formation. CFD evaluation enables to are expecting the temperature, pace and strain distribution within the gadget. Exhaust manifolds are components of diesel engines sensitive to crack harm. Even progressed materials like forged alloys be afflicted by tremendously excessive operational temperatures that may cause great stresses and displacements. Fluid glide, temperature and strain analysis are analyzed and results are given beneath in form of temperature, stress and speed distribution plots. The fluid float and the warmth transfer through the exhaust manifold are computed by way of a CFD evaluation the usage of the CFD Fluent 6.3. Although the float distribution of the exhaust machine can possibly be predicted by using CFD. Therefore a few hints for design improvements are provided additionally, which are probably effective to reduce the temperature peaks, temperature gradients and to ensure an extended service life for the exhaust manifold and additionally useful for brand new design of cylinder exhaust manifold with progressed performance.

Processing of secondary cracking light cycle oil by combined process

ABSTRACT The light cycle oil (LCO) produced after the secondary cracking is rich in polycyclic aromatic hydrocarbons, which is challenging to be used as a blending component of automotive diesel fuel even after hydrofining. To improve the added value of LCO, a combined process of hydrofining, fractionating, and solvent extraction was proposed. The process first hydrotreated LCO to saturate the bi- and tricyclic aromatic hydrocarbons. Then the generated hydrogenated LCO was cut into the light fraction, which was used as fluid catalytic cracking (FCC) feedstock, and heavy fraction, which was used to produce diesel fuel and chemical raw materials by solvent extraction. The process combines the conventional devices in the refinery and is an effective technology for processing and utilizing LCO.