High-octane Components Research Articles

Determination of High Octane Components: Methyl t-Butyl Ether, Benzene, Toluene, and Ethanol in Gasoline by Liquid Chromatography

Determination of High Octane Components: Methyl t-Butyl Ether, Benzene, Toluene, and Ethanol in Gasoline by Liquid Chromatography

ChemInform Abstract: PRODUCTION OF HIGH‐OCTANE COMPONENTS FROM PETROCHEMICAL PRODUCT STREAMS

Chemischer InformationsdienstVolume 16, Issue 38 Other Subjects ChemInform Abstract: PRODUCTION OF HIGH-OCTANE COMPONENTS FROM PETROCHEMICAL PRODUCT STREAMS B. SCHLEPPINGHOFF, B. SCHLEPPINGHOFFSearch for more papers by this authorB. SCHULWITZ, B. SCHULWITZSearch for more papers by this author B. SCHLEPPINGHOFF, B. SCHLEPPINGHOFFSearch for more papers by this authorB. SCHULWITZ, B. SCHULWITZSearch for more papers by this author First published: September 24, 1985 https://doi.org/10.1002/chin.198538353AboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinked InRedditWechat No abstract is available for this article. Volume16, Issue38September 24, 1985 RelatedInformation

Selective hydrocracking of light naphtha cuts

For the production of high-quality automotive gasolines, technology has been developed for a combined ''isoreforming'' process, in which hydrocracking of a heavy straight-run naphtha cut to give a high-octane component with an octane number of 84-86 (MM) is combined with catalytic reforming of the residual fraction from hydrocracking. The ''isoreforming'' technology can be used to produce AI-93 automotive gasolines with aromatic hydrocarbon contents of 45-49% by weight, without TEL, in yields of 78-82% by weight on the original feed. The authors also discuss a catalytic upgrading process for light straight-run naphtha distillates or raffinates from catalytic reforming. The influence of the depth of reaction in hydrocracking n-paraffins in the straight-run 62-105 degrees C cut on the yield of the C5-EP cut and its octane number is investigated.

Production of low-aromatic, high-octane components of automotive gasolines

A process-variable study is performed of the hydroisomerization of an IBP-115 degrees C reformate cut, in terms of effects on the knock resistance of the hydroisomerizate and that of a gasoline obtained by blending the hydroisomerizate with the residual fraction of the reformate. The characteristics of the reformate and the two cuts from the reformate are given. The studies were performed in a pilot unit with circulation of hydrogen-rich gas. In all of the experiments, the yield of hydroisomerizate was nearquantitative, i.e., there was no hydrocracking of the hydrocarbons.

Natural gas and other alternative fuels for transportation purposes

Natural gas has been used as fuel for transportation for decades and, currently, about half a million vehicles of different types are running either on compressed natural gas (CNG) or on liquefied natural gas (LNG) in a number of countries, including Italy, New Zealand, the U.S.A., Australia, Iran and France. The country with the most developed program on utilization of natural gas as a transportation fuel is Italy, where almost 300,000 vehicles are running on CNG. Several other countries such as Brazil, Egypt, Canada, Bangladesh and the Soviet Union are implementing programs to use natural gas for domestic transportation needs. Natural gas is composed essentially of methane, which can be obtained also through anaerobic fermentation of different organic products yielding biogas (60% methane). The role of methane as a fuel has shown increasing importance due to the growth in digester construction all over the world, and especially in developing countries. Natural gas can also be used as raw material for the production of liquid fuels suitable for transportation purpose such as methanol, ammonia, gasoline, diesel oils, methyl esters of vegetable oils, and MTBE, a high-octane component of gasoline. In addition, natural gas liquids (propane/butane) can also be used as automotive fuels. This paper covers the technical-economic aspects of natural gas and methanol as fuels for transportation and presents a summary of worldwide experience with emphasis on the existing experience in a developing country such as Brazil, including its commercial large-scale experience with ethanol fuels.

Use of ethers as high-octane components of gasolines

This article reports on a study of the possible utilization of methyl tert-amyl ether (MTAE) as an automotive gasoline component, both by itself and in combination with methyl tert-butyl ether (MTBE). The naphtha used in these studies consisted of 80% reformer naphtha produced under severe conditions and 20% straight-run IBP-62/sup 0/C cut. The physicochemical properties of the MTAE, the MTBE, and the naphtha base stock are given. It is determined that MTAE, which has a slightly poorer knock resistance than MTBE, is fully equal to MTBE in all other respects and can be used as an automotive gasoline component; that a gasoline blend prepared from 89% naphtha base stock, 5.5% MTAE, and 5.5% MTBE meets all of the requirements of the standard GOST 2084-77 for Grade AI-93 gasoline; and that the use of MTAE offers a means for expanding the resources of high-octane components, lowering the toxicity of the gasolines and the exhaust gas (in comparison with organometallic antiknock agents), and bringing non-petroleum raw materials into the fuel production picture.

Production and thermal hydrogenation of a high-sulfur feedstock

1. A two-stage scheme has been developed for the extractive separation of the kerosine-gas oil fraction of Arlansk petroleum to give 60% of a low-sulfur raffinate containing less than 0.2% sulfur and 39% of a concentrate of aromatic hydrocarbons and sulfur compounds. 2. It has been shown that by the thermal hydrogenation of the extract at 50 atm in the temperature range 625–700°C there can be obtained a concentrate (21.8% based on feedstock) of manocyclic aromatic C6–C10 hydrocarbons (a feedstock for the production of C6–C8 aromatic hydrocarbons, solvents, and high-octane gasoline components) together with 60% of a low-sulfur diesel fuel component, for a hydrogen consumption of 1.4%.

Production of high-octane automobile gasolines by the catalytic reforming of straight-run gasoline fractions from mangyshlak crude

1. High-octane components for AI-93 and AI-98 automobile gasolines can be obtained in 86 and 82% yield on the feedstock by the catalytic reforming at 505°C of 62–180, 85–140, 140–180, and 85–180°C gasoline fractions from Mangyshlak crude. 2. To obtain a component for A-76 gasoline the reforming temperature may be lowered to 480°C. A component for AI-93 without TEL can be obtained at 505°C. 3. Commercial automobile gasolines can be obtained directly on industrial reforming plants. 4. When AP-56 catalyst is subjected to prolonged operation (not less than 21 t feedstock being passed per kg catalyst) its high activity is retained; the yield of hydrogen-containing gas containing 89–90 vol. % is not less than 100 m3/m3 of feedstock. 5. When a straight-run gasoline from Mangyshlak crude is processed on an industrial L-35/11-300 plant not less than 85.5% of high-octane gasoline is obtained, having an octane number of 76–77 for the pure material and 2.0 wt. % of type A stable overhead fraction (reflux) by MRTU 38-1-224-66.

Extraction of light gas oil from catalytic cracking with alkylcarbamate

1. A mixture of methyl- and ethyl-carbamates is an effective solvent for the extraction of the bicyclic, aromatic hydrocarbons from the kerosene-gas oil fractions of petroleum products by the method of liquid extraction, 2. The conditions were determined for the liquid extraction of the light gas oil from catalytic cracking with alkylcarbamate to obtain an aromatized extract which contains 95% aromatic hydrocarbons including 54,5% bicyclic hydrocarbons. The extract yield is 27.5% calculated on the gas oil. A 70% dearomatized raffinate is obtained which is a high-quality component for diesel fuel. 3. In the extraction separation of the light gas oil from catalytic cracking of a low-sulfur vacuum-distillate with the alkylcarbamate and hydrogenation of the extract the following are obtained (calculated on the gas oil): 10% naphthalene, 7% high-octane component of gasoline, and 70% of the diesel fuel component.

Contact cracking of refined gasoline in a reactor with an ascending flow of a powderous heat carrier

1. Thermal contact cracking of refined platformed gasoline in a reactor with an ascending flow of a heat carrier has been studied in laboratory and semitechnical units; the results prove that refined platformed gasolines can be used as a cracking feedstock. 2. It has been shown that contact cracking of refined platformed gasolines should be preferentially carried out without admixture of steam. 3. It has been established that unsaturated C2–C4 hydrocarbons, ethylene, propylene, butylenes, and divinyl can be produced in yields from 51 to 55 wt.%, 35–36%, 14–15%, 8–9%, and 4–5 wt%, respectively, from refined platformed gasolines. 4. Examination of the liquid cracking products from refined platformed gasolines-light oil and a 200–350°C fraction-showed that the light oil can be used as the high-octane component in car gasoline or as a starting material for the production of monocyclic aromatic hydrocarbons, and that the 200–350°C fraction can be employed as a starting material for the production of naphthalene, diphenyl, and naphthalene derivatives.

High-octane reformed gasolines and the selective adsorption of normal paraffinic hydrocarbons

1. It is shown that the platforming of low-octane benzine fractions, followed by the removal of normal paraffinic hydrocarbons using zeolites in the CaA form, ensures the production of gasolines having an octane number of 85–86.6 when unblended; on ethylation (2.7 g liquid ethylene per 1 kg benzine) a B-95/130 aviation gasoline is produced without adding high-octane components. The yield of benzine is 77 wt.% of the original fraction. 2. By reforming at a higher temperature, 510–515°C, a gasoline having an octane number of 85 when unblended is obtained; on subsequent removal of the paraffinic hydrocarbons the octane number is increased to 90.

High Octane Components from Catalytic Reformates

High Octane Components from Catalytic Reformates

Effect of Catalytic Cracking on the Postwar Supply of Motor Gasolines and Distillate and Residual Fuels

Abstract In order to supply the immense quantities of 100-octane aviation gasolinerequired by the military program and to furnish stocks for the manufacture ofsynthetic rubber, the oil industry installed catalytic cracking on a largescale during the war, because none of the existing processes were adapted tothe manufacture of these products in the quantities required, from a limitedamount of crude. While it had been recognized for some time that this process wouldeventually be widely used in the oil industry, under ordinary conditions theinstallation would have been spread over a number of years through thereplacement of old equipment and as enlargements were required. However, under the urgency of the war demand, its adoption was imperativeand the industry was forced to make a major change in its equipment before ithad had a chance to become familiar with the effect of the process whenoperating for the usual peacetime products. Because of the peculiar features ofcatalytic cracking, there was considerable speculation among refiners and usersof petroleum products regarding the results it would have on the postwar supplyof motor gasoline, household heating oil and diesel and residual fuel. Thestudy reported in the following paper was made to determine the direction ofthe changes and to evaluate their possible extent. Status of Catalytic Cracking Prior to our entering the war, only one of the three catalytic crackingprocesses with which the industry is now familiar was in commercial operation, and the installations of this one were confined very largely to the twocompanies that were instrumental in its development. In fact, if it had notbeen for the war, it seems likely that the adoption of catalytic cracking forthe manufacture of motor fuel would have been gradual, because very markedeconomies are needed to justify scrapping any process of which the design isfairly modern and the equipment in good condition. However, when it became evident that large quantities of aviation gasolineof 100 octane and above would be required, the economics with respect tomanufacture of motor fuel were disregarded and catalytic units were installedon a large scale, because, by a happy coincidence, they provided, in quantity, both a base gasoline for blending with high-octane components and gasessuitable for charging stocks to alkylation and other processes for theproduction of these components. These gases also provided material for theproduction of synthetic rubber, giving further impetus to the building of thistype of equipment. T.P. 1731