A diesel hydrofining catalyst grading method and a diesel hydrofining method
By optimizing the impurity removal process in the reaction zone through catalyst gradation, the problem of the difficulty in reducing the sulfur, nitrogen and aromatic content in diesel fuel was solved, and the production of low-sulfur diesel fuel with low hydrogen consumption and long cycle operation was realized.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- PETROCHINA CO LTD
- Filing Date
- 2022-11-28
- Publication Date
- 2026-05-29
Smart Images
Figure BDA0003967547920000051 
Figure BDA0003967547920000052 
Figure BDA0003967547920000091
Abstract
Description
Technical Field
[0001] This invention belongs to the field of diesel hydrotreating technology, specifically relating to a method for grading a diesel hydrotreating catalyst and a method for treating diesel hydrotreating. Background Technology
[0002] Catalytic cracked diesel accounts for approximately 30% of diesel fuel in my country's diesel fuel pool. It is characterized by high levels of impurities such as aromatics, olefins, sulfur, and nitrogen, as well as low cetane numbers and poor stability. Other inferior diesel fuels, such as coking diesel fuel from naphthenic oils, straight-run diesel fuel with high aromatic content, and some non-petroleum-based distillates (coal direct liquefaction oil, diesel fractions from coal tar, etc.), also constitute a significant proportion of the diesel fuel pool, similarly facing problems such as high sulfur, nitrogen, and aromatic content.
[0003] At the same time, under the general trend of developing a low-carbon economy, a circular economy, and achieving sustainable development, the pace of upgrading oil quality has accelerated significantly. New environmental regulations on the control of vehicle exhaust emissions have increasingly higher requirements for diesel quality, especially on the content of aromatics (particularly polycyclic aromatic hydrocarbons) and sulfur in diesel.
[0004] Currently, hydrorefining is the main method for reducing the sulfur and polycyclic aromatic hydrocarbon content of diesel fuel, and most methods use a single catalyst for easy regeneration. Given the current demand for energy conservation and emission reduction in refineries, reducing hydrogen consumption in diesel hydrorefining units to achieve a low-carbon production process for clean diesel fuel is a goal pursued by various enterprises.
[0005] The hydrogenation mechanisms of sulfides, nitrogen compounds, and aromatics in diesel fuel are not entirely the same. A single type of catalyst cannot achieve optimal catalytic activity for every impurity, inevitably leading to problems such as over-hydrogenation or wasted reaction temperature. By loading different reaction temperature zones with catalysts suitable for removing various impurity compounds, the utilization efficiency of the unit will be greatly improved, while reducing hydrogen and energy consumption.
[0006] Conventional hydrogenation technology has limited catalyst saturation capacity and cannot significantly reduce the aromatic content of diesel fuel. To increase the reaction depth, a large amount of hydrogen and extremely low reaction space velocity are required, which will inevitably increase equipment investment and operating costs, and reduce the yield of diesel fractions.
[0007] With increasingly stringent national environmental protection requirements, diesel quality standards are constantly being raised. Continuous upgrading of diesel quality has become a top priority for refining and chemical enterprises. As companies focus on controlling production costs, they are demanding longer operating cycles for their equipment, now requiring 4-5 years. This creates a significant contradiction between the increasing rigor of hydrogenation reactions and the extended operating cycles. To resolve this contradiction, there is an urgent need for a new diesel quality upgrading process that meets the China VI diesel quality standards while extending catalyst lifespan.
[0008] CN109022024A discloses a catalyst grading process for improving diesel quality. This process innovates upon diesel hydrotreating reactor technology by employing high-space-velocity, high-activity catalyst grading technology. This achieves low investment in product upgrades, short construction periods, minimal equipment modification work, and no major alterations to the refinery's existing processing flow. Without adding reactors to the original equipment, it can reduce the sulfur content in diesel to ≤10ppm, meeting the China V diesel sulfur content standard. While nickel-tungsten based catalysts have excellent aromatic saturation performance, this patented grading technology does not utilize nickel-tungsten based catalysts and meets the China V diesel standard.
[0009] CN108393096B discloses a graded combination method and application of hydrodesulfurization catalyst and hydrorefining catalyst. The hydrodesulfurization catalyst particles have a progressively smaller most probable pore size from the outermost to the innermost side, and the acidity of the catalyst gradually transitions from Lewis acid to Lewis acid and Beta acid. The graded combination method includes: sequentially loading a hydroprotection catalyst and a hydrodesulfurization catalyst along the flow direction of the reactants, with the most probable pore size of the hydrodesulfurization catalyst particles decreasing progressively from the outermost to the innermost side, and the acidity of the catalyst gradually transitioning from Lewis acid to Lewis acid and Beta acid. The graded catalyst provided by this invention has a multi-level pore structure, a suitable acidity combination, and, combined with ternary metal active components, can fully exert the role of the hydrodesulfurization catalyst, effectively utilize its active centers, and improve the catalytic activity of the entire reaction system while reducing catalyst costs. This technology adds several composite molecular sieves to the catalyst support to improve the surface acidity of the catalyst, significantly increasing the catalyst cost. Summary of the Invention
[0010] The purpose of this invention is to provide a method for grading a diesel hydrogenation catalyst and a diesel hydrogenation treatment method, which can further reduce hydrogen consumption while reducing the sulfur content in diesel.
[0011] To achieve the above objectives, the present invention provides a method for grading diesel hydrotreating catalysts, wherein the following catalysts are sequentially packed in the reactor along the material flow direction:
[0012] (1) Bird's nest-shaped protective agent 1, with a filling ratio of 0-1%;
[0013] (2) Mo-Ni protective agent 2, with a filling ratio of 1 to 2%, wherein the content of active component in Mo-Ni protective agent 2, calculated as oxide, is 4 to 6%;
[0014] (3) Mo-Ni protective agent 3, with a filling ratio of 1 to 13%, wherein the content of active component in Mo-Ni protective agent 3, calculated as oxide, is 6 to 7.5%;
[0015] (4) Mo-Ni hydrorefining catalyst, with a loading ratio of 20-40%, wherein the active component in the Mo-Ni hydrorefining catalyst is 20-40% based on oxides;
[0016] (5) W-Ni hydrorefining catalyst, with a loading ratio of 20-40%, wherein the active component in the W-Ni hydrorefining catalyst is 27-35% based on oxides;
[0017] (6) Co-Mo hydrorefining catalyst, with a loading ratio of 20-50%, wherein the active component in the Co-Mo hydrorefining catalyst has a content of 18-22% based on oxides.
[0018] The diesel hydrotreating catalyst gradation method of the present invention involves the protective agent and the hydrotreating catalyst being packed along the material flow direction with particle size and porosity distributed sequentially from large to small.
[0019] The diesel hydrotreating catalyst gradation method of the present invention uses a bird's nest shaped protective agent 1 with a size of Φ(8~26)mm×(5~11)mm, a porosity of 58%~80%, and a specific surface area of 800m². 2 / m 3 ~2495m 2 / m 3 The bird's nest-shaped protective agent 1 can be one or more of the different sizes available on the market, ranging from Φ(8~26)mm×(5~11)mm, and the filling order is from large to small in size and porosity along the material flow direction.
[0020] The diesel hydrotreating catalyst gradation method of the present invention, wherein the Mo-Ni protective agent 2 is a Raschig ring with a size of Φ(5~8)mm×(3~10)mm.
[0021] The diesel hydrotreating catalyst gradation method of the present invention, wherein the Mo-Ni protective agent 3 is clover or four-leaf wheel shaped, with a size of Φ(3.5~4.5)mm×(3~10)mm.
[0022] The diesel hydrotreating catalyst gradation method of the present invention uses a Mo-Ni hydrorefining catalyst that is clover-shaped and has a size of Φ(2.5~3.5)mm×(3~8)mm.
[0023] The diesel hydrotreating catalyst gradation method of the present invention, wherein the W-Ni hydrorefining catalyst is clover-shaped and has a size of Φ(1.8~2.5)mm×(3~8)mm.
[0024] The diesel hydrotreating catalyst gradation method of the present invention, wherein the Co-Mo hydrorefining catalyst is clover-shaped and has a size of Φ(1.8~2.5)mm×(3~8)mm.
[0025] The diesel hydrotreating catalyst gradation method of the present invention comprises: bird's nest shaped protective agent 1, Mo-Ni protective agent 2, Mo-Ni protective agent 3, Mo-Ni hydrorefining catalyst, W-Ni hydrorefining catalyst, and Co-Mo hydrorefining catalyst being loaded in the same reactor; or bird's nest shaped protective agent 1, Mo-Ni protective agent 2, Mo-Ni protective agent 3, and Mo-Ni hydrorefining catalyst being loaded in one reactor, and W-Ni hydrorefining catalyst and Co-Mo hydrorefining catalyst being loaded in another reactor; or bird's nest shaped protective agent 1, Mo-Ni protective agent 2, Mo-Ni protective agent 3, and Mo-Ni hydrorefining catalyst being loaded in one reactor, and W-Ni hydrorefining catalyst and Co-Mo hydrorefining catalyst being loaded separately in another reactor.
[0026] To achieve the above objectives, the present invention also provides a diesel hydrotreating method, wherein a catalyst is loaded into a reactor according to the method, and feedstock oil is added to the reactor for hydrotreating. The hydrotreating conditions are as follows: reactor inlet temperature is 300-340℃, hydrogen reaction pressure is 5.5-7.5MPa, liquid hourly space velocity is 0.5-4h-l, and hydrogen-to-oil volume ratio is 300-500:1.
[0027] The diesel hydrotreating method of the present invention uses one or more of the following as feedstock: catalytic diesel, coking diesel, and straight-run diesel.
[0028] For medium-pressure hydrotreating units, the inlet temperature for producing low-sulfur diesel is typically 300-340℃, and the outlet temperature is typically 360-390℃. At higher temperatures, the hydrotreating reaction is limited by thermodynamic equilibrium, making it difficult to fully utilize the high-activity Ni-Mo catalysts. This results in insignificant desulfurization effects as the catalyst temperature increases during the later stages of operation, leading to unstable production. The 4,6-DMDBT reaction network shows that the main reaction pathway for sterically hindered sulfides at higher pressures and lower temperatures is the hydrotreating route. However, this pathway is easily limited by thermodynamic equilibrium, making it impossible to use higher reaction temperatures under medium pressure. Co-Mo type catalysts for direct hydrodesulfurization are less limited by thermodynamic equilibrium and can achieve a sulfur content of less than 10 mg / kg in refined diesel at higher temperatures, making them suitable for use at higher reaction temperatures. Furthermore, the hydrotreating of polycyclic aromatic hydrocarbons (PAHs) is also limited by thermodynamic equilibrium, making hydrodearomatization suitable at 330–360℃. W-Ni catalysts, with their excellent dearomatization performance, are suitable for loading into the middle of the reactor and exhibit high selectivity for monocyclic aromatic hydrocarbons, which can appropriately reduce energy consumption. Therefore, different types of catalysts are loaded according to the different reaction conditions in different areas of the reactor in order to better exert the activity of different types of catalysts and meet the requirements of stable production of low-sulfur diesel oil by the unit.
[0029] The beneficial effects of this invention are:
[0030] 1. This invention provides a novel method for grading hydrogenation catalysts, in which the feedstock oil initially contacts a bird's nest-shaped inert protective agent. This effectively adsorbs mechanical impurities in the feedstock oil and coke powder in coking diesel oil. The protective agent has a porosity of 58%–80% and a specific surface area of 800 m². 2 / m 3 ~2495m 2 / m 3 The bird's nest-shaped protective agent can form near-triangular or near-quadrilateral orifices of varying sizes between the protective agents during filling, which increases the scale accumulation capacity by more than 5 times. Even if enough coke powder or mechanical impurities are adsorbed, it will not affect the pressure drop of the catalyst bed.
[0031] 2. Catalyst gradation is carried out according to the characteristics of hydrogenation reaction of impurity compounds in the feedstock, so that the impurity compounds can be removed in a suitable reaction zone. This not only reduces hydrogen consumption, but also reduces the amount of expensive catalyst used and significantly extends the overall operating cycle of the unit.
[0032] After passing through the bird's nest-shaped protective agent, there are Mo-Ni protective agent 2 and Mo-Ni protective agent 3. At a certain reaction temperature, these two protective agents can hydrogenate the dienes in the oil. After a small temperature rise, they contact the Mo-Ni hydrorefining catalyst. In this reaction zone, low-temperature desulfurization, denitrification, and dearomatization mainly occur. After driving the catalyst bed temperature rise, they contact the WNi hydrorefining catalyst to carry out medium-temperature desulfurization, denitrification, and dearomatization. In this reaction zone, most of the polycyclic aromatic hydrocarbons are saturated and aromatic ring-containing nitrogen compounds are removed. Finally, it enters the high-temperature desulfurization and denitrification zone, where sterically hindered sulfides are mainly removed. Detailed Implementation
[0033] The raw materials, protective agents, and catalysts used in the following examples are shown in Tables 1 and 2.
[0034] Table 1 Catalyst Properties
[0035]
[0036] Table 2 Evaluation of Raw Material Properties
[0037]
[0038] Example 1
[0039] Catalysts A1, B, C, D, E, and F were loaded into the reactor from top to bottom. The loading ratio was catalyst A1:catalyst B:catalyst C:catalyst D:catalyst E:catalyst F = 1:2:3:30:30:34. The process conditions, product properties, and hydrogen consumption are shown in Table 3.
[0040] The coking diesel feedstock reacts with each catalyst from top to bottom along the reactor, and the product properties are analyzed after 100 hours of operation.
[0041] Example 2
[0042] Catalysts A1, B, C, D, E, and F were loaded into the reactor from top to bottom. The loading ratio was catalyst A1:catalyst B:catalyst C:catalyst D:catalyst E:catalyst F = 1:2:3:20:30:44. The process conditions, product properties, and hydrogen consumption are shown in Table 3.
[0043] The catalytic diesel feedstock reacts with each catalyst from top to bottom along the reactor. After 100 hours of operation, the properties of the product are analyzed.
[0044] Example 3
[0045] Catalysts A1, B, C, D, E, and F were loaded into the reactor from top to bottom. The loading ratio was catalyst A1:catalyst B:catalyst C:catalyst D:catalyst E:catalyst F = 0:1:2:40:20:37. The process conditions, product properties, and hydrogen consumption are shown in Table 3.
[0046] Straight-run diesel feedstock reacts with each catalyst from top to bottom in the reactor. After 100 hours of operation, the properties of the product are analyzed.
[0047] Example 4
[0048] Catalysts A1, B, C, D, E, and F were loaded into the reactor from top to bottom. The loading ratio was catalyst A1:catalyst B:catalyst C:catalyst D:catalyst E:catalyst F = 1:1.5:2.5:25:35:35. The process conditions, product properties, and hydrogen consumption are shown in Table 3.
[0049] Catalytic diesel and coking diesel blend feedstocks react with each catalyst from top to bottom along the reactor. After 100 hours of operation, the properties of the products are analyzed.
[0050] Example 5
[0051] Catalysts A2, B, C, D, E, and F were loaded into the reactor from top to bottom. The loading ratio was catalyst A2:catalyst B:catalyst C:catalyst D:catalyst E:catalyst F = 1:2:3:40:20:34. The process conditions, product properties, and hydrogen consumption are shown in Table 3.
[0052] The coking diesel feedstock reacts with each catalyst from top to bottom along the reactor, and the product properties are analyzed after 100 hours of operation.
[0053] Example 6
[0054] Catalysts A3, B, C, D, E, and F were loaded into the reactor from top to bottom. The loading ratio was catalyst A3:catalyst B:catalyst C:catalyst D:catalyst E:catalyst F = 1:2:3:24:30:40. The process conditions, product properties, and hydrogen consumption are shown in Table 3.
[0055] The catalytic diesel feedstock reacts with each catalyst from top to bottom along the reactor. After 100 hours of operation, the properties of the product are analyzed.
[0056] Example 7
[0057] Catalysts A2, B, C, D, E, and F were loaded into the reactor from top to bottom. The loading ratio was catalyst A2:catalyst B:catalyst C:catalyst D:catalyst E:catalyst F = 1:2:3:24:20:50. The process conditions, product properties, and hydrogen consumption are shown in Table 3.
[0058] Straight-run diesel feedstock reacts with each catalyst from top to bottom in the reactor. After 100 hours of operation, the properties of the product are analyzed.
[0059] Comparative Example 1
[0060] Catalysts A1, B, C, and D were loaded into the reactor from top to bottom. The loading ratio was catalyst A1:catalyst B:catalyst C:catalyst D = 1:2:3:94. The process conditions, product properties, and hydrogen consumption are shown in Table 4.
[0061] The coking diesel feedstock reacts with each catalyst from top to bottom along the reactor, and the product properties are analyzed after 100 hours of operation.
[0062] Comparative Example 2
[0063] Catalyst A1, catalyst B, catalyst C, and catalyst E were loaded into the reactor from top to bottom. The loading ratio was catalyst A1:catalyst B:catalyst C:catalyst E = 1:2:3:94. The process conditions, product properties, and hydrogen consumption are shown in Table 4.
[0064] The catalytic diesel feedstock reacts with each catalyst from top to bottom along the reactor. After 100 hours of operation, the properties of the product are analyzed.
[0065] Comparative Example 3
[0066] Catalyst A1, catalyst B, catalyst C, and catalyst F were loaded into the reactor from top to bottom. The loading ratio was catalyst A1:catalyst B:catalyst C:catalyst F = 0:1:2:97. The process conditions, product properties, and hydrogen consumption are shown in Table 4.
[0067] Straight-run diesel feedstock reacts with each catalyst from top to bottom in the reactor. After 100 hours of operation, the properties of the product are analyzed.
[0068] Comparative Example 4
[0069] Catalysts A1, B, C, and E were loaded into the reactor from top to bottom. The loading ratio was catalyst A1:catalyst B:catalyst C:catalyst E = 1:1.5:2.5:94. The process conditions, product properties, and hydrogen consumption are shown in Table 4.
[0070] Catalytic diesel and coking diesel blend feedstocks react with each catalyst from top to bottom along the reactor. After 100 hours of operation, the properties of the products are analyzed.
[0071] Comparative Example 5
[0072] Catalysts A2, B, C, D, and E were loaded into the reactor from top to bottom. The loading ratio was catalyst A2:catalyst B:catalyst C:catalyst D:catalyst E = 1:2:3:47:47. The process conditions, product properties, and hydrogen consumption are shown in Table 4.
[0073] The coking diesel feedstock reacts with each catalyst from top to bottom along the reactor, and the product properties are analyzed after 100 hours of operation.
[0074] Comparative Example 6
[0075] Catalysts A3, B, C, D, and F were loaded into the reactor from top to bottom. The loading ratio was catalyst A3:catalyst B:catalyst C:catalyst D:catalyst F = 1:2:3:47:47. The process conditions, product properties, and hydrogen consumption are shown in Table 4.
[0076] The catalytic diesel feedstock reacts with each catalyst from top to bottom along the reactor. After 100 hours of operation, the properties of the product are analyzed.
[0077] Comparative Example 7
[0078] Catalysts A2, B, C, F, and D were loaded into the reactor from top to bottom. The loading ratio was catalyst A2:catalyst B:catalyst C:catalyst F:catalyst D = 0:1:2:48.5:48.5. The process conditions, product properties, and hydrogen consumption are shown in Table 4.
[0079] The catalytic diesel feedstock reacts with each catalyst from top to bottom along the reactor. After 100 hours of operation, the properties of the product are analyzed.
[0080] The optimized process conditions for each embodiment and comparative example are shown in Tables 3 and 4. The total loading amount of the main catalyst D, E, F, or a combination of the three catalysts in each embodiment and comparative example is 200 mL. The loading ratio is different, and the total oil feed rate is 200 mL / h. According to the evaluation results of catalyst gradation hydrogenation, the reaction depth of each reaction zone is different in each embodiment and comparative example during the hydrogenation reaction, so the temperature rise caused by the exothermic reaction is different, and therefore the properties of the hydrogenated products are different.
[0081] Table 3. Process conditions and product properties of the examples
[0082]
[0083] Table 4 Comparative Example Process Conditions and Product Properties
[0084]
[0085] Example 1 and Comparative Example 1 had the same amount of main agent and the same reaction conditions, but the sulfur, nitrogen and polycyclic aromatic hydrocarbon contents of the comparative example were increased, indicating that the graded catalyst is more conducive to the removal of impurities, which is beneficial to the long-term operation of the equipment.
[0086] Example 2 and Comparative Example 2 had the same main agent loading amount and reaction conditions. Example 2 used a gradient of three catalysts (DE, F, and E), while Comparative Example 2 used only catalyst E. Catalyst E is a W-Ni type catalyst with relatively high activity and relatively high cost. After different active component catalyst gradients, the sulfur, nitrogen, and polycyclic aromatic hydrocarbon contents in the product were comparable, indicating that the gradient method of the present invention can further reduce the catalyst loading cost while still meeting production requirements.
[0087] In Comparative Example 3, the main agent was replaced with catalyst F. Compared with Example 3, under the same raw materials and reaction conditions, the content of sulfur, nitrogen and polycyclic aromatic hydrocarbons in the comparative example increased, indicating that the graded catalyst is more conducive to the removal of impurities, thus facilitating the long-term operation of the equipment.
[0088] Comparative Example 4 uses a highly active W-Ni catalyst to process a mixture of coking diesel and catalytic diesel. Example 4 uses a graded catalyst to process the same raw materials. After gradation, the activity is similar to that of the comparative example, indicating that gradation can reduce the cost of the catalyst and meet production requirements.
[0089] Of course, the present invention may have other various embodiments. Without departing from the spirit and essence of the present invention, those skilled in the art can make various corresponding changes and modifications according to the present invention, but these corresponding changes and modifications should all fall within the protection scope of the claims of the present invention.
Claims
1. A method for grading a diesel hydrotreating catalyst, characterized in that, The following catalysts are sequentially packed inside the reactor along the material flow direction: (1) Bird's nest-shaped protective agent 1, with a filling ratio of 0-1%; (2) Mo-Ni protective agent 2, with a filling ratio of 1 to 2%, wherein the content of active component in Mo-Ni protective agent 2, calculated as oxide, is 4 to 6%; (3) Mo-Ni protective agent 3, with a filling ratio of 1 to 13%, wherein the content of active component in Mo-Ni protective agent 3, calculated as oxide, is 6 to 7.5%; (4) Mo-Ni hydrorefining catalyst, with a loading ratio of 20-40%, wherein the active component in the Mo-Ni hydrorefining catalyst is 20-40% based on oxides; (5) W-Ni hydrorefining catalyst, with a loading ratio of 20-40%, wherein the active component in the W-Ni hydrorefining catalyst is 27-35% based on oxides; (6) Co-Mo hydrorefining catalyst, with a loading ratio of 20-50%, wherein the active component in the Co-Mo hydrorefining catalyst has a content of 18-22% based on oxides.
2. The method for grading diesel hydrotreating catalysts according to claim 1, characterized in that, The particle size and porosity of the protective agent and hydrogenation catalyst loaded along the material flow direction are distributed from large to small.
3. The method for grading diesel hydrotreating catalysts according to claim 1, characterized in that, The bird's nest-shaped protective agent 1 has a size of Φ(8~26)mm×(5~11)mm, a porosity of 58%~80%, and a specific surface area of 800m². 2 / m 3 ~2495m 2 / m 3 .
4. The method for grading diesel hydrotreating catalysts according to claim 1, characterized in that, The Mo-Ni protective agent 2 is a Raschig ring with a size of Φ(5~8)mm×(3~10)mm.
5. The method for grading diesel hydrotreating catalysts according to claim 1, characterized in that, The Mo-Ni protective agent 3 is clover or tetrapod in shape, with a size of Φ(3.5~4.5)mm×(3~10)mm.
6. The method for grading diesel hydrotreating catalysts according to claim 1, characterized in that, The Mo-Ni hydrorefining catalyst is clover-shaped and has a size of Φ(2.5~3.5)mm×(3~8)mm.
7. The method for grading diesel hydrotreating catalysts according to claim 1, characterized in that, The W-Ni hydrorefining catalyst is clover-shaped and has a size of Φ(1.8~2.5)mm×(3~8)mm.
8. The method for grading diesel hydrotreating catalysts according to claim 1, characterized in that, The Co-Mo hydrorefining catalyst is clover-shaped and has a size of Φ(1.8~2.5)mm×(3~8)mm.
9. A method for hydrotreating diesel fuel, characterized in that, According to any one of claims 1 to 8, a catalyst is loaded into the reactor, and feedstock oil is added to the reactor for hydrogenation treatment. The hydrogenation treatment conditions are: reactor inlet temperature of 300-340℃, hydrogen reaction pressure of 5.5-7.5MPa, liquid hourly space velocity of 0.5-4h-l, and hydrogen-to-oil volume ratio of 300-500:
1.
10. The diesel hydrotreating method according to claim 9, characterized in that, The feedstock oil is one or more of catalytic diesel, coking diesel, and straight-run diesel.