As reported in Section
2.2.5, Asphaltenes are defined as the
n-alkane-insoluble/toluene-soluble fraction of the crude (
Watkinson, 2008) and their role in crude oil fouling has been studied by several authors.
Using their patented batch stirred cell (Section
3.2),
Eaton and Lux (1984) found that the addition of asphaltenes with molar mass in the range 1000 to 300,000 indeed promoted crude oil fouling whereas the addition of resins (molar mass <5000) had less serious effects. Both the concentration and the solubility of asphaltenes were found to be important factors. On the other hand,
Venditti et al. (2009a) reported on preliminary experiments using a MBR, described in Section
3.1, that showed the role of asphaltenes to be somewhat ambiguous in deposit formation from the bulk at temperatures in the range 280–390
°C. There was evidence for the formation of larger molecules when the oil was heated even when no solids were observed at lower temperatures and, accordingly, there was evidence of chemical transformations. The formation of deposits in the MBR was favored by high temperatures and long residence times but, irrespective of the temperature, no deposits were found at low residence times (1
h). There was also evidence that carbonaceous deposits originated not only from the asphaltene fraction of crude oil but also from the crude after it had been deasphalted. Moreover, it was found that, under the same operating conditions, the deasphalted crude under testing could produce a larger amount of deposits than the original crude oil (
Venditti et al., 2009a). Discussions with refiners reveals that even crudes with just traces of asphaltenes do produce fouling in the hot end of the PHT. This is confirmed by industrial observations and experimental work by
Saleh et al. (2005b) who studied the fouling behavior of an Australian crude oil with low sulfur, ash, and asphaltene levels.
It should be noted that crude oil composition and its contaminants are not variables that can be generally manipulated whereas the process conditions of temperature and, in particular, velocity can be adjusted by the designer in order to mitigate fouling.