Emissions control catalysts

Propane is stored underpressure to keep it liquid. Unlike LNG, propane does not need anything other than a modest pressure to keep it liquefied. The tanks that store propane are pressure vessels, but since they can be made from low-carbon steel their price is modest compared to CNG and LNG tanks. The propane is vaporized in a device called the converter that lowers the pressure of the propane to vaporize it. The converter also uses engine coolant to warm the propane to ensure that it is completely vaporized when it passes on to the mixer. As its name suggests, the mixer mixes the propane and air in the desired ratio before it enters the engine. Other controls and compensation for temperature are included in the propane fuel system. Propane fuel systems can also incorporate feedback control to work with three-way catalyst emission control systems. 

Manufacturers of Emission Controls Association. The Impact of Sulfur in Diesel Fuel on Catalyst Emission Control Technology, Manufacturers of Emissions Controls Association Washington, DC. 

Collins, N,R. andTwigg, M.V. (2007) Three-way catalyst emissions control technologies for spark-ignition engines - recent trends and future developments. Top. Catal., 42/43, 323-332,... 

The main areas of commercial apphcation are automotive emission control catalysts (autocatalysts), oil refining, ammonia oxidation, hquid-phase ... 

Automotive Emission Control Catalysts. Air pollution (qv) problems caused by automotive exhaust emissions have been met in part by automotive emission control catalysts (autocatalysts) containing PGMs. In the United States, all new cars have been requited to have autocatalyst systems since 1975. In 1995, systems were available for control of emissions from both petrol and diesel vehicles (see Exhaust control, automotive). 

Emission Control Catalysts. An appHcation of growing importance for cerium is as one of the catalyticaHy active components used to remove pollutants from vehicle (autoexhaust) emissions (36). The active form of cerium is the oxide that can be formed in situ by calciaation of a soluble salt such as nitrate or by deposition of slurried oxide (see Exhaust control, automotive). 

Fig. 4. Closed-loop dual-catalyst system for emissions control usiag dual element mono-lith converter, which is three-way and oxidiziag.

Beyond the catalytic ignition point there is a rapid increase in catalytic performance with small increases in temperature. A measure of catalyst performance has been the temperature at which 50% conversion of reactant is achieved. For carbon monoxide this is often referred to as CO. The catalyst light-off property is important for exhaust emission control because the catalyst light-off must occur rehably every time the engine is started, even after extreme in-use engine operating conditions. 

The emission control system for LPG is the same as is used for gasoline fueled engines with the exception of the fuel metering system. No evaporative emission system is required. Both Pt—Rh and Pd—Rh catalysts are good for emission control of LPG fuel exhaust. Pt provides the lowest light off temperature for C Hg. The sulfur content of LPG is also very low so that Pd catalysts perform very well. 

Engines are also designed to use either gasoline or methanol and any mixture thereof (132—136). Such a system utilizes the same fuel storage system, and is called a flexible fueled vehicle (EEV). The closed loop oxygen sensor and TWC catalyst system is perfect for the flexible fueled vehicle. Optimal emissions control requires a fuel sensor to detect the ratio of each fuel being metered at any time and to correct total fuel flow. 

Emission control systems for two-stroke engines depend heavily on an efficient oxidation catalyst. These may be based on Pt and/or Pd. Higher lube oil consumption characteristics of two-stroke engines may result in modification to the lube oil or require the development of oxidation catalysts more resistant to lube oil ash compounds. 

Emission Control Technologies. The California low emission vehicle (LEV) standards has spawned iavestigations iato new technologies and methods for further reducing automobile exhaust emissions. The target is to reduce emissions, especially HC emissions, which occur during the two minutes after a vehicle has been started (53). It is estimated that 70 to 80% of nonmethane HCs that escape conversion by the catalytic converter do so during this time before the catalyst is fully functional. 

Fig. 14. Cross-sectional schematics of electrically heated catalyst (EHC) for emission control (a) extmded sintered metal powder EHC (160) (b) two...

Fig. 15. Low hydrocarbon emission control system utilising a cross-flow heat exchanger TWC catalyst, A, and a 2eohte-based hydrocarbon absorber system. Cold start HCs are absorbed by the hydrocarbon trap, B, until the cross-flow heat exchanger catalyst is hot enough to destroy the HCs that...

J. J. Mooney, C. E. Thompson, and J. C. Dettiing, Three-Way Conversion Catalysts—Tart of the New Emission Control System, SAE 770365, Society of Automotive Engineers, Warrendale, Pa., 1977. 

Probably the most significant control technology breakthrough came m 1977, when Volvo released a computer-controlled, fuel-mjected vehicle equipped with a three-way catalyst. The new catalytic converters employed platinum, palladium, and rhodium to simultaneously reduce NO and oxidize CO and HC emissions under carefully controlled oxygen conditions. The new Bosch fuel injection system on the vehicle provided the precise air/fuel control necessary for the new catalyst to perform effectively. The combined fuel control and three-way catalyst system served as the foundation for emissions control on the next generation of vehicles. 

Tamborski, G. A., Magnabosco, L. M., Powell, J. W., and Yoo, J. S., Catalyst Technology Improvements Make SO, Emissions Control Affordable, presented at Katalistiks 6th Annual FCC Symposium, Munich, Germany, May 22-23, 1985. 

A catalytic oxidation system may cost 150 per car, but the catalyst cost is estimated to be 30, less than 1% of the cost of an automobile (2). In a few years, the gross sale of automotive catalysts in dollars may exceed the combined sale of catalysts to the chemical and petroleum industries (3). On the other hand, if the emission laws are relaxed or if the automotive engineers succeed in developing a more economical and reliable non-catalytic solution to emission control, automotive catalysis may turn out to be a short boom. Automotive catalysis is still in its infancy, with tremendous potential for improvement. The innovations of catalytic scientists and engineers in the future will determine whether catalysis is the long term solution to automotive emissions. 

The catalyst companies were encouraged to resume their research activities in automotive catalysis in the late 1960 s as further tightening of automotive emissions standards became imminent, and it appeared that mere engine modifications might be inadequate to meet the new standards. A systems approach was first used upon the formation of the Inter-Industry Emission Control Program by the Ford Motor Company and the Mobil Oil Corporation in 1967, which was joined by a number of oil companies in the U.S. and a number of automobile companies in Italy, Japan, and Western Germany. 

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