Regenerate exhaust catalysts

Control of catalyst particle losses from both the cracker and regenerator of fluid catalytic cracking units is achieved by two cyclones operating in series right inside each unit. This is usually followed by an electrostatic precipitator for fine particle control, working on the exhaust side of the catalyst regenerator [62]. The metal content of spent catalysts may be recovered for reuse [63]. 

The parameters that affect the degradation of supported platinum and palladium automotive exhaust catalysts are investigated. The study includes the effects of temperature, poison concentration, and hed volume on the lifetime of the catalyst. Thermal damage primarily affects noble metal surface area. Measurements of specific metal area and catalytic activity reveal that supported palladium is more thermally stable than platinum. On the other hand, platinum is more resistant to poisoning than palladium. Electron microprobe examinations of poisoned catalyst pellets reveal that the contaminants accumulate almost exclusively near the skin of the pellet as lead sulfate and lead phosphate. It is possible to regenerate these poisoned catalysts by redistributing the contaminants throughout the pellet. 

This group also attempted to regenerate the catalyst and found that washing an aged automotive exhaust catalyst with an aqueous solution of oxalic acid... 

Scrubbing acid components with caustic from exhaust gas during catalyst regeneration... 

Reclamation, Disposal, and Toxicity. Removal of poisons and inorganic deposits from used catalysts is typically difficult and usually uneconomical. Thus some catalysts are used without regeneration, although they may be processed to reclaim expensive metal components. Used precious metal catalysts, including automobile exhaust conversion catalysts, are treated (often by the suppHers) to extract the metals, and recovery efficiencies are high. Some spent hydroprocessing catalysts may be used as sources of molybdenum and other valuable metals. 

Examples of multi-disciplinary innovation can also be found in the field of environmental catalysis such as a newly developed catalyst system for exhaust emission control in lean burn automobiles. Japanese workers [17] have successfully merged the disciplines of catalysis, adsorption and process control to develop a so-called NOx-Storage-Reduction (NSR) lean burn emission control system. This NSR catalyst employs barium oxide as an adsorbent which stores NOx as a nitrate under lean burn conditions. The adsorbent is regenerated in a very short fuel rich cycle during which the released NOx is reduced to nitrogen over a conventional three-way catalyst. A process control system ensures for the correct cycle times and minimizes the effect on motor performance. 

NO control, diesel engine, 10 61. See also Nitrogen oxide (NO ) exhaust control NO emissions, 10 32, 35, 36, 46, 137 NO production, 13 855, 856-857 NO reduction catalysts, 12 430 NO reduction technology, post regenerator, 11 719-720 NOXSO process, 22 779 Nozzle disk centrifuge... 

As we proceed to the entire exhaust system scale we face the task of interfacing the DPF behavior to that of other emission control devices in the exhaust (e.g. diesel oxidation catalysts (DOC) and NOx reduction devices). An example of a coupled simulation of a DOC and a DPF in series is shown in Fig. 43. We observe how a hydrocarbon pulse injection upstream of the DOC raises the exhaust temperature and causes regeneration of the DPF. Such simulation tools are very useful for the development and optimization of postinjection strategies for DPF regeneration. 

A lean NOx trap (LNT) (or NOx adsorber) is similar to a three-way catalyst. However, part of the catalyst contains some sorbent components which can store NOx. Unlike catalysts, which involve continuous conversion, a trap stores NO and (primarily) N02 under lean exhaust conditions and releases and catalytically reduces them to nitrogen under rich conditions. The shift from lean to rich combustion, and vice versa, is achieved by a dedicated fuel control strategy. Typical sorbents include barium and rare earth metals (e.g. yttrium). An LNT does not require a separate reagent (urea) for NOx reduction and hence has an advantage over SCR. However, the urea infrastructure has now developed in Europe and USA, and SCR has become the system of choice for diesel vehicles because of its easier control and better long-term performance compared with LNT. NOx adsorbers have, however, found application in GDI engines where lower NOx-reduction efficiencies are required, and the switch between the lean and rich modes for regeneration is easier to achieve. 

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