Lean reduction

Zhang, RD and Kaliaguine, S. Lean reduction of NO by CsH over Ag/alumina derived from AI2O3, AlOOH and Al(OH)3, Appl. Catal. B Environ. 2008, Volume 78, 275-287. 

Company 5 Lean Reduction in time Energy savings Reduction in Potential savings of... 

The objective of this investigation is to study the effect of the platinum support material in the lean reduction of NOx using propene as the reducing agent. For this reaction we describe differences in total activity and selectivity between platinum supported on three different materials with increasing acidity SiC, AI2O3 and ZSM-5. The activities of the catalysts are studied in flow reactors under both transient (temperature ramps) and stationary conditions. Adsorbed species on the surface of the catalysts are characterised using in-situ Fourier transformed infiured spectroscopy (FTIR). Different reaction mechanisms and the nature of adsorbed species are discussed. 

Harold, M., Luss, D., Liu, Yi (2012) Dual Layered Catalysts for Lean Reduction of NOx by In Situ Generation of Ammonia, presentation at the Catalysts for Automotive Pollution Control 9 (CAPoC9), September 2012, Bmssels. 

Chen FI Y and Sachtler W M FI 1998 Activity and durability of Fe/ZSM-5 catalysts for lean burn NOx reduction in the presence of water vapor Catal. Today 42 73-83... 

Emissions from methanol vehicles are expected to produce lower HC and CO emissions than equivalent gasoline engines. However, methanol combustion produces significant amounts of formaldehyde (qv), a partial oxidation product of methanol. Eormaldehyde is classified as an air toxic and its emissions should be minimized. Eormaldehyde is also very reactive in the atmosphere and contributes to the formation of ozone. Emissions of NO may also pose a problem, especiaHy if the engine mns lean, a regime in which the standard three-way catalyst is not effective for NO reduction. 

Reports have appeared in the Hterature of the use of human growth hormone in older men. It has been proposed that a reduction in growth hormone in old age is responsible for increased adipose tissue, loss of lean body mass, and thinning of skin. Current studies conducted on older men indicate the hormone reverses these effects. In the parameters studied the patients resembled those of persons 10 —20 years younger (70). 

As a coen2yme component in tissue oxidation—reduction and respiration, riboflavin is distributed in some degree in virtually aU naturally occurring foods. Liver, heart, kidney, milk, eggs, lean meats, malted barley, and fresh leafy vegetables are particularly good sources of riboflavin (see Table 1). It does not seem to have long stabiUty in food products (8). 

A TWC catalyst must be able to partition enough CO present in the exhaust for each of these reactions and provide a surface that has preference for NO adsorption. Rhodium has a slight preference for NO adsorption rather than O2 adsorption Pt prefers O2. Rh also does not cataly2e the unwanted NH reaction as does Pt, and Rh is more sinter-resistant than Pt (6). However, the concentrations of O2 and NO have to be balanced for the preferred maximum reduction of NO and oxidation of CO. This occurs at approximately the stoichiometric point with just enough oxidants (O2 and NO ) and reductants (CO, HC, and H2). If the mixture is too rich there is not enough O2 and no matter how active the catalyst, some CO and HC is not converted. If the mixture is too lean, there is too much O2 and the NO caimot effectively compete for the catalyst sites (53—58). 

There has been a growing demand for a lean NO catalyst ia order to decrease the relatively low NO emission of the lean bum engine sufftciendy to meet the future standards. Lean NO catalysts have been developed based on 2eolites (see Molecularsieves). Cu-promoted ZSM-5 2eolite has shown ability to reduce NO ia an exhaust having excess oxygen at an efficiency of 30 to 50% (153). Durability is not proven. Research has revealed that certain hydrocarbons are preferred for the reduction of NO, and that CO and H2 apparentiy do not reduce NO over such lean NO catalysts (154). 

NO Emission Control It is preferable to minimize NO formation through control of the mixing, combustion, and heat-transfer processes rather than through postcombustion techniques such as selective catalytic reduction. Four techniques for doing so, illustrated in Fig. 27-15, are air staging, fuel staging, flue-gas recirculation, and lean premixing. 

Excessively rich A/F ratio causes converter operating temperatures to rise dramatically, thus causing converter meltdown. On the other hand, if the A/F ratio is too lean, the excess O2 will react with the CO, and the reduction of nitrogen with CO will not take place, Thus, catalytic converters cannot be used where there is excess air. 

Reducing the operating temperature. Consider adding an intercooler on the absorber. Minimize lean oil temperature. Consider the use of a chiller. Each 10°F reduction in lean oil temperature will increase C3 s recovery about 0.8% (Figure 9-11). 

Serious research in catalytic reduction of automotive exhaust was begun in 1949 by Eugene Houdry, who developed mufflers for fork lift trucks used in confined spaces such as mines and warehouses (18). One of the supports used was the monolith—porcelain rods covered with films of alumina, on which platinum was deposited. California enacted laws in 1959 and 1960 on air quality and motor vehicle emission standards, which would be operative when at least two devices were developed that could meet the requirements. This gave the impetus for a greater effort in automotive catalysis research (19). Catalyst developments and fleet tests involved the partnership of catalyst manufacturers and muffler manufacturers. Three of these teams were certified by the California Motor Vehicle Pollution Control Board in 1964-65 American Cyanamid and Walker, W. R. Grace and Norris-Thermador, and Universal Oil Products and Arvin. At the same time, Detroit announced that engine modifications by lean carburation and secondary air injection enabled them to meet the California standard without the use of catalysts. This then delayed the use of catalysts in automobiles. 

Diesel engine has little prospect of attaining an emission of NO below 1.0 g/mile. The inherently lean exhaust from Diesel makes an NO reduction catalyst useless, and would require an NO decomposition catalyst. The Wankel engine and the Honda stratified charge engine are also unable to reduce its NO emission below 1.0 g/mile. 

The strength and interrelation of catalysis, classical promotion and electrochemical promotion is illustrated in Fig. 2.3. The reaction under consideration14 is the reduction of NO by CO in presence of 02. This is a complex reaction system but of great technological importance for the development of efficient catalytic converters able to treat the exhaust gases of lean burn and Diesel engines. 

Nevertheless there are some reactions which never change. Thus NO reduction on noble metals, a very important catalytic reaction, is in the vast majority of cases electrophilic, regardless of the type of solid electrolyte used (YSZ or P"-A1203). And practically all oxidations are electrophobic under fuel lean conditions, regardless of the type of solid electrolyte used (YSZ, p"-Al203, proton conductors, even alkaline aqueous solutions). 

The PAG system utilizes plasma to oxidize NO to NO2, which then reacts with a suitable reductant over a catalyst. LNC, NSR, and PAG systems have still several challenging tasks to be solved. Gonsequently, all these technologies are not yet appropriate for commercial applications to diesel and lean-burn engine exhausts [47]. 

NOx Storage-Reduction Catalyst for Lean-burning Engines... 

One of the most straightforward methods to reduce carbon dioxide emissions is to enhance the fuel efficiency of engines. The three-way catalyst, although very successful at cleaning up automotive exhaust, dictates that engines operate at air-to-fuel ratios of around 14.7 1. Unfortunately, this is not the optimum ratio with respect to fuel efficiency, which is substantially higher under lean-burn conditions at A/F ratios of about 20 1, where the exhaust becomes rich in oxygen and NOx reduction is extremely difficult (Fig. 10.1). 

The NOx storage-reduction (NSR) catalyst, developed by Toyota and other companies, offers a solution based on a two step process, in which the engine switches periodically between a long lean-burn stage and a very short fuel-rich stage. The NSR catalyst combines the oxidation activity of platinum with a NOx storage compound based on barium oxide. Figure 10.10 illustrates the principle of operation. 

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. 

Here we describe an EP study of catalytic NO reduction by CO and by propene over Pt/P alumina. The latter process is especially significant for the removal of NO in oxidising environments, a key problem that must be overcome for pollution abatement from lean-bum gasoline engines. 

One of the most interesting results of this work is that properly prepared AU/Y-AI2O3 are effective lean NO, reduction catalysts in the presence of 1.5 % H2O and 4.7 % O2. Their activities are stable, and comparable or higher than a Cu-ZSM-5 catalyst under similar reaction conditions. Another interesting result is the observation that the activity depends strongly on the preparation procedure, which must be related to the detailed structure of the catalyst and the nature of the active sites. 

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