Rôles of catalytic oxidation in control of vehicle exhaust emissions

Abstract

Catalytic oxidation was initially associated with the early development of catalysis and it subsequently became a part of many industrial processes, so it is not surprising it was used to remove hydrocarbons and CO when it became necessary to control these emissions from cars. Later NOx was reduced in a process involving reduction over a Pt/Rh catalyst followed by air injection in front of a Pt-based oxidation catalyst. If over-reduction of NO to NH 3 took place, or if H 2S was produced, it was important these undesirable species were converted to NOx and SOx in the catalytic oxidation stage. When exhaust gas composition could be kept stoichiometric hydrocarbons, CO and NOx were simultaneously converted over a single Pt/Rh three-way catalyst (TWC). With modern TWCs car tailpipe emissions can be exceptionally low. NO is not catalytically dissociated to O 2 and N 2 in the presence of O 2, it can only be reduced to N 2. Its control from lean-burn gasoline engines involves catalytic oxidation to NO 2 and thence nitrate that is stored and periodically reduced to N 2 by exhaust gas enrichment. This method is being modified for diesel engines. These engines produce soot, and filtration is being introduced to remove it. The exhaust temperature of heavy-duty diesels is sufficient (250–400 °C) for NO to be catalytically oxidised to NO 2 over an upstream platinum catalyst that smoothly oxidises soot in the filter. The exhaust gas temperature of passenger car diesels is too low for this to take place all of the time, so trapped soot is periodically burnt in O 2 above 550 °C. Catalytic oxidation of higher than normal amounts of hydrocarbon and CO over an upstream catalyst is used to give sufficient temperature for soot combustion with O 2 to take place.