Catalysis Today 75 (2002) 459 464
Bench-scale demonstration of an integrated deSoot deNOx system
M. Makkee", H.C. Krijnsen, S.S. Bertin, H.P.A. Calis,
C.M. van den Bleek, J.A. Moulijn
Section Industrial Catalysis, Faculty of Applied Sciences, Department of Delft ChemTech, Delft University of Technology,
Julianalaan 136, NL 2628 BL Delft, The Netherlands
Abstract
A catalytic deSoot deNOx system, comprising Pt and Ce fuel additives, a Pt-impregnated wall-flow monolith soot filter and
a vanadia-type monolithic NH3-SCR catalyst, was tested with a two-cylinder DI diesel engine. The soot removal efficiency
ć%
of the filter was 98 99 mass% with a balance temperature (stationary pressure drop) of 315 C at an engine load of 55%.
The NOx conversion ranged from 40 to 73%, at a NH3/NOx molar ratio of 0.9. Both systems were measured at a GHSV of
ć%
52 000 l/(l h). The maximum NOx conversion was obtained at 400 C. The reason for the moderate deNOx performance is
discussed. No deactivation was observed after 380 h time on stream. The NOx emission at high engine loads is around 15%
lower than that of engines running without fuel additives. © 2002 Elsevier Science B.V. All rights reserved.
Keywords: NOx reduction; Diesel soot oxidation; Diesel fuel additives
1. Introduction integrated abatement of both soot and NOx is, how-
ever, insufficient to comply with future emission leg-
The diesel engine owes its popularity to its fuel ef- islation. Therefore, an after-treatment process for the
simultaneous reduction of the diesel engine s emis-
ficiency, reliability, durability and relatively low fuel
sions has to be aimed for.
price. Its further development should be focused on
In earlier work, Jelles et al. [1,2] developed a cat-
the adverse effects on environment and health caused
alytic deSoot system. They showed that the Pt/Ce fuel
by NOx- and soot emissions. Soot particles are formed
additives combined with a Pt-impregnated wall-flow
in the cylinder of the engine, due to local shortages of
monolith gave optimal soot removal results at a bal-
oxygen. Nitrogen oxides are formed in an oxygen-rich
ć%
atmosphere at high temperatures and pressures. Mea- ance temperature of 310 320 C. Recently, it was
ć%
found that a balance point around 275 C was obtained
sures to reduce particulate mass emission will result
by optimalisation of the filter design [3]. Krijnsen et al.
in an increase in NOx emissions and visa versa. This
[4] developed a catalytic deNOx system, using a com-
phenomenon is known as the NOx-PM trade-off. Only
a few primary techniques, such as fuel water emul- mercial Frauenthal, consisting of V2O5 WO3 TiO2
catalyst and NH3 as a reducing agent. Integration of
sions and direct water injection into the cylinder, are
these systems is then a logical step.
available that are able to reduce PM formation with
The goal of the integration of the deSoot and deNOx
a simultaneous reduction of the NOx emission. This
system is to investigate the effect of the Pt wall-flow
monolith and Pt/Ce fuel-borne additive on the deNOx
"
Corresponding author. Tel.: +31-15-278-1391;
performance of the V2O5 WO3 TiO2 Frauenthal cat-
fax: +31-15-278-5006.
E-mail address: m.makkee@tnw.tudelft.nl (M. Makkee). alyst downstream of a genuine diesel engine. Within
0920-5861/02/$ see front matter © 2002 Elsevier Science B.V. All rights reserved.
PII: S0920-5861(02)00096-2
460 M. Makkee et al. / Catalysis Today 75 (2002) 459 464
this scope, the temperature of the deSoot filter and the exhaust gas-flow rate was maintained by a pump
deNOx catalyst were varied, as well as the NH3/NOx downstream of the integrated system, independently
ratio and the engine load. on the pressure over the system and was set at a GHSV
of 52 000 l/(l h). The remainder was vented directly.
The deSoot system consisted of a cylindrical
2. Experimental
20 mm × 40 mm (diameter × length) cordierite wall-
flow monolith (Corning, EX80) impregnated with
As soot abatement technology, a platinum-imp- 0.6 wt.% platinum. The monolith was dipped into a
regnated cordierite wall-flow monolith was used in Pt solution (8 mg/g tetra-amineplatinum(II)chloride
combination with platinum and cerium fuel-borne hydrate (Aldrich 27,920) in water) for impregnation
ć% ć%
additives. The platinum additive (Platinum Plus 3100) and subsequently dried at 100 C (at 10 C/min) for
ć% ć%
was a gift from Clean Diesel Technologies and the 1 h and calcined at 750 C (at 5 C/min) for 1 h. After
cerium (DPX9) was a gift from Rhodia. For the NOx drying, ceramic paste was used to plug the endings of
removal, an SCR (vanadia-type) honeycomb catalyst the monoliths in a checkerboard fashion. Finally, the
ć%
was applied downstream of the deSoot catalyst. Am- plugged monolith was dried again at 90 C, followed
ć% ć%
monia was used as NOx reductant. Ammonia was ob- by calcination at 450 C for 4 h (5 C/min). After
tained from Hoek Loos (The Netherlands) in 20 vol.% this treatment, Pt clusters of 50 100 nm can be ob-
in nitrogen and added to the desired concentration served [1]. These clusters have shown to be essential
in the exhaust gas stream by means of a mass-flow for converting NO to NO2, which enhances the soot
controller. A flow sheet of the experimental set-up is combustion [1]. The filter housing was heated and the
given in Fig. 1. temperature within the deSoot section was controlled.
An LPW2, Lister Petter water-cooled, 6.6 kW, The NOx reducing agent was found to be partially
two-cylinder diesel engine fitted with a Stamford gen- oxidised when injecting it upstream of the deSoot
erator, 5.3 kW, was used, running on a commercially filter. Therefore, it had to be dosed downstream of
available summer diesel fuel was used containing 400 the deSoot filter. Downstream of the NH3 injection
500 ppm sulphur. The engine power was dissipated location, a static mixer and a temperature-controlled
using a variable resistance bank that allowed engine deNOx catalyst were located. For the deNOx section, a
loads of 15, 20, 30 or 55% of the rated engine power. cylindrical 20 mm×40 mm (diameter×length) mono-
During the measurements, the additive concentrations lith was cut from a commercial Frauenthal monolith,
were kept at 2 ppm Pt and 30 ppm Ce. These additives consisting of V2O5 WO3 TiO2.
were blended with the diesel fuel. The fuel con- After leaving the deNOx catalyst, the exhaust
sumption was measured gravimetrically. The intake gas passed a paper (check) filter, which served to
ć%
air temperature was controlled at 30 C. A constant incidentally detect the deSoot filter leaking. Finally,
Fig. 1. Schematic flow sheet of the deSoot deNOx reactor set-up.
M. Makkee et al. / Catalysis Today 75 (2002) 459 464 461
the gas was vented via a condensate trap, an exhaust LPW3 engine running on the same diesel fuel, but
membrane pump and a flow controller. As a result without additives.
of pumping the exhaust gas through the system, the
pressure in the system was slightly below atmospheric
3. Results and discussion
pressure.
The NO, NO2 and NOx emissions were measured
by an Eco Physics CLD 700 EL ht NOx analyser Not only the Pt clusters affect the soot combus-
based on the chemiluminescence principle. The gas tion, but also the fuel additives play an important role
was sampled upstream or downstream of the deSoot in the mechanism of filter regeneration [1 3]. The
filter or downstream of the deNOx catalyst. The sam- cerium additive catalyses the particulate oxidation by
ple lines were all heat traced at a temperature of about the NO2 formed over the Pt clusters. The platinum
ć%
120 C. Washing bottles containing 35 wt.% sulphuric additive is thought to continuously reactivate the Pt
acid and 85 wt.% phosphoric acid removed ammonia clusters, since the system was stable without lost of
and water from the sample streams and as a conse- activity (no change in balance temperature) over the
quence no ammonia slippage could be measured. time interval of 380 h in the presence of commer-
To investigate the effect of both deSoot filter tem- cially available diesel fuel, containing 400 500 ppm
perature and deNOx temperature, the temperatures of sulphur. It is known that SO3 can deactivated plat-
both catalysts were varied independently. The effect of inum catalysts under these applied conditions. The
ć%
the engine load (i.e. NOx concentration) on the NOx result is an equilibrium temperature of 315 C at a
conversion was investigated while keeping the deSoot GHSV of 52 000 l/(l h). The soot production rate (g/s)
filter at standard conditions. The deNOx temperature of the engine (at 3.7 kW, i.e. 55% of rated power;
ć% 3
was varied between 250 and 450 C. In addition, the 35 mg soot/mn exhaust gas) will equal the soot oxi-
NH3/NOx molar ratio was varied between 0.25 and dation rate (g/s) at this temperature by the catalytic
1.4 to estimate its effect on the NOx conversion. system. This temperature is called the balance point
The effect of fuel-borne additives on the NOx emis- temperature and is in agreement with earlier work. The
sion from the LPW2 engine was investigated by mea- filter efficiency of the Pt-impregnated wall-flow mono-
suring the NOx emission and NO2/NOx ratio at: (1) liths lies at 98 99%. For more details on this deSoot
the exhaust pipe, (2) the deSoot system, and (3) the system, the reader is referred to Jelles et al. [1 3].
deNOx system as indicated in Fig. 1. The NO2/NOx The NOx emission and NO2/NOx ratio as a function
ratios were measured at standard catalyst conditions. of the engine load are given in Table 1. The NO2/NOx
During these measurements, no NH3 was injected into ratios as a function of the sampling locations are
the exhaust gas. In addition to these measurements, given in Table 2. It can be seen that the NO2/NOx
the temperature of the deSoot section was varied be- ratio is highest upstream of the deSoot filter and de-
ć%
tween 50 and 600 C to investigate its effect on the creases further downstream. The NO2/NOx ratio was
NO2/NOx ratio. also measured downstream of the deSoot filter as a
ć%
In the discussion, the results of the fuel-borne fu- function of filter temperature (50 600 C). Neither the
elled LPW2 engine will be compared to a similar ratio nor the NOx emission were significantly affected
Table 1
NOx emissions as a function of engine load
Rated power (%) LPW2 (additives) LPW3 (no additives)
NOx emission (ppm)a NO2/NOx NOx emission (ppm)a NO2/NOx
15 580 0.17 540 0.07
20 645 0.17 650 0.07
30 810 0.17 950 0.07
55 1200 0.17 1450 0.07
a ć%
NOx emission expected when using dry combustion air of 30 C; correction based on data of the LPW3 engine.
462 M. Makkee et al. / Catalysis Today 75 (2002) 459 464
Table 2
load and are in agreement with earlier field-tests ob-
Average NO2/NOx ratios and standard deviations as a function of
servations [5]. The phenomenon behind this effect
the sample location at a GHSV of 52 000 l/(l h)
remains unclear and is also beyond the scope of this
Location NO2/NOx ratio
paper.
ć% The effects of the deSoot filter temperature and the
Upstream of deSoot filter (100 C) 0.17 Ä… 0.02
ć%
deNOx catalyst temperature are displayed in Fig. 2.
Downstream of deSoot filter (50 600 C) 0.12 Ä… 0.02
ć%
Downstream of deNOx catalyst (350 C) 0.10 Ä… 0.01a
NOx conversions range from 40 to 73% at a GHSV
a of 52 000 l/(l h) at a NH3/NOx ratio of 0.9, depen-
Without NH3 injection into the exhaust.
ć%
dent on deSoot (200 600 C) and deNOx temperature
ć%
(250 450 C).
by the filter temperature. The NO2/NOx fraction was As can be seen in Fig. 2, the NOx conversion over
significantly increased in the LPW2 deSoot section in the SCR catalyst increased with increasing deSoot
comparison to the LPW3 (NO2/NOx = 0.17 and 0.07, temperature. These results seem to be contradictory to
respectively) that ran without fuel-borne additives. other recent publications [6,7]. The difference in re-
Also this relatively high ratio was found in the exhaust sults is attributed to the fact that the NO2/NOx ratio
manifold of the LPW2 diesel engine. The phenomenon over the deSoot catalyst did not change as function of
behind this effect remains unclear and is beyond the temperature. In general, the NO conversion into NO2
scope of the paper. The NO2/NOx ratio drops over both is a function of temperature and the kinetics of the ap-
the deSoot filter section and the deNOx section when plied catalyst. The lower the temperature, the higher
no NH3 is injected into the exhaust. Measurement re- is the NO2 concentration. Due to the effect of the
sults were also compared to the engine NOx and NO (trapped) soot oxidation by NO2, in which NO is dom-
emissions of a similar LPW3 engine (three cylinders inantly is formed, the apparent NOx/NO ratio over the
instead of two) running on the same fuel, but without deSoot system is constant, as shown in Table 2.
fuel additives, as displayed in Table 1. It can be seen The effect of the NH3/NOx ratio on the NOx con-
that the NOx emission is equal for the LPW2 engine version is given in Fig. 3. The more reactant is dosed
at engine loads below 2.2 kW and significantly lower to the exhaust gas, the more NOx is converted. In the
(up to 15%) than the LPW3 engine at higher engine absence of a deSoot system, the NH3 conversion up
Fig. 2. NOx conversion as a function of the deNOx catalyst temperature and deSoot temperature at NH3/NOx molar ratio of 0.9, at a
ć% ć% ć% ć% ć%
GHSV of 52 000 l/(l h), engine load of 1.4 kW; deSoot temperature: (×) 200 C; ( ) 350 C; ( ) 400 C; ( ) 500 C; ( ) 600 C.
M. Makkee et al. / Catalysis Today 75 (2002) 459 464 463
Fig. 3. NOx conversion as a function of the deNOx catalyst temperature and NH3/NOx ratio, at a GHSV of 52 000 l/(l h), deSoot system
presence, 1.4 kW (620 ppm NOx); NH3/NOx: ( ) 0.25; ( ) 0.51; ( ) 0.87; ( ) 1.08; NH3/NOx: (×) 1.4 at 3.7 kW (1200 ppm NOx).
to a NH3 NOx ratio of 1 is almost quantitative [4]. In simultaneous removal of both soot and NOx for future
the presence of a deSoot system, the NH3 conversion diesel emission legislation certifications.
is suppressed to a large extent (up to 40%). This sup-
pression of the Frauenthal catalyst in the NOx abate-
ment has to be attributed to SO3 in the gas phase. The 4. Conclusions
deSoot system contains platinum, which is known to
be the best SO2 into SO3 catalyst. Apparently, the When combining the catalytic Pt-impregnated soot
formed SO3 will preferentially adsorb onto the ac- filter system with an SCR Frauenthal catalyst at a
tive SCR-deNOx sites on the Frauenthal catalyst and, GHSV of 52 000 l/(l h) and fuelling the engine with
thereby, inhibits the NOx reduction to some extent. Pt/Ce additive containing diesel fuel, soot removal
The same observation was recently made for a large efficiencies of 98 99% and NOx conversions ranging
shipment diesel engine [8]. If upstream of an SCR from 40 to 73% are achieved. At these conditions,
system, a deSoot system was installed which is ca- the balance point temperature of the soot filter was
ć%
pable to convert SO2/SO3 the NOx reduction will be 315 C. The maximum observed NOx conversion
ć%
suppressed. was 95% at a NOx catalyst temperature of 400 C,
No significant amounts of Pt, Ce or carbonaceous a NH3/NOx ratio of 1.4, a Soot filter temperature
ć%
material were found on the Frauenthal catalyst af- of 315 C and a GHSV of 52 000 l/(l h). NH3 slip
ter being on stream for about 380 h. After this time cannot, however, be excluded. This diminished NOx
on stream, NOx conversions were still reproducible, conversion is attributed to the presence of SO3 in
whereas the deSoot filter kept its balance point tem- the gas phase. This SO3 is generated by the deSoot
ć%
perature of 315 C. system. No significant amounts of Pt, Ce or carbona-
It can be concluded from these investigations on ceous material were found on the Frauenthal catalyst
the deSoot deNOx system downstream of the LPW2 after being on stream for about 380 h. No deactiva-
engine that the deNOx performance of the Frauenthal tion of the deSoot and the deNOx catalytic systems
catalyst was high and of practical importance. This was observed after this time interval. A 15% reduc-
integrated combination opens the possibility of the tion of NOx emission was determined for an engine
464 M. Makkee et al. / Catalysis Today 75 (2002) 459 464
running at Pt and Ce additives at engine loads higher [4] H.C. Krijnsen, J.C.M. Van Leeuwen, R. Bakker, H.P.A. Calis,
C.M. Van den Bleek, Optimum deNOx performance using
than 30%.
feedforward reductant control, Fuel 80 (7) (2001) 1001 1009.
[5] E.R. Fanick, J.M. Valetine, Emissions reduction performance
References of a bimetallic platinum/cerium fuel-borne catalyst with
several diesel particulate filters on different sulfur fuels, SAE
P-2001-01-0904, 2001.
[1] S.J. Jelles, M. Makkee, J.A. Moulijn, G.J.K. Acres, J.D.
[6] G.R. Chandler, B.J. Cooper, J.P. Harris, J.E. Thoss, A.
Peter-Hoblyn, Application of an activated trap in combination
Uusimäki, A.P. Walker, J.P. Warren, An integrated SCR and
with fuel additives at an ultra-low dose rate, SAE 990113,
continuously regenerating trap system to meet future NOx and
1999.
PM legislation, SAE P-2000-01-0188, 2000.
[2] S.J. Jelles, R.R. Krul, M. Makkee, J.A. Moulijn, The influence
[7] J. Gieshoff, A. Schäfer-Sindlinger, P.C. Spurk, J.A.A. van
of NOx on the oxidation of metal activated diesel soot, Catal.
den Tillaart, G. Garr, Improved SCR systems for heavy duty
Today 53 (1999) 623 630.
applications, SAE P-2000-01-0189, 2000.
[3] S.J. Jelles, M. Makkee, J.A. Moulijn, Ultra-low dosage of
[8] H. Jansma, M. Makkee, J.A. Moulijn, Testing downstream of
platinum and cerium fuel additives as diesel particulate control,
shipment diesel engine, Unpublished results, March 2001.
Topics Catal. 16/17 (1 4) (2001) 269 273.
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