Characterization of phosphorus-poisoned automotive exhaust catalysts

Rokosz, M. J.; Chen, A.E; Lowe-Ma, Charlotte K.; Кучеров, А. В.; Benson, David A.; Peck, M. C. Paputa; McCabe, Robert W.

doi:10.1016/s0926-3373(01)00165-5

Cited by 161 publications

(91 citation statements)

References 21 publications

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“…The NMR response of FUL_AR is very weak, indicating the low P content in the as-received TWC sample. Upon catalyst aging in the absence of lubricant additives, FUL_NA showed a broad peak centered at´5 ppm (discussed below) and a small peak at´30 ppm that is due to AlPO 4 [4,10]. The weak AlPO 4 peak suggests that the P content in this catalyst sample was low and P largely stayed on washcoat surfaces, in agreement with the EPMA results.…”

Section: Introductionsupporting

confidence: 80%

“…This fact suggests that, in IL aging, P may prefer to react with aluminum in the DOC washcoat to form AlPO 4 , thus reducing its negative impact on cerium, i.e., suppressed formation of CePO 4 in FUL_IL, as indicated by XRD. This result cannot be corroborated by direct observation of the 31 P NMR spectrum of CePO 4 since the unpaired electron on the metal in CePO 4 causes efficient electron-nuclear relaxation, preventing the detection of a high resolution 31 P NMR spectrum of CePO 4 .…”

Section: Introductionmentioning

confidence: 93%

“…With high effectiveness in wear protection, zinc dialkyl dithiophosphate (ZDDP) is the most common anti-wear additive used in the automotive industry. The major drawback of ZDDP is that it can form ash during combustion and poison emissions control catalysts [1][2][3][4][5][6][7][8][9][10][11]. Thus, there is significant interest in developing a new lubricant additive that is ashless, has less impact on engine emissions control catalysts, and reduces friction and wear.…”

Section: Introductionmentioning

confidence: 99%

“…Two diffraction peaks are visible at 2θ = 29. 4 and 33.8˝for FUL_AR(IN), which can be assigned to Ce 1-x Zr x O 2 mixed oxide. Moreover, a diffraction peak can be seen at 2θ = 40r esulting from the (111) plane of Pd crystals.…”

Section: Introductionmentioning

confidence: 99%

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Impact of Lubricant Additives on thePhysicochemical Properties and Activity of Three‐Way Catalysts

et al. 2016

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Abstract:As alternative lubricant anti-wear additives are sought to reduce friction and improve overall fuel economy, it is important that these additives are also compatible with current emissions control catalysts. In the present work, an oil-miscible phosphorous-containing ionic liquid (IL), trihexyltetradecylphosphonium bis(2-ethylhexyl) phosphate ([P 66614 ][DEHP]), is evaluated for its impact on three-way catalysts (TWC) and benchmarked against the industry standard zinc-dialkyl-dithio-phosphate (ZDDP). The TWCs are aged in different scenarios: neat gasoline (no-additive, or NA), gasoline+ZDDP, and gasoline+IL. The aged samples, along with the as-received TWC, are characterized through various analytical techniques including catalyst reactivity evaluation in a bench-flow reactor. The temperatures of 50% conversion (T50) for the ZDDP-aged TWCs increased by 30, 24, and 25˝C for NO, CO, and C 3 H 6 , respectively, compared to the no-additive case. Although the IL-aged TWC also increased in T50 for CO and C 3 H 6 , it was notably less than ZDDP, 7 and 9˝C, respectively. Additionally, the IL-aged samples had higher water-gas-shift reactivity and oxygen storage capacity than the ZDDP-aged TWC. Characterization of the aged samples indicated the predominant presence of CePO 4 in the ZDDP-aged TWC aged by ZDDP, while its formation was retarded in the case of IL where higher levels of AlPO 4 is observed. Thus, results in this work indicate that the phosphonium-phosphate IL potentially has less adverse impact on TWC than ZDDP.

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Section: Introductionsupporting

confidence: 80%

Section: Introductionmentioning

confidence: 93%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Impact of Lubricant Additives on thePhysicochemical Properties and Activity of Three‐Way Catalysts

et al. 2016

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“…Large amounts of phosphorus can also cause blocking of the fuel filters and deposits on valves and pistons (Thuneke 2006). Studies have also shown that phosphorus can have a poisoning effect to the catalyst materials in exhaust gas catalyzers (Kröger 2007, Rokosz et al 2001. Magnesium and calcium can cause polymerization, similar to making soap with rapeseed oil (Baquero et al 2010).…”

Section: Fuel Propertiesmentioning

confidence: 99%

The phytotoxic effects and biodegradability of stored rapeseed oil and rapeseed oil methyl ester

Vauhkonen¹,

Lauhanen²,

Ventelä³

et al. 2008

AFSci

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The aims of this study were to determine the phytotoxicity of stored rapeseed (Brassica rapa) oil (RSO) and rapeseed oil methyl ester (RME) after "spill like" contamination on the growth of barley (Hordeum vulgare) and the biodegradability of these substances in OECD 301F test conditions and in ground water. Rapeseed oil and rapeseed oil methyl ester were both stored for a period of time and their fuel characteristics (e.g. acid number) had changed from those set by the fuel standards and are considered to have an effect on its biodegradation. The phytotoxicity was tested using two different types of barley cultivars: 'Saana' and 'Vilde'. The phytotoxic effect on the barley varieties was determined, after the growth season, by measuring the total biomass growth and the mass of 1000 kernels taken from the tests plots. Also visual inspection was used to determine what the effects on the barley growth were. These measurements suggest that both RSO and RME have a negative impact on barley sprouts and therefore the total growth of the barley. RSO and RME both decreased the total amount of harvested phytomass. The weight of 1000 kernels increased with low concentrations of these contaminants and high contamination levels reduced the mass of the kernels. The results of these experiments suggest that the stored rapeseed oil and rapeseed oil methyl ester are both phytotoxic materials and therefore will cause substantial loss of vegetation in the case of a fuel spill. The RSO and RME biodegraded effectively in the measurement period of 28 days under OECD test conditions: the degree of biodegradation being over 60%. The biodegradation in the ground water was much slower: the degree of biodegradation being about 10% after 28 days.

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Automotive Catalyst

2009

Catalytic Air Pollution Control

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Characterization of phosphorus-poisoned automotive exhaust catalysts

Cited by 161 publications

References 21 publications

Impact of Lubricant Additives on thePhysicochemical Properties and Activity of Three‐Way Catalysts

Impact of Lubricant Additives on thePhysicochemical Properties and Activity of Three‐Way Catalysts

The phytotoxic effects and biodegradability of stored rapeseed oil and rapeseed oil methyl ester

Automotive Catalyst

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