Vehicle emissions trapping materials: Successes, challenges, and the path forward

• Published in: Applied catalysis. B, Environmental Environmental, 2019-04, Vol.243, p.397-414
• Main Authors: Lee, Jungkuk, Theis, Joseph R., Kyriakidou, Eleni A.
• Format: Article
• Language: English
• Subjects: Acidity; Aging; Airborne particulates; Carbon dioxide; Carbon monoxide; Catalysis; Catalysts; Catalytic oxidation; Cold starts; Cold-start; Diesel; Diesel engines; Dissolved organic carbon; Emissions control; Exhaust emissions; Exhaust systems; Fluid filters; Formulations; Fuel economy; Gasoline; Gasoline engines; Hydrocarbon traps; Hydrocarbons; Internal combustion engines; Low temperature; Material properties; Metal ions; Nitrogen oxides; Operating temperature; Oxidation; Oxides; Particulate emissions; Particulate matter; Particulates; Passive NOx adsorbers; Photochemicals; Physical properties; Pore size; Porosity; Reviews; Species; Sulfur; Temperature effects; Trapping; Traps; Urea; Ureas; Vehicle emissions; Velocity; Water treatment
• ISSN: 0926-3373; 1873-3883
• DOI: 10.1016/j.apcatb.2018.10.069

[Display omitted] •Review of current HC trap (HCT) and passive NOx adsorber (PNA) technologies.•Zeolites are important materials in HCTs and PNAs for automotive applications.•HCTs and PNAs need to be durable at high temperatures for real-world applications.•Regeneration of adsorption capacity during multiple cold starts is crucial. The modern three-way catalyst (TWC) is very effective for treating the hydrocarbons (HCs), carbon monoxide (CO), and nitrogen oxides (NOx) from stoichiometric gasoline engines once the TWC has achieved its minimum operating temperature (e.g., 250 to 400 °C, depending on the gas species). Likewise, the diesel oxidation catalyst (DOC), selective catalytic reduction (SCR) catalyst with urea injection, and the diesel particulate filter (DPF) are effective for treating the HCs, CO, NOx, and particulate matter (PM) emissions from diesel engines once the catalysts are warmed up, although this can require a significant length of time (e.g., 1 to 3 min) because of the relatively low exhaust temperatures from diesel engines. For both types of engines, excess fueling is often used to accelerate the heating of the catalyst system after a cold start, although this decreases the fuel economy of the vehicle. Even with excess fueling, a high portion (up to 80%) of the total vehicle emissions is emitted during the cold start period (i.e., the period before the catalysts are functional). To treat the HC emissions during this cold start period, one approach is to employ a HC trap (HCT) that can adsorb the HC emissions at low temperatures and then oxidize the stored HCs to carbon dioxide (CO2) and water (H2O) at higher temperatures. To treat the NOx emissions during the cold start period, a passive NOx adsorber (PNA) can adsorb the NOx at low temperatures. For stoichiometric gasoline applications, the PNA can then reduce the stored NOx to nitrogen (N2) at higher temperatures. On diesel engines, the PNA can release the stored NOx back into the exhaust once the downstream urea/SCR system is operational. Some adsorber technologies have the capability of adsorbing HCs and NOx simultaneously. In this review, the HC trapping and passive NOx adsorbing technologies will be discussed in separate sections. This review will describe how the current trapping technologies can be applied in vehicle exhaust systems, the material properties required for efficient HCTs and PNAs, and the exhaust conditions that can inhibit/enhance their trapping properties. First, t