The Diesel Catalytic Converter

Khan Md Sayeem
08121890

The diesel catalytic converter has multiple steps of its procedure in cleaning
combusted fuel:
1. Diesel oxidation catalyst(oxidation reaction):

Modern catalytic converters include of a monolith honeycomb substrate coated with

platinum group metal catalyst, packaged in a stainless steel container. The honeycomb
structure with many small parallel channels presents a high catalytic contact area to exhaust
gasses. As the hot gases contact the catalyst, several exhaust pollutants are converted into
harmless substances: carbon dioxide and water.
The diesel oxidation catalyst is designed to oxidize carbon monoxide, gas phase
hydrocarbons, and the SOF fraction of diesel particulate matter to CO2 and H2O:

Diesel exhaust contains enough amounts of oxygen, essential for the above reactions. The
catalyst action increases with temperature. A bare minimum exhaust temperature of about
200C is essential for the catalyst.
Conversion of diesel substance is an important function of the modern diesel oxidation catalyst.
The catalyst exhibits a very high activity in the oxidation of the organic fraction (SOF) of diesel
particulates. Conversion of SOF may reach and exceed 80%. At lower temperatures, say 300C,
the total DPM conversion is usually between 30 and 50% (Figure 3). At high temperatures,
above 400C, a counterproductive process may occur in the catalyst. Oxidation of sulfur dioxide
to sulfur trioxide, which combines with water forming sulfuric acid:

A formation of the sulfate (SO4) particulates occurs, outweighing the benefit of the SOF
reduction. Figure 3 shows an example situation; where at 450C the engine-out and the catalyst
total DPM emissions are equal. In reality the generation of sulfates strongly depends on the
sulfur content of the fuel as well as on the catalyst formulation. It is possible to decrease DPM
emissions with a catalyst even at high temperatures, provided suitable catalyst formulation and
good quality fuels of low sulfur contents are used. On the other hand, diesel oxidation catalyst
used with high sulfur fuel will increase the total DPM output at higher temperatures. This is
why diesel catalysts become more widespread only after the commercial introduction of low
sulfur diesel fuel.
The diesel oxidation catalyst, depending on its formulation, may also exhibit some limited
activity towards the reduction of nitrogen oxides in diesel exhaust. NOx conversions of 10-20%
are usually observed. The NOx conversion displays an utmost at intermediate temperatures of
about 300C.
DPF or diesel particulate filter can be two types
a. Wall flow monolith or
b. Flowing through substances

a. Wall flow mono lith

The depth filtration mainly depends on three mechanisms of aerosol deposition:
a. Diffusional
b. Inertial
c. Flow line interception
Regeneration is the procedure of taking away the buildup soot from the filter. This is completed
either from the engine's exhaust heat in normal operation or by adding a catalyst to the filter or
energetically introducing very high heat into the exhaust structure.
Regeneration in a DPF can either be active or passive. They can be done in one of three ways
like increasing exhaust gas temperature, decreasing ignition temperature of soot by using a
catalyst or by using reactive oxidants.

2. Selective catalytic converter:

Selective Catalytic Reduction employs fundamental chemistry to decrease NOx emissions
through a procedure that is easy, enormously resourceful, very dependable and secure. The
major components of the process are hot exhaust, Diesel Exhaust Fluid and a catalytic
converter.
The primary reaction that occurs is 4NO+4NH3+O2=4N2+6H2O
It boasts high efficiency but has disadvantages like high material cost, emission of ammonia
and requires extra space in the vehicle.
The types of catalyst that are usually used are platinum catalyst, Vanadium/Titanium or
zeolite catalyst.
NOx decomposition catalyst: Primary reaction can be described as 2NO=N2+O2 with
copper ZSM5 as catalyst for increasing rate of spontaneous reaction.
They are under development for lorry or other vehicle engine.

The purpose and semantics of SCR systems:

3. DeNOx catalyst:
Primary reaction type: SCR using hydrocarbons and is under research development.
Primary reaction involves propane: 10NO+C3H8-5N2+3CO2.
The hydrocarbon can be used either from the engine or externally added.
If we were to combine deNOx catalysis with that of DOC we can reduce four types of emission:
Carbon monoxide
HC
PM
NOx
4. NOx absorbers: for SNR NOx absorbers the system works through two main stages
1. stores NOx in the washcoat during the lean operation

2. regeneration of the trap through desorption and non selective catalytic reduction of Nox
when there is rich operation.