Catalyst for treatment of diesel exhaust particulate

Abstract: A preferred catalytically-active solid acid material, zeolite, forms the basis of a washcoat effective for treating diesel-fuelled engine exhaust to reduce emission of particulate material therein. In a preferred method, hydrocarbons present in the exhaust are cracked and oxidised in the presence of a zeolite/silica washcoat mixture catalyst-coated with precious metal. A preferred Y-type zeolite provides acidic (cationic) sites having releasable cations which are exchanged with precious metal to form catalyst-coated zeolite. A preferred method of making the catalyst-coated zeolite/silica washcoat is provided, whereby colloidal silica is disposed as a barrier over the catalyst-coated washcoat, limiting the exposure of the catalyst metal in the washcoat to sulphur constituents in the exhaust.

Description: This invention relates to a washcoat composition and to a method of treating diesel engine exhaust using the composition. More particularly, it relates to the catalytic cracking and oxidation of the condensable hydrocarbons (soluble organic fraction) present in diesel exhaust particulate material so as to beneficially reduce the mass of the particulate material. In diesel-fuelled engines, it is necessary to treat particles typically on the order of 0.1 micrometre in diameter. Each of the particles contains a solid, carbonaceous core with a soluble organic coating in the form of a shell of condensable hydrocarbon material. Much of the hydrocarbon material condenses on the core as the exhaust leaves the engine and the temperature of the exhaust drops. The condensable hydrocarbon material typically consists of relatively high molecular weight (heavy) hydrocarbon molecules in the range of C 5 to C 45 , with correspondingly high-boiling points, which hydrocarbons are condensable at about room temperature. Depending on the fuel and engine conditions, the condensable hydrocarbon comprises 20% to 80% of the mass of the particulate material in the exhaust. Diesel particulate material can be collected and removed from an exhaust gas stream by various types of on-board filters or traps. These devices soon become clogged and must be cleaned or replaced. In order to remove collected particulate material, the traps are heated by special heaters to temperatures greater than the exhaust temperature. This approach to treating particulate material is technically difficult and costly, and introduces a variety of other problems. Accordingly, there is a need for an improved, relatively inexpensive method for treating diesel exhaust particulate material to reduce the amount of particulate material present in the exhaust. EP-A-0485180 discloses a catalyst composition for the purification of exhaust gas. The composition comprises a high silica zeolite containing a dispersed metal. The zeolite may be mixed with silica particles, or the catalyst may consist of a two layer structure of zeolite and silica particles. A washcoat coating according to the present invention, for the treatment of exhaust emissions from diesel engines, is characterised by the features specified in claim 1. In accordance with the use of the present invention, diesel-fuelled engine exhaust is treated to reduce the mass of particulate material in the exhaust. This is accomplished by cracking and oxidation of exhaust gas hydrocarbons in the presence of a catalyst-containing washcoat according to the present invention in a catalytic converter. The catalytic converter has gas-contacting surfaces defined by longitudinal exhaust flow passages (cells) in a support such as an extruded ceramic (cordierite) or corrugated metal monolith. The catalyst-coated washcoat layer is retained on the surfaces of the passages. As the exhaust gas passes through the cells of the monolith, it comes into contact with the washcoat which comprises a suitable solid acid material having hydrogen cations releasably retained at acidic sites thereon. Such acidic material promotes the catalytic cracking of the condensable hydrocarbons present in the hot exhaust gas. The elimination of some of the condensed hydrocarbons significantly reduces the total mass of the diesel exhaust particulate material in the exhaust. Desirably, the solid acid material is selected from the group of amorphous aluminosilicates (clay), crystalline aluminosilicates (zeolites) and mixed oxides containing silica. Preferably, the solid acid material is a zeolite with hydrogen cations releasably retained at exchangeable cationic sites. Zeolites having a SiO 2 /Al 2 O 3 molar ratio of SiO 2 to Al 2 O 3 in the range of about 5 to about 150 are acceptable, preferably in the range of 5 to 30. Y-type and ZSM-type zeolites are preferred due to their good thermal stability. A suitable ZSM-5 type zeolite is described in US-A-3,702,886 and a Y-type s described in US-A-3,130,007. Such zeolites are in the form of micrometre-sized (fine) particles. The cationic sites of such zeolites are occupied either exclusively by hydrogen (H) cations or by multi-valent cations that have been hydrolysed so that H+ is present. The Y zeolite having a hydrogen (H) cation is referred to as an HY zeolite. Multi-valent cations that can be so hydrolysed are preferably selected from the group of lanthanum (La +3 ), cerium (Ce +3 ) and calcium (Ca +2 ) and form LaY zeolites, CeY zeolites and CaY zeolites. The hydrolysed form of these latter zeolites contains sufficient H cations to be suitably acidic. It has been found that best results are achieved with preferred Y-type zeolites (crystalline aluminosilicates) prepared by a method where the sodium cation (Na+) at cationic sites is replaced with hydrogen (H+). As stated, such zeolites are referred to as HY zeolites. Alternatively, ammonium-exchanged zeolites are calcined at about 450°C to obtain the hydrogen form. In order to both crack and combust (oxidise) the condensable hydrocarbons present in the exhaust, preferably the zeolite supports very fine particles of a catalytic metal selected from the group of platinum, palladium, ruthenium, rhodium and iridium. The very fine particles of such a metal may occupy some of the cationic sites. Condensable hydrocarbons in the exhaust coming into contact with the cationic sites are cracked as the hydrogen cations are released from the sites, and the cracked hydrocarbons are oxidised in the presence of the catalytic metal. In order to improve adherence, the preferred HY-zeolite/metal catalyst is mixed with fine particles of an oxide, preferably silica. The particles of silica having a median particle size of about 10 to 20 micrometres are preferably of a similar size as the zeolite particles which have a median size of about 2 to 4 micrometres. The silica particles are larger than the particles of catalytic metal. The catalytic metal is generally in the form of clusters of atoms of nanometre size. Such silica particles are referred to as a powder to distinguish from very fine colloidal silica having a median particle size of about 0.2 micrometres. Some portion of the catalytic metal may be supported by the silica. Alternatively, all of the catalytic metal may be supported on the silica rather than on the zeolite. It should be noted that the term "median particle size" refers to that size of particle at which 50% by weight of the particles has a size that is either above or below that size. The catalytic particles carried by the zeolite and silica are prone to an undesired reaction with sulphur constituents in the exhaust. In order to prevent such an undesired reaction, a layer of very fine colloidal silica (colloid) is disposed between the exhaust gas and the catalyst-containing zeolite/silica mixture. The particles of colloidal silica are larger than the catalytic metal particles, that is, less than one micrometre in size. The function of the colloidal silica layer is to physically inhibit the diffusion of gaseous molecules to the active catalytic metal. However, the great affinity of the zeolite for hydrocarbons is strong enough to cause penetration of gaseous hydrocarbons through this barrier, permitting contact thereof with the active catalytic metal. Additionally, the heavy hydrocarbons condensed on the washcoat as a liquid are absorbed through the protective layer by the sponge-like high surface-area materials supporting the precious metals. This situation causes both the heavy and gaseous fraction of the hydrocarbons present in the exhaust to contact the catalytic metal whilst minimising the sulphate formation, sulphur storage and sulphur poisoning which results from sulphur constituents coming in contact with the catalytic metals. The hydrocarbons present in the exhaust are thus able to contact the zeolite, where they are cracked, forming intermediate (smaller) hydrocarbons which may then be oxidised by the catalytic metal present in the washcoat. The method of the present invention may be practised using flow-through monoliths, beads or traps. The preferred zeolite/silica washcoat is preferably applied to and supported on a monolithic support body of ceramic material or metal. Slurry containing the zeolite can be used alone or, to improve adherence, blended with the finely divided particles of an oxide, preferably silica, and applied as a washcoat onto either ceramic or metallic monolithic support bodies. A layer of colloidal silica is obtained by adding the colloid to the slurry or applying the colloidal layer over the applied washcoat. The slurry may also be used directly in making the walls of ceramic monoliths and then coated with the colloid. The metal catalyst particles are preferably fixed on the zeolite and/or the silica before the slurry is formed. If desired, the metal catalyst can be mixed into the slurry or can be loaded afterwards by a post-impregnation procedure. In either case, a colloidal layer is applied over at least a portion of the zeolite and/or silica particles carrying the catalytic particles. Advantageously, the catalyst-coated washcoat of the invention may be utilised at the prevailing temperature of diesel exhaust, typically about 150°C to about 750°C. The catalyst-coated washcoat combines the unique advantages of zeolite and silica. The hydrocarbons present in the exhaust are attracted to the zeolite for effective cracking, and the silica is relatively resistant to sulphur and any undesired reaction therewith. Objects, features and advantages of this invention are to provide an improved method and catalysts for treating diesel engine exhaust particulate material which reduce the amount of particulate material present by cracking, which minimise sulphur oxidation, which do not depend on the use of relatively large amounts of a precious metal catalyst, and which are economical, efficient, effective and able to be used at the prevailing temperature of diesel exhaust. These and other objects, features and advantages will become apparent from the following description of the preferred embodiments, appended claims and accompanying drawings, in which: Figure 1 is a flow diagram showing a preferred process of preparing a catalyst-containing washcoat according to the present invention; Figures 2 and 3 are flow diagrams showing alternative processes of preparing a catalyst-containing washcoat according to the present invention; and Figures 4 and 5 are graphs showing hydrocarbon and particulate reduction efficiencies for washcoats of the invention and comparative, conventional washcoats. The applicants have found that solid acid materials having releasable hydrogen cations at acid sites are surprisingly effective as catalysts for diesel fuel exhaust particulate emission control. Particulate material is also referred to as "soot". The invention provides a means for cracking heavy (condensable) hydrocarbons into smaller, low boiling-point, gaseous molecules to reduce the amount of heavy hydrocarbons condensable on and absorbed in the particles of soot. Desirably, the solid acid material is selected from the group of amorphous aluminosilicates (clay), crystalline aluminosilicates (zeolites) and mixed oxides containing silica. Preferably, the solid acid material is a zeolite with hydrogen cations releasably retained at exchangeable cationic sites. Zeolites having a molar ratio of SiO 2 to Al 2 O 3 in the range of about 5 to about 150 are acceptable. Preferred silica to alumina ratios are in this range because the relatively high silica content zeolites have better hydrothermal stability and less interaction with sulphates. However, zeolites with silica contents near the lower end of the range (e.g., with a molar ratio of SiO 2 /Al 2 O 3 of about 5 - 30) have more ion exchange capacity (sites). Thus, a zeolite within the stated range will produce suitable results. The final selection will depend upon the apparently competing priorities of less reaction with sulphur and higher metal loadings (at exchange sites). Y-type and ZSM-type zeolites are preferred due to their good thermal stability. A suitable ZSM-5 type zeolite is described in US-A-3,702,886 and a Y-type is described in US-A-3,130,007. Such zeolites are in the form of micrometre-sized (fine) particles. The cationic sites of such zeolites are occupied either exclusively by hydrogen (H) cations or by multi-valent cations that have been hydrolysed so that H+ is present. The Y zeolite having a hydrogen (H) cation is referred to as an HY zeolite. Multi-valent cations that can be so hydrolysed are preferably selected from the group of lanthanum (La +3 ), cerium (Ce +3 ) and calcium (Ca +2 ) and form LaY zeolites, CeY zeolites and CaY zeolites. The hydrolysed form of these latter zeolites contains sufficient H cations to be suitably acidic. It has been found that best results are achieved with preferred Y-type zeolites (crystalline aluminosilicates) prepared by a method where the sodium cation (Na+) at cationic sites is replaced with hydrogen (H+). In a typical method of formation of acidic sites on zeolites, the alkali metal, Na+, of the zeolites is replaced when ammonia, NH 4 , is decomposed to NH 3 while a hydrogen proton is released to replace the Na+. As previously stated, such zeolites are referred to as HY zeolites. The method of treating diesel-fuelled engine exhaust particulate material with an HY-type zeolite basically comprises contacting the hot exhaust, with its condensable hydrocarbon content, with an HY-type zeolite having hydrogen cations at exchangeable cationic sites, and cracking at least a portion of the condensable hydrocarbons in contact with the sites as the hydrogen cations are released from the sites. Thus, the method provides a reduction in the amount of condensable heavy hydrocarbons present in the exhaust and produces lighter gaseous hydrocarbons that can be more readily oxidised by catalytic metal. Although the method is surprisingly effective for cracking condensable hydrocarbons (liquid at room temperature), reaction of gaseous hydrocarbons (gaseous at room temperature), also present in the exhaust stream, may also occur. In a preferred method, the condensable hydrocarbons present in the exhaust are both cracked and combusted (oxidised) in the presence of zeolite supporting very fine particles of a catalytic metal selected from the group of platinum, palladium, ruthenium, rhodium and iridium. The very fine particles of such a catalytic metal are carried by the zeolite in pores and on the surface of the zeolite, and preferably occupy some of the cationic sites. In this preferred arrangement, the condensable hydrocarbons in the exhaust are cracked as the hydrogen cations are released from the sites and the cracked hydrocarbons are immediately oxidised in the presence of the catalytic metal at adjacent sites. In another embodiment of the invention, the preferred HY-zeolite is mixed with fine particles of an oxide washcoat precursor, preferably silica. One or both of the silica and zeolite may be catalyst-coated with metal particles to form a catalyst-coated zeolite and silica washcoat mixture. The particles of silica are larger than the particles of catalytic metal, and some portion of the catalytic particles may be carried by the silica. The silica improves adherence of the catalyst-coated washcoat to a support substrate (monolith). In addition, the hydrocarbons present in the exhaust are attracted to the zeolite for effective cracking, and the silica is relatively resistant to sulphur and undesired reaction therewith. Thus, the mixture provides unique advantages. Despite the inclusion of silica in the washcoat, the catalyst-coated zeolite/silica washcoat mixture is prone to undesired reaction with sulphur constituents in the exhaust. In order to reduce such undesired reaction, a layer of very fine colloidal silica particles is disposed between the exhaust gas and the fine particles of silica and/or zeolite carrying the catalytic metal. As stated earlier, the function of the colloidal silica layer is essentially to prevent contact between sulphur constituents in the exhaust and the active catalytic metal in the washcoat. However, the great affinity of the zeolite for hydrocarbons is strong enough to cause penetration of the hydrocarbons through this barrier, permitting contact with the active catalytic metal of the washcoat. Hydrocarbons present in the exhaust are thus able to contact the catalyst-coated washcoat and are cracked and/or oxidised. One method of making the catalyst-coated washcoat of the invention is as shown in Figure 1. Preferably the zeolite particles are coated with catalytic metal by dissolving a precious metal amine salt in a solvent to form a solution and then adding the zeolite to the solution. The amine salt is preferably Pd(NH 3 ) 4 Cl 2 or Pd(NH 3 ) 4 (NO 3 ) 2 , which forms positively-charged metal amine complexes. The metal complexes replace (ion-exchange) cations at the cationic sites of the zeolite. The catalytic metal is typically disposed in deep pores of the zeolite. The catalyst-coated zeolite may then be calcined to fix the metal in place. The catalytic metal is generally in the form of clusters of metal atoms of nanometre size. Fine particles of silica are added to the wet solution containing the catalyst-coated zeolite. If desired, the silica may be calcined before it is added. If calcined after, some of the catalytic metal may migrate from the zeolite onto the silica. Thus, a portion of the precious metal is carried by fine particles of both of the zeolite and the silica. Next, very fine colloidal silica is added to an aqueous solution at an acidic pH and mixed with the previously prepared zeolite/silica solution to obtain a mixture having a pH value of 2.5 to 3.5. At this pH value, the zeolite powder carries a relatively positive surface charge, the silica powder carries a relatively neutral charge, and the colloid is negatively charged. Thus, at the acidic pH values quoted above, the colloidal particles become attracted to the zeolite and the silica and become adhered thereto. This mixture is preferably aged overnight and then applied to a substrate metal or ceramic monolith using a vacuum to provide a thin layer of washcoat on the surface of internal passages of the monolith. The washcoated metal or ceramic monolith is then dried in air, whilst being rotated or tumbled to prevent plugging of the passages therein. The dried metal or ceramic monolith is then calcined in air at a temperature of about 600°C. It was observed that the precious metal carried by the zeolite was more dispersed thereon than the precious metal carried on the silica powder. This was thought to enhance the catalytic effect of the washcoat as compared to applying precious metal to only one of the silica and zeolite powders. Accordingly, washcoats were prepared by separately depositing catalytic metal onto silica powder and zeolite (see Figure 2). The catalyst-coated silica powder and zeolite were each calcined to fix the precious metal in place. An aqueous, acidic slurry of the catalyst-coated zeolite, the catalyst-coated silica powder and the colloidal silica was prepared and then coated onto a monolith. A precious metal salt, which is dissolvable in water, may be used to deposit precious metal on the surfaces of and in the pores of the silica powder and zeolite. Salts which form amine or chloride metal complexes are suitable. Examples include Pd(NH 3 ) 4 Cl 2 , Pd(NH 3 ) 4 (NO 3 ) 2 and H 2 PdCl 4 . The precious metal of an amine precursor is preferred to exchange catalytic metal with the positive ion at exchange sites of the zeolite. A monolith was post-impregnated with an aqueous solution of a positively-charged palladium metal complex at an acidic pH value, whereby palladium amine was ion-exchanged into the zeolite (see Figure 3). The lower the pH value, the greater the attraction of palladium metal to the zeolite. The ionic metal complex penetrated through the colloidal silica and deposited the precious metal on the zeolite, due to the attraction between the palladium ions and the zeolite. Surprisingly, only a small amount of metal was attracted to colloidal silica. Thus, catalytic metal was preferentially deposited on the zeolite and below the colloidal silica barrier. Post-impregnation with a negatively-charged metal complex was also possible, although preferential attraction to zeolite was lessened as compared to a positively-charged metal complex. As can be seen, the unique properties of the composition, containing zeolite, silica powder and colloid, provide production flexibility. Good results are achieved using a variety of catalyst-coated slurry formations and calcining steps, all of which lead to a zeolite/silica washcoat having at least a portion of the precious metal disposed below a colloidal silica barrier. The washcoat of the invention was tested with and without precious metal . In a first test, the hydrocarbon cracking ability of preferred zeolite was tested against conventional catalyst-coated single oxides. In additional tests, washcoats comprising zeolite, silica powder and precious metal with at least a partial colloidal barrier were used to treat diesel exhaust and compared to conventional catalyst-coated single oxide washcoats. Example 1 A sample of 35 mg commercial hydrogen form Y-type zeolite (HY zeolite) having a silica-to-alumina molar ratio in the range of about 5 to 10, which was precious metal-free, was compared with 3.5 mg Pd/SiO 2 (palladium and silica) catalysts (3.3 weight percent Pd loading) to determine the gasification efficiency of each of them for n-dodecane (a heavy hydrocarbon compound: nC 12 ). The HY zeolite was obtained from PQ Corporation of Valley Forge, Pennsylvania, USA. The efficiency tests were performed with Y-type zeolites in an ammonium form as received from the vendor and calcined at 450°C to obtain the hydrogen form. Comparative precious metal-loaded catalysts (Pd/SiO 2 and Pd/Al 2 O 3 ) were also calcined. Gasification efficiency was determined based on the weight of condensable hydrocarbons retained in a trap at the outlet of a reactor during runs with zeolite having catalyst present (W) and with zeolite without having catalyst present (WO). [The formula used was: Efficiency = (WO - W)/WO .] The n-dodecane is, based on volatility, representative of the condensable hydrocarbons or the soluble organic fraction of diesel fuel exhaust particulate emissions. In the test, a stream of air, at approximately 88 ml/min, was bubbled through a reservoir of n-dodecane at about 57°C. The liquid hydrocarbon molecules entrained by the air were allowed to flow through the catalyst bed at 250°C and were then cracked and/or oxidised. The fraction of the product stream which contained hydrocarbons having boiling-points higher than room temperature was collected in a trap and quantified gravimetrically. The n-dodecane gasification efficiency of each catalyst was obtained by comparing the amount of hydrocarbon material condensed in the trap during the one-hour runs with the catalyst and with a blank reactor. Catalyst Composition Weight (mg) Gasification efficiency % Zeolite (HY) 35 26 Pd/SiO 2 3.5 28 Pd/Al 2 O 3 3.5 30 Al 2 O 3 35 5 SiO 2 35 less than 5 The results of the gasification efficiency test are shown in Table 1. The gasification efficiency of zeolite (HY) was 26% and about comparable to the efficiency of silica loaded with palladium (Pd) and alumina loaded with Pd. Silica and alumina individually showed efficiencies of 5% or less. The results, as shown in Table 1, indicate that, under the conditions used, the catalytically-active acid sites on the HY zeolite reduced the amount of liquid or condensable hydrocarbons present in the exhaust as efficiently as the silica-supported or alumina-supported catalysts heavily loaded with Pd. Even though 10 times as much HY zeolite was used, the cost of this catalyst was much lower because of the absence of the precious metals. Example 2 (Z1A-50 Pd) A solution containing a palladium amine salt was prepared by adding about 40 grams of Pd(NH 3 ) 4 Cl 2 to about 0.85 litres of water. About 250 grams of a Y-type stabiliser ammonium-form zeolite having a silica-to-alumina molar ratio in the range of about 5 to 10, designated as CBV-500, supplied by PQ Corporation, was added to the solution. Next, fine particles of silica (powder) were added. The silica powder was obtained from Rhone Poulenc and had a BET surface area in the range of 400 to 600 square metres per gram (m 2 /gram), as received, and a median particle size of about 12 micrometres. This powder was obtained under the designation GM-540 from Rhone Poulenc. Next, very fine particles of colloidal silica were added to an aqueous solution containing 69 grams of reagent grade nitric acid. The colloidal silica, as received from the vendor Elkem, had a BET surface area in the range of 25 to 30 m 2 /gram. This silica is sold under the designation EMS 9705 and has a median particle size of about 0.2 micrometres. Other properties of colloidal silica include a chemical composition of about 94% to 99% amorphous silicon dioxide and about 2% or less of impurities such as carbon, alkali and alkaline earth metals, iron and alumina. This chemical composition is similar to that of the Rhone Poulenc silica powder. The acidic solution containing the colloidal silica was added to the previously prepared zeolite/silica mixture and the resulting mixture aged overnight. After ageing, the pH value increased from 2.5 to 3.2. Metal monoliths having 5063.6 cm 3 (309 in 3) overall volume and 31 cells passages) per square centimetre (200 cells (passages) per square inch) were coated using 660 grams of the washcoat and 50 grams of palladium for each 28.3168 dm 3 (cubic foot) of monolith. This corresponds to 1.3% by weight precious metal in the washcoat, after drying and calcining. The proportion of oxides used in this formulation, on the basis of 100 parts of oxide, is as follows: about 20% zeolite, about 40% silica powder and about 40% colloidal silica on a dry basis. The dry basis refers to the colloid being in a oxide form rather than a hydrate form. Suggested ranges for these oxides are 10% to 60% zeolite, 20% to 70% silica powder and 20% to 70% colloidal silica (non-hydrate). A preferred composition is 20% zeolite, 40% silica powder and 40% colloidal silica. Example 3 (Z1A-100 Pd) The method of Example 2 was used except that the amount of the palladium amine precursor was increased to provide 100 grams of palladium for each 28.3168 dm 3 (cubic foot) of monolith. This corresponded to 2.6% by weight precious metal in the washcoat after drying and calcining. Examples 4 & 5 (Z1A-25 Pd; Z1A-25 Pt) The method of Example 2 was followed except that smaller 1393 cm 3 (85 in 3 ) monoliths having 62 cells per square centimetre (400 cells per square inch) were coated. In this example, monoliths were prepared with either platinum or palladium. The precious metal salt in each case was an amine chloride in an amount sufficient to provide 25 grams of precious metal for each 28.3168 dm 3 (cubic foot) of monolith. This corresponded to about 0.6 weight percent precious metal in the washcoat after drying and calcining. Testing and Comparison of Coated Monolithic Converters The monoliths of Examples 2 and 3 were exposed to exhaust from a 6.2 litre diesel truck engine for four hours. These monoliths were considered "fresh" and were next tested for particulate and hydrocarbon conversion efficiencies. After an additional 100 hours of exposure to high-temperature exhaust ("ageing"), the monoliths were again tested. The monoliths of Examples 2 and 3 were compared to a monolith having a conventional silica-supported palladium catalyst. As shown in Figure 4, the catalysts of Examples 2 and 3 (Z1A-50 Pd; Z1A-100 Pd) were more effective in reducing particulate and gaseous hydrocarbons, as compared to the conventional silica-supported Pd (4AS-50 Pd). It also appeared that little advantage resulted from doubling the amount of catalyst from 50 to 100 grams/28.3168 dm 3 (ft 3 ) of palladium. The catalysts of Examples 4 and 5 were tested to determine hydrocarbon and particulate conversion efficiency. Before testing each of the metal monolith converters (Z1A-25 Pd and Z1A-25 Pt) were aged on a 6.2L, V-8 diesel engine dynamometer for 24 hours according to a pre-set simulated driving schedule, which is an AMA Schedule. The catalyst converter ageing facility consisted of the dynamometer-controlled engine, a gas-flow control system, emissions analysis and a computer interface. In the simulation, catalysts were aged by being exposed to exhaust from the engine whilst the engine operation was varied according to the schedule, under controlled conditions. After ageing, the catalysts were evaluated under transient test conditions using the US Federal Test Procedure (FTP). The tests were started hot. The exhaust gas source was an Opel Vectra. The car was manually operated so as to provide an exhaust temperature in a range of 100°C to 430°C at the inlet to the monolith. During the tests, the inlet temperature of the exhaust to each converter was controlled by an operator following a speed cycle with a load pre-set on rollers on which the wheels of the car turned. Samples of the exhaust were drawn from a straight pipe mounted on the car and the results compared to a converter mounted in place of the straight pipe. The particulate material in the samples was collected on filters. The weights of the filters prior to and after the particulate material collection were measured to calculate the weight of the particulate material collected. The efficiency of particulate conversion was the difference in particulate weight collected at the outlet of a straight pipe and a converter. This difference is divided by the straight pipe particulate weight and multiplied by one hundred to obtain particulate efficiency. The gaseous hydrocarbon efficiency was determined by comparing hydrocarbon emissions from the straight pipe with hydrocarbon emissions from the converter in place of the straight pipe, as measured on a hydrocarbon gas analyser. Transient testing (Figure 5) showed that the washcoat formulation of Examples 4 and 5 were more effective than conventional silica-supported palladium (4AS-50 Pd). This result is striking given that the comparative conventional silica (4AS-50 Pd) had twice as much catalytic metal as compared to the monoliths of Examples 4 and 5. Importantly, both palladium and platinum were effective in achieving good results when supported on the zeolite/silica washcoats of the invention. Advantageously, zeolite was relatively inert towards sulphur uptake as evaluated by the thermal gravimetric analysis (TGA) testing to characterise the absorptive ability of different washcoat oxides towards SO 2 and SO 3 . The results shown in Table 2 represent sulphur uptake as a percent weight gain. During the test, several washcoat formulations, uncatalysed and catalyst-coated with Pt, were exposed for 12 hours to 22 ppm SO 2 and 7% O 2 in N 2 flowing at 75 ml/min at 450°C. As shown in Table 2, zeolite and zeolite/silica washcoats (Z1A) are relatively resistant to sulphur storage and release. Results in % Weight Gain During Exposure to SO 2 Oxide Pure With Pt DS-4A silica 0.18 0.28 SCFA 100 alumina 0.98 1.45 CBV 500 zeolite 0.40 0.47 Z1A 0.22 0.28 Thus, the invention combines the unique advantages of zeolite, which absorbs hydrocarbons whilst not absorbing SO 2 , and of silica powder which is resistant to SO 2 and enhances adherence of colloidal silica which is able to form a layer over the larger particles of zeolite and silica. The washcoat of the invention is so effective that relatively low concentrations of precious metals are sufficient to achieve effective catalysis and selective oxidation of hydrocarbons contacting the washcoat. Although zeolites (crystalline aluminosilicates) are preferred, the catalyst-coated washcoat may also be formed using other solid acid materials, namely, amorphous aluminosilicates and mixed oxides, having silica as the main constituent. Examples include silica in combination with one or more of alumina, titania, lanthana, zirconia and ceria. Such mixed oxides are formed by mechanical or chemical mixing (i.e., co-precipitation). However, applicants prefer to use the zeolite.

Claims: A washcoat coating for treatment of exhaust emissions from diesel engines, said washcoat coating comprising intermingled particles of zeolite and silica, having a median size greater than two micrometers, the zeolite having exchangeable cations at cationic sites, and catalytic metal disposed on at least some of the particles, with at least a portion of the catalytic metal occupying such sites, the washcoat including particles of colloidal silica less than one micrometer in size and disposed as a coating over at least a portion of the individual particles of zeolite, silica and dispersed catalytic metal. A washcoat coating according to claim 1, in which the zeolite has a SiO 2 /Al 2 O 3 molar ratio of SiO 2 to Al 2 O 3 in the range of 5 to 150. A washcoat coating according to claim 2, in which the zeolite has a SiO 2 /Al 2 O 3 molar ratio of SiO 2 to Al 2 O 3 in the range of 5 to 30. A washcoat coating according to claim 3, in which the zeolite has a SiO 2 /Al 2 O 3 molar ratio of SiO 2 to Al 2 O 3 in the range of 5 to 10. A method of making a washcoat coating according to claim 1, for treatment of exhaust emission from diesel engines, which method comprises the steps of: a) impregnating particles of at least one of zeolite and silica with catalytic metal selected from the group consisting of platinum, palladium, rhodium, ruthenium and mixtures thereof; b) forming a slurry containing the particles of zeolite and silica and smaller particles of colloidal silica at an acidic pH value; and c) applying the slurry as a coating to a support substrate. A method of making a washcoat coating according to claim 5, in which step a) is conducted by impregnating only the zeolite particles with the catalytic metal and then calcining the zeolite particles. A method of making a washcoat coating according to claim 5, in which step a) is conducted by impregnating particles of both the zeolite and the silica with the catalytic metal and then calcining the impregnated zeolite and silica particles. A method of making a washcoat coating according to claim 5, in which the method also includes drying and calcining the slurry-coated substrate so that the washcoat coating forms a substantially solid and adherent layer of the particles. A method of making a washcoat coating according to claim 5, in which the method includes, after step (c), drying and calcining the slurry-coated substrate to form a substantially solid and adherent washcoat layer of the particles, and then impregnating the solid washcoat layer with a solution containing an ionic complex of a metal selected from the group consisting of platinum, palladium, rhodium, ruthenium and mixtures thereof. A method of making a washcoat coating according to claim 9, in which the method includes calcining the impregnated washcoat layer. A method of making a washcoat coating according to claim 9, in which the ionic complex is a metal amine cation. A method of treating diesel-fuelled engine exhaust containing hydrocarbons and sulphur constituents in the presence of a catalyst which is a washcoat coating according to claim 1, which method comprises passing the engine exhaust in a gas stream over the catalyst to contact the hydrocarbons with the particles of zeolite, silica and catalytic metal dispersed on said particles; and inhibiting reaction of the sulphur constituents in the gas stream with the catalyst by maintaining between the gas stream and the catalytic metal the layer of colloidal silica in the washcoat coating, which layer restricts contact of the sulphur constituents with the catalytic metal.

Inventors: BECKMEYER RICHARD FREDERICK, TSANG CHIH-HAO MARK, BECKMEYER, RICHARD FREDERICK, TSANG, CHIH-HAO MARK
Applicants: GEN MOTORS CORP, GENERAL MOTORS CORPORATION
Application year: 1993
Main classification: B01J37
IPC codes: B01J37, B01D53, F02B3