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Simultaneous poisoning of sulfur + phosphorus on a platinum-based diesel oxidation catalyst was studied to gain a deeper understanding on the catalyst deactivation. Compared to a single poisoning (sulfur or phosphorus), the simultaneous poisoning had a severe effect on the catalyst activation: light-off temperature for 90% conversion of propene was not reached, this of carbon monoxide was much higher than expected, and the maximum conversion of nitrogen monoxide collapsed. With very comprehensive structural characterization by various methods (e.g. STEM-EDS, XPS, DRIFTS) used, we achieved to conclude an explanation for this. In the case of the S + P-poisoning of the catalyst, formed aluminum phosphate was found to block adsorption sites for sulfur species on alumina and sulfur adsorbs mainly on cerium oxides. In addition, sulfur species remain with and in the vicinity of the platinum particles blocking active sites. publishedVersion

Natural gas is an alternative fuel to replace partly conventional liquid fuels like diesel or gasoline to improve fuel economy (less CO2) and decrease pollutants (particulates). Mixed stoichiometric–lean combustion has been introduced as a potential way to manage without secondary diesel fuel. This study focused on catalytic methods to oxidize methane, HCs, CO and NO in lean-stoichiometric NG and lean diesel–NG exhaust gases in heavy-duty applications. Lean methane oxidation is the most challenging condition and only methane oxidation catalyst (MOC) developed for lean conditions was able to reach low methane light-off temperatures. MOC was almost as good as three-way catalyst (TWC) in stoichiometric conditions but the heavier ageing and λ oscillating conditions cause problems for MOC (no oxygen storage materials). Diesel oxidation catalysts (DOC) were very poor in TWC reactions but Pt-rich DOC is important to reach in lean higher NO2 utilized in DPF regeneration and SCR. In TWC + MOC, DOC + MOC combinations, the MOC part dominated methane oxidations due to that significant difference in their base activity for methane oxidation. The combinatory systems showed also in deactivation–regeneration cycles promising and interesting results, which can be utilized in transient, heterogeneous exhaust conditions.

Natural gas as a fuel for heavy duty applications has advantages in terms of lower CO2 and PM compared to Diesel applications. This makes operating heavy duty applications on natural gas attractive. However, in terms of aftertreatment, the challenge becomes one of controlling methane emissions over a range of vehicle operating conditions. Methane light off occurs > 400 °C and requires highly loaded precious metal catalysts (Raj in Johnson Matthey Technol Rev 60:228–235, 2016). This temperature is manageable in stoichiometric applications. However, for lean operating applications, the exhaust temperature can be below this posing a significant challenge for CH4 control. When operating lean the NOx emissions also become a challenge hence the requirement for a dedicated NOx control system. As part of the EU funded HD GAS project, an aftertreatment system was developed to meet the challenges of both NOx and CH4 control for a lean operating natural gas heavy duty engine. Fundamental studies were performed by the academic partners focusing on CH4 and NOx control, with the implementation and calibration on the engine performed by the industrial partners. This paper will discuss the steps taken from fundamental catalyst characterisation and catalyst specification to full size catalyst implementation onto a newly developed natural gas engine in order to meet Euro VI emissions legislation.

Catalytic combustion of methane, the main component of natural gas, is a challenge under lean‐burn conditions and at low temperatures owing to sulfur poisoning of the Pd‐rich catalyst. This paper introduces a more sulfur‐resistant catalyst system that can be regenerated during operation. The developed catalyst system lowers the barrier that has restrained the use of liquefied natural gas as a fuel in energy production.

An increasing number of heavy-duty vehicles are using liquefied natural gas (LNG) as a fuel due to the expanding refuelling station network for LNG and lower overall emissions compared to diesel vehicles. The latest EURO VI regulation or natural gas fuelled vehicles set a limit for NH3 of 10 ppm, and N2O exhaust is expected to be restricted in Europe in the near future. Poisonous and corrosive NH3 and the greenhouse gas N2O are formed as by-products in a three-way catalyst used to minimize the emissions of stoichiometric heavy-duty engines. In this work, we studied how high temperature NH3 and N2O formed in modern, fresh and aged bimetallic Pd/Rh three-way catalysts in simulated exhaust gas. More precisely, the exhaust gas composition and temperature were examined. Decreases in NO concentration and increases in temperature lowered the formation of NH3 and N2O, whereas a decrease in CH4 concentration reduced only NH3 formation. According to Raman and powder X-ray diffraction experiments, the structure of the catalyst changed during the ageing, and this reputedly affected the function of cerium-zirconium mixed oxides and thus the formation of NH3 and N2O. Temperature programmed reduction (H2-TPR) measurements showed changes in cerium-zirconium mixed oxide performance after ageing supporting Raman spectroscopy findings. Catalyst ageing in oxidizing conditions increased the formation of N2O. This study showed that exhaust gas composition plays an important role in the formation of undesired NH3 and N2O emissions.

The impact of sulphur, phosphorus and water and their co-exposure on a monolith-type Pt/SiO 2 -ZrO 2 diesel oxidation catalyst was investigated. The accelerated laboratory-scale sulphur treatments for Pt/SiO 2 -ZrO 2 were done with and without water (S- and SW-treatments, respectively) at 400 °C. Similarly, the phosphorus treatment with water (PW-treatment) as well as the co-exposure of phosphorus, sulphur and water (PSW-treatment) were also done to find out the interactions between the impurities. The studied catalysts were characterized by using several techniques and the activity of the catalyst was tested in lean diesel exhaust gas conditions. Based on the XPS and the elemental analysis, more phosphorus was adsorbed on the Pt/SiO 2 -ZrO 2 catalyst than sulphur. Sulphur, in the presence and absence of water, was found to have a negligible effect on the CO and C 3 H 6 light-off temperatures (T 90 ) over the fresh Pt/SiO 2 -ZrO 2 , whereas the T 90 values of CO and C 3 H 6 increased by 30–45 °C as a result of the PW-treatment and by 15–35 °C after the PSW-treatment. Based on the Transmission electron microscope (TEM) analyses, no morphological changes on the Pt/SiO 2 -ZrO 2 surfaces were observed due to the phosphorus treatment. Therefore, the reason for the lower activity after the PW-treatment could be the formation of phosphates that are decreasing the specific surface area of the catalyst, blocking the accessibility of the reactants to the catalyst pores and active sites. However, it is worth noting that sulphur decreased the amount of adsorbed phosphorus and thus, inhibited the poisoning effect of phosphorus.

One way to lower CO2 and other harmful emissions of the transportation sector is the development of natural gas fueled vehicles. Availability of natural gas is good, and it is easy to apply to stoichiometric and lean-burn engines, which makes it ready-to-use technology. The main concern in the field is a sulfur poisoning of the exhaust gas after treatment system. We aim to clarify mechanisms of sulfur poisoning and regeneration of a lean-burn methane oxidation catalyst. Overall, it is concluded that sulfur itself is not the only reason for the deactivation of methane oxidation catalyst, but it is a joint effect of water vapor and sulfur species. The irreversible sulfur poisoning deteriorates oxygen mobility and hinders water desorption, which inhibits low temperature methane oxidation activity. The regeneration of sulfur poisoned catalyst takes place stepwise: PdSO4 → PdSO3 + 0.5O2 → Pd + SO2 + 0.5O2. The formation of metallic palladium makes the catalyst vulnerable for sintering, which leads to deactivation during long-term regeneration.

The effect of sulphur and phosphorus on a Pt/SiO2–ZrO2 catalyst was studied. The laboratory accelerated sulphur (SW) or phosphorus (PW), and their co-exposure (PSW) treatments were done in gas phase for 5 h at 400 °C. The fresh and treated catalysts were characterized by XPS, FESEM-EDS, TEM-EDS, BET and BJH. The catalyst activity was tested in lean diesel exhaust gas conditions by using a gas FTIR. The value of the light-off temperature of CO and C3H6 over the studied catalysts was as follows: fresh ~ SW

Phosphorus is found to have a deactivating effect on the catalytic activity of the studied natural-gas-oxidation catalyst. Accelerated laboratory-scale phosphorus treatment was done to the PtPd/Al2O3 natural gas oxidation catalyst. The effect of phosphorus after low (0.065 M) and high (0.13 M) phosphorus concentration treatments was studied by using an inductively coupled plasma optical emission spectroscopy, N2 physisorption, X-ray diffraction, field emission scanning electron microscopy, transmission electron microscopy, and X-ray photoelectron spectroscopy. In addition, the behavior of the catalyst was studied by a Gasmet FT-IR gas analyzer. Based on the received results it can be concluded that phosphorus was adsorbed on the surface by chemical bonds forming phosphates (PO4). In addition, the partial transformation of PdO to Pd was observed. Due to the phosphorus adsorption both the CO and CH4 oxidation activities were lower after the phosphorus treatments compared with the fresh catalyst.

The formation of hydrogen sulfide in car exhaust is undesirable due to unpleasant odor and toxicity of H2S gas. H2S release can be suppressed by the addition of a NiO scavenger to a three-way catalyst (TWC). In this work, Pd–Ni bimetallic catalysts were prepared by the co-addition of Pd and Ni to γ-Al2O3 or Al2O3-La2O3 support, by the impregnation method. Different concentrations of a propionic acid aqueous solution were used as the impregnation solvent. The structure of prepared catalysts was characterized by Brunauer–Emmett–Teller (BET), X-ray diffraction (XRD), scanning electron microscopy (SEM), and temperature-programmed reduction (TPR) techniques. Catalyst poisoning by SO2 was simulated under lean conditions and H2S release under rich conditions. XRD and TPR measurements revealed the effect of the impregnation solvent concentration on the ratio between NiO and NiAl2O4 spinel species and the reducibility of Ni species. Co-addition of Pd with Ni was proven to be beneficial for H2S suppression. Prepared bimetallic catalysts released considerably less H2S compared to physical mixtures of Pd/Al2O3 with NiO. The presence of bulk and well dispersed NiO on Pd–Ni catalysts assisted in sulfur release in the form of sulfur oxides rather than H2S. Bimetallic catalysts supported on Al2O3-La2O3 were found to release more H2S compared to catalysts on γ-Al2O3. The use of diluted solvent in bimetallic catalysts preparation decreased H2S release from Pd–Ni catalysts.

The effects of phosphorus poisoning on the activity of PtPd and Pt diesel oxidation catalysts and on the activity of the support material were investigated using the gas phase laboratory-scale-aging procedure. The catalysts were treated using two different phosphorus concentrations (0.065 and 0.13 mol/L (NH4)2HPO). The deactivation was studied by inductively coupled plasma optical emission spectroscopy, electron microscopy, X-ray diffractometry, X-ray photoelectron spectrometry and Fourier-transform infrared reflectance, N2-physisorption, and activity measurements with CO, C3H6 and NO. The amount of accumulated phosphorus was higher on the Pt catalyst surface than on the PtPd catalyst and significantly higher on the surface of the bare support material. Phosphorus concentration was uniform throughout the support layer (down to the 10 μm), and phosphorus was found as phosphate, although it can also form compounds like AlPO4 with the support. The treatment with low phosphorus concentration was found to have a clear deactivation effect only for C3H6 oxidation activity on PtPd catalysts above 200 °C. The treatment with high phosphorus concentration significantly decreased the activity of both the PtPd and Pt catalysts. In particular, the C3H6 and NO oxidation activities of the fresh and P-treated Pt catalysts were higher than those of the PtPd catalysts for the entire temperature range.

Ni additive in the three-way catalyst (TWC) has been known for its high activity in H 2 S suppression. However, the effect of Ni on the activity of TWC in stoichiometric exhaust gas conversion is less studied. In the present work characterization of bimetallic Pd–Ni catalysts supported on γ-Al 2 O 3 or γ-Al 2 O 3 –La 2 O 3 for potential TWC application was performed. The catalysts were prepared by wet co-impregnation and impregnation-evaporation methods. Brunauer–Emmett–Teller (BET), X-ray diffraction (XRD), temperature-programmed reduction (TPR), UV–vis diffuse reflectance spectrometry (UV–vis DRS), scanning electron microscopy (SEM), and scanning transmission electron microscopy (STEM) techniques were employed to confirm the effect of Ni addition on the catalysts structure. XRD, TPR, and STEM characterization was employed in order to evaluate the presence of Pd–Ni interaction. The activity of the catalysts was tested in the oxidation reaction of CO and C 3 H 6 under stoichiometric conditions. Based on the obtained results, we confirmed the structure of prepared catalysts and the effect of Pd–Ni interaction on the catalytic activity of Pd–Ni catalysts in CO and C 3 H 6 oxidation. XRD and TPR characterization suggested that Pd and Ni are competing for the support sites. The observed competition affected Pd-support and Ni-support interactions and consequently activity. Fresh bimetallic catalysts had higher catalytic activity compared to monometallic ones due to higher active metal loading and the presence of NiO phase. It was concluded that the catalytic activity of aged bimetallic catalysts is not affected by the addition of Ni. For that reason, addition of Ni as a second metal to Pd-based catalysts for TWC reactions can be considered in the future studies.

Emission regulations and legislation inside the European Union (EU) have a target to reduce tailpipe emissions in the transportation sector. Exhaust gas aftertreatment systems play a key role in low emission vehicles, particularly when natural gas or bio-methane is used as the fuel. The main question for methane operating vehicles is the durability of the palladium-rich aftertreatment system. To improve the durability of the catalysts, a regeneration method involving an efficient removal of sulfur species needs to be developed and implemented on the vehicle. This paper tackles the topic and its issues from a fundamental point of view. This study showed that Al2(SO4)3 over Al2O3 support material inhibits re-oxidation of Pd to PdO, and thus hinders the formation of the low-temperature active phase, PdOx. The presence of Al2(SO4)3 increases light-off temperature, which may be due to a blocking of active sites. Overall, this study showed that research should also focus on support material development, not only active phase inspection. An active catalyst can always be developed, but the catalyst should have the ability to be regenerated.

The activity of sulphur–water- and water-treated PtPd/Al2O3- and Pt/Al2O3-based monolith catalysts was investigated. The catalysts were characterized by X-ray photoelectron fluorescence, X-ray photoelectron spectroscopy, transmission electron microscopy and BET–BJH. The sulphur poisoning had a diminishing effect on the catalyst activity. The correlation between the laboratory-poisoned and engine-bench-aged catalyst activity was detected and found to have a relatively good correspondence.

The ageing conditions were analyzed with gasoline, diesel and natural gas (NG) catalysts to find the simplified, rapid thermal and chemical (sulfur) ageing methods for catalyst development. Rich-stoichiometric conditions prevented the deactivation of TWCs in gasoline and NG applications. Active metals and support are sintered thermally during short lean periods by increasing deactivation as a function of oxygen concentration. Air ageing for 3–10 h is an appropriate rapid ageing method for TWCs. Active regeneration conditions for DPF with a higher carbon concentration deactivated DOCs less than normal diesel exhaust conditions at 700 °C. Natural gas oxidation catalysts were sulfated in use conditions but almost complete recovery was possible above 600 °C with higher methane feeds at lean. In addition to sulfur, other chemical poisoning was also included in the rapid ageing methods by fittings to the diesel and NG field aged catalysts.

The behavior of a commercial Ce–Zr promoted Pd-Rh/Al2O3 catalyst for the abatement of methane from the exhausts of natural gas vehicles (NGVs) is studied in presence of large amounts of water under both stationary conditions and by periodically switching from lean to rich feed. Under stationary conditions with both stoichiometric (λ = 1.00) and lean (λ = 1.02) feed catalyst deactivation is observed after prolonged exposure to the reaction mixture. Periodic rich pulses in a constant lean feed gas result in the stabilization of catalytic performances. A higher methane conversion than those obtained with stoichiometric and lean feed mixtures is observed under rich conditions, during an experiment carried out by performing lean pulses (λ = 1.02) in a constant rich feed gas (λ = 0.98). The analysis of reactants conversion and products distribution suggests that different chemistries are involved under lean and rich conditions. Only reactions of complete oxidation of H2, CO, CH4 and NO occur under excess of oxygen, whereas under rich conditions NO reduction, CH4 steam reforming and water gas shift also occur. The effect of symmetric oscillation of the exhausts composition around stoichiometry is also addressed by periodically switching from slightly rich to slightly lean composition with different oscillation amplitudes (Δλ = ±0.01, ±0.02 and ±0.03). Higher and more stable methane conversion performances are obtained than those observed under constant λ operations. The presence of a more active PdO/Pd0 state is suggested to explain the enhancement of catalytic performances.

Sulphur, sulphur-water, and water pretreatments were done to find out the effect of these compounds on a diesel oxidation Pd/β-zeolite catalyst and β-zeolite washcoat. After pretreatments, the samples were analysed by BET, XRF, TEM-SEM, and XPS. In addition, the activity of fresh and pretreated Pd/β-zeolite catalysts was studied utilizing the by Gasmet FT-IR in production gas analysis. Sulphur compounds (SO2 or −SO4) were found to have a deactivating effect on the activity of the studied Pd/β-zeolite catalyst.

Palladium precursors and solvents were studied for their effects on the activities of alumina-based palladium catalysts in methane combustion and the resistance of the catalysts to thermal aging. The properties of the catalysts were compared with those of a commercial reference. The palladium precursors were Pd(propionate) 2 , Pd(acetate) 2 and Pd(acetyl acetonate) 2 and the solvents were acetone, acetic acid, propionic acid and toluene. Catalysts were prepared by the wet impregnation method. Catalysts were characterized by powder X-ray diffraction (XRD), field emission scanning electron microscopy (FE-SEM) and energy dispersive X-ray spectroscopy (EDS). The surface areas were measured by Brunauer–Emmett–Teller method (BET). Acidity of the alumina support was measured by NH 3 desorption. Activities of the catalysts in methane oxidation were screened under lean burn conditions. In methane oxidation with fresh catalyst, the best performance was obtained with a combination of Pd(acetate) 2 and acetic or propionic acid. The light-off temperatures of the fresh catalysts (562 K and 557 K, respectively) were slightly lower than the light-off temperature (567 K) of the commercial reference. Differences between the light-off temperatures of the aged and fresh catalysts were least when the catalysts were prepared with Pd(acetyl acetonate) 2 as Pd precursor and in acetic or propionic acid as solvent: +12 K and +18 K, respectively. The corresponding value for the reference was +64 K. For several of the fresh catalysts, conversion in methane oxidation at 623 K was over 90%. A comparison of methane combustion and NH 3 desorption results indicated that acidity of the support material affects catalysts activity.

Pd/CeO2 and Pd/Zr-CeO2 diesel oxidation catalysts were treated with sulphur, sulphur–water and water. According to the BET, TEM-EDS, XPS, ICP-OES analyses and catalytic activity tests, both studied catalysts were deactivated by sulphur due to formation of sulphates. Water treatment was found to have a promoting effect on the oxidation of CO and C3H6.

Pd/Al2O3, Pd/CeO2 and Pd/ZrO2 diesel oxidation catalysts and their washcoat materials were studied after sulphur treatment. The catalytic activities were analysed in simplified diesel exhaust gas composition by FT-IR technique. ICP-OES or XRF, physisorption and CO chemisorption was used to catalyst characterisation. The result shows that the sulphur treatment clearly deactivates the studied catalysts.

Barium, lanthanum, and praseodymium perovskites were prepared by malic acid complexation. Surface areas of the La and Pr perovskites were between 17.1 and 21.6 m2 g−1. The moderate low surface areas (5.7 m2 g−1) observed for corresponding barium perovskites were due to the high calcination temperatures. The calcination temperature also affected the shapes and sizes of the perovskite particles. According to SEM images the nanoparticles of the La and Pr perovskites were spherical, whereas those of barium perovskites were flakes. The conversion of methane increased in the order of A-site metal Ba

Lanthanum perovskites were synthesized by malic acid complexation and different amounts of palladium were added by dry-wet impregnation. Measurements of methane conversion on fresh and SO 2 -treated perovskite catalysts were made between 25 and 500 °C. Methane conversion on fresh catalysts commenced at ∼300 °C, and the best activities were achieved with low loadings of palladium. The B-site metal combinations Mn 0.4 Fe 0.6 and Mn 0.6 Fe 0.4 showed better conversion activity than Mn 0.5 Fe 0.5 and Fe. All fresh perovskite catalysts except those with 10% Pd gave 100% conversion of methane at 500 °C. The resistance of 10% Pd perovskite catalysts to sulfur was generally better than that of catalysts with low Pd loadings. This was due to the high Pd coverage on the perovskite surface. Fresh and SO 2 -treated LaMn 0.4 Fe 0.6 O 3 perovskite catalysts promoted with 2 and 2.5% of palladium exhibited the highest activities for methane conversion.

BaMn 0.6 Fe 0.4 O 3 , BaMn 0.4 Fe 0.6 O 3 , LaMn 0.6 Fe 0.4 O 3 , LaMn 0.4 Fe 0.6 O 3 , PrMn 0.6 Fe 0.4 O 3 , and PrMn 0.4 Fe 0.6 O 3 perovskites were synthesized via malic acid complexation and impregnated with 2% of palladium by dry-wet method. WGSR measurements were carried out in a stainless steel continuous flow reactor. The A-site metal increased the conversion of H 2 and CO 2 in the order Ba 0.4 Fe 0.6 than Mn 0.6 Fe 0.4 . The formation of carbonaceous surface species was observed. In measurements with a gas chromatograph, the oxidation of surface palladium was found to decrease in the order La > Pr > Ba. No correlation was observed between WGSR activity and oxidation of palladium.

In this work, a laboratory ageing cycle simulating the real engine ageing for three-way catalysts was developed. The laboratory cycle was created based on the rapid ageing hot (RAH) cycle used in the engine bench ageings. The simultaneous gas concentration and temperature changes were achieved by adjusting the IR-furnace and the gas flow parameters. The laboratory ageing cycle was verified by testing different samples after different ageings with the laboratory and the engine tests. In addition, some characterization methods: specific surface area (BET-method), dispersion (CO-chemisorption), particle size (CO-chemisorption) and oxygen storage capacity (with CO–O2 exchange experiments), were used to compare the effect of the different ageings on the catalyst samples.

Effect of thermal, engine bench, and vehicle ageings on catalytic activity and support properties was evaluated mainly by XRD on a real catalytic system. The solid–solid phase transitions in the bulk material are of particular importance to catalyst behaviour after ageings. It was observed that the ageing atmosphere either accelerated or inhibited the phase transitions. The formation of aluminates was observed after ageings in inert and reducing atmospheres as well as after engine and vehicle ageings. The formation of aluminates is associated with the loss of specific surface areas that remained higher after reducing and inert ageings. The formation of cerium and lanthanum aluminates prevents the formation of low surface area α-Al 2 O 3 that is responsible for the decrease in the total surface area. Catalytic activities also remained higher after reducing and inert ageings than after oxidizing ageing. Furthermore, laboratory ageing in reducing atmosphere seems to correlate best with the real vehicle ageing from the textural point of view.

Deactivation of Pd/Rh monoliths is considered. Based on the results of different characterization techniques, a deactivation correlation between laboratory scale ageing, engine bench ageing, and vehicle ageing is proposed.

The reactivity of (μ-H)2Ru3(CO)9(μ3-η2-C8H12) (1) and (μ-H)Ru3(CO)9(μ3-η3-C12H19) (2) with hydrogen and carbon monoxide was studied at elevated temperatures. Also the catalytic activity of 1 in homogeneous hydrogenation of 1-hexene was studied. At the lower carbon monoxide pressures compounds 1 and 2 converted to Ru3(CO)12 while at higher pressures they tend to fragmentate to the other ruthenium carbonyl compounds. Under a hydrogen atmosphere 1 and 2 converted to H4Ru4(CO)12 and at higher pressures tend to fragmentate to insoluble black precipitate. Complex 1 has a moderate activity in homogeneous hydrogenation of 1-hexene. Its activity is dependent on the temperature: activity increases when the temperature goes up.

The reactions of H4Ru4(CO)12 with cyclic triazaligands result in the formation of [LH]+[H3Ru4(CO)12]− salts, (L = 1,4,7-triazacyclononane (1), 1,4,7-trimethyl-1,4,7-triaza-cyclononane (2), 1,5,9-triazacyclododecane (3) and 1,5,9-trimethyl-1,5,9-triazacyclododecane (4)). The compounds were synthesized by refluxing H4Ru4(CO)12 in hexane followed by precipitation with the corresponding ligand. This is a convenient direct single-step synthetic route to produce [H3Ru4(CO)12]−-ion with a high yield. The compounds have been characterized by elemental analysis and spectroscopic measurements. In the 1H NMR spectra they showed a fluxional behavior. Reactivity towards CO at elevated temperature, and the catalytic activity of the new compounds in the water—gas shift reaction (WGSR) and in the carbonylation of methanol, have been discussed.

The reaction between Ru 3 (CO) 12 and a cyclic olefin ( cis -cyclooctene or trans -cyclododecene) at 100 °C for several hours gives the title compounds ( μ -H) 2 RU 3 (CO) 9 ( μ 3 - η 2 -C 8 H 12 ) ( 1 ), and ( μ -H)RU 3 (CO) 9 ( μ 3 - η 3 -C 12 H 19 ) ( 2 ), both of which have been characterized by X-ray diffraction studies, IR and NMR spectral measurements and elemental analysis. The prolonged reaction between Ru 3 (CO) 12 and cis -cyclooctene gives compound HRu 3 (CO) 9 (C 8 H 11 ) ( 3 ). Compound 3 has been characterized with IR and NMR spectral analyses. In 1 the cyclooctene ring is linked via a μ 3 - η 2 -alkyne type of bonding to the face of the Ru 3 cluster. It is formally σ-bonded to two of the three Ru atoms and π-bonded to the third Ru. The two hydrides in 1 are bridging RuRu bonds. In 2 the cyclododecene ring is bonded to the Ru 3 face via the μ 3 - η 3 -CCHC linkage. There are two formal σ-bonds from the allyl part to the hydrido-bridged Ru atoms and the η 3 -allyl linkage to the third Ru atom.

Homogeneous hydrogenation of 1-hexene to hexane was studied using a triruthenium cluster containing a face-capping ligand, HRu3(CO)9(μ3-η3-1,3-dithiacyclohexane) (1), as a catalyst precursor. The catalytic activity of 1 was studied as a function of temperature (98–140°C), H2 pressure (10–60 bar) and catalyst concentration. The highest hydrogenation rate of 0.085 mol/h was measured at 141°C and 60 bar of H2 pressure. A linear dependence between the catalytic activity of 1 and the H2 pressure was observed in the pressure range of 10–50 bar, but equalizing at higher pressures (> 50 bar). A rise in the temperature causes an increase in catalytic activity but at the same time enhances the fragmentation of 1 and the formation of a brown precipitate. The fragmentation product was not active in hydrogenation but shows moderate isomerization activity. A possible mechanism for the hydrogenation of 1-hexene by 1 is presented.

Cyclic polydentate thioether ligands 1,3-dithiacyclohexane, 1,3,5-trithiacyclohexane and 1,4,7-tri-thiacyclononane react with Ru3(CO)12 to give the carbonyl substitution products HRu3(CO)9(μ3-η3-1,3-dithiacyclohexane) (1), Ru3(CO)9(μ3-η3-1, 3,5-trithiacyclohexane) (2) and Ru3(CO)9(μ2-η3-1,4,7-trithiaheptane) (3) in moderate yields. The crystal structures of 1–3 have been determined. A different coordination mode is observed in each case. Carbon monoxide was found not to replace the cyclic thioethers in the ruthenium complexes, but complexes 1 and 3 react with H2 Thus complex 1 under a hydrogen atmosphere in chloroform gives the new cluster complex (μ2-H)2Ru3(CO)8Cl(μ3-η3-1,3-[S2CH(CH2)3]) (4) the crystal structure of which was determined. Correspondence to: Dr. S. Rossi.

The decahexacarbonylhexarhodium cluster [Rh 6 (CO) 16 ] reacts with dimethylsulfide to give a series of substituted clusters [Rh 6 (CO) 16− x (SMe 2 ) x ], x =1–4 ( 1–4 . The crystal structures of 1 and 4 have been determined. The SMe 2 ligands replace terminal carbonyls, otherwise the cluster structure is maintained. The four sulfide ligands in 4 replace four carbonyl groups at Rh atoms in the same plane of the Rh 6 octahedron, with the SMe 2 groups lying alternately above and below this plane. The di- and tri-substituted species have been characterized by ir spectroscopy and elemental analysis. The reactivity of [Rh 6 (CO) 12 (SMe 2 ) 4 ] toward hydrogen and carbon monoxide has been studied. Under CO it undergoes replacement of SMe 2 by carbon monoxide to afford [Rh 6 (CO) 16 ]. In a corresponding reaction with H 2 [Rh 6 (CO) 12 (SMe 2 ) 4 ] is converted into a mixture of 2–4 . Hydrogenation of 1-hexene using [Rh 6 (CO) 12 (SMe 2 ) 4 ] as a catalyst precursor was observed at 60°C with a highest rate of 2200 turnovers/h.

Demand for lower and lower emissions in road transportation has promoted the development of more efficient exhaust emission catalysts. On the same time the fight against the impact of transportation on climate change has opened the way for the use of biofuels, e.g. biodiesel. Deactivation of catalytic surfaces is a serious problem in the design of more efficient automotive exhaust catalysts. Deactivation of catalysts can be classified in three types: chemical (e.g. poisoning), mechanical (e.g. fouling) and thermal (e.g. ageing). In the long run these deactivation processes can cause nearly total loss of catalytic activity in the catalyst material. In biodiesel fuelled vehicles these processes can lead to notably different effects in catalyst efficiency compared to those of conventional diesel vehicles [1].

The effect of bulk BaO promoter on CO oxidation activity of palladium oxide phase was studied by density functional calculations. A series of BaO(100) supported Pd(x)O(y) thin layer models were constructed, and energy profiles for CO oxidation on the films were calculated and compared with corresponding profiles for the most stable PdO bulk surfaces PdO(100) and PdO(101). The most stable of the thin films typically exhibit the same PdO(100) and PdO(101) surface planes; the PdO(100) dominates already with double layer thickness. The supporting promoter improves the CO oxidation activity of the Pd(x)O(y) phase via a direct electronic effect and introduced structural strain and corrugation. Changes in CO adsorption strength are reflected in oxidation energy barriers, and the promoting effect of even 0.3 eV can be seen locally. Easier oxygen vacancy formation may partially facilitate the reaction.

The usage of natural gas (NG) engines is expected to increase in coming years due to the increased availability, competitive cost and lower CO2 emissions compared to conventional liquid fossil fuels. However, NG engines can produce emissions that can have impact on environment and human health. The major hydrocarbon species emitted by NG engines is methane and another important emission component found in NG engines emissions is formaldehyde. Particle emissions from NG engines are known to be low compared to conventional diesel engines, because of lower soot particle formation in combustion, but particle number emissions of NG engines, especially nanoparticle emissions, are not necessarily low. In order to diminish the environmental and health effects with the tightening emission limitations the after-treatment systems are used increasingly also with the NG engines. The aim of this study was to examine three different catalyst systems (oxidation catalysts and Selective Catalytic Reduction, SCR) in the natural gas engine operating at different conditions. The effects of catalyst systems on the gaseous and particle emissions were investigated with the special focus on the chemical composition of particles. Two measurement campaigns were conducted in 2014-2015. The test engine was a passenger car gasoline engine modified to run with NG. The driving conditions were selected based on the emission levels and two different engine driving modes were used. Two catalyst setups were tested the first one consisting of a combination of an oxidation catalyst and a SCR and the other setup having of only one oxidation reactor. Exhaust gas temperature was varied from 350 to 500 °C and exhaust gas flow was either 80 kg/h or 40 kg/h. The chemical composition of NG emission particles was studied by using a Soot Particle Aerosol Mass Spectrometer (SP-AMS, Aerodyne Research Inc, Onasch et al., 2012). In addition to the particulate chemistry, inorganic and organic gases, particulate matter (PM) and particle size distributions were measured by several instruments. The volatility of particles was investigated by using a thermodenuder and the potential of NG emission to produce secondary particles was examined by Potential Aerosol Mass (PAM)-chamber (Kang et al., 2007). NG exhaust was diluted by a factor of ~10-150 depending on the measurement devices. The particle measurements indicated that the catalysts decreased the total PM at all test conditions by 45-73%. However, the PM concentrations increased as the exhaust temperature increased. Based on the concentrations of chemical species, the increase of mass was mostly due to the larger concentration of sulfate and ammonium but also hydrocarbon concentration was larger with higher exhaust temperature. Detailed study of the mass spectra of organics revealed that in some cases a large portion of hydrocarbon signal was found at very small mass fragments (e.g. CH2+, CH3+, CH4+) compared to what is typically found in e.g. diesel fuel exhaust particles. In addition to organic and inorganic species (sulfate, nitrate, ammonium), the SP-AMS enabled the detection of metals in NG emission particles. Regarding the potential of NG emissions to form secondary aerosol, the concentration of potential secondary organic aerosol was more than ten times larger than the concentration of primary organic aerosol in some engine conditions. The ratio of potential secondary aerosol to primary aerosol was even larger for inorganic nitrate, sulfate and ammonium. The disadvantage of the usage of the SP-AMS in NG emission measurements is the particle size range measured by the SP-AMS. SP-AMS can detect particles from ~50 to 800 nm whereas the number size distribution of NG emission particles can peak at as small particle size as 2-5 nm (Alanen et al.2015). The formation of secondary particles increases the size, which can distort the comparison of primary and secondary particles as the secondary particles as more readily measured with the SP-AMS.

The individual and combined effects of phosphorus and calcium on Rh-containing catalyst powders have been studied. The results showed a strong deactivating impact of phosphorus on the catalytic activity of these powders. The effect of calcium poisoning was not as significant. By contrast, the presence of calcium even restored the activity of the catalyst powders poisoned by phosphorus.

Different selective catalytic reduction (SCR) and oxidation catalyst systems were assessed to study the effects of these catalysts on the NO x, the hydrocarbon and the particle emissions from natural gas engines. High NO x reductions were observed at low ammonia slips. A separate oxidation catalyst was used downstream of the SCR. The NO x reduction efficiency was found to depend on the exhaust gas temperature. The efficiency of a catalyst reactor to remove hydrocarbons was found to depend on the hydrocarbon species, the exhaust temperature as well as the exhaust flow. The total measured PM mass was lower downstream of the catalyst than in the engine exhaust at all temperatures studied. Catalyst systems were found to have significant effects on particulate emissions.