Catalytic converters are quite common for gasoline engines but diesel catalysts are less known, in part because they face greater challenges. Still, diesel catalysts have not disappeared because they are efficient and, when you start your car, they don't produce heaps of CO₂. Their main problem is the large amount of carbon particulates (soot) and nitrogen oxides in the exhaust gas. Standard three-way converters are not effective because of the high oxygen content of these gases. BASF is on the case, though. BASF's catalyst researcher Bob Farrauto said, "To solve this problem, we have developed special diesel oxidation catalysts combined with particulate filters which trap the soot and periodically oxidize it using a combination of catalysts and engine controls."

What about nitrogen oxides, which are the main source of acid rain? NOx storage devices or traps are incorporated into the catalyst to first store the nitrogen oxides which are then converted to nitrogen. The storage catalyst is regenerated afterwards. Alternatively an ammonia-carrying liquid (i.e. urea) can be injected into the exhaust and passed over a highly selective catalyst which converts the NOx into N₂.


[Source: BASF]

Mazda has been working on fibers made from plant sources and destined for car interiors for a while now. Back in early September, Mazda announced it was working on such a biofabric with Teijin Ltd and Teijin Fibers Ltd. This new biotech material was then shown at the Tokyo Motor Show as part of the seat covers and door trim in the Premacy Hydrogen RE Hybrid. Mazda is pleased with the material's ability to resist abrasion and sun damage and apparently sees a future for these sorts of fabrics; the company has registered the "Mazda Biotechmaterial" brand name for all of its biomaterials.

The Mazda biofabric does not contain any oil-based resources and is made by "combining large numbers of lactic acid molecules that are made from fermented carbohydrates such as plant sugars."

Another bit of Mazda eco-news, an update to its new exhaust catalyst that uses fewer precious materials, is contained in the PR after the break.

Related:

• Frankfurt 2007: Mazda's 100 percent BioFabric
• Honda will use bio-fabric interiors

[Source: Mazda]

A team of investigators leaded by Victor Lin, from Iowa State university and program director for the U.S. Department of Energy's Ames Laboratory, have developed a nanosphere-based catalyst claimed to be revolutionary for biodiesel production. Current methods use sodium methoxide – a toxic, corrosive and flammable catalyst – which must be removed using acid neutralization, water washes and separations. This catalyst is mostly lost during the process.

The new catalyst is claimed to convert efficiently vegetable oils or animal fats into fuel by using Lin's nanospheres with acidic catalysts to react with the free fatty acids and basic catalysts for the oils. The nanospheres are solid, which makes them easy to handle. They can also be recovered from the chemical mixture and recycled. And they can be used in existing biodiesel plants without major equipment changes. This technology is the result of four years of research.

The transition from lab testing to pilot-manufacturing will be financed by Catilin Inc. They expect to create enough nanospheres to reach a daily production of 300 gallons in 18 months.

[Source: Iowa State University via Nanowerk]

Diesel Technology Forum has released a new PDF white paper designed to give diesel users a comprehensive overview of how diesel technology and regulations are changing to reduce diesel emissions. Covered are the new diesel emissions standards and the introduction of Ultra Low Sulphur Diesel (ULSD), as well as a number of techniques that can be used for upgrading existing diesel engines to reduce emissions.

Three interdependent components are discussed as the basis for a clean diesel system; the use of ULSD fuel which not only greatly reduces sulphur emissions but can also reduce particulate matter by up to 10 percent; new engine technology with redesigned combustion chambers, common rail fuel injection systems and variable geometry turbos that greatly reduces particulate matter and NOx emissions; and emissions control technologies including diesel oxidation catalysts, selective catalytic reduction devices, lean NOx catalysts, exhaust gas recirculation, and active diesel particulate filters. When combined, these three components usher in a new era of clean diesels which emit 98 percent less particulate matter and NOx in 2007 models than 1988 levels.

For existing diesel vehicle owners, the five Rs of retrofitting are also discussed; Rebuild core engine components every three to four years; Refuel using ULSD and/or biodiesel; Retrofit exhaust emissions control technologies; Repower older engines with new or newer diesel engines; and Replace entire old, heavily emitting vehicles and equipment with new models. Sections on Implementation Criteria for successful retrofitting projects, Incentives And Funding Resources, and Sample Retrofit Projects rounds out the paper.

Hopefully large diesel fleet owners will take heed of the advice offered in this white paper and look at implementing their own retrofitting projects to improve the emissions output of the dirtiest diesels on and off the road today.

Related:

• Biodiesel standard tests begin in Canada
• Onboard diagnostics promoted by EPA
• Is your diesel tank really getting ULSD fuel?

[Source: DieselNet]

Yesterday, PhysOrg reported on the recently published fuel cell research of two Los Alamos scientists, Rajesh Bashyam and Piotr Zelenay, in the scientific journal Nature. Searching for a low-cost alternative to platinum, the duo developed a composite consisting of cobalt, polymer and carbon. The new catalysts weren't able to produce as much electrical energy as its platinum-based counterpart, however, the composite exhibited "exceptional performance stability" during a 100-hour test session.

Bashyam and Zelenay are continuing their research on a number of other composites while they also hope to contribute to one of the lab's larger projects of increasing current output from fuel cells.

It's great to hear about developments in the advancement of fuel cell research. Now, if we could only figure out that pesky problem of where to get the hydrogen.

[Source: PhysOrg]