Sulfur deactivation and regeneration of Pt/BaO/Al2O3 and Pt/SrO/Al2O3 NO x storage catalysts

Transient experiments were performed to study sulfur deactivation and regeneration of Pt/BaO/Al₂O₃ and Pt/SrO/Al₂O₃ NO _x storage catalysts. It was found that the strontium-based catalysts are more easily regenerated than the barium-based catalysts and that a higher fraction of the NO _x storage sites are regenerated when H₂ is used in combination with CO₂ compared to H₂ only.     

Kinetic modelling of sulfur deactivation of Pt/BaO/Al2O3 and BaO/Al2O3 NOx storage catalysts

In this work, a kinetic model is constructed to simulate sulfur deactivation of the NO_x storage performance of BaO/Al₂O₃ and Pt/BaO/Al₂O₃ catalysts. The model is based on a previous model for NO_x storage under sulfur-free conditions. In the present model the storage of NO_x is allowed on two storage sites, one for complete NO_x uptake and one for a slower NO_x sorption. The adsorption of SO_x is allowed on both of these NO_x storage sites and on one additional site which represent bulk storage. The present model is built-up of six sub-models: (i) NO_x storage under sulfur-free conditions; (ii) SO₂ storage on NO_x storage sites; (iii) SO₂ oxidation; (iv) SO₃ storage on bulk sites; (v) SO₂ interaction with platinum in the presence of H₂; (vi) oxidation of accumulated sulfur compounds on platinum by NO₂. Data from flow reactor experiments are used in the implementation of the model. The model is tested for simulation of experiments for NO_x storage before exposure to sulfur and after pre-treatments either with SO₂ + O₂ or SO₂ + H₂. The simulations show that the model is able to describe the main features observed experimentally.     

Characterization and optimization of an autothermal diesel and jet fuel reformer for 5 kWe mobile fuel cell applications

The present paper describes the characterization of an autothermal reformer designed to generate hydrogen by autothermal reforming (ATR) from commercial diesel fuel (～10 ppm S) and jet fuel (～200 ppm S) for a 5 kW_e polymer electrolyte fuel cell (PEFC). Commercial noble metal-based catalysts supported on 900 cpsi cordierite monoliths substrates were used for ATR with reproducible results. Parameters investigated in this study were the variation of the fuel inlet temperature, fuel flow and the H₂O/C and O₂/C ratios. Temperature profiles were studied both in the axial and radial directions of the reformer. Product gas composition was analyzed using gas chromatography.It was concluded from the experiments that an elevated fuel inlet temperature (≥60 °C) and a higher degree of fuel dispersion, generated via a single-fluid pressurized-swirl nozzle at high fuel flow, significantly improved the performance of the reformer. Complete fuel conversion, a reforming efficiency of 81% and an H₂ selectivity of 96% were established for ATR of diesel at P = 5 kW_e, H₂O/C = 2.5, O₂/C = 0.49 and a fuel inlet temperature of 60 °C. No hot-spot formation and negligible coke formation were observed in the reactor at these operating conditions. The reforming of jet fuel resulted in a reforming efficiency of only 42%. A plausible cause is the coke deposition, originating from the aromatics present in the fuel, and the adsorption of S-compounds on the active sites of the reforming catalyst.Our results indicate possibilities for the developed catalytic reformer to be used in mobile fuel cell applications for energy-efficient hydrogen production from diesel fuel.     

Diesel fuel reformer for automotive fuel cell applications

Fuel economy and emission abatement are issues, which are highly prioritized areas in the automotive industry of today. The debate about climate change has in recent years even more emphasized the importance of these issues and has increased the search for finding sustainable technical solutions. This paper describes an effort to develop an innovative and environmentally-benign hydrogen generation system operating on commercial diesel fuel to avoid running the engine to supply electricity at stand-still. The use of a fuel cell-based auxiliary power unit (APU) has the potential of delivering electricity at high efficiencies independent of the heavy-duty truck engine. During the reformer development phase, spray formation and mixing of reactants proved to be crucial to obtain high reforming efficiencies and low diesel slip. The diesel is being injected through a nozzle creating a spray of fine droplets of a size which can establish rapid evaporation. Air and steam are being pre-heated and injected into the mixture chamber and subsequently mixed with the evaporated diesel fuel. Depending on the operating parameters, a part of the fuel is being oxidized and produces heat. Autothermal reforming was chosen to circumvent the heat transfer problem in catalytic steam reforming. By supplying heat directly to the catalyst surface by an oxidation reaction the heat demand of the strongly endothermic steam reforming reaction can be fulfilled. We employed CFD calculations, which revealed the importance of avoiding large recirculation zones leading to a prolonged residence time of the hydrocarbon molecules and causing auto-ignition and excessive temperatures in the catalyst. Five different reformer generations are being described and discussed in detail in this publication. The first one was based on a fixed bed reactor, while the other four all relied on catalytic monoliths enabling low pressure drops. The early reactor designs all suffered from auto-ignition and instability problems. The latter generations exhibited a considerably more stable temperature profile in the reformer. The conversion of diesel and the reformer efficiencies are significantly higher than the early generation diesel reformers.