A catalyst support is often used to disperse a catalyst material to enhance the contact area for reaction. In catalytic converters, a coating called the catalyst layer contains both the catalyst support and catalytically active material. Given the role of the catalyst layer in catalytic converters, its mechanical strength is of great importance as it determines the service life of catalytic converters. This review paper therefore summarises a number of methods which are currently used in the literature to measure the strength of a catalyst layer. It was identified that the methods applied at present could be divided into two groups. All methods regardless of the group have been successfully used to investigate the effect of a range of formulation and process parameters on the strength of a catalyst layer. In terms of measurement principles, Group 1 methods measure the strength based on mass loss after the layer sample is subjected to a destructive environment of choice. Group 2 methods tend to give more direct measurements on the strength of bonding between particles in a catalyst layer. Therefore, strength data generated by Group 2 methods are more reproducible between different researchers as the results are less dependent on the testing environment. However, methods in both groups still suffer from the fact that they are not designed to separately measure the cohesive and the adhesive strength of a catalyst layer. Two new methods have been recently proposed to solve this problem; with these methods, the cohesive and adhesive strength of a catalyst layer can be measured separately.

The design of catalyst products to reduce harmful emissions is currently an intensive process of expert-driven discovery, taking several years to develop a product. Machine learning can accelerate this timescale, leveraging historic experimental data from related products to guide which new formulations and experiments will enable a project to most directly reach its targets. We used machine learning to accurately model 16 key performance targets for catalyst products, enabling detailed understanding of the factors governing catalyst performance and realistic suggestions of future experiments to rapidly develop more effective products. The proposed formulations are currently undergoing experimental validation.

The pollution problem known as acid rain has focused attention on the need to control all major sources of contributing emissions. The use of platinum metal catalysts to control automobile exhaust gases is now well developed but in fact over half the man-made nitrogen oxides exhausted into the atmosphere are emitted from sources other than vehicles, and include power station boilers, industrial boilers and stationary internal combustion engines. Several methods may be used to prevent these emissions, and platinum catalysts, either alone or in combination with one or more of the base metal catalysts currently used, appear to have considerable potential for this application.

Natural gas is of increasing interest as an alternative fuel for vehicles and stationary engines that traditionally use gasoline and diesel fuels. Drivers for the adoption of natural gas include high abundance, lower price and reduced greenhouse gas emissions compared to other fossil fuels. Biogas is an option which could reduce such emissions further. The regulations which cap emissions from these engines currently include Euro VI and the US Environmental Protection Agency (EPA) greenhouse gas legislation. The regulated emissions limits for methane, nitrogen oxides (NOx) and particulate matter (PM) for both stoichiometric and lean burn compressed natural gas engines can be met by the application of either palladium-rhodium three-way catalyst (TWC) or platinum-palladium oxidation catalyst respectively. The drivers, policy and growth of this Pd based catalyst technology and its remaining challenges to be overcome in terms of cost and catalyst deactivation due to sulfur, water and thermal ageing are described in this short review.

The annual SAE Congress is the vehicle industry's largest conference and covers all aspects of automotive engineering. The 2012 congress took place in Detroit, USA, from 24th–26th April 2012. There were upwards of a dozen sessions focused on vehicle emissions technology, with most of these on diesel emissions. More than 70 papers were presented on this topic. In addition, there were two...

The control of oxides of nitrogen (NOx) emissions to meet more stringent motor vehicle emission legislation has been enabled by the development of various exhaust gas aftertreatment technologies, notably those that employ platinum group metals (pgms). Technology Developments For gasoline engines the most common aftertreatment for the control of NOx, as well as the other major regulated...

One of the more evocative cases of disruptive innovation is how steam powered vessels displaced sailing ships in the 19th century. Independent of wind and currents, shipping entered a new age. Faster shipping enabled more efficient trading and easier international travel. It fuelled economic growth and wealth creation. This transition was not rapid, taking half a century to evolve, a period in which hybrid vessels, those using sails and steam generated power were a common sight. The age of steam brought a period of change which affected many aspects of shipping, not only its appearance and practices but also its environmental impact. It facilitated further disruption and the emergence of what has become the industry standard for a ‘prime mover’: the diesel engine. Achieving the decarbonisation of the shipping fleet as soon as possible this century will be one of the most significant disruptions the shipping sector has had to manage. Meaningful change by 2050 requires strategic development and decisive action today, made all the more complicated by the immediate demands that the sector manages both the current and longer term impact that the COVID-19 pandemic will have on the shipping industry. This paper looks briefly at the transition from wind power to carbon based fuel power to gain insight into how the shipping sector manages disruptive change. It also reviews some technology options the shipping sector could adopt to reduce its environmental impact to meet a timetable of international requirements on ship emissions limits. The paper will focus on how the engine room might evolve with changes in: (i) energy conversion, how power is generated on board, i.e. the engine; and (ii) energy storage, i.e. choice of fuel.

Recent concerns over the health effects of particulate emissions from vehicles have focused on diesel engines. While European legislation to limit their emissions is now in place it is expected that future legislation will be more demanding. Using a platinum catalyst it has been possible to demonstrate in various trials the practical application of a novel system for the removal of both the soot and hydrocarbon components from diesel powered vehicle exhaust. The background to the development of this successful technology is described here.