The literature treating mechanisms of catalyst deactivation is reviewed. Intrinsic mechanisms of catalyst deactivation are many; nevertheless, they can be classified into six distinct types: (i) poisoning, (ii) fouling, (iii) thermal degradation, (iv) vapor compound formation accompanied by transport, (v) vapor-solid and/or solid-solid reactions, and (vi) attrition/crushing. As (i), (iv), and (v) are chemical in nature and (ii) and (v) are mechanical, the causes of deactivation are basically three-fold: chemical, mechanical and thermal. Each of these six mechanisms is defined and its features are illustrated by data and examples from the literature. The status of knowledge and needs for further work are also summarized for each type of deactivation mechanism. The development during the past two decades of more sophisticated surface spectroscopies and powerful computer technologies provides opportunities for obtaining substantially better understanding of deactivation mechanisms and building this understanding into comprehensive mathematical models that will enable more effective design and optimization of processes involving deactivating catalysts. © 2001 Elsevier Science B.V. All rights reserved.

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Mechanisms of catalyst deactivation

A study is conducted to demonstrate catalytic dehydrogenation of light alkanes on metals and metal oxides. The study provides a complete overview of the materials used to catalyze this reaction, as dehydrogenation for the production of light olefins has become extremely relevant. Relevant factors, such as the specific nature of the active sites, as well as the effect of support, promoters, and reaction feed on catalyst performance and lifetime, are discussed for each catalytic Material. The study compares different catalysts in terms of the reaction mechanism and deactivation pathways and catalytic performance. The duration of the dehydrogenation step depends on the heat content of the catalyst bed, which decreases rapidly due to the endothermic nature of the reaction. Part of the heat required for the reaction is introduced to the reactors by preheating the reaction feed, additional heat being provided by adjacent reactors that are regenerating the coked catalysts.

Catalytic dehydrogenation of light alkanes on metals and metal oxides.

Deactivation of heterogeneous catalysts is a ubiquitous problem that causes loss of catalytic rate with time. This review on deactivation and regeneration of heterogeneous catalysts classifies deactivation by type (chemical, thermal, and mechanical) and by mechanism (poisoning, fouling, thermal degradation, vapor formation, vapor-solid and solid-solid reactions, and attrition/crushing). The key features and considerations for each of these deactivation types is reviewed in detail with reference to the latest literature reports in these areas. Two case studies on the deactivation mechanisms of catalysts used for cobalt Fischer-Tropsch and selective catalytic reduction are considered to provide additional depth in the topics of sintering, coking, poisoning, and fouling. Regeneration considerations and options are also briefly discussed for each deactivation mechanism.

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Heterogeneous Catalyst Deactivation and Regeneration: A Review

By the early 1970s increased use of cars in some major cities had resulted in serious concerns about urban air quality caused by engine exhaust gas emissions themselves, and by the more harmful species derived from them via photochemical reactions. The three main exhaust gas pollutants are hydrocarbons (including partially oxidised organic compounds), carbon monoxide and nitrogen oxides. Engine modifications alone were not sufficient to control them, and catalytic systems were introduced to do this. This catalytic chemistry involves activation of small pollutant molecules that is achieved particularly effectively over platinum group metal catalysts. Catalytic emissions control was introduced first in the form of platinum-based oxidation catalysts that lowered hydrocarbon and carbon monoxide emissions. Reduction of nitrogen oxides to nitrogen was initially done over a platinum/rhodium catalyst prior to oxidation, and subsequently simultaneous conversion of all three pollutants over a single three-way catalyst to harmless products became possible when the composition of the exhaust gas could be maintained close to the stoichiometric point. Today modern cars with three-way catalysts can achieve almost complete removal of all three exhaust pollutants over the life of the vehicle. There is now a high level of interest, especially in Europe, in improved fuel-efficient vehicles with reduced carbon dioxide emissions, and “lean-burn” engines, particularly diesels that can provide better fuel economy. Here oxidation of hydrocarbons and carbon monoxide is fairly straightforward, but direct reduction of NO x under lean conditions is practically impossible. Two very different approaches are being developed for lean-NO x control; these are NO x -trapping with periodic reductive regeneration, and selective catalytic reduction (SCR) with ammonia or hydrocarbon. Good progress has been made in developing these technologies and they are gradually being introduced into production. Because of the nature of the diesel engine combustion process they produce more particulate matter (PM) or soot than gasoline engines, and this gives rise to health concerns. The exhaust temperature of heavy-duty diesels is high enough (250–400 °C) for nitric oxide to be converted to nitrogen dioxide over an upstream platinum catalyst, and this smoothly oxidises retained soot in the filter. The exhaust temperature of passenger car diesels is too low for this to take place all the time, so trapped soot is periodically burnt in oxygen above 550 °C. Here a platinum catalyst is used to oxidise higher than normal amounts of hydrocarbon and carbon monoxide upstream of the filter to give sufficient temperature for soot combustion to take place with oxygen. Diesel PM control is discussed in terms of a range of vehicle applications, including very recent results from actual on-road measurements involving a mobile laboratory, and the technical challenges associated with developing ultra-clean diesel-powered cars are discussed.

Progress and future challenges in controlling automotive exhaust gas emissions

Steam reforming reactions will play a key role in new applications of synthesis gas and in a future hydrogen economy. The aim of this review is to provide a coherent description of the catalysis of the reforming reactions. The review is not comprehensive. The first section deals with the applications of synthesis gas and hydrogen and the various synthesis gas technologies. The optimum choice of technology depends on the requirements of the gas composition and the scale of operation. Two examples are included for illustration: synthesis gas for gas-to-liquid plants and hydrogen for fuel cells. The steam reforming process is described in the second section with emphasis on the role of the catalyst and problems related to carbon formation. The third section is a summary of the empirical evidence of the catalysis of the reforming reactions. The methods of characterization are discussed, and data representing sintering, activity trends, and promotion are summarized. The fourth section is a description of the mechanism based on a combination of empirical knowledge with recent data from studies of well-defined surfaces, in-situ high-resolution electron microscopy, and calculations based on density functional theory. The central concept is the role of surface defects as the source of reactivity and the nucleation centers for whisker carbon formation.

Hydrogen and Synthesis gas by Steam- and CO2 reforming

Metal catalysts are commonly employed in the form of metal dispersed as small crystallites on high surface area supports. The use of these supported metal catalysts increases the utilization of the metal as a catalyst since a large fraction of the metal atoms are at the surface of the small metal crystallites. Another important function of the support is to physically separate the small metal crystallites and thereby hinder the agglomeration of the small metal crystallites into larger crystallites. This agglomeration would decrease the number of surface metal atoms per unit mass of metal, and thereby decrease the utilization of the metal and the activity of the catalyst.

Sieghard E. Wanke

Papers

The Sintering of Supported Metal Catalysts

A model of supported metal catalyst sintering: I. Development of model

The sintering of supported metal catalysts: II. Comparison of sintering rates of supported Pt, Ir, and Rh catalysts in hydrogen and oxygen

The sintering of supported metal catalysts: I. Redispersion of supported platinum in oxygen

Effect of molecular structure distribution on melting and crystallization behavior of 1-butene/ethylene copolymers